Please keep us updated on how it goes with your TKX. Sorry, I know nothing about consoles except I can't afford to buy one for my car!
Am curious if this will fit with stock shift console. The pics I've seen of an install on a chevelle with offset shifter kind of concerns me, it looks like the shifter sticks up kind of high
Scott, I know you have been waiting patiently for an answer to this question. I have pretty much given up on American Powertrain getting back to me--they haven't responded to my email, and they don't want to answer their phone, at least when I called. So I checked out Silver Sport, and in case you haven't seen their intro video, they say they have 25 custom shifter location options "to mimic the factory shifter location in the floor" of A-body cars. I am about to send SST an email asking for more details on that, and also about the need to change driveshaft length. I will let you know what they say. Jeff
The shifter stub can be ordered in many offsets. (The Tremecs are the "AR" (AR-15 pattern) platform of transmissions. The location of the various shifters that can are made that can be mounted on the top of the transmission and oriented in several "clocking's". Either forward, or turned 180* placing the shifter aft, as well as offset shifter plates that move the shifter to the left or right, and custom shifters that can locate the shifter almost anywhere around the housing. I purchased my transmission from Modern Driveline, but there are several companies that resell the transmissions, and various kits/solutions. So, take some time and search/read up on them and reach out and see who is able to accommodate your project.
I spoke with Silversport last week. They stated that you need their shifter and tail housing modification to bring the shifter up in the factory position. They CNC the tail housing to accept their shifter and they will not sell the shifter separately. You can see the modification in this YouTube video: What American Powertrain and others appear to be doing is selling a shifter that's using the back center position and biasing the shifter to the left. Like this: https://www.moderndriveline.com/sho.../68-72-gto-lemans-tempest-shifter-tko500-600/ I cannot find any of the Tremec delears online offering a TKX shifter aside from the one it comes with, except Silversport. And looking at the side by side in the YouTube link above it appears the TKO and TKX shifter plates are different, so they're not interchangable. There is a local dealer who has TKX's in stock and shifters are coming in next week. I'm planning on taking a look in person when they arrive. Was going to pull the trigger on a TKX, but I don't believe it will a true "bolt in" swap for the guys with a Muncie and Hurst shifter yet.....
Here is a video of a guy the had the TKO 600 in his Goat and swapped it for the TKX and makes a good comparison of the differences of fitting.
just wanted to note modern driveline has always been great to deal with and where I’ll be ordering from.
Thanks to Michael and Paul for the additional info, and to BMX for the input. I liked watching the video by that Fast Monty guy. All the dealers I have checked with seem to be out of stock now on the TKX. So it comes down to "Which one will you choose to have a TKX on backorder?" They all are required to charge the same price for the trans--$2800--but what about shipping charges or the add-on goodies such as switches, connectors, etc.? Is one cheaper than the others?
If I'm reading all this correctly (been following along & quite interested), isn't one kinda locked into buying from Silversport assuming that they have the shifter deal worked out & assuming that's important (It would be to me)?
That is worth a lot, all other things being equal. If one seller offers free shipping, it might make me want to also order the driveshaft or clutch I'll need from them, instead of from somewhere else.
I am still trying to get those details sorted out in my mind as well. I used to think swapping in a Tremec would be as simple as ordering the trans and bolting it in, in place of the Muncie. But it seems like it's more complicated than that. Tailshaft difference means altering driveshaft, tunnel clearances may involve some hammering or cutting of sheet metal, shifter location may require special customized handle adapter. Then you have speedo gears and reverse switches to worry about. Plus I will need a new clutch at the very least, due to spline count difference. Sheesh! It might be easier and cheaper to convert over to a Turbo 400.
It was worth it to me to put the manual in my '64 Skylark. But I did do the same thing with a 1964 Special back in the late 70s, and "no internet", but we had junkyards and tape measures, it just took a little more effort. (but I still think it was easier...) Just do all your research and homework ask questions, and get answers. You can pay it back to the next person(s) to come along. I like a manual enough to do all of it. Yep, I like it a lot. Boats are made to be rowed!
I just got a reply from Silver Sport, from their VP of Sales, which answered some of my questions I had emailed a day or so ago. Here is what I asked, and he answered: 1. If I choose the wide-ratio version, with its super-low 1st gear, will it be more normal to start out from 2nd gear instead of 1st in stop-and-go traffic? A: No. Your 28” tire makes the 3.42 act more like a 3.14 so your starting line ratio with the 3.27 1st will be a nice 10.26* 2. How will driveshaft length be affected when switching from my Muncie to a TKX? If I keep my stock driveshaft to save money, how much will I need to shorten it? A: *The TKX is 24.07” long, compare that to your current Muncie length* 3. For Buick A-body cars with consolettes, will any modifications to the floor or driveshaft tunnel be necessary? Or can it be a true mod-free swap so originality can be retained on a collectible, all-original car? A: No mods should be required 4. Do you have inventory ready to ship? Or are you in "backorder" status now? A: Close ratio is 3-4 weeks; the wide ratio is not yet in production and has no eta
According this PDF from AutoGear, the 70 and older transmission is 21.53" and the 71+ transmission is 22.23" from mounting face to end of tailshaft. Both are 6.62" from mounting face to the tip of the input shaft. http://www.autogear.net/wp-content/uploads/2018/10/18-000-xxx.pdf
