I have a question as far as the cost of the transmission itslef, I was looking into getting the grex 6 speed made by greddy for the FD but this seems more reasonable. What would you say the final cost including and estimated transmission cost would be? Im just curious as Im looking for a winter project

 

This sounds very cool.
If it all fits well and does not require any cutting of the center console for shifter clearance I would be very interested.

 

We're working on getting the whole conversion available for under 1500.

 

What kind of flywheel and clutch would work with this system?

 

Damn, I would love one of those adapters, the only thing is that I can get a T56 with a LT1 and ecu/wiring engine harness for 1500 bucks or a LS1 with M6 and ecu/wiring harness for 3.5k. The adaptor alone is a bit pricey at that price. It would be a great option for people to have though, no doubt they will sell like hotcakes!

 

I would be interested if the whole conversion is available. It's the hassle to get a piece here and there. Sound very tempted though. May be I should'n get my Fiske wheel and put the money here instead.

 

Pricey is the key word here......what exactly is included for the price? Most adapters usually go for no more than $3-400 max. I just saw one at SEMA from a new company that sells for $250.....either GM or Ford tranny options.

How many have to be involved to get the price lower?

 

You will still be able to retain the stock flywheel.We are working on still being able to retain the stock clutch as well but that isn't sorted out though.

So far the price includes the adapter that allows the tranni to bolt up to the motor and the adapter that bolts the PPF to the tranni.

We are still working on the prices but we really won't know until the final product is released.

 

does he sell 6.88 rear ends to go with it to keep a decent gear ratio for our high-rpm cars?

 

I'm sure that can be changed out upon request.

 

What does the targeted $1500 price include?

 

A turnkey setup

 

So, adapters/T56/PPF adapter/driveshaft?

What's the point of a 6 speed anyhow? And how is the transmission speed sensor affected? I mean, wouldn't your speedo be off all the time?

 

As far as the driveshaft is concerned.I will know more about that next week.That price doesn't include a drive shaft though.

I will know more about the speedo next week as well.I was told that our speedo wouldn't be affected.

 

What confuses me, is that in most Tranny conversion, the PPF is removed and the tranny then gets a brace bar placed in front of the drive shaft...

Have you considered this?

Mike

 

C5 vette has a transaxle with the tranny in the rear... won't be able to use one of those.

The LT1 T-56 has a detachable bellhousing that is ideal for this kind of setup, but they are not a high RPM tranny, and can't take the amount of torque that the LS1 T-56 can.

The LS1 T-56 can take massive amounts of torque, is ok with running 8000 rpm, but, has a bellhousing type unit attached to it that does not unbolt. It is also different from any other standard chevy tranny bolt pattern.

The only option I see is to get a competition T-56 with an LT1 bellhousing.... which tranny are you making the adapter for? I'm almost POSTIVE that the T56 in the Viper and the F-body has a completely different bolt pattern. The Viper tranny would be ideal, but I think finding them is a problem... and when you say the word "Viper", junk yards automatically add $8000 to the price of anything they sell you

 

silvr94r2, I think I like your avatar more than mine! Dan, I'd like to sink my teeth into that

 

You'd better tell that to the guys putting down over 700 RWTQ and running 9s with LT1 T56s, then. My engine builder is making nearly 4-digit torque with his blown 421 LT1, and he's using a D&D Performance prepped T56 in his '95 Camaro...

The '94-'97 LT1 T56 is rated at 450 lb-ft. of torque, continuous, for 24 hours. The LS1 T56s are not rated any higher than the LT1 version. If you want a higher torque rating, the Tremec TKO II is rated at 525 lb-ft., also for 24 hours continuous, and that's about as good as it gets.

Not sure where you heard that an LT1 T56 wouldn't handle high rpm, either. I know a guy who had a 396 solid roller cam LT1 running 10s on motor alone with a stock T56, and he was shifting at ~7,500 rpm. His transmission never gave up, although breaking output shafts when running slicks is one possible failure, but he had definite problems with his driveshaft and rear end.

http://www.fastblackcar.com/camaro/

Resource: "Turn key" means installed. In other words, you show up, you turn the key, you drive off. If you're quoting $1,500 for turn key, that means totally installed on the customer's car... not a parts kit. It didn't sound to me like you were aware of that distinction, and your listing the price of the adapter at $750 or $500 in bulk contributed to that assumption.

silver94r2 is correct, adapter plates usually sell for $300-400. There was a vendor selling GM adapter plates for the 2JZ-GTE on the Supra forum a year or so ago that was selling them for $375 because of the low volume. It's a flat piece of aluminum with holes in it, not a new transmission case or bellhousing.

And then there are the differences in input shaft lengths, bolt patterns, and so on for the various transmissions you listed, and different locations for the transmission mounting pad. One size does not necessarily fit all where a transmission mount is concerned, and it doesn't sound like a lot of research has been put into replacement of the PPF with a torque arm or "snubber" bracket to support the nose of the differential and set the correct pinion angle.



I'd like to see some pictures, if possible, and hear some more details. If someone wants to build a differential snubber setup and save me the trouble, I'm all for it, but I'd like some more information first, and the prices do seem steep to me.

 

It will be a turnkey kit after the buyer installs it.Sorry I didn't use the correct JIMLAB terminology.

As posted before, we are making tranni adapters for different transmission.I never said one fits all.

You're right alot of research hasn't been out into this since the thread is only a few days old.We are still in the beginning stages of this project but heavily underway.

 

That's not "jimlab" terminology, that's industry terminology. The term "turn key" probably came from the kit car industry, where you can buy a kit car in completed form and the only involvement on the part of the buyer is (literally) turning the key. The term "turn key" therefore means all labor and installation included.

Then it seems a bit premature to be quoting pricing, if you ask me.

 

I have spoke to Richmond about their transmissions, and think this is where I will be leaning.

The GM T56 6 speed is the box I will run with. Thier cases have detachable bellhousings, which would work for this application.

Thier torque rating is at 450ftlbs. Now remember, that this is also rated at the first gear. As the gear increases, the torque ratings also increase.

I also inquired about the RPM's for the case. Richmond noted that the 8000 rpm is not a problem. {Quote} "If we do our job correctly, you will not have a problem spinning the case at 8000 rpms" {end Quote}

The available gear ratios is what is swaying me to this box. There are two options you can choose from for your gears. Below, they are listed.

Option 1:

1st Gear: 4.41, 4.06, 3.28, 3.04
2nd Gear: 2.75, 2.45, 2.22, 2.13, 1.99, 1.57
3rd Gear: (SAME OPTIONS AS 2nd)
4th Gear: 1.74, 1.24
5th Gear: 1.0
6th Gear: .91, .86, .81, .76
(Optional Hardend Racing 6th gear): .80

Option 2:

1st Gear: 3.01, 2.77, 2.24, 2.08
2nd Gear: 1.88, 1.67, 1.52, 1.46, 1.36, 1.07
3rd Gear: (SAME OPTIONS AS 2nd)
4th Gear: 1.19, .84
5th Gear: 1.0
6th Gear: .62, .59, .55, .52
(Optional Hardend Racing 6th gear): .84

I also think that Ron needs to look at the bracing a little closer. I think the PPF should be eliminated, and have a brace on the nose of the transmission, and another on the diff (like Jim L has).

Also by doing this, it would reduce quite a bit of weight. The PPF is not a light unit. Now, I am curous what this would do to the weight distribution as well.

I will provide Ron the specs on the input shaft lengths, etc.

We will see.

Mike

 

It wasn't an exact quote.The people wanted a round about figure so I gave them one.

Anyways, I didn't ask you.

Thanks

 

Fair enough.

Indirectly, you did. By posting the project and the pricing, you opened it up to public discussion, which can also include "negative feedback", if you will, on both counts.

No need to get snotty, you just got a free education in public sales and on what the term "turn key" means...

 

have any of you shifted a t56 drive an 03 cobra. what a pos.

 

I've eliminated my PPF all together.......i fabricated a cross member similar to a Mustang one with Energy Suspension bushing and all. The rear will tie into the roll cage and the subframe connectors to help with the lift. It's really not that hard at all......just think outside the box guys.

My car is the product of offroad racing and Mustang racing all put into one package. Let's just hope it works My car is a little different to say the least.....nothing like Jimlab's.....but different.

I think this adapter plate thing is going to take a little longer than you guys think. This is no easy task....i've been working on this for months now and have just narrowed it down to a couple of tranny's. You have to think of the input shaft and the spline and the clutch....etc.....

It's going to be very nice if someone does develop a kit.....the RX7 needs an aftermarket tranny without a doubt.

Keep up the good work Resource!