1970 GTO Version 3.0
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Joined: Mar 2003
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From: Little Austin
Part of the decision to use this trans is the fact that my LS is already set-up for an "old school" transmission. It has a 621 BBC bellhousing and I just installed a Tilton 6100 series TOB. This trans will literally plug into the place of the Richmond, without even having to so much as swap the clutch.
Andrew
Andrew
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From: Little Austin
One of the additional benefits should be in the weight department. If the TKX is similar in weight to the TKO, it should be somewhere around 30 lbs. lighter than the T56 variants. Back when the T56's first started showing up and they were being swapped in to replace fragile T5's -- I had a couple of acquaintances who did before/after chassis dyno runs. One behind SBF and one behind a SBC. In both cases, they lost 15-18 rwhp at peak with just the tranny swap - and added about 55 lbs. of static weight. Rotational inertia on the additional and heavier T56 bits takes its toll. And lets face it - with the torque that most LS-variants make in vehicles that are generally in the 3000-4000 lb range, 6 forward speeds simply aren't necessary for torque multiplication. 4 with an overdriven 5th will work just fine. The 6 speeds showed up to help with EPA highway mileage requirements. Can you get the 2.87 first with a .625 5th in the Ford application....asking for a "friend" in case my wife wants to know. 
I agree on all accounts. Here are the available TKX part numbers:
Mine is the 17805 variant.
Andrew
One of the additional benefits should be in the weight department. If the TKX is similar in weight to the TKO, it should be somewhere around 30 lbs. lighter than the T56 variants. Back when the T56's first started showing up and they were being swapped in to replace fragile T5's -- I had a couple of acquaintances who did before/after chassis dyno runs. One behind SBF and one behind a SBC. In both cases, they lost 15-18 rwhp at peak with just the tranny swap - and added about 55 lbs. of static weight. Rotational inertia on the additional and heavier T56 bits takes its toll. And lets face it - with the torque that most LS-variants make in vehicles that are generally in the 3000-4000 lb range, 6 forward speeds simply aren't necessary for torque multiplication. 4 with an overdriven 5th will work just fine. The 6 speeds showed up to help with EPA highway mileage requirements. Can you get the 2.87 first with a .625 5th in the Ford application....asking for a "friend" in case my wife wants to know.
It would be interesting to dyno the TKX and T56 behind the same engine. 5 vs 6 gears like majority of hotrodding, are trade offs of your own choices. I am 60 miles from Summit Racing and 70 miles from Road Atlanta/Year One taking the highway, so I like low RPM cruising at 80mph.
I am interested to see how the TKX fits and hear how it shifts. I know a few friends didn't exactly like TKOs shifting at 6k+ rpm. Andrew always has good build topics. My 70 Chevelle is still sitting thanks to buying my Dad's 70 C10 back, while also restoring a 01 Z06 I picked up from a friend with a blown motor. The C5Z is an HPDE build which is almost complete, it is running, driving and dyno tuned now. Goals for the Chevelle have changed and the TKX is looking interesting.
Thread Starter
Joined: Mar 2003
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From: Little Austin
Nice stash of parts Andrew.
It would be interesting to dyno the TKX and T56 behind the same engine. 5 vs 6 gears like majority of hotrodding, are trade offs of your own choices. I am 60 miles from Summit Racing and 70 miles from Road Atlanta/Year One taking the highway, so I like low RPM cruising at 80mph.
I am interested to see how the TKX fits and hear how it shifts. I know a few friends didn't exactly like TKOs shifting at 6k+ rpm. Andrew always has good build topics. My 70 Chevelle is still sitting thanks to buying my Dad's 70 C10 back, while also restoring a 01 Z06 I picked up from a friend with a blown motor. The C5Z is an HPDE build which is almost complete, it is running, driving and dyno tuned now. Goals for the Chevelle have changed and the TKX is looking interesting.
It would be interesting to dyno the TKX and T56 behind the same engine. 5 vs 6 gears like majority of hotrodding, are trade offs of your own choices. I am 60 miles from Summit Racing and 70 miles from Road Atlanta/Year One taking the highway, so I like low RPM cruising at 80mph.
I am interested to see how the TKX fits and hear how it shifts. I know a few friends didn't exactly like TKOs shifting at 6k+ rpm. Andrew always has good build topics. My 70 Chevelle is still sitting thanks to buying my Dad's 70 C10 back, while also restoring a 01 Z06 I picked up from a friend with a blown motor. The C5Z is an HPDE build which is almost complete, it is running, driving and dyno tuned now. Goals for the Chevelle have changed and the TKX is looking interesting.
Andrew
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From: Florida
it sounded to me like the entirety of the tkx is all new and the guts are more or less inherited from the magnum t56. im planning to push mine pretty hard in a full weight chevelle wagon with twin turbos and if its what they say it should hold up great and be a blast to drive.
Thread Starter
Joined: Mar 2003
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From: Little Austin
The Brown truck delivered another much anticipated item. I will be using the Holley Mid Mount accessory drive system to really set off the engine compartment.
These are stock photos from the Holley website, because pictures of a big box aren't very exciting.
After looking at various installation pictures, I am fairly certain that the air intake tube from my shaker base will need to be modified, because it looks like it will not interfere with the AC compressor. This is all part of the process...
Andrew
These are stock photos from the Holley website, because pictures of a big box aren't very exciting.
After looking at various installation pictures, I am fairly certain that the air intake tube from my shaker base will need to be modified, because it looks like it will not interfere with the AC compressor. This is all part of the process...
Andrew
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Thread Starter
Joined: Mar 2003
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From: Little Austin
Some of the upgrade parts are rather mundane. I have always had manual brakes on the GTO, but as the goal for the update is to make the car a little more refined and improver driver comfort, I will be adding power, vacuum assisted brakes.
This is the new MC that I purchased from Tobin at Kore3. Tobin has always been selfless in his sharing of information and back in 2008 I ordered the C6 Z06 front brakes from him. This is the 1" bore RHD S10 master cylinder that I plan to mate with a Tuff Stuff 9" dual diaphragm booster and a DSE reduced angle firewall mount.
Andrew
This is the new MC that I purchased from Tobin at Kore3. Tobin has always been selfless in his sharing of information and back in 2008 I ordered the C6 Z06 front brakes from him. This is the 1" bore RHD S10 master cylinder that I plan to mate with a Tuff Stuff 9" dual diaphragm booster and a DSE reduced angle firewall mount.
Andrew
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Joined: Mar 2003
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From: Little Austin
The latest round of parts isn't exactly sexy, but I feel like they will offer some incremental improvements.
This is a dual 9" diaphragm booster from Tuff Stuff. It will work great with the S10 MC. I also plan to get the DSE low angle bracket.
Since my engine started life as a L92, the valley cover didn't have a vent. The truck engine PCV systems get clean air from the driver's side valve covers and dirty air comes out the passenger valve cover. The LS3 valley cover has a great baffle system in the valley cover and and outlet that can be looped right back into the intake.
This makes for a very clean installation.
Andrew
This is a dual 9" diaphragm booster from Tuff Stuff. It will work great with the S10 MC. I also plan to get the DSE low angle bracket.
Since my engine started life as a L92, the valley cover didn't have a vent. The truck engine PCV systems get clean air from the driver's side valve covers and dirty air comes out the passenger valve cover. The LS3 valley cover has a great baffle system in the valley cover and and outlet that can be looped right back into the intake.
This makes for a very clean installation.
Andrew
On The Tree
Joined: Feb 2012
Posts: 108
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From: Lombard, Il
Pretty cool that you are jumping in and making this awesome car even more enjoyable to drive.
Surely you are going to pull out the LS7 cam. I'm really curios what you are putting in....... the suspense is killing me!
Dan
Surely you are going to pull out the LS7 cam. I'm really curios what you are putting in....... the suspense is killing me!
Dan
Thread Starter
Joined: Mar 2003
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From: Little Austin
Yes, I will be replacing the LS7 cam with either the Summit Ghost cam or something very similar.
Andrew
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From: Florida
This is the new MC that I purchased from Tobin at Kore3. Tobin has always been selfless in his sharing of information and back in 2008 I ordered the C6 Z06 front brakes from him. This is the 1" bore RHD S10 master cylinder that I plan to mate with a Tuff Stuff 9" dual diaphragm booster and a DSE reduced angle firewall mount.
Thread Starter
Joined: Mar 2003
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From: Little Austin
It also has the right bore (1 inch), is aluminum with a clear plastic reservoir and uses imperial threads with a standard 45 degree SAE flare.
Andrew
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From: Little Austin
