V2 tr6060 into V1
#81
TECH Regular
V2 TR-6060 pic attached.
I can see this gets rid of the coupler. But I sat in a V2 and the guys shifter felt almost as crappy as mine used to. Granted it was stock, felt like some plastic had worn out.
I can see this gets rid of the coupler. But I sat in a V2 and the guys shifter felt almost as crappy as mine used to. Granted it was stock, felt like some plastic had worn out.
#82
Coming to the conclusion that the v2 6060 is going to be about as good as it will ever get for a GM manual transmission and I think the car deserves it if it isn't crazy hard or expensive...it looks like it's the last of a dying breed except for the 7 speed but that swap would be above me and I don't want a vette.
I'll gear up for this (notice the pun) but it'll be a year or so before I'm in a position to do the engine and trans. Plenty of time to find deals...
#83
TECH Regular
Myself, I'd be content with the camaro5 unit, except for the single piece Bell housing. That would make things significantly more .
#84
From what I can tell (except for a stronger case), the camaro 6060 doesn't offer any mechanical improvements over a v1 t56 with 6060 internals and by the time you modify the driveshaft, shifter and crossmember, I doubt it would offer any real economical advantages either based on the prices suggested by TDP to do the t56 conversion.
The one thing I'm not clear about here though is the oil pump/extra lubrication and cooling that MAY be offered in the camaro 6060.
Does the camaro 6060 have the oil pump and if it does, wonder if that would make it into the v1 conversion???
The one thing I'm not clear about here though is the oil pump/extra lubrication and cooling that MAY be offered in the camaro 6060.
Does the camaro 6060 have the oil pump and if it does, wonder if that would make it into the v1 conversion???
#85
ALL 6060s have the built in oil pump, thats why they have the 1 piece bell-housing.the "t56 mag" is the same as the 6060 but without the oil pump and it has a 2 piece bell-housing.
if your trying to save $$ and your handy you can go with a tr6060. youl need to mod the shifter a little, pull/drop the motor to install the motor as a "package" to clear the 1 piece bell, and maybe mod the drive shaft to fit.
sounds like a lot but its all easy ****.
the t56 MAG/tr6060 is a much better tranny both in shift feel and HP/tq holding.
if your trying to save $$ and your handy you can go with a tr6060. youl need to mod the shifter a little, pull/drop the motor to install the motor as a "package" to clear the 1 piece bell, and maybe mod the drive shaft to fit.
sounds like a lot but its all easy ****.
the t56 MAG/tr6060 is a much better tranny both in shift feel and HP/tq holding.
#86
Is the oil pump upgrade worth the trouble you'll go to to shorten the driveshaft, modify the shifter and modify the crossmember?
I agree there could be some dollars to save if you can do these things and to some of us, it isn't a big deal. But no matter which way I go, I'd probably have whatever transmission I use freshened up by someone who knows what they're doing. I'm working on jackstands so it needs to go together once if at all possible.
I agree there could be some dollars to save if you can do these things and to some of us, it isn't a big deal. But no matter which way I go, I'd probably have whatever transmission I use freshened up by someone who knows what they're doing. I'm working on jackstands so it needs to go together once if at all possible.
#87
TECH Regular
Why an oil pumps in the trans? Having a hard time imagining the benefits.... As in "what wasn't getting lubed before?
What about using the GTO/SSR t56 Magnum? The shifter location is only 2" short of ours seems an L-shaped shift lever could make that happen easily, if not than some chopping and Welding to the factory style shifter.
Guibo goes away, trans is off the shelf with requisite torque capaxcity....and your looking at a new driveshaft.
What about using the GTO/SSR t56 Magnum? The shifter location is only 2" short of ours seems an L-shaped shift lever could make that happen easily, if not than some chopping and Welding to the factory style shifter.
Guibo goes away, trans is off the shelf with requisite torque capaxcity....and your looking at a new driveshaft.
#88
Why an oil pumps in the trans? Having a hard time imagining the benefits.... As in "what wasn't getting lubed before?
What about using the GTO/SSR t56 Magnum? The shifter location is only 2" short of ours seems an L-shaped shift lever could make that happen easily, if not than some chopping and Welding to the factory style shifter.
Guibo goes away, trans is off the shelf with requisite torque capaxcity....and your looking at a new driveshaft.
What about using the GTO/SSR t56 Magnum? The shifter location is only 2" short of ours seems an L-shaped shift lever could make that happen easily, if not than some chopping and Welding to the factory style shifter.
Guibo goes away, trans is off the shelf with requisite torque capaxcity....and your looking at a new driveshaft.
Never considered the GTO/SSR transmission but if its a t56 magnum, there'd be no gains over sticking the 6060 internals into the v1 case from what I can tell.
If I'm doing any fab work, I'll just go ahead and do the v2 conversion. Shortening my 1 piece carbon shaft and using the v2 adapter DSS already makes should make the driveshaft mods pretty easy, using the mount I linked several post up should make the crossmember doable and honestly, moving the shifter opening back an inch in the floor and just using the v2 shifter assembly as it was built without any mods except for rotating the stick on the v2 hurst shifter will just require that I get it leveled right. Moving the shifter opening is something I've done before and it shouldn't be too difficult. Incorporating the swap with an engine overhaul and using an LSA or other 8 bolt flange crank should take the guess work out of the clutch assembly and a crank upgrade was something I was already counting on anyway.
At the end of the day, its all about the dollar but if I can pull this off for less than 4K, I'd say it would be worth to me as I'll skip the v2 and look towards a used v3 in 5 years or so. Even then, I have family members standing in line for the v1 so the extra effort and dollars spent wouldn't be going to far from home.
This should leave me with the best manual transmission setup GM will ever engineer that will easily go in this car. I would think it would handle anything I ever throw at it....
#89
you guys are confusing the t56(pre 09 gm cars) the TR6060(post08 gm cars) and the t56mag.(never came in any factory car)
t56: we all know and love.
TR6060: new wider gears, new 3 cone carbon syncos (leps and bounds better the the old t56). 1 paeice bell housing, has a built in oil pump, has all the same shiftier configs as all the older t56s.
TR6070/TR7060 vett/V3 im about 90% sure that it is just a TR6060 with a extra gear,maybe a slightly longer tail housing to fit the 5/6/7th gear stack.
t56 magnums: aftermarket only, no oil pump, same style bell housing as the early t56s,only has one shifter style (6 bolt direct bolt on), same kick *** guts of the TR6060 minus the oil pump
t56: we all know and love.
TR6060: new wider gears, new 3 cone carbon syncos (leps and bounds better the the old t56). 1 paeice bell housing, has a built in oil pump, has all the same shiftier configs as all the older t56s.
TR6070/TR7060 vett/V3 im about 90% sure that it is just a TR6060 with a extra gear,maybe a slightly longer tail housing to fit the 5/6/7th gear stack.
t56 magnums: aftermarket only, no oil pump, same style bell housing as the early t56s,only has one shifter style (6 bolt direct bolt on), same kick *** guts of the TR6060 minus the oil pump
Last edited by runsfromdacops; 11-13-2015 at 12:43 PM.
#91
TECH Fanatic
#93
TECH Regular
I got mixed up thinking there was an fbody magnum from tremec, but actually its from tick and the like, where they shorten the magnum mainshaft and put on a fbody tail housing. The ssr/GTO shifter could bolt onto that and be close. But that trans is too expensive to start with considering all the other changes.
#94
The TR6060 uses a larger diameter shaft to reduce deflection and therefore fatigue (nothing to do with oil). 4th gear isn't really a gear. The input shaft is simply locked to the output shaft, so there is no power transferred through a helical gear mesh needing a constant bath of oil.
Michael
#95
^ not true, whil 4th gear is 1 to 1 and is the strongest gear in the tranny it is a gear stack just like any other.
the oil pump is is to help get oil TO the 5/6 stack as it is at the back of the tranny in its own area.
the oil pump is is to help get oil TO the 5/6 stack as it is at the back of the tranny in its own area.
#98
The gear teeth need a constant supply of oil especially under load to keep the oil film from being wiped away. The counter shaft is always spinning and part of the gears on the counter shaft are dipping into the oil. During hard acceleration the oil moves to the back of the transmission so that the front gears 1st, 2nd, 3rd may be out of the oil bath.
The TR6060 pump returns oil to the front of the transmission, not the back near 5th/6th. The hopeful effect is that the gear mesh at the very front between the input shaft and counter shaft along with 3rd, 2nd, 1st will have oil during hard acceleration. A more ideal race solution would be to have a long spray bar squirting oil directly at every gear and bearing, but the stock TR6060 pump probably goes a long way in addressing 95% of the oil starvation issues.
Michael
#99
^^^^Well said.
I read a write up on the 6060 that discussed the oiling improvements and reasons why they were implemented but couldn't easily find it to post. Very good discussion of 4th gear as well. I was completely unaware the 6060 (and I assume the t56) worked this way.
I read a write up on the 6060 that discussed the oiling improvements and reasons why they were implemented but couldn't easily find it to post. Very good discussion of 4th gear as well. I was completely unaware the 6060 (and I assume the t56) worked this way.