6H and 6R Series: The 6HP26 was developed by ZF and was used behind some 2005–2008 Lincoln Navigators. The 6R80 and other 6R series 6-speed automatics were developed from the ZF transmission and built under license by Ford. The 6R series replaced the 5R series in 2011. The 6R140 series replaced the 5R100 in Ford heavy trucks and vans in 2011.
Manuals
Manual transmissions are found in the Mustang and Ford trucks, but keep in mind that the shifter location on these transmissions dictates the use or application of the transmissions. Ford mounts the truck engine up and under the chassis cab, so the shifter position is typically midpoint on the housing. Mustang transmissions are generally found at the end of the tailshaft or even remote behind the shaft. The earlier manual transmissions were a bit weaker and went through some warranty issues, and the latest versions tend to have issues with the shifting. The T-56 series, while bigger and bulkier than the earlier transmissions, is very robust and is still favored by the aftermarket community. It can also be found in both clutch fork and hydraulic throw-out bearing versions from Ford. (See Chapter 8 for more information.)
Tremec 5-speeds: Starting with the 1996 Mustang GT, Ford began using the Tremec T-45 5-speed, which was upgraded to the TR-3650 in 2001 and was used up through 2010s. The T-45 suffered from shifting issues and the 3650 corrected some of those problems. Ford issued numerous service bulletins to remedy the shifting problems on the 1996–2000 transmission. These primarily focused on fifth/reverse gear forks, which were jamming and breaking, so upgraded forks were offered to resolve this problem.
Tremec 6-speeds: The T-56 was first installed in the 2000 Cobra R, and then the 2003–2004 Terminator Cobra. It’s a stout transmission that’s also been installed in the Corvette Z06, Dodge Viper, and Aston Martin Vanquish. This transmission can handle a lot of torque. These transmissions can transmit up to about 700 hp, which is suitable for most high-performance street cars. These were fitted with a unique fork placement and used a cable clutch. The T-6060 was derived from the T-56, shares some of the same internals as the T-56, and uses a hydraulic throw-out bearing instead of a clutch fork. The T-6060 was used in the Shelby GT500 2007–2014.
MT82 6-speed: The Ford/Getrag co-developed MT82 6-speed became the standard transmission in 2011, replacing both Tremec manuals for use in the Mustang in 2011.
M5OD 5-speed: The Mazda-built 5-speed was installed in a wide range of Mazda and Ford cars and trucks. Two models were offered: the light-duty R1 and medium duty R2. R1 transmissions were slotted into the Ford Ranger, Explorer, Aerostar, and Bronco II. R2 versions have been used in the F-150, Econoline Van, full-size Bronco, and the Cougar/Thunderbird with the supercharged V-6. This transmission is suitable for most applications up to about 450 hp.
ZF Series 6-speed: The S6-650 ZF manual transmission is used in Super Duty trucks and vans 1999–2010. The manual was dropped in the United States in 2011. In addition, GM installed the ZF6 transmission in the 1989–1996 Corvette. The S6-650 is rated to transmit 650 ft-lbs of torque, so they are tough enough for many specialized and high-performance applications. It is important to be sure that the transmission you select matches your application and engine output.
Although Ford has been offering the modular engines through its racing parts programs for some time, it wasn’t until the fifth-generation Mustangs (2005–2014) that it began looking at bundling its performance engines with control systems to install in other types of vehicles such as street rods.
Ford Performance offers both production versions and special-built versions of its engines. Which one fits your project depends on your horsepower needs and budget. Here are a few of Ford’s nonproduction engines from the past few years.
Ford Performance Parts has marketed several different engine variations under the “Aluminator” name, capitalizing on the versatility and lightweight of the all aluminum architecture. The M-6007-A50XS put out more than 500 hp naturally aspirated and benefits from all the development of Ford’s Cobra Jet racing program. It comes with CNC ported cylinder heads, a dual 65-mm throttle body and a slew of high-end Ford racing extras. (Photo Courtesy Ford Performance Parts)
One way to identify the Ford Performance Parts Coyote engines is by the bar code sticker mounted to the back of the driver-side block just below the cylinder head. (Photo Courtesy Ford Performance Parts)
The Aluminator
The Aluminator started out as an all-aluminum version of the famed 2003–2004 4.6 Cobra Terminator supercharged engine, which came from the factory with a cast-iron block. The current iteration of the moniker is an all-aluminum 5.0 GT engine beefed up to handle more than 500 hp.
5.0 Cammer
This was the first 5.0 engine based on a punched out 4.6 DOHC Cobra engine. It was capable of horsepower ratings over 400 and torque of 365 ft-lbs or more. The engine features a Ford Performance 356 alloy aluminum block, high-flow cylinder heads, and 12-mm-lift camshafts. It’s also equipped with 11:1 compression; variable geometry, magnesium long/short runner intake; power steering pump; alternator; and air-conditioning compressor.
The Ford “Cammer” engine started out as a 4.6 DOHC engine that was re-sleeved and bored out and used in Ford FR500C, Grand Am Cup and Koni Sprots Car Challenge cars, among others. Output was in the mid-400 hp range and a punched out 5.3 version in 2010 made more than 665 hp in a GT for the FIA GT1 World Championship. (Photo Courtesy Ford Performance Parts)
You’ll notice the missing emissions systems on this specially prepared Boss 302. The engine is installed in one of the Ford Performance Boss 302S race cars specially prepped by Watson Engineering in Taylor, MI. There were only 50 units built and this engine dyno’d at 520 hp at the crank. The car was provided by Blake Hartman.
Boss 302
The Boss 302 modular is a beefed-up 5.0 Coyote platform pushing 444 hp installed in the 2012–2013 Boss 302 Mustang. It features high-strength components and goodies such as CNC-machined ports, forged connecting rods, forged-steel cranks, and forged pistons. The Boss engine is the basis for many of Ford’s racing-sealed engines, and it’s offered in stroked version up to 5.3 in short-block form. It produces 420 hp at 6,500 rpm and 390 ft-lbs of torque at 4,250 rpm. Until Ford offers the 5.2-liter GT350 engine in crate form, this is one of the best modular Ford crate engines you can buy.
The aftermarket has been cautious when it comes to the production of hard parts such as blocks and heads. Most of the aftermarket crate engines are based on production Ford components. Just when you think Ford has settled into a stable new platform, it goes and improves it again. The Coyote is a good foundation for modular engine builds, but then Ford changed things again when it came out with the flat plane crank 5.2 Shelby GT350 engine, which will probably keep the aftermarket world jumping once again, which will mean a new round of aftermarket components to support the new design.