BREAKDOWN OF MUSTANG TRANSMISSIONS
FROM 1979 TO PRESENT
SROD (SINGLE-RAIL OVERDRIVE)
The Single-Rail Overdrive, otherwise known as the SROD, is considered a “wide-ratio” 4-speed gearbox and features a smooth aluminum case with fully synchronized forward gears.
The reverse was left unsynchronized. The input shaft is a 10-spline while the output shaft is a 28-spline. On the VIN Door Tag, the Transmission Code is the number 6.
Because the SROD is unable to handle the increased horsepower, they are rarely seen being used in anything other than in a restored Ford Mustang.
Gear ratios for the SROD Mustang Manual Transmission are:
|SROD GEAR RATIOS|
|1979 To Early 1983||3.07||1.72||1.00||.70||3.07|
The SROD can be found behind:
- 1979 Ford Mustang GT 5.0L V8
- 1982 to early 1983 Ford Mustang GT 5.0L V8
BORG WARNER/TREMEC T5
The venerable T5 Transmission is the longest-running transmission style used in the late model Mustang.
The heavily ribbed cast aluminum case serves as the home for fully synchronized 5 forward gears and reverse and features a 10-spline input shaft with a 28-spline output shaft.
There were many variations over the years, so stick with me here. 1983 1/2 to 1984 Mustang T5 manual transmission is called a Non-World Class, or NWC.
They are the least desirable of the V8 T5 manual transmissions as the gear metallurgy, synchronizer design, and bearing arrangement were based on old technology.
In the 1985 Mustang model year, the T5 was “upgraded” to a World-Class, or WC unit.
This added a much better synchronizer design, wide-ratio gearset, needle bearings for 1st, 2nd, and 3rd speed gears, and improved metallurgy throughout.
In 1989, the metallurgy was once again improved on the 2nd Speed Gear, 3rd Speed Gear, and Countershaft Cluster Gear.
The tooth pitch of 2nd and 3rd was revised for strength and the gear ratios were slightly altered. 1992 brought about a welcome upgrade in synchronizer facing material from organic to carbon fiber.
The reverse synchronizer assembly was also revised for better engagement.
In 1993, for the Cobra and Cobra R Mustang, the countershaft cluster gear received a special coating and the input bearing was upgraded from a Torrington style to a tapered roller bearing.
1994-1995 Mustang T5’s shared the same features as the Fox last variants, but the input shaft and input bearing retainer were a longer length.
1994-95 T5 will not fit Fox Mustang and 1983-93 T5 will not fit 1994-95 Mustangs without extensive modification.
1983-1989 Mustang T5 was equipped with a yellow 7-tooth speedometer drive gear and 1990-1995 Mustang T5 was equipped with a light green 8-tooth drive gear.
Gear ratios over the years for the Ford Mustang T5 are:
|BORG WARNER/TREMEC T5 GEAR RATIOS|
The T5 can be found behind:
- 1983 to 1993 Ford Mustang LX and Mustang GT 5.0L V8
- 1993 Ford Mustang Cobra and Cobra R 5.0L V8
- 1994 to 1995 Ford Mustang GT and Cobra 5.0L V8
FORD RACING/TREMEC SUPER DUTY T5
This Mustang transmission justified its own mention due to its significance in the aftermarket as both a restoration and a performance part.
Basically, the T5 “Z” spec takes all the good updates and rolls them into one transmission.
The aluminum case is the latest revision and is the strongest offered on a production T5. Second, Third, and countershaft gears are all double moly.
All of the synchronizers are the latest revisions, with the 3rd and 4th featuring a carbon fiber facing. It has the 93 Cobra-style input pocket bearing and is already equipped with a steel input bearing retainer.
It has the standard-issue 10-spline 1-1/16 input shaft and 28-spline output shaft.
The speedometer drive gear is the desirable 7-tooth.
Gear ratios for the LRS-7003A Heavy Duty T5 Manual Transmission are:
|FORD RACING/TREMEC SUPER DUTY T5 GEAR RATIOS|
The Ford Racing M-7003-Z T5 is a direct bolt-in for:
- 1983 to 1993 Ford Mustang 5.0L V8
BORG WARNER/TREMEC T45
With the introduction of the mod motor 4.6L in 1996 came the introduction of the T45 5-speed Mustang transmission.
All Ford Mustangs equipped with this transmission have a 10.5″ clutch.
The T45 shares many attributes with the T56, so it is a strong transmission. Its weak link is the 10-spline input shaft which limits power handling.
1996-98 Mustang GT T45 transmissions had an 8-tooth speedometer sensor drive gear and a forward located transmission mount.
1996-1998 Mustang Cobra transmissions had a 7-tooth speedometer sensor drive gear and a rearward located transmission mount.
1999-2001 Mustang GT and Cobra transmissions used an electronic pickup “hall-effect” sensor for the speedometer signal and all had the rearward located transmission mount.
1996-01 T45 transmissions have the exact same shifter as the T5. The 1-2 shift fork is shared between all 96-01 T45s. The 3-4 shift fork was updated in 1998 thru 2001 and is a common upgrade for 1996-97.
The reverse fork was also updated in 1998 and there are three different versions available. Speaking of reverse, the T45 was the first Ford Mustang manual transmission to feature a fully synchronized reverse gear.
All T45 varieties use a ribbed aluminum case with integral bell housing.
Gear ratios for the T45 are:
|BORG WARNER/TREMEC T45 GEAR RATIOS|
The T45 can be found behind:
- 1996-1998 Ford Mustang GT 4.6L 2V V8
- 1996-1998 Ford Mustang Cobra 4.6L 4V V8
- 1999-early 2001 Ford Mustang GT 4.6L 2V V8 with transmission code 6
- 1999/early 2001 Ford Mustang Cobra 4.6L 2V V8 with transmission code 6
- early 2001 Ford Mustang Bullitt 4.6L 2V V8 with transmission code 6
Starting with the 2001 model year, Ford rolled out yet another 5-speed Mustang transmission known as the TR3650. Like the T45, it uses a ribbed aluminum case with an integral bell housing.
There were no variations between GT and Cobra versions 2001-2004. In 2005, the TR-3650 received a revised case and remote mount shifter for applications in the 2005-2010 Mustang GT.
All Mustangs equipped with this transmission have an 11″ clutch. Like the T45, the weak spot in this transmission is the 10-spline input shaft.
The output shaft is a robust 31-spline. 01-04 transmissions use a rear slip yoke whereas the 05-10 variant uses a fixed flange. While the 01-04 3650 shifter appears identical to the T5/T45 unit, they are not interchangeable.
The 3650 can be retrofitted to T45 applications if a Speed-Cal is used to compensate for the difference in speedometer signals.
Gear ratios for the TR-3650 are:
|TREMEC TR3650 GEAR RATIOS|
|2001-2004 | 2V||3.38||2.00||1.32||1.00||.68||3.38|
|2001 | 4V||3.38||2.00||1.32||1.00||.68||3.38|
|2003-2004 | 4V||3.38||2.00||1.32||1.00||.62||3.38|
|2005-2010 | 3V||3.38||2.00||1.32||1.00||.68||3.38|
The TR3650 can be found behind:
- 2001-2004 Ford Mustang GT 4.6L 2V V8 with transmission code K
- 2001 Ford Mustang Cobra 4.6L 4V V8 with transmission code K
- 2003-2004 Ford Mustang Mach 1 4.6L 4V
- 2005-2010 Ford Mustang GT 4.6L 3V
- 2001 Ford Mustang Bullitt 4.6L 2V V8 with transmission code K
- 2008-2009 Ford Mustang Bullitt 4.6L 3V V8
BORG WARNER/TREMEC T56
As powerful as the 2003-2004 Mustang Cobra was, it received the weakest T56 ever produced. Its 10-spline input and 27-spline output shafts severely limited the power handling of this otherwise awesome six-speed manual transmission.
Because of the available six forward gears, it allowed for a “double overdrive”. The ribbed aluminum case featured a removable bell housing and mid-plate to allow for different fitment configurations.
Aftermarket support is plentiful for this transmission, so there is an abundance of upgrade parts available to make the T56 handle whatever you may throw at it.
Because of the added length of the T56, a shorter than normal driveshaft was used in the 03-04 Mustang Cobra.
Gear ratios for the T56 are:
|BORG WARNER/TREMEC T56 GEAR RATIOS|
The T56 can be found behind:
- 2003-2004 Mustang Cobra 4.6L 4V V8 Supercharged
When the 2007 Supercharged Shelby GT500 5.4L came along, it brought with it – you guessed it – another transmission!
The Tremec TR6060 six-speed is based on the T56 but improved from front to back.
The aluminum case has an integral bell housing and the output yoke is a fixed design.
Like its 05-10 GT sibling TR-3650, the 6060 uses a remote mount shifter.
The 26-spline input shaft allows for much greater power handling.
There have been three different ratio variations over the years.
Gear ratios for the TR6060 are:
|TREMEC TR6060 GEAR RATIOS|
The TR-6060 can be found behind:
- 2007-2012 Ford Mustang Shelby GT500 5.4L 4V V8 Supercharged
- 2013-2014 Mustang Shelby GT500 5.8L 4V V8 Supercharged
Ford deviated from its norm with the introduction of the 2011 Mustang GT 5.0L TiVct. Instead of choosing a Tremec gearbox to back up the Coyote powerplant, they chose an overseas sourced Getrag MT82 six-speed transmission.
Like its Tremec predecessors (the Getrag shares no similarities otherwise) the case is ribbed cast aluminum with an integral bell housing.
The output yoke is a fixed design, but the input shaft is an oddball 23-spline. It features six forward gears with reverse and the shifter is a remote mount design.
The same transmission and gear set are used in both the GT and Boss 302.
The MT82 is either a love-it-or-hate-it gearbox. There have been numerous complaints from consumers about faulty performance. However, there have been no recalls to date.
Gear ratios for the MT82 are:
|GETRAG MT82 GEAR RATIOS|
The MT82 can be found behind:
- 2011-2014 Mustang GT 5.0L 4V V8 TiVct
- 2012-2013 Mustang Boss 302 5.0L 4V V8 TiVct
- 2015-2017 Mustang Mustang GT 5.0L 4V V8 TiVct
This six-speed manual transmission on the Mustang Shelby GT350 features six forward speeds and one reverse speed.
t is designed for either a single or double overdrive application is currently used on small delivery vans and commercial vehicles, as well as performance vehicles.
It has an 81mm center distance and comes equipped with high-strength steel on all shafts and gears.
This maximizes torque capacity and durability all while minimizing weight and package size.
Also included are high-capacity tapered bearings and synchronizers which contribute to low shift efforts and shifter travel.
With the application of this transmission on the Mustang Shelby GT350, this precise-shifting Tremec3160 has proven to be one of the most sought-after track-proven transmissions for performance vehicles.
For 2021, the Mustang Mach 1 models will also feature the Tremec TR3160 Transmission.
Gear ratios for the TR-3160 are:
|TR3160 GEAR RATIOS|
|2015-2021 Shelby GT350 / 2021 Mach1||3.25||2.23||1.61||1.24||1.00||.63||2.95|
The TR-3160 can be found behind:
- 2015-Present Mustang Shelby GT350s
- 2021 Mustang Mach 1s
The all-new Tremec TR9070 comes equipped with the most powerful Shelby GT500 Mustang in history with 760 HP and 625 ft/lbs of torque!
A controversial decision was presented to Ford in deciding on an automatic or manual transmission or both.
The final decision was made to only present this model in an automatic DCT (Dual-Clutch Transmission) option to most effectively manage all of the power.
The TR9070 is referred to by many as “having two transmissions in one”. Per Pat Morgan, who is the Ford Performance powertrain manager stated that “this enables performance at the outer reaches of straight-line quickness with minimal torque interruption, yet it provides an incredible amount of finesse and control in track environments for maximum stability and predictability at the limits of lateral acceleration.”
This Mustang transmission contains a wet clutch system with (5) friction plates to total 155 square inches of surface area to firmly and smoothly deliver torque. This leads to the control system where timing is everything. The shift points and clutch modulation are all contained by a computer-controlled mechatronics system that simultaneously reads dozen of the vehicle and environmental factors. This leads to near-perfect shifts for every driving situation. Even though this is an automatic transmission, this was developed in mind to create the perfect driving experience on the 2020 Shelby GT500 Mustang.
We can’t wait to see what comes next!
|TR9070 GEAR RATIOS|
The TR-9070 can be found behind:
- 2020-21 Mustang Shelby GT500s