When the Coyote 5.0-liter DOHC V-8 made its debut in the 2011 Mustang GT, a revolution was instantly created. With 412 horsepower and 97 more horsepower than the 2010 Mustang’s 4.6-liter SOHC three-valve engine, the Coyote was an immediate hit and to many, the best engine Ford has ever created. For 2013, the Coyote was the recipient of some calibration updates that resulted in a 420-horsepower rating, while other improvements for the then-new 2015 S550 Mustang brought the Coyote to its current 435-horsepower level where it stands for the 2017 Mustang GT models.
To go along with the Coyote engine, Ford also changed the Tremec TR3650 five-speed manual to the Getrag MT-82 six-speed gearbox, so a complete drivetrain makeover was the deal for 2011 Coyote 5.0s as the engine and transmission were completely new pieces of equipment.
While the MT-82 works fine for normal driving, major shortcomings with the stock shifter quickly began to surface. Just shifting the MT-82 quickly under heavier throttle usually resulted in missed shifts going from First to Second and Second to Third. Forget Powershifting, as that would clearly be a recipe for breaking something. We have experienced this issue as have legions of other Coyote 5.0 owners have in their cars. For us, it was in two different cars we’ve driven in the past two years. One was a 2011 GT we owned in 2014 and the other is the 2013 Coyote 5.0 subject car getting the upgrades we are going to show you here.
Anything approaching what could be called a speedshift always resulted in missing Second gear in both cars. Again, normal driving with slow deliberate shifting was fine, but if we really tried to hit it in either car, missed 1-2 or 2-3 shifts was a given. We didn’t even think about attempting a powershift going from 1-2 or 2-3 in either car.
While in some cases, a Tremec T-56 Magnum swap is one way to go, we wanted to see what sort of improvements we could achieve by doing everything short of performimg the really cool, but not cheap, T-56 swap in our subject car.
Our results were a resounding success. By installing the Centerforce DYAD clutch in the car and further enhancing the setup with one of MGW’s top-quality bomb-proof shifters, the car shifts perfectly under all driving conditions. Pedal effort with the Centerforce is noticeably lighter and the rock-solid MGW shifter makes shifting so much easier and more enjoyable all around. Its super-positive shift points make shifting much more exact and the throws are also seemingly just a little bit longer than the stock shifter, which also makes accidently shifting to Fifth, when looking for Third considerably less likely.
Furthermore, we also added an Energy Suspension urethane transmission mount and emptied the old fluid out the MT-82 and topped it off with fresh Royal Purple Synchromax synthetic manual transmission fluid.
While an MT-82 isn’t as strong as a T-56 Magnum, we got it to the point where it shifts probably as good and works beautifully for an almost all-street-driven car. The Centerforce clutch is also good for handling 1,000 horsepower or more, so it will be ideal for the supercharger the car will also be getting in the near future.
As for this project, it’s pretty much a one-day R&R job and we had it all back together in a day at Fontana Motorsports, which is a very reputable shop in Simi Valley, California. We have worked with FM for several years and they work on all kinds of vintage and late-model Ford cars and trucks as well as just about any GM or Mopar model, too. Let’s take a look.