HOW TO: T56 Magnum XL 6-Speed Swap a 2011-2014 S197 Mustang GT

Fig. 1: Lets take a look at the T56 Magnum XL (bottom) alongside the MT-82 (top). Here’s the real difference you can see in terms of ruggedness and durability. The MT-82’s semi-remote shifter exhibits a flimsy demeanor when the heat gets hot during hard shifts and aggressive acceleration. The T56 Magnum XL gives you integral shift rail control without a missed shift or unpleasant harmonics. The T56 Magnum XL shifter feels good to hold in your hands making shifting second nature where power gets to the rear wheels in short order.

Fig. 2: The factory hydraulic clutch quick-disconnect is disconnected at the master cylinder as shown. Keep in mind hydraulic fluid (brake fluid) will damage your paint.

Fig. 3 Console cover removal is easy because it’s a simple snap together affair exposing the factory shifter and boot.

Fig. 4 Remove chassis protection as shown using a 10mm socket.

Fig. 5 Because the S197 Mustang exhaust system is easy to remove, all you have to do is drop the catalytic converter package to make way for transmission removal. Quick-disconnect sleeves make removal a snap.

Fig. 6 Remove the engine appearance/noise-suppression cover to prevent damage to the cover when the transmission is removed and the engine is tipped back.

Fig. 7 Underneath, disconnect the MT-82 electrical connections including the starter. Be gentle with these connections.   Did you remember to disconnect the battery?

Fig. 8 The S197’s two-piece driveshaft is disconnected at both the transmission and the differential. The MT-82 does not have a slip yoke like most transmission installations.

Fig. 9 The MT-82’s cast aluminum transmission crossmember is unbolted from the unit body. Transmission should be supported at this point.

Fig. 10 With the transmission properly supported, bellhousing bolts are removed freeing up transmission and bellhousing.

Fig. 11 MT-82 transmission is worked loose from the engine and jockeyed into place on the transmission support jack.

Fig. 12 Clutch is removed next to gain access to crankshaft bolts and flywheel. You will need a new clutch and flywheel for the T56 Magnum XL because the MT-82 has a 23-spline input shaft.
The T56 has a stronger 26-spline input shaft.

Fig. 13 Flywheel and block plate removal are next. Using both hands, carefully remove the flywheel and properly stow.

Fig. 14 This is the back of the 5.0L Coyote V-8 block. The 3.7L V-6 is similar. On the crank hub is a trigger wheel for the electronic engine control and a sensor in the block.
When you install the new Modern Driveline flywheel, don’t forget to reinstall the trigger wheel (also known as a reluctor).

Fig. 15 The new Modern Driveline aluminum flywheel with steel insert and ring gear has been installed with crank bolts to 65 ft/lbs in crisscross order.
It is suggested you heat the flywheel to 200 degrees F and wear heavy gloves for installation. Heating the aluminum flywheel allows it to expand for easier fitment over the crank hub.

Fig. 16 We’re installing Modern Driveline’s 26-spline Superior Kevlar and metal clutch disc designed to withstand the punishment of aggressive street and competition driving.
Kevlar allows for smooth engagement while metal friction surfaces provide a solid connection between engine and transmission.

Fig. 17 This is the Superior diaphragm-style pressure plate, which is installed using 10mm bolts.    Note the use of the provided clutch alignment tool.
Always use new pressure plate bolts and torque them to 23 ft/lbs in a crisscross fashion for uniform tightness.

Fig. 18 This is the SFI-approved QuickTime steel bellhousing for the 5.0L Coyote V-8 and T56 Magnum XL six-speed transmission. Once you have the bell properly seated, install the Modern Driveline-provided 10 x 1.5mm cap screws and lock washers. There are five 30mm long bolts and two 50mm long bolts. Place the two provided alignment dowels in the bellhousing. Using the longer 50mm bolts, torque in a crisscross fashion.

Fig. 19 Remember, you are dealing with a thicker bellhousing and longer fasteners. Install the eight 3/8-inch – 16 x 1-inch bolts through the bellhousing flange with lock washers. Flat washers and nuts should be on the block side of this assembly.
Also…  Always remember the two bottom bolts should be reversed to clear the engine oil pan.

Fig. 20 This is the T56 Magnum XL’s throwout (clutch release) slave cylinder and spacer.
Remember this slave cylinder must be bled if it has not been pre-bled.

Fig. 21 The new T56 Magnum XL six-speed is serviced with Dextron III ATF automatic transmission fluid via the left-hand fill port. Fill with approximately four quarts of fluid.

Fig. 22 Place the T56 Magnum XL in fourth gear and raise the transmission into the tunnel as shown. Slide the input shaft into the clutch disc. Once the transmission is seated in the bell install the provided 30mm long bolts and torque crisscross to 65 ft/lbs. Connect the quick-disconnect clutch hydraulic line.

Fig. 23 The Transmission mount has been installed as shown. We’re ready for the steel crossmember.

Fig. 24 The provided Modern Driveline steel crossmember is installed and secured to the Mustang’s platform using the same bolt holes as the factory crossmember.

Fig. 25 The MT-82’s two-piece factory driveshaft is replaced with this one-piece aluminum shaft with heavy-duty 1350 universal joints from Modern Driveline.
The new shaft weighs only 14 pounds compared to 34 pounds from the two-piece steel unit.

Fig. 26 Because the Prestolite Mustang is fitted with an 8.8-inch rear axle and eight-bolt flange. The aluminum shaft includes an adaptor ring, which enables us to couple the shaft and pinion flange.

Fig. 27 Because the T56 Magnum XL has different electrical connections than the MT-82, Modern Driveline provides a replacement wiring harness to make this swap cohesive.
The T-56 shifter is equipped with an electric reverse lockout in place of the MT-82’s mechanical lockout. The Modern Driveline package also includes an electronic speedometer calibrator.
Also included is a backup light switch connection.

Fig. 28 The Completed T56 Magnum XL package is a clean installation that’s easy to service and maintain. What’s more, it is rugged and dependable.

Fig. 29 Here’s the installed shift and boot with necessary electrical connections routed through the boot. This is the electronic speedometer calibrator, which goes in between the transmission harness and the vehicle speed sensor of the T56. This calibrator changes the signal from a two-wire to a three-wire sensor increasing the pulse signal to match that of the original MT-82, which Modern Driveline pre-sets. All you have to do is install the sensor.

Fig. 30 Bruce Couture of Modern Driveline and Kevin Stutler of Prestolite take a test drive in the Prestolite 2011 Mustang GT.
The first thing Kevin noticed was the crispness of the T-56 Magnum XL six-speed transmission. Gone are those sloppy MT-82 shifts and a solid predictable feel as you cruise the gears. The T-56 Magnum XL from Modern Driveline is simply a better transmission.

For more information, contact Modern Driveline for details. Count on not only a better driving experience but also outstanding tech support.  208-453-9800