This would seem like the most proactive approach, but for manual transmissions it’s not the case. The best bet is to disassemble the transmission before ordering any parts or kits. You will likely need more than the rebuild kit alone. It’s best to check everything out and then place your order. We are here ready to help should you need any help deciding which parts to order.

Generally, it’s best to rebuild your current T56. Only consider buying a used T56 if it’s an incredible deal. Unfortunately, lack of knowledge has driven the market price way up. The fact that a given T56 will shift through all the gears doesn’t mean that it’s good. The T56’s are getting to be older and it would be safe to assume the majority of them have endured a flogging over the years. These transmissions are very forgiving which means they can be in bad condition and still shift though the gears. We’ve seen many cases where a customer will purchase a used T56 and install it only to find that it has a problem. This can lead to an expensive rebuild, which when added to the purchase price, comes out to more than a new transmission would have been. A new Tremec Magnum is an amazing option for those who plan to make a lot of power and want the best of the best!

Add the cost of the rebuild kit plus hard parts. The “hard parts” are the items that don’t wear out per se. This includes gears, synchronizer assemblies, cases, and shafts to name a few things. These parts only need to be replaced if they received damage from something else inside the transmission. Since it’s not possible to physically see, the condition of these parts remains unknown until the transmission is disassembled and inspected.

Case scenarios listed below:

• Best ~$1200 range
• Average ~$2200 range
• Worst ~$3200 range

This is to build the transmission correctly, making it better than new.

You can see build packages here.

Yes, this is normally the case. When a gear begins to grind, it should be taken as a warning sign that it’s time for a rebuild. The friction material on the synchro rings wears down over time. Once it gets low enough, it can no longer speed-match the gear and synchro sleeve. This causes the engagement points on the gear and sleeve to clash when shifting which makes the grinding sound. If this is happening with one gear, you can be sure that the other gears aren’t too far behind. Keep in mind the T56 transmission is very forgiving so it can be in bad shape while functioning seemingly well.

The main issue for a Tremec 6-speed is damaged engagement points. Each gear has a row of engagement teeth around the perimeter. There are tiny sharp teeth that mesh with the corresponding synchronizer sleeve engagement points. These points tend to get rounded off and dull over time. Theoretically, these are non-wear items and shouldn’t have to be replaced. They really don’t wear out, rather they receive damage from the synchro ring friction material getting worn down. This introduces more play, and the synchro ring isn’t able to do its job efficiently which causes these engagement points to grind. It’s inaudible at first, but eventually they get worn down to the point where the grind is audible. This is a long process which develops years before the problem is obvious. We wouldn’t want to leave half-worn components inside the transmission during a rebuild. This would cause issues later on. The only way to do the job right is to replace these worn parts with new high-quality products.

Usually, the transmission overheated due to lack of lubrication. This can happen due to low fluid, or it just got overpowered. The repair would include replacing the input shaft and the countershaft among other parts. All of the power of the vehicle is channeled through the input shaft, which serves as the main drive gear. It’s directly meshed with the countershaft, so this is the area that sees the most stress and gets burnt up first.