- This revised transmission, known as the MT82-D4, makes for a nice upgrade from the problematic Gen 1 and Gen 2 MT82 found in 2011-2014 S197s and 2015-2017 S550 Mustangs. Better ratios for improved performance and driveability. The updated MT82 features improved gear ratios for better performance and driveability.
- (ATF) is used in the MT82 Manual Transmission Fill till you spill. About 3 Pints of ATF Checking and adding manual transmission fluid (Please note diagram below) Clean the filler plug. It is located on the passenger side of the transmission. Remove the filler plug and inspect the fluid level.
Mt82 Upgrades
The fifth-generation Mustang received a well-deserved update for the 2011 model year. But replacing the 5-speed Tremec TR-3650 proved to be troublesome for both Ford and Mustang enthusiasts, chiefly because the Getrag MT82 had a few faults.
Fl studio tone generator. Smoother, Faster Shifts. Eliminate that sloppy stock feeling and enjoy smoother, crisper shifts when you're banging through the gears with a Barton Industries Two Post Shifter Bracket. This revised transmission, known as the MT82-D4, makes for a nice upgrade from the problematic Gen 1 and Gen 2 MT82 found in 2011-2014 S197s and 2015-2017 S550 Mustangs. Better ratios for improved performance and driveability. The updated MT82 features improved gear ratios for.
Arguably the most talked-about problem is the second into third gear high-rpm lockout. Then there’s the hard shifting and weird feel of the clutch, the screws backing out, and the list of common problems goes on and on.
MT82 woes garnered so much attention at some point that the National Highway Traffic Safety Administration opened an investigation into the matter. But fortunately, Ford made small upgrades to the six-speed manual with the passing of time. From clutch springs to oil viscosity, bolt types to gear finishes, most defects have been adressed. Not all of them, though.
The sixth-generation Mustang still features a bit of notchiness on cold mornings until the oil warms up. Switching to a performance-oriented shifter or support bracket eliminates this hindrance, and the Ford Motor Company took notice of it. So for 2018, the Mustang GT ushers in an important update.
Referred to as MT82-D4, the latest incarnation of the six-speed manual developed from the Tremec TR-6060 promises to perform much better than its predecessor. The Getrag-supplied transmission is exclusive to the Coyote V8-powered Mustang GT and brings together a dual mass flywheel, twin disc clutch and revised gearing. The biggest difference compared to the gearbox equipping the 2015-2017 Mustang GT is the direct-drive fourth gear.
With fifth and sixth relegated to overdrive gears, the 2018 Mustang GT keeps the engine speed lower during highway cruising. But oddly enough, the additional overdrive gear doesn’t improve the fuel economy from the 2017 Mustang GT with the previous version of the MT82. This, however, might have something to do with the V8’s biggest improvements: dual-fuel injection system and Shelby GT350-inspired plasma-sprayed cylinder bore liners.
The 2018 Mustang EcoBoost, meanwhile gets a different diaphragm spring and cover, thus raising torque capacity and improving the feel of the clutch pedal. Then again, the 10-speed automatic co-developed with General Motors is the real party piece of the 2018 Mustang, be it the Coyote or EcoBoost.
MT82 woes garnered so much attention at some point that the National Highway Traffic Safety Administration opened an investigation into the matter. But fortunately, Ford made small upgrades to the six-speed manual with the passing of time. From clutch springs to oil viscosity, bolt types to gear finishes, most defects have been adressed. Not all of them, though.
The sixth-generation Mustang still features a bit of notchiness on cold mornings until the oil warms up. Switching to a performance-oriented shifter or support bracket eliminates this hindrance, and the Ford Motor Company took notice of it. So for 2018, the Mustang GT ushers in an important update.
Referred to as MT82-D4, the latest incarnation of the six-speed manual developed from the Tremec TR-6060 promises to perform much better than its predecessor. The Getrag-supplied transmission is exclusive to the Coyote V8-powered Mustang GT and brings together a dual mass flywheel, twin disc clutch and revised gearing. The biggest difference compared to the gearbox equipping the 2015-2017 Mustang GT is the direct-drive fourth gear.
With fifth and sixth relegated to overdrive gears, the 2018 Mustang GT keeps the engine speed lower during highway cruising. But oddly enough, the additional overdrive gear doesn’t improve the fuel economy from the 2017 Mustang GT with the previous version of the MT82. This, however, might have something to do with the V8’s biggest improvements: dual-fuel injection system and Shelby GT350-inspired plasma-sprayed cylinder bore liners.
The 2018 Mustang EcoBoost, meanwhile gets a different diaphragm spring and cover, thus raising torque capacity and improving the feel of the clutch pedal. Then again, the 10-speed automatic co-developed with General Motors is the real party piece of the 2018 Mustang, be it the Coyote or EcoBoost.
Mt82 Lawsuit
For the 2011 model year, Tremec has been ditched as the supplier of the T5 and TR-3650 manual transmissions in the Mustang V6 and Mustang GT in favor of Getrag. The MT82 and MT82-D4 as the six-speed stick shift that has been plagued with problems ever since, and some customers have had enough.
Ford Mt82 Transmission Problems
Three so-called generations of the MT82 rolled out since the 2011 model year S197. The Gen 3 features the D4 suffix, launched for the 2018 model year S550 facelift with improvements such as upsized synchronizers for the first through fourth gears. The revised synchronizer cone angles and tooth geometry, new power flower architecture and shift inertia, as well as a few more upgrades haven’t solved the problems over which Ford has been sued by disgruntled owners.
“Gregorio v. Ford Motor Company” is how the class-action lawsuit is called, filed with the U.S. District Court for the Eastern District of Michigan on May 26th, 2020. Transferred to the Central District of California, the lawsuit mentions slipping, jerking, harsh engagements into gear, clashing gears, premature wear, and premature failure of the MT82 and the third-generation MT82-D4.
The plaintiffs are trying to make a case for switching from Tremec (and Borg Warner) to Getrag “to save money,” adding that the six-speed manual was originally designed for small cars with less horsepower and torque. If you look through the Ford Motor Company’s technical service bulletins from the 2011 model year onward, you know that something is amiss with the MT82 box.
In September 2010, TSB 10-19-4 highlighted “a clutch pedal stayout condition” on 2011 Mustangs with “10,000 miles or less” on the odometer. TSB 18-2267 suggested that some 2018 to 2019 Mustangs “may exhibit an inability to drive the vehicle in first and/or second gear” over “a broken 1-2 shift fork.”
Adding insult to injury, even the National Highway Traffic Safety Administration conducted an investigation into the MT82 in 2011 after receiving more than 360 complaints. However, Ford has blamed “abusive” owners for the transmission’s wear and tear and ultimate failure for 10 years and counting.
“Gregorio v. Ford Motor Company” is how the class-action lawsuit is called, filed with the U.S. District Court for the Eastern District of Michigan on May 26th, 2020. Transferred to the Central District of California, the lawsuit mentions slipping, jerking, harsh engagements into gear, clashing gears, premature wear, and premature failure of the MT82 and the third-generation MT82-D4.
The plaintiffs are trying to make a case for switching from Tremec (and Borg Warner) to Getrag “to save money,” adding that the six-speed manual was originally designed for small cars with less horsepower and torque. If you look through the Ford Motor Company’s technical service bulletins from the 2011 model year onward, you know that something is amiss with the MT82 box.
In September 2010, TSB 10-19-4 highlighted “a clutch pedal stayout condition” on 2011 Mustangs with “10,000 miles or less” on the odometer. TSB 18-2267 suggested that some 2018 to 2019 Mustangs “may exhibit an inability to drive the vehicle in first and/or second gear” over “a broken 1-2 shift fork.”
Adding insult to injury, even the National Highway Traffic Safety Administration conducted an investigation into the MT82 in 2011 after receiving more than 360 complaints. However, Ford has blamed “abusive” owners for the transmission’s wear and tear and ultimate failure for 10 years and counting.