close-ratio 5-speed manual transmission

Alternatively, some six-speed transmissions have ratios essentially the same as a 5-speed transmission, and add an even higher (numerically lower) 6th gear that allows even lower engine speeds at highway speeds.With the advent of 6-, 7-, and 8-speed automatic transmissions, the ratios become closer and closer together, which meets the mathematical conception of what constitutes a close-ratio transmission.To meet requirements to maximize fuel economy, manufacturers began offering 5- and, in the 1990s, 6- speed manual transmissions. Likewise, 3-speed automatic transmissions were the norm until fairly recently, but now 6-, 7-, and 8-speed automatic transmissions are being offered.With a 5-speed transmission, the power range must be relatively wide, which requires compromising the engine's efficiency. With an 8-speed transmission, the power range can be kept relatively narrow, which allows the engineer to optimize engine efficiency at a particular engine speed, and the transmission attempts to keep the engine operating at that speed.However, given that there are no gears or specific gear ratios, one would not really consider such a transmission close-ratioed.In the overall drivetrain, 'overdrive' is more complex and there are several definitions in use, including that of the simple gearbox. See Overdrive (mechanics) By using this site, you agree to the Terms of Use and Privacy Policy. Please try again.We will send you and Email with a link and instructions.Live Chat is available.It should not be installed on a vehicle that is driven on public roads and highways. Installation of this part on a vehicle driven on public roads and highways is likely to violate U.S. and Canadian laws and regulations relating to motor vehicle emissions. This is one of the things that makes the Magnum even more versatile for retrofits into muscle cars, hot rods and a variety of competition vehicles.

• close-ratio 5-speed manual transmission, close-ratio 5-speed manual transmission problems, close-ratio 5-speed manual transmission fluid, close-ratio 5-speed manual transmission system, close-ratio 5-speed manual transmission parts, close-ratio 6-speed manual transmission.

Please help improve it or discuss these issues on the talk page. ( Learn how and when to remove these template messages ) Please help improve it by rewriting it in an encyclopedic style. ( June 2013 ) ( Learn how and when to remove this template message ) Please improve it by verifying the claims made and adding inline citations. Statements consisting only of original research should be removed. ( June 2013 ) ( Learn how and when to remove this template message ) Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed.Therefore, a transmission that one manufacturer terms close-ratio may not necessarily be considered close-ratioed by another manufacturer.Often, manufacturers use this term when offering a standard manual transmission and an optional, sportier transmission, one with closer ratios than the other, such as Porsche above did. But this close ratio transmission is not necessarily closer in ratios than another manufacturer's normal manual transmission.For this reason, vehicles utilize transmissions; as the vehicle's speed increases to the point that the engine speed exceeds the speed at which maximum power is developed, the driver shifts to a higher gear (numerically lower ratio), which reduces engine speed and allows continued acceleration.A close-ratio type of transmission is designed to allow an engine to remain in a relatively narrow operating speed. Alternatively, a wide-ratio transmission requires the engine to operate over a greater speed range, but requires less shifting and allows a wider range of output speeds. Close-ratio transmissions are generally offered in sports cars, in which the engine is tuned for maximum power in a narrow range of operating speeds and the driver can be expected to enjoy shifting often to keep the engine in its power band.Again, the defining issue is the overall spacing of gears between 1st and in this case 6th gear.

Chris on 10 Reasons a Manual Transmission is Better than an Automatic Carl Casanova on TREMEC Magnum Transmission Gear Ratio Options marvel on A Look at Five Future Performance Vehicles By using this website you consent to their use. For detailed information about the use of cookies on this site and your options to refuse your consent to their use, please see our Privacy Policy. Called the Butler team and they sent me a complete install kit with the Tremec transmission. The swap went extremely well with all there parts. Kit included everything like the bell housing, hydraulic clutch, crossmember, speedo cable, ect.,. I was concerned that the Tremec 6 speed was too big for the trans tunnel but not so. I did have to trim for the shifter hole a small amount and have my drive shaft shortened. I'm running a 3:90 rear gear and the new overdrives are like having air conditioning for the first time. Caint believe I waited so long ! Visit Our Sister Site: Powered by Web Shop Manager.Click here to email us with questions about this product. M46, M47, M90, M66 - Getrag M51, 265, 262 CR - Supra W55, W59, W58, V160 6 Speed - Celica steel case range There is anBiggest issue is the flywheel,Another issue is the length of the mainshaft - Initially theAn adaptor wouldMechanic LINK ? HaveSpeeds at 7,000 rpm, 3.73:1 diff Debatable if their. Power is now easier to make than ever and with that comes an evolution in the approach to gear ratios. Old-school thought was to plug in a deep gear and spin the wee out of the engine. But with today's greater power levels, it takes less leverage than before and there is a gold mine of subtleties that are worth digging into. We'll investigate the advantages and disadvantages of plugging a gear into a drag car and those same ratio options for the street. With a wealth of overdrive transmission conversion options, it's never been easier to build a quick drag or track car that can also be fun to drive on the street.

Transmission gear ratios are designed to work with a range of rearend gear ratios so that the engine operates within the part of its power band that generates the most power. To select the ideal gear ratio, you must take into account vehicle weight, engine camshaft specs, the powerband, optimum engine rpm, intended vehicle use and the axle gear ratio. Meanwhile, transmission overdrive ratios are designed to work with rearend gear ratios to put the engine in an optimal lower-rpm range for highway-speed cruising and fuel efficiency. To keep the same rpm and be in 6th gear, the cruise speed goes up to 99.75 mph, something law enforcement might not be too keen on! Using the Gear Ratio Calculator, we entered the necessary data, and got our results. Our theoretical vehicle would be going 67.4 mph in fifth gear. Pretty much at the speed limit. Bottom line, unless we’re on the Bonneville Salt Flats or a highway with no speed limit, sixth gear and its.50 overdrive gear ratio are not optional for normal highway cruising. In 5th gear at 2,600 rpm cruise speed would be 62.34 mph, and in 6th gear at the same rpm would be 79.16 mph and allowing for 6th to be used while cruising at normal interstate highway speeds. In fifth gear and 2,600 rpm, our cruise speed would be 62.34 mph, and in sixth gear, it’s 79.16 mph, which is much more in line with normal highway speeds while keeping the engine in the sweet spot of its rpm power range. Still unsure if we I want to go with the traditional stick or a sequential. What kind of pricing would I be looking at and any input you guys have on going the auto to manual route would be very much appreciated. They’ll be able to give you pricing on what you’ll need to swap a TREMEC 6-speed into your Lexus, along with shipping costs. In order to post comments, please make sure JavaScript and Cookies are enabled, and reload the page. Click here for instructions on how to enable JavaScript in your browser.

, but the simulation reveals something different. The 3.73:1 gear (leaving the tire size the same) slowed the e.t. barely, by 0.08 second, but the trap speed did drop 2 mph with no change in the 60-foot. See all 14 photos Be aware that pro series gears are much softer than street gears and, as such, should not be used on the street as they will generate excessive heat and wear out much more quickly. The softer heat treat is designed to absorb the impact load of hard launches. Realistically, if we add the taller tire, it would offer better grip with a taller footprint and perhaps the 60-foot might have been quicker. Part of the reason this car did not suffer a serious loss of e.t. is mainly because the engine makes fairly good torque, especially in the midrange. This is where every car is different. If the car is running a smaller-displacement engine like a 5.3L that we're spinning it to 7,000 rpm, then likely it will be more drastically affected by a reduction in gear ratio because small-displacement engines typically makes less torque. Conversely, a 540ci big-block making 700 hp and 680 lb-ft of torque will not need as much gear because the engine produces more power to accelerate the car. We simulated that tire change situation of a 26- versus a 28-inch tall tire using a taller 3.55:1 (versus a 4.10:1 gear) and the car lost barely 0.07-second running 10.30s at 130 mph but cleared the lights with the taller tire at 5,800 rpm instead of 6,700. Of course, if every last hundredth is important, then the deeper gear is worth the change, but for a street compromise, the taller gear would work just fine. See all 14 photos Our LS-swapped Chevelle used in the simulations pushes through a TH400. If we wanted an overdrive, the Gear Vendors unit is a great way to have both the durability of the TH400 and overdrive, with the opportunity to split gears if we want. Now let's take our theoretical 6.0L Chevelle with its aforementioned 4.

It all depends on how far—and how fast—you want to go. Let's start with a look at the simple side of gear ratios. Archimedes would recognize that gears are a form of leverage. Input an rpm into a pinion gear that spins a larger diameter ring gear and the resultant motion reduces output speed but multiplies torque. This is necessary because vehicles are heavy and require leverage help to accelerate briskly. See all 14 photos The only way to accurately determine the gear ratio in the car is to remove the cover or pull the gears and count the teeth on both gears. That is not easy, but at least with GM gears, the numbers are stamped on the side of the ring gear. A gear with a lower numerical ratio, like 3.08:1, does not multiply torque as much, but with an equal rpm input will produce a higher axle or tire speed, all else being equal. This means that rear gear ratios are a compromise. But that's just the rear axle ratio. We also have multiplication of engine torque by the transmission ratio. That's why the car launches so hard and why parts like axles and driveshafts sometimes twist or break. See all 14 photos As the gear ratio increases numerically, from 3.08:1 to 4.10:1 for example, the pinion gear tooth count is reduced while the number of ring gear teeth increases. This makes the pinion gear smaller, reducing the contact area between the pinion gear and the ring. Let's burrow down a little deeper into our drag car example with this ratio package. Let's assume that we're running a 26-inch tall rear tire and a 550hp small-block in a 3,600-pound Chevelle and it runs low 11s at 120 mph. It's possible the car might improve traction with a 28-inch tire, but we're unsure how much that taller tire will affect the gear ratio. We'll call this overall drive ratio (ODR). The Quarter Pro dragstrip simulation program is a great way to evaluate changes. The nearest 12-bolt gear ratio to 3.80:1 is 3.73:1 and some may think this would be a huge loss of e.t.

This trans is considered a close-ratio with 18- to 19-percent rpm drops between 3-4 and 4-5. This keeps the engine in its power range. With the coming of the new 8- and now 10-speed GM automatic transmissions, they take the close-ratio approach to the next level. The 10-speed, for example, offers gear splits of 17 to 18 percent compared to a TH400 of 33 percent between Second and Third gears. This may not sound like much of a difference, so just for kicks we compared our 550 hp LS-powered Chevelle with its TH400 package to a swap of a brand-new GM 10L80 that enjoys a 4.70:1 First gear ratio. So, we plugged in a 2.73:1 rear gear. We also added 90 pounds to simulate the added weight of 10-speed. See all 14 photos Here's an option to consider. The Richmond five-speed offers a deep 3.27:1 First gear. With a 3.08:1 rear gear, the effective First gear ratio is equal to a 2.20:1 First gear Muncie four-speed with 4.56:1 rear gear. In the quarter-mile, Fourth gear is equivalent to running a 3.79:1 rear gear. But shift into 1:1 Fifth gear and enjoy the highway cruising rpm of a 3.08:1 rear gear. The 60-foot times were exactly the same for both transmissions and no other changes were made. The 10-speed simulation experienced tire spin (which slowed the 60-foot) because it had much more overall First gear. With traction, the 10L80 would have been even quicker. Another variable would be the power absorbed by the 10-speed's heavier rotating mass. These would slow our simulation slightly, but this does reveal the advantage to a closer gear spread. Remember when a 10-speed bicycle was considered exotic. All of this is an attempt to approach what a continuously variable transmission, where ratios are always changing, does during acceleration. We're not there yet, but 10-speeds are closer than 4's. We've come a long way from the days of the lowly Powerglide. Early Manual Transmission Gear Ratios While heavy, it offers a killer 4.

70:1 First gear ratio with six close-spread ratios between First and Seventh (1.00:1). Our simulation indicates it could be worth a couple of tenths in the quarter-mile over a typical three-speed automatic. See all 14 photos This is a TKO five-speed trans going into an early Camaro. The most popular version is the TKO-600, not because of its greater strength but its more tractable First gear ratio and steeper overdrive. With a 0.64 overdrive, this converts a 3.55:1 rear gear to a 2.27:1. See all 14 photos An overdrive spins the driveshaft at a much faster speed. It's a complex subject, but if using overdrive in a high-speed situation, you must consider something called critical speed. At critical speed, the driveshaft attempts to turn into a pretzel and bad things happen. With a 3-inch diameter, a 54-inch long driveshaft will hit its critical speed at 136 mph using a 3.55:1 gear, a 26-inch tall tire, and a 0.76:1 overdrive ratio. Think about that. See all 14 photos Gear Vendors offers this bolt-on 22 percent overdrive system for a multitude of different GM transmissions, both manual and automatic. The overdrive can also be used to split gears on wide-ratio split transmissions. The torque capacity of this unit is sufficient to live behind 3,800-pound Drag Week cars running in the 7s. See all 14 photos Among the more interesting evolutions to the manual transmission is the new TREMEC TR-9070 DCT. This is a seven-speed manual that uses a wet, dual-clutch arrangement in a housing that looks like a torque converter. The clutches are connected to two separate input shafts. Shifts are controlled by a computer—a version of this transmission is in the C8 Corvette as a transaxle. This trans has a torque capacity of 664 lb-ft. See all 14 photos THE LATEST IN CAR NEWS EMAIL NEWSLETTER SIGN-UP. Editor-Curated Stories Directly to Your Inbox. Please upgrade for a much nicer experience.

10:1 gears and put it on the street with a set of 28-inch tall street tires, but we want to know our highway cruise rpm. To keep this discussion about gear ratios and not about torque converters, we'll ignore slippage. One way to improve this without having to completely change over to an overdrive automatic might be a Gear Vendors overdrive bolted to the back of our TH400. A reduction of over 750 rpm. Plus, the Gear Vendors unit can be used to split the TH400 gears, which will generally improve e.t. The most common approach is to overdrive Second so that the shift sequence is First (2.48:1), Second (1.48:1), Second Overdrive (1.15:1), then Third (1:1). See all 14 photos This is the Strange S-60 in our Chevelle with the 4.10:1 gear and limited-slip. While many consider the Dana 60 way too heavy, the Strange version is only 20 pounds heavier than a 12-bolt, even with its 35-spline axles and 9.5-inch ring gear. Of course, if the goal was to emphasize the highway cruising side of this equation, we could soften the rear gear a 3.55:1. This would slow the car down on the dragstrip by perhaps 0.10-second, but lower the cruise rpm. That change would net a 70-mph cruise speed of 2,326 rpm. Keep in mind that the highway cruise rpm needs to remain at or above the converter stall speed to prevent building excessive heat in the fluid. Of course, the Gear Vendors can also be used behind a manual transmission. We haven't forgotten the autocross and track day heroes. Here, the situation is a bit more fluid because drag racers have a set eighth- or quarter-mile distance to manage while track day fans and autocrossers face layouts of considerably wider variation. For road course guys, the first place to consider is the length of the longest straight. For those of us in Southern California we have three tracks within a few hours. This is much longer than the other courses and is a big factor in the final drive ratio based on rev limit.

The quickest way to figure it out if you plan to run a given track is to find a similar performing car and ask them what their maximum speed at the end of the straight is (or peak rpm at the end), along with their gear ratio and tire size. This way you can do the math yourself as verification. See all 14 photos This is the 6.0L iron block LS engine in our Chevelle test mule that makes 550 hp with a pair of TFS cathedral port heads, FAST LSX-R intake, and Hooker LS-swap headers. The trans is a TCI TH400 with a 10-inch converter. We'd love to swap in a GM 10-speed but, as yet, there are no stand-alone controllers. What is at least as important as the final drive may be the gear splits between First and high gear. This will focus our attention on manual transmissions. The advantage of the manuals is that even with a four-speed, you have ratio splits closer together than a three-speed automatic. The exception to this is the new line of 6-, 8-, and, now, 10-speed automatics. But these transmissions have not found their way into the mainstream as yet, so we'll focus on the manuals. While four-speeds get the job done, a five-speed with a close spread is even better. We've listed the gear ratios for several transmissions in the Late Manual Trans chart. If we divide a higher gear (like Third) by the lower gear (Second), we can see the change in rpm expressed as a percentage. A close-ratio 2.43 First gear Super T-10, shifting from Second to Third drops the rpm by much less at 24 percent and a T-56 six-speed is in between at 27 percent. But now consider the Richmond five-speed. The split between Third (1.57:1) and Fourth (1.23:1) is only 22 percent—closer by a significant margin. At 6,500 rpm the rpm drops to a higher 5,070 rpm. Of course, one downside to the five-speed is an additional 35 pounds. See all 14 photos This is the Richmond five-speed whose origins can be traced back to Doug Nash.

So here are some things you should consider when buying a car: This may put some buyers off, since it means more noise and fuel consumption. It determines what RPM the car will cruise at, which in turn determines fuel efficiency on the highway and the noise level. In general, a taller gear ratio means better fuel mileage and less noise, although you’ll have to shift down if you need to overtake. The ideal cruising speed is usually around 1600-2000 RPM for diesels and 2000-2500 RPM for petrols. Sure, these problems are partly solved with the automatic transmission, which has taller gear ratios, but automatic GT86. I thought not. For example, my parents’ Golf Mk6 1.6 TDI has a 5-speed manual and cruises around 2300 RPM. On the other hand, their SEAT Ateca 2.0 TDI (which has considerably more power) has a 7-speed double-clutch and cruises at a much lower RPM of about 1700. This is why some V6 cars only use very slightly more fuel than their 4-cylinder counterparts. The more aggressive a car’s gearing, the lower the speed that redline is reached in each gear. This improves acceleration and makes the car feel more sporty, at the expense of top speed and fuel economy (this can be gotten around by adding more gears). However, high-performance cars often have less aggressive gearing because acceleration in the early gears is traction limited, and shifting many times can be tedious. The Dodge Challenger Hellcat for example has its 1st gear hitting the limiter at 63mph in order to avoid shifting in the 0-60mph sprint, leading to a quicker time. It reaches 250mph in 1st gear. The reason why a transmission is not used is because it would be a waste. Until 186mph (and possibly higher), acceleration is limited by traction, so having extra wheel torque from shorter gears would be useless. The closer the gears are together, the higher up the power curve the engine can stay, meaning better acceleration.

Closer gears also means better fuel economy since the engine can be kept in its optimal RPM zone for fuel consumption. However, having closer ratios either makes the highest gear too short or makes the 1st gear too long, both of which can be undesireable (see earlier). The solution is either more gears or wider ratios. Close ratios means more shifting, so close-ratio transmissions are fitted to sportier cars. Wide-ratio transmissions tend to be fitted to cars with wider powerbands such as diesels. Formula One cars have very narrow powerbands, meaning they use very close ratios. The difference between 7th and 8th gear is only about 1.12 times, compared to about 1.25 on passenger cars. My bicycle’s rear cassette has 8 extremely close ratios (1st gear is 30 teeth, 8th gear is 11) which means it is easy to stay in the optimal rev zone to make good use of the power you put in. However, when accelerating hard (as I always do xD), I have to fire through the gears extremely quickly - the first five shifts usually take place within 2-3 seconds. This means more time is spent shifting than putting down power - I’m pretty sure I would be quicker with a 5-speed wider-ratio cassette. This is less of a problem in cars with dual-clutch transmissions, but it can be a nuisance with manuals unless the driver is very good at shifting. This means getting a new differential with a different internal gear ratio. A lower number means longer gears and a higher number means shorter gears. This won’t allow you to control how close or wide the gear ratios are, but it will allow you to change all your gears by the same amount. If you do this, you will have to adjust your speedometer and odometer to take into account the new ratio. Many cars use a transaxle which has a differential built into the transmission, meaning the final drive ratio cannot easily be changed.

Also, some cars (I think the Audi R8 does this) actually change the final drive ratio for different gears (think of it as two transmissions in series). Unfortunately, more and more cars are opting for integrated units, making it impossible to work on them unless you take them to a licensed garage and pay extorsionate amounts of money. Start here. Magnum double-overdrive 6-speed transmission takes the very best from. TREMEC's current OEM technologies and pairs it with the most popular Able to withstand a massive A world-class transmission in every respect, it's Stronger than even the Viper T56. The T56 Magnum is a great transmission upgrade for projects because it comes with dual speedometer pickups(electronic and mechanical) so it can support either style of speedometer signals. If needed the shifter can be relocated into these other shifter locations for better fitment in a wider range of chassis. Incredibly short, extremely low-effort shift throws, with crisp, precise engagement This T56 Magnum is a great upgrade and replacement for the 2003-2004 Mustang Cobras.Magnum double-overdrive 6-speed transmission takes the very best from. Incredibly short, extremely low-effort shift throws, with crisp, precise engagement This T56 Magnum is a great upgrade and replacement for the 2003-2004 Mustang Cobras.Introduced to the marketplace in 2012, the Magnum XL is a Featuring all the SimplifyingCompatible with existing starter. How does the T56 Magnum XL compare to the typical OE T56 Transmissions of the past?: Better Gears: Two piece laser beam welded gears with built-in positive stops are more durable and prevent over-thrown gear shifts. Better Countershaft: More robust and larger one-piece countershaft resists distortion and uses larger bearings for better stability. Better Synchronizers: Narrower, finer pitch teeth angles, and spring loaded ball type inserts results in reduced shift throws and smoother shifts.

Better Retainers: previous snap rings were replaced with better split ring designs for better tolerances. Better Case: New case has been reinforced throughout for more extreme power levels and prevent leaks under high stress. Built with Volusion. Need a full kit for your car. Hit the Request for Quote button to get a quote on a full installation kit. Some muscle cars will require tunnel mods to fit. Give us call and we can guide you through the fitment process. Multiple gear ratios available. Use our speed analyzer to determine the ratios you need or give us a call at 931-646-4836. All Rights Reserved. All shifting dogs are CNC machine cut with lead in ramps for better and quicker shift- ing. All gears are checked dimensionally and for surface finish for quiet smooth shift- ing. An overall internal gear ratio was chosen to work well with everything This spacer is a must for the longer High Performance starters motors. You will need to do some fabrication work on the spacer and possibly the spout cover depending on what clearance you are dealing with and year of FL. You must have JavaScript enabled in your browser to utilize the functionality of this website. You can copy and paste this link to share: Any ratio with a number greater than 1 is an underdrive ratio. A ratio less than 1 becomes an overdrive ratio. If the drive gear has 40 teeth and the driven has 30, the ratio becomes.75. This is expressed as.75:1. Sometimes overdrive ratios are expressed as a percentage. If the ratio is.75, the difference between.75 and 1.0 is.25 or 25 percent. Therefore, a.75 overdrive ratio is often called a 25 percent overdrive. The ratio of each drive and driven set is multiplied by each other to give the final ratio. The formula is: You can now figure your overall gear ratio. Here is an example: Your input shaft has 21 teeth. The mating driven section of the countergear has 25 teeth. The first-gear section of the countergear has 17 teeth, and the first-speed gear has 36 teeth.

Using the formula: Ratios can help determine proper application as well as the torque capacity of a transmission. Two areas often overlooked when selecting a transmission are gear ratio and center-tocenter distance. To help visualize why a center-to-center distance is important, here is an extreme example: You can have two gearsets. The set with the larger center-to-center obviously has larger teeth and bigger gears. This yields a stronger transmission, but with a heavy geartrain. The transmission with the small center-tocenter may shift easier, because of the lighter mass of the geartrain, but it will be weaker. The Muncie M21 and M22 close-ratio provide the narrowest range of gear ratios while the T56 provides the widest range of ratios through the gears. Thus, a car with a 150-hp engine that weighs 1,800 pounds would be robbed of performance if the engine had to turn a transmission designed for a 600-hp 3,000-lb vehicle. Torque capacity seems to be the latest buzz word. Published torque ratings of transmissions are often misleading as well as misunderstood. As mentioned above, longer centerto- center distances improve capacity. Gear ratios affect capacity in several ways. A 3:1 ratio compared to a 2:1 ratio along the same center-to-center distance is usually weaker, by the nature of gear design. Fewer teeth are needed to obtain a larger reduction. A smaller-diameter gear with fewer teeth is weaker than a larger-diameter gear with more teeth. The more teeth you put on a gear within a fixed diameter, the finer the pitch of that gear. This finer pitch results in a gear-tooth profile with a thinner cross section in contrast to a gear of the same diameter with fewer teeth. You can actually improve the strength of the gear by giving it a bigger diameter with fewer teeth. In mass-produced transmissions, the manufacturer very rarely makes a separate profile for each gearset. That is what the specialty performance shops do.