After speaking with someone today, i am wondering if i would be better off with a type 9 gearbox instead of the mt75, I have now.

I need to weigh up the pros and cons of each box, so i know which one to go with. So far these are the pros i can think of for each box. Please add the ones i forget.

Type 9

Fits the pinto with no extra bracket needed (apparently you need to make a braket as the pinto doesnt have the mounting holes at the bottom for the mt75)
Easier to maintain and fiddle with.
Cheaper (?)
Better Ratios
Should fit in the Indy better, as it (the indy) was designed for it.
Remote shift is cheaper
More easily upgradable

MT-75

I have one sitting in the garage
Lighter
Gear level further back
Gearlever easier to modify so it is more rearward.
Electronic output on the geabox, so i dont need a sender for the speedo. (or does the type 9 have one?)

I'm going for the MT75 - Im pretty sure they are stronger than the type 9s aswell

I used a MT75 and it fits the Indy just fine. There is no need to make a bracket for the bottom fixings, my zetec does not use these mount holes and Ive cut mine off to allow more ground clearence. You are correct in saying type 9 has more choice re. ratios but by using the correct diff you should have no probs.
Ithink the MT is stronger but the type 9 is well up to the job. I found the biggest advantage was the way the shift could be moved to a better location along the transmittion tunnel.

Do you meant you have cut through the bottom of the bell housing? Or just throught the mounts?

The MT75 bell housing bolts to the engine using the upper bolts only, the lower ones don't do a lot even when fitted in the donor car. You can leave the bellhousing as it is or just cut the bottom mounting casting off at the bellhousing to give about 1" better ground clearence. There are also two casting lugs on the casting which can also be cut off to give a bit more room.

When I fitted mine I was going to get is recon'd but the bloke who I called said not to bother, if it goes bang just pay your £25 and get another from the breakers, he used one for racing and said they are very reliable. Ford fitted them in Cossies so should be well up to running in an Indy.

I am using a T9, don't know much about the MT box, how do you get over the lack of sliding joint for the propshaft? and how do you fit a 6" rubber donut in the tranny tunnel?

Greggors: have a look on the photo archive, my first pic shows the eng and gearbox together, you can just see the bottom mounting casting still attached, it was this which I cut off.

Mark: I had a prop with a sliding section made up. I ditched the original gearbox flywheel and had a adaptor made to attach to the gearbox output casting (a three fingered arrangement) and this allowed a standard u/g to be fitted to a normal style prob with a sliding joint and another u/g at the diff end.

Zetec, did you bother fitting a plate to stop any crap going into the bell housing? Especially as it is facing forward.

PS I may have asked you this before, but is your handbrake a standard sierra one, in the normal position?

[Edited on 24/11/03 by greggors84]

just a quick point, Ford used the T5 (mustang) box in the Cosworth, not the MT75.

And mark, you need to ditch the rubber donut unless you got a fixed rear diff(Sierra, etc) cos the rubber wont articulate enough for a live axle and will break up in short order. get a capri or transit U/J

Cheers

Chris

The MT75 gearbox was used in the 4x4 cossie with a transfer box bolted to the back, true the T5 was also used but in 2wd only.
The rubber joint on the back is not rubber at all, it is a small flywheel to smooth gear changes and is metal. As I said get a prop made with u/j both ends and a slider in the middle to allow for the very slight changes in length when the engine moves about.

quote:

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Originally posted by zetec
The rubber joint on the back is not rubber at all, it is a small flywheel to smooth gear changes and is metal. As I said get a prop made with u/j both ends and a slider in the middle to allow for the very slight changes in length when the engine moves about.

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