Group Buy Feeler: T56 Stage 2 Rebuild Kit
02-17-2013, 09:48 AM
#1
Group Buy Feeler: T56 Stage 2 Rebuild Kit All,
After 8-10 months of waiting for Tremec to do another manufacturing run of first generation CTS-V T56 parts, I'm now seeing availability. As you may already know, the Tremec T56 transmissions in our CTS-Vs are unique, making some of the most important parts (e.g. gears, synchronizers, rings, and main shafts) incompatible with most other T56s out there.
On Monday, I plan on calling my contacts at various shops to price out a group buy on a Stage 2 rebuild (normally $950). If you're tentatively interested, let me know. Personally, I'd rather get this done at the same time I install my McLeod RXT, but I'm willing to hold off for a month or two if it means a better discount for all. That said, once these parts are gone, it probably won't be until next year until Tremec does another run.
Basically, regardless of whether you drive a stock-engined CTS-V, or you plan on taking your CTS-V above 600 RWTQ (an action that *will* grenade the stock transmission if you shift at those power levels) you can benefit from this kit. The primary advantages are:
1. Higher RPM shifting
The newer, hardened 1-2 and 3-4 synchronizers and springs allow for shifting at 7400-7800 RPM, versus the standard T56 limit of 5500-6400 RPM (depending on clutch inertia).
2. No More Grinding
If your transmission is grinding or "crunching" during shifting, your synchronizers are on their way out. You can bleed your clutch all you like, but it's only going to get harder and harder to shift until the entire transmission fails.
3. Stronger Transmission
Unfortunately, we cannot upgrade the mainshaft on the CTS-V transmission to a 31-spline version, but we can upgrade the aluminum shift forks and nylon pads to steel and bronze, respectively, to prevent them from breaking and grenading the transmission during hard shifts.
Related Reading: Book by Robert Bowen. Preview link (Google books):
http://books.google.com/books?id=TsB...inding&f=false
Also see: http://forums.corral.net/forums/svt-...-t56-pics.html
T56 Service Manual: http://www.ttcautomotive.com/English...ice_Manual.pdf
Step-by-step build articles:
http://www.ls2.com/forums/showthread...&threadid=1877
http://www.gmhightechperformance.com...ssion_rebuild/
After 8-10 months of waiting for Tremec to do another manufacturing run of first generation CTS-V T56 parts, I'm now seeing availability. As you may already know, the Tremec T56 transmissions in our CTS-Vs are unique, making some of the most important parts (e.g. gears, synchronizers, rings, and main shafts) incompatible with most other T56s out there.
On Monday, I plan on calling my contacts at various shops to price out a group buy on a Stage 2 rebuild (normally $950). If you're tentatively interested, let me know. Personally, I'd rather get this done at the same time I install my McLeod RXT, but I'm willing to hold off for a month or two if it means a better discount for all. That said, once these parts are gone, it probably won't be until next year until Tremec does another run.
Basically, regardless of whether you drive a stock-engined CTS-V, or you plan on taking your CTS-V above 600 RWTQ (an action that *will* grenade the stock transmission if you shift at those power levels) you can benefit from this kit. The primary advantages are:
1. Higher RPM shifting
The newer, hardened 1-2 and 3-4 synchronizers and springs allow for shifting at 7400-7800 RPM, versus the standard T56 limit of 5500-6400 RPM (depending on clutch inertia).
2. No More Grinding
If your transmission is grinding or "crunching" during shifting, your synchronizers are on their way out. You can bleed your clutch all you like, but it's only going to get harder and harder to shift until the entire transmission fails.
3. Stronger Transmission
Unfortunately, we cannot upgrade the mainshaft on the CTS-V transmission to a 31-spline version, but we can upgrade the aluminum shift forks and nylon pads to steel and bronze, respectively, to prevent them from breaking and grenading the transmission during hard shifts.
Related Reading: Book by Robert Bowen. Preview link (Google books):
http://books.google.com/books?id=TsB...inding&f=false
Also see: http://forums.corral.net/forums/svt-...-t56-pics.html
T56 Service Manual: http://www.ttcautomotive.com/English...ice_Manual.pdf
Step-by-step build articles:
http://www.ls2.com/forums/showthread...&threadid=1877
http://www.gmhightechperformance.com...ssion_rebuild/
Last edited by FuzzyLog1c; 02-17-2013 at 11:42 AM.
02-17-2013, 11:41 AM
#2
Staging Lane
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+1 interested here. This is truly hard to find parts for.
All,
After 8-10 months of waiting for Tremec to do another manufacturing run of first generation CTS-V T56 parts, I'm now seeing availability. As you may already know, the Tremec T56 transmissions in our CTS-Vs are unique, making some of the most important parts (e.g. gears, synchronizers, rings, and main shafts) incompatible with most other T56s out there.
On Monday, I plan on calling my contacts at various shops to price out a group buy on a Stage 2 rebuild (normally $950). If you're tentatively interested, let me know. Personally, I'd rather get this done at the same time I install my McLeod RXT, but I'm willing to hold off for a month or two if it means a better discount for all. That said, once these parts are gone, it probably won't be until next year until Tremec does another run.
Basically, regardless of whether you drive a stock-engined CTS-V, or you plan on taking your CTS-V above 600 RWTQ (an action that *will* grenade the stock transmission if you shift at those power levels) you can benefit from this kit. The primary advantages are:
1. Higher RPM shifting
The newer, hardened 1-2 and 3-4 synchronizers and springs allow for shifting at 7400-7800 RPM, versus the standard T56 limit of 5500-6400 RPM (depending on clutch inertia).
2. No More Grinding
If your transmission is grinding or "crunching" during shifting, your synchronizers are on their way out. You can bleed your clutch all you like, but it's only going to get harder and harder to shift until the entire transmission fails.
3. Stronger Transmission
Unfortunately, we cannot upgrade the mainshaft on the CTS-V transmission to a 31-spline version, but we can upgrade the aluminum shift forks and nylon pads to steel and bronze, respectively, to prevent them from breaking and grenading the transmission during hard shifts.
Related Reading: Book by Robert Bowen. Preview link (Google books):
http://books.google.com/books?id=TsB...inding&f=false
Also see: http://forums.corral.net/forums/svt-...-t56-pics.html
T56 Service Manual: http://www.ttcautomotive.com/English...ice_Manual.pdf
After 8-10 months of waiting for Tremec to do another manufacturing run of first generation CTS-V T56 parts, I'm now seeing availability. As you may already know, the Tremec T56 transmissions in our CTS-Vs are unique, making some of the most important parts (e.g. gears, synchronizers, rings, and main shafts) incompatible with most other T56s out there.
On Monday, I plan on calling my contacts at various shops to price out a group buy on a Stage 2 rebuild (normally $950). If you're tentatively interested, let me know. Personally, I'd rather get this done at the same time I install my McLeod RXT, but I'm willing to hold off for a month or two if it means a better discount for all. That said, once these parts are gone, it probably won't be until next year until Tremec does another run.
Basically, regardless of whether you drive a stock-engined CTS-V, or you plan on taking your CTS-V above 600 RWTQ (an action that *will* grenade the stock transmission if you shift at those power levels) you can benefit from this kit. The primary advantages are:
1. Higher RPM shifting
The newer, hardened 1-2 and 3-4 synchronizers and springs allow for shifting at 7400-7800 RPM, versus the standard T56 limit of 5500-6400 RPM (depending on clutch inertia).
2. No More Grinding
If your transmission is grinding or "crunching" during shifting, your synchronizers are on their way out. You can bleed your clutch all you like, but it's only going to get harder and harder to shift until the entire transmission fails.
3. Stronger Transmission
Unfortunately, we cannot upgrade the mainshaft on the CTS-V transmission to a 31-spline version, but we can upgrade the aluminum shift forks and nylon pads to steel and bronze, respectively, to prevent them from breaking and grenading the transmission during hard shifts.
Related Reading: Book by Robert Bowen. Preview link (Google books):
http://books.google.com/books?id=TsB...inding&f=false
Also see: http://forums.corral.net/forums/svt-...-t56-pics.html
T56 Service Manual: http://www.ttcautomotive.com/English...ice_Manual.pdf
02-17-2013, 11:43 AM
#3
TECH Fanatic
I'm in. What all does the "Stage 2" contain? I don't think bearings etc are required. Can you inquire about additional parts at a discount as well? I am in need of the shifter cup etc.
Thanks again for getting this in order!
Also...are you looking at "The Gearbox" transmissions kit or the Tick kit?
Thanks again for getting this in order!
Also...are you looking at "The Gearbox" transmissions kit or the Tick kit?
Last edited by DMM; 02-17-2013 at 11:56 AM.
02-17-2013, 11:59 AM
#4
http://www.thegearbox.org/catalog/it...25/9379737.htm
The shifter cup, detent spring, and ball are like $27 total. You can also just buy an entirely new detent assembly instead of the ball and spring, but it'll cost you $49 instead of $5.
http://www.tickperformance.com/ticks...onze-upgraded/
http://www.tickperformance.com/treme...detent-spring/
http://www.tickperformance.com/treme...t-detent-ball/
http://www.tickperformance.com/treme...tent-assembly/
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02-18-2013, 11:22 AM
#13
"using a stock ctsv t 56 with billet keys"
ref: https://ls1tech.com/forums/17155002-post33.html
so there is more to what you have done?
please clarify.
02-18-2013, 01:31 PM
#14
it is a stock/rebuilt tranny. i did a complet rebuild of all the wear parts and added the billet keys while i was in there. to me you dont have a "built tranny"until you get into things like the viper input adn output shaft, billet gears and things of that nature.
all the shifting stuff i listed was to fix my tranny form popping out of 1-2 from when i got the car
all the shifting stuff i listed was to fix my tranny form popping out of 1-2 from when i got the car
02-18-2013, 02:16 PM
#16
corvette/gto kit is practically the same thing. other cars just have different tail housings (this is from my trans rebuild guy)
http://www.thegearbox.org/catalog/it...25/9379737.htm
the gear box offers the stage 2 for around 950. it comes with billet keys for 1-2, 3-4. 5-6 really won't need beefed up, IMO.
http://www.thegearbox.org/catalog/it...25/9379737.htm
the gear box offers the stage 2 for around 950. it comes with billet keys for 1-2, 3-4. 5-6 really won't need beefed up, IMO.
02-18-2013, 04:20 PM
#17
corvette/gto kit is practically the same thing. other cars just have different tail housings (this is from my trans rebuild guy)
http://www.thegearbox.org/catalog/it...25/9379737.htm
the gear box offers the stage 2 for around 950. it comes with billet keys for 1-2, 3-4. 5-6 really won't need beefed up, IMO.
http://www.thegearbox.org/catalog/it...25/9379737.htm
the gear box offers the stage 2 for around 950. it comes with billet keys for 1-2, 3-4. 5-6 really won't need beefed up, IMO.
02-18-2013, 04:37 PM
#18
Similar, yes. Compatible, no. The gears and synchros incompatible. I'm really irritated about the gears--imagine how many problems we could solve with the standard 2.66 close gear ratio. 2.66 gearing is stronger and more useful overall, and you don't have to use a weird differential gearing (e.g. lower than 3.31) to achieve the same drive ratio as a Corvette.
02-18-2013, 05:25 PM
#19
Other than the cost of the gears themselves would it be beneficial to switch to a corvette gearing and synchros? Or are the shafts and other things I know nothing about different as well? I'd imagine the corvette stuff is easier to get ahold of? Option that I would def be interested in.
http://www.eecis.udel.edu/~davis/z28..._Fbody_T56.pdf
02-18-2013, 05:33 PM
#20
Similar, yes. Compatible, no. The gears and synchros incompatible. I'm really irritated about the gears--imagine how many problems we could solve with the standard 2.66 close gear ratio. 2.66 gearing is stronger and more useful overall, and you don't have to use a weird differential gearing (e.g. lower than 3.31) to achieve the same drive ratio as a Corvette.