6.0 t56?
Thread Starter
Staging Lane
Joined: Jul 2011
Posts: 67
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From: golden city, mo
6.0 t56? hey guys just had a question. i have been spending alot on my car in the past week or so. got vfn ws6 hood, TTm wheels with hoosier rear tires 325/35s 
, and a complete 6.0........ the question is im needing to rebuild my trans and i was wondering if the t56 out of my car (1998 trans am) will bolt up to that 6.0 with no problem. i figure since i have the trans out anyway i might as well pull the tired old engine and throw a cam in the 6.0 and tosh it in. can i do it pretty simple or will it not bolt up?
, and a complete 6.0........ the question is im needing to rebuild my trans and i was wondering if the t56 out of my car (1998 trans am) will bolt up to that 6.0 with no problem. i figure since i have the trans out anyway i might as well pull the tired old engine and throw a cam in the 6.0 and tosh it in. can i do it pretty simple or will it not bolt up? Thread Starter
Staging Lane
Joined: Jul 2011
Posts: 67
Likes: 0
From: golden city, mo
thank you very much sir! im glad bc i think my 5.7 just took a dump. idk what happened but it set over night in the garage from being drove yesturday and overnight antifreeze came out the top of the over flow tank and there was metalic in the antifreeze?
Not necessarly. Depending on what year 6.0 you have. Lq series I'm guessing. Earlier 6.0's in trucks had a longer crank to mate up to the 4l80. Later models went to the short crank with a spacer. If you have the long crank, it will not work without modifying the input shaft.
i just did...since you delt with an 01 and an 06, you would have never ran across this problem as all long cranks were discontinued by the time your engines were built.
99 and early 00's had longer cranks to mate to the old (TH350, TH400, 4L80, NV4500...etc)
simply because the LO4 only had the NV4500 or the 4L80E. both which were behind TBI engines (GEN I) in mid to late 00, GM decided insted of casting and supplying 2 different cranks, (long for 6.0 engines mated to 4L80's and NV4500's, and short for 4L60's and T56's in LS1 cars and 4.8/5.3 trucks) they just made one short crank and started using a spacer between the crank and flexplate/flywheel for the older transmissions.
so my point was, IF he has an early (99-early 00) engine with the LONG crank, it will not bolt to the LS1 T56 without modifying the input shaft.
99 and early 00's had longer cranks to mate to the old (TH350, TH400, 4L80, NV4500...etc)
simply because the LO4 only had the NV4500 or the 4L80E. both which were behind TBI engines (GEN I) in mid to late 00, GM decided insted of casting and supplying 2 different cranks, (long for 6.0 engines mated to 4L80's and NV4500's, and short for 4L60's and T56's in LS1 cars and 4.8/5.3 trucks) they just made one short crank and started using a spacer between the crank and flexplate/flywheel for the older transmissions.
so my point was, IF he has an early (99-early 00) engine with the LONG crank, it will not bolt to the LS1 T56 without modifying the input shaft.
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Not necessarly. Depending on what year 6.0 you have. Lq series I'm guessing. Earlier 6.0's in trucks had a longer crank to mate up to the 4l80. Later models went to the short crank with a spacer. If you have the long crank, it will not work without modifying the input shaft.
Last edited by TDP; Dec 13, 2011 at 08:00 PM.
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Brett Foote The pilot bearing depth actually has a lot to do with the mounting of the clutch/flywheel/transmission. In 2005 GM went to a different bearing which fits in the large bore at the back of the crank.
You missed the point. With the new style pilot, it will allow for a shorter input shaft, *or* a shorter depth. Like I said, I haven't tried it so I don't know for sure. Just as idea to kick around..
You missed the point. With the new style pilot, it will allow for a shorter input shaft, *or* a shorter depth. Like I said, I haven't tried it so I don't know for sure. Just as idea to kick around..
Ok. Your missing the point also. The ls1 has a longer input shaft than the gen I transmissions, hence the reason for a crank spacer or longer crank to mate up to the 4l80.
Installing a pilot in the rear most bore of the crank will only further amplify the problem.
Installing a pilot in the rear most bore of the crank will only further amplify the problem.
Would you use an LT1 flywheel or an LS1? If you use and LT1, would you still use the LS1 starter? I already know that the LQ4 has 11mm bolts and the LT1 uses 7/16 bolts. From what I understand the LT1 also uses a 153T flywheel while all the late model LS flywheels and flexplates are 168T.
Teching In
Joined: Sep 2012
Posts: 1
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From: kentucky
6.0 t56 Ok so I was unaware of the long crank on the 00 lq4. I've already spent a fortune on maching, decking, heads, cam etc. I already have engine together ready to go in and now I realize my t56 ls will not bolt up. So from wat I've read I can change cranks or change my input shaft to a lt1 input shaft. Is this correct. If so which is recommended. Also I have an old school buddy who said he use to cut input shafts down to work. If so is that an option and wat r the risks Thanksc
Not necessarly. Depending on what year 6.0 you have. Lq series I'm guessing. Earlier 6.0's in trucks had a longer crank to mate up to the 4l80. Later models went to the short crank with a spacer. If you have the long crank, it will not work without modifying the input shaft.
Teching In
Joined: May 2014
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Teching In
Joined: May 2014
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If it is long crank it will bolt right up? What flywheel and clutch do I use?
If it has short crank I would be better of going LS t56 correct
If you can shorten the crank 0.400" and still have seal to crank contact, it's the long one.
You have it backwards.
All LS1 / LS6 are short crank. A short crank truck engine can use whatever bolts up to an LS1.
The trucks some years had long cranks. No flywheels made for these.
You have it backwards.
All LS1 / LS6 are short crank. A short crank truck engine can use whatever bolts up to an LS1.
The trucks some years had long cranks. No flywheels made for these.
