When Ford introduced their five-speed gearbox with the Sierra in late 1982, it was to prove less than impressive. Compared to the slick-changing and quick gearboxes of old, the new unit felt more rubbery than the Michelin man!

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 possible to fit the box into older designs such as Granada and Capri.

At first it was available only on OHC and 2.3 V6 Sierras but late in 1982 the Granada and Capri received the unit with new ratios for 2.8 injection versions. The type E box was never designed to cope with the power and torque of the 2.8i which meant the new derivative, Type N, suffered many failures in early versions.

For years the poor old 2 litre Capri had been saddled with a miserable gearbox called Type F. With an external rod operated gearbox it was slow and clanked noisily when cold.

In March 1982 the 2 litre picked up the far sweeter Type E unit. It wasn’t to last long however, for two years later the new five-speed Type N unit appeared in 1.6 and 2.0 OHC Capris.

The 1.6 Capris had used the sweet-shifting Type 3 box for some years. With the introduction of the new box the 1.6 had to share the 2.0 litre ratios which themselves were carried over from the four-speed Type E gearbox.

Fitting the five-speed unit to an OHC engined Capri is a comparatively painless affair. It should be easier to come by than V6 versions as it has been fitted to thousands of Sierras, Capris and Granadas. Irrespective of it’s origins it is possible to fit OHC/Type N to your Capri. The first task is to identify the difference compared to the V6 (and diesel, whose ratios won't suit any Capri engine) gearbox.

Externally the 5-speed transmission differs from the 4-speed by having an intermediate plate between the transmission housing and the extension housing, and a metal tag bearing the corresponding code number.

The bellhousing on the OHC and V6 have different bolt patterns which provide the main external clues as to their origin.

The sole difference between 1.6 and 2.0 gearboxes are the two speedo gears, one the driver, the other driven. The Finis codes for these gears are shown in the table. If the teeth numbers are different to those indicated then the gears should be replaced.

The bellhousing from Type N should be used along with the propshaft and speedo gears, if they are of Capri origins. In all five-speed installations, a five-speed Capri gearlever and speedo cable will be required.

On a 2 litre the clutch from the four-speed installation should be retained, but a new gearbox crossmember will be required. It is a common Capri item and will be found on those vehicles listed in the table.

1.6 Capris have had various clutches over the years, dependent upon engine tune and gearbox. VV engined 1.6 OHCs before 1983 will require a new 23 spline 7½" clutch, Finis code 6107844. Pre 1983 Weber equipped engines will require a new 8½" 23 spline clutch, Finis code 1634820. Later models are fitted with a 23 spline item which can be retained.

Fitting of this and other five-speed units should be conducted according to the workshop manual instructions. Ford fill the Type N box with a synthetic oil, so a refill with 1.84 litres of fresh lubricant would be a wise precaution against wear and cold shift problems.

The three-litre Essex engined Capri ceased production years before the introduction of the five-speed gearbox. However, with a little modification the 2.8 injection five-speed box will fit.

The most obvious problem being that the Type N was never designed to fit the Essex engine, therefore there is no obvious bellhousing to mate the two. But as Type N was based on the Type E, we find a whole family of bell-housings that date back to the early seventies.

The old Mk1 Granada/Consul used the Essex engines in 2.0 litre V4, 2.5 V6 and 3 litre capacities. With the 2.0 and 2.5 litre engines fitted, they were mated to the Type E box. Thus we find a bellhousing that mates to both the 3.0 litre block and Type E box. As in the Capri of the period, the large Type 5 was fitted with the 3.0 litre which means this bellhousing will not fit Type N.

Identifying the Granada bellhousing is relatively straightforward as it will bear the part number 72GB 7505 LA cast on the side. It was only used between 1972 and 74 so they may well be scarce by now. Ford do still service this item though, and it can be ordered under part number 1500914 for around £100.

Upon fitting, the next problem found is that the first motion shaft is 14.7mm too long. It should be ground back this distance to avoid binding the spigot bearing.

The clutch mechanism and propshaft should be retained whilst the gearbox crossmember needs modification. In order to align the body fixing points to the crossmember, the latter requires the four fixing holes re-drilled 16mm forward.

Fitting the five-speed Type N box in place of the pleasant to use, iron-backed Type 5 is a relatively simple affair. All 2.8 Type N boxes have the same ratios and bellhousings which keeps matters simple. The clutch assembly and gearbox mounting are carry-over items from the four-speed 2.8i. The propshaft was slightly lengthened at Type N introduction by 16mm. If the secondhand gearbox comes minus propshaft then it is possible to use the old one.

A major failing of this gearbox in V6 application is early wear in the layshaft bearing. Poor layshaft alignment and weak bearings led to a high failure rate on early models and is still not unknown today. Matters have improved as Ford strove to cure this problem until late 1986 when a better located, uprated bearing was introduced, which cannot be fitted to earlier boxes.

The higher torque loads imposed by turbocharged engines increases the stress on the layshaft quite dramatically. To prevent occurrence of this problem requires the services of companies such as Tickford or Turbo Technics. Both offer methods of increasing bearing lubrication and layshaft alignment.

The five-speeds are perhaps more of a luxury on the V6s compared to the OHC models, which gain more in terms of relaxed cruising and improved fuel consumption. As can be seen from the table, the first four ratios are the same as the 2.0 four-speed unit on OHC installations. Therefore, the overdriven (where the gearbox output rotates faster than the input) fifth will be the only noticeable difference in normal driving.

Unfortunately the 2.8 ratios suit the final drive ratio of the Sierra better than the Capri. The difference can be quite noticeable in town driving where the four-speed model can amble along in fourth whereas the five-speed driver would be dropping down to third. Through-gear acceleration times show five-speed models to be slower due to the slightly inappropriate first three gears.

The decision is not clear cut therefore; the spanner wielding owner should think carefully before swapping gearboxes.

C/O = Carryover

This article has been reproduced from an old Capri Club International magazine of indeterminate age, possibly around 1987-88. Since this article was first written, a number of additions and observations can be made.

It is doubtful whether the Mk1 Granada/Consul bellhousing mentioned in the text is still carried as a Ford service item. It may be possible to obtain such a bellhousing for the Essex V6 from Autojumbles, Capri or Granada specialists, or by scouring the free adverts in the likes of "Classic Ford" or "The Loot".

There is an inherent design fault in the Type N gearbox. The dowel that locates the bellhousing on the gearbox is split, and the hole behind it goes right into the gearbox. Rainwater runs through the vents behind the bonnet, and settles in the groove between the bellhousing and the gearbox. In time, this can (and does) eat through the gasket, and runs straight into the gearbox. Water is not known for it’s lubrication qualities, and it is only a matter of time before the gearbox goes bang.

To cure this problem, run a bead of silicone sealant (or mastic) across the joint, making sure it is smeared all over. Even if your gasket has already failed, the silicone will ensure the water runs off, instead of running into, the gearbox. Ford thoughtfully do not provide drain plugs on these gearboxes, as they are supposed to be "lubricated for life". The only way to drain the box, is to jack the front of the car up, remove the propshaft, and catch whatever oil (or water) runs out of the back. If you ever get your gearbox rebuilt, it might be worth asking the company if they can drill and tap out a drain plug.

The first paragraph of the original CCI article states that the gearbox has a "rubbery" change quality to it. Whether you feel this is true or not, there are cures in the form of quick change gearshift kits, available either from the CCI or from companies such as Burton, Rally Design etc. These improve the shift quality no end, to the point of where the gearlever is almost like a switch, enabling faster gearchanges so avoiding the engine losing revs between them. The only downside is they can transmit a slight buzzing noise into the interior of the car, but this is negligible.

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Updated 2nd March 1999. Best viewed in 1024x768 resolution.