Gears, gears, gears! There is nothing like shifting gears in a Classic Truck. It is especially true when it comes to modern drivelines and components that are buttery smooth from one gear to the next. While we all have experienced the older, clunky three- and four-speed transmissions that leave us wanting more rear end gear for highway use, there is an alterative to the old transmissions in the form of a five- or 6-speed from Hurst Driveline conversions. In this case, I am going to use the Tremec TKO-600 five-speed manual transmission that has a rating to handle up to 600 hp, that is 144 more than my 456hp rated 383 Chevy small-block. The horsepower rating is not the only reason why I choose the TKO-600, the taller First gear ratio allows transmission to handle the extra power, plus cruising along at highway speeds is much improved with the taller Fifth gear. Gearing also provides increased gas mileage due to Fifth gear overdrive. You will experience as much as a 36-percent reduction in rpms while in Fifth gear depending on the rear gear ratio.
Most junkyard Tremec five-speed transmissions need modifi cations to the bellhousing, shifter, tail shaft, and input shaft to adapt to a Chevy 350 and will not withstand the same amount of horsepower as the TKO 500 and 600.= Hurst Driveline conversions fi xed these issues by figuring out what it takes to adapt the better TKO transmissions to Chevy, Ford, and Chrysler engines. Bellhousings, such as the Quick Time scattershield, offer added protection and reduce the overall size of more traditional bellhousings making installation that much easier. The Quick time scattersheild also is machined within 0.005-inch tolerance for proper transmission to crankshaft alignment.
With most of our Classic Trucks using a bench seat, Hurst has developed a mid shifter that moves the rear-mounted shifter and replaces it
with Hurst billet aluminum mid-mounted shifter. The mid-mount allows clearance for the seat, plus most of those famous Hurst shifters bolt right to the mid shifter. The cool thing about Hurst Driveline conversions and the Tremec TKO line is that it can be adapted to
several different Engine brands via different bellhousings, the only thing us non-C10 truck guys have to fi gure out is the transmission crossmember and adapting a crossmember to a Classic Truck is quite simple
First thing I did was remove the TKO 600 out of the box and inspect it for shipping
Whether you are using a crate, stock, or rebuilt engine, the engine to transmission
Using a Quick Time scattershield, I placed the block saver spacer that will go in
John Meadows from Deuces Wild Hot Rods and Customs, Inc. helped with
installation. Here, J
The pilot bearing needs to be installed with care. Make sure when installing that it
Here, we are prepping the clutch bolts with blue loc-tite because the clutch and
I like to use a very light coat of anti-seize on the clutch guide tool. This makes
I used the Hurst Driveline street comp clutch. The Street Comp clutch sets are ideal
I then placed the clutch pressure plate over the clutch disc and made sure the