Getrag MT82 Question

[nelsond003]

The complete kit comes with a driveshaft, is that for the Tremec or the factory supplied Getrag MT82 that comes in the newer mustangs. My driveline is from a 2017 Mustang and I know the trannys are different sizes.

[edwardb]

When you order your kit, they will spec the driveshaft for the engine/trans/rear suspension you are using. The combinations show as options on the order form. There isn't an option for the MT82, nor do I think it's supported. The main issue is the shifter is way too far back. I've seen a couple builds where parts were fabricated to relocate it. There's also a supplier that has a solution. Nice but not cheap. https://www.formacars.com/store/mt82shifter. As I recall, the MT82 also has a different attachment for the driveshaft, e.g. different than the usual Tremec slip yoke. Also you may want to check the ratios. Not sure about those either. Bottom line, it can be made to work. But reasons why not too common.

[nelsond003]

What transmission are most people using with their coyote's if its not the factory one that comes with it?

[q4stix]

Most are doing TKO 500 and TKO 600 transmissions with a decent amount also using T-56 or TR-6060/T56 Magnum

[Jeff Kleiner]

The MT82 uses a companion flange with Guibo joint, not a slip yoke. To use it in an FFR the flange needs to be changed and the driveshaft must be built to incorporate a slip joint. While not insurmountable it is another of the complications that make the transmission not a common or popular choice. Most Coyotes gt built with a TKO 600, 500 or Tremec 3650 if a 5 speed is desired or T56 6 speed.

Jeff

[Erik W. Treves]

I have a MT 82 Ver2 in my coupe... as others stated... you can do it... I did it since my pull out was basically a brand new drivetrain .... it didn't come without complications...

1) Shifter is too far back - had to make my own shifter mechanism to bring it forward (there are a couple companies now making them i believe)
2) The driveshaft needs to be custom made
3) 1st gear is really short in it
4) Transmission mount needs to be made to work in the chassis mount.

All can be done with time - but hours to labor - you are probably better going with one of the tranny selections Jeff listed. I will say it is a really nice shifting tranny and strong - the dual disk hydraulic clutch is butter....

[nelsond003]

Thank you all for your input. I went ahead and ordered a TKO600 from Forte a few days ago. My engine and tranny was a complete drop out from a newer mustang also with a harness, pedal, and CPU. Now I am hearing that I need the Ford Engine Pack because I can't use the harness that came with my engine??

[Logan]

I’ve been researching the options for reusing the OEM Mustang harness and PCM in a crate-type application such as the FFR for about 5 months. I have, like you, a complete Coyote engine + harness + PCM from a salvage Mustang (in my case a 2019...so Gen3 with the Bosch PCM instead of the Continental PCM like the Gen1 and Gen2 Coyotes).

There are some gray-area options out there that MAY or MAY NOT work. First order of business is to “Unlock” the PCM. What this means is removing PATS (Passive Anti Theft System), and disable the dependencies on other modules such as the BCM. Another hurdle is that the Mustangs all use a returnless fuel system, the PCM controls the fuel pump voltage. In the FFR, you won’t be using the modern Mustang plastic fuel tank or pump setup. You’ll have an in-tank pump still, but it will flow into a pressure regulator. From there, regulated fuel pressure goes to the engine and all excess fuel is returned to the fuel tank. The Mustang PCM needs some tuning to command fuel pump voltage to 100% all of the time if you’re powering your non-Mustang pump from said PCM, then using the return style setup I described above. These are just a few of the issues that surround the PCM itself, not to mention the differences with the harnesses.

All in all, if you want a plug-n-play solution that is ready to go, the Ford Performance Control Pack is what you want. Gen2 is around $1500 and Gen3 around $1700.

I just bought myself a control pack on Cyber Monday, even though I have the Mustang hardware already, if that tells you anything... it’s the “easy button” approach.

[nelsond003]

I am sure I'll be ordering mine today also. Time is money, lol. I was hoping to use the key fob for my push button start. I seen guys with the honda 2000 start button, but that still requires putting the key in the ignition. Not worth the push button start if I am using keys anyways. IMHO.

[mike223]

Also you may want to check the ratios. Not sure about those either.






I have a MT 82 Ver2 in my coupe

3) 1st gear is really short in it




MT82 is the only generally available transmission applicable to these cars (v8 hp) which uses 5th as the 1:1 ratio.

Everything else - TKO, T56, TR6060, T5 etc, uses 4th as the 1:1 ratio.


With the MT82 you've got 4 gears before you get to 1:1 output gearing, everything else (applicable) has 3.


So it would definitely require taller rear end gearing than the rest (or first is going be extremely short).

[Jeff Kleiner]

First gear is 3.66. Even coupled with the Mustang IRS's highest ratio of 3.31 it creates a stump pulling 12.11:1 overall (3.55=13:1 and 3.73=13.65). Additionally there is a big split on the 1-2 shift with second being 2.43.

Jeff

[mike223]

I'm not really sure what they were trying to accomplish with that gearing.

[Murd]

Mustang gt weighs 3700lbs, so 4K ish with gas and driver. I’d say the gearing is to get all that moving. Coyote revs and makes power to 7500 Rpm, that’s 48 mph in 1st with the 331. Guessing it works well for what it’s designed for.

[Sell1]

Thanks to all for all the great information. Truly appreciate the links and or other suggestions.
I have the stock 2017 motor and trans with low miles so I will be using that.
3.55 rear gear. So as someone said first is pretty much useless.

[CraigS]

The problem w/ using a take out ecu etc is all the other systems that talk to it in the mustang. Not only do they send/receive info to the ecu but, in some cases, the ecu is looking for a connection even though the system isn't currently active. So it's not like all will be well just because a system isn't connected. A funny story from back around 2005. A Lexus ES300 had intermittent auto trans shifting problems. Long story short the problem was in the instrument cluster. When they designed the car they used a sending unit in the trans for a speed signal and they were afraid people would run a wire around the cluster to keep miles from the odometer but still feed the signal to the ecu. So they put an electric gizmo in the cluster to change the analog signal from trans to the speedo into a digital signal before it went to the engine ecu. No bypassing the cluster.