Project Novakane - Tremec T-56 Magnum Transmission - RAM Clutch Install

Project Novakane Tremec T56 Magnum Trannsmsion Installation Transmission

Say it with me, “Six speed.” Doesn’t it just roll off of your tongue? When you think of a performance car or truck, what are the first few things you think of? High-horsepower engine. Check. Impressive handling. Check. Manual transmission. Absolutely. We couldn’t possibly put on a skirt and opt out of a manual transmission when it came time for us to back our blown LSX376 engine with a tranny. That’s like calling a stock pickup a muscle truck just because you slapped some SS stickers on it. Project Novakane’s persona is that of unadulterated fun. Performance is the first and only thought, not afterthought, and for that reason, we contacted Hurst Driveline Conversions for one of its Tremec T-56 Magnum kits. Hurst Driveline Conversions is one of the nation’s top Tremec dealers and they have plug-and-play manual transmission kits for popular Chevy muscle cars and ’60-’72 Chevy C10s, custom setups for street rods, and basic kits containing the major components for a late-model truck like our ’04 GMC Sierra. Dozens of upgrades are available once the initial kit is decided upon and your project truck will have everything it needs once the order is placed with Hurst Driveline Conversions.

If you’re a little confused by seeing “Magnum” after the popular T-56 reference, that’s because Tremec’s parent company, Transmission Technologies Corporation (TTC) released the bad boy of bad boys in 2009 and the world of custom car and truck builders embraced the new beefed-up tranny with open arms.

The Magnum provides 700 lb-ft of torque capacity thanks to upgraded internals that include a stronger input shaft, redesigned shift forks, and a bolstered one-piece countershaft to resist distortion. These and other improvements provide the strongest, smoothest, and most precise-shifting transmission Tremec has ever offered. A similar version of this trans can be found in the Corvette ZR1, and we couldn’t think of a better way to propel Novakane than by a six-speed manual designed to take street and track abuse.

With the transmission choice locked down, we moved onto the next vitally important decision—choosing the clutch setup. Whatever clutch we opted for needed to be incredibly strong, have excellent pedal feel, and provide good feedback for engagement. We met all three of our requirements once we found RAM Clutches new Force 10.5 street dual disc setup. Engineered by former racers who understand the high demands a clutch will be asked to perform when backed to a high-horsepower engine, the team at RAM created a dual disc setup. The Force 10.5 dual disc features a poly-coil hub for high-torque applications, three strap system to locate the floater plate eliminating the common floater plate rattle, and as a bonus, the kit includes a billet flywheel that is balanced and ready to rock and roll. For better engagement, we stepped up to RAM’s hydraulic release bearing as well. Now that we had all of the parts, it was simply a matter of bolting everything to our LSX376.

1. Coming off of an exciting dyno day where our blown LSX 376 made 694 hp, we were excited to finally bolt up our Tremec T-56 Magnum and RAM dual disc clutch. Opening our boxes from Hurst Driveline Conversions, we started things off with the Quick Time SFI-approved bellhousing.
1. Coming off of an exciting dyno day where our blown LSX 376 made 694 hp, we were excited
2. The first step was to bolt the Quick Time bellhousing engine plate to the back of the block. As you can see, the circle for the starter snout is on the passenger-side. Be sure to get this step right the first time or you’ll have to remove everything and start over. Don’t ask us how we know that.
2. The first step was to bolt the Quick Time bellhousing engine plate to the back of the b
3. We were now ready for the RAM billet steel flywheel. The flywheel comes in the RAM Force 10.5 dual disc clutch kit and should provide years of trouble-free engagement.
3. We were now ready for the RAM billet steel flywheel. The flywheel comes in the RAM Forc

4. With the flywheel holes matched up to the crankshaft holes, the flywheel was pushed into place.
4. With the flywheel holes matched up to the crankshaft holes, the flywheel was pushed int
5. We used ARP 11mm flywheel bolts with Loctite to secure it to the crankshaft and with the help of a flywheel strap tool, each bolt was torqued down to 75 lb-ft and then followed up with a second go-round to 85 lb-ft.
5. We used ARP 11mm flywheel bolts with Loctite to secure it to the crankshaft and with th
6. The inside clutch disc and floater dis were then placed into position and the three floater bolts secured to the flywheel.
6. The inside clutch disc and floater dis were then placed into position and the three flo

7. Using a 26-tooth clutch alignment tool, the outer clutch disc was slid into position. We’re not sure why such a nice clutch kit doesn’t include it, but our RAM kit didn’t have an alignment tool. Thankfully, our buddy Ryan at Custom Classic Trucks let us borrow his.
7. Using a 26-tooth clutch alignment tool, the outer clutch disc was slid into position. W
8. It was now time to bolt on the pressure plate. It was vital to match up the black marker points to keep all of the pieces perfectly balanced.
8. It was now time to bolt on the pressure plate. It was vital to match up the black marke
9. We also made sure to line up the floater bolts with the pressure plate tabs for proper disc engagement. The pressure plate was then torqued down to spec.
9. We also made sure to line up the floater bolts with the pressure plate tabs for proper

10. Now the excitement was really building as our RAM clutch kit looked right at home on the back of our LSX engine.
10. Now the excitement was really building as our RAM clutch kit looked right at home on t
11. Moving to the Tremec transmission, we needed to first install the RAM hydraulic release bearing. The bearing was a piece of cake to assemble, but several measurements were required to get proper clutch engagement from the master cylinder.
11. Moving to the Tremec transmission, we needed to first install the RAM hydraulic releas
12. After sliding the assembled release bearing onto the T-56 Magnum’s input shaft and bolting it in place, we used a straight edge to measure from the push-on bearing to the edge of the trans case.
12. After sliding the assembled release bearing onto the T-56 Magnum’s input shaft and bol

13. To get the next measurement, we first needed to install the Quick Time bellhousing onto the engine plate.
13. To get the next measurement, we first needed to install the Quick Time bellhousing ont
14. We could then measure the outside edge of the bellhousing to the pressure plate release fingers. We subtracted the trans number with the bellhousing’s recorded figure and made sure it fell within the .125 - .175-inch clearance. Two included shims were used to adjust the bearing accordingly.
14. We could then measure the outside edge of the bellhousing to the pressure plate releas
15. Using sheer brute strength, Harley Camilleri muscled the 150-pound transmission in place and made sure the input shaft properly slid into both clutch discs and the pilot bearing in the crankshaft.
15. Using sheer brute strength, Harley Camilleri muscled the 150-pound transmission in pla