02-24-2020, 05:35 PM | #1 |
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The Tremec 6060 stackup
Just wondering how our Tremec 6060 stacks up against a Muncie 4 spd Rock Crusher trans. Can you beat it a slam it and have it keep on ticking? The Muncie has a rep of taking a real beating and keep on going. Who's familiar with the comparison or is there a comparison?
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02-24-2020, 06:08 PM | #2 |
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There's no real comparison. Even the T56 is better. ...except for weight of course. The M22 took a beating, but from cars with half our horsepower putting even less down through the tires. You know what they say about meeting your heroes...
Edit* I did a lot of research on the subject when I was picking a transmission for my Iroc. Wasn't considering an M22 but it came up quite a bit during research. Ended up with a Tremec TKO. There's countless pieces of info worth dissecting, but just like the infamous Borg Warner T5's, the smaller cases would flex. The low grind angle of the gears (hence the rock crusher noise) help redirect flexing forces, as well as different metallurgy in the gears compared to the M20 and 21 it helped, but they still would fail. There's a great article I read about how modern computer R&D allows for testing for all the flexing forces a transmission experiences. They talk about how ALL the old school transmission would flex and ultimately fail. Nowadays you plug in a few parameters and poof - bomb proof case specs courtesy of less computing power than you have in your watch. Modern tech is truly amazing. Modern transmissions fail because of cheap production parts used to keep costs down, but the inherent designs are pretty rock solid. Last edited by Abubaca; 02-24-2020 at 06:26 PM. |
02-24-2020, 06:18 PM | #3 |
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Back in the day, the Ford toploader had the reputation as the toughest 4 speed box. You have to give it to Ford where driveline components are concerned. The toploader and 9 inch diff were the toughest of the tough. As far as autos go, the C6 wasn't bad, but it was no th400.
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02-24-2020, 06:23 PM | #4 | |
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02-24-2020, 06:27 PM | #5 |
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The Mopar 833 was a heck of a strong trans and easy to rebuild the only problem was it was a truck trans that shifted like a truck trans. The Muncie is a geat easy to shift trans, with proper upgrades it can take say 500 ft - lbs 600+ for quite a long time.
http://www.superchevy.com/how-to/tra...-transmissions https://www.chevydiy.com/how-to-buil...transmissions/ So IMO, the Muncie is just a great trans to actually drive...
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02-24-2020, 06:32 PM | #6 | |
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Forged short block, large duration sub .600 lift Cam Motion cam, 7200 RPM fuel cut, Pray Ported Heads, 3.85 pulley D1X, stage II intercooler, DSX secondary low side, DSX E85 sensor, Lingenfelter big bore 2.0 pump, ported front cats, 60608 Borla, LT4 injectors, ZL1 1LE driveshaft and Katech ported TB, ported MSD intake, BTR valvetrain, ARP studs, ProFlow valves, PS4 tires.
Last edited by oldman; 02-25-2020 at 06:39 AM. |
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02-24-2020, 06:57 PM | #7 | |
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That 450 hp header mod must be with unicorn dust. If you connect an old M22 to a modern LT1 the LT1 would shred it to pieces. |
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02-25-2020, 06:29 AM | #8 | |
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Here is a 396 dyno at 458 HP with headers (which I said at the get go) And yes 454, 455, 400 Ram Air, 427 could either dyno at the 450 HP with LT or 500 ft-lbs (which is what breaks the trans). https://www.hotrod.com/articles/chev...actory-rating/ https://www.hotrod.com/articles/518-...traight-crate/ I don't know why you are going with SAE net, I clearly stated headers. Let's be clear tens of thousands of GM BB engines with headers were raced for decades with Muncie transmissions. Did they fail, yes, can you get new cases, shafts syncros etc to have a Muncie live a long life at say 500 HP... probably so. What is the rating of the TR6060 installed in the LT1 Camaro 560 ft - lbs. Stronger than a Muncie out of the box, and there is not much that separates the TR6060 from a T56 mag at 700 ft-lbs. The Muncie's claim to fame is not strength anyway, as I've stated it was the ability to shift. The aluminum Muncie was also light. All you ever wanted to know: https://oppositelock.kinja.com/so-yo...mis-1823051016
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Forged short block, large duration sub .600 lift Cam Motion cam, 7200 RPM fuel cut, Pray Ported Heads, 3.85 pulley D1X, stage II intercooler, DSX secondary low side, DSX E85 sensor, Lingenfelter big bore 2.0 pump, ported front cats, 60608 Borla, LT4 injectors, ZL1 1LE driveshaft and Katech ported TB, ported MSD intake, BTR valvetrain, ARP studs, ProFlow valves, PS4 tires.
Last edited by oldman; 02-25-2020 at 07:05 AM. |
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02-25-2020, 01:40 PM | #9 | |
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02-25-2020, 01:57 PM | #10 | |
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02-25-2020, 02:16 PM | #11 | ||
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In my experience, a modern transmission helps, but doesn't change the nature of an engine, whether it be new or old. |
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02-25-2020, 02:44 PM | #12 | |
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2016 Hyper Blue 2SS/6m/MRC/NPP/Silver Rally stripes/ZL1 wheels & brakes/GForce DS and axles/ZLE Cradle Bushings/FE4 ARB front & rear/SEMA Grill/Rotofab dry/95mm TB/Magnuson 2300/Full LT4 fuel system/JMS boost-a-pump/E85 Sensor/Ported CID heads from LME/Cammotion PD cam/Thompson Motorsports forged shortblock/catted Kooks 1 7/8 headers /JRE remote tuned |
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02-25-2020, 04:04 PM | #13 | |
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It was a beast (not). My 1993 RX-7 ran circles around Integra Rs. |
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02-25-2020, 08:30 PM | #14 |
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If you have never owned driven and raced an Integra Type R, then you have missed out on something special. My sleeved 2.1 liter NA engine puts out 275 HP at 2400 lbs... you can work the math out yourself I have also built turbo B engines at 450 HP and 2400 lbs...
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Forged short block, large duration sub .600 lift Cam Motion cam, 7200 RPM fuel cut, Pray Ported Heads, 3.85 pulley D1X, stage II intercooler, DSX secondary low side, DSX E85 sensor, Lingenfelter big bore 2.0 pump, ported front cats, 60608 Borla, LT4 injectors, ZL1 1LE driveshaft and Katech ported TB, ported MSD intake, BTR valvetrain, ARP studs, ProFlow valves, PS4 tires.
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