Rather than develop a completely new gearbox, the company decided 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 the OHC and 2.3 V6 Sierras but late on in 1982 the Granada and Capri received the new 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.

Overhead Cam

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

In March 1982 the 2 litre picked up the far sweeter "Type E" unit. It wasn't to last too long however, for 2 years later the new 5 speed "Type N" unit appeared in 1.6 and 2.0 OHC Capris.

The 1.6 Capris had used the sweet-shifting "Type 3" gearbox 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 4 speed "Type E".

Fitting the 5 speed unit to an OHC engined Capri is a comparatively painless affair. It should be easier to come by than the V6 versions as it has been fitted to thousands of Sierras, Capris and Granadas. Irrespective of it's origins, it is possible to fit the OHC "type N" to your Capri. The first task is to identify the difference compared to the V6 (and the diesel, whose ratios won't suit any Capri engine) gearbox. The bell housing 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 litre gearboxes are the speedo gears, one the driver, the other the driven. The finis codes for these gears are given in the table. If the teeth numbers are different to those indicated, then the gears should be replaced.

The bell housing from the "Type N" should be used along with the prop shaft and speedo gears if they are of Capri origin. In all 5 speed installations, a 5 speed Capri gearlever and speedo cable will be required. On a 2.0 litre, the clutch from the 4 speed installation should be retained, but anew gearbox cross member will be required. It is a common Capri item and will be found on those vehicles listed in the table.

1.6 litre Capris have had various clutches over the years, dependant upon engine tune and gearbox. VV engined 1.6 OHCs before 1983 will require a new 23 spline 7 1/2 inch clutch, finis code 6107844. Pre 1983 Weber equipped engines will require a new 8 1/2 inch, 23 spline clutch, finis code1634820. Later models are fitted with a 23 spline item which can be retained.

Fitting of this and other 5 speed units should be conducted according to the workshop manual instructions. Ford fill the "Type N" box with a synthetic oil, so refill with 1.84 litres of fresh lubricant would be a wise precaution against wear and cold shift problems.

Essex V6

The 3 litre Essex engined Capri ceased production years before the introduction of the 5 speed box. However, with a little modification, the 2.8 injection's 5 speed "Type N" will fit.

The most obvious problem being that the "Type N" was never designed for the Essex engine, therefore there is no obvious bell housing to mate the two. But as the "Type N" was based on the "Type E" box, we find a whole family of bell housings that date back to the early 70's.

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 bell housing that mates to both the 3.0 litre block and the "Type E" box. As in the Capri of the period, the large "Type 5" was fitted with the 3.0 litre which means that the bell housing will not fit "Type N".

Identifying the Granada bell housing is relatively straightforward as it will bear the part number 72GB 7505 LA cast on the side. It was only used between 1972 and 1974 so they may well be scarce by now. Ford do still service this item though, and it can be ordered under the 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.

2.8 injection

Fitting the "Type N" 5 speed 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 bell housings which keeps matters simple. The clutch assembly and gearbox mounting are carry-over items from the 4 speed 2.8i. The prop shaft was lengthened at "Type N" introduction by 16mm. If the second hand gearbox comes minus prop shaft 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 5 speeds are perhaps more of a luxury on the V6's 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 4 ratios are the same as the 2.0 4 speed unit on OHC installations. Therefore, the overdriven (where the gearbox output rotates faster than the input) 5th 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 4 speed model can amble along in 4th whereas the 5 speed driver would be dropping down to 3rd. Through gear acceleration times show 5 speed models to be slower due to the slightly inappropriate first 3 gears.

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