A First for RPM Transmission !
Thread Starter
Melting Slicks
Joined: Sep 2003
Posts: 2,458
Likes: 105
From: Northville Michigan
A First for RPM Transmission !
Last week I brought my C5 Z06 home after the guys at RPM Transmission completed a major transformation of my driveline. Rodney, TJ, Wes, Guffey, and Kirt spent two plus days removing my C5 aluminum driveshaft and rubber couplers, my C5 MN6 T-56 Tremec trans, and my C5 Z06 - Quaife equipped 4.10:1 differential.
In their place, they installed a Pfadt Racing carbon-fiber driveshaft, a Liberty Gear custom ratio C6 ZR1 T-6060 transmission, and one of their Quaife-equipped C6 ZR1 differential assemblies, with micro-polished 3.42:1 gears, a C6 rear crossmember with Pfadt Racing offset differential mounts, and modifying my exhaust to clear the new C6 crossmember.
The first order of business once I arrived was to move my Z06 onto one of RPM's hoists:
While all the C5 components were being removed, Kirt started the build of the C6 ZR1 differential. The following pictures show the strengthening that GM engineers put into the ZR1's differential case compared to a C5 Z06 case.
This is my C5 Z06 case:
Top View
C6 ZR1 case and its massive strengthening webs:
C6 ZR1 Case - Bottom View
Also, the C6 ZR1 differential has an 8.75 inch ring and pinion set versus the C5's 7.75 inch set.
Kirt had the internal components of the Quaife, the ring and pinion, and the output shafts waiting on his work bench when I arrived.
Below are the micro-polished internal components:
Here are the micropolished 3.42:1 ring and pinion set and the output shafts:
Next are shown the two halves of the Quaife case, followed by the build sequence of its internal parts:
Here is the completed Quaife
Followed by the Quaife with the ring gear and output shaft installed
Next, came the installation of the pinion support and the pinion gear:
RPM feels that the ZR1 pinion support casting is made of a different - superior material than other C5 and C6 pinion supports.
After the pinion support and gear were installed, Kirt literally removed and installed the Quaife, with the ring gear over a dozen times in order to get the backlash and pre-load not just to within GM's specifications, but to the sweet spot that brings long life and quiet operation.
While Kirt was working on the diff, Guffey was working on my new Pfadt Racing carbon-fiber driveshaft.
Here is a picture of a standard C5 aluminum driveshaft with its rubber couplers:
The next two pictures show the Pfadt carbon-fiber driveshaft. Until you pick one of these driveshafts up, you cannot believe how light they are:
Guffey also installed the Pfadt 17-4PH Stainless Steel couplers that replace the rubber couplers used by the C5 and C6 Corvettes:
He also prepared my Liberty Gear Tremec T-6060 trans for installation:
When you convert a C5 to the C6 ZR1 trans and diff, you must also replace the C5 rear crossmember with a C6 rear crossmember:
Aaron Phaft also makes the offset diff mounts that are needed to complete the conversion. If you do not have coilover shockabsorbers, you will also need C6 rear lower control arms.
Here is a picture of the C6 ZR1 diff with my L.G. Motorsports trans - diff coolers installed:
Rodney also plumbed my trans so the headset is cooled by the internal T-6060 pump and the remainder of the trans is cooled by the L.G. pump.
The RPM team also modified my Corsa mufflers and pipes so they would clear the new C6 ZR1 differential and rear crossmember. As a final touch, Kirt perfectly aligned my tail pipes.
During the final stages of the installation I asked TJ if RPM had ever installed this family of ZR1 and Pfadt components in a C5 before. His answer was that this was the first time they had installed all of them in a C5.
Driveability and shiftability of the T-6060 trans is vastly superior to the T-56 trans. Also, the diff makes no noises. Kirt hit the sweet spot again.
My thanks goes out to Rodney, TJ, Kirt, Guffey, Wes, and the entire crew at RPM for a superb job.
-
In their place, they installed a Pfadt Racing carbon-fiber driveshaft, a Liberty Gear custom ratio C6 ZR1 T-6060 transmission, and one of their Quaife-equipped C6 ZR1 differential assemblies, with micro-polished 3.42:1 gears, a C6 rear crossmember with Pfadt Racing offset differential mounts, and modifying my exhaust to clear the new C6 crossmember.
The first order of business once I arrived was to move my Z06 onto one of RPM's hoists:
While all the C5 components were being removed, Kirt started the build of the C6 ZR1 differential. The following pictures show the strengthening that GM engineers put into the ZR1's differential case compared to a C5 Z06 case.
This is my C5 Z06 case:
Top View
C6 ZR1 case and its massive strengthening webs:
C6 ZR1 Case - Bottom View
Also, the C6 ZR1 differential has an 8.75 inch ring and pinion set versus the C5's 7.75 inch set.
Kirt had the internal components of the Quaife, the ring and pinion, and the output shafts waiting on his work bench when I arrived.
Below are the micro-polished internal components:
Here are the micropolished 3.42:1 ring and pinion set and the output shafts:
Next are shown the two halves of the Quaife case, followed by the build sequence of its internal parts:
Here is the completed Quaife
Followed by the Quaife with the ring gear and output shaft installed
Next, came the installation of the pinion support and the pinion gear:
RPM feels that the ZR1 pinion support casting is made of a different - superior material than other C5 and C6 pinion supports.
After the pinion support and gear were installed, Kirt literally removed and installed the Quaife, with the ring gear over a dozen times in order to get the backlash and pre-load not just to within GM's specifications, but to the sweet spot that brings long life and quiet operation.
While Kirt was working on the diff, Guffey was working on my new Pfadt Racing carbon-fiber driveshaft.
Here is a picture of a standard C5 aluminum driveshaft with its rubber couplers:
The next two pictures show the Pfadt carbon-fiber driveshaft. Until you pick one of these driveshafts up, you cannot believe how light they are:
Guffey also installed the Pfadt 17-4PH Stainless Steel couplers that replace the rubber couplers used by the C5 and C6 Corvettes:
He also prepared my Liberty Gear Tremec T-6060 trans for installation:
When you convert a C5 to the C6 ZR1 trans and diff, you must also replace the C5 rear crossmember with a C6 rear crossmember:
Aaron Phaft also makes the offset diff mounts that are needed to complete the conversion. If you do not have coilover shockabsorbers, you will also need C6 rear lower control arms.
Here is a picture of the C6 ZR1 diff with my L.G. Motorsports trans - diff coolers installed:
Rodney also plumbed my trans so the headset is cooled by the internal T-6060 pump and the remainder of the trans is cooled by the L.G. pump.
The RPM team also modified my Corsa mufflers and pipes so they would clear the new C6 ZR1 differential and rear crossmember. As a final touch, Kirt perfectly aligned my tail pipes.
During the final stages of the installation I asked TJ if RPM had ever installed this family of ZR1 and Pfadt components in a C5 before. His answer was that this was the first time they had installed all of them in a C5.
Driveability and shiftability of the T-6060 trans is vastly superior to the T-56 trans. Also, the diff makes no noises. Kirt hit the sweet spot again.
My thanks goes out to Rodney, TJ, Kirt, Guffey, Wes, and the entire crew at RPM for a superb job.
-
Last edited by Pumba; Oct 15, 2011 at 12:28 PM.
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Thread Starter
Melting Slicks
Joined: Sep 2003
Posts: 2,458
Likes: 105
From: Northville Michigan
The Diff build, the Driveshaft, Trans, and Diff installation took about one day. The exhaust system rebuild took an additional 8 hours.
The RPM guys are real Pros.
Last edited by Pumba; Aug 11, 2010 at 09:25 AM.
Thread Starter
Melting Slicks
Joined: Sep 2003
Posts: 2,458
Likes: 105
From: Northville Michigan
- New ZR1 trans ~ $4,000
- Liberty Gears' upgrading of the trans' components ~ $1,600
- Liberty Gears' custom-made 2.42:1 first-gear ~ $1,900
- Pfadt Racing Carbon-fiber driveshaft ~ $ 2,000
- RPM Transmissions' work, the ZR1 differential, ZR1 output shafts, the Quaife LSD, micro-polished components, 3.42:1 ring and pinion set, C6 rear crossmember, AN fittings and hoses for trans and diff cooler plumbing, and rework of the exhaust system ~ $5,000
Drifting
Joined: Apr 2003
Posts: 1,391
Likes: 10
From: Jacksonville FL
What are the gear ratios of the new trans, and how does it feel having gone from the 4.10's to 3.42's? Looks like a very serious setup.
I thought my drivetrain was cool until a few minutes ago.
I thought my drivetrain was cool until a few minutes ago.
Thread Starter
Melting Slicks
Joined: Sep 2003
Posts: 2,458
Likes: 105
From: Northville Michigan
The following are my new set of gear ratios:
1st: 2.42:1
2nd: 1.61:1
3rd: 1.21:1
4th: 1.00:1
5th: 0.81:1
6th: 0.67:1
My plans are to build a 750 + cranshaft HP motor.
Will my existing 480 crankshaft HP motor it feels much slower from 0 to 60. Once I get to 7,000 rpms in 1st gear the acceleration through the remaining gears is very quick.
Thread Starter
Melting Slicks
Joined: Sep 2003
Posts: 2,458
Likes: 105
From: Northville Michigan