Auto to TKX Conversion: My Experience
#1
Auto to TKX Conversion: My Experience
1990 Pontiac Firebird Formula, originally LO3 TBI 305 and 4L60 automatic transmission. Upgraded to L31 350 GM crate engine and OEM tuned port injection. Dyno Don 1-3/4 headers, Magnaflow 3-inch catalytic converter, 3-inch exhaust to DynoMax Ultra Flo muffler.
Purchased TKX conversion package from Hawk's Performance on October 17, 2022 for $5,584.78. Received all items except actual transmission on October 25. Transmission was "lost" in transit. Notified Hawk's and a replacement was shipped next day. Received transmission on October 28.
Removed driver seat, console and lower driver side dash. Removed pedals. Removed brake booster. Pulled driveshaft and transmission.
Bolted provided pedal assembly to firewall and marked bolt holes and master cylinder pass-through hole. Removed pedals and drilled holes. Fabricated 16-gauge steel reinforcement for firewall and bolted pedals, master cylinder and brake booster into place. Bolted clutch reservoir to brake master cylinder.
Installed bellhousing and checked run-out. Total run-out showed .049-inch. Tolerance for total run-out is .010-inch. Contacted Hawk's to request replacement bellhousing on November 9, 2022. Replacement bellhousing received on December 9, 2022. Total run-out checked at .006-inch; well within tolerance.
Installed pilot bearing, flywheel, clutch and pressure plate. Attempted to install transmission; unable to install due to poor alignment of clutch, which was a result of cheap, inaccurate plastic alignment tool provided in RAM clutch kit. Pilot bearing damaged in process. Pilot bearing removed with much difficulty. Purchased RAM steel clutch alignment tool and installed new pilot bearing.
Installed transmission without problem on December 19.
Something that I neglected until everything was installed was rewire the hatch release button. I discovered after I was “done” that the hatch button only worked when I pushed in the clutch! Not good. After some research I determined that the tan/white wire going to the hatch button needed to be cut and a new wire run from the button to the parking brake ground switch inside the console. Obviously would have been quite a bit easier before I put the console back together.
A few things not included in Hawk’s kit that I required:
RAM steel clutch alignment tool (RAM 03-013) $51.21
GM CT1078 Pilot bearing to replace trashed bearing due to poor alignment $22.78
U-joint for new 31-spline yoke installation Spicer 5-134X $20.04
Backup light connector pigtail Summit SUM-890108 $18.99
Starter compatible with 621 bell housing (ACDelco Gold 336-1148) $139.55
ACDelco GM PT3156 pigtail (harness-side clutch start switch plug) $17.22
GM D1574G Cruise control release switch $17.80
Delphi Packard Weatherpack 2 Pin terminal kit 16-14 AWG (for VSS) $8.35
Dakota Digital SGI-100BT $104.19
Allstar ALL96426 flywheel locking tool $27.08
I've put just under 500 miles on the conversion and will be performing a fluid change tomorrow. Switching from Mobil One ATF to Penzoil Syncromesh.
Any questions I'll try to answer...
Purchased TKX conversion package from Hawk's Performance on October 17, 2022 for $5,584.78. Received all items except actual transmission on October 25. Transmission was "lost" in transit. Notified Hawk's and a replacement was shipped next day. Received transmission on October 28.
Removed driver seat, console and lower driver side dash. Removed pedals. Removed brake booster. Pulled driveshaft and transmission.
Bolted provided pedal assembly to firewall and marked bolt holes and master cylinder pass-through hole. Removed pedals and drilled holes. Fabricated 16-gauge steel reinforcement for firewall and bolted pedals, master cylinder and brake booster into place. Bolted clutch reservoir to brake master cylinder.
Installed bellhousing and checked run-out. Total run-out showed .049-inch. Tolerance for total run-out is .010-inch. Contacted Hawk's to request replacement bellhousing on November 9, 2022. Replacement bellhousing received on December 9, 2022. Total run-out checked at .006-inch; well within tolerance.
Installed pilot bearing, flywheel, clutch and pressure plate. Attempted to install transmission; unable to install due to poor alignment of clutch, which was a result of cheap, inaccurate plastic alignment tool provided in RAM clutch kit. Pilot bearing damaged in process. Pilot bearing removed with much difficulty. Purchased RAM steel clutch alignment tool and installed new pilot bearing.
Installed transmission without problem on December 19.
Something that I neglected until everything was installed was rewire the hatch release button. I discovered after I was “done” that the hatch button only worked when I pushed in the clutch! Not good. After some research I determined that the tan/white wire going to the hatch button needed to be cut and a new wire run from the button to the parking brake ground switch inside the console. Obviously would have been quite a bit easier before I put the console back together.
A few things not included in Hawk’s kit that I required:
RAM steel clutch alignment tool (RAM 03-013) $51.21
GM CT1078 Pilot bearing to replace trashed bearing due to poor alignment $22.78
U-joint for new 31-spline yoke installation Spicer 5-134X $20.04
Backup light connector pigtail Summit SUM-890108 $18.99
Starter compatible with 621 bell housing (ACDelco Gold 336-1148) $139.55
ACDelco GM PT3156 pigtail (harness-side clutch start switch plug) $17.22
GM D1574G Cruise control release switch $17.80
Delphi Packard Weatherpack 2 Pin terminal kit 16-14 AWG (for VSS) $8.35
Dakota Digital SGI-100BT $104.19
Allstar ALL96426 flywheel locking tool $27.08
I've put just under 500 miles on the conversion and will be performing a fluid change tomorrow. Switching from Mobil One ATF to Penzoil Syncromesh.
Any questions I'll try to answer...
The following 5 users liked this post by rt66er:
91banditt2 (09-07-2023), aliceempire (06-12-2023), DynoDave43 (06-15-2023), OrangeBird (06-18-2023), WildCard600 (06-13-2023)
#2
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Car: 90 IROC original owner
Engine: 5.7
Transmission: TKX
Axle/Gears: 3.73
Re: Auto to TKX Conversion: My Experience
Thanks for posting
Thinking of doing the same swap.
Why did you choose the TKX over the T-56?
Thinking of doing the same swap.
Why did you choose the TKX over the T-56?
#3
Re: Auto to TKX Conversion: My Experience
I wanted new stuff; and didn't necessarily need a sixth gear, so the TKX seemed like the obvious choice. It's physically (relatively) small and fits really well; same driveshaft, etc. I'm only pushing ~300 hp/400 lb/ft., so a new T56 seemed like overkill (and considerably more expensive). FWIW, Hawk's told me that they would be using the GM reproduction bellhousing in their kits from now on.
#4
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Join Date: Sep 2008
Location: Accord NY
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Car: 90 IROC original owner
Engine: 5.7
Transmission: TKX
Axle/Gears: 3.73
Re: Auto to TKX Conversion: My Experience
rt66er
Looking at your "required but not supplied" list, it seems that there was a lot of wiring fabrication needed.
How involved and where did you get the info needed to get everything working together.
This is the part of the conversion that I'm most concerned about. The "nuts and bolts " part seems straight forward.
Thanks for your time
Looking at your "required but not supplied" list, it seems that there was a lot of wiring fabrication needed.
How involved and where did you get the info needed to get everything working together.
This is the part of the conversion that I'm most concerned about. The "nuts and bolts " part seems straight forward.
Thanks for your time
#6
Junior Member
Re: Auto to TKX Conversion: My Experience
1990 Pontiac Firebird Formula, originally LO3 TBI 305 and 4L60 automatic transmission. Upgraded to L31 350 GM crate engine and OEM tuned port injection. Dyno Don 1-3/4 headers, Magnaflow 3-inch catalytic converter, 3-inch exhaust to DynoMax Ultra Flo muffler.
Purchased TKX conversion package from Hawk's Performance on October 17, 2022 for $5,584.78. Received all items except actual transmission on October 25. Transmission was "lost" in transit. Notified Hawk's and a replacement was shipped next day. Received transmission on October 28.
Removed driver seat, console and lower driver side dash. Removed pedals. Removed brake booster. Pulled driveshaft and transmission.
Bolted provided pedal assembly to firewall and marked bolt holes and master cylinder pass-through hole. Removed pedals and drilled holes. Fabricated 16-gauge steel reinforcement for firewall and bolted pedals, master cylinder and brake booster into place. Bolted clutch reservoir to brake master cylinder.
Installed bellhousing and checked run-out. Total run-out showed .049-inch. Tolerance for total run-out is .010-inch. Contacted Hawk's to request replacement bellhousing on November 9, 2022. Replacement bellhousing received on December 9, 2022. Total run-out checked at .006-inch; well within tolerance.
Installed pilot bearing, flywheel, clutch and pressure plate. Attempted to install transmission; unable to install due to poor alignment of clutch, which was a result of cheap, inaccurate plastic alignment tool provided in RAM clutch kit. Pilot bearing damaged in process. Pilot bearing removed with much difficulty. Purchased RAM steel clutch alignment tool and installed new pilot bearing.
Installed transmission without problem on December 19.
Something that I neglected until everything was installed was rewire the hatch release button. I discovered after I was “done” that the hatch button only worked when I pushed in the clutch! Not good. After some research I determined that the tan/white wire going to the hatch button needed to be cut and a new wire run from the button to the parking brake ground switch inside the console. Obviously would have been quite a bit easier before I put the console back together.
A few things not included in Hawk’s kit that I required:
RAM steel clutch alignment tool (RAM 03-013) $51.21
GM CT1078 Pilot bearing to replace trashed bearing due to poor alignment $22.78
U-joint for new 31-spline yoke installation Spicer 5-134X $20.04
Backup light connector pigtail Summit SUM-890108 $18.99
Starter compatible with 621 bell housing (ACDelco Gold 336-1148) $139.55
ACDelco GM PT3156 pigtail (harness-side clutch start switch plug) $17.22
GM D1574G Cruise control release switch $17.80
Delphi Packard Weatherpack 2 Pin terminal kit 16-14 AWG (for VSS) $8.35
Dakota Digital SGI-100BT $104.19
Allstar ALL96426 flywheel locking tool $27.08
I've put just under 500 miles on the conversion and will be performing a fluid change tomorrow. Switching from Mobil One ATF to Penzoil Syncromesh.
Any questions I'll try to answer...
Purchased TKX conversion package from Hawk's Performance on October 17, 2022 for $5,584.78. Received all items except actual transmission on October 25. Transmission was "lost" in transit. Notified Hawk's and a replacement was shipped next day. Received transmission on October 28.
Removed driver seat, console and lower driver side dash. Removed pedals. Removed brake booster. Pulled driveshaft and transmission.
Bolted provided pedal assembly to firewall and marked bolt holes and master cylinder pass-through hole. Removed pedals and drilled holes. Fabricated 16-gauge steel reinforcement for firewall and bolted pedals, master cylinder and brake booster into place. Bolted clutch reservoir to brake master cylinder.
Installed bellhousing and checked run-out. Total run-out showed .049-inch. Tolerance for total run-out is .010-inch. Contacted Hawk's to request replacement bellhousing on November 9, 2022. Replacement bellhousing received on December 9, 2022. Total run-out checked at .006-inch; well within tolerance.
Installed pilot bearing, flywheel, clutch and pressure plate. Attempted to install transmission; unable to install due to poor alignment of clutch, which was a result of cheap, inaccurate plastic alignment tool provided in RAM clutch kit. Pilot bearing damaged in process. Pilot bearing removed with much difficulty. Purchased RAM steel clutch alignment tool and installed new pilot bearing.
Installed transmission without problem on December 19.
Something that I neglected until everything was installed was rewire the hatch release button. I discovered after I was “done” that the hatch button only worked when I pushed in the clutch! Not good. After some research I determined that the tan/white wire going to the hatch button needed to be cut and a new wire run from the button to the parking brake ground switch inside the console. Obviously would have been quite a bit easier before I put the console back together.
A few things not included in Hawk’s kit that I required:
RAM steel clutch alignment tool (RAM 03-013) $51.21
GM CT1078 Pilot bearing to replace trashed bearing due to poor alignment $22.78
U-joint for new 31-spline yoke installation Spicer 5-134X $20.04
Backup light connector pigtail Summit SUM-890108 $18.99
Starter compatible with 621 bell housing (ACDelco Gold 336-1148) $139.55
ACDelco GM PT3156 pigtail (harness-side clutch start switch plug) $17.22
GM D1574G Cruise control release switch $17.80
Delphi Packard Weatherpack 2 Pin terminal kit 16-14 AWG (for VSS) $8.35
Dakota Digital SGI-100BT $104.19
Allstar ALL96426 flywheel locking tool $27.08
I've put just under 500 miles on the conversion and will be performing a fluid change tomorrow. Switching from Mobil One ATF to Penzoil Syncromesh.
Any questions I'll try to answer...
hey buddy, what flexplate did you have to use 153 or 168 tooth?
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#8
Member
Re: Auto to TKX Conversion: My Experience
That steel ram alignment tool is a gift from god!!! (A $50 gift!) I got one for my t56 swap and the trans slid right in. I've never had it go that smooth. I was amazed how much it helped.
#9
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Car: 1991 BandittII Firebird
Engine: 5.7 HSR
Transmission: 700R4
Axle/Gears: 3.27 9 bolt
Re: Auto to TKX Conversion: My Experience
Saving this for future reference
Which RAM clutch did you end up using and how has that been for the miles you've put on?
Which RAM clutch did you end up using and how has that been for the miles you've put on?
#10
Moderator
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Re: Auto to TKX Conversion: My Experience
Saving this for future reference
Which RAM clutch did you end up using and how has that been for the miles you've put on?
Which RAM clutch did you end up using and how has that been for the miles you've put on?
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91banditt2 (09-07-2023)
#11
Member
Re: Auto to TKX Conversion: My Experience
I put in a ram concept 10.5 dual disk. It's great. I had a mechanical setup w a stock clutch and went to a hydramax setup w the dual disk. The pedal is now much lighter and shifting is great. The engagement was high so I installed one of rams pedal height adjusters. Now it's perfect.
Ram tech was super helpful.
Ram tech was super helpful.
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91banditt2 (09-07-2023)
#12
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Car: 1991 BandittII Firebird
Engine: 5.7 HSR
Transmission: 700R4
Axle/Gears: 3.27 9 bolt
Re: Auto to TKX Conversion: My Experience
FWIW, I did a TKO600 swap and ran the RAM powergrip good for 550. I was probably in the high 300's. I was incredibly disappointed with drive-ability. WAY closer to on/off that I would've expected for "only" 550 HP capable. RAM customer service was awesome though, and I ended up going with an HDX rated for 450, but the driveability was night and day better.
#13
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Re: Auto to TKX Conversion: My Experience
A T56 swap is in the future plans and knowing a few that went with a super grippy clutch in there daily’s and regretted it soon after, my 91 isn’t gonna be my daily but I will daily it occasionally and the last thing I want is a clutch that I regret putting in.
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91banditt2 (09-07-2023)
#14
Member
Re: Auto to TKX Conversion: My Experience
This is totally true. I had a stock(ish) clutch behind a 450hp engine and it was pretty good considering. The only reason I did a dual disk is because a blowers going on and the dual disk I knew would handle it. But the guys at ram are spot on w their recommendations and help.
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91banditt2 (09-07-2023)
#15
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Re: Auto to TKX Conversion: My Experience
FWIW, I did a TKO600 swap and ran the RAM powergrip good for 550. I was probably in the high 300's. I was incredibly disappointed with drive-ability. WAY closer to on/off that I would've expected for "only" 550 HP capable. RAM customer service was awesome though, and I ended up going with an HDX rated for 450, but the driveability was night and day better.
What do you mean when you say "WAY closer to on/off that I would've expected for only 550 HP capable"
#16
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Re: Auto to TKX Conversion: My Experience
I'm talking about slip, or the lack there of. It's like an on off switch. When I first get in the car and you're paying attention to your clutch foot it's not too bad, but just day after day when you're not thinking about it, it was a pain. I've daily driven stick shift vehicles for years and this was the most difficult clutch I've owned. I've certainly driven worse, but not on a vehicle that I've owned.
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