Any more pics of the crossmember Goody?

Not yet, but I'll make a note to take some for you. I am working on finalizing my upper crossmember parts to have laser-cut and have been pretty busy over the last two weeks. I'll get some work done soon!

Not much progress, but I got my 1st iteration of the crossmember cut and bent today. I could stand to chop it down some depending on what the driveline angle ends up being with this SST crossmember.

If I make another I know where I'd make some changes, but I'll likely just make this one work. It's close enough.

Is the trans you got the ls1/viper based trans? Also, which bellhousing are you using. The quicktime website is pretty vague about what bellhousing to use with what version of the t56.

The transmission is a GM-based T56 Magnum. Most "viper" or "ls1" talk has to do with the older T56 transmission.

The T56 Magnum is a TR6060 based transmission [which is used in the modern Viper, Vette, Mustang, Camaro, Challenger, etc]


The bell housing is a Quicktime RM-8074.

Pecking away at it. Really hoping to get the welding on the car done over the next two weeks. The frame "T" and part of the torsion bar crossmember was given a second life with some 12ga plate, added the subframe connector, and the torque box.

I added another support from the forward rail, where the torque box picks up, back to the torsion bar crossmember, inline with the sub frame connector. I wasn't overly impressed with all of the offset 90* load paths within this area running up the X-axis of the car, and while I'm here I want to get all the compliance I can get out of it. It's 2.5"x2.5"x14ga square, and falls under the "while I'm here" and "better than nothing" category. It also helps scatter the torque applied to the chassis from the torsion bar.


I also started in on the floor today, I'll tackle the passenger side later this week.

It looks as if you really appreciate the new garage lighting.

Now if I could just get A/C in there I wouldn't have to block half of my lights with the door up.

I need car parts more than a/c!

Nice process! For those who are looking at T56 of any version, YES YOU WANT THE REVERSE LOCK OUT!!! the shift pattern on these is so tight that without it, you WILL hit the reverse gate on the 4-5 upshift at least once, if not multiple times. First time I drove a T56 in a Dakota (not my truck) I hit reverse gate and mashed syncros together at least 4-5 times in the first 20 minutes before I trained myself how tight the pattern was and could shift without hitting reverse gate.

It's really a simple feature to keep.

I have mine wired to the brake light circuit. step on brakes, the brake lights illuminate and my transmission can shift into reverse.

Could use a button/switch but under what circumstances are you going to be stepping on the brakes during a 4-5 UPSHIFT? that's like stepping on the gas pedal while trying to slow down. Having it tied into the brake light circuit makes it very intuitive, and easier for another driver to figure out if the situation ever arises where someone other than you has to drive your car.

I am certainly keeping the reverse lockout, I think I'll tie it to have to have the clutch in and the brake applied. Just to reduce the number of cycles the solenoid sees.

I like the added 2.5x2.5, Smart

I can't see from the pics, did you add any internal gussets to tie both sides of the crossmember together where your added 2.5 attaches, and is there one already were the OEM stub attaches?

I would have liked to see a slightly deeper lower flange on the fabricated upper crossmember, looks like there is room, at least on the rear flange. The TB's load it in compression, correct?

No on the internal gussets, however each torsion bar crossmember is capped with fabricated 12ga pieces. I deemed that additional structure to be sufficient. The top gusset on the forward rail is OEM, where the 2.5" square picks up at it.

The flange could have been bigger, but it was very much a "one-shot" type thing, I had a buddy of mine cut it for me on their laser cutter. I don't want to wear that potential resource out with iterations. However, given the additional 12ga caps, the 2.5" square and the subframes, it's substantially stronger than it was before. In addition, as the floor and tunnel goes in and ties to it, it will gain additional rigidity as well.

3" of engine setback would've made the trans cross member a breeze lol!

Sure would, pretty much everything would benefit from doing that performance-wise.

Can't wait for an in car video of the finished product. It would be nice to hear your input on feel of the transmissions. No gear ratio chart on the internet can do that.

I'll have the same transmission in my Dart. Hopefully, it will be done late October.

Me too! I think it'll couple with the Hemi very very well. Looking forward to it.

Wouldn't that be a very similar setup to what you get in a new 6 speed Challenger?