C7 7-speed Transmission in a C5
05-09-2014, 08:37 AM
#1
Melting Slicks
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C7 7-speed Transmission in a C5
Gentlemen,
At 7:30 p.m. last Tuesday night my Z completed a journey that started at the 2013 North American International Auto Show. At that show Chevrolet debuted the 2014 C7 Corvette Stingray. While other show attendees were gathered around the new Stingray, I was focused on a cut away display of the new TREMEC TR6070 7-speed manual transmission that would be available in the C7 Stingray.
I had read about the new Stingray offering a 7-speed trans, so I took my camera and a tape measure to the show in hopes that Chevrolet would have a cutaway model of the trans at the show. They did, and I took pictures of the trans from various angles and took pictures of it while place a measuring tape along its length.
As soon as I got home from the show I fired off an e-mail to Rodney and Jeremy at RPM Transmissions and asked them how the length of the 6070 compared to the 6-speed 6060 trans. They got back to me right away and told me that the 7-speed was 1.75 inches longer, and we talked about what I would take to install one in a C5. The consensus was that we would need to shorten the torque tube, driveshaft, and shift rod the same 1.75 inches. Unknown at that time was whether the bell housing on the rear end of the torque tube would fit in the tunnel once the torque tube had been shortened.
Later in the fall of '13 RPM purchased a completed TREMEC TR6070 transmission and did a teardown. What they found was that the 5th gear of the 6070 trans was narrower than the 5th gear found in the 6060 trans, and hence any 5th gear that TREMEC offered for the 6060 trans would not fit in the 6070 trans. So my choice of the 5th gear was made for me, unless I wanted spend big $ to have a custom 5th gear made.
In further discussions with RPM, we decided on the gear set for the 7-speed I wanted to have installed in my Z:
- 1st: 2.66:1
- 2nd: 1.78:1
- 3rd: 1.30:1
- 4th: 1.00:1
- 5th: 0.74:1 - The stock 5th gear in the base Stingray trans
- 6th: 0.63:1 - This gear came from my existing 6060 trans
- 7th: 0.42:1
Over the winter of '13 - '14 RPM gathered the parts we would need to do the conversion:
- A new TREMEC TR6070 Export transmission:
- A new The Driveshaft Shop carbon-fiber driveshaft that had been shortened by 1.75 inches:
- RPM sent out a C5 torque tube and had it shortened by 1.75 inches and ground off the exhaust hanger strap fastener bosses:
On Tuesday, May 6th, at 8:00 a.m. I was at RPM's shop in Anderson, Indiana. Led by Wes, and assisted by Guffey, Kurt, and Jeremy the RPM team worked tirelessly for the next 11+ hours to complete the conversion.
The removal of the existing C5 pieces went quickly. Because I had a slipping dual-disc clutch, the RPM team also installed a new American Powertrain SCIENCE FRICTION Atomic Twin Kevlar clutch assembly and one of their SCIENCE FRICTION Billet Steel flywheels.
RPM also took the time to shorten my existing C5 shift rod:
Here is a close-up of the weld that RPM did when shortening the shift rod by 1.75 inches:
There were some noticeable differences between the 6-speed 6060 trans and the new 7-speed 6070 trans. The first is the reverse lockout mechanism:
6060 Reverse Lockout
6070 Reverse Lockout
Next is the location of the trans pump.
6060 Trans Pump - Output Fitting
6060 Trans Pump - Feed to Gear Head Unit
6070 Trans Pump Output Fitting and Feed to the Gear Head Unit
Notice how the outlet and inlet to the Gear Head Unit on the 6070 are both on the driver's side of the trans. This cleans up the package and shortens the hose.
Next, Wes installed the trans-diff assembly on a lifting cradle and slid them into place in my Z.
The last remaining challenge was to relocate the Exhaust Pipe Spring Hangers. On a C5 they attach to the rear torque tube bellhousing:
In the shortening of the torque tube, we were required to move the hangers to a location at the junction of the bellhousing and the transmission:
We were also required to move the attaching straps further to the rear on the X-Pipe:
At a little after 7:30 p.m. Rodney took my Z for a ride to verify that it was safe to drive.
On the way down to RPM I had set my cruise control at 76 mph. My engine rpms with my 4.10:1 diff gear and the 6060's 0.55:1 6th gear was 2,300. With the 6070's 0.42:1 7th gear my engine rpms at the same 76 mph was 1,700. My fuel economy improved by over 15%, and the Z was much quieter on the highway. And the 6070 upshifts and downshifts are much easier to perform than the same shifts on a 6060.
The only item that we will need to adjust in the build is The Driveshaft Shop's carbon-fiber driveshaft. They do not supply any rubber couplers with their unit or the option to install rubber couplers. On the drive home, the NVH from the driveshaft was very objectionable. I will be purchasing and having RPM install a new carbon-fiber driveshaft with rubber couplers.
-
At 7:30 p.m. last Tuesday night my Z completed a journey that started at the 2013 North American International Auto Show. At that show Chevrolet debuted the 2014 C7 Corvette Stingray. While other show attendees were gathered around the new Stingray, I was focused on a cut away display of the new TREMEC TR6070 7-speed manual transmission that would be available in the C7 Stingray.
I had read about the new Stingray offering a 7-speed trans, so I took my camera and a tape measure to the show in hopes that Chevrolet would have a cutaway model of the trans at the show. They did, and I took pictures of the trans from various angles and took pictures of it while place a measuring tape along its length.
As soon as I got home from the show I fired off an e-mail to Rodney and Jeremy at RPM Transmissions and asked them how the length of the 6070 compared to the 6-speed 6060 trans. They got back to me right away and told me that the 7-speed was 1.75 inches longer, and we talked about what I would take to install one in a C5. The consensus was that we would need to shorten the torque tube, driveshaft, and shift rod the same 1.75 inches. Unknown at that time was whether the bell housing on the rear end of the torque tube would fit in the tunnel once the torque tube had been shortened.
Later in the fall of '13 RPM purchased a completed TREMEC TR6070 transmission and did a teardown. What they found was that the 5th gear of the 6070 trans was narrower than the 5th gear found in the 6060 trans, and hence any 5th gear that TREMEC offered for the 6060 trans would not fit in the 6070 trans. So my choice of the 5th gear was made for me, unless I wanted spend big $ to have a custom 5th gear made.
In further discussions with RPM, we decided on the gear set for the 7-speed I wanted to have installed in my Z:
- 1st: 2.66:1
- 2nd: 1.78:1
- 3rd: 1.30:1
- 4th: 1.00:1
- 5th: 0.74:1 - The stock 5th gear in the base Stingray trans
- 6th: 0.63:1 - This gear came from my existing 6060 trans
- 7th: 0.42:1
Over the winter of '13 - '14 RPM gathered the parts we would need to do the conversion:
- A new TREMEC TR6070 Export transmission:
- A new The Driveshaft Shop carbon-fiber driveshaft that had been shortened by 1.75 inches:
- RPM sent out a C5 torque tube and had it shortened by 1.75 inches and ground off the exhaust hanger strap fastener bosses:
On Tuesday, May 6th, at 8:00 a.m. I was at RPM's shop in Anderson, Indiana. Led by Wes, and assisted by Guffey, Kurt, and Jeremy the RPM team worked tirelessly for the next 11+ hours to complete the conversion.
The removal of the existing C5 pieces went quickly. Because I had a slipping dual-disc clutch, the RPM team also installed a new American Powertrain SCIENCE FRICTION Atomic Twin Kevlar clutch assembly and one of their SCIENCE FRICTION Billet Steel flywheels.
RPM also took the time to shorten my existing C5 shift rod:
Here is a close-up of the weld that RPM did when shortening the shift rod by 1.75 inches:
There were some noticeable differences between the 6-speed 6060 trans and the new 7-speed 6070 trans. The first is the reverse lockout mechanism:
6060 Reverse Lockout
6070 Reverse Lockout
Next is the location of the trans pump.
6060 Trans Pump - Output Fitting
6060 Trans Pump - Feed to Gear Head Unit
6070 Trans Pump Output Fitting and Feed to the Gear Head Unit
Notice how the outlet and inlet to the Gear Head Unit on the 6070 are both on the driver's side of the trans. This cleans up the package and shortens the hose.
Next, Wes installed the trans-diff assembly on a lifting cradle and slid them into place in my Z.
The last remaining challenge was to relocate the Exhaust Pipe Spring Hangers. On a C5 they attach to the rear torque tube bellhousing:
In the shortening of the torque tube, we were required to move the hangers to a location at the junction of the bellhousing and the transmission:
We were also required to move the attaching straps further to the rear on the X-Pipe:
At a little after 7:30 p.m. Rodney took my Z for a ride to verify that it was safe to drive.
On the way down to RPM I had set my cruise control at 76 mph. My engine rpms with my 4.10:1 diff gear and the 6060's 0.55:1 6th gear was 2,300. With the 6070's 0.42:1 7th gear my engine rpms at the same 76 mph was 1,700. My fuel economy improved by over 15%, and the Z was much quieter on the highway. And the 6070 upshifts and downshifts are much easier to perform than the same shifts on a 6060.
The only item that we will need to adjust in the build is The Driveshaft Shop's carbon-fiber driveshaft. They do not supply any rubber couplers with their unit or the option to install rubber couplers. On the drive home, the NVH from the driveshaft was very objectionable. I will be purchasing and having RPM install a new carbon-fiber driveshaft with rubber couplers.
-
Last edited by Pumba; 05-09-2014 at 04:28 PM.
05-11-2014, 01:34 PM
#5
Racer
07-08-2014, 08:52 AM
#6
Melting Slicks
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Member Since: Sep 2003
Location: Northville Michigan
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Gentlemen,
Back in early May I wrote a thread on the installation of a TREMEC 6070 7-speed transmission in my C5 Z06 - http://forums.corvetteforum.com/c5-z...-a-c5-z06.html
Everything with the RPM Transmissions installation went extremely well, except for an objectionable vibration from The Driveshaft Shop's carbon-fiber driveshaft. Their driveshaft did not have any rubber couplers.
Well, immediately after I got home with my Z, I had Jeremy at RPM give Bobby at L.G. Motorsports a call and order one of their carbon-fiber driveshafts. The L.G. driveshafts are designed to use rubber couplers.
Last Wednesday I was able to get back down to RPM, where with the expert help of Wes and Kurt, The Driveshaft Shop's driveshaft was removed and the L.G. driveshaft was installed.
RPM expertly installed C6 ZR1 couplers on each end of the new driveshaft:
The above picture shows a top-view of the C6 ZR1 coupler on the left and a standard C5-C6 coupler on the right.
Next, this is a side-view of the same two couplers, again with the C6 ZR1 coupler on top.
Finally, the above picture shows a 3/4 view of the same two couplers with the C6 ZR1 coupler on the left. Note the beefier steel sleeves and the extra thickness of the C6 ZR1 coupler.
With the new L.G. Motorsports driveshaft and C6 ZR1 couplers installed, ALL objectionable vibration is gone. Now I await Dr. Phil's completion of the tune.
HAPPY DAYS ARE HERE AGAIN ! ! !
Back in early May I wrote a thread on the installation of a TREMEC 6070 7-speed transmission in my C5 Z06 - http://forums.corvetteforum.com/c5-z...-a-c5-z06.html
Everything with the RPM Transmissions installation went extremely well, except for an objectionable vibration from The Driveshaft Shop's carbon-fiber driveshaft. Their driveshaft did not have any rubber couplers.
Well, immediately after I got home with my Z, I had Jeremy at RPM give Bobby at L.G. Motorsports a call and order one of their carbon-fiber driveshafts. The L.G. driveshafts are designed to use rubber couplers.
Last Wednesday I was able to get back down to RPM, where with the expert help of Wes and Kurt, The Driveshaft Shop's driveshaft was removed and the L.G. driveshaft was installed.
RPM expertly installed C6 ZR1 couplers on each end of the new driveshaft:
The above picture shows a top-view of the C6 ZR1 coupler on the left and a standard C5-C6 coupler on the right.
Next, this is a side-view of the same two couplers, again with the C6 ZR1 coupler on top.
Finally, the above picture shows a 3/4 view of the same two couplers with the C6 ZR1 coupler on the left. Note the beefier steel sleeves and the extra thickness of the C6 ZR1 coupler.
With the new L.G. Motorsports driveshaft and C6 ZR1 couplers installed, ALL objectionable vibration is gone. Now I await Dr. Phil's completion of the tune.
HAPPY DAYS ARE HERE AGAIN ! ! !
Last edited by Pumba; 07-12-2014 at 02:47 PM.
07-09-2014, 01:37 AM
#7
Stunning work! Is the 6070 stronger than the 6060 box? Also are there any aftermarket gear sets out yet? Just thinking it might be nice to run a closer 1-6 ratios and then still have the tall 7th.
07-09-2014, 03:34 PM
#9
Le Mans Master
Wouldn't it have been a lot simpler and many thousands of dollars less expensive to get rid of the 410 gear if the goal was to drop a few hundred RPM while cruising?
07-11-2014, 07:07 PM
#12
Melting Slicks
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Member Since: Sep 2003
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Thanks.
The gears in the 6060 and the 6070 are the same for 1 - 2 - 3 -4 -6. The 6070's 5th gear is narrower than the 6060's 5th gear and they are not interchangeable. It would be BIG $ to have a custom 5th gear made for the 6070, and that is the reason I did not change my new 5th gear.
You should be able to use any of the 6060's gears, except 5th in a 6070.
Last edited by Pumba; 07-11-2014 at 07:17 PM.
07-11-2014, 07:14 PM
#14
Melting Slicks
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Member Since: Sep 2003
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What you posted is true, except that was not the goal.
In 7th gear, I am turning the same RPMs as a C5 or C6 with the MN6 trans and a 3.42:1 final drive ratio.
The goal was to have a 4.10:1 final drive ratio, which gives me 19.88% more rear wheel torque than the standard 3.42:1 final drive ratio, while also having a close ratio transmission gear set for 1st thru 6th gear, so at 6,300 rpms in 6th gear I could achieve 200 mph, and with the addition of a 0.42:1 7th gear still be able to achieve decent fuel economy.
You can't do ALL of these things with a 6-speed trans.
-
Last edited by Pumba; 07-12-2014 at 02:49 PM.
07-12-2014, 01:07 PM
#20
Racer
The bushings in C6 ZR1 coupler appear longer than the ones in the stock coupler (at least in the photo). Do you know if the ZR1 coupler will work with the stock drive shaft? Do you know if the rubber in the ZR1 coupling has a higher durometer rating than the stock one?
My car is apart for a differential replacement and replacing the drive shaft couplers may be something I want to do while it's out of commission.
Great project, thanks for sharing.
