Ford Workshop Service and Repair Manuals

The MT82 6-speed manual transmission was developed by Getrag-Ford Transmissions.

Designed for a rear wheel drive vehicle, it is first of all only installed in the Ford Transit (V184).

The MT82 6-speed manual transmission is only combined with the 135 PS 2.4L Duratorq-TDCi (Puma) diesel engine (at the time of printing of this Student Information brochure).

With a dry weight of 50.8 kg, the MT82 6-speed manual transmission is only slightly heavier than the MT-75 5-speed manual transmission.

Because of the 6th gear, the MT82 6-speed manual transmission is 23.8 mm longer than the MT-75 5-speed manual transmission.

The name of the MT82 6-speed manual transmission is derived from the distance between the two shafts in the transmission:

• M stands for manual.
• T stands for transmission.
• 82  is the distance between the two shafts in mm.

The maximum transmissible torque is 370 Nm. Because of the design, a further increase in the maximum transmissible torque is possible in the future.

The inner shift mechanism is a new development.

The clutch has been strengthened because of the higher torque to be transmitted. Compared with the MT-75 5-speed manual transmission, the outer diameter of the clutch has been increased by 8 mm to 258 mm.

The MT82 6-speed manual transmission will only be installed in combination with the new Ford Transit rear axle designated "Dana".

Because of the new transmission ratio, the rear axle has been changed accordingly.

There are two choices of axle ratio available:

• Standard: 3.77
• Optional: 4.27 (vehicle with trailer)

The dual mass flywheel is equipped with a torque limiter.

This mechanical manual transmission also uses transmission oil with the oil specification WSD-M2C200-C . The fill quantity is 2.4 l.

Because of the different size of the transmission, the driveshaft for the MT82 6-speed transmission is shorter.

Gear ratios of the MT82 6-speed manual transmission

The current gear ratios are given in the following table.

The input and output shafts are directly connected in 5th gear. This produces a gear ratio of 1:1.

Model plate sticker

The model plate is located on the right-hand side of the transmission, near the driveshaft drive flange.

It is only used to identify the transmission. All spare parts orders are still made using the Vehicle Identification Number (VIN).

Side view - left-hand side

The reverse gear idler shaft is secured to the housing by the reverse gear mounting retaining bolt (5). This not be mixed up with any other bolt on the transmission.

NOTE:The reverse gear mounting retaining bolt must never be removed except to dismantle the transmission.

The specified torque for the reverse gear mounting retaining bolt can be found in the latest workshop literature.

Side view - right-hand side

The transmission oil in the MT82 6-speed transmission does not need to be changed in service. Only before repair work on the transmission should the transmission oil be drained by removing the oil drain plug (6).

NOTE:The bearing bolts (1) and (2) must never be unscrewed except when the transmission is being repaired.

The oil filler plug (7) also allows the oil level to be checked.

Overview

The MT82 6-speed manual transmission is based on the MT-75 5-speed manual transmission.

To improve gear shifting, the 1st and 2nd gears have triple synchronisation, the 3rd and 4th gears have double synchronisation. Only the 5th and 6th gears and the reverse gear have simple synchronisation.

In order to reduce noise, all gear wheels and gears are helical toothed and are constantly engaged

Input shaft

The input shaft is rotationally mounted in the output shaft on the pilot bearing (3).

In order to absorb the axial forces, the input shaft ball bearing (7) is additionally secured.

All the components of the input shaft can be detached and renewed separately.

Layshaft

The layshaft transfers the torque from the input shaft onto the output shaft. Gear wheels and gears and the 3rd/4th gear synchroniser assembly are located on the shaft. The gears of the 1st, 2nd and reverse gears are an integral part of the shaft

The layshaft can be completely dismantled, i.e. faulty gearwheels or gears can be renewed singly. Because of improved manufacturing tolerances, it is no longer necessary to change the gears and gear wheels in pairs.

The layshaft is a solid shaft. In order to prevent the shaft from moving axially, it is additionally secured with a retaining bolt (1) and a bearing retaining plate (3).

NOTE:The tightening torque for the retaining bolt can be obtained from the current service literature.

Reversal of the direction of rotation of the output shaft is achieved using the reverse gear idler (21).

Output shaft

The output shaft transfers the torque through the driveshaft output flange, the driveshaft and then to the rear axle. 1st , 2nd and 6th gear wheels and also the reverse gear wheel are located on the output shaft. The gears of 3rd and 4th gear are an integral part of the output shaft.

In a similar way to the input shaft, there is a splined synchroniser (4) pushed on the 6th gear gear wheel. This makes it possible to transfer the torque in 6th gear.

The output shaft can be completely dismantled. Damaged gearwheels and gears can be renewed individually.

Triple synchronisation

Triple synchronisation consists of three friction surfaces. The total friction surface of triple synchronisation is considerably increased by the additional conical surface (6). This leads to a reduction in the force needed to change into first or second gear.

The conical surface is part of the gear wheel. There is no need for an additional synchroniser ring.

Synchroniser assembly

NOTE:Before a synchroniser assembly is dismantled, the installed direction of the synchroniser hub and sliding collar must be marked.

The synchroniser assembly has been reworked. The pressure springs and detent balls of the sliding blocks are combined in one unit.

The revised construction of the synchroniser assembly makes service work easier.

Reverse gear idler

The reverse gear idler allows the direction of rotation of the output shaft to be reversed. The reverse gear idler turns on a needle bearing, which runs on the reverse gear idler shaft. The shaft is retained by the mounting (1) and a locating bore in the transmission housing.

In order to absorb the radial forces, the reverse gear idler runs on an additional mounting.

If the reverse gear idler becomes damaged, it can be changed as an individual unit.

Torque flow in the individual gears

The following diagrams show the flow of torque in the MT82 6-speed transmission in each gear.

1st gear

The torque is transferred from the input shaft to the layshaft. 1st gear is engaged by the force induced by the 1st/2nd gear synchroniser unit.

2nd gear

2nd gear is engaged by the force induced by the 1st/2nd gear synchroniser unit.

3rd gear

3rd gear is engaged by the force induced by the 3rd/4th gear synchroniser unit.

4th gear

4th gear is engaged by the force induced by the 3rd/4th gear synchroniser unit.

5th gear

The input and output shafts are engaged by the 5th/6th gear synchroniser unit. The input speed of the transmission is the same as the output speed.

6th gear

6th gear is engaged by the 5th/6th gear synchroniser unit.

Reverse gear

The reverse gear synchroniser unit engages reverse gear. With the help of the reverse gear idler (only indicated here), the direction of rotation at the output shaft is reversed.

Torque flow in 5th gear (diagram of operation)

In fifth gear the input shaft is mechanically connected with the output shaft. The input shaft speed is the same as the output shaft speed and the gear ratio is 1:1.

The input shaft (1), the 5th gear splined synchroniser (2), the 5th/6th gear synchroniser hub (5) and the output shaft (9) are joined together by inner splines.

In the 5th gear shift process, the 5th/6th gear synchroniser sleeve (4) is slid over the synchroniser ring onto the 5th gear splined synchroniser (2). The torque from the input shaft is taken up by the internal splines of the synchroniser unit and transferred to the output shaft.

Torque flow in 6th gear (diagram of operation)

The torque is passed from the input shaft (1) to the 6th gear gear of the layshaft (10). The gear wheel of the 6th gear (8) runs on a needle bearing. Only once the 5th/6th gear sliding collar (5) has created a force induced connection with the 6th gear splined synchroniser (7) will the torque be transferred to the output shaft (9).

Bearings

The bearings of the MT82 6-speed manual transmission have been reworked:

NOTE:The MT82 6-speed manual transmission does not need any adjusting shims.

In order to compensate for the heat expansion of the shafts, they run in one bearing which can slide in its seat and one bearing which is pressed home in its seat.

The input shaft ball bearing (pressed in its seat) absorbs axial and radial forces. The opposite bearing (sliding seat) is located in the crankshaft (pilot bearing) and can only absorb radial forces.

Item 4 is the output shaft bearing with pressed seat. Bearing 2 acts as the sliding seat. Because of the high torque which must be passed from the output shaft and the layshaft, the shafts are additionally supported by the centre bearings (3) and (6).

The layshaft ball bearing (7) is a pressed in seat bearing, and with the sliding seat bearing (5) forms the bearing system for the layshaft.