Mark Stielow pulled it off, but how????

**Richz68** · 01-12-2005

"Back in tha day", when Mark originally built the quadra-Deuce for then employer Summit Racing; he utilized a early T-56 mated to a AWD transfer case sourced from a Syclone/Typhoon.

Does anybody know how this was accomplished? Forget about calling Summit...... they have no clue and I talked to one of their top guys in the corporate office.

My summer daily driver will basically be a non-turbo Syclone, and i happen to have a T-56 that I would love to plant in my little AWD pick up.

If anyone has any insight, photos, secret "Bat-Fone" numbers to call sir Mark I would owe you big time.

To my knowledge this is the one and only time that this drivetrain combination has been pulled off and for some reason when Troy was commisioned to "rebuild" the Deuce it was chucked????

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**DarkBuddha** · 01-12-2005

Have you tried contacting Steilow directly? Hopefully someone of the board has some contact point for him... or consider sending and email/letter to PHR? Just a thought...

**Richz68** · 01-12-2005

DarkBuddha,

"If anyone has any insight, photos, secret "Bat-Fone" numbers to call sir Mark I would owe you big time"

**Todds69** · 01-12-2005

I think you should look at Rad Rides by Troy. His website is radrides.com it show the Quadraduece on his website...maybe he can give you some information.

**Restomod** · 01-12-2005

I would suspect that a big chunk of billet was cut to make up the bolt paterns between the two and some output shaft mods were done also......

**DarkBuddha** · 01-12-2005

Originally Posted by Richz68

"If anyone has any insight, photos, secret "Bat-Fone" numbers to call sir Mark I would owe you big time"

Yep... flew right by me... sorry 'bout that.

**Richz68** · 01-12-2005

Todd,

I thought about it, but you can't call them and ask to talk to Troy unless you are a potential customer....besides "for some reason when Troy was commisioned to "rebuild" the Deuce it was chucked"

Resto,

I assumed that there was an adapter made, but I want more specifics and and whether or not it was a dependable set-up capable of handling a certain amount of power.

I assume that there was something wrong with the final drive system, but I am hoping that it was front differential related instead of the compatibilty of the T56 & BW transfer case.

**Charley Lillard** · 01-12-2005

I'll try to get Mark to reply tomorrow. He is out west playing with a Caddy...

**David Pozzi** · 01-12-2005

Found this:

http://www.streetandstrip.com/featur...4AA9F66A74A%7D
http://www.enjoythedrive.org/content/?id=8567%22

**Richz68** · 01-13-2005

Thanks Charlie!!!! :icon996:

David,

The Quadra-Duece has basically lived two lives so to speak. Mark built it from scratch in the mid-90's.

Then after a few years out of the lime-light it was shipped off to Rad Rides for a pre-discovery channel Troy Makeover. Well, to my dismay one of the changes was indeed the transmission. The T56 was replaced by a Rossler TH-700R4.

I'm hoping to hear from Mark himself since it seems to be as secret as G.W's military journals.

**Stielow** · 01-13-2005

When I first built the Quadra Deuce it used a Borg Warner transfer case out of a Typhoon and a 6 speed out of a F-body.

The out put shaft on the trans mates to the input of the T-56 no problem there. The adapter / extension housing on the tail of the trans was off an aftermarket Mustang conversion tail housing extension with a 1 1/2" chunk of 6061-T6 aluminum welded to it. I had to use the Mustang tail housing to move the shifter forward to clear the adaptor. Once the billet aluminum was welded to the tail housing extension we machined it to match up the to transfer case. But we clocked to 10 degrees up to get more ground clearance.

A note of caution. The Borg Warner engineers that I talked with claimed that the parts could only handle 500 hp in a vehicle that weighed no more the 2800 lbs. So the QD made 500 hp and weighed 2600 lbs. We never fail any parts in the drive train. It went 0-60 in 3.2 seconds as tested by Car and Driver on BFG radials.

I have the blue prints and drawings if some one really wanted to do it again. But there are better parts available now that will handle more power so unless you are building a light car I would go another way.

Stielow :icon996:

**Richz68** · 01-13-2005

The reason I am so interested in the possibility to use a T56 with a AWD Borg Warner transfer case is because I am in the middle of sourcing the AWD chassis and components for my summer daily driver.

The truck is a '92 Sonoma GT which was the GM's "poor-mans" Syclone(2WD non-turbo 195hp 4.3L Vortec).

http://www.sportmachines.com/magrack...ver_12-92.html

In essence; I want to create a non-turbo Syclone with a T56 that I happen to have. I plan to bump the HP/Torque up but only to the 250-275hp range. My truck noe weighs 3300, but it will be a little heavier once the chassis and AWD components are installed.

I would really like a copy of the blueprints if possible. I will send you a private message with my email address.

Thanks again! :icon996:

**Tiger** · 01-13-2005

What about contacting Troy an ask if he still has the old parts available? for sale maybe??

Just an idea

André

**TitoJones** · 01-13-2005

Nice write up Mark, glad to see some insight on how it was done!

Tyler

**442olds** · 01-13-2005

I would imagine you'd just need a new spacer for the tail housing and a 37 spline input on the transfer case. I doubt there is any off the shelf adapters for the transmission to transfer case but there may be. You'll also want to be able to clock the position of the transfer case. Try checking out some 4x4 sites and asking your question there. Someone has had to put an lt1 drivetrain into thier 4x4 creation and needed to adapt a t56 to their transfer case.

**BlazerSpeed** · 01-13-2005

wow, I feel like an ass, how did I miss this one? Ok first things first. If you plan on turboing your ride, I suggest staying away from a T56, or any manual for that matter. Maybe Myclone can back me up on this one, but there is a reason why many of the Sy/Ty guys stay away from manual trannys. Something about loading at boost just destroys the thing. To be honest, I was going to do that swap on mine until an over whelming amount of people told me otherwise. ok second, there is a site called v8s10.org they have some of the best tech for swapping in and out a V8 into our S-series. also, if your strong enough to tackle the job, why not simply chuck the V6 and go V8 style? suprisingly enough these trucks can handle a 396 with no real non-common sense problems. I'm on that board as well, under the same screen name, I suggest first lurking around and simply absorbing all the tech. there is a moderator on there named Grappler that can answer almost any question you might have available.
adios and good luck.
Derek

**andrewb70** · 01-13-2005

Mark,

I am sure most of us here would love to hear what are some of the better solutions that are available today. Please point us in the right direction.

Andrew

**myclone** · 01-13-2005

The only thing I can add here is that there are several (including mine) full weight or close to it syclones/typhoons that are putting WAY more than 500hp through the BW xfer case with no failures so far. I had my 73kmi case apart the other day to check the chain for slop and found none so I put it right back togeather. My xfer case has happily absorbed 15psi launches time after time with no complaints not to mention other ppl have abused theirs way more than me.

My point is that BW was prolly being conservative in the numbers they are willing to throw out there and Ive only heard of two or three xfer case failures since being around sytys. BTW, those failures were only the chain stretching and once a new chain was installed the xfer case was good as new and happily being abused by the owners.

BlazerSpeed,

In all honesty its not really a situation of the 6spd taking the abuse its the cost/hassle involved in getting the trans to mate with the xfer case (most sytyers are NOT fabbing type ppl...theyre bolt on types). Also, with a manual trans you can not build any boost for launching unless you use a two step or a hit of N2O right before you dump the clutch. Youve got to get some load on the motor to get some heat into the exh side of the turbo cause you can rev an engine to the moon all day and not make more than 1 or 2lbs of boost at most so an auto trans is WAY easier to provide the needed load/heat to build boost for the launch. I can rev my syclone all day long at 5500rpm and get absolutely 0 boost but if I bounce it off the rev limiter I can get 2-3lbs which does me no good since Im in neutral (doing a neutral drop is retarded and doing one in an AWD vehicle WILL grenade the trans in spectacular fashion). Granted there are other ways around that with timing/fueling maps but thats out of the scope of this thread so to sum it up take two identical turbo cars throw an auto in one and a manual in the other then take them to the drag strip. The auto equipped vehicle will win just about if not every time.

Keep in mind also that sytys are geared more toward drag racing and I only know of two that actively flog their trucks on a road course so there wont be huge amount of info on anything to do with corner burning on the syty forum.

**myclone** · 01-13-2005

Originally Posted by Richz68

The reason I am so interested in the possibility to use a T56 with a AWD Borg Warner transfer case is because I am in the middle of sourcing the AWD chassis and components for my summer daily driver.

The truck is a '92 Sonoma GT which was the GM's "poor-mans" Syclone(2WD non-turbo 195hp 4.3L Vortec).

http://www.sportmachines.com/magrack...ver_12-92.html

In essence; I want to create a non-turbo Syclone with a T56 that I happen to have. I plan to bump the HP/Torque up but only to the 250-275hp range. My truck noe weighs 3300, but it will be a little heavier once the chassis and AWD components are installed.

I would really like a copy of the blueprints if possible. I will send you a private message with my email address.

Thanks again! :icon996:

I forgot to add that if you are converting a SGT to AWD you would be SO much ahead of the game by swapping frames with a 4wd truck. Its not that hard really as once you get the hand full of fasteners out of the bed, cab, and core support you can practically roll the 2wd frame out and the 4wd frame back in its place. There is no difference between a 2wd and 4wd other than the front suspension/drive line mounting points for the 4wd.

FWIW, Dont tell the syty crowd your modding a Sonoma GT since they are actually rarer than the syclone and typhoon and a lynching may insue. Only around 800 were produced and the SGT has some one off/not available cladding pieces that ppl that are restoring a SGT would kill to have. Personally, I dont care since IMO you paid for the vehicle so do with it what you want.

**BlazerSpeed** · 01-13-2005

one of the things to keep in mind though, when your swapping to a 4x4 chassis, and plan on using the BW 4472 xcase, that you will need a new front driveshaft. The standard BW xcase for the 4x4 S-series was different from the 4472 used in the SyTy or Bravada for that matter. The shaft that will most likely come with your new frame and hardware will not mount to the new case, as the yokes are different, and the stock shaft is quite weak. after thnking about it, haha this wont even be an issue as you're using a different trans with a different length than the stock 700-R4, so youd need a new one anyway

in anycase, time to whore the thread

i wonder what marks next project is going to be?
Derek

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Thread: Mark Stielow pulled it off, but how????

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Mark Stielow pulled it off, but how????

Mark.......

Deuce I or Deuce II

QD Stage 1

Thanks A Million Mark!