ANYONE HAVING MANUAL TRANSMISSION PROBLEMS WITH 2005/2006 MUSTANGS?
03-19-2006, 11:20 PM
#1
Thread Starter
Join Date: Feb 2006
Posts: 20
ANYONE HAVING MANUAL TRANSMISSION PROBLEMS WITH 2005/2006 MUSTANGS?
The 2005/2006 Mustaangs have TR3650 manual transmissions in them.
I have a 2001 Mustang GT with THIS transmission that needs to be rebuilt or replaced(new). I only have 55,500 miles on it. There was a big problem with these transmissions. Mostly 2001-2003 Mustangs. I have been planning to buy a 2007 Mustang GT. I want to know if this tranny has been fixed yet. If the transmission is still crap, I'll get an automatic.
Those without problems, I'd like to hear from you too.
I have a 2001 Mustang GT with THIS transmission that needs to be rebuilt or replaced(new). I only have 55,500 miles on it. There was a big problem with these transmissions. Mostly 2001-2003 Mustangs. I have been planning to buy a 2007 Mustang GT. I want to know if this tranny has been fixed yet. If the transmission is still crap, I'll get an automatic.
Those without problems, I'd like to hear from you too.
03-20-2006, 12:57 AM
#4
3rd Gear Member
Join Date: Jan 2005
Location: New Bern, NC
Posts: 701
RE: ANYONE HAVING MANUAL TRANSMISSION PROBLEMS WITH 2005/2006 MUSTANGS?
Slick-Shifting Five-Speed Manuals
For those who prefer to compute their own shift points, five-speed manual transmissions are standard on the GT version of the 2005 Mustang.
The V-8 powered GT is equipped with a rugged Tremec 3650 gearbox; the V-6 cars get a Tremec T-5 manual. Both have been improved for shift quality and efficiency. For example, they now use a flange coupling instead of a splined drive with the driveshaft that results in better balance and reduced lash. An all-new shift linkage is designed to provide quick engagement of the gears, producing a solid feel and none of the "notchiness" apparent on some previous Mustangs.
The boosted hydraulic clutch reduces pedal effort while still offering a performance feel. The V-6 clutch has new plate materials for durability, and the V-8 clutch has been enlarged to handle the 300 horsepower of the new 4.6-liter, three-valve MOD engine.
In both automatic and manual transmission cars, Mustang GT models use a two-piece driveshaft that can withstand higher engine speeds and torque. V-6 models use a slip-in-tube driveshaft.
The rear axle ratio is 3.55:1 for the Mustang GT when equipped with a manual transmission. All other Mustangs use a 3.31:1 final drive ratio. The Mustang GT comes standard with a traction-lock 8.8-inch rear axle for smooth launches and better grip on loose or slippery surfaces.
All axles have a robust ring-and-pinion gear and feature a stiff differential case to reduce flex during cornering.
For those who prefer to compute their own shift points, five-speed manual transmissions are standard on the GT version of the 2005 Mustang.
The V-8 powered GT is equipped with a rugged Tremec 3650 gearbox; the V-6 cars get a Tremec T-5 manual. Both have been improved for shift quality and efficiency. For example, they now use a flange coupling instead of a splined drive with the driveshaft that results in better balance and reduced lash. An all-new shift linkage is designed to provide quick engagement of the gears, producing a solid feel and none of the "notchiness" apparent on some previous Mustangs.
The boosted hydraulic clutch reduces pedal effort while still offering a performance feel. The V-6 clutch has new plate materials for durability, and the V-8 clutch has been enlarged to handle the 300 horsepower of the new 4.6-liter, three-valve MOD engine.
In both automatic and manual transmission cars, Mustang GT models use a two-piece driveshaft that can withstand higher engine speeds and torque. V-6 models use a slip-in-tube driveshaft.
The rear axle ratio is 3.55:1 for the Mustang GT when equipped with a manual transmission. All other Mustangs use a 3.31:1 final drive ratio. The Mustang GT comes standard with a traction-lock 8.8-inch rear axle for smooth launches and better grip on loose or slippery surfaces.
All axles have a robust ring-and-pinion gear and feature a stiff differential case to reduce flex during cornering.
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