Mustang Manual Transmission Guide
Last Updated: April 16, 2020
Ever since the Mustang was born on April 17, 1964, the manual transmission has become a signature staple of performance within every Mustang. Throughout the years, manual transmissions have come a long way from their original roots. In 1965, Ford started with the beloved four-speed, which is synonymous with legendary Mustangs like the Shelby GT350/GT350R, GT500, Boss 302, and Boss 429.
Since then, each Mustang manual transmission has improved every year due to Ford's innovation, engineering, and technology. Don't know what manual transmission is in your 1979-Present Mustang? No need to fear, Steeda has you covered. Below you find a comprehensive guide on everything you will need to know about your Mustang transmission!
SROD (Single Rail Overdrive)
When the Fox Body Mustang was introduced in 1979, it took the world by storm with its design cues harkening back to the infamous first generation Mustang. As most Fox Body Mustang enthusiasts go, a manual transmission is as synonymous as the 5.0L V8 itself; you can't have one without the other. In 1979, the Fox Body Mustang was introduced with the SROD (Single Rail Overdrive) Transmission.
During this time, Mustang's performance was still detuned due to emissions, regulations, and gas prices. Therefore, the first generation push-rod 5.0L V-8 did not produce much horsepower to the ground. In turn, Ford realized that they would only need a transmission that was capable of 200 lb-ft of torque. The SROD was not built to withstand anything more than that; otherwise, it tended to fail within the transmission case. Most enthusiasts saw this as a problem for creating more power, so they turned to the T-5, which was very cost-effective and could handle substantially more horsepower and torque.
You can find the SROD transmission in the following Mustangs:
- 1979-1982 Mustang GT 5.0L (302)
- Very early production 1983 Mustang GT 5.0L
SROD Transmission Gear Ratios
The T-5 is the longest-running manual transmission in the history of the Mustang. As the Fox Body Mustang evolved, so did the T-5 manual transmission. First introduced halfway through 1983, it was a significant step forward in transmission engineering and design. It allowed Mustang enthusiasts more accessibility to higher horsepower, torque, and modifications.
First introduced as a non-world class T-5, it drastically improved the 5.0L V8 performance, drivability, and fuel economy. It was the first to feature an aluminum transmission case, that served as the synchronizer for the first five gears and reverse gear. The non-world class T-5 featured a 10-spline input shaft along with a 28-spline output shaft. Non-world class is the least desired of the 5.0L Fox Body Mustangs due to old technology it was based on, such as bearing arrangement, gear metallurgy, and synchronizer design.
Among American performance vehicles during this era, the Fox Body Mustang was some of the very first vehicles to adopt the world-class T-5. First introduced into the 2.3L SVO and 5.0L Mustang, these transmissions received a much-needed needle bearing under each gear. Engineers enabled the transmission to have less drag from each synchronizer and shift. Each of the lower counter gears was given a tapered bearing to replace the outdated bronze thrust washer. The primary shaft of the transmission was lined with fiber steel rings to improve friction surfaces while shifting. 5th gear overdrive remained with a bronze lining. Enthusiasts stated that each shift through the transmission felt much smoother due to the synchro gears slowing faster than before. The world-class T-5 was estimated to handle up to 265 LB/FT of torque.
In 1990, the Mustang received another world-class T-5 upgrade to enhance further the already stout capability that enthusiasts came to know. Designed with a more robust 3.35 gear set, each was built with more substantial nickel content for a much more reliable gear. Each of the synchro linings in 3rd and 4th gear was wrapped with carbon fiber for better shifting ability. These were rated to handle 300 LB/FT of torque as well.
The mother of all T-5 manual transmissions was equipped in the holy grail of all Fox Body Mustangs. The 1993 Cobra and Cobra R were the most prolific American performance cars other than the Corvette. Ford and Tremec upgraded the T-5 to withstand as much torque and power as possible. They did this by adding a front tapered output bearing along with a steel front bearing retainer. Each Cobra T-5 received a reverse brake and synchro assembly. Torque capability was increased by 10 LB/FT over the stock 300 LB/FT world-class T-5 equating to 310 LB/FT.
You can find the T-5 transmission in the following Mustangs:
- 1983-1993 Mustang GT & LX 5.0L V8
- 1993 Cobra & Cobra R 5.0L V8
- 1994-1995 Mustang GT & Cobra
- 2005-2010 Mustang 4.0L V6
T-5 Transmission Gear Ratios
1993 Mustang Cobra & Cobra R T-5 Transmission Gear Ratios
With the SN95 generation in full effect, Mustang engineers were out to challenge the status quo for even better manual transmission performance. After many years of the legendary pushrod 5.0L V8, Ford decided it was time to pull the plug for a more innovative approach to engine performance. When the Modular engine was released, it introduced the very first single overhead camshaft design, which contributed to better fuel economy, horsepower, and torque. The T-45 was the evolution of the T-5 derived from the 1993 Cobra. Each Mustang that came equipped with transmission received a 10.5-inch clutch.
Each Tremec T-45 transmission shares a lot of similarities to the even more stout T-56 found in the sinister Terminator Cobra. The unfortunate side is the weak link in the 10-spline input shaft, which limits the amount of power it can handle. Found in each 96-98 Mustang GT is an 8-tooth speedometer sensor drive gear, which was located aft forward of the transmission mount. Unlike the Mustang GT, each 96-98 Cobra was equipped with a seven-tooth speedometer sensor drive gear, located in the rear of the T45. Cobra models in 1999-2001 GT and Cobra models used a “hall-tech” electronic pickup sensor for the speedometer signal, located rear aft of the transmission mount.
Many of the variants of the T45 did not share any of the shifter components from one another. For instance, the shifter in the 96-01 T-45 shares elements from the T-5 transmission, whereas the fork from the 3-4 shift was updated in the 98-01 and can be found as a standard upgrade in the 96-97 models. For the first time, the reverse gear was a fully functioning synchronized gear. Every variant of T45 manual transmissions used ribbed aluminum cases with an integrated bell housing.
You can find the T-45 transmission in the following Mustangs:
- 1996-1998 Mustang 4.6L 2V SOHC V8
- 1996-1998 Cobra 4.6L 4V DOHC V8
- 1999-Early 2001 Mustang GT 4.6L 2V SOHC V8 Equipped with Code-6 Transmission
- 1999-Early 2001 Cobra 4.6L 4V DOHC V8 Equipped with Code-6 Transmission
- Early 2001 Mustang Bullitt 4.6L 2V SOHC V8 Equipped with Code-6 Transmission
T-45 Transmission Gear Ratios
In the world of Ford Performance, there isn’t a more legendary Cobra than the Terminator! In its era, it was the pinnacle of American muscle car performance. For the first time, the 2003-2004 SVT Cobra would receive an Eaton Supercharger on the legendary 4.6L 32V V8. With all this incredible power, it was unfortunate it did not receive the best T-56 engineered to date. Since every Terminator Cobra engine was hand-built, some were higher in horsepower than others. Therefore, different levels of power were put through each Tremec T56 manual transmission.
Diagnosed weak points in every T-56 were the 10-spline input shaft and the 27-spline output shaft, this severely crippled the total amount of power that could be run through the otherwise incredible 6-speed manual gearbox. Ford engineered the Cobra with a 6-speed transmission for the first time; it allowed for two overdrive gears for longer gearing and better fuel economy. Designed with an aluminum case for added rigidity, it featured a bell housing that could be removed for different applications.
In today’s world, this is still one of the top manual transmissions to be had. In the enthusiast’s world, the T56 is still one of the most desirable transmissions to acquire for any Mustang build. Torque capability from the factory was seen from 350 LB/FT to 400LB/FT of torque. Also, aftermarket applications are exceeding way past that with upgraded driveline components such as clutch, flywheel, and a short-throw shifter.
You can find the T-56 transmission in the following Mustangs:
- 2003-2004 SVT “Terminator” Cobra Supercharged 4.6L 32V V8
BorgWarner/Tremec T-56 Transmission Gear Ratios
After the turn of the century, Ford introduced a transmission that again would only enhance Mustang’s performance for the next decade. The TR-3650 is a 5-speed gearbox that was significantly stronger than the outgoing T-45 model. Like the outgoing T45, it shared an aluminum ribbed casing for added strength and rigidity. During 2001-2004 there weren’t any different variations between trim levels. It was the first time in the last five years amongst Mustang GT and Cobra models.
As the S197 Mustang launched in Detroit, enthusiasts were raving that the TR-3650 would receive an update just as the all-new retro styling Mustang did. For 2005, the Mustang GT received a modular 4.6L 3V V8 equipped with only over 300 BHP and 300 ft/lbs of torque. Each S197 Mustang GT came equipped standard with an 11-inch clutch. Just like the T-45, the TR-3650 has a similar weak spot in the 10-spline input shaft; this limits the amount of power it is capable of handling. Fortunately, the output shaft is a beefy 31-spine unit. In 2001-2004 models, it uses a rear slip yoke, while the 2005-2010 Mustangs use a fixed flange instead.
You must note that the shifter in the T-45 and T-5 are not interchangeable with one another. In contrast, the TR3650 and T45 can interchange the shifter assembly with each other if a speedometer calibration is compensated for the difference in speedometer signals. The TR-3650 has been known to handle up to 500 lb/ft of torque or more with proper aftermarket upgrades, including lightweight racing flywheel, twin-disc clutch, and revised slave cylinder.
You can find the TR-3650 transmission in the following Mustangs:
- 2001-2004 Mustang GT 4.6L 2V 8 Equipped with K-Code Transmission
- 2001 Cobra 4.6L 32V V8 Equipped with K-Code Transmission
- 2003-2004 Mustang Mach 1 4.6L 32V V8
- 2005-2010 Mustang GT, Bullitt, and Shelby GT 3V 4.6L V8
- 2001 Mustang Bullitt 4.6L 2V V8 Equipped with K-Code Transmission
Tremec TR-3650 Transmission Gear Ratios
|2001-2004 4.6L 2V V8||3.38||2.00||1.32||1.00||0.68||3.38|
|2001 Cobra 4.6L 4V V8||3.38||2.00||1.32||1.00||0.68||3.38|
|2003-2004 Mach 1 4.6L 4V V8||3.38||2.00||1.32||1.00||0.62||3.38|
|2005-2010 4.6L 3V V8||3.38||2.00||1.32||1.00||0.68||3.38|
When the Shelby GT500 returned in 2007, it took the muscle car world by storm. For 40 years, it had vanished from the public eye since the original in 1967. Launched with a variation of the infamous 2005-2006 Ford GT 5.4L 32V V8, it produced 500 horsepower and 480 lb/ft of torque. It was no wonder that Ford had to step up their game to back up that much power.
As the S197 GT500 was being developed, Ford knew it would have to rely on its partner Tremec to get the job done right. Together, they formed what is now known as one of the stoutest manual transmissions to be built in a Mustang to date, right up there with the Terminator Cobra, and Shelby GT350—composed of a design that is based on the T-56 manual transmission.
The TR-6060 is leaps and bounds compared to its Cobra predecessor from front to back. Components include an aluminum fin casing that provides for additional rigidity and strength, with an integrated bell housing—built with more reliable 26-spline input and output shaft to handle extra power as well as the 624 lb/ft of torque from the 5.8L “Trinity” 32V V8 in the 2013-2014 GT500. Each S197 GT500 over the years has received different gearing for better power distribution, fuel economy, and efficiency.
You can find the TR-6060 transmission in the following Mustangs:
- 2007-2010 Shelby GT500 Iron Block 5.4L 32V V8
- 2011-2012 Shelby GT500 Aluminum Block 5.4L 32V V8
- 2013-2014 Shelby GT500 Aluminum Block 5.8L “Trinity” 32V V8
Tremec TR-6060 Transmission Gear Ratios
Unlike all of the domestic-based transmission predecessors, Ford decided to go overseas with the Getrag MT-82 6-speed transmission for the 5.0L Ti-VCT “Coyote” Engine. The only similarity that this transmission shares to its Tremec counterparts is a ribbed casing and integrated bell housing design. For a lot of enthusiasts, it is a love or hate relationship with the MT-82, due to its unsatisfactory performance and reliability. The output shaft connects to an integrated fixed yoke; oddly, the input shaft is a 23-spline.
Each MT82 features a six forward gear design, lockout reverse gear for added security, and a remotely mounted shifter. Due to the remote shifter design, enthusiasts have found it will lock out individual gears during spirited shifting situations. Across Mustang models such as the GT, Boss 302, and Bullitt are found with similar gearset. Performance enhancements commonly found with the Getrag MT-82 are a short-throw shifter and upgraded clutch.
You can find the MT-82 transmission in the following Mustangs:
- 2011-2014 S197 Mustang GT 5.0L Gen I “Coyote” 32V V8
- 2012-2013 S197 Mustang Boss 302 Gen I “Coyote” 32V V8 HO
- 2011-2014 S197 Mustang 3.7L “Cyclone” 24V V6
- 2015-2017 S550 Mustang GT 5.0L Gen II “Coyote” 32V V8
- 2015-17 S550 Mustang 3.7L “Cyclone” 24V V6
- 2015-2017 S550 Mustang EcoBoost 2.3L I4 Gen I
- 2018-2020 S550 Mustang EcoBoost 2.3 I4 Gen II
- 2018-2020 S550 Mustang GT 5.0L Gen III “ Coyote” 32V V8
- 2019-2020 S550 Mustang Bullitt 5.0L Gen III “Coyote” 32V V8
Getrag MT-82 Transmission Gear Ratios
|2011-2017 5.0L V8||3.66||2.43||1.69||1.32||1.00||0.65||3.32|
|2011-2017 3.7L V6||4.24||2.54||1.66||1.24||1.00||0.70||3.32|
|2015-2017 2.3L EcoBoost||4.24||2.54||1.66||1.24||1.00||0.70||3.32|
|2018-2021 5.0L V8||3.237||2.104||1.422||1.000||0.814||0.622||3.32|
|2018-2021 2.3L EcoBoost||3.237||2.104||1.422||1.000||0.814||0.622||3.32|
When the Shelby GT350 emerged back into the world back in 2015, it was an instant hit amongst Mustang and Shelby enthusiasts. For the first time, Ford featured an engine equipped with a flat-plane crank V8, capable of hitting 8,250 RPM in a 5.2L displacement. The "VooDoo" engine comes standard equipped with 526 horsepower and 429 lb/ft of torque.
To handle all of the RPM the "VooDoo" engine produces, Ford and Tremec had to put their heads together to build one of the most robust manual transmissions today. The result became the TR-3160 manual transmission, designed with either a single or dual overdrive application. Each TR3160 is made with an 81mm center distance while coming equipped with highly durable steel on every shaft and gear set.
Ford allowed the TR-3160 to boost the most amount of torque possible, while still adding strength in a lightweight package. Found within are high capacity tapered bearings as well as synchronizers, this adds to low shifting efforts and throws length through each shift. Since launched, this manual transmission is one of the most sought after and revered in Shelby and Mustang history, due to its precise shifting, incredible performance, and reliability on the track.
You can find the TR-3160 transmission in the following Mustangs:
- 2015-2020 Shelby GT350 5.2L Flat Plane Crank 32V “VooDoo” V8
- 2015-2020 Shelby GT350R 5.2L Flat Plane Crank 32V “VooDoo” V8
Tremec TR-3160 Transmission Gear Ratios
Tremec TR-9070 DCT
What happens when you set out to build the most potent factory Shelby GT500 in history? You get 760 horsepower and 625 ft/lbs of torque! To handle all of that power, Ford Performance engineers had a daunting task to either go to a traditional clutch/shifter manual or automated manual. Ford decided on the most effective way to manage all the power and put it to the ground, which is a computerized DCT.
The TR-9070 Dual-Clutch is Ford’s first crack at a DCT other than the mighty Ford GT supercar. With the ability to handle 664 lb/ft and shift in less than 80 milliseconds, needless to say, it has taken the GT500 to new heights of performance never seen before. Unlike a standard manual transmission where you have a clutch, gear handle, clutch pedal, and slave cylinder. A dual-clutch transmission uses twin clutch packs to prepare the next gear to shift even before you are. You are allowing the TR-9070 to create lightning shifts that are quicker than the blink of an eye. You end up with the best of both worlds, such as shifting just like a traditional manual gearbox but without the worry of pressing in a clutch pedal and the ability to have a fully functioning automatic transmission.
Tremec’s TR-9070 dual-clutch is designed with attributes to be as light, compact, and durable. Features include the following 9,000 RPM input speed, oil management system for high heat scenarios, dual wet clutch, robust hydroelectric actuation system, and sophisticated TCU (Transmission Control Unit) for precise shifting. Everyone at Steeda is looking forward to exploring the capabilities and performance in the stock platform. Stay tuned to Steeda website and social media channels for the latest updates!
You can find the TR-9070 DCT transmission in the following Mustangs:
- 2020 Shelby GT500 Supercharged 5.2L Cross Plane Crank 32V “Predator” V8
Tremec TR-9070 DCT Gear Ratios
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