First thing's first--literally. These are the 2.71-ratio First , 1.79 Second, 1.30 Third,
As the saying goes, power always finds the weakest link--in this case, a Mustang's drivetrain (or chassis) if preventative measures aren't taken prior to installing radical engines or power adders.
Making serious horsepower with the Two-Valve 4.6-liter engines found in '99-'04 Mustang GTs has become popular in the last two years. With the safe rear-wheel-horsepower threshold for Ponies with stock bottom ends maxing out at around 420 or so, the new trend for New Edge owners has been to completely revamp their engines using stout short-blocks, and then jack up the power and torque levels far beyond the limits that Two-Valve (as well as some Three- and Four-Valve) stockers were meant to go.
Here are the factory First through Fourth cogs, which are dramatically smaller (teeth face
We jumped on that bandwagon when your tech editor concocted a plan to outfit our in-house, '02 Mustang GT--owned and daily-driven by KJ's wife, Mrs. Crystal Jones--with a rock-solid, D.S.S. modular engine and ProCharger's race-ready F-1A supercharger.
We've seen many a 'Stang's stock axles twist or break, their factory engine blocks split in half, and even witnessed many a Mustang's cracked unibody thanks to big-time horsepower and torque. The power thrown at some Mustangs easily can be more than two, three, or four times greater than the amount of force the OEM components are designed to support.
With the G-Force Street upgrade, Astro swaps the OEM 11/16-inch 10-spline T56 input shaft
As drivetrains go, our project's engine and rearend are fortified with the right internal pieces. However, despite having stout goodies up front and in the rear, our GT's supercharged horses have been running through its factory-stock, five-speed transmission. The stock gearbox has been handling things thus far--even performing without a hitch in the drag strip thrash-a-thon we gave the car last year (see "Stealth Strip," May '09, p. 112).
Although the Tremec TR-3650's current state of functionality is good, we do realize that with the heavy amount of torque and big steam being sent to the rear wheels, the tranny is truly operating on borrowed time. It's best to address any issues now, before we have a serious (and expensive) problem later.
On the left is the 27-spline factory output shaft from our T56. The 9310-alloy upgrade pie
Our blown New Edge is in desperate need of rev capability in Fifth gear, as opposed to the severe drop in rpm that we've experienced with the stock transmission. As a daily driver that sees a lot of freeway travel, maintaining an Overdrive gear for high speeds (with the F-1A, our engine's effective rpm range starts at 4,000 and literally goes onward and upward from there) is critical as well.
Since all roads for plausible solutions lead to giving the 'Stang a six-speed transmission, a plan was set in motion to perform a swap. However, before doing anything, we asked Astro's owner, Tony Sarvis, for insights on how a Tremec T56, '03-'04 Cobra six-speed transmission should be built to withstand a high-torque workout, yet still maintain street manners. Tony explained that Astro can install billet synchronizer keys for Third and Fourth gear, a 4140-steel throwout-bearing retainer, bronze First and Fourth-gear shift-fork pads, upgrade cluster extensions, and replace the OEM 10-spline input/27-spline output shafts with a 26-spline-input-shaft/30-spline-output-shaft package, to increase the torque capacity (to 650 lb-ft) and improve the shifting characteristics of a T56.
These triple/double synchronizer rings and assemblies actually are the same ones used in a
However, since our D.S.S. modular bullet and big ProCharger are capable of producing more than 550 lb-ft of torque than a T56 is rated for (440 lb-ft) from the factory, installing G-Force Racing Transmissions' drop-in, replacement gear kit for the six-speed box will be a better move for our effort. The G-Force upgrade features thicker, 9310-steel alloy gears that have a much-larger tooth span than the Tremec cogs, as well as double, and triple synchronizer rings. The fortified pieces enhance a Terminator tranny's durability, and according to Tony, will turn an '03-'04 Cobra's (and in our case, Two-Valve New Edge's) T56 into a smooth-shifting, close-ratio, street six-speed that is capable of supporting 1,000-plus-horsepower and 900 lb-ft of torque.
Horse Sense: We've admitted many times that we know our race-blower/Two-Valve engine/street-'Stang concept is unorthodox (a D-1SC ProCharger unit makes great power and is easier to tune for the street), but now that our '02 Mustang GT is tuned, running well and throwing more than 550 hp and almost 540 lb-ft of torque at the ground every day (with the ability to put down a lot more with a simple pulley change, timing advance and race fuel), we can say the project was well worth the effort that the crew at B&D Racing and so many others put into making it happen.
Here are First...
...and Third gears--the obvious major difference is size. G-Force uses 9310 alloy steel to
Note the difference in the factory cluster (left) and our new G-Force cluster with its upg
Gerry has our G-Force Street output shaft assembled with First through Third gears, and re
Once the output shaft and main shift rail are in place, Gerry installs Astro's steel, Thir
The countershaft extension also gets a reverse-thrust washer that replaces the same piece
Our Astro Performance Warehouse, G-Force-upgraded six-speed is complete and ready for inst