Is the long for the V6 T9 Gbox? if so how do you distinguish a long or short T9 box? need to now which duratec bell housing I need to buy.

Thanks in adavnce

Mike

Yep, the V6 version has longer input shaft. Not sure how to tell by looking at it as a few peeps here have made that mistake while looking for a standard one..

yeah ideally I need away to check with it still mounted to the engine. I suspect it will be a short version as it is currently mounted to a pinto... but does have a alloy bell housing. Is it possible to measure the bell housing I have now to work it out or is it only a few mm's?

I understand the long shaft protrudes beyond the length of the bell housing the short one is the same length as the bell
Think the only way is to split the box from the engine

IIRC the difference in the bell housing front to rear is approx 19mm longer for the v6 and the diesel type 9 . but I can't remember offhand the length of the 4cyl bell housing although 175mm springs to mind

spacers to correct a long b/g to a short bell housing are about 25mm long
can possibly get a measurement off a mate tommorow if no-one else comes up with an answer before

Thanks. Pretty sure I have sorted it now. My bell housing measures just over 170mm which should indicate sort input variant as the V6 is 192mm.

This also matches up with http://www.titan.uk.net/products/4.13//bellhousings



Thanks to all

Mike

The V6 box will not fit on a Pinto or any other Ford inline 4 with a V6 bellhousing( different bolt pattern) the V6 box will not fit to a Ford inline 4 using the standard non V6 bellhousing without a spacer between box and bellhousing
Therefore if a type 9 is on a straight 4 it's a short input
If a type 9 is on a V6 it's a long input
The Caterham spacer ihave measures 40mm including location lips and spaces the bellhousing forward by 30mm
When I used this with an RS2000 bellhousing it was just a bit to short.
The standard bellhousing uses a dust plate, RS2000 does not, my input shaft touched the back of the crankshaft and caused gear change issues, my solution was to cut and fit a 3mm spacer ring I place of the dust plate.
You could just grind off a bit of the input shaft spigot nose

Got a 2.8 in mine with a Steve Perks 1st gear kit, brilliant box and cost peanuts compared to the BGH, Quaiffe alternatives. Used the Caterham spacer, with a cross flow I used the Ford dust shield but on the Zetec the crank drilling is much deeper and the dust shield is not required.

But beware the catch, the diesel also used a long input shaft and had ratios that were of no use in a petrol Sierra let alone a kit car. The diesel originally used the short clutch sleeve like a standard 2 litre box meaning there was about a 1/2 gap between the end of the sleeve and the start of the splines, this means a diesel should be easy to spot but many diesels now have long V6 sleeves fitted to improve their value, unfortunately it does not improve the ratios. They are only useful in a diesel or as a donor for a strait cut box.