Hey.
My car is a 305tbi with the stock WC T5.
As we all know, the stock transmission can not take much of a beating. I would like to be able to put about 250hp into my Camaro without having to worry about the tranny blowing up.
I did some research, and I see that plenty of people put t56's into LS or LT engines, but I could not find any specific reference to a t56 being mated up with a stock 305.
My question is: is it even possible to put the two together? I would prefer not to swap my engine (simply because I'm still in college, and money is not too easy to come by).
If so, what t56 would you recommend?

Thanks for any advice.

 

a tbi 305 is the same as a LB9305 an L98-LT1 350s as far as the bellhousing goes.
look for a 93-97 t56 setup. Some guys don't like the 93s sooo do some research

 

With regard to how a T56 bolts up, an LT1 block and crank are exactly the same as an 86 and newer 305 / 350.

The key problem is gear ratios. Any F-body T56 besides 1993 has a kinda tall 2.66 first gear and a .50 sixth gear. Figure out what your long term plan is for the car and plan on a differential gear ratio swap to match.

 

I agree. Your car has 3.08 gears if it's the original rear end. If you swap in a T56, changing to 3.73 or numerically higher gear would be recommended.

 

It will, you need the proper flywheel, pilot bearing, pressure plate, clutch, slave cylinder, pedals, and a mechanical to electrical vss.

 

Looks like he has a 92 camaro so that should mean he has an electronic speedo already in the car. All he would need then is dakota digital box to convert the signal.

 

Didn't notice it was a 92, my bad.

 

Thanks for the clarification, everyone!

Does anyone have any recommendations as to a decent quality t56 clutch, that's not too expensive?

 

All of the decent quality stuff is about 300.

 

The LT t56 is pretty much a bolt in affair. For a cheaper long term setup you could run an LS trans and adapter plate letting you retain a thirdgen clutch setup.

I ran an lt t56 on my lb9 for a number of years before going LS.

 

You could use a 93 trans with the lower 1st gear for that 305
I think GM seriously underrates the tq limits on these for liability reasons
Way over the limit on mine with DRs and havent busted anything yet.
Had a $5 pin come out of the 2nd gear assy that was noones fault.

 

I'd rather get stronger components that are rust free anyway, 20 year old stuff deteriorates ya'know.

 

https://www.thirdgen.org/forums/post...31-post28.html

 

 

I didn't know that liking strong parts that are rust free was nonsense. Does that mean I should sand all the paint off my car until I have a nice coating of rust on it?

 

FYI: What everyone is trying to say is, there is no need to point out random common sense facts.

 

For the treated OEM bolts and cast aluminum T56 assemblies being discussed, rust isn't an issue of any relevance here. So yes, it's nonsense.

One of the better things you could do with your car would be to take a class or two in automotive technology at a local vocational or community college. I've done that when I was younger and it was truly beneficial. The drivetrain one was tremendously interesting to me. Oftentimes, they are very accommodating and helpful with projects you have planned for your car. And the tool trucks sometimes have major discounts on quality tools for students.

 

That one was my bad, I was reading slave assembly, not clutch assembly.

 

Then there would be no fun in being sarcastic, would there?

 

Oh believe me, I'm VERY sarcastic, esp by 5am with a handle of Crown Royal in me..

 

5am? Dang you stay up late!

 

That actually sounds really good right now, considering I just spent ~$900 on a new clutch for my T5.

 

This is just my take on things.
I'd wait for that clutch to wear out instead of band-aiding a future modification.

It's only a 10.75" clutch, max.

The T5 bellhousing, adapter plate and LS trans. end up putting the shifter through the floor brace sheetmetal. Remember the "aftermarket" T56? It was setup similarly (bell + adapter) but with a shorter internal shift rail and shifter-forward tailhousing casting.

The adapter plate adds another set of alignment dowels compared to a stock engine/bell/trans. setup. Trans. to crank alignment is critical to clutch release and therefore, trans. operation.

Gear ratio-wise, a 305 with stock type gears (even 3.73) and a 2.66 first gear / .50 sixth T56 is a gearing mismatch. Take my word for it. Whereas a T5 is actually pretty ideally geared. The bugger of it all is the 1993 T56 has some weak points compared to the later ones but it would be a nicely geared box when trying to match up a combination that had a V8 T5.

And, with a good shifter and a good driver, a T5 can handle 250hp no problem.

I say some of this despite liking the T56 a lot more than the T5 design. But I also say this as someone who has run a 305 and T56 together.

 

with a good shifter and a good driver, a T5 can handle 250hp no problem.

 

My car has had a T5 behind my 350 crate for about 4 years now and its held up fine. Only had to replace the clutch earlier this year. As long as your not dumping the clutch all the time you'll be fine and like someone else said unless you wanna pickup a new rear in the process you'll have mismatched gears.