[OmniFocus]

The MTX-75 would be a 100 times better if it didn't have soft brass synchros that get worn out, and break.

I suppose, but 112k and mine still shifts grind free.

I agree that there really isn't a good reason to replace a Getrag unless you really want an MTX-75. If I had an SVT, I'd leave the Getrag.

 

[BadIdea]

Here is very infomative post from Hal.

I replaced my stock clutch at 90k (still had another 10-20k left i'm guessing) with the ford tsb updated one.

Other than the extra tall 1st gear, I'd take a getrag anyday over the mtx75. I would agree replacement getrag's are harder to find and more expensive.

Since your rate of acceleration is highest at the Torque Peak for any engine, you want to keep the engine close to the RPM where the Torque Peak occurs. The way to do this is to determine the number of RPM that the motor drops on each upshift (watch the tach as you upshift). It will be different for each upshift.

Then figure your shift point as being 50% of the drop above the Torque Peak RPM. That will keep the engine centered on the Torque Peak as much as possible. Some cars where the Torque drops off rapidly after the peak work better with a shift point of 30% of the drop above the Torque Peak RPM.

Now for the Transmission part. The gears are a Torque multiplier. Therefore, the higher the drive ratio the more rapidly you will accelerate.

The final drive ratio (gear ratio X differential ratio) for the two transmissions are:

MTX-75 with 4.06 diff
1st - 14.902
2nd - 8.688
3rd - 5.887
4th - 4.181
5th - 3.126

GETRAG
1st - 12.789
2nd - 7.793
3rd - 5.651
4th - 4.615
5th - 3.828
6th - 3.126

Looking at the final drive ratios you will see that the car will accelerate more rapidly in 1st thru 3rd gear with the MTX-75/4.06 than the GETRAG. After that the GETRAG is better for 4th and 5th.

Another important point to consider, especially if the engine has a peaky torque curve rather than a fairly flat one, is the drop between gears.

Drop between gears for the two transmissions:

MTX-75 with 4.06 diff
1st / 2nd - 6.214
2nd / 3rd - 2.801
3rd / 4th - 1.706
4th / 5th - 1.055

GETRAG
1st / 2nd - 4.996
2nd / 3rd - 2.142
3rd / 4th - 1.036
4th / 5th - 0.337
5th / 6th - 0.702

The GETRAG has smaller drops between each gear which will make it easier to keep the engine at or near the Torque Peak. To me this makes the GETRAG a better road racing transmission unless you are on a very tight course where the greater acceleration rate of the MTX-75 in the lower gears would be useful.

Side Note: To find the speed of the car at any particular RPM in any gear use this formula.

((RPM/Final Drive Ratio) /833.6) X 60 = Speed in MPH.

The 833.6 is the approximate revolutions per mile of the tire for most of the sizes used on a Focus and the 60 is 60 min in an hour.

As for the statement about raising Horsepower by changing the final drive ratio. Since Horsepower = Amount of work(torque) done over time, changing to a lower gear ratio will allow the same amount of work to be done over a shorter period of time. So it will increase the horsepower.

 

[mattellermets]

The SVT has a bunch of sweet parts that I like... The Getrag isn't one of them.

bumping from the dead to say that this is a great quote :thumbup:

... and to contribute MPH charts for a few tire sizes

https://spreadsheets.google.com/spr...?hl=en_US&hl=en_US&key=0Al9iuU-9Uv1XdFc3M0gtcEN4bElMY2ViSWpoS21vR3c&output=html

 

[xsuicidesn0wmanx]

Im glad this thread got bumped back up, it was a good read and saved me the trouble of not reading due to being too lazy to search

 

[Eurofordfan]

Like it says whats better?

It seems to me that it is hard on a transaxle if a person shifts very quickly. Yes, MTX75's do have soft synchro's -- so you have to go easy on them. However, the repair costs on the MTX75 are, perhaps, reasonable -- and here's the kicker: I don't believe anyone has been able to source any internal parts for the MT285 Getrag. Only seals and half-shafts (the latter not really being part of the transaxle). A full suite of parts are, by comparison, available for the MTX75.

A Rebuilt-thru-Ford Getrag MT285 costs $6000 here in Canada, with a $1400 core charge added-on. Our Canadian dollar trades (currently) at a higher value than the Greenback ($US1.02 = $CDN1.00) -- so I expect the cost is the same in the US - i.e. very HIGH.

Lastly, folks, we have THE source of MTX75 prowess, here in North America -- in Haines Motor Sports. Renewal of the synchros on the MTX75 requires a hydraulic press and requires heating the gears. Haines can do it without a torch, without damaging the gear faces / hardening. Also, measuring end-play of bearings for the two shafts, when bearings are replaced. The necessary jig, to measure the output shaft, particularly. Also HMS upgrades the shifter mechanisms, with a superior-to-stock design. Finally, if folks are considering an ATB or Torsen differential, then set-up of the roller bearings / axial clearance is a necessity. Not to be done by gosh or golly. A special jig is required to axially load the diff, to enable measuring.

I would never consider buying a transaxle, particularly buying the vehicle used, if a full grouping of repair parts were not available, and if a clear specialist were not out there.... Such is the MT285. Guys, you need to baby those transaxles!

 

[KogboxKing]

Correct on all counts..We build std & custom MTX75 units for Forcus,Contour,Cougar and X Type Jag and have also built specials for Noble's and a V8 Aerial 'Atom' etc etc...Terry Haines,HMS Inc

 

[KogboxKing]

As an add on to the last two posts,we have,over many years working on the MTX75,made up our own custom tools (apart from the Ford tools) which make the jobe of removing and refitting the shrunk on gears(5th on input shaft & 3rd/4th on the output) a lot easier...FWIW for the DIY guys...NEVER EVER use a bare FLME to heat these gears...We use 'fire & ice'..working on these but not bare flames..you can ruin the hardness etc...Along with that we also have our own custom press plates to remove these gears and a 35 ton press...Don't try and mess with blockers & syncros unless you have the correct tools or a good shop that has experience with the MTX75..Over the past 10 years we have done over 1000 custom builds...

 

[FORDSVTPARTS]

Id say MTX 75. heres why:

the getrag uses a dual mass flywheel. The purpose of the dual mass is ease the shock on clamping. Unfortunately it usually just coauses chatter and failure. The dual mass flywheel is unneccesary.

The gear ratios are too close together. 6th gear is more of a novelty than a serious gear.

The dual mass prevents chatter, an aluminum flywheel is an easy if not cheap swap but that's where the chatter come in is with the aftermarket clutch and flywheel.

I love the Getrag in my car, the gearing is set up for road course use and works incredibly well to keep the engine in it's power band.

It seems to me that it is hard on a transaxle if a person shifts very quickly. Yes, MTX75's do have soft synchro's -- so you have to go easy on them. However, the repair costs on the MTX75 are, perhaps, reasonable -- and here's the kicker: I don't believe anyone has been able to source any internal parts for the MT285 Getrag. Only seals and half-shafts (the latter not really being part of the transaxle). A full suite of parts are, by comparison, available for the MTX75.

A Rebuilt-thru-Ford Getrag MT285 costs $6000 here in Canada, with a $1400 core charge added-on. Our Canadian dollar trades (currently) at a higher value than the Greenback ($US1.02 = $CDN1.00) -- so I expect the cost is the same in the US - i.e. very HIGH.

Lastly, folks, we have THE source of MTX75 prowess, here in North America -- in Haines Motor Sports. Renewal of the synchros on the MTX75 requires a hydraulic press and requires heating the gears. Haines can do it without a torch, without damaging the gear faces / hardening. Also, measuring end-play of bearings for the two shafts, when bearings are replaced. The necessary jig, to measure the output shaft, particularly. Also HMS upgrades the shifter mechanisms, with a superior-to-stock design. Finally, if folks are considering an ATB or Torsen differential, then set-up of the roller bearings / axial clearance is a necessity. Not to be done by gosh or golly. A special jig is required to axially load the diff, to enable measuring.

I would never consider buying a transaxle, particularly buying the vehicle used, if a full grouping of repair parts were not available, and if a clear specialist were not out there.... Such is the MT285. Guys, you need to baby those transaxles!

There is no such thing as a Ford reman Getrag, the only way to get one is a brand new unit.

That is a downfall of the Getrag, there are virtually no internal parts available for it but on the other hand they've been very reliable transmissions.

I've owned MTXs and my Getrag and overall I prefer the Getrag.

 

[KogboxKing]

FYI..The 'Mini'(BMW) 6 speed is a Getrag unit and uses many of the same internal parts as the Focus unit...

 

[Eurofordfan]

The dual mass prevents chatter, an aluminum flywheel is an easy if not cheap swap but that's where the chatter come in is with the aftermarket clutch and flywheel.

I love the Getrag in my car, the gearing is set up for road course use and works incredibly well to keep the engine in it's power band.



There is no such thing as a Ford reman Getrag, the only way to get one is a brand new unit.

That is a downfall of the Getrag, there are virtually no internal parts available for it but on the other hand they've been very reliable transmissions.

I've owned MTXs and my Getrag and overall I prefer the Getrag.

I can't say one way or another, whether there are reman Getrag MT285's out there, available thru Ford here in Canada -- but I can say for sure the core charge is $CDN1400. So, either they are building up a pool of transaxles in readiness for offering reman MT 285's in furture -- or they do, in fact, currently offer them. I would guess that at $6000 a pop, it is NEW MT285's that are offered.

 

[FORDSVTPARTS]

I can't say one way or another, whether there are reman Getrag MT285's out there, available thru Ford here in Canada -- but I can say for sure the core charge is $CDN1400. So, either they are building up a pool of transaxles in readiness for offering reman MT 285's in furture -- or they do, in fact, currently offer them. I would guess that at $6000 a pop, it is NEW MT285's that are offered.

All Ford manual and auto transmissions have core charges on them but Ford does not remanufacture ANY manual transmissions.

 

[waddles09]

how much power will the mtx-75 handle