TR-6060 Six Speed Swap
7/31/12, 12:45 PM
#1
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TR-6060 Six Speed Swap
I've been working through swapping the T5 in my '05 for a TR-6060. Just thought I'd share a few pics:
Action Adaption (Nice Pony) plate installed:
SPEC Stage 3+ clutch install:
Size comparison T5 and TR-6060:
TR-6060 in place:
Action Adaption (Nice Pony) plate installed:
SPEC Stage 3+ clutch install:
Size comparison T5 and TR-6060:
TR-6060 in place:
7/31/12, 08:12 PM
#3
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Various places. Adapter plate from Action Adaption, the TR-6060 is a remanufactured one from an online dealer, clutch direct from SPEC (had to be special ordered with the correct 26 spline hub), Shifter is an MGW GT500 unit, Driveshaft from DSS. Tranmission was shipped dry (freight company regulations) so I filled it with Amsoil ATF (well regarded in the TR-6060 vs the factory fill)
Last edited by Torch_Vert; 7/31/12 at 08:16 PM.
8/1/12, 02:45 PM
#5
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Mileage on the highway should also see a bump as sixth is taller on the TR-6060 than fifth on the T5.
8/1/12, 05:15 PM
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8/20/12, 10:43 AM
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Looking good!
To answer a few questions:
I developed this kit for my 2006 Mustang V6 and have been running it in my Mustang for well of 100,000 miles.
As for performance you really need to run 4:10 differential gears because the TR6060 is geared considerably higher all the way through with the exception of 4th which is 1:00:1.
What this gives you with 4:10s is a first gear that is very close to where the stock first was and the next five gears are nice and close together with 6th being close to where 5th used to be.
As most have found when using a power adder like an X-Charger which generates a lot of low end torque first gear becomes pretty much unless when using 4:10s and not much better even with 3:73s but with the TR6060 and 4:10s first becomes a real nice launching gear.
Feel free to PM me with any questions about this swap.
To answer a few questions:
I developed this kit for my 2006 Mustang V6 and have been running it in my Mustang for well of 100,000 miles.
As for performance you really need to run 4:10 differential gears because the TR6060 is geared considerably higher all the way through with the exception of 4th which is 1:00:1.
What this gives you with 4:10s is a first gear that is very close to where the stock first was and the next five gears are nice and close together with 6th being close to where 5th used to be.
As most have found when using a power adder like an X-Charger which generates a lot of low end torque first gear becomes pretty much unless when using 4:10s and not much better even with 3:73s but with the TR6060 and 4:10s first becomes a real nice launching gear.
Feel free to PM me with any questions about this swap.
Last edited by Nice Pony; 8/20/12 at 11:05 AM.
8/22/12, 09:35 AM
#9
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The car is finally back on the road. Getting everything done was about a month long ordeal (mind you I was also doing a full suspension upgrade including rear axle, shocks/struts/springs, front control arm, rear UCA, rear sway at the same time) Project was plagued by weather delays and the fact I was down sick for almost a week at one point.
The results are 110% worth the time and effort
The shifting on the TR-6060 is soooooo much better than the T5, Just *snick* *snick* *snick* between gears. Having a transmission that is rated for a couple hundred more HP than my car has rather than a couple hundred less is great peace of mind.
It's also a little thing, but the new gearing puts my RPMs for common city and highway cruising speeds exactly in the sweet spot where my engine and exhaust sound their best. Like I said, a small thing, but it's nice to be cruising almost all the time listening to the perfect rumbly burble instead of being a couple hundred RPM above the ideal tone point.
Five things I learned during the swap:
1) Gaylon's adapter kit should be uglier. It almost made me feel bad sandwiching his beautiful machining work between engine and transmission never to be seen again
2) Even if you're not swapping the transmission, adding one of the Joe Heck Racing large bore clutch line kit is worth it. Clutch engagement feels much more direct (the 6060 and T5 use the same hydraulic throwout and line) and bleeding the clutch is at least 10 times easier with the non-restrictive line. 10-15 pedal pumps and done...
3) Centerforce DF (at least for the 4.0) is a not-so-great clutch. Works well for about six months to a year, but then starts degrading rapidly. The one I pulled with the T5 was starting to slip, and was ugly to look at with the severe wear. There were chunky bits of loose copper wire hanging off the clutch disk, and the wear pattern was uneven due to visually obvious inconsistant facing material (and this was with zero drag strip duty while it was in the car). Have a lot better feeling about the SPEC Stage 3+ that went in during the swap.
4) Other than Gaylon and Action Adaption, two other vendors impressed the heck out of me with their parts quality. I used MGW's GT500 shifter. This thing is a freaking piece of art. Constructed like a tank (if tanks were made with Mercedes quality anyway) and is just a joy to row through the gears with. Second the new style DSS driveshaft with the large CV joint end is amazing. Wish I had the coin for their carbon fiber version, but the 3.5" aluminum is an amazingly great part in itself.
5) The TR-6060 is a tight (but very possible) fit. If at all possible, enlist a skinny buddy or wife/girfriend who doesn't mind getting a bit dirty for the bits where install access space is limited. I have fists like hams, and some parts were pretty challenging (left more than a few bits of scraped off skin in some of the tight areas
The MPGs after the swap are actually a bit perplexing. My highway MPG has gone up by more than 5 MPG, from a pretty reliable just under 24 to about 29.5. I am at a loss to explain this based solely on the different gear ratios. The 5th gear in the T5 is a 0.72 overdrive. The TR-6060 is a 0.63, so I was expecting a bump in MPG, but I was surprised that it was that much. I'm thinking maybe lower friction internals in the TR-6060 may be part of the picture as well.
The results are 110% worth the time and effort
The shifting on the TR-6060 is soooooo much better than the T5, Just *snick* *snick* *snick* between gears. Having a transmission that is rated for a couple hundred more HP than my car has rather than a couple hundred less is great peace of mind.
It's also a little thing, but the new gearing puts my RPMs for common city and highway cruising speeds exactly in the sweet spot where my engine and exhaust sound their best. Like I said, a small thing, but it's nice to be cruising almost all the time listening to the perfect rumbly burble instead of being a couple hundred RPM above the ideal tone point.
Five things I learned during the swap:
1) Gaylon's adapter kit should be uglier. It almost made me feel bad sandwiching his beautiful machining work between engine and transmission never to be seen again
2) Even if you're not swapping the transmission, adding one of the Joe Heck Racing large bore clutch line kit is worth it. Clutch engagement feels much more direct (the 6060 and T5 use the same hydraulic throwout and line) and bleeding the clutch is at least 10 times easier with the non-restrictive line. 10-15 pedal pumps and done...
3) Centerforce DF (at least for the 4.0) is a not-so-great clutch. Works well for about six months to a year, but then starts degrading rapidly. The one I pulled with the T5 was starting to slip, and was ugly to look at with the severe wear. There were chunky bits of loose copper wire hanging off the clutch disk, and the wear pattern was uneven due to visually obvious inconsistant facing material (and this was with zero drag strip duty while it was in the car). Have a lot better feeling about the SPEC Stage 3+ that went in during the swap.
4) Other than Gaylon and Action Adaption, two other vendors impressed the heck out of me with their parts quality. I used MGW's GT500 shifter. This thing is a freaking piece of art. Constructed like a tank (if tanks were made with Mercedes quality anyway) and is just a joy to row through the gears with. Second the new style DSS driveshaft with the large CV joint end is amazing. Wish I had the coin for their carbon fiber version, but the 3.5" aluminum is an amazingly great part in itself.
5) The TR-6060 is a tight (but very possible) fit. If at all possible, enlist a skinny buddy or wife/girfriend who doesn't mind getting a bit dirty for the bits where install access space is limited. I have fists like hams, and some parts were pretty challenging (left more than a few bits of scraped off skin in some of the tight areas
The MPGs after the swap are actually a bit perplexing. My highway MPG has gone up by more than 5 MPG, from a pretty reliable just under 24 to about 29.5. I am at a loss to explain this based solely on the different gear ratios. The 5th gear in the T5 is a 0.72 overdrive. The TR-6060 is a 0.63, so I was expecting a bump in MPG, but I was surprised that it was that much. I'm thinking maybe lower friction internals in the TR-6060 may be part of the picture as well.
Last edited by Torch_Vert; 8/22/12 at 12:40 PM.
8/22/12, 02:01 PM
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The MPGs after the swap are actually a bit perplexing. My highway MPG has gone up by more than 5 MPG, from a pretty reliable just under 24 to about 29.5. I am at a loss to explain this based solely on the different gear ratios. The 5th gear in the T5 is a 0.72 overdrive. The TR-6060 is a 0.63, so I was expecting a bump in MPG, but I was surprised that it was that much. I'm thinking maybe lower friction internals in the TR-6060 may be part of the picture as well.
Based on stock size tires of 235/55/17:
T5 in 5th gear @ 2000RPM = 60MPH
TR6060 in 6th gear @ 2000RPM = 69MPH
8/22/12, 03:36 PM
#13
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Thread Starter
Not that I'm complaining mind you...
p.s. D**n you and your torturous TVS sig pic!
Last edited by Torch_Vert; 8/22/12 at 03:38 PM.
11/2/12, 05:04 PM
#18
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Thread Starter
I got it all done (trans, clutch, new flywheel, adapter plate and aluminum driveshaft) for a bit under $3K. This is pretty good considering the transmission alone generally runs around that much (I was able to lay my hands on a very low mi used one)
11/4/12, 12:57 AM
#20
Legacy TMS Member
Indeed, the TR6060 is probably soaking up a bit more power compared to the very light duty T5, if it were about as apples to apples as this apples to oranges gets there'd most likely be a loss in fuel economy (if cruising RPM were kept the same)