roby

Probably directed towards you rebuilders that have touched both, is there enough material, space, etc. to machine the t56 synchros to accept the tr6060 updated keys? Would it be worth the effort?

From pictures, the tr key teeth spacing that ride on the inner synchro collar, appear different between the 1/2, 3/4 & 5/6, rev synchros in both count & size. The later pair appear to have course teeth that may correspond to the t56 tooth count/size?

Any of you mad scientist tinkerer types (85MikeTPI) considered this or pulled it off?

jmd

iTrader: (4)

An M12 box with pump and shift-related parts upgrades is on my bench.

Yes, the synchronization teeth that mesh the slider to the gear are a mis-match in count, profile, ring diameter.

In short, you'd have more custom pieces than it would be worth.

There are multiple pieces to the shift linkage that relate to how shifts feel outside of the synchronizer keys. Implementation of the TR6060-utlilized parts began in the CTS-V.

roby

My consideration of the swap was more for durability than feel, with the small side benefit of reduce component count.

The t56 design just always seemed like a clunky, unrefined approach.

It seems to me shift quality would be more dependent on the front offset lever/shift detent assembly interaction, and to a lesser extent the offset lever detent ball/guide plate pockets.

Thanks for your input

roby

Out of curiosity how are the tr6060 keys holding up?

Any trending problems in general with the newer trans over all?

AMP-D

Completely different design. The keys on the T56 actually retain the synchronizer ring into place whereas they merely provide a detent pressure in the TR6060 thus the reason they don't get torn up even though they are made of plastic.

roby

Please expand on this statement, "The keys on the T56 actually retain the synchronizer ring into place whereas they merely provide a detent pressure in the TR6060".

If you're meaning rotational indexing, the synchro hub/collar cogs would be responsible for that?

Seems they both serve as just detent pressure, just two different approaches

roby

What's the consensus on the root cause of failure of stock t56 keys?

Fatigue, whether spring tension or key material.
Aggressive shifting.
Worn/broken shift pads.
Excessive synchro hub/collar clearance.
Clutch drag (not fully disengaging-failing hydrs.).

All the above?

AMP-D

TR6060 design with lugs machined into the hub to retain the ring location




T56 design where the keys actually retain the ring location

roby

Ah you're referring to blocker ring indexing, got it.