A brief history of: The Ford Type 9 Gearbox
The five-speed Ford Type 9 gearbox was the first 5 speed transmission fitted to production Ford RWD vehicles. It survives to this day as the stalwart for kit cars and club racers. The T-9 is arguably the most prolific and longest serving mass produced transmission. As an indication there were more than 2.75 million Sierra’s produced globally. (Not all had the Type 9)
Development of the Ford Manual transmission from 1970
Origins of the Ford Type 9 Manual transmission
To better understand the rational for the Type 9 we need to take a look at its predecessor, the Type E, 4 speed. Despite this robust “Top-loading” unit having a Cast Iron housing, with the gearset being assembled through an aperture on the top of the casing, it only weighed in at 22kg (Excluding the bellhousing). Fitted to 2-litre Cortinas, Granadas, Escorts and the 1975-78 Mexico, this four-speed unit was capable of transferring up to 180bhp without serious modification. It featured a separate bellhousing, aluminium remote tailshaft housing, quick-shift gear lever and evenly spaced ratios. In its day it was well suited to the volume production vehicles it was fitted to. Being the standard transmission of the day, floorpan layout developed around this unit, and would be a serious influence in the design of the next generation gearbox.
Ford, being a serious motorsport competitor, has always been involved in production saloon car racing – and the ‘70’s and ‘80’s were no exception. In a quest to match the transmission to highly tuned engines with narrow power-bands Ford partnered with specialists such as Quaife and Hewland to produce various gearsets with customised ratios. Close ratio 4 speed, and even 5 speed clusters that would fit within the casing. Experience gained through competition had proven the reliability and performance of a 5 speed gearbox built around the constraints of the 4 speed casing.
Performance alone was not reason enough to introduce a production 5 speed into Ford’s vehicle line-up. Fortunately improved performance was only part of the package, as benefits in comfort and Noise, Vibration & Harshness, would also be achieved. And so the decision was taken to bring a compact, versatile 5 speed transmission into production. Rather than develop a completely new design the Company chose to adapt the old (but good) Type E gearbox. By physically grafting the fifth gear onto the back and using a shorter extension housing, it was also possible to fit the ‘box into older designs such as Granada and Capri. The fitment of the additional gearset only increased the mass of the gearbox to 33kg, without the bellhousing. Testimony to a well thought out design.
Ford, being a serious motorsport competitor, has always been involved in production saloon car racing – and the ‘70’s and ‘80’s were no exception. In a quest to match the transmission to highly tuned engines with narrow power-bands Ford partnered with specialists such as Quaife and Hewland to produce various gearsets with customised ratios. Close ratio 4 speed, and even 5 speed clusters that would fit within the casing. Experience gained through competition had proven the reliability and performance of a 5 speed gearbox built around the constraints of the 4 speed casing.
Performance alone was not reason enough to introduce a production 5 speed into Ford’s vehicle line-up. Fortunately improved performance was only part of the package, as benefits in comfort and Noise, Vibration & Harshness, would also be achieved. And so the decision was taken to bring a compact, versatile 5 speed transmission into production. Rather than develop a completely new design the Company chose to adapt the old (but good) Type E gearbox. By physically grafting the fifth gear onto the back and using a shorter extension housing, it was also possible to fit the ‘box into older designs such as Granada and Capri. The fitment of the additional gearset only increased the mass of the gearbox to 33kg, without the bellhousing. Testimony to a well thought out design.
Successors to the Type 9
Having successfully introduced the Type 9, 5 speed transmission into production the limitations of the evolution of this transmission meant the end of the road was inevitable. This came in the form of 2 successors: One, a home-grown Ford product, and the other from Gear Specialists Borg Warner. Both were slicker in selecting gear as well as having a higher torque rating to cope with the increase in power of the newer generation 4 valve and Turbo charged engines.
The Ford 'MT75' which eventually replaced the Type 9 gearbox altogether was first fitted to the higher output vehicles: Sierra 2-litre Twin Cam, Sapphire Cosworth 4x4, Granada 2 litre Twin Cam, 2.9 V6 and Diesel. This fitment was made at the end of 1988, and was eventually applied across the range.
The Ford 'MT75' which eventually replaced the Type 9 gearbox altogether was first fitted to the higher output vehicles: Sierra 2-litre Twin Cam, Sapphire Cosworth 4x4, Granada 2 litre Twin Cam, 2.9 V6 and Diesel. This fitment was made at the end of 1988, and was eventually applied across the range.
