TitoJones
09-23-2008, 04:20 PM
Guys and Gals-
Here is my T-56 FAQ page that we are writing. I went through over 2700 emails trying to pick out the most commonly asked questions. I plan on doing one of these for LSX swaps, Front and rear suspensions in both a product and geometry stand point, and one for building cars/laying out projects.
Thanks for looking it over- I know that the charts are missing, as are the pics.
T-56 six speed Q & A
Part 1. Basics
What year T-56 should I look for, and what cars did they come in?
T-56 six speeds came in quite a few vehicles over the years. For simplicity the only ones we are concerned with are GM models. The T-56 came in the 1993-02 Camaro and firebird platform, the 97-present Corvette, and the 04-06 GTO.
What is the difference between the LT1 style T-56, the LSX style T-56 and the aftermarket T56?
The LT1 style T56 came in the 93-97 F body (camaro/firebird platform) and used a hydraulically actuated clutch for with a pull off style clutch disc. The front plate has a provision for a clutch fork pivot, has an input shaft length of XXX” and uses a shallow depth bellhousing with a 153 tooth flywheel. Typical installations require use of the LT1 style pull off clutch setup. We typically recommend this T-56 variant to users who have small or big block Chevy engines as the bellhousing and T-56 itself will bolt right up. If you are running any engine variant that is NOT a 1pc rear main seal small block Chevy, a specialty flywheel will be required to work properly.
The LSX style T56 came in the 98-02 F body platform as well as the late model GTO, SSR truck and even in the form of a rear-mounted transaxle in the 97 to present day Corvette. We will be mainly focusing and using the F body T-56, and it will be referred to here as the LSX T-56. Visual identifying features are a hydraulic throw out bearing mounted on the front plate with the input shaft sliding through its center, large aluminum bellhousing with a bolt hole in the 12 O’clock position, as well as 2 notches cut out of the front plate on the drivers side for the bleeder and quick dis-connect fittings on the throw out bearing. The input shaft length on the LS1 T56 is XXX inches and typical installs use a 168-tooth flywheel. This T-56 variant is the best all around swappable transmission. We typically recommend this T-56 to users installing it behind an LSX based engine, B-O-P engine groups, and even the SBC/BBC when a blow proof bellhousing is a requirement.
The Aftermarket T-56 was only available over the counter from GM and Tremec (formerly Borg-Warner). It has a steel plate bolted to the case that incorporates a steel collar surrounding the input shaft. The input shaft is XXX inches long and typically mates to a T5 17 degree clocked bellhousing or standard 4-speed cast or blow proof housing. For users with a manual transmission already in place, and wanting to use a manual clutch linkage, this is one of the easier routes to take. It can be bolted behind a 4-speed bellhousing and use the manual linkage already in place, but in certain vehicles might require cutting to fit.
Can I convert my LT1 style T-56 to an LS1 style T56 or vice versa?
Yes, but disassembly of the T-56 is required. To properly perform this conversion from LT1 to LSX or vice versa requires all of the following items from the model you wish to convert it to:
Bellhousing
Front plate
Input shaft
To view the Tremec assembly manual for the T-56, CLICK HERE
Can I use an LT1 T-56 behind my LSX or B-O-P style engine?
Not in its stock form. The main issue for this conversion is the driver’s side mounted hydraulically actuated clutch fork as it interferes with the B-O-P starter. It can be converted to a hydraulic throw-out bearing from McLeod and will require a modular bellhousing to mate up to the block.
Can I use an LSX style T-56 behind my SBC, BBC or B-O-P engine?
Absolutely. McLeod Industries (whom ATS proudly distributes for) has made it possible to use this T-56 variant on most any engine combo from GM. With the SFI blow proof modular bellhousing from McLeod you can adapt the LSX style T-56 to the SBC, BBC and B-O-P engines. There is also an adapter plate from McLeod that will allow this transmission to be used behind a 4-speed bellhousing with manual clutch linkage.
How can I tell what T-56 I have?
The easiest way to visually tell which T-56 variant you have is to look at the front plate where the input shaft is. LSX versions have a throw out bearing here, or if it is missing a machined circle surrounding the input shaft with 2 threaded holes. The LT1 version has a clutch fork on the drivers side of the case, or if missing a small pivot bolt hole at the 5 O’clock position when viewed from the front of the case. The aftermarket version has a long input shaft and a steel plate with an extended collar bolted to the front plate of the T-56.
What are the issues I will need to address when attempting a retro-fit of a T-56 into any vehicle not originally equipped with one?
There are a few things that need to be addressed when swapping in a T-56. These obstacles are fitting the T-56 into the tunnel, getting it to bolt up to the engine block (depending on variant) and setting up the linkage/hydraulics. The rest of the install is pretty standard to all swaps, such as driveshaft fabrication, wiring, and shifter locations.
What is the difference between the LT1 and the LS1 T-56 hydraulic assemblies?
The LT1 hydraulic assembly is made up of a master cylinder, remote reservoir and actuator with a braided hose connecting it to the master. It is self bleeding, and does not need to be separated for servicing.
The LSX hydraulic assembly has the same master cylinder and remote reservoir as the LT1, but instead has a braided hose with a quick disconnect fitting on the end. This connects to a hydraulic throw out bearing that houses a female quick disconnect and bleeder screw. The hydraulic hose must be removed from the throw out bearing for servicing.
What are the electrical connections on the T-56, and do I need to hook them up?
There are 4 electrical connections on the T-56, three on the driver’s side of the case, and one on the passenger side. The connector in the middle of the main case on the driver’s side is the CAGS, or computer aided gear selection. It is also known as the skip-shift as its function is to lock out the 2nd and 3rd gears and require a shift into 4th under part throttle for fuel economy and EPA standards. The long solenoid under the shifter housing is the reverse lock out. It engages a plunger that prevents the T-56 from going into reverse on accident. It can be over ridden under 15mph, but will typically require both hands to do so. The small sensor on the tail shaft is the VSS, or vehicle speed sensor. This is to power an electronic speedometer or converter box. The only plug on the passenger side is for the back up lights. When the shifter is engaged in the reverse gear, this switch will ground itself and complete the circuit for the back up lights when hooked up.
None of the electrical connections are required for normal T-56 operation.
Is there an SFI blow-proof option available for my T-56?
Yes. There is a McLeod modular bellhousing for all the T-56 variants that is SFI approved. Typically they include a block plate, bellhousing, pilot bearing, all hardware and choke adapter rings (if required.)
How do I determine what flywheel I need for my application?
We have made this chart to help pick a flywheel for your T-56 application. Be sure to know all the info required for the chart.
What are my options for a clutch on a T56?
Again, this reference chart will help you determine your clutch/pressure plate options to match the flywheel. Chart is referenced by HP rating.
Do I have to use the hydraulics on the T-56 to make it work in my car?
Not in all cases. The LSX variant and aftermarket T-56 can be adapted with standard mechanical linkages when the proper adapter plate and bellhousings are used. The LT1 T-56 requires use of the hydraulically actuated clutch fork for proper operation.
I don’t see a T-56 install kit listed for my vehicle. Are you planning on making one?
We are always looking to expand our product line and vehicle list. If you are in the Las Vegas area we would love the chance to do R&D on your supplied vehicle.
What kind of transmission mount do I need to install on my T-56?
To make use of the ATS crossmember, we use the Energy Suspension poly turbo 400 mount.
Why don’t you mention the other T-56 variants (Viper, mustang, etc) or offer any support for them?
We have found that the other variants of T-56 are much more difficult for the end user to install into their vehicles, so we concentrate on the LT1 and LS1 T-56 to help aid in an easier swap for our clientele. We can upgrade either T-56 to use Viper internals for an additional cost.
How many teeth does the T-56 VSS sensor have so I know what to set for my Abbott Cable-X box?
The T-56 VSS sensor uses 17 teeth count per revolution.
What do I need to do to re-use my factory speedometer with my T-56?
There are 2 approaches to using a stock cable driven speedometer and a T-56. The first is a tail shaft conversion that allows the use of a cable adapter to be used in place of the VSS, and the second is a converter box from Abbott Enterprises called the Cable-X Box. The Abbott Cable –X Box uses the input from the VSS to drive a motor that will use a factory speedometer cable.
What is the spline count on the T-56 input shaft?
The T-56 uses a 26 spline input shaft, also known as a fine spline count.
What is the spline count on the T-56 output shaft?
T-56 with upgraded Viper internals use a 30 spline output shaft. Factory output shafts use a 27 spline count.
What are the most common failures on the T-56?
Most often, the 3-4 shift fork will break under heavy shifting, as will the factory style syncro gears, and blocker rings. The Viper internals will not be prone to these types of failures, and can withstand up to 750 ft/lbs of torque.
What kind of starter should I use with the T-56?
We recommend the use of a mini starter with an adjustable or clockable mounting pad. We use Tilton with great success.
What are the gear ratios available for the T-56?
This chart shows all the available T-56 gear ratios available in the product line we currently sell. The gear sets marked with special notations are an upgrade and are additional to the price of the unit itself.
What rear end ratio should I use with my T-56?
With the standard gear set inside the T-56 we typically recommend a 3.73 gear for a street only vehicle, a 3.90 for a street/track vehicle, and a 4.11 for a racecar. You can calculate your RPMs in any given gear with this calculator (LINK TO SITE)
What fluid and capacity should I use with the T-56?
We recommend the Rockland Standard ‘Tranzilla Fluid’, Mobil 1 synthetic ATF, and Red Line synthetic ATF. The T-56 holds 4 quarts when dry.
Where do I add fluid in the T-56?
Fluid can be added 2 ways to a T-56; through the 3/8” square drive fill plug on the driver’s side of the case using a fluid pump, and when the driveshaft is installed and shifter is removed, in the main shifter opening.
Where do I drain the fluid from a T-56?
Drain fluid by removing the drain plug located on the passenger side of the case, down low near the tail shaft. A 3/8” square drive will remove the plug.
What is the recommended transmission down angle for a T-56?
The recommended tail shaft down angle is between 2.5 and 4.5 degrees down
1967-69 F body/68-74 X body chassis specific T-56 Q & A:
Do I need to cut on the tunnel to fit the T-56?
Typically no cutting is required for case to fit into the tunnel, save for the shifter hole. The exception to this is when using a ½” drop subframe body bushing which decreases the space for the T-56 to install into. If using a standard height subframe body bushing the T-56 will install without modification. When using an aftermarket T-56 with the front plate, cutting will typically be required where the tunnel and firewall meet.
How much fabrication is required when installing a T-56 when using the ATS kit?
When using the ATS T-56 install kit the amount of fabrication required is minimal. No welding is required at any point for a successful installation. A new hole for the shifter to come through the tunnel and a drilled and tapped hole in the clutch pedal are the only modifications hat need to be done to the vehicle. The rest of the kit is a 100% bolt-in affair.
Can I re-use my stock console in the factory position?
While the stock center console can be re-used with a T-56 install, the shifter position prevents it being installed in the factory location. Most clients end up sliding the console rearward about 4 inches.
Does the T-56 shifter come through the same hole in the trans tunnel as my stock 4 speed?
No. The shifter position ends up 4 inches further back than a stock shifter location. The shifter ball itself ends up in the same relative air space as the 4 speed. If you can imagine that the T-56 shifter goes straight down into the tunnel, and a 4 speed curves forward 4 inches before going into the tunnel, the shifter ball is in the same shared air space.
What engine and T-56 variants work with your crossmember?
The 080017 T-56 crossmember will bolt in behind any SBC, BBC, LSX and BOP engine with the LT1 and LS1 T-56 variants. If using the aftermarket T-56, modification to either the frame or crossmember brackets will need to be made as the case is longer than the amount of adjustment built into the crossmember, as well as clearance the tunnel for the adapter plate where it interferes.
I have a B-O-P style engine, what T-56 should I use, and how do I install it?
We have found that the LSX style of T-56 is the easiest to adapt to the BOP engine group. For a successful installation, you need to purchase the LSX style T-56 install kit (PN 080006) and mate it to a McLeod modular bellhousing assembly.
Can I re-use my factory driveshaft with the T-56 conversion?
No. The driveshaft length will need to be shortened. If using a T350, the yoke can be re-used with factory T-56 output shafts. If using a Viper upgraded T-56, the matching Viper yoke will need to be installed. This driveshaft-measuring sheet will help your local shop (or ATS) fabricate a driveline to your vehicle’s specs.
I want to use my factory speedometer, what are my options?
You have two available options; The first is a replacement tailshaft that uses a mechanical speedometer gear and a repositioned shifter base. The installation requires disassembly of the T-56 and machining to install. The other option is the Cable-X converter box from Abbott Enterprises. The Cable-X box takes the elctical impulse from the T-56 VSS and converts it to an electrically driven mechanical speedometer cable. To properly use the Cable-X box you need to know the tire diameter, rear end gear ratio and T-56 VSS tooth count.
What shifter do you recommend for my T-56?
We use the Power Tower Pro 5.0 billet shifter assembly. We have tried all the other popular brands, but none have worked as smoothly or accurately as the Pro 5.0 base.
What pedal assembly should I use on my T-56 conversion?
We use the factory reproduction 4 speed pedal assembly from the 67-68 or 69 F body vehicles. The clutch pedal assembly will require drilling and tapping of a ¼”x28NF threaded hole for the hydraulic master cylinder’s pushrod to attach to, as it is located higher up on the pedal arm than the original 4 speed mechanical linkage was.
What is the maximum hydraulic master cylinder pushrod travel?
The T-56 master assemblies maximum travel is 15/16”. Over travel of the pushrod into the bore will crack the cylinder and cause a leak requiring replacement of the unit.
How should I wire up the reverse lock out on my T-56?
With the ATS standalone wiring harness you need to hook up the common harness ground to any chassis point, and the hot wire to any 12V switched source. This can be done any number of ways; from a stand alone switch located on the shifter or dash, to an integrated wire to the brake light switch under the dash. When using the brake light switch as the hot connection, activation of the brakes will open the lock out and allow you to put the car in reverse.
Do you have a complete list of every part needed to convert an automatic equipped car with a T-56?
Of course we do. We distribute every single item needed to swap a T-56 into your early model F or X body car. The list of parts will vary on engine type, T-56 type and upgrades. We will be happy to discuss your project and supply you with a list of items needed for your chassis.
What is the largest size exhaust I can run with your T-56 crossmember?
We have engineered the T-56 crossmember to clear with our LSX style Tri-Y road race headers which use a 3.5” collector. Anything bigger will need to be made of an ovalized tubing to achieve proper ground clearance.
Can I use a hydroboost or power booster with the firewall clutch bracket?
Yes. We have not yet any interference with the master cylinder or firewall bracket when using stock, aftermarket, or hydro boost assist units.
Here is my T-56 FAQ page that we are writing. I went through over 2700 emails trying to pick out the most commonly asked questions. I plan on doing one of these for LSX swaps, Front and rear suspensions in both a product and geometry stand point, and one for building cars/laying out projects.
Thanks for looking it over- I know that the charts are missing, as are the pics.
T-56 six speed Q & A
Part 1. Basics
What year T-56 should I look for, and what cars did they come in?
T-56 six speeds came in quite a few vehicles over the years. For simplicity the only ones we are concerned with are GM models. The T-56 came in the 1993-02 Camaro and firebird platform, the 97-present Corvette, and the 04-06 GTO.
What is the difference between the LT1 style T-56, the LSX style T-56 and the aftermarket T56?
The LT1 style T56 came in the 93-97 F body (camaro/firebird platform) and used a hydraulically actuated clutch for with a pull off style clutch disc. The front plate has a provision for a clutch fork pivot, has an input shaft length of XXX” and uses a shallow depth bellhousing with a 153 tooth flywheel. Typical installations require use of the LT1 style pull off clutch setup. We typically recommend this T-56 variant to users who have small or big block Chevy engines as the bellhousing and T-56 itself will bolt right up. If you are running any engine variant that is NOT a 1pc rear main seal small block Chevy, a specialty flywheel will be required to work properly.
The LSX style T56 came in the 98-02 F body platform as well as the late model GTO, SSR truck and even in the form of a rear-mounted transaxle in the 97 to present day Corvette. We will be mainly focusing and using the F body T-56, and it will be referred to here as the LSX T-56. Visual identifying features are a hydraulic throw out bearing mounted on the front plate with the input shaft sliding through its center, large aluminum bellhousing with a bolt hole in the 12 O’clock position, as well as 2 notches cut out of the front plate on the drivers side for the bleeder and quick dis-connect fittings on the throw out bearing. The input shaft length on the LS1 T56 is XXX inches and typical installs use a 168-tooth flywheel. This T-56 variant is the best all around swappable transmission. We typically recommend this T-56 to users installing it behind an LSX based engine, B-O-P engine groups, and even the SBC/BBC when a blow proof bellhousing is a requirement.
The Aftermarket T-56 was only available over the counter from GM and Tremec (formerly Borg-Warner). It has a steel plate bolted to the case that incorporates a steel collar surrounding the input shaft. The input shaft is XXX inches long and typically mates to a T5 17 degree clocked bellhousing or standard 4-speed cast or blow proof housing. For users with a manual transmission already in place, and wanting to use a manual clutch linkage, this is one of the easier routes to take. It can be bolted behind a 4-speed bellhousing and use the manual linkage already in place, but in certain vehicles might require cutting to fit.
Can I convert my LT1 style T-56 to an LS1 style T56 or vice versa?
Yes, but disassembly of the T-56 is required. To properly perform this conversion from LT1 to LSX or vice versa requires all of the following items from the model you wish to convert it to:
Bellhousing
Front plate
Input shaft
To view the Tremec assembly manual for the T-56, CLICK HERE
Can I use an LT1 T-56 behind my LSX or B-O-P style engine?
Not in its stock form. The main issue for this conversion is the driver’s side mounted hydraulically actuated clutch fork as it interferes with the B-O-P starter. It can be converted to a hydraulic throw-out bearing from McLeod and will require a modular bellhousing to mate up to the block.
Can I use an LSX style T-56 behind my SBC, BBC or B-O-P engine?
Absolutely. McLeod Industries (whom ATS proudly distributes for) has made it possible to use this T-56 variant on most any engine combo from GM. With the SFI blow proof modular bellhousing from McLeod you can adapt the LSX style T-56 to the SBC, BBC and B-O-P engines. There is also an adapter plate from McLeod that will allow this transmission to be used behind a 4-speed bellhousing with manual clutch linkage.
How can I tell what T-56 I have?
The easiest way to visually tell which T-56 variant you have is to look at the front plate where the input shaft is. LSX versions have a throw out bearing here, or if it is missing a machined circle surrounding the input shaft with 2 threaded holes. The LT1 version has a clutch fork on the drivers side of the case, or if missing a small pivot bolt hole at the 5 O’clock position when viewed from the front of the case. The aftermarket version has a long input shaft and a steel plate with an extended collar bolted to the front plate of the T-56.
What are the issues I will need to address when attempting a retro-fit of a T-56 into any vehicle not originally equipped with one?
There are a few things that need to be addressed when swapping in a T-56. These obstacles are fitting the T-56 into the tunnel, getting it to bolt up to the engine block (depending on variant) and setting up the linkage/hydraulics. The rest of the install is pretty standard to all swaps, such as driveshaft fabrication, wiring, and shifter locations.
What is the difference between the LT1 and the LS1 T-56 hydraulic assemblies?
The LT1 hydraulic assembly is made up of a master cylinder, remote reservoir and actuator with a braided hose connecting it to the master. It is self bleeding, and does not need to be separated for servicing.
The LSX hydraulic assembly has the same master cylinder and remote reservoir as the LT1, but instead has a braided hose with a quick disconnect fitting on the end. This connects to a hydraulic throw out bearing that houses a female quick disconnect and bleeder screw. The hydraulic hose must be removed from the throw out bearing for servicing.
What are the electrical connections on the T-56, and do I need to hook them up?
There are 4 electrical connections on the T-56, three on the driver’s side of the case, and one on the passenger side. The connector in the middle of the main case on the driver’s side is the CAGS, or computer aided gear selection. It is also known as the skip-shift as its function is to lock out the 2nd and 3rd gears and require a shift into 4th under part throttle for fuel economy and EPA standards. The long solenoid under the shifter housing is the reverse lock out. It engages a plunger that prevents the T-56 from going into reverse on accident. It can be over ridden under 15mph, but will typically require both hands to do so. The small sensor on the tail shaft is the VSS, or vehicle speed sensor. This is to power an electronic speedometer or converter box. The only plug on the passenger side is for the back up lights. When the shifter is engaged in the reverse gear, this switch will ground itself and complete the circuit for the back up lights when hooked up.
None of the electrical connections are required for normal T-56 operation.
Is there an SFI blow-proof option available for my T-56?
Yes. There is a McLeod modular bellhousing for all the T-56 variants that is SFI approved. Typically they include a block plate, bellhousing, pilot bearing, all hardware and choke adapter rings (if required.)
How do I determine what flywheel I need for my application?
We have made this chart to help pick a flywheel for your T-56 application. Be sure to know all the info required for the chart.
What are my options for a clutch on a T56?
Again, this reference chart will help you determine your clutch/pressure plate options to match the flywheel. Chart is referenced by HP rating.
Do I have to use the hydraulics on the T-56 to make it work in my car?
Not in all cases. The LSX variant and aftermarket T-56 can be adapted with standard mechanical linkages when the proper adapter plate and bellhousings are used. The LT1 T-56 requires use of the hydraulically actuated clutch fork for proper operation.
I don’t see a T-56 install kit listed for my vehicle. Are you planning on making one?
We are always looking to expand our product line and vehicle list. If you are in the Las Vegas area we would love the chance to do R&D on your supplied vehicle.
What kind of transmission mount do I need to install on my T-56?
To make use of the ATS crossmember, we use the Energy Suspension poly turbo 400 mount.
Why don’t you mention the other T-56 variants (Viper, mustang, etc) or offer any support for them?
We have found that the other variants of T-56 are much more difficult for the end user to install into their vehicles, so we concentrate on the LT1 and LS1 T-56 to help aid in an easier swap for our clientele. We can upgrade either T-56 to use Viper internals for an additional cost.
How many teeth does the T-56 VSS sensor have so I know what to set for my Abbott Cable-X box?
The T-56 VSS sensor uses 17 teeth count per revolution.
What do I need to do to re-use my factory speedometer with my T-56?
There are 2 approaches to using a stock cable driven speedometer and a T-56. The first is a tail shaft conversion that allows the use of a cable adapter to be used in place of the VSS, and the second is a converter box from Abbott Enterprises called the Cable-X Box. The Abbott Cable –X Box uses the input from the VSS to drive a motor that will use a factory speedometer cable.
What is the spline count on the T-56 input shaft?
The T-56 uses a 26 spline input shaft, also known as a fine spline count.
What is the spline count on the T-56 output shaft?
T-56 with upgraded Viper internals use a 30 spline output shaft. Factory output shafts use a 27 spline count.
What are the most common failures on the T-56?
Most often, the 3-4 shift fork will break under heavy shifting, as will the factory style syncro gears, and blocker rings. The Viper internals will not be prone to these types of failures, and can withstand up to 750 ft/lbs of torque.
What kind of starter should I use with the T-56?
We recommend the use of a mini starter with an adjustable or clockable mounting pad. We use Tilton with great success.
What are the gear ratios available for the T-56?
This chart shows all the available T-56 gear ratios available in the product line we currently sell. The gear sets marked with special notations are an upgrade and are additional to the price of the unit itself.
What rear end ratio should I use with my T-56?
With the standard gear set inside the T-56 we typically recommend a 3.73 gear for a street only vehicle, a 3.90 for a street/track vehicle, and a 4.11 for a racecar. You can calculate your RPMs in any given gear with this calculator (LINK TO SITE)
What fluid and capacity should I use with the T-56?
We recommend the Rockland Standard ‘Tranzilla Fluid’, Mobil 1 synthetic ATF, and Red Line synthetic ATF. The T-56 holds 4 quarts when dry.
Where do I add fluid in the T-56?
Fluid can be added 2 ways to a T-56; through the 3/8” square drive fill plug on the driver’s side of the case using a fluid pump, and when the driveshaft is installed and shifter is removed, in the main shifter opening.
Where do I drain the fluid from a T-56?
Drain fluid by removing the drain plug located on the passenger side of the case, down low near the tail shaft. A 3/8” square drive will remove the plug.
What is the recommended transmission down angle for a T-56?
The recommended tail shaft down angle is between 2.5 and 4.5 degrees down
1967-69 F body/68-74 X body chassis specific T-56 Q & A:
Do I need to cut on the tunnel to fit the T-56?
Typically no cutting is required for case to fit into the tunnel, save for the shifter hole. The exception to this is when using a ½” drop subframe body bushing which decreases the space for the T-56 to install into. If using a standard height subframe body bushing the T-56 will install without modification. When using an aftermarket T-56 with the front plate, cutting will typically be required where the tunnel and firewall meet.
How much fabrication is required when installing a T-56 when using the ATS kit?
When using the ATS T-56 install kit the amount of fabrication required is minimal. No welding is required at any point for a successful installation. A new hole for the shifter to come through the tunnel and a drilled and tapped hole in the clutch pedal are the only modifications hat need to be done to the vehicle. The rest of the kit is a 100% bolt-in affair.
Can I re-use my stock console in the factory position?
While the stock center console can be re-used with a T-56 install, the shifter position prevents it being installed in the factory location. Most clients end up sliding the console rearward about 4 inches.
Does the T-56 shifter come through the same hole in the trans tunnel as my stock 4 speed?
No. The shifter position ends up 4 inches further back than a stock shifter location. The shifter ball itself ends up in the same relative air space as the 4 speed. If you can imagine that the T-56 shifter goes straight down into the tunnel, and a 4 speed curves forward 4 inches before going into the tunnel, the shifter ball is in the same shared air space.
What engine and T-56 variants work with your crossmember?
The 080017 T-56 crossmember will bolt in behind any SBC, BBC, LSX and BOP engine with the LT1 and LS1 T-56 variants. If using the aftermarket T-56, modification to either the frame or crossmember brackets will need to be made as the case is longer than the amount of adjustment built into the crossmember, as well as clearance the tunnel for the adapter plate where it interferes.
I have a B-O-P style engine, what T-56 should I use, and how do I install it?
We have found that the LSX style of T-56 is the easiest to adapt to the BOP engine group. For a successful installation, you need to purchase the LSX style T-56 install kit (PN 080006) and mate it to a McLeod modular bellhousing assembly.
Can I re-use my factory driveshaft with the T-56 conversion?
No. The driveshaft length will need to be shortened. If using a T350, the yoke can be re-used with factory T-56 output shafts. If using a Viper upgraded T-56, the matching Viper yoke will need to be installed. This driveshaft-measuring sheet will help your local shop (or ATS) fabricate a driveline to your vehicle’s specs.
I want to use my factory speedometer, what are my options?
You have two available options; The first is a replacement tailshaft that uses a mechanical speedometer gear and a repositioned shifter base. The installation requires disassembly of the T-56 and machining to install. The other option is the Cable-X converter box from Abbott Enterprises. The Cable-X box takes the elctical impulse from the T-56 VSS and converts it to an electrically driven mechanical speedometer cable. To properly use the Cable-X box you need to know the tire diameter, rear end gear ratio and T-56 VSS tooth count.
What shifter do you recommend for my T-56?
We use the Power Tower Pro 5.0 billet shifter assembly. We have tried all the other popular brands, but none have worked as smoothly or accurately as the Pro 5.0 base.
What pedal assembly should I use on my T-56 conversion?
We use the factory reproduction 4 speed pedal assembly from the 67-68 or 69 F body vehicles. The clutch pedal assembly will require drilling and tapping of a ¼”x28NF threaded hole for the hydraulic master cylinder’s pushrod to attach to, as it is located higher up on the pedal arm than the original 4 speed mechanical linkage was.
What is the maximum hydraulic master cylinder pushrod travel?
The T-56 master assemblies maximum travel is 15/16”. Over travel of the pushrod into the bore will crack the cylinder and cause a leak requiring replacement of the unit.
How should I wire up the reverse lock out on my T-56?
With the ATS standalone wiring harness you need to hook up the common harness ground to any chassis point, and the hot wire to any 12V switched source. This can be done any number of ways; from a stand alone switch located on the shifter or dash, to an integrated wire to the brake light switch under the dash. When using the brake light switch as the hot connection, activation of the brakes will open the lock out and allow you to put the car in reverse.
Do you have a complete list of every part needed to convert an automatic equipped car with a T-56?
Of course we do. We distribute every single item needed to swap a T-56 into your early model F or X body car. The list of parts will vary on engine type, T-56 type and upgrades. We will be happy to discuss your project and supply you with a list of items needed for your chassis.
What is the largest size exhaust I can run with your T-56 crossmember?
We have engineered the T-56 crossmember to clear with our LSX style Tri-Y road race headers which use a 3.5” collector. Anything bigger will need to be made of an ovalized tubing to achieve proper ground clearance.
Can I use a hydroboost or power booster with the firewall clutch bracket?
Yes. We have not yet any interference with the master cylinder or firewall bracket when using stock, aftermarket, or hydro boost assist units.