Nice piece for $80. Around here you get charged $50 for them to look at anything.

 

This was friend-price - normal shop pay is around $40 an hour, and this took more than two hours. Bought the metal at scrap price, fished it out of a heap myself.

 

Offset measured and re-measured as 0.005059" off-center. Figures. 0.007" offset dowel pins are warranted, for peace of mind, putting me at 0.002" offset in the other direction. Acceptable, I'd say.

I forgot to take a picture of it, but with the plate (which has had an extra hole drilled, since they made it symmetrical by mistake the first time) bolted to the transmission via the two lowest holes, I can drill out the two middle holes, and elongate the two upper holes. Getting either the bearing retainer or the bell housing cut down/up is the last thing needed before the two are ready to mate up.

 

Just found the tag on the side of my transmission. "TR3550 2600694", which makes it a 350 lbs-ft torque rating transmission. Seriously considering writing to the seller and asking him what he thinks of this.

Am I supposed to fear blowing this thing up behind my high compression and ported 350?

 

Your correct yours is the heavy duty version and is not longer manufactured. see the information below and yes it is only rated at 350 LBS.

Hi Guys,
I guess I'll be the expert here today. As stated above the 3550 is no longer made.
The Tremec 3550 was the first version of the 5 speed. It was grown from the Tremec 2550 4-spd truck in Mexico) and SROD and the Top Loader of the 60's.
All that said all new TKO-500 & TKO-600 still say 3550 on the ID tag.
Here are the part numbers below. All of these numbers I could convert into GM & FE Ford models starting in 1993.

2600682 3550 3.27, 1.98, 1.34 & .68 (10 spline & 28 spline)
2600694 HD 3550 (same as above with short throw shifter)
TCET 1376 HD RR 3550 (same as above with .82 5th)
TCET 1377 HD RR 3550 (.82 5th, 26 in & 31 out)
26000708 HD 3550 (.68 5th 26 in, 31 spline out)
TCET 2057 HD 3550 GM model only....
All the above are no longer in production.

The part numbers below are all current production numbers.
Ford models
TCET 4615 TKO-500 3.27 & .68 5th 10 spline
TCET 5201 TKO-500 same as above with 26 input
TCET 4617 TKO-600 RR 2.87 & .82 5th
TCET 5008 TKO-600 2.87 & .64 5th
Above models I convert to FE or Early Ford where no spacer plate is required.

GM models
TCET 4616 TKO-500 .68
TCET 4618 TKO-600 RR .82
TCET 5009 TKO-600 .64
Above GM models I convert to AMC & Mopar.

I hope this helps. Please call me with any questions. I have about 60-100 Tremec transmissions in stock at most times.

Mike Forte

 

I read that very same post through a Google search. So, should I start looking for upgrade parts?

 

I would give these folks a call or e-mail they would be better suited to answer you questions as the transmission shares the same case as the newer transmissions

http://www.keislerauto.com/Keisler_A...gineering.html

 

I wrote this Mike Forte guy an email instead, he seems a lot closer to the community than the Keisler people - I've spoken to them before, all they wanted to help me with was getting a RS-whatever expensive transmission.

 

A lot of the rating is based in the first gear ratio. The higher the number, the lower torque rating.
Those rating tend to be somewhat conservative. Unless you're planning on racing it, you'll probably be ok.

 

Mike Forte confirms your statement, so I'm carefully confident that it'll work. Now my engine crapped out, though, so I have some more time to get the transmission sorted out. :P

 

Good luck, saw you engine post. Reminds me of the saying "if it weren't for bad luck I would have no luck at all". Keep us posted on both the engine and trans

 

I choose to focus on the "learning" and "experience" parts of "Damned expensive learning experience." :P

 

Alright, with an engine in the makings at CutlassEfi/Mark, I'm looking back to my transmission.

At this point I have the transmission drilled in the Muncie bolt pattern, and I'm looking at either the Ford input shaft with a hybrid bearing retainer that has the GM diameter (costs $80 plus shipping), or a full GM input shaft and bearing retainer. I need to get a clutch plate that fits the Ford 10 spline input shaft, and incorporate the spacer plate, if I go that route. Speaking against this is that the pilot part of the input shaft is scored from the previous application - there's a definite ridge there, and I'm worried that might prematurely wear out my pilot bearing.
If I get the GM input shaft, I need to get a 28 spline clutch plate and a new pilot bearing, but I get to ditch the spacer plate - but the trans will be all GM. I have a nice 10 spline GM clutch plate, but the TKO doesn't come with that input for GM, as far as I know.

Inspecting the transmission itself shows very little wear. This makes me confident.

 

I read a guide that the TH350/TH400 transmission mount would work on the TKO. Not so, at least not with the TH400 mount I have. The guide was written for a Chevelle, but does that make such a difference?

In any case, does anyone know of a transmission mount that fits the TKO and my factory crossmember?

 

GM input shaft and bearing retainer, as well as a speedo gear.

HPcDheE.jpg

 

AbOSLSL.jpg


I assume the centerforce dual friction pressure plate is supposed to have this much tension before being bolted down? You can see the clutch plate sandwiched between the flexplate and the pressure plate, and to tighten down the pressure plate I need to force it down on the clutch plate.

 

Was there any resolution to this? Just my curiosity...

 

The overall conversion or the clutch install question? I bolted down the clutch and it has driven 20000 miles since then. The hydraulic clutch master cylinder gave up, cost a whooping 100 bucks to replace.

The biggest problem was fitting the tranny tunnel over the transmission. Do yourself a favor and make it plenty big to begin with.