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Welcome to QuickShift Performance

At Quick Shift Performance, we don’t just ‘rebuild’ your T56; we ‘BUILD’ your T56 and make it better than it was when it was new.

The T56 was originally engineered and produced by Borg Warner. The first production vehicle to receive the T56 was the 1992 Dodge Viper. The next year it found its way into the 1993 4th Gen Camaro’s and Trans Am’s and many other vehicles soon followed. In its stock form, under normal driving conditions, the T56 is a very capable transmission. But when pushed hard or put under extreme shifting conditions it can start to show some factory defects. Let’s examine some of the factory defects and what can be done to correct them.

Shift Fork Pads:
The factory T56’s have plastic shift fork pads. These pads slide on the synchronizer assemblies and are the first point of contact when a shift is made. These pads are fine for normal driving and tend to have decent wear characteristics under normal conditions. But let’s be honest here, the vehicles that have T56’s were not necessarily made for “normal” driving. When a hard shift is made, it puts a lot of stress on these plastic pads which can cause them to break. They can also get brittle over long periods of time or high mileage. When the pads break or crack they can become very difficult to shift or even become stuck in one gear. The fix is to upgrade to a bronze shift fork pad.

Synchronizer Keys:
The factory T56’s also have weak stamped steel synchronizer keys. These keys are located in between the hub and the outer sleeve of the synchronizer assembly. Just like the plastic shift fork pads listed above, the stamped steel synchronizer keys were made for normal driving conditions and not made for hard shifting. When these stamped steel keys fail, they break into pieces causing very difficult shifting or even locking the transmission into one gear.

Blocking Rings:
Another common item to wear out is the factory blocking rings. The blocking rings are also sometimes called synchronizer rings. These rings engage the synchronizer sleeves using small teeth on the outer edge during a shift. The role of the blocking ring is to slow down and match the speed of the previous gear to the next gear selection. They do so by means of a friction material. When the friction material of the blocking rings start to wear out, the next gear won’t match the same speed as the previous gear and the teeth clash together making a grinding noise. The fix is to install upgraded blocking rings with a stronger friction material in the form of Carbon/Kevlar. The Carbon Fiber provides great friction and the Kevlar adds longevity to the blocking rings.   

3-4 Shift Fork:
The last item we’re going to address here is the factory aluminum 3-4 shift fork. If you’ve ever researched these T56’s you’ve probably read about the dreaded shift forks breaking during a hard shift into 3rd gear. Just like the items above, these factory aluminum shift forks were produced with normal driving conditions in mind. The problem is that when driving the vehicle hard, the 2nd to 3rd (or vice versa if road racing) shifts are often the most violent shift in the spectrum. It not only has to move forward and backward, but your shifter is also moving from one side to the other. The aluminum shift fork will often fail when shifted too hard into 3rd gear. The fix is to install a much stronger upgraded steel 3-4 shift fork. Most factory vehicles that came with a T56 and produced after 2004 should already have the steel 3-4 shift fork installed. We include a steel 3-4 shift fork in every T56 we build at Quick Shift Performance.

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