from the editors of:
GM High Tech Performance
LOG IN / SIGN UP
GET THE MAGAZINE
tech & how to
engines & drivetrain
Chassis & Suspension
paint & body
Best of the Best
GM High Tech Performance
A Tougher T56
A Good Reason for at Least 650 Rear-Wheel Horsepower
Feb 10, 2004
Rockland Standard Gear
View Full Article »
VIEW FULL GALLERY
A Tougher T56
The First through Fourth gears are mounted on the main shaft after they have been installed on the front adapter plate. Notice the tapered roller bearings, which are featured throughout the T56.
Here, the countershaft with First through Fourth gears are installed alongside the mainshaft with the driven gears. The shifter rod and upgraded cast-iron shift fork are also in place.
New Fifth and Sixth gears with performance-oriented 0.80:1 and 0.62:1 ratios are installed in the Viper main housing.
New individual Fifth and Sixth drive-gears are mounted on the auxiliary shaft.
Here's the stock Viper Fifth and Sixth gears (left) compared to the upgraded individual Fifth and Sixth gears. Notice the internal splines are missing from the front of the stock gearset.
"Endplay tolerances are critical to the life span of these transmissions," says Kreppein. "Keep all clearances on the tight side, and you'll solve most of the performance issues of the T56." Auxiliary shaft endplay is being measured here.
The individual Fifth gear is pressed onto the auxiliary shaft. These new gears are the key to highway driveability for many applications that don't need to or can't lug along at 1,500 rpm at 75 mph.
Showing further differences, the extension housing for the LS1 (left), illustrates the need for different shifters and locations of the hole in the floorboard for different applications. Our transmission will be using the Viper rear housing.
The LS1's (left) front adapter plate centersection is quite a bit higher in the center, although otherwise identical.
Updated Viper gears (left) have much larger syncro teeth. Bust these teeth and the transmission won't stay in gear.
The transmission is assembled from front to back, so this is where it all begins, with the front adapter plate for an LS1 application.
At left, the LS1 mainshaft has 27 splines and is 1.175 inches in diameter. The stock Viper mainshaft is in the center, and the custom 30-spline, 1.290-inch unit is on the right. The custom shaft is the same thickness as the Viper, but it has splines farther up the shaft, allowing individual Fifth and Sixth gears, and therefore the ratio changes.
The stock aluminum shifter (left) is prone to cracking and failing--the cast-iron unit (right) is Tremec's answer to the problem. All rebuilt T56 trannies need one.
Church Boys Nova Bolt-in Rack and Pinion Steering Conversion - Super Chevy Magazine
Take a look at this great new rack-and-pinion steering conversion upgrade from Church Boys Racing for 62-67 Chevy Novas - Super Chevy Magazine
T56 Six-Speed Transmission Swap - Tech Article - Chevy High Performance Magazine
Read the T56 six-speed transmission swap technical article from Chevy High Performance magazine.
Tougher T56 Transmission - Tech Article - Chevy High Performance Magazine
Read the tech article about a Tougher T56 Transmission, brought to you by the experts at Chevy High Performance Magazine
Tremec T56 Transmission - Second-Gen Camaro Installation - Over And Over Again - Super Chevy Magazine
We take you through the steps required to install a Tremec T56 6-speed manual transmission behind the engine in a second-gen Chevrolet Camaro or other classic Chevy with a kit from Classic Chevy 5-Speed - Super Chevy Magazine
recent how to articles
SEMA Show 2014 Overflows with a Flood of Corvettes and Components
How to Detail a 1967 Chevelle with California Car Cover's Premium Line
How to Update a 1967 Corvette Coupe Dash – Part 1
1969 Chevrolet Camaro RS Homebuilt Screamer
How to Repair the X-Member on a Corvette C1 Frame
subscribe to the magazine
Subscribe and Save 74% off the Cover Price!