Starting T-56 Conversion

HighPerformanceTrucks

HighPerformanceTrucks

Lift & Shift Specialist
I'm going to start ordering my parts and was wondering if I could get someone to verify if the below example would apply to the Syclone. I know it's a 2wd example, but my main concern at this point is getting the transmission to bolt up to the 4.3 correctly and have the shifter in the right location.

The photograph immediately below shows the underside of a 1995 2-WD S-10 Blazer. It has a 1996 Camaro LT1 engine and T56 six-speed transmission.
The T56 shifter comes out of the center console in the position originally occupied by the cup holder.

UBODY13.jpg


Shifter.jpg


So I am assuming that a 1996 LT1 Camaro T-56 and 1996 LT1 Camaro T-56 bellhousing adapter will fit perfectly in a Syclone/Typhoon as the rear of the 4.3 is the same location as the rear of the LT1 where it bolts up to the bellhousing adapter and the bolt pattern is the same? I will also assume the shift lever will come up pretty much where the 700R4 shift lever used to sit?

Once I have verified the above information, I can proceed to have a custom T-56 adapter to BG 4472 transfer case made, new transmisison crossover made as well as the shorten the driveshafts and mount a new pedal assembly.

Thanks in advance for any info!
 
jjorgensen52

jjorgensen52

NHSTE - I'm the only one!
Re: Starting T-56 Conversion

The early (93-97) T56's are the same length as a T-5 / 700r4. The shifter, according to the tremec diagrams here, is approx 1 1/8" further forward than the late T-56, which if I am not mistaken puts it in exactly the right place. I am going to be home this weekend and I can measure the bellhouse - shifter dimensions on the T-5 in my GT to verify that the T-56 will come up in the right place, if you like. I can also get you the PN's for the boot, knob and shift pattern to make it look stock
100_0977.jpg

100_1046.jpg


Also, the master cylinder from the earlier (80's) S10's is aluminum and has a threaded attachement fitting (easier), the 90's ones are plastic and have a push in pin retained clutch fitting (lighter).

And oh, when you swap the pedals, there is a little bolt up behind the instrument cluster which is a PITA to get at. you need to drop the steering column to do it. After doing mine, I would highly suggest twisting it out from below, and then when you put it back grind off all the extra threads so it can be turned in from below too... it took 2 hours to get mine out, after the grinding it took 5 mins to put back :tup:
 
HighPerformanceTrucks

HighPerformanceTrucks

Lift & Shift Specialist
Re: Starting T-56 Conversion

J,

Wow very helpful indeed. Please kindly verify the shifter position send me the adapter info. I have a totally custom pedal box used for my separate dual master cylinder w/ balance bar and this will have to be redone to fit the clutch pedal from CNC brakes, so I'm not to worried about the mounting of the clutch pedal.

Are these photos of your T-56 build in your Sy?

Which bellhousing adapter did you use?

What flywheel? Was it 153 tooth 10.5"?

Thank you VERY MUCH for your input.

Adam

jjorgensen52 said:
The early (93-97) T56's are the same length as a T-5 / 700r4. The shifter, according to the tremec diagrams here, is approx 1 1/8" further forward than the late T-56, which if I am not mistaken puts it in exactly the right place. I am going to be home this weekend and I can measure the bellhouse - shifter dimensions on the T-5 in my GT to verify that the T-56 will come up in the right place, if you like. I can also get you the PN's for the boot, knob and shift pattern to make it look stock

Also, the master cylinder from the earlier (80's) S10's is aluminum and has a threaded attachement fitting (easier), the 90's ones are plastic and have a push in pin retained clutch fitting (lighter).

And oh, when you swap the pedals, there is a little bolt up behind the instrument cluster which is a PITA to get at. you need to drop the steering column to do it. After doing mine, I would highly suggest twisting it out from below, and then when you put it back grind off all the extra threads so it can be turned in from below too... it took 2 hours to get mine out, after the grinding it took 5 mins to put back :tup:
Click to expand...
 
Last edited:
jjorgensen52

jjorgensen52

NHSTE - I'm the only one!
Re: Starting T-56 Conversion

ivanko barbell said:
J,

Wow very helpful indeed. Please kindly verify the shifter position send me the adapter info. I have a totally custom pedal box used for my separate dual master cylinder w/ balance bar and this will have to be redone to fit the clutch pedal from CNC brakes, so I'm not to worried about the mounting of the clutch pedal.

Are these photos of your T-56 build in your Sy?

Which bellhousing adapter did you use?

What flywheel? Was it 153 tooth 10.5"?

Thank you VERY MUCH for your input.

Adam
Click to expand...

I am actually running a T-5, but for the early t-56 the overall dimensions are the same. As such, I used a regular small block bellhousing, no need for an adapter, but I am 99% sure that the early T56 uses the same bolt pattern and spacing. I am running a 153T flywheel with the 10.5" clutch.
 
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J

'JustDreamin'

Dream: 6LV8 Turbo Bravada
Re: Starting T-56 Conversion

I'm going to chip in some info....

The LT1 T56 runs the standard V8 bellhousings & offsets. The LT1 runs a really goofy looking flywheel, however. The flywheel isn't flat. The clutch face is offset rearward by a fair bit (I'd guess 1/2", but I'm going by memory from when I did a clutch in my '93 Z). I just remember it being wacky.

LT1 runs 1 piece rear main seal, so the flywheel is for a 1 pc seal crank. Not sure what the V6 runs.


I'd be most concerned about how the heck you're going to make the BW4472 mate up to the T56, not the shifter location. Mostly because the section of shaft that the tcase will need to use is covered by the tailshaft housing. Most of the tailshaft housing (which has the shifter in it) is going to need to be hacked off, to provide someplace for the tcase adapter. I'm interested to hear your ideas / plans. I know how it was done for QuadraDuece, not sure of any other good ways, besides running a divorced case setup.

Also, there are a number of different tailshaft cases (Camaro, Vette, Mustang, Viper) and the shifter location moves around. I think the Mustang has the shifter the furthest forward, and if I remember correctly, the Viper has it the furthest back (but I could be wrong there).

'JustDreamin'
 
HighPerformanceTrucks

HighPerformanceTrucks

Lift & Shift Specialist
Re: Starting T-56 Conversion

See my response below.

JustDreamin said:
I'm going to chip in some info....



The LT1 T56 runs the standard V8 bellhousings & offsets. The LT1 runs a really goofy looking flywheel, however. The flywheel isn't flat. The clutch face is offset rearward by a fair bit (I'd guess 1/2", but I'm going by memory from when I did a clutch in my '93 Z). I just remember it being wacky.

I'm not sure what you are saying here? The friction service must be flat of course?

LT1 runs 1 piece rear main seal, so the flywheel is for a 1 pc seal crank. Not sure what the V6 runs.

Not sure either, good question. Need to investigate further.

I'd be most concerned about how the heck you're going to make the BW4472 mate up to the T56, not the shifter location. Mostly because the section of shaft that the tcase will need to use is covered by the tailshaft housing. Most of the tailshaft housing (which has the shifter in it) is going to need to be hacked off, to provide someplace for the tcase adapter. I'm interested to hear your ideas / plans. I know how it was done for QuadraDuece, not sure of any other good ways, besides running a divorced case setup.

That is the million dollar question. I may have the piece from the 700 welded to the rear of the T-56 and heat treated for strength, or I may have one CNC'ed by Weir Hot Rod Products or I may have one fabbed from steel like I've seen somewhere on this board. Divorced setup may be an option as well, but I would like to eliminate as many joints as possible.

Also, there are a number of different tailshaft cases (Camaro, Vette, Mustang, Viper) and the shifter location moves around. I think the Mustang has the shifter the furthest forward, and if I remember correctly, the Viper has it the furthest back (but I could be wrong there).

Yeah I head about this as well.

'JustDreamin'
Click to expand...
 
jjorgensen52

jjorgensen52

NHSTE - I'm the only one!
Re: Starting T-56 Conversion

Well, I don't know about the clutch for the LT1 but our V6's run a 1 piece rear main seal, as I believe all 4.3's have since about 87 or so. Assuming it's a input shaft you could just use a regular flywheel and clutch in it.

Also, the transfer case - t56 has been done at least twice here on the boards, it comes right up to the back of the shifter but does not require moving it forward. Does however require changing the driveshaft length, IIRC. Talk to Robert Lone or Maty111 about that (check out the pics in this thread as well ). Both of their trucks use the later model T56 so that the shifter is further back and it uses a different bell housing

As for cases, that measurement sheet I posted earlier shows the different shifter locals, the viper is approx 1.5" (and vette too I think) than the Camaro's. The LT1 T56 was used in V8 camaros while the V6 still had a T5, so the shifter should be closest on that case.
 
Robert Lone

Robert Lone

MUTANT
Re: Starting T-56 Conversion

All I can give you is a baseline to go by, nothing more.

Again, mine works just fine. :tup:
 
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tippmann243

tippmann243

New member
jjorgensen52

jjorgensen52

NHSTE - I'm the only one!
Re: Starting T-56 Conversion

tippmann243 said:
ive done two t56 swaps

one that was a manual to manual. the other was an auto to manual conversion

http://www.blazinlow.com/forum/showthread.php?s=&threadid=62861

http://www.blazinlow.com/forum/showthread.php?s=&threadid=67377

as far as the hydraulics go for the t56 swap

you need to run a 92-93 4.3/2.8 master cylinder
a 2.8 5 speed hydraulic line
and a slave cylinder from a 92 305 5 speed car

hit me up on aim at tippmann243 if you nee dhelp
Click to expand...


What about using an internal slave (hydraulic throwout)? Thats how I did my T-5 to keep the slave cylinder out of the way of the exhaust
 
tippmann243

tippmann243

New member
Re: Starting T-56 Conversion

jjorgensen52 said:
What about using an internal slave (hydraulic throwout)? Thats how I did my T-5 to keep the slave cylinder out of the way of the exhaust
Click to expand...

well if its goin in an sy/ty the slave wont interfere with exhaust

but if you want to go with a concentric TOB/salve assembly then you need to use a 98+ model year tranny (ls1 style) the only draw back is that the input shaft is longer and the tranny requires a 3/4" adaper/spacer to work properly

the adaper/spacer takes up the slack in the input shaft and allows all the use of the bolt holes in the bellhousing/block since the patterns are a bit different

also the slave cylinder faces the rear of the tranny on a t56 where as the slave on the t5 faces the front. the slave on the t5 causes mroe problems then on the t56
 
jjorgensen52

jjorgensen52

NHSTE - I'm the only one!
Re: Starting T-56 Conversion

tippmann243 said:
well if its goin in an sy/ty the slave wont interfere with exhaust

but if you want to go with a concentric TOB/salve assembly then you need to use a 98+ model year tranny (ls1 style) the only draw back is that the input shaft is longer and the tranny requires a 3/4" adaper/spacer to work properly

the adaper/spacer takes up the slack in the input shaft and allows all the use of the bolt holes in the bellhousing/block since the patterns are a bit different

also the slave cylinder faces the rear of the tranny on a t56 where as the slave on the t5 faces the front. the slave on the t5 causes mroe problems then on the t56
Click to expand...
Go figure. I hadn't thought about the lack of y pipe on the SyTys :doh: . I have the Howe Racing hyrdaulic throwout in the T-5 with and 88 master cylinder and braided lines.
The LT1 flywheel is 153 or 168 tooth?
 
tippmann243

tippmann243

New member
Re: Starting T-56 Conversion

jjorgensen52 said:
Go figure. I hadn't thought about the lack of y pipe on the SyTys :doh: . I have the Howe Racing hyrdaulic throwout in the T-5 with and 88 master cylinder and braided lines.
The LT1 flywheel is 153 or 168 tooth?
Click to expand...

153 and the lt1 fly wheel is specific to the lt1 t56, meaing you have to use a fly wheel from an lt1 car not just any 153 tooth wheel

i played it safe and ran the lt1 fly, clutch kit and starter. the lt1 starter has a straight across bolt pattern. this pattern is on the 95 and older blocks but not on the 96 and newere 4.3 blocks.

its been roumored that the 2.8 starter will work with the 153 tooth flywheel and has a staggared pattern but i have never seen some one actually use it yet
 
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jjorgensen52

jjorgensen52

NHSTE - I'm the only one!
Re: Starting T-56 Conversion

Thats what I thought. I'm currently looking at the 153T flywheel for the regular gen 1's, but was wondering about the starter since the block thats going in the truck is a 2006. I vaguely remember the starter on my Ty being listed for both 168 and 153
 
tippmann243

tippmann243

New member
Re: Starting T-56 Conversion

jjorgensen52 said:
Thats what I thought. I'm currently looking at the 153T flywheel for the regular gen 1's, but was wondering about the starter since the block thats going in the truck is a 2006. I vaguely remember the starter on my Ty being listed for both 168 and 153
Click to expand...

as far as i know all automatic 4.3 s-sereis got a 168 tooth flywheel. you can try bolting the starter up when you bolt on the flywheel and see what happens although i HIGHLY doubt it will work.

you may want to look into the 2.8 starter. im 99.9% positive it will work. ive seen a few at the junkyard they have the staggered pattern and are made for 153 tooth wheel so i dont see why it wouldnt work.
 
Robert Lone

Robert Lone

MUTANT
Re: Starting T-56 Conversion

I'm feeling a little left out but, my truck is using an OMC Marine flywheel for a 305 SBC and a standard SBC/BBC starter.

Also, a STD 3/4 ton (old like in the 70's) pressure plate and a Kentucky Clutch solid Vette disk...
 
jjorgensen52

jjorgensen52

NHSTE - I'm the only one!
Re: Starting T-56 Conversion

Hrrrm... I wonder if I should just try and find a 168 tooth wheel that is drilled for a 10.5" clutch.... that'd be easier

And rob, we can't all be special like you. I'm trying to build this truck with as many close-to-normal parts as possible... so I won't have to go crazy if I ever have to replace any of this stuff.
"I need a flywheel for an OMC Jimmy" :rotf:
 
tippmann243

tippmann243

New member
Re: Starting T-56 Conversion

Robert Lone said:
I'm feeling a little left out but, my truck is using an OMC Marine flywheel for a 305 SBC and a standard SBC/BBC starter.

Also, a STD 3/4 ton (old like in the 70's) pressure plate and a Kentuky Clutch solid Vette disk...
Click to expand...

is your trans lsx based or lt1 based?

when using an lsx based trans a stock 4.3 5 speed flywheel can be used (i recommend it also) along with a stock 4.3 starter
 
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