im planning on a new build a 3.4 turbo motor with a t56
mounting the trans is the easy part

speedway motors 60* v6 to 90* v8 trans adapter plate for 45$
and of course a t56 crossmember

what im curious about is the clutch

spec makes clutches for the v6 that will hold like 800hp 800 ftlbs

my thinking is use a spacer for the flywheel to space it back out the thickness of the trans adapter

use a 3.4 flywheel and presure plate with a custom disk for the t56

what size is the input shaft on the t56 and how many splines are on it
im thinking maybe i can find somethign from spec or another company that i can use without having to custom order a disk

 

subscribing... I'm very interested in this...

 

we already figured this out in the v6 section after i posted this

to use a t56 behind the v6 u will need

a speedway motors trans adapter 60*v6 to 90*v8
all the typical t56 conversion parts i.e crossmmeber etc
the clucth is the easy part the t56 uses the same size inpout shaft and has the same spline count as a t5 behind a 92/93 3.4 in an fbody

so for a stock clutch u would use a 92/93 3.4 v6 fbody clutch
or u can buy the equivelant in an aftermarket clutch i.e spec or ram etc

the hardest thing would be making a spacer to space the flywheel off the crank the thickness of the trans adapter and that shouldnt even be to hard

 

Hey, I am planning the exact same thing in my 93 bird.. I was wondering, could you not just shave off the thickness of the adapter from the bell housing? I've been thinking this for a while and joined this site after finding this thread.

Also sorry to dig up a 4 month old thread but I was just curious.

Edit: Can I get a link to this 60° to 90° adapter? O.o

 

Why wouldnt you just use the "aftermarket" conversion T56 which has the bolt on plate to the T5 bellhousing, which has the appropriate length input shaft for an adapter already taken into account.

You could also swap the input shaft from an LS1 T56, or use the whole thing, its got a longer input shaft than the LT1 boxes.

Clutch disc spline needs to be GM "1-1/8" x 26, the 1 1/8 in quotes because its also known as 1-5/32.

 

They make those!? Where abouts would I find one of those?

 

which t56 would be easier/ better? the LT1 version or the LS1?

 

This "aftermarket" one that bolts to my t-5 bell housing? That would be amazing!

 

when you start playing with bellhousings deeper than the LT1 bellhousing, the LT1 maindrive (input shaft) is a bit short. The LS1 maindrive is shorter than the aftermarket but an extended pilot bushing/bearing can accommodate for that.

 

soo... either? the LT1 t56's seem to be less in demand, so they are more affordable

 

What exactly would I need to bolt the t56 to my 3.4 than? Because I'm almost positive my t5 bell housing wouldn't just bolt to a t56

 

There is a "retrofit" T56 setup that is designed to do exactly that.

http://www.keislerauto.com/vmchk/gm/...page_tabs.html

Not going to chase down someone actually selling it for you, but that gets you in the right direction, iirc its something around $2500.

"Bolt-in installation in 5-speed equipped 1983-1992 Camaro and Firebird, direct replacement for the original T5 five speed. "

 

Or just the adapter plate, use this with an LS1 T56, or an LT1 T56 with LS1 input shaft installed.

http://www.thegearbox.org/catalog/it...17/4803441.htm

 

Hey look, Keisler is lying about torque ratings again.

 

Interesting, same gear set as the MN12 in the GTO, and Z06, and CTSV, guess the Z06's 470 ft lbs must be breaking them left and right, since thats a lie.

 

Thanks all for the help!

 

A new maindrive (input shaft) for an LS_ trans is 2 bills so if you're doing the adapter plate thing, an LT1 box is not the way to go.

Did you have something add besides misinformation?

 

??? that torque rating doesn't sound out of line to me, where are you getting your info?

 

The only one in here adding misinformation is you.

So far the only thing relevant to the topic you've provided is to repeat what i've stated about switching input shafts.

And argue with a torque rating of a transmission thats more than feasable.

 

The aftermarket T56 and the 93 F-body 2.97 / .62 gearset was always rated by Borg Warner and Tremec at 400lb-ft at most. Not 475lb-ft as Keisler plumps it up to.

Keisler has always rated their T45 based trans. with no meaningful strength upgrades significantly higher than the production T45 too.

As for your claim the aftermarket T56 gearset is the same as a Z06 or GTO, it's not. Even ignoring the synchronizer section of the gears, it's weaker. What's the first place a non-cooled manual trans. is going to break when subjected to a lot of power and run at high speed? The headset gears, which are... narrower and weaker on the aftermarket T56.

So no, it's not a 475lb-ft trans., and that wasn't even a jab at you, just Keisler. I'm guessing you're a happily confused customer of theirs so you opted to take it personally?

You're welcome.

 

-_- why does everyone always argue when I post on a thread lol

 

The same ratios as the CTSV/GTO/Z06 is in hursts "magnum" T56 rated for 700 ft lbs, its not all just in the gearset.

Why is it you figure the gears are narrower on that T56 ? The likelyhood of them making an entirely new gearset, in the same ratios of those already available is highly unlikely.

 

You say its rated at 400 at most.

http://www.tremec.com/performance/t56.html

Tremec says 450

Its well known that they are much stronger than the "ratings", ratings are just a ballpark idea, and vary from on manufacturer to the next.

Some clutch manufacturers give a HP or torque rating on their clutches, then go to say that you need to select a clutch with 1.5x what youre making, if you look at tiltons clutches they say use a clutch with a 400 tq rating, with your 400tq, realistically the 475 lbs listed for that T56 isnt even close to where you're gonna hurt it.

 

The Magnum isn't a T56, it's a TR6060. That entire gearset is wider than any T56.

The front adapter plate is from the Viper casting, and it's machined shallower for the front bearing.

The front headset gears are narrower, which is why the countershaft from a 1993 M29 RPO Camaro doesn't interchange with a 2004 GTO (they otherwise would.)

The only new gearset piece in a GM Aftermarket T56 is the maindrive (input shaft) which is simply longer. Everything else is 1993 M29 F-body. If you can explain how a shorter shift rail and a longer input shaft take a trans. from 400lbs-ft (the max torque rating of the M29 per Borg Warner) to 450, I'm all ears.

Keep in mind Tremec bought the light duty line from Borg Warner and a carry-over typo from over 10 years ago (which is exactly what that is) doesn't hold any weight.

Right, a constant load rating is different than what a trans. can take on a temporary run.

 

The concern isn't the torque capacity. Nor is it the installation. The issue is the ratios. Using the '94-'02 V8 ratios means you'll only have 5 useful gears no matter what axle ratio you try. Use a 4.56:1 to make sixth useful with a 3.4, first will be way too deep. Use a 3.73:1 to make first useful, sixth will be too tall.