Tremec T56 Magnum Product Review

Tremec T56 Magnum Product Review

The TREMEC T56 Magnum Provides Performance.

Many popular automobiles have employed the TR-6060 transmission, which combines refinement and strength. Dodge Challenger (since 2009), Chevrolet Camaro (SS from 2010 and ZL1 since 2012), and Tremec T56 Magnum Product Review.

The Tremec T56 Magnum is an aftermarket version of this double-overdrive 6-speed gearbox. It’s a rear-wheel-drive manual transmission key to the company’s high-performance lineup. BorgWarner produced the T-56 for the Dodge Viper, which TREMEC now owns. The TR-6060 replaced it.

Torque, not horsepower, causes gearbox and drivetrain failure. The T56 Magnum’s 700 lb-ft of torque is great for this reason. This transmission combines the best OEM and TKO features.


T56 Magnum size being documented

At 135 pounds, it’s lighter than other Tremec T56 choices. This weighs less than the norm of 100 to 400 pounds. Weight might affect riding performance.

This model can utilize two different gear ratio sets at either 2.66 or 2.97, and all of this brings effective and responsive shifting into the hands of the driver so that with modest effort precise engagement’s achieved.

Forged and machined separately, the clutching ring and gear make for 2-piece speed gears. The engineers combined this with a new synchro design, an improvement from the base Tremec T56, in order to eliminate some wasted space, and this increased face widths to lead to that better torque endurance.

A 2-piece design also allows for an optimization of the tooth angles, and profiles, of the separate clutching ring and gear. Shifting activity can sometimes lead to an “overthrow,” but there are now built-in stops on the teeth to prevent that.


T56 Magnum strength being documented

More surface area and strength come from a triple cone arrangement that is a substantial improvement over preceding double cone variations. In addition, the primary goal of Tremec was to keep the Tremec T56 Magnum more swap-friendly for those looking to work on their vehicle, and this meant numerous flexibility features. Some more Magnum components are the dual speedometer pickups as well as a dual-pattern cross member mount area. Further, a commonized 31-spline output shaft surpasses even the toughest T-56 in strength.


The Magnum will probably cost somewhere near the lower to mid three thousand dollar range, but there are some enthusiasts who want to handle 900hp and more who rebuild it for the 5-6 thousand dollar range. Higher-level applications may require a transmission specialist. There may be cheaper transmissions. Rear-end gears will need replacing which can add $400 to $1000 to the cost of a switch.

Remove the rear part and shifter to clean and cryogenically treat the fifth and sixth overdrive gears. Also polished and treated is the input shaft. Bronze shift fork pads last longer and perform better than plastic. Regular Magnum synchronizer rings and fork pads are weaker.


Three interlocking rings wedge together in the first four gear synchronizers. Carbon-fiber pads can replace OEM brass friction pads in inner rings. Blockers reduce output. High-RPM shifting causes heat.

Pro-shifting and face plating aid. The OEM synchronizes when removed, allowing for faster, higher RPM shifting with a better engagement window.

Face plating has a greater ROI than pro-shifting despite its higher initial cost. The pro rings will wear because the shift lugs connect inside the slider in the latter. Regular debugging and dressing’s needed. Smooth-shifting may need replacing.

What is an engagement lug?

Face-plated slider engagement lugs don’t need deburring. Larger-contact-surface face-plated shift lugs are more durable. This reduces gear-popping.

It’s still critical to understand that neither face plating nor its cousin pro-shifting will remove the need for a clutch. In other words, the vehicle will still not safely handle the shock load of shifting without a clutch and this should not be done. It can be taken to a level 5 manual transmission that will bring enjoyment and provide value.

A specialist can solder fluid sprayers and bungs into the front of the casing so they’re tilted for more capricious launches. It is also important to use the right fluid in order to stay within any warranty agreements and to maintain proper wear and synchronization. Otherwise, grinding synchronizers and other early wear will only lead to a multitude of trouble. Tremec recommends something like their HP-MTF High-Performance Manual Transmission Fluid that is acceptable in all climates.

Before, they used GM Synchromesh, Pennzoil Synchromesh, or Mobil1 ATF. When operating a Magnum high-performance version, Dexron III ATF must be emptied and replaced with Synchromesh or Mobil1 ATF.

Tremec T56 Magnum Product Review – Positioned Well for the Future

The Tremec T56 and the improved Tremec T56 Magnum that it inspired have sold well over the years. A lot of people will look to upgrade to overdrive and compare those to the 5-speed TKO. The Magnum uses a more modern end-loader design instead of the TKO’s top-loader design. There is no void due to a top or side cover, so it is able to handle all torsional loads in a sharpened and surpassing manner.

Practically all of the Magnum’s features are superior and so it is usually the wisest decision, as opposed to the TKO and similar, when looking for higher torque handling, smoothness, and higher rpm shifting ability. Many earlier retrofit applications (nearly all 1972 and older vehicles as well as numerous 1970s and 1980s models) may require floor modifications in order to more securely install the transmission while those such as the TKO may be more inherently swap friendly. One great benefit is a 30-50% increase in fuel economy to save on that expense.

Finally, a low RPM cruising experience provides for greatly reduced driver fatigue and a more welcome highway experience. It is definitely one worth looking into to see if it fits your application more closely than the competition.

  • How much HP can a t56 Magnum handle?
    The TR6060 has its roots in the venerable T56 but is designed for much more powerful engines – with a torque rating of 700 lb-ft. That’s the serious capacity of a factory-built manual transmission.
  • What is the difference between a t56 and a t56 Magnum?
    The T56 Magnum is basically a T6060 with upgrades. The 6060 is about 40 pounds heavier and if you look at the torque rating, the 6060 is rated higher. The Magnum also has various shifter mounting options whereas the T56 did not.

Brook Walsh

For nearly 30 years, I've had a fascination with restomods. I've learned from real-world experience what restomod gear works and what doesn't. This is the site where I share everything I've learned.

Recent Posts