Common problems experienced with the Type 9 gearbox
Although the T9 could cope with the torque requirements of engines producing up to approximately 200 HP, they did experience problems in the following areas:
- In V6 application early wear of the layshaft bearing was not uncommon. Poor layshaft alignment and marginal bearings led to a high failure rate on early models. Ford finally resolved the problem in 1986 when a better located, up rated bearing was introduced. Unfortunately this is not rearward compatible, with major machining and replacement of gear clusters being necessary
- Gear engagement was often difficult and “notchy” – especially when cold. The layout of the linkage (As a result of the packaging to fit the unit to existing tunnels) was probably the root cause of the problem, but by using synthetic and semi-synthetic lubricants improvements could be achieved. Ford recommend 75W 90 semi-synthetic (Ford Part No A83SX 2 c 175-AA) with the following fill volumes: 2wd 1.9 litres - 4wd 1.25 litres plus ½
- There was an inherent design fault in the Type 9 gearbox. The dowel locating the bellhousing to the gearbox is split, and the locating hole in the gearbox casing is not “blind”. As a result, water runs through the vents behind the bonnet, and settles in the groove between the bellhousing and the gearbox. Over time, this can (and does) eat through the gasket, and eventually runs straight into the gearbox. A simple cure is to run a bead of silicone sealant across the joint. Even if the gasket fails, the silicone will seal the hole, instead of running into the gearbox.
- There is also no drain plug on these gearboxes, as they are supposed to be "lubricated for life". The only way to drain the ‘box is to raise the front of the car, remove the propshaft, and collect the oil that runs out. The solution here is to drill and tap a plug into the casing. (The difficulty in changing oil was probably also a contributory factor to the layshaft bearing failures)
