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Hello, I'm using the Holley swap parts in my 1967 camaro project and ran into a couple problems. First problem was my transmission is roughly 1.5" longer than where the Holley T56 crossmember is suppose to fit so I will be modify the crossmember. I'm installing a D&D performance BA76 transmission. My second issue is the tail shaft housing is on an angle, everything else seems to line up. Is it possible the housing is incorrect or for another vehicle? Please help 😳😳
I sent you a PM Nabil. The shifter opening on T56 Magnum extension housings is clocked over towards the driver side of the vehicle by design when installed in the vehicle with the rear isolator mounting pad resting flat against the crossmember.
also the lq4 has the auto spacer built in to the crank so i dont think it can be uesd without a bell housing spacer, or swaping the crank over to the shorter one
Something is obviously out here. Everything is pretty square other than this back tail. I dont want to just put a shim between the crossmember and the mount. It should be sitting flush against the crossmember shouldn't it?
My friend mounted the motor and tranny together then installed it. Would that make a difference at all?
Something is obviously out here. Everything is pretty square other than this back tail. I dont want to just put a shim between the crossmember and the mount. It should be sitting flush against the crossmember shouldn't it?
My friend mounted the motor and tranny together then installed it. Would that make a difference at all?
Something is definately not right Nabil. If everything was as it should be, the rear trans mount will be parallel to the crossmember beam and the shifter opening will be clocked slightly to the driver side of the vehicle. Take a few pictures of your engine bracket installation and post them up...this undercar photo shows you how the crossmember bolts right up to the factory holes in the subframe when everything is installed correctly (it's a TH400 install shown in the photo, but it uses the same crossmember). Just take it slow and start checking your trans assembly in more detail...make sure the correct bellhousing and mid-adapter were used.
Here's a couple of photos of a T56 Magnum mated to an LS3 we have here in the shop Nabil...it is easy to see that the rear isolator is horizontal to the ground and that the shifter housing is clocked to the left/driver side.
This is what I have now, I'm heading to my friends shop now to take more pics. These pics were right before the install. I also included pics of the tranny.
Ok, just looked at more pictures. It's obviously the wrong transmission. Looks like it's a transmission for a newer camaro. Do you know if anyone does a kit that changes out the mid plate and bellhousing?
The person I bought it off said it was a T56 magnum from D&D. Guess I got ripped off, should have did more research.
TR-6060 is what I most likely have from a newer camaro with a slip yolk tail housing. Now with that said, would it be ok to mount it the way it sits, my friend can fab a bracket and the crossmember. Another option and a expensive one would be to pull the tranny apart and purchase mid plate, bellhousing and shaft.
If it was mine, I would have to convert it over to a T56 Magnum since it would bug the hell out of me to see the mount cocked over like that every time I looked at it. I would call D&D or American Powertrain and get a quote for the parts.
This is all so frustrating. I will give the tranny guys a call tomorrow. What I found out though is that the transmission I have is a 2009 camaro t56 magnum hybrid from d&d. Not sure what that is so I will give them a call.
Can you recommend what to do with the steering as the power rack and pinion from unisteer are not going to work because of the lines hitting the pan. I also have the 1 3/4 hooker long tube headers.
Your TR6060 has a longer integral bellhousing than the 2002 F bell / front plate assy. That's why it's 1.5" longer at the mount.
With a 5th gen Camaro integrated bell, there are a few ways to look at it:
If it has a pump, you'd be foolish to delete that to use a plate / separate bell without it. But, you may not have the pump output routed to where it's most effective.
The 5th gen Camaro bell is deep and the maindrive long. Bad for floor clearance. I'm a fan of going as shallow as possible, but it's a hassle to re-plan your whole swap to avoid floor cutting.
Having converted the 2010 Camaro TR6060 with pump retained, to true direct-swap fitment for 2002 F-bodies (not "a tiny bit longer" like all the others,) it's do-able but not worth it for a trans. mount shim.
JMD thanks for the input. The clearance looks good, it doesn't like like I would have to cut the tunnel at all if I was to mount it where it is and put a shim to correct the angle. So are you saying it would be better to keep the tranny the way it is?
Thanks
Nabil
Originally Posted by jmd
Correct, that's not a BA76.
Your TR6060 has a longer integral bellhousing than the 2002 F bell / front plate assy. That's why it's 1.5" longer at the mount.
With a 5th gen Camaro integrated bell, there are a few ways to look at it:
If it has a pump, you'd be foolish to delete that to use a plate / separate bell without it. But, you may not have the pump output routed to where it's most effective.
The 5th gen Camaro bell is deep and the maindrive long. Bad for floor clearance. I'm a fan of going as shallow as possible, but it's a hassle to re-plan your whole swap to avoid floor cutting.
Having converted the 2010 Camaro TR6060 with pump retained, to true direct-swap fitment for 2002 F-bodies (not "a tiny bit longer" like all the others,) it's do-able but not worth it for a trans. mount shim.
Functionally, you're great. Maybe adding a line from pump output to LH side top needs done though.
Two additional points:
The 2010 Camaro pilot bearing (outer recess) > The 2002 Camaro pilot bearing location (inner recess)
The longer, booted slave cylinder on a 2010 > The 2002 naked slave
I have gone a little crazy when it comes to making some things fit the way I want them. But I don't recommend changes if you're indeed that close to good fitment.
Your service ID numbers sticker atop the trans. will probably tell you what ratios and year unit you have, the back-end parts notwithstanding.
I wish I had half your knowledge, I was told by D&ad to loop the cooling line, would that make sense to do that?
I have the Tilton 60-6105 hydraulic release bearing and a monster stage 2 clutch for a LS 1/2 with stock ls1 flywheel. Would This all work?
Originally Posted by jmd
Functionally, you're great. Maybe adding a line from pump output to LH side top needs done though.
Two additional points:
The 2010 Camaro pilot bearing (outer recess) > The 2002 Camaro pilot bearing location (inner recess)
The longer, booted slave cylinder on a 2010 > The 2002 naked slave
I have gone a little crazy when it comes to making some things fit the way I want them. But I don't recommend changes if you're indeed that close to good fitment.
Your service ID numbers sticker atop the trans. will probably tell you what ratios and year unit you have, the back-end parts notwithstanding.
This is all so frustrating. I will give the tranny guys a call tomorrow. What I found out though is that the transmission I have is a 2009 camaro t56 magnum hybrid from d&d. Not sure what that is so I will give them a call.
Can you recommend what to do with the steering as the power rack and pinion from unisteer are not going to work because of the lines hitting the pan. I also have the 1 3/4 hooker long tube headers.
The Hooker long tubes will not fit with any R&P steering system; you'll have to use a stock factory style box or the 600 series Delphi box for compatibility.
09-02-2015, 03:36 AM
LQ4 T56 magnum install questions 
