The Getrag MT82 trans problems you may have read about are overblown, IMO. The MT82 got a bad rep from some early 2011 Mustang GT cars that came through with bad transmissions. Since the MT82 is made in China, and people love to hate and flame on anything Chinese-made, the bad rap was cemented from there, fairly or unfairly.
Some early production 2012 Bosses apparently had some trans sifting issues which Ford "fixed" by making a running production change to the trans fluid they use for all subsequent cars, including 2013s. As others here have said, the Boss trans is plenty durable and the gear ratio spacing is spot-on perfect for the Boss 302 motor. The shifting is a bit notchy when the trans is cold, but smooths out considerably once the trans fluid has warmed up.
The biggest knock is the shifter itself, which can occasionally have a shifter lock out problem when upshifting from 2nd to 3rd under full acceleration at high RPM. It's like the shifter "hangs up" and won't go into 3rd gear. It's an intermittent problem... not everybody has it, and not all the time... with the proximate cause(s) being either or a combination of a)weak/flexible rear shifter isolation bushing mount, b)trans and engine mounts that allow too much engine/trans flex, and c)clutch pressure plate not fully disengaging on clutch pedal depression (which it has been speculated is either caused by a)bad Turkish-made pressure plates, too-small dia. clutch hydraulic line, or c)clutch pedal helper spring that inhibits clutch pedal return).
Also, the shifter "gates" are very closely spaced side-to-side, and because of the MT82 syncro design it cannot be "speed shifted" or banged into gear when shifting like we did with our old Toploaders and Muncies. They need to be shifted deliberately and smoothly. Some owners may not realize this and this could also be a part of the problem.
Whatever the actual reason(s), there are fairly simple and relatively inexpensive fixes for all of these issues. Basically, though, the Boss is absolutely fantastic as it is and really needs nothing to be fully enjoyed. Ford absolutely did NOT get it wrong on this car. In fact, they hit it out of the ballpark.
I have had more experience with this issue than most Boss 302 owners, as my MT-82 benched on two different occasions for Warranty Repairs by my Ford Dealer. However the cause of failure in both cases was not resultant from any internal failure of the MT-82, it involved external items. 1. Vent-tube valve failure, oil leak and, 2. Clutch Noise, faulty pressure plate. Needless to say, I have a lot of shop time in dealing with shifting issues of the MT-82. I have inspected and tested in some cases components that can affect shifting. You see, I have experienced many of the issues that are discussed in this Forum. I have experienced the Dead Clutch Pedal, (that will make you red in the face!). I have experienced a clunk sound but mostly "feel" when shifting to second and third gears and I have experienced the 1-2 shift lock out condition on WOT shifts. Let me tell you when this happens to you, it is a major disappointment.
However when it comes to internal failures, there are very few cases of this for the 2012's and to my knowledge even fewer for the 2013's. I think DaBossinne said it very well in his post that I have quoted, (see above). From what I have read, most issues were from early 2011 applications and Ford worked to make several production run changes to improve the MT-82, and more than the oil specification change. There is a post in this forum from our man in Denver that list several production changes made by Ford. End result, the MT-82 is a Darn Good Transmission now and in my opinion the gear ratio selection is just right for the Boss 302 application,
Now with that said, I also have to tell you that I am a person who believes in "Product Improvements" and "Product Upgrades" and I have done the following to address what I thought would improve the conditions I experienced and listed in paragraph one: 1. Replaced the shifter, I used an MGW unit because I wanted to replace both the upper and lower shifter assemblies and rear lower shift box support. Note: I have the competition version so slight increase in NVH. 2. Removed the Assist Spring, I like the pedal feel, it is very positive with out the assist spring and I thought if Shelby does it, there must be a reason. 3. Dealer performed the Trans Fluid TSB, This helped a lot with cold shifting and 4. Replaced the 3 piece plastic clutch fluid line with a One piece FRPP stainless steel line. No more expansion issues with the plastic and I can tell you from inspection that the line is restricted by the aluminum fitting pressed into the transmission side of the plastic line. This provided positive clutch T/O Bearing engagement and disengagement, also improved the shift effort and further reduced the nochy feel when cold. (I drove this car to work in the morning at 52 degrees, then it was 36 degrees on my way home and the transmission was smooth after the first 1/2 to one mile of operation, This is with a 30-45 second warm up of the engine in the parking lot. Back to the stock clutch line, It's plastic! need we say more?
Now why did I highlight the above quote?
Because you can speed shift and BANG the crap out of each and every gear. The MT-82 as fitted with the above "Up-grades" is an awesome transmission to shift. It is also SMOOTH as silk shifting in to all gears once warm, and by that I mean after the first 1/2 - 1 mile of driving even in 30 something degree weather. I have said this before, my favorite gear is the 2-3 shift. Why? Keep your eyes on the tach and shift at 7,000 rpm, under WOT, by the time you do it, it's 7,200 RPM, (or so) but you just stabbed the pedal with your left foot, and you just JAMMED the SHIFT BALL in the GENERAL DIRECTION of the RADIO and BOOM you hit third gear, (you will HIT third gear every single time, you will never miss with the above set up) and you are laying down rubber in your THIRD GEAR SPEED SHIFT! It is just amazing.
Now, I know that is a lot of TYPE (talk), so when it gets warm, I will run a video of a hard launch, and shifts first through third gear. Also, I plan on being at Carlisle PA this year for the Ford Nationals and I would be happy to make a few test runs with a guest, the Boss with this set up is just that good.
So all in all, the MT-82 transmission is a good transmission, it just needed a few "supporting" upgrades! Have fun out there and if you are a Boss 302 owner, worry about something else, because you only have to worry about our transmissions if you are running 853 HP and then you will only snap the input shaft. (By the way did you notice after two input shaft fatigue failures, there was no complaint of busting up or stripping first or second gears in the MT-82? Think about that.)
Oh well I have said my piece, sorry if I ramble on about our cars, All the Best to each of you, 302 HI Pro
Here she is on her way back in
Edited by 302 Hi Pro, 03 February 2013 - 05:21 PM.
2012 KB Boss 302 MC: 500A | Boss Production Line Assembly Number 2800. Vehicle Special Ordered with Recaro Sport Seats & 3.73:1 Torsen Option | Engine: FRPP 84.5MM TB, Peterson CJ Vent Can, TracKey Activated, AirAid CF PJ CAI, FRPP 84.5MM TB | Drivetrain: AE 4.0" Aluminum DS, MGW Gen 3 Race Spec Shifter, GT500 Clutch Pedal Box, FRPP Stainless Clutch Line, Dedicated Clutch Fluid Reservoir, FRPP Trans Cooler Scoop. | Exhaust: Silver Ceramic Kooks Super Street Headers, MagnaFlow Street/Comp 3.0" SS CB X-Pipe System, Open Kooks SS Boss Side Pipes. | Suspension: FRPP "T" Springs (alternate Steeda Boss Rear Springs), Koni Sports (Yellow) Adjustable Struts/Shocks, Steeda HD Camber Plates, Cortex Watts Link, Steeda Billet KB Poly/Spherical LCA's, KB LCA Relo Brkts, Steeda Adj. UCA & Energy Suspension Sys. Upper Diff Housing Bush, OEM Boss Rear Sway Bar | FRPP GT500 Forged wheels, (19X9.0 F & 19X10.0" R) | Brakes: FRPP Boss 302 Cooling Duct Kit, Steeda SS/Kevlar Brake Lines, GT500 13.8" Rear Rotors, GT500 Rear Brake Pads, Dot 4 Motul 600 HT Fluid | Body: FRPP Boss 302S Grill, FRPP Boss 302 LS Front Splitter, FRPP GT500 Rear Spoiler & Serviceable Gurney Strip, BFR Front Tow Hook, Jacking Plates, 3M Window Tint, (35/20), OEM Boss 302 Floor Mats & Boss 302 Car Cover, Pioneer TS-D6802R Speaker System, Auto Dim, Home Link & Compass Mirror. Notes: Current Intake System - Ram Air thru Front Grill Fog Light, OEM CAI Box and AEM Aluminum Intake Tube with Drop-In High Flow Filter. In Testing Spring 2016. SCT-X4 Tuner used exclusively for Data-Logging AFR/Timing Curves Only. FRPP TracKey is Preferred PCM Tune.