dp.drift

iTrader: (2)

Hi,

There is a C5 T56 in the area for a great deal ($500), and I wanted to know if anyone has done a conversion to hook it up to a Camaro or Firebird?

Does it just need the bellhousing and the tail shaft from a Camaro t56, or is there a lot more involved?

I'm hooking it up to an LQ4 for my RX7, and just wanted to know if this is worth it.

Thanks,

DP

85MikeTPI

iTrader: (9)

You need a Fbody tailhousing, mid-plate, bellhousing, and shift linkage, along with a new mainshaft. You can use a GTO T56 mainshaft and use the F-body tailhousing as is. Or you can use it to build a top-notch 32-spline version as I've started documenting here:

http://https://ls1tech.com/forums/ma...k-parts-2.html

http://www.eecis.udel.edu/~davis/z28..._Fbody_T56.pdf

dp.drift

iTrader: (2)

Thanks for the info.

$500 worth it than?

I hear that these have the three synchro design to them.

85MikeTPI

iTrader: (9)

The C5 units do have the double and triple cone synchro. If it's a base C5, it also has the same MM6 gear ratios as the F-body.

$500 is decent, but about the max for a doner. If you have to replace the synchros, it's going to be that much or more. Expect to spend about $1000 in parts (new) to convert it.
(midplate, tailhousing, bellhousing, mainshaft, shiftrail parts, etc.)

dp.drift

iTrader: (2)

That's alright. I set aside $1500 for the transmission alone. I'd have $1000 to throw at it.

85MikeTPI

iTrader: (9)

Thats good.. People usually balk at a $1500 price tag, not realizing that you're actually upgrading to a better, more robust synchronizing system.

I've done several dozen hybrids, so feel free to contact me if/when you get into the project and have questions.

dp.drift

iTrader: (2)

Cool, thanks once again.

I'm currently pricing out parts. This is going into an 88 RX7 backed by an LQ4 engine most likely twin turbo'd. It's going to be a pretty serious build. Mostly track (SCCA, Drift, and some drag), but some street driving as well. I'll start posting pics as soon as I get the pieces together.

85MikeTPI

iTrader: (9)

Very nice... What tracks do you run? Pocono and Thunderbolt (NJMP) are my "local" SCCA tracks, but I've been to Watkins Glen, Indy (IRP, RIP), Memphis, Summit Point, Lime Rock.

Your car should be light enough not to worry, but if you plan some serious power on sticky drag tires, you might want to look into the SSR mainshaft upgrade..

dp.drift

iTrader: (2)

I'm down in South Florida, so Sebring and such will have to do. You know, without an 7 hour drive just to hit southern Georgia.

Yeah, I'm looking into the SSR upgrade. I want it to be bullet proof. Build it once, and what not.

dp.drift

iTrader: (2)

Does the main shaft have to be changed to fit it to an LSx Engine? Is it the length, spline count, etc? I'm just curious if someone wanted to do a bottom line budget build what the minimal they could get away with.

85MikeTPI

iTrader: (9)

The "mainshaft" (which is also the output shaft) has to be changed from the C5, which is longer to drive the rear-diff.

GM designed the Torque-tube drive to turn a standard input shaft, so the input shaft on the C5 T56 is exactly the same as needed for a LSx T56 mounted directly behind the block.

The least expensive hybrid would be to use the GTO mainshaft and build a GTO T56 clone (with a C5 gear ratio). But 80-90% of the cost of that would also be applicable to the SSR build.

dp.drift

iTrader: (2)

Wouldn't it be cheapest to get a Quicktime Bellhousing that bolts to the c5 tranny, and to the LSx block, and to get the output shaft milled down to spec? Changing the shifter setup to the traditional t56 setup, with a f-body tail housing?

I'm curious if this option would work. I've already started ordering parts for the SSR build.

85MikeTPI

iTrader: (9)

Never heard reference to a conversion bell for the C5. How do they mount the slave or do you have to run an aftermarket one? Not even sure how the output shaft would be resplined to work with a slip-yoke setup in a F-body tailhousing..

dp.drift

iTrader: (2)

I know machine shops can do it. I was reading someone's post (Can't remember which one) who had the input shaft milled down and re-splined. If I remember correctly, he broke something racing and that was the easiest solution to getting back on the road. Not sure how the slave cylinder would work either. I'll look into it more, since I've got to find one anyway.

85MikeTPI

iTrader: (9)

I did some measuring today, and the only way they can be resplined properly is to roll the splines.. You can't cut them because the C5 output shaft is already a smaller diameter (~ 1.125") then the F-body/GTO slip-yoke splines. The factory rolled the splines and raised the metal from the minor to the major diameters of the spline. (~ 1.065" to 1.175")

AFAIK, the machining to roll splines is something no aftermarket shop or local machineshop can afford. Even the axle shops like Strange, Currie, etc. all repline axles by cutting..

I'd love to hear that you can do it though.. Turning useless (to me. Cover your ears Rick... LOL) C5 mainshafts into $200 GTO mainshafts would be a win-win in my book..

mike

jeeperanthony

iTrader: (1)

Any updates? Can you use the C5 input or not?

85MikeTPI

iTrader: (9)

The C5 input is the same, as I posted in your other ticket. The output would need a speciallized spline roller to make work and it may be worth just getting a new $180 GTO output shaft instead.

You can look through all my "GTO" or "CTSv" build pics:

http://www.eecis.udel.edu/~davis/z28/2008/

http://www.eecis.udel.edu/~davis/z28/2009/

http://www.eecis.udel.edu/~davis/z28/2010

which are all just C5 or CTSv hybrid conversions like you're trying to do.

jeeperanthony

iTrader: (1)

Thanks! I saw your other posts not 5 min. After I posted this.

pnut90

I have a lt1 t56 and a new 2007 c5 trans...i want to swap the c5 into my lt1 t56..can i use the lt1 main shaft still..what do i need..thanks

85MikeTPI

iTrader: (9)

See post #2 above...