The shifter and bracket were a huge money saving decission which I full heartedly agree can easily be improved on. Most likely the high rpm lock out is a compound problem of worn parts inside the unit along with flex in the drivetrain and the damages has occurred progressively before and during your attempts to remedy it with aftermarket parts. I'm a mechanical engineer and have requested to speak with either a regional service tech or engineer from Ford so that I can get a more straight forward issue. There have also been some third gear failures where the gear shears into two pieces. It has held together without issue since, other than a little minor gear rattle and clutch noise at low speed it didn't have before. Id have to switch to 4.
I wasn't extremely pleased with our conversation. I have not encountered this issue yet but have seen it in other similar designed gears for other units. My uncles took me to different local car shows where I got to see all the older muscle cars. While I don't expect the mechanic to know how to install an aftermarket part they were ready to pull the new trans out of the car. If you look closely, you can see the bronze pads installed. Well, to put it in perspective, the car has been now, since the rebuild, shot down the track over 100 times, on slicks, full clutch dump launches from 4500-6000 rpm and no problems whatsoever.
All of the rebuild work goes through our sister company Texas Motorsports. In the T56 units, we did an electric pump setup as well but to recirculate the oil from the rear of the unit to the front under hard acceleration to prevent the input shaft and head gear on the cluster from running dry and prematurely failing. I upgraded the shifter, clutch line, fluid, motor mounts and disconnected the skip shift. As for cost to build the units. The transmission uses gears to adapt the torque to the demands of load and road conditions. What I want is a car I can have fun with.
Truck Freight Charge varies by Location of Customer. If anyone has a similar story or useful information that would be greatly appreciated. They uses a mechanical pump driven off the cluster gear to pump fluid out of the unit, into a cooler and back into the unit. Deysha any new information on your end? Good luck with the rebuild. I was just told today the parts are shipping and will be in next week. Ford hasn't seemed to interested in the latter routes. That is going to push prices down, maybe way down.
The car has 18,600 mi and I'm yet again getting a similar scenario. At 13,100 I took the car into Ford where they decided to replace the transmission under warranty. Not to mention a way to test the gearbox for issues before it is shipped across the Country or World. The sixth generation will be in showrooms now The 4 cylinder Eco-boost 310 hp. If youre keeping the power level in the low mid 400s id do just like you're planning. It will be evident how much more satisfiying a short throw shifter can be in a Mustang. Corvette went to a cooling option in the T56 in the C6 cars.
The shifter in the Coyote Mustang generally works well when cruising around. Is much safer, with crumple zones, air bags, cushioned interior, and way better brakes. We are not the installer of Gearbox sold. This time the culprit is third gear. The contact number for them is 210-887-7615 and you can check out their work also on Facebook. Im running the stock trans, rxt, barton shifter, clutch line, and motor mounts. It took some talking but eventually they agreed.
Called Revolution Automotive this morning, I take the car down next Monday morning, they're going to do their Stage 1 upgrade as well finding the issue I've been having, gonna have them install an Exedy Mach 500 clutch as well as an Exedy slave cylinder, I'll post up a full review after I get the car back. That being said when I originally talked to the dealer whom I ordered the car through on the east coast I was met with some much more harsh resistance. I'm very disappointed that Ford opted to put a Chinese transmission in their Mustangs. There are are over a three dozen around Los Angeles. . I perused the forums took it initially as something I would have to live with but eventually changed the trans oil at 11,500 mi after the problem didn't go away.
When mine goes ill try a rebuilt mt82. Prior to moving my car made 420hp and 395ft lbs on a dynojet. Once I noticed the issue I immediately took the car into Ford. The frag from that took out everything else that was busted. The factory pressure plate doesn't seem to be as fast as we would like to shift. I am so impressed with your company, and you have been so great with answering my questions and helping me. And the only colors that are missing are Brown, Orange and Yellow, and that's because Ford didn't make Brown or Orange, and the Yellow one is being used as a taxi.
I should note they reinstalled the rear support backwards the first time around. It's probably working to my advantage they don't have a ton of people with modded cars coming in with transmission issues. Actually goes around curves and stops better. I think any type of driving that requires quick gear changes will accelerate the wear and eventually fail a part, which in return could damage more parts. My clutch failure was due to heat, which caused the hub to fail.