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C5 Automatic To Manual Conversion | Full EBook
Do you drive an automatic transmission equipped C5 Corvette but want to install an aftermarket shift knob. Sadly, the options for the automatic C5 Corvette knob are very limited, especially so when compared to what is offered for the manual transmission cars. This knob provides a quick solution to allow the automatic transmission Corvette driver to have his world opened up to a vast number of shift knob options. If you want to give your C5 Corvette a greater interior custom visual appearance, this shift knob adapter and a custom shift knob are a fantastic combination to start with. Just press down on the knob to change the grear position. Shift knob adapter is made to work on AUTOMATIC transmission vehicles ONLY. VMS Racing shift knob adapters are manufactured of Aircraft Quality T-6061 Billet Aluminum, and then they are precision machined to exacting tolerances. Unlike traditional rearwheel- drive cars that have the driveshaft behind the engine and transmission, the C5’s is located between the engine and transmission. Both fifth and sixth gears in the 6-speed are overdrives: 0.74:1 (fifth gear) and 0.50:1 (sixth gear), respectively. The transmission (2) bolts to the differential and the torque tube. For a comprehensive guide on this entire subject you can visit this link: The cradle also hosts the front suspension, spring, anti-locking braking system (ABS), and a cooler. The new C5’s transmission was located in front of the rear differential. The clutch and pressure plate remained mounted to the engine. A torque tube enclosed the driveshaft, which connected the flywheel, clutch, and pressure plate to the transmission. The driveshaft rotated on two large, fiber composite bushings attached to the front and rear of the torque tube. The shifter linkage runs along the tube to the transmission. While this was a radical design departure for Corvette, the rear transmission concept has been used on other exotic sports cars, like Ferrari, for years.
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Another reason Corvette engineering shifted to this approach was to provide more interior room in the new car. Moving the transmission to the rear also enabled them to move the engine behind the front axle. The rear-mounted transmission and axle housing are bolted to a large aluminum cradle. This cradle is secured to the frame by four bolts. The rear suspension, spindles, lower control arms, brakes, sway bar, and springs are also mounted to this cradle. The engine is mounted to a large aluminum cradle at the front of the car. In addition, it has the suspension spindles, lower control arms, front sway bar, brakes, and anti-lock braking- system module attached. This cradle is held in place by four bolts that attach it to the frame. Lift the car into the air and, once the cradles are supported, then remove the eight bolts and the entire driveline from the car. Most shops prefer this method if they have to perform any major mechanical repairs to a C5. The axles are splined on the inside and fit into the rear-end housing; they are held in place by clips. Both ends of the axles feature universal joints covered by rubber boots that protect them from weather-related damage. All of the engine’s torque and horsepower are transmitted through these axles to the rear wheels. Sticky tires like drag radials really take their toll on these units. I strongly recommend changing these to stronger aftermarket units if you plan to continuously drag-race your ’Vette. Rubber boots protect the universal joints from water and dirt. The torque tube is attached to the engine bellhousing in the front and to the transmission case in the rear. The driveshaft is held in place by bearings inside the torque tube. In 2001, a stronger driveshaft was put into all C5s to cope with the higher performance of the Z06. The driveshaft was changed from a metal matrix composite to aluminum alloy 6061, and was increased in diameter from 55 mm to 63 mm.
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Driveshaft couplings also were upgraded on manual-equipped models for additional strength and durability. C5 Corvette automatics were equipped with a standard 2.73:1 axle ratio and an optional 3.15:1 ratio. All 6-speed cars came standard with a 3.42:1 ratio.Servicing If you are buying a C5, it is important to review the car’s service history to see if this problem occurred and was fixed. I strongly recommend routinely checking this part of your differential, because loss of fluid could have expensive consequences. Each time you have your car’s oil changed, make sure the technician checks the level and condition of your differential fluid. Follow the service manual step by step if you have never done this before. Removing, servicing, and replacing the rear axle assembly in a C5 require removing major mechanical components in the car. This job is much easier with two people. So here we go: start by removing the wheels, the exhaust system, and the rear brake calipers. You can leave the brakes attached to the suspension upright or remove the calipers from the rotors. If you take the calipers off the rotors, support them with a bent piece of wire connected to the frame. The clutch and pressure plate are located inside the bellhousing. However, this heavy design provides smooth starts and good reliability. The shocks also need to be unbolted on the bottom of the lower control arm. The rear suspension cradle and the rear of the torque tube need to be supported with adjustable safety stands. The four rear cradle bolts and all associated wiring need to be released. The rear of the torque tube needs to be unbolted from the transmission. Once everything is properly released, the rear cradle needs to be lowered via the safety stands. Once the cradle clears the four bolts, the entire unit is slid back away from the torque tube. Next, the transmission needs to be removed from the rear end Just reverse the removal procedure to reinstall either unit.
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Again, this job is much easier if you have access to a vertical lift. It can be done on the ground with safety stands, but the preferred method is using a lift. The automatic is a 4-speed overdrive unit that came standard with the GU2 rear axle (2.73:1). This transmission was also available with the G92 performance axle (3.15:1). All 6-speed cars were equipped with the GU6 axle (3.42:1), including the Z06. It continued to be the only automatic transmission available in the C5 to the end of production in 2004. It came standard with a 2.73:1 final drive ratio, and the 3.15:1 performance axle was optional. In later C5s, a lighter automatic transmission case was installed. By optimizing the design of the automatic transmission case, Corvette engineers were able to trim some material and reduce thickness in some areas. This resulted in a weight reduction of 3.3 lbs without sacrificing reliability. This transmission is modified by a number of aftermarket tuners for drag racing. It is the only transmission available for the Z06. It has more aggressive gearing (see the above chart) to increase torque multiplication in most forward gears, allowing for more rapid acceleration and more usable torque at higher speeds. A transmission temperature sensor was added to protect the M-12 from higher thermal stresses. The sensor warns the driver via the Driver Information Center with a “TRANS OVER TEMP” light if thermal loads become excessive, meaning that the transmission could be damaged if not allowed to cool down. When these units are modified, they are excellent for drag racing. Notice where the two frame studs are located that secure the cradle to the frame. Oil changes are also a good time to inspect your transmission for any leaks that could damage your car or transmission. Consult your owner’s manual to determine the manufacturer’s recommended fluid changing schedule. Follow the service manual step by step if you have never done this before.
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Removing, servicing, and replacing the 6-speed or automatic transmission in a C5 require removing major mechanical components in the car. Start by removing the wheels and the exhaust system. Next, the upper control arm bolts on the rear suspension need to be removed from the frame. The shocks also need to be unbolted on the bottom. The four rear-cradle bolts and all associated wiring must be released. Once this part of the driveline is clear, it can be lowered and moved out for servicing. Just reverse the removal procedure to reinstall either unit. It can be done on the ground with safety stands, but the preferred method is using a lift. Clutch and Pressure Plate This new clutch design also provides for lower pedal effort, making manual-equipped Corvettes easier to drive. The pressure plate and clutch mechanism are operated with the clutch pedal that is assisted by a hydraulic piston to lighten the pedal pressure. The pressure plate is multi fingered and the pressure plate, flywheel, and clutch weigh about 60 lbs. These units usually weigh 24 to 28 lbs. Because this unit is bolted directly onto the engine crankshaft, reducing this weight really improves engine performance. However, the lighter clutches and flywheels make it more difficult to drive a 6-speed car. Less flywheel mass means the car stalls more easily unless you keep the RPM at higher levels under starting conditions. Servicing Many people think brake fluid is used in Corvette hydraulic clutch systems. In the late 1980s, as a solution to squeaky clutch master cylinders, GM developed a specific clutch fluid (PN 12345347) and it is specified for the C5. What I am providing in this explanation is just an overview on what is required to complete this job. Follow the service manual step by step if you have never done this before. Removing and replacing the clutch in a C5 requires removing major mechanical components in the car.
Start by removing the wheels, rear brake calipers (if you do not want to bleed the brakes), and the exhaust system. The shocks also need to be unbolted on the top. The rear suspension cradle and the front of the torque tube need supporting with adjustable safety stands. The rear of the engine must also be supported with a safety stand to keep the engine in place when the torque tube is removed. The four rear-cradle bolts and all associated wiring need to be released. The front of the torque tube needs to be unbolted from the bellhousing. When the cradle clears the four bolts, the entire unit is slid back away from the engine. Once this part of the driveline is clear, it is lowered and moved out of the way. Next, remove the lower bellhousing dust cover. This gives you access to the clutch assembly. The pressure plate and clutch can now be removed from the flywheel by unbolting the pressure plate. Once the pressure plate and clutch are removed, you can now inspect the flywheel. If it is warped or scarred from abuse, replace it. If it is in good condition, clean the surface and reuse it. If you want to use an aftermarket flywheel, this is the time to install one of these units. The arrow indicates the area where the cover is attached to the differential case. The lower portion of this cover has been leaking, as evidenced by the dark stains. Just reverse the removal procedure and torque all of the bolts per the factory shop manual. Count on at least eight hours for this job. If you are going to install a lightweight aftermarket unit, first you must remove the factory flywheel. Because this is a pretty involved job, I strongly suggest you do some research on the type of clutch you are going to require. Because of their high, unsprung weight, the factory Z06 clutch unit offers you good reliability with high performance. If you are only slightly modifying your engine, and you are going to use your car for everyday driving, I recommend installing one of these units.
Their mass allows smooth starts and they very rarely chatter. This makes driving in bumper-tobumper traffic much easier. However, if you are going to perform major engine work, like upgrading the head, cam, and block, you need to upgrade your clutch. As I have suggested before, talk with Corvette owners who have made this change or visit some Internet Corvette chat rooms before purchasing one of these clutch assemblies. Once you have your new clutch in hand, just reverse the removal procedure. A few common-sense maintenance checks are sure to keep you car running in tip-top condition. Coolant put into LS1s at Bowling Green is a mix of 45 tap water and 55 ACDelco, Dex-Cool, a unique ethylene- glycol antifreeze with a non-silicate, anticorrosive chemical package. Dex-Cool was jointly developed by GM and Texaco and became factoryfill in most GM cars for the 1996 model year and newer. It is available at dealerships and auto parts stores under a variety of brand names. Just be sure to look for the GM-approved logo on the label. Its non-silicate formula is longer lasting and better for durability of cooling system parts than silicate-based anticorrosive packages in old-style antifreezes. Dex-Cool has an orange-pink color and has proven to be very reliable in Corvettes. If small additions of coolant are necessary, distilled water will suffice. If a large addition of coolant is required, first find the leak. We suggest distilled water because tap water in some areas may be more acidic or have more alkaline than in Bowling Green. When re-filling your radiator, use a GM-approved Dex-Cool product. Check with your dealer before you add these products to make sure they are approved for your car. If the engine is overheated, do not remove the cap until the engine is completely cooled. A plastic screw cover has been removed for this photo. As good as Dex-Cool is, that interval seems long.
Avoid antifreeze products other than Dex-Cool, unless antifreeze with a silicate anticorrosive package is unavoidable. A good cooling system performance upgrade is the addition of Red Line Oil’s SuperCool. It consists of a chemical surfactant or “wetting agent” that improves heat transfer from engine parts to the coolant, along with a non-silicate, anticorrosive package. Adding SuperCool in the manufacturer-recommended proportion results in the coolant stabilizing at a lower temperature, once the thermostat is open. Other additives are unnecessary and do not use the “sealing pellets” that were recommended in past model years. They restrict parts of the cooling system and, due to improved technology in engine parts that come in contact with coolant, are unnecessary. If the engine is at operating temperature, it’s possible that coolant surge tank cap removal will cause an explosive boiling in the system. This could result in potential injury. The C5 tank cap is threaded to allow simple pressure relief. When the hissing stops, turn the cap further until it comes off. If the engine is running hot, say, with a coolant temperature of 220 F and above, allow the engine to cool before removing the cap.Changing coolant in an LS1 is a little more time consuming than it was with older Corvette engines, because the engine block coolant drains are not accessible when the engine is in the car. The left drain is hidden behind the engine mount bracket, and the right drain is behind the starter. Because of this, you can’t fully drain the system; you only can flush it. This work may also involve working with hot engine parts or hot liquid. We suggest you use some automotive work gloves such as those sold by Mechanix Wear. We like them because they protect hands but still allow good feel. Open it and let it run until the flow stops, close the drain, and refill the system with water.
Run the engine until the thermostat opens, shut off the engine, carefully release the pressure in the cooling system, and open the radiator drain again. Repeat this procedure until the coolant coming out of the radiator runs clear. You may need to do this tedious flushing trick several times to get the water to run clear. Once the flushing is done, close the drain and fill the system with 6.5 quarts of Dex-Cool (50) and, optionally, a bottle of SuperCool additive (Check with your dealer before you do this). Add distilled water until it reaches the base of the surge tank neck. Start the engine and let it idle for a minute, then cycle engine speed from idle to 3,000 rpm and back, until coolant temperature reaches normal operating temperature. Remove the tank cap, observing the cautions discussed previously. If it is not, top off with distilled water, replace the cap, start the engine, and repeat the above procedure. The PCM is in yet another cavity under the battery, which is a problem with C5s. Because of engine heat, batteries sometimes leak and the battery acid damages the PCM, which sits right under the battery. When buying a C5, be sure to carefully inspect this problemprone area. Removing the right wheel-well filler-panel exposes it. Additional fuses and circuit breakers, mainly interior and instrument panel cluster (IPC) items, are located under an easily removable panel at the front of the passengerside foot well under the carpet. This has been a problem area for C5s. The Power Control Module (PCM) is located directly underneath the battery. You can see the two belts that operate the engine’s accessories. These should be checked and replaced if they show cracking. If it has an aftermarket unit, check with the manufacturer to determine its required maintenance. CS130Ds are quite durable, but should you ever have to replace one, the job is easy.
The alternator is driven by the customary serpentine belt system, but the LS1 uses two belts—one for the HVAC (Heating, Ventilation, Air-Conditioning System) compressor and the other for the alternator and accessories. The air filter element is contained in an easy-to-open housing in front of the radiator. The factory element is an ACDelco A917C. It should be inspected every 10,000 miles and replaced, if necessary. Inspect it every 10,000 miles. If it is at all dirty, simply remove it, clean it, re-oil it, and put it back in place. The alternator on a C5 is the dependable ACDelco CS130D series unit. CS130Ds are quite durable, but should you ever have to replace one, the job is easy. If it is at all dirty, simply remove it, clean it, re-oil it, and put it back in place. Click the button below and we will send you an exclusive deal on this book. Please try again.Please try again.In order to navigate out of this carousel please use your heading shortcut key to navigate to the next or previous heading. Register a free business account Please try your search again later.In the past, if you had one of these style shifters you were stuck. That all changes NOW. This custom engineered part gives you access to the ENTIRE line up of Sickspeed shift knobs that would normally only fit manual transmission cars. See our other listings for knobs. New Sickspeed Auto to Manual Shift Knob Adapter. Engineered to be a perfect fit for your OEM Corvette shift lever. Designed to work seamlessly with most Sickspeed knobs. Shift Faster! No more push-button, just push down on the knob to shift gears. Installs in seconds. Don't forget to check out our other listings for parts and accessories to suit your ride.To calculate the overall star rating and percentage breakdown by star, we don’t use a simple average. Instead, our system considers things like how recent a review is and if the reviewer bought the item on Amazon. It also analyzes reviews to verify trustworthiness.
All 928 parts and instructions are provided, you only have to source your own used Corvette parts (and we will provide a shopping list for you for those items). You will still use them. The 928 Motorsports aluminum flywheels and performance clutch packages are compatible. This way we are able to use the original suspension mounts provided by the OEM cross-member, making certain that all our rear alignment and suspension mounts are correct. As an added plus, this 3-piece cross-member design also allows you to remove and service the transaxle (if that should ever be needed) without removing the rear suspension. The stock 928 manual transmission had brass synchro rings (heavy) and the new 6-speed transmission has carbon-fiber synchros (light). They react faster, engage more smoothly, and do not require double-clutching during up-shifts or downshifts. Your shifts will be glass-smooth all the time, making performance driving simpler and more fun.Most 928's will be going from a 2.20:1 or 2.54:1 FDR to a 3.42:1 FDR, with a matching increase in acceleration as you would expect. Yet, because of the 6th gear overdrive, the engine is not laboring at highway speeds either. For example; the firewall on the automatic transmission car has to be modified to hold a clutch master cylinder. We will show you how, and provide the needed parts - but it will require skills with a hole saw and riveting to install the clutch master cylinder mount. Alternatively, you may bring the car to us for us to perform this conversion for you. Or, you can send your 928 to us and we will install the 6-speed transaxle and kit for you. When the installation is finished, customers usually fly in to Milwaukee airport and we pick them up there in their own car and they drive it home. Call for pricing if you are having us do the installation. You need to supply us with your: Just tell us which you prefer. The cost is the same. Good up to 500 HP.
Or, we can assemble it using one or two solid couplers, great for racing, and good to 1000 HP.On 1978-1990 cars, the pulse generator is located in the differential cover so you will need to buy and install a GPS pulse-generator to make your speedometer work again if that is your wish. There are no returns allowed on Special Order items. In addition, we provide customized services that include: machining, installation, repairs and upgrades. Our expertise is your advantage. For general Corvette information, see Chevrolet Corvette. Please consider expanding the lead to provide an accessible overview of all important aspects of the article. Please discuss this issue on the article's talk page. ( February 2017 ) Production variants include the high performance Z06.To improve handling, the transmission was relocated to form an integrated, rear-mounted transaxle assembly. The LS1 engine initially produced 345 hp (257 kW), subsequently increased in 2001 to 350 hp (261 kW). The C5 was also the first Corvette to incorporate a drive-by-wire throttle; and variable-effort steering, whereby the assist level of the power steering is varied according to vehicle speed (more at lower speeds, less at higher speeds). Also notable, though rarely discussed, the C5 generation was the first model to adopt the parallel or 'tandem' windshield wiper configuration, abandoning the opposed configuration that was used on every previous Corvette model since the first in 1953. A number of factors are responsible for this: the relatively light weight of the C5 (a curb weight under 3,300 lb (1,500 kg); Chevrolet went so far as to omit the spare tire as a weight-saving measure, relying upon run-flat tires instead); the C5's low drag coefficient; and the vehicle's tendency to upshift into the higher gears as soon as possible.
The manual transmission's Computer-Aided Gear Shifting results in an obligatory shift from 1st gear directly into 4th gear under certain driving conditions; the system can be deactivated through PCM tuning or the use of an aftermarket device. Late in the production run (starting with the 2003 model year), the F55 Magnetic Selective Ride Control Suspension replaced the F45 as the third suspension choice. The racing-inspired FE4 suspension used for the Z06 is stiffer than any offered on the base model C5, and is unique to that model with no optional suspension offered. The C5's suspension consisted of independent unequal-length double wishbones with transverse fiberglass mono-leaf springs and optional magnetorheological dampers.SMC provides better protection against direct blows because it is very stiff and will not dent. The floor boards on the C5 are a composite consisting of SMC with balsa wood in the middle. Balsa wood was chosen for its stiffness, light weight, and sound absorption qualities. The all aluminium LS1 overhead valve engine is much lighter than its bi-metal (cast iron block, aluminum heads) predecessor, the LT1, and provides for a much lower hoodline when compared to an overhead cam design of relative displacement. The composite leaf springs are much lighter and sit much lower than typical coil springs and help provide the C5 with its smooth ride characteristics and low ride height.The Z06 uses a tuned version of the standard LS1 engine (designated the LS6 ), with a higher power output of 385 hp (390 PS; 287 kW). Although its total output was less than that of the previous late model ZR-1, the Z06 was much lighter, and could out-perform the ZR-1 in every category except top speed. It also cost substantially less than the ZR-1. The Z06 had a total curb weight of 3,118 lb (1,414 kg). The Z06 model was only available with the six-speed manual transmission.
The new components added to the Z06 included: uprated FE4 suspension, larger wheels and tires, revised gearing ratios, and functional brake cooling ducts. The Z06 is 38 lb (17 kg) lighter than a standard C5 hardtop due to weight-saving measures such as a titanium exhaust system, thinner glass, lighter wheels, non-EMT tires, reduced sound proofing, fixed rear radio aerial, and a lighter battery. Starting with the 2002 model year, power was increased to 405 hp (411 PS; 302 kW) at 6,000 rpm and 400 lb?ft (542 N?m) of torque at 4,800 rpm, due to a larger cubic feet per minute air intake, stiffer valve springs, lighter sodium filled valves and more aggressive camshaft lift and timing.Other unique characteristics of the Z16 (Commemorative Edition Z06) are the polished aluminum wheels, special paint color and striping, commemorative-edition badging and wheel center caps. The Z16 also received shock damping tuning for improved handling. The Z16 option accounted for the majority of Z06 Corvettes in 2004, totaling 2,025 units, with 325 units shipped overseas.A new option for Corvette in 2003, the F55 Magnetic Selective Ride Control Suspension was standard on the 1SC-equipped Anniversary Edition vehicles. Also included were all of the convenience options offered on the upscale Corvette models such as the head-up display.It included 6.0 litre V8 engine, door window half dome, gull wing door hinged to the rear pillar.Special commemorative badging, headrest embroidery, and brightly polished wheel (a first on the Z06) with unique centercaps completed the package.The VIN's were sequenced numbers ranging from the first 100013, to the last 132518.It was based on the C5 road car but had a longer wheelbase, wider track, an enlarged 7.0 L V8 and different bodywork with exposed headlamps. It is raced in the American Le Mans Series in the GTS Class and has been to four 24 Hours of Le Mans races.A new transaxle unit replaced the previous year's separate transmission and differential.
Corvette faced stiff competition from the new Prodrive Ferrari 550, which led for most of race but had problems late, leaving the victory to Corvette. At the 2003 season-opening 12 Hours of Sebring race, the C5-Rs remained in winning form, with one of them finishing first in class and eighth overall. Also in 2003 the yellow paint was dropped in favor of a special red, white, and blue color scheme to commemorate the Corvette's 50th anniversary. However, at Le Mans the Prodrive Ferraris spoiled the anniversary and hopes for a three-in-a-row victory in the GTS class. The Prodrive Ferrari led most of the race, but with under 12 hours to go both the Prodrive cars had problems causing them to pit and lose laps.In FIA GT, the new Corvette Europe team won races at Imola and Zhuhai. The Euro team also managed a number of podium finishes. In the ALMS, the Pacific Coast Racing team achieved some podiums behind the factory C6-R. It finished third in the GT1 class behind the C6-R and Prodrive Aston Martin. CS1 maint: archived copy as title ( link ) Archived from the original on January 11, 2010. Retrieved November 3, 2010. Retrieved May 10, 2009. Retrieved May 10, 2009. Retrieved August 31, 2006. By using this site, you agree to the Terms of Use and Privacy Policy. In the past, if you had one of these style shifters you were stuck. Get it for Free We provide quality parts guaranteed to fit your vehicle to make the task of maintaining or rebuilding your transmission easier and more affordable as well. A good C5 Corvette transmission is vital to taking advantage of all the power under the hood - or being able to go at all. We'll help you get off the line fast and grab the right gear. All our parts are tagged to show the appropriate Corvette model year. Our line of parts includes shifters, clutch sets, differential parts, and more. There are several Corvette rear differential options for if you need a higher gear to lay down a better ?-mile time.
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