Category: Lt1 t56 strength

Lt1 t56 strength

Hi all - I am finally jumping back into the Z game and getting the itch to do my LT1 swap. I am "planning" on doing a T56, but stumbled onto a great deal on a T5 today. I know that this is nto a "world class" transmission, but it is fresh and clean.

I am just not sure if there would be issues running it with my LT1. I have a "basically" stock 94 LT1 from his Corvette. Mild Comp cam, beehives and 1. Will this transmission work with my LT1? What would I need to change anything to mount it up flywheel, etc Here is the text from the ad: "Borg Warner T-5 tranny. I had the transmission rebuilt and put about miles on it before I decided to take the car apart and move all of the drive train components into a new project Chevy pickup Unfortunatly the tranny will not work for me on this build so I am forced to sale it.

I have the V8 bell housing, clutch, pressure plate and fly wheel to go with the sale of the transmission. Thanks for the info! That is what I was hoping to hear!

I am getting similar feedback over on the ImpalaSS forum. I have a call into the seller right now. Hopefully, he still has the trans available. If so, I will order the JTR kit next week and get started!

Decided to hold off and wait to find a decent deal on a T May as well "do it once and do it right Those can have the LS1!!!! Many people have said that the T5 is a better option than the t This is due to the fact that the t5 is much lighter than the t56, and that the extra gear just means more shifting.

Also, I have heard that the extra gear does not give you anything more besides an extra shift, as with the gearing, weight of the car, and power of the motor, it does not matter as much. Trust me, a nonWC t5 can more than hold a stock LT1. Expect to pay at least 4 times as much for the T Edit, also in some S30s esp the later ones a t5 means that you do not have to cut off the trans mounting points or hammer out the tunnel.

Thanks for the information! I am getting mixed input from various locations. The guy that had this for sale on CL never got back to me.

I will "ping" him again and get the scoop.

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Both motors are mostly stock, bolt-ons only. Both cars are street driven, not drag raced. My personal experiance is as Geking says.The transmission was originally designed and built by BorgWarner for the Dodge Viper later being used by GM in for the generation II and later engines, but from was built by Tremecthough nothing changed internally.

The T has been succeeded by the Tremec TR transmission in many former T applications, as well as applications requiring greater strength than the T could offer. The transmission uses a hydraulic clutchexcept for the Cobra which was mechanical. The Cobra had an inch clutch disc. The entire case, including the bell housingis made of aluminum. The T has a synchromesh made up of brass synchros for the GM and Ford applications, and stainless steel in the Dodge application.

The transmission also features internal stops which render stopbolts on the shifter mechanism unnecessary. From Wikipedia, the free encyclopedia. This article relies largely or entirely on a single source.

Relevant discussion may be found on the talk page. Please help improve this article by introducing citations to additional sources. For other uses, see T56 disambiguation.

Hidden categories: Articles needing additional references from April All articles needing additional references Use dmy dates from October Namespaces Article Talk. Views Read Edit View history. In other projects Wikimedia Commons. Languages Add links. By using this site, you agree to the Terms of Use and Privacy Policy.By gvincentNovember 30, in Drivetrain.

AM I wrong???? The ls kit is cheaper and easier because it's a push style clutch and the lt 6-speed from is a pull style clutch. The push style clutch offer more choices in regards to bellhousings and clutches. The pull style limits you to one choice for pressure plates. No sfi bellhousings are available for this set up without converting it to a push style set up. I thought a T56 or earlier from and LT1 would be a direct bolt-up and only require a different flywheel for the SBC?

I will be getting the transmissions complete with master and slave cylinders, clutch, pressure plate etc. The adapter I am building is on the back burner. My came home from the body shop and is now takin all the space in the garage. As soon as it is reassembled I will get back on the Z-car. I used everything from the LT1 Clutch, pressure plate, flywheel and it bolted up to my 86 up block and works great.

Not the same deal, sorry about that. Thanks for the info,No actually I was looking for information on SBC in general, so 86 and older with 1 piece rear main seal is a direct bolt up to the T56? I just want to make sure as I have little leeway budget wise to have to buy bell housing, flywheel, clutch etc.

You are correct! The LT1 parts are interchangeable on the later model siingle piece rear main blocks. To include the T56 and Bellhousings. Good luck on your swap! The 93 - 97 LT1 T56, and bellhousing will bolt up to pre '86 block, but you have to buy an aftermarket flywheel, and clutch assembly.

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They are not cheap. All i needed was a conversion flywheel to get my sb with two piece rear seal to match up with the camaro ss t I used the stock bell housing and a spec 3 clutch after market lt1 clutch and presure plate all other lt1 clutches would work the same.

I did the same thing as Mike kZ and used the Centerforce flywheel. I used a Keisler t with an included adapter plate that bolted directly to my style bellhousing. Be sure you use the roller pilot bearing. My driveshaft length ended up being Hope any of that helped. You can post now and register later. If you have an account, sign in now to post with your account.This is a discussion on T Strength within the Drivetrain forums, part of the LSx Technical Help Section category; I'm going to build an ls1 with some high performance mods, and use a t six speed.

I'm wondering how Forum Rules.

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Remember Me? What's New? Results 1 to 19 of T Strength This is a discussion on T Strength within the Drivetrain forums, part of the LSx Technical Help Section category; I'm going to build an ls1 with some high performance mods, and use a t six speed.

Add Thread to del. Thread Tools Show Printable Version. T Strength I'm going to build an ls1 with some high performance mods, and use a t six speed. I'm wondering how much horsepower a stock t can take before it needs to be rebuilt with better components?

Share Share this post on Digg Del. Zat so? Transmissions do not see nor care about HP. Transmissions see torque - torque that is actually hooked to the ground spinning releaves torque. The T56 in the Fcar is rated at lb-ft. Good call on the torque dealio there, Bird. Now does anyone know the differences in the two transmissions? Originally Posted by MadSeason. I thought the Z06 used a transaxle. I remember the ratios on my dad's '94 C4 being much closer especially on the shift than on my T Could you bolt a Viper tranny onto an F-Body?

Nevermind, I looked up all the ratios.

Everything You Need to Know About Selecting a T56 for Your GM Project

They're pretty similar. Why does it take so long for the shift then? Seems like it takes forever for the revs to drop. The Corvettes. Originally Posted by 30thbird.

I will restate: they gears are NOT interchangeable and I do know this for a fact. I base this on knowledge not hearsay.

lt1 t56 strength

If you have the vette gears they changed alot of parts hence not interchangeable. As for the corvettes I know for a fact the gears and other internals are interchangable with the fbody t56, my camaro needed a rebuild and a guy who specialized on t56 Rodney Massengale reinfored that tranny and gave me the closer gear ratio Originally Posted by samsonn The T56 is one of the strongest 6 sp factory transmissions ever offered in a production car.

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The latest version including the M10, and Tremec. There are alot of guys running these in their 9 and 10 second rides. The factory 6 sp in the Supra TT cars are very strong also, they are used in hp applications. Hennessy and Lingenfelter are putting forced induction on their cars and doing outrageous stuff too.

Again the car is a whole system, the weakest link in this system being the Rear-end first.

LT1 T56 to LS1

Once upgraded then the next part is the tranny, but it is very very strong.Want to row your own gears, make gobs of power, and even get decent gas mileage on the highway? The T56 is the ticket. This six-speed wonder was designed and built by Borg-Warner originally, though manufacturing switched over to Tremec in It eventually replaced the ZF six-speed in the Corvette when the C5 was developed using a transaxle arrangement.

Each of these had its own distinct nuances, including different gear ratios. And, of course, just when we started to get a handle on it, Tremec introduced the TR Thankfully, we are here to walk you through the differences, how they are put together, and even a few upgrades needed to breathe life into a worn-out unit.

As you may know, the transmission in the C5 and C6 bolts directly to the rearend housing at the output. The input connects to the torque tube, which houses a prop shaft to connect to the clutch and flywheel.

As such, the Corvette T56 has a different midplate, which is the plate that seals the front of the transmission. In a normal arrangement, this is where the bellhousing bolts to the trans.

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Note that if you wish to convert an LT1 T56, you will also need to swap the midplate. At the rear, the tailhousing is obviously significantly different on a Corvette since it mates directly to the differential housing. However, all others do not, which is typically where the shifter mounts more on that in a second. Converting a C5 or C6 T56 for use in a hot rod certainly has its advantages, which will also be covered later. The longer external dimensions of the TR can sometimes be prohibitive to certain builds, but it boasts a number of advantages.

The case is noticeably thicker than the T56, reinforced at all the critical areas, including at the flanges. The tailhousing is about 3 inches longer than your typical F-body or GTO and usually has a CV joint instead of a slip yoke.

Swapping the tailhousing is a common fix, though it requires some additional parts swapping. The midplate is another noticeable departure from the T56, which has provisions for an oil pump. Shifter Location Each chassis has a unique shifter location. The Corvette obviously mounts the shifter on the torque tube, not the transmission, so it uses a very different shifter rail.

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The F-body bolts directly to the transmission on the tailhousing. GTOs mount in a similar location, though, offset and pushed back.

lt1 t56 strength

The shifter handle is actually behind the transmission, which means shifts are "indirect. For the best shifter feel, mounting the shifter directly to the transmission like an F-body is preferred.

That places the shifter handle 29 inches from the edge of the F-body bellhousing or 24 inches from the midplate. Tremec's aftermarket upgrade for the T56, the Magnum essentially a TRis about 1. And with any T56, you also have the ability to use the forward shifter location, which is about Great for trucks and some oddball swaps! Fifth and Sixth are both overdrive gears that are mounted after, like a two-speed with a reverser.

lt1 t56 strength

Putting one together in many ways is easier than an old four-speed. As Greg Lovell of AntiVenom put it: "The old four-speeds are built inside the housing like a ship in a bottle.Article may contain affiliate links. As an Amazon Associate I earn from qualifying purchases. The T56 transmission was created by Borg-Warner beginning in the early s. The transmission did change manufacturers to Tremecformerly Transmission Technology Corporation in This transmission was designed for rear-wheel car applications.

Being manufactured by Borg-Warner meant that this transmission was available in a number of cars across several different car manufacturers. The initial development for the T56 transmission was for the Dodge Viper application but it did not take long for this transmission to be installed in a variety of cars. In the late 90s, early s, Aston Martin added this transmission to a pair of its models, and Ford also offered the T56 in the Mustang Cobra. The T56 transmission was first introduced in in the Dodge Viper, where it remained for 15 years untilan impressive run, particularly in this class of automobile.

Eventually the T56 was phased out completely, soon after its deletion from the Viper. This transmission had a number of features that contributed to its popularity and widespread use. Given that it was primarily used in performance cars, the primary characteristic was its strength and durability. The T56 also offered double overdrive, with its top 2 gears both being overdrive gears. The transmission was also known for being very quiet.

The primary complaint from drivers of this transmission is grinding noise that can occur, although this is commonly due to hydraulic system not being maintained properly after clutch replacement.

As mentioned, the strength was one of the primary features of this transmission.

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Although the max torque varied by application, it was possible to get a model of this transmission rated at lb-ft of torque, specifically Dodge Viper afterbut lb-ft was a more common value.

The T56 is longitudinally mounted, and is a 6-speed manual transmission. The transmission is also rated to handle just over pounds GVW. The gear ratios offered by this transmission do vary depending on the application in which it is used. The first option of gear set is 2. The other option is 2. This transmission was light for such a large transmission, with one of the key contributors being that the case and bell housing were constructed from aluminum.

The length of the transmission also varied depending on the application in which it was used. The length from the surface of the transmission to the output shaft ranged from The dry weight of this transmission came in around pounds. The T56 has a transmission fluid capacity of 4 quarts.

The T56 transmission was originally engineered for the Dodge Viper inbut it was soon implemented into several other car applications from various manufacturers. This 6-speed manual transmission offered the strength required for high performance applications, while also being known for being very quiet. The overall duration of the T56 in production applications was 16 years, with the final application of this transmission ending in T56 Transmission Specs Article may contain affiliate links.Granted, one could argue that the two models have more in common than not; however they are in fact completely different transmissions.

Appreciating the differences between the Magnum and its T predecessor starts with knowing the history of both transmissions. As the hot rod restomod market continued to explode, the TKO — re-released in as the TKO and TKO — continued to lead the charge, particularly among those with early engine combinations.

Much like today though, the factory Ts were tailored specifically to the OE applications from which they came, meaning that gear ratios were sometimes undesirable and shifter locations were often less than ideal for an early muscle car — forcing the use of awkward-looking custom consoles. Last but not least, speedometer provisions on the transmission were typically incompatible with classic applications.

In short, these swaps left a lot to be desired. Add to that, the limited torque capacity of some factory units, as well as, the fact that many had been severely abused before ending up in a boneyard, and the need for an aftermarket solution was clear. Prompted by ever-increasing torque demands and the desire for improved shift quality from our OE customers, inwe began working on a replacement for the T Debuting in the Ford Shelby GT for model yearthe new TR 6-speed quickly became the go-to performance transmission of the industry.

Byit had superseded the T in pretty much all OE performance applications. Addressing the need for a more flexible solution for the custom car market, our engineers also went to work on an aftermarket-only version of the TR Working with input from the TREMEC marketing team, they took swap-friendly features from the TKO and modeled the input side of the trans after the popular T applications in order to leverage existing market support.

GM versions of the Magnum were modeled after F-bodies and Ford versions after the Terminator Cobra. Using T in the name was intended to let customers know the trans was not some brand-new, unproven design; the name Magnum signified that this new unit was indeed something special — unique from all T transmissions that came before it.

In addition, the T name itself had so much goodwill in the market that many enthusiasts chose to ignore the Magnum part altogether and continued to use the T moniker instead, rather than the other way around.

Now that you know some of the history leading up to the Magnum, and are clear that it is not a T, let us take a deeper look at what separates the TREMEC Magnum and its TR sibling from the T that came before them. The clutching ring and gear are forged and machined separately. They are then interference-fit and laser-welded together. This type of construction does away with the previously wasted space in the T design.

Combined with the new synchro design, the TREMEC engineers could substantially increase the face widths of the gears, thereby increasing torque capacity.

The improvements made to the synchronizer were much more than a simple trimming of fat. The T used a hoop-style retainer to hold three stamped-steel keys in place, attempting to put equal pressure at three points of a circle.

Although it worked reasonably well, the design was prone to uncontrolled movement that in extreme cases could allow the keys to dislodge. Though narrower in design, the blocker and friction rings in the TREMEC TR and Magnum have an increased diameter and a standard triple-cone arrangement for substantially more surface area and strength than the double-cone setup found in the majority of Ts.

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In the case of the TR, the friction materials themselves vary by application.

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