I keep hearing people bashing the Getrag transmissions in the 2011-2013 5.0. People saying how terrible they are, and how could Ford let this happen... But I just looked up Getrag and did a little research... Getrag makes manual transmissions for some high end cars: BMW, Toyota Supra Twin Turbo, Mistubishi, 911turbos etc. So they can't be that bad of a transmssion. I think the problem is the junk stock shifter + bracket... and to heavy of trans oil myself. Just thought I would share my findings.
Mint88
It's like anything, some will love it, some won't, the Sun will rise tomorrow...... Personally, I think it shifts better than any of the T-5s or T-56s I've owned, and I've owned a total of about 10 different ones, both in Fox Mustangs and LS-1 powered F-Bodies. There is a known cold-shifting grind issue, but, to be frank about it, my other manual transmissions have done that as well. So far mine hasn't had the problem and I'm almost at 5K miles now. I also feel the stock shifter is extremely short and precise compared to even the aftermarket units I used on my T-5s and T-56s.
I added the Boss 302 shiftknob and boot kit for $80 and even though it doesn't change the shift mechanism, the shifts got a little tighter because the factory insulated shiftknob is replaced with the acrylic cue ball.
I added the Boss 302 shiftknob and boot kit for $80 and even though it doesn't change the shift mechanism, the shifts got a little tighter because the factory insulated shiftknob is replaced with the acrylic cue ball.
MT82s are built in China. Nanchang, China to be exact
Faulty Chinese-built transmissions plague new Ford Mustang
Faulty Chinese-built transmissions plague new Ford Mustang
just a though are some of the complaint coming from people who just can't drive? i have several stags with the crappy t-5 and i bang the hell out of them and no failures yet
Chinese built of not, best tranny in a Mustang I've had the pleasure to shift! Didn't really mind the stock shift assembly but, changed it to the MGW assembly anyway. Just makes the tranny so much better with the engineered precision and well thought out design. Truly feels bullet proof now.
I am just under 20k on my 2012 5.0, with mgw shifter, helper spring removed, b&g fluid in my trans, upgraded clutch line and dot4 fluid I have no complaint. Never tracked my car, but I have had a few 7k shifts and some fun on the street. My last car was an 04 gto with t-56 and a short throw shifter. This trans feels as good as that one did.
Trans
From what my friends that work at the Ford dealers tell me the 2011 were the worst, roughly 6% of what they sold came back with problems. It's not the problem of design it is where they are manufactured the quality control is not that great in China even though I have been told Ford does their best to oversee it. Just another case of a good company sending manufacturing overseas for cheap labor at the cost of American jobs, Thanks Ford!
From what my friends that work at the Ford dealers tell me the 2011 were the worst, roughly 6% of what they sold came back with problems. It's not the problem of design it is where they are manufactured the quality control is not that great in China even though I have been told Ford does their best to oversee it. Just another case of a good company sending manufacturing overseas for cheap labor at the cost of American jobs, Thanks Ford!
Anyone familiar with this topic please read through this.
Has anyone, in their research, found the SOURCE of THE problem with these transmissions? I read a lot about this, and could never find one common problem. I read about flywheel bolts backing out. Did/does Ford call for any loctite to be used on these bolts? And if they did, was it not used upon initial assembly per the drawings? And if they didn't initially, do they now? Another "problem" was difficult shifting. Has the SOURCE of this problem been found? Is it a linkage problem (design or assembly) or an internal problem - syncros, etc? OR are some people limp-wristing it and complaining about that?
This is more of a comment than question... Probably 90% of a design engineer's job that designs something like this isn't designing the product itself, its designing it so that it can be assembled by workers with little to no education/training. Its a very common thing for things (cars, sub-assemblies for cars, machines of all sorts) to be designed in first world countries and assembled in third world countries. Like it or not, its a decision made by thousands of companies to lower costs, which lowers costs for the consumer. Having something manufactured in China or India or Indonesia or Turkey or Romania or wherever does not, in and of itself, provide an inferior product.
Lastly, what can a mustang-with-a-MT82-owner do to prevent these problems? As far as the bolts backing out, the only real solution seems to be pulling them and reinstalling them with hi-temp loctite. As far as the other stuff??? Different trans fluid? I have read that some owners have installed an aftermarket clutch line. Have OEM clutch lines failed or is the OEM clutch line succeptible to deformation (swelling)? Is this done for the same reason people replace stock soft brake lines with braided stainless lines? And is this more for performance or to "fix" the problems?
I appreciate any input anyone has.
Has anyone, in their research, found the SOURCE of THE problem with these transmissions? I read a lot about this, and could never find one common problem. I read about flywheel bolts backing out. Did/does Ford call for any loctite to be used on these bolts? And if they did, was it not used upon initial assembly per the drawings? And if they didn't initially, do they now? Another "problem" was difficult shifting. Has the SOURCE of this problem been found? Is it a linkage problem (design or assembly) or an internal problem - syncros, etc? OR are some people limp-wristing it and complaining about that?
This is more of a comment than question... Probably 90% of a design engineer's job that designs something like this isn't designing the product itself, its designing it so that it can be assembled by workers with little to no education/training. Its a very common thing for things (cars, sub-assemblies for cars, machines of all sorts) to be designed in first world countries and assembled in third world countries. Like it or not, its a decision made by thousands of companies to lower costs, which lowers costs for the consumer. Having something manufactured in China or India or Indonesia or Turkey or Romania or wherever does not, in and of itself, provide an inferior product.
Lastly, what can a mustang-with-a-MT82-owner do to prevent these problems? As far as the bolts backing out, the only real solution seems to be pulling them and reinstalling them with hi-temp loctite. As far as the other stuff??? Different trans fluid? I have read that some owners have installed an aftermarket clutch line. Have OEM clutch lines failed or is the OEM clutch line succeptible to deformation (swelling)? Is this done for the same reason people replace stock soft brake lines with braided stainless lines? And is this more for performance or to "fix" the problems?
I appreciate any input anyone has.
I know the source of my MT-82 failure:
It was the input shaft bearing that went first, a problem I correctly diagnosed by ear but took the dealership a month of wrangling to confirm. Unfortunately, it took out the input shaft, the 5th gear cluster and the tailshaft housing when it went. So, totally rebuilt and all has been well since. 2012 Car.
The stiff shifting and grinding in low temps was largely cured by the introduction of QDC at the rebuild and the disconnected shift feel was fixed by the addition of a Steeda bracket and billiard ball knob.
It was the input shaft bearing that went first, a problem I correctly diagnosed by ear but took the dealership a month of wrangling to confirm. Unfortunately, it took out the input shaft, the 5th gear cluster and the tailshaft housing when it went. So, totally rebuilt and all has been well since. 2012 Car.
The stiff shifting and grinding in low temps was largely cured by the introduction of QDC at the rebuild and the disconnected shift feel was fixed by the addition of a Steeda bracket and billiard ball knob.
china
One of the biggest problems with Chinese production is their inferior metallurgy. They produce some of the poorest quality metals in the world. That may have been your bearing problem. I have friends in Australia that tell me their steel mills run 24-7 and most goes to China because they can not produce quality steel. I do not think the design is the problem with this trans but more than likely it is materials and possibly assembly this may be why it is so tough to track down a root cause. My guess is Ford is not trying very hard either.
One of the biggest problems with Chinese production is their inferior metallurgy. They produce some of the poorest quality metals in the world. That may have been your bearing problem. I have friends in Australia that tell me their steel mills run 24-7 and most goes to China because they can not produce quality steel. I do not think the design is the problem with this trans but more than likely it is materials and possibly assembly this may be why it is so tough to track down a root cause. My guess is Ford is not trying very hard either.
My 11' 5.0 has 30k miles on it and no trans issues at all. I have beaten on it quite a few times since i got the car. I forget what month build mine is. My fiancee 12' 5.0 has 22k miles on it and hers has never had issues. I beat on that quite regularly too. Stock shifters brackets and clutch hoses.
When they work, they work nicely. Much nicer than my T-5 or T-45.
No problems on my 2012 with 22K miles. No issue with the stock shifter either. The skip shift I could certainly do without. I think it is a hazzard.
Erich
No problems on my 2012 with 22K miles. No issue with the stock shifter either. The skip shift I could certainly do without. I think it is a hazzard.
Erich
My brand new 2013 Boss is hit or miss with any shift approaching 7K+ RPM..... I've swapped fluids, shifter, and bracket assembly. Didn't help one bit.
I have been pretty happy with mine. I think my car is a pretty good example of what can be done with the MT-82 if you can drive and take time to work out the setup. I have a lot of passes on this car and its been as fast as mid 6.50s @114 on the fogger. Check out my youtube channell and you will see I dont cut it any slack I always make the 4-5 gear change and always have. It runs just as good as those that gear it up to avoid the 4-5 change. (better actually)
SO contrary to the hype and companies looking to make a buck selling you another setup, its a pretty decent box. If the gears were inferior or something I would have piled em up high by now with over 300 passes in one season and who knows before that I would say my box has at least 600 passes on it altogether, even before upgrading the fork tabs.
I had it apart last season. I have been running a twin disc clutch from the getgo. The clutch is certainly a lot of the problems peaple are having with the trans. The other key factor is the fact that all aftermarket tunes raise the shift points and this presents issues with the factory clutch as well.
I started with a ram twin disc as they were first to market, I know run the mcloed RXT.
Here are a few changes I made to mine and one key area for improvement.
http://www.modularfords.com/threads/183287-MT-82-shift-fork-pad-upgrade
<iframe width="560" height="315" src="http://www.youtube.com/embed/httzW8kf4eE" frameborder="0" allowfullscreen></iframe>
<iframe width="560" height="315" src="http://www.youtube.com/embed/Dhvf0QrUtVs" frameborder="0" allowfullscreen></iframe>
I always make the 4-5 gear change and always have. It runs just as good as those that gear it up to avoid the 4-5 change. (better actually)SO contrary to the hype and companies looking to make a buck selling you another setup, its a pretty decent box. If the gears were inferior or something I would have piled em up high by now with over 300 passes in one season and who knows before that I would say my box has at least 600 passes on it altogether, even before upgrading the fork tabs.
I had it apart last season. I have been running a twin disc clutch from the getgo. The clutch is certainly a lot of the problems peaple are having with the trans. The other key factor is the fact that all aftermarket tunes raise the shift points and this presents issues with the factory clutch as well.
I started with a ram twin disc as they were first to market, I know run the mcloed RXT.
Here are a few changes I made to mine and one key area for improvement.
http://www.modularfords.com/threads/183287-MT-82-shift-fork-pad-upgrade
<iframe width="560" height="315" src="http://www.youtube.com/embed/Dhvf0QrUtVs" frameborder="0" allowfullscreen></iframe>
SWEET! Do you mind sharing your mods?
No problem. In the vid above that the link worked.
kooks longtubes and axleback, Boss intake, H-beam manleys from 03cobra,
forged pistons, Trudynosports custom tune, 3.55 gear, nx wet kit on 175 SHO single nozzle, one-piece driveshaft,Mcleod RXT, and I made a rear control arm upper mount(http://www.modularfords.com/threads/182474-Modified-OEM-UCA-Mount-who-posted-pics)
In this vid i swithced to this
![Image]()
![Image]()
Now I am trying this
Uploaded with ImageShack.us
No problem. In the vid above that the link worked.
kooks longtubes and axleback, Boss intake, H-beam manleys from 03cobra,
forged pistons, Trudynosports custom tune, 3.55 gear, nx wet kit on 175 SHO single nozzle, one-piece driveshaft,Mcleod RXT, and I made a rear control arm upper mount(http://www.modularfords.com/threads/182474-Modified-OEM-UCA-Mount-who-posted-pics)
In this vid i swithced to this
Now I am trying this
Uploaded with ImageShack.us
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