"TREMEC 5 Speed Installation"
An Article by Curtis Fisher
May, 2002
Page 3
The shifter location was chosen based on the delivered transmission with the shift stub pre-located in the 3rd location. Compared to the top loader, this is more to the rear (4.25 inches). In my Tiger, the stock shifter location was too forward to reach comfortably (for me). To use the middle location on the TREMEC would locate it even further forward. To reach 1st or 3rd gear in the 4-speed, I had to lean forward. There are DOZENS of shifting levers available to locate the output shaft where you would like it. If you choose to use the TREMEC middle housing, there is a kit to relocate the shifter there. I did not investigate it. You will still need to make the clearance for the rear housing, the only difference is where you cut the hole for the shifting lever and boot.
That brings up the shifting lever stub…. On installation, the shift lever must clear the tunnel when you install the engine with transmission. The transmission tail must slide into the drive shaft tunnel. The only way to do this is to remove the shifting lever stub to clear the welded in tunnel. If the shifter were in the middle position, it may not be necessary to remove the shifter to install. To remove the shifter, you must remove the two 10 mm. bolts holding the housing and lift it out. This requires designing an access in the top shifting hole (to reinstall these bolts). I did this by elongating the hole, there may be other methods. The Hurst shifting boot covers this perfectly. I welded six 1/4-20 nuts inside the housing to attach the boot bolts to. The resulting installation looks like it was built in the car.
Carpeted Interior
CONNECTING THE OUTPUT
Driveshaft
With the TREMEC rear located as low as possible to provide maximum tower room near the tunnel housing and shifter lever, the driveshaft flange will clear the X-Frame exit as shown. The Alpine exhaust hole was closed on both sides.
FORGET THE ASHTRAY!
Console Ashtray / Interference! (8-(
As you can see from the in-process lay up, the center console and the TREMEC shifter conflict. The ashtray is centered where the shifter is. And the console front needs to be adjusted. I have not performed the alteration. It looks fairly easy looking at the sheet metal in the console. I have been driving for a year without the console and I still miss it.
TRANSMISSION MOUNT AND SPEEDO
Transmission Mount
I closed off and reinforced the Alpine exhaust hole to strengthen the X-frame. I used the stock X-frame trans mounting holes. I fabricated a custom mount based on the stock holes and the transmission holes. I built the mount to match the stock transmission shock isolator. I used 1.5 inch for the side and 3/8 inch stock for the center to mount the transmission mount.
The SPEEDO housing comes out about 22 inches back from the clutch housing front. This puts it about 2 5/8 inches more forward than stock. The cable bends easily into the x-frame about the transmission mount, no access holes required. Connecting it is typical Tiger tight, and is easier with the transmission mount removed.
The SPEEDO housing comes out about 22 inches back from the clutch housing front. This puts it about 2 5/8 inches more forward than stock. The cable bends easily into the x-frame about the transmission mount, no access holes required. Connecting it is typical Tiger tight, and is easier with the transmission mount removed.
The Fun Part (Driving)
1st gear is lower ( 3.27) compared to the close ratio (2.32). Starting is a breeze where before I had to be sure I had enough r.p.m. and adequate slippage to get rolling. Now I can engage with much more ease (41%). The disadvantage is that I run out of 1st gear much sooner. With the close ratio 4-speed you could out distance your competitors with that tall first gear. If they managed to hold even with you from the line, they were toast when they had to shift. I remember many encounters where you could tell they were shifting as you were probably about 25-30 m.p.h. and really reaching the power curve. It seemed as if the other car suddenly ‘stopped’ and you “zoomed away”. Without power to the rear, that is pretty close to reality. All this action required ‘use’ of the clutch. Now I have that low 1st gear and 3:31 rear. Its easy to engage but in a contest measured in fractions of seconds, I sometimes wish for that 4-speed.
In 5th, the car practically purrs down the road. It seems very happy above 60 and the engine is not stressed to perform. 4th offers much more acceleration, but I generally don't need to accelerate hard above 60 m.p.h. Now I am thinking the 2.88 rear would be good for the 3.27 TREMEC 1st but lousy for the 0.68 5th gear.
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