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| You can see that the Magnum’s input shaft on the left is much beefier than the old T56 part on the right. Note that the Magnum gear shaft teeth are finer, higher pitched and shorter with notched out stops to make room for the thicker gear and to make shifts shorter and easier. You can see the bigger bearing as well. |
The main contributors to the tranny’s increased torque capacity are the beefed up shafts and gears. The input shaft is much larger in diameter with 26 splines vs the T56’s 11 splines. The splines are longer to accommodate multi disc clutches. The gear diameter and bearing are also greatly beefed up compared to the T56.
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| The Magnum main shaft on the left is a stiffer one piece design with thicker gears and bigger bearings compared to the thinner two piece T56 part on the right. |
The drive gears and countershaft are greatly beefed up. The Magnum’s countershaft is a beefy single piece as opposed to the old T56’s flexy two piece shaft. Like the rest of the transmission, the bearings are also larger and beefed up for more torque capacity.
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| A close up view of the gear teeth on the Magnum. They are shorter with a finer pitch. This allows the syncro assembly to be thinner and the shift throw smoother and shorter. |
Overall the Magnum has enough torque capacity to handle anything we end up doing to the engine in the near future while offering tremendous mounting flexibility making it easily swappable into many different platforms. In our next installment of Project V8 RX7 we will finally drop our LS3 E-ROD into our FD chassis.
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