Tkx transmission kit manual#
Tkx transmission kit upgrade#

The TKX eliminates that top “window”, improving case strength.

The old TKO was designed to be assembled from the top, much like the old Ford Top Loader four-speeds. The main reason for creating a new case was to add strength while also creating room for swaps. From the front, the top is more rounded and significantly shorter than the TKO. We’re not going to get into the details of any of these swaps as each will demand its own set of specific requirements for bellhousings, clutch linkage, driveshafts, and other details.įrom the outside, the TKX presents a new and improved case design. The ’65-’66 cars will still require the floor support to be relocated as it was for the TKO.

The ’68-’72 cars have them available as needed.įor Ford enthusiasts, the new TKX will fit within the floor pans of any second and third generation Mustang (’67-’73).

Tkx transmission kit manual#

Modern Driveline offers an offset shifter to accommodate existing manual console and tunnel for the ’64-’67 GM A-body cars. The only cut required may be for the shifter which is still in the transmission centerline as opposed to Muncie and Super T-10 shifters that are offset to the left. With a much smaller case configuration that also offers a trimmed-down shifter mounting area, Coffey says the TKX will fit both the ’68-’72 Chevelles as well as the earlier ’64-’67 floor pans without surgery.

Tremec designed the new TKX case specifically to fit within the narrow and short confines of tunnels. Also note that the TKX has removed that torque arm mount below the output shaft as seen on this TKO. This will allow the new version to fit into less expansive trans tunnels. The top of the leading edge of the trans is significantly taller than the TKX. For comparison, here is a photo of the previous TKO-600 (right). Tremec Transmission Dimensions TRANSMISSIONįirst impressions of the TKX (left) present a much cleaner, smoother and shorter leading end portion of the top of the case that reduces the number of floor pan modifications for trans swaps. In addition to its compact nature, the TKX is a great solution for hot rodders who don’t need the extra overdrive gear of the significantly larger T56 and T56 Magnum transmissions. The older TKO was tall with broad shoulders and often required major floor surgery or custom tunnels welded into cars like early Chevelles. Just looking at the TKX, it should be easy to see that it offers a much lower height from the input shaft centerline upward to the top of the case.

Tkx transmission kit upgrade#

Tremec says its enhanced gear sizes and revised double-lined, carbon-fiber synchronizer package can now be safely shifted at 7,500 rpm and much of the stiff, notched shifter feel has been eliminated, and the gates now have special chamfers to improve the shift quality along with a special ball detent for each of the three rails.Īn equally important part of the TKX’s upgrade was to reduce the size of the transmission’s envelope. Case mounting and rear crossmember locations also remain the same as the TKO, which makes this new trans a simple bolt-in swap versus the previous trans. The TKX is now rated at 600 lb-ft of torque across all the different versions with the wide ratio using a 3.27:1 First gear and the close ratio version employing the 2.87:1 First gear. Much like the earlier TKOs, the TKX will be available in two basic configurations in either Ford or GM orientations using the same gear ratio options. We’ll look at all the features starting from the outside and work our way deep inside this new gear box. For those attuned to the previous line of five-speeds, the TKX is similar in many ways (like gear ratios) but it is a whole new transmission with regard to significant improvements. To address these and other issues, Tremec has introduced the TKX. Worse yet, as engines continue to make more power at higher engine speeds, the classic brass ring synchronizers employed in the TKO transmissions felt balky above 6,000 rpm. While torque capacity was acceptable at either 500 or 600 lb-ft, shift quality suffered. Many have found that this transmission was lacking in several areas.

Given this powerful state of affairs Tremec decided to upgrade its classic TKO five-speed transmission for a number of reasons. Fast forward to today and 500 lb-ft of torque is the new standard and shift points and power quickly escalate from there. In the ‘50s, a transmission only had to handle 200 to 300 lb-ft of torque at low engine speeds and life was fairly easy. That’s also the nature of automotive high performance parts. In the late 1800s Charles Darwin proposed the then-astonishing concept that evolution of species was based on the simple fact that the strong survive and the weak eventually disappear.