Anyone have the weights of the trannys used in F-bodys? Mainly the 700R4, T-5, T-56, and the 200C if possible.

I remember reading the T-56 weighs 100 pounds more then the T-5. That's quite a bit.

 

Powerglide 97 pounds
TH400 130 pounds
TH350 is something like 110 or 120

The others, I have no idea

 

The weight of what, the transmission alone? transmission and torque converter? fluids?

 

Whatever weights anyone has.

 

The 700R4 weighs apx. 125 pounds.

 

The t-5 is 85 pound's dry add 3 quart's trans fluild & a 30 pound flywheel + the whight of the clutch . Any one know about the T-56 .

 

A T5 dry is about 78 lbs based on the shipping weight of the one I just shipped out. It was 81 lbs, and well packaged with foam and cardboard, so I'd say 3 lbs of packaging. The stock flywheel is between 18 and 30 lbs depending on which one you use. Aftermarket ones can go even lighter. Factor in the clutch assembly at 15-20 lbs.

A T56 is heavier. Probably more like 120 lbs dry. It is NOT 100 lbs heavier than a T5. I put mine in using only my arms one time, and though I am rather strong I don't think I could have done that with a 180 lb trans! 130 lbs doesn't seem like that much until it's suspended on your arms while they are bent as you try to line up the input shaft and start a bellhousing bolt. The stock flywheel is fairly heavy too, probably 25 lbs or so. Again, aftermarket ones can go as light as 12 lbs. Don't forget the clutch assembly either, probably another 15-20 lbs.

A 700R4 is heavier still. The converter is probably 20-30 lbs for a stock size converter. The flexplate is probbly about 2 lbs. The trans is more like 130 lbs. It's tough to sling up onto a work bench that's hip height 'll tell you that much.

Don't forget the fluid either. A T5 takes 3 quarts, a T56 4, and a 700R4 takes a lot (I used 3.5 gallons in my last one that was bone dry with a big cooler and an extra deep pan). ATF probably weights about 8lbs per gallon or so.

 

Hay TKO was that tranny shipp't with your light waight gear's . I just sent one out too but my total came out to 97 pound's , but I made a plywood box 12x12x32 1/2 inch ply and some fome . That less then a half of sheet . I was gessing about 15 pound's of shipping waight . Can you save 5 pound's or so of rotateing waight with the upgrades you do or was I just off .

 

i think water weighs 8 lbs a gallon, so its somwhere around there, yeah(oil is less dense than water, right? so maybe 7.5 lbs). 200r4 takes 11 quarts dry, 700r4 takes 11.5.

t5 with shifter is 85 lbs according to the one i just shipped(from rocboy, lol), clutch setup in my room weighs like 16 lbs(for a v6), ive seen flywheels from 8-35 lbs, and the bell probably weighs another 5-7 lbs.

ive got a 700r4 outside on the ground, ill go take a look. converter is a good 30+ lbs for a v6, i wouldnt put the flexplate at less than 4-5 lbs, and the tranny is to heavy for me to lift(yah im weak), so its over 100 lbs for sure. from wiggling it around id say 130-140 lbs tops, full of fluid.

oooh lookee: http://www.off-road.com/chevy/tech/sfa-trannytech/

"The TH[350] weighs in at about 120 pounds
The TH400 weighs in at about 135 pounds
The 700R4 weighs in at about 155 pounds"

wet weights i assume, so

so:
t5 110-130 lbs all told
th350 ~ 150 all told
th400 ~ 165 all told
700r4 ~185 all told

no way the t56 weighs 100 lbs more than a t5, and it weighs less than a 700r4 for sure. id give it 30-35 lbs over a t5.

 

'97 t56 with out the clutch ,flywheel, bellhousing or fluid tips the scale well over 135 lbs!(with the shifter and polly mount though) I just checked it a few days ago now add the beefy flywheel they use!!!!

(which is 57 lbs using the centerforce flywheel for 2pc rear main blocks and the stock clutch) add them up and you have over 192 lbs now you still have to add the bellhousing, and the larger trans mount. you can see over 200 lbs if you add everything up

 

add the flywheel and clutch I bet you it would be very close to the 700r4 or maybe more if you are using the aftermarket flywheel

 

Water is 10 pounds per gallon. Makes it easy for calculations. 5 gallon can of water is 50 pounds.

Automatic trannies are dry weight without oil, flexplate, converter. Too many variations of each so the weights are factored out.

Because automatic transmissions use a hydraulic pump to provide oil pressure, the pump causes drag along with the clutches inside the hubs as everything is rotating. This means an automatic transmission will lose more hp through it than a manual transmission.

A powerglide uses up about 18 hp
TH350 only 36 hp
TH400 44 hp.

There are modifications to reduce the amount of hp lost through the transmission but these are factory ratings.

 

im assuming your talking about the t56? i figure if its 120 dry, you can add like 50-55 lbs tops for a factory flywheel and a heavy clutch setup, which is still less than a 700r4+tq converter.

ohh didnt see your other post, 135 dry for a t56? damn. yeah weight wise that could add up to 700r4 range. but ive never heard of anyone runing a 57 lb flywheel except for inertia in drag launches . . . let alone a stock 57 lb flywheel(although i know little to nothing of t56 setups), seems a little heavy.

stephen, are you sure? i did some quick math and i got ~8 lbs for water. 1gal ~ 3.6 liters 3.6l=3600 cc = 3600 g of water at room temperature(76* F) 3.6kg *2.2 lbs = 7.92 lbs. it might be more like 3.75 liters, which would make 8.25 lbs. im not 100% confident in this process, its been a few years, but im pretty sure. either way its not a big deal, since the main difference isnt the wait but the parasitic loss. since the original author didnt mention anything about drivetrain loss i figured id leave it along too, that and i didnt have any numbers for any of the trannies.

ive heard numbers around 60 hp for a 700r4, but thats it.

yeah i figured tahts what the numbers they gave were, i was just approximating what it would be in a full setup.

basically if your going for max power # wise a manual tranny is gonna bring in higher #'s at the wheel than an auto. as far as which is better for what thats a different story, but you will lose less power from a manual than an auto. except maybe a powerglide i guess, never looked into one of those.

 

Actually it's around 8.34 pounds per US gallons. 10.02 pounds per Imp gallon

I still think in imperial gallons which is larger.

1 US gallon = 3.785 liters
1 Imp gallon = 4.546 liters

 

imperial?

yeah ok, 3.785l per gallon, i couldnt remember exactly what it was. at least my math was right. i was wondering how we were getting a 2 lb difference.

where is it they use imperial anyway?

 

Everywhere in the world except the US.

 

Roc Boy, that trans had super alloy gears in it. They seem about the same weight. I'd say the plywood put you over the top.

 

silly me, i thought they used metric!

 

IIRC, My stock T56 flywheel was 15 lbs. I think they're pretty light for stock.

 

What about the 700R4? Im swapping from a 700r4 to a th350. What kind of difference will I see in weight and HP loss?

 

Hmn, that's strange. Did you actually weigh your T56 flywheel? The reason I ask is that I read an article where they had the stock flywheel lightened to 23 lbs, and said that 22-23 was about as light as you wanted to go or the idle may becoem instable. My aluminum flywheel is about 15 lbs, and my idle is unstable. That being said I never had a stock T56 flywheel to compare it to. I pieced all the parts for my swap together bit by bit and didn't use anything stock if I could get a better aftermarket part.

Efficiency wise a TH350 is a little more efficient than a 700R4, but not much. A TH350 is marginally lighter too. I doubt if you'd see a measurable difference in performance if both transmissions were equallly well built and used the same stall converter.

 

I know GM offeres two different flywheels for the T5 F-body one at 25# the other at 16#. Could this be true for the T56 also? I also know the centerforce flywheel is over 40# for a T5.

 

I did. I remember being quite pleased that it was that light, thinking that for my application, that weight negated the need for a "light weight" aftermarket flywheel.

I had it on a 305 CFI that was stock, except for headers, exhaust, and "free mods". It idled fine...-stock like.

 

the flywheel I had was just the centerforce one that they make for the 2pc rear main blocks. nothing special just solid steel. that weight was the pressureplate and disc bolted to the flywheel. the t56 really weighed a little bit more than 135 but, I figure due to how off scales can be I would leave it a little on the lower side.

I bet the 700r4 and t56 have a very close in car weight. I think the vette had it right to dump that much weight in the rear. and off set it from the front. not to mention it's on the rear so traction helps

 

One thing that keeps going through my mind is the driveshaft has to spin at the same rpm as the motor. That has to take away alot more power compared to the tranny in front.

 

Not really, a driveshaft comparatively doesn't take much power to spin at all.

 

the motor has to spin the tranny up and down through the powerband in each gear . . . the driveshaft rpm stays relative to engine speed, it does NOT spin the same rpm as the motor, unless the motor is in direct drive (1:1). driveshaft weight plays more of an issue in higher vehicle speed situations and unsprung weight totals(it is the least important piece(weightwise) of rotating mass in the driveline, along with the differential and axles/wheels/tires. driveshaft weight is more important for handling and smoothness purposes than it is acceleration. hence why drag racers dont go out and buy carbon fiber driveshafts first thing. or ever really. even for autocross, flywheel, internal engine, and internal tranny are more important.

 

They're talking about the Corvette, in which case the shaft does spin at engine speed.

 

Correct, in a C5 or C6 Vette the car uses a torque tube to transmit power directly from the clutch assembly to the transaxel.

A driveshaft really doesn't take much power to spin regardless of layout. It's a relatively small diamter tube, so the lever arm is small, and the weight isn't much; so it's short lever with a small amount of weight. Consequently it doesn't take much to accelerate it from a stop.

In autoxross driveshaft RPM vs engine RPM will affect smoothness and lap times, which is why autocrossers get good at heel/toe downshifting, which brings engine RPM up to match driveline RPM. That way there isn't a rapid jolt to the drvieline as it tries to decelerate to engine RPM when the clutch is let all the way out.

Serious drag racers are looking for every last 100th of a second, whcih is why they will run aluminum and carbon fiber driveshafts. It doesn't help all that much, but if it cuts a couple hundreths or even a tenth (not unheard of going from stock steel to aluminum for example) it's deemed worth it. For the average street guy the average difference between timeslips would probably make it impossible to even see a gain at the strip. The gain would be less than the average variation between passes.