T56 6-speed transmission??? Anyone running one??

A lot of good information here!!!! Excellent thread!!!

 

183-700107 Camaro/Trans Am w/93-97 6-Speed w/Engines Manufactured Before 86 (2 Piece Rear Main Seal) Exc. 400/454, 153 Tooth, 35.5lbs, Steel- This is the Centerforce flywheel we used in my brothers 58 Chevy wagon.The trans we used is a T-56 from a 93 Z-28.Here is a pic of the trans bolted to the engine.It is longer and taller than the Turbo-350 it replaced.

 

Thank You for sharing that!!! I will also be moving the shifter forward and making a longer arm.

-Jason

 

Its going behind a blown 392. I know its a bit more HP than they claim it will handle, but I am hoping since its a way lighter car it will cope. I plan on using Hotheads setup.....

http://www.hothemiheads.com/transmission_adapters/hemi_chevy_manual.html

I will post pics once I get it all together and ran.


-Jason

 

I will be running a Tremec 5-speed behind a 325 Dodge hemi. Mine has a .82 fifth gear. We used a Hot Heads engine to bellhousing plate adaptor, a Quartermaster GM-type bellhousing and all Quartermaster clutch stuff...7 1/4 inch clutch and flywheel (16 pounds total....I like light rotating mass). Quartermaster supplied a street lining on their clutch and a flywheel that had not been drilled. We drilled it for the Dodge crank bolt pattern. We also had to drill the back of the crank and install a plug to accept a bushing for the Tremec input shaft. Haven't had it on the road yet but hopefully it'll work well around town and on long trips.

 

Excellent! Super $$$ adapter, but worth it I'm sure! Wilcap didn't have one for a little cheaper??

 

I heart the T56

 

I believe the '97 Camaro/TA model is the most desirable, first gear was a little different to make up for increased emissions.

Check Phoenix Transmission, they're on the 'Bay, and offer T56's rebuilt with warranty for around $1800 last time I checked.

Note also the LS1 models have an integral bell, the LT1 models are more flexible in that respect.

 

Havent checked. Hotheads have always been super to deal with.

-Jason

 

I've looked at the T-56 for a couple of projects and may put one in the Mustang eventually. It'll be a good match for the engine and should work well with the 4.11 gears I want to use.

One thing that I think may be an issue when using a really deep overdrive is engine speed vs. load. When you look at the gear ratios, you could very easily put together a combination that would be doing little more than idle rpm while moving 70 mph. The problem that I see is that you may have a hard time getting a carb to function properly at such very low air velocity with a moderate load. i.e., the throttle might be open 20-30%, but the air velocity thru the carb is low due to low engine speed.

EFI could map those conditions easily, but getting a carb to work in that range could be a challenge. Is this a valid concern or have some of you been able to make a deep (0.50) overdrive work well with a carb?

 

HMMM.... might be a valid point?? Anyone have any experience with this, particularly with older carbs like 97's or 94's?

What years and models? That's an excellent point also. Especially for anyone using an adapter kit. I know for my application I have to have one W/OUT the bell for the adapter kit I have to use.

 

Sounds like fun Jason. Are you planning on getting this done for the day of the drags?

 

Found a related piece of info on a website giving the gear ratios of B/W T-56. Maybe it will help someone...

Borg Warner T56 Transmission Gear Ratio Identification

Part# 1st 2nd 3rd 4th 5th 6th Torque Rating
-003 2.66 1.78 1.30 1.00 0.74 0.50 330 lbs/ft
-006 3.36 2.07 1.35 1.00 0.80 0.62 350 lbs/ft
-007 2.97 2.07 1.43 1.00 0.80 0.62 350 ft/lbs
-011 2.97 2.07 1.43 1.00 0.80 0.62 450 ft/lbs
-012 2.97 2.07 1.43 1.00 0.80 0.62 450 ft/lbs
-016 2.66 1.78 1.30 1.00 0.74 0.50 450 ft/lbs
-017 2.66 1.78 1.30 1.00 0.74 0.50 450 ft/lbs
-018 2.66 1.78 1.30 1.00 0.74 0.50 450 ft/lbs
-019 2.66 1.78 1.30 1.00 0.74 0.50 450 ft/lbs
-020 2.66 1.78 1.30 1.00 0.74 0.50 450 ft/lbs
-021 2.66 1.78 1.30 1.00 0.79 0.63 450 ft/lbs
-022 2.66 1.78 1.30 1.00 0.74 0.50 350 ft/lbs
-023 2.66 1.78 1.30 1.00 0.74 0.50 375 ft/lbs
-024 2.66 1.78 1.30 1.00 0.74 0.50 375 ft/lbs
-025 2.97 2.07 1.43 1.00 0.84 0.56 385 lbs-ft

 

More info here. Might be useful also.
http://www.drivetrain.com/borgwarner_T56.html

 

Some dimensions info:


Ford T56 After- market (ignore the T-5 picture)
A=5.3
B=21.1
C=21.7
D=20.5
E=21.1 F=3.75

 

I got mine from Rockland Standard Gear (www.rsgear.com). It's a GM F-body (LT1 era) case with many of the Viper internals (30-spline output shaft, carbon fiber synchro rings, steel 3-4 shift fork) and it's rated to 750 hp. The car I put it in is heavy (3,700 or so lbs.) so I thought it'd be a good idea to have a heavy-duty box. $2,195 - good deal considering the quality/durability.

It's not like I've got 750 horsepower or anything. Only 695 on squeeze and 545 on the engine alone. With serious power and juice in a heavy car, the beefier trans was a good call.

I wanted to run the stock-type hydraulic clutch too, so I got what I needed from Tyler at American Touring Specialties (www.T56kit.com). He knows what it takes to swap these transmissions into just about anything, and he's a cool guy too.

I went with a Centerforce clutch - it's a HD unit designed for an LT1. I got their flywheel/clutch/pressure plate kit so I knew it'd all fit together. It bolted up to the 383 with no problems.

I also had to go with the Hurst shifter because I'm shooting for a '60s flavor in this car, but there are plenty of great shifters out there for the T56. I've heard great things about the Pro 5.0 piece, but I like my Hurst just fine. I've got a Hurst T-handle fetish...but I'm considering the new pistol grip handle too.

FYI - the T56 uses a standard Turbo 400 trans mount, so it's easy to fab a custom crossmember.

~Scotch~

 

Anyone know if the housing mounting pattern on the motor side is the same as a T5? Also looking for info on input and output shifts. Need number of splines and input shaft lengths based on years?

One more thing... I see Tremec and Borg-Warner make these... what are the differences?

Sorry, addicted to this thread today! Itching for more info...

 

Found some info in regards to the differences in T56 models. I found it helpful...

Differences between the '93-'97 f-body, 98+ f-body, and Aftermarket T56

1993 to 1997 LT1 F-body T56

Same length as T5 and 700R4, so you can re-use your same 27 spline driveshaft, torque arm, and bushings
Electric 40 pulse per driveshaft rotation VSS (Vehicle Speed Sensor)
LT1 pull-style clutch, bellhousing, and slave cylinder is necessary

1998+ LS1 F-body T56

This is from the LS1 f-body, so it has a different length input shaft, and a completely different push-style clutch setup. The throwout bearing is a hydraulic unit that eliminates the clutch fork. To change this transmission to work with the LT1 clutch and bellhousing, you will need to replace the input shaft as well as the front cover of the transmission case (because it does not have the clutch fork pivot). An LS1 master cylinder might be necessary. The case and tailhousing dimensions are identical to the LT1 T56. Retrofit T56
The major benefit to the Retrofit T56 is that it allows you to use a standard style clutch and bellhousing. It also has a mechanical speedometer sender which is similar to the 700R4 & T5 transmission (an electric 700R4 & T5 VSS will bolt right in). The draw backs are that the transmission is 1.9" longer, so the driveshaft and torque arm must be shortened. It is available new from Tom Sallee at Sallee Chevrolet for $2295.

 

The easiest way around the .50 overdrive is to run 4.56 gears. That'll bring your 70 MPH cruise RPM up to a more reasonable level.

 

I'm going to run a quick change out back, so for highway the extra set with those numbers may be the way to go... however, not everyone will be running a quick change, soo... what then. Say running a 4.11 and 6 stombergs... is she going to run like poo?

BTTT for this thread. Great info here! Still looking for someone to say something about the mounting patterns and input shafts in comparison to the T5. Still having a hard time locating hard numbers and dimensions for those items.

 

It's the same length as the 4LE-whatever auto-OD (90's LT-1 Camaros), not sure about the 700 R4.

 

The 4L60 is the 700-R4(same trans, different name), the 4L60-E is teh computer shifted version.

IIRC, 4.10 gears with the .5 OD is something like 1600ish RPM. It's also dependant on your tire diameter. There are a few gear calculators on the net that can be used if you want to know exactly what it will be.

 

Don't know for sure. Do an internet search on Keisler, McLeod, Dark Horse Performance, D&D Performance, G-Force Transmissions, etc. They are all T56/T5 specialists. Call any of those companies tech lines and at least one of them should be able to answer all your questions.

Mine has the .62 O/D + I live in So Cal (Traffic central) so I don't think I'll be using 6th too often. At least to start with

 

Excellent! Thank you!

I just got a note from Wilcap. I asked if the T56 can be mounted up to the extended bell 331. It can be done but there is a specific model that will need to be sought out. There are FOUR different input shafts and only one will work apparently. When I found out what it is I will pass the news along. Wilcap is pretty busy so I expect it will be some time. Worth the wait! I think I'm going to go that direction. Thanks for turning me onto T56's gang!

 

That was the major consideration...I am running mechanical injection, Hilborn 4-pot with a Kinsler dial-a-jet.

-Jason

 

Please do.

I should have some more info tomorrow to pass along as well.

-Jason

 

I'm not following this question. Are you asking if the bellhousing to engine block bolt pattern is the same as a T5?

 

Sorry! Wasn't quite sure how to word it.

For the T56 that DOESN'T have the integrated bell housing, I would like to know if the pattern where the main case meets the bellhousing. Not the block. Sorry! I was thinking about my long belled hemi when I said that. It already has the bell "attached", so I have to run an adapter plate between the already existing bell housing to mate the main case of the 6-speed. I know a T5 adapter exists for just this, so if the pattern for the T5 and T56 are the same I'll be able to use the mount for the T5. I have a feeling they're different though.

 

CHECK THIS OUT http://www.ddperformance.com/GM%20T56.htm
GOOD TO 650LBS OF TORQUE. IT WILL BOLT WERE AN OLD 4-SPEED DOES. I HAVE USED ONE AND AM GETTING READY TO BUY MY SECOND.... NO COMPLAINTS.... .50 OVERDRIVE.

 

BIG BUCKS!! $$$$$ Nice though!