"CobraJet" <email@example.com> wrote in message
> I emailed Tremec about TKO 600 5-speeds that might be a direct
> bolt-in for a 428 Mustang. They replied with an application chart, and
> suggested the 5008. This box has the better-than-Top Loader wide-ratio
> gearing, and *should* have sufficient torque capacity to hold up behind
> a warmed-over Jet. I'll be digging into this idea further.
Words of advice
Excellent transmission, better than any T5. Yeah, Tremec made the T5 I know
yada. But the TR series are freaking horses. My TR-3550 weighs fully 110
And if this is planned to be sturfed in your '68, you know some of the
issues I've had.
Tunnel clearance, clutch compatibility and actuation, flywheel balance,
appropriate crossmembers, pinion angle, driveshaft length, and shifter
clearance. I know you're up to the task, just wanted to let you know what I
ran into. It was A BITCH but worth it in the end. Internal rails make it
shift slickly, 1st is like a tractor; I run 3.80s and turn a mild 2600 at
75. Even with my OT SB, the 1-2 is a neck-snapper. I can chirp third. If
you want a very slick, chromed factory 4-speed shifter mated to a 5-speed
mount, California Mustang has 'em. Otherwise, 3rd and 5th will have your
right shoulder leaving the seat unless you have disproportionately long
I didn't see the 3550 listed; I guess it's been replaced by the 3650. They
look very similar. What I am surprised to see is the 3650's torque rating
of 360, when the 3550s was 400. 3550s have been in many cars cranking off
high 12s and low 13s. I fully intend to put near 400 lbs/ft in front of the
3550 at some point.
Don't get me wrong; T5s were easier swaps, even 7 or 8 years ago. The 3550
and its ilk are so much stronger, I was willing to put up with the bullshit
to get it in there. I built the drivetrain like this, in terms of strength:
Clutch, Axels, Rear end, Transmission....
Well, that's my 20 cents. Take it for all it's worth = )
> ThunderSnake #1