Transmissions and DrivetrainNeed help with your trans? Problems with your axle?
Welcome to ThirdGen.org!
Welcome to ThirdGen.org.
You are currently viewing our forum as a guest, which gives you limited access to view most discussions and access our other features. By joining our community, at no cost, you will have access to post topics, communicate privately with other members (PM), respond to polls, upload content and access many other special features. Registration is free, fast and simple, join the ThirdGen.org community today!
THEY MAKE T56 TRANNIES THAT BOLT DIRECTLY TO THE T5 bellhousing!!!!! and a longer "input" shaft. O MAN O MAN I WANT ONE SO BAD.
I know they make it but does anyone know if it practical or if it works well. Idk if theres even a point to this thread but im sooooo excited.
I got a light weight flywheel and new cluth for the T5 (which will blow with the 350) and now i can just put a T56 in place of the T5!!!!
Does anybody know where i can get this tranny. Or which one it is?
I think RSgear has one. http://www.rsgear.com/GM.htm Its the first one. I think it bolts up to a T5 bellhousing.
Thats soo awesome Im sooo excited i can't wait to get one yayy.
Did anybody do this or does anyone have one? Does anyone know if its the same input shaft spline as the T5 and such. High Performance Chevy Mag said BURT chevrolet sells them as the replacement for the T5. It has an adapter plate. O MAN THIS IS SWEEET.
Can't wait til im out of college. : )
This ad is not displayed to registered members. Register your free account today and become a member on ThirdGen!
__________________ 1986 Camaro Z28 Iroc-Z
1/4mile time: 15.4sec @ 92mph Speed Reached: 125mph Lateral G's: too many Slalom Speed: too fast Braking 60-0: who cares CAR DOMAIN
Sponsored Links
Registered users do not see this ad. Click here to register for free!
This is news to you? This version has been available for several years. I'm glad you're excited, but it's not new news. It runs about $2400. It even accepts a cable-type speedometer. The ratios are 2.97:1/1.94:1/1.35:1/1.00:1/0.84:1/0.62:1, and it's rated for 440 ft-lbs torque input. If you drive nicely, it'll take a good bit more. Yes, it uses a 26 spline clutch, and you can use either a stock GM aluminum T5 bellhousing or Lakewood's steel version in case you want to spend time at the dragstrip. It uses a 27-spline output shaft, so the aluminum driveshaft from the fourth gens should work fine.
For less than a half to a third less, you can do the same thing with the adaptor plate and a LS1 or GTO T56, as long as you can deal with a shifter adaptor and electronic speedo/adaptor.
Umm wait even the RSGear one can only handle 440 ft/lbs? I don't mind getting the expensive one. Trannies are important. I just want it to work well and last a while.
Will i really crack the stock T5 bellhousing???
I also want an aluminum driveshaft so if i must ill get a custom one.
I will also get the spohn crossmember and toqure arm setup... or UMI or BMR whatever one im feeling at the time of purchase.
I don't want to do LT1 or LS1 one because then i need to lose all my new clutch/flywheel pressure plate stuff. and i don't wanna take all that off again.
better ratios? What ratios are better depends on the specific application, and since no 2 of us do our cars identical,...
440 ft-lbs is their safe rating, guys are pushing these to double what they're rated, without issues.
If your flywheel explodes at high rpm, like from missing a shift while trying to powershift, the chunks of exploded flywheel will shoot right through an aluminum bellhousing, and right through the thin steel of your floorpan. which is why thick steel ones were invented, to prevent your feet from being amputated.
440 is actually over-stated. The internals are exactly the same as the factory 400ft-lb rated M29 T56 in the '93 Camaro.
The wide-ratio vs narrow-ratio gear selection is car and user specific. Usually most driver will prefer the narrow-ratio to keep the revs from dropping so much between shifts. But some cars benefit from the wide-ratio gear sets because of a heavy car, or lack of power.
As far as the LS1 T56, if you were referencing my comment, it can be used exactly as the retroT56 unit, but you have to build a plate to relocate the shifter handle forward 2" and deal with the electronic VSS. The retroT56 has a different tailhousing the adjusts the shifter location 2" forward, and provisions the mechanical speedo.
A blowproof bellhousing is always a good idea, especially if you're going to be doing clutch-abusive shifting at the track. You can buy blowproof bells that fit the T5 clutch setup, and the Tremec adaptor plate can bolt to them, or the 17deg rotated stock T5 bell.
Quote:
Originally Posted by Josh R
Umm wait even the RSGear one can only handle 440 ft/lbs? I don't mind getting the expensive one. Trannies are important. I just want it to work well and last a while.
Will i really crack the stock T5 bellhousing???
I also want an aluminum driveshaft so if i must ill get a custom one.
I will also get the spohn crossmember and toqure arm setup... or UMI or BMR whatever one im feeling at the time of purchase.
I don't want to do LT1 or LS1 one because then i need to lose all my new clutch/flywheel pressure plate stuff. and i don't wanna take all that off again.
440 is actually over-stated. The internals are exactly the same as the factory 400ft-lb rated M29 T56 in the '93 Camaro.
The wide-ratio vs narrow-ratio gear selection is car and user specific. Usually most driver will prefer the narrow-ratio to keep the revs from dropping so much between shifts. But some cars benefit from the wide-ratio gear sets because of a heavy car, or lack of power.
As far as the LS1 T56, if you were referencing my comment, it can be used exactly as the retroT56 unit, but you have to build a plate to relocate the shifter handle forward 2" and deal with the electronic VSS. The retroT56 has a different tailhousing the adjusts the shifter location 2" forward, and provisions the mechanical speedo.
A blowproof bellhousing is always a good idea, especially if you're going to be doing clutch-abusive shifting at the track. You can buy blowproof bells that fit the T5 clutch setup, and the Tremec adaptor plate can bolt to them, or the 17deg rotated stock T5 bell.
WTF?!?!? Most of my reply just disappeared!!! Anyway, I'll try again. The materials and measurements were the same, though the ratios were different. The rating was revised because everyone got wise to the fact that, unlike the T5, the T56 would live behind far more torque than the ratings.
Wide ratios are for great engines, the ones with broad powerbands and plenty of mid-range. Close ratios are for small, weak engines that can only make power in a small window of rpm, they must be fine-tuned and are peaky. But compared to most other transmissions, any f-car T56 is a close-ratio. The reason the viper used the close ratios is that taller first gear ratios give more torque capacity.
Other than that, the rest of what this person typed is true.
so yeah im definetely gonna get one. Not sure which one.
I knew that we could put T56s in our cars but i didnt know they had an t5 adapted one.
Does anyone know where i can get one that has a less taller 6th gear, i want to be able to pull in 6th not just sit there at 120 at 2 grand, which is cool but i want to have a ton of potential for 3.90s or 4.11s. I know the 4th gens could do 155 in 5th gear and 6th the rpms would drop to low for it to keep moving. I don't see why they dont make 6th just another gear for a higher top speed.
Is there a place that sells custom ration trannies that still fit the T5 bellhousing?
The GTO T56 has similar ratios as the Aftermarket/Retro T56, but you're still looking at a 0.56 6th gear. Trust me that you don't want to be putting significant abuse on 5 and 6, they are designed to be Overdrives, not power gears. At those ratios, the gear teeth are very small, and the mainshaft driven gear is almost the same diameter as the mainshaft. The drive gears and synchro mechanism is hung on a splined extension shaft that can shear under heavy loads as well. (The viper had a one piece counter/extension for this very reason)
Design your rear-end gears to put you down the track at a MPH in 4th gear, under red-line. If you get the GTO unit and use the lower 2.97 first gear, it will help your TQ-mult, even with a set of 3.73 rear gears.
Just where do you propose to exceed 155 mph anyway? You get caught doing that on any public road in the U.S., you're going directly to jail. Do it in cali, they'll also crush your car. Whether you still owe anyone any money on it, or not. And they'll take your license for life.
I don't know that that matters.. I've hit 150mph on the back straight of Pocono Speedway during a SCCA HPDE. That's the main reason I geared my 12-bolt to 3.42s, so I can hit 155mph in 4th gear at 7000rpm redline. Not all racing is done on the street.. (hopefully no racing is, but I'm not gonna preach..)
__________________ 89 rs, 468 bbc, oval port "781" heads, 850 speed demon, edelbrock air gap, patriot headers, custom header back exhaust with 2 in, 1 out flowmaster to a single borla with flat side exit exhaust. t-56 6 speed, centerforce flywheel, pressure plate and clutch, custom 4 inch aluminum driveshaft, 9 inch rear.
