I need to verify this, but I believe the stock fork is cast 356.0 T6.
If this is true, then consider the following:

	Min Tensile Strength	Min Yield strength
Stock Fork 356.0-T6 Cast Alloy	30,000 psi	20,000 psi
Marlin Crawler 7075-T6 Billet Alloy	83,000	73,000
Percent difference	177%	265%

(source: matweb.com)


And that is just the material difference not including all the over sizing we did!!!

I would think aluminum would be a bad choice for this sort of use as it is such a soft metal.... I would use one made of billet steel though.... just my 

It would seem that way at first glance, but in actual fact, two like metals placed against one another actually wear out faster. Under extreme loading, the two metals could even fuse to one another-

The last time Toyota used a steel 1st-2nd shift fork mated up to a steel shift collar was in August of 1983. Steel-against-steel died with the L52.

That same month, Toyota introduced the G52 and decided to place little nylon pads on the steel 1st-2nd fork, and these 100% absolutely wore out faster than you can spell Marlin's last name. Complete garbage.

That lasted until the G54 came out in May of 1984 when Toyota wised up and began using aluminum 1st-2nd shift forks.

In fact, except for 5th gear, nearly all shift forks since 1984 have all been aluminum and today's transmissions use all aluminum forks.

I would say aluminum shift forks outlast the L-series steel-against-steel forks at least 2:1, and they outlast the G52's nylon-against-steel forks 10:1.

The next step up would be to use magnesium forks, which I believe race transmissions use.

To say the least, the Toyota R-series transmissions have never seen shift forks as strong and massive as this new Marlin Crawler 7076-T6 billet fork!!

Made in USA!!!

BigMike

Cool!

Here is the very first fork built in a Competition Series transmission for a Drag Supra owner

Thats pretty sweet