I have a chance to get a Sierra/Merkur 2.3L Type 9 trans in a parts trade. I will be putting no more than 133 ft lbs to it BUT.. up to 7500 sustained RPM. I like the idea of better gears than the 162 T-5 thats ready to go in, especially 1st gear at 3.35 vs 3.97 T-5. Plus if the gears are "lighter" in the Type 9 (less parasitic power loss), I might make the switch. Anybody currently running one or have past experience?
The rebuild parts seem to be available. Thanks :fastcar:
Quote from: 71HANTO on August 26, 2008, 10:38:54 PM
I have a chance to get a Sierra 2.3L Type 9 Trans in a parts trade. I will be putting no more than 140 ft lbs through it BUT.. up to 7500 rpm. I like the Idea of better gears than the 162 T-5 I have ready to go in. Plus if the gears are "lighter" (less power loss) than the T-5 then I might make the switch. Anybody currently running one or have past experience? The rebuild parts seem to be available. Thanks :fastcar:
T-9??
I have read where the Merkur owners swap them out for T-5s due to the T-9 being less durable. That being said, I have read that some do hold up nicely. Also from what I understand they are basicly a Pinto 4spd with an O/D gear added.
Bill
Bill's right, the t5 is much stronger than the t9 hence the reason for the swap. They work well on the stock 2L. If you choose not to use it I would love to have it for my stock 2L. Please let me know. I bought one a while back from a member of this forum it had a bad layshaft and it sits in my shed for parts.
Thanks Paul
I had a t-9 in my turbo Rallye for years with out any ill effects.Then about 2.5 years ago i install a t-5.It kept going through throw out bearings.So this year i went back to the 9.You can not be rough with them like the T-5.I used to auto cross and drag race with the t-9 in the car,never had a problem.I hope this helps you with your car.
Thanks Pintoman....that is what I wanted to hear. It solves all my mix and match issues except the Type 9 is one inch shorter than the T-5 ...sooo...another custom aluminum drive shaft...but...the shifter is where it should be on the tunnel...NO T-5 tunnel cutting and no messing with a 2.3 bell housing because it bolts to a 1600/2000 aluminum 4 speed bell that I have...Yeaaa! :fastcar:
Why would a T-5 go through more throw-out bearings than a T-9?
Quote from: dholvrsn on September 11, 2008, 06:31:16 PM
Why would a T-5 go through more throw-out bearings than a T-9?
The collar / houseing thats bolts to the front of the tranie, that the throw out bearing slides on is the weak point of a T-5. You can buy after market ones because of this. The stock ones flex and wear-out, and allow the bearing to move around.
I was wondering if they are the same length? If so I'll bolt the T-9 I have up next time I get the chance. It looks a lot less complicated than a T-5 install. I think the T-9 was rated to 200 LB/FT of torque so it should hold up unless more than 6-9 LBS of boost comes into the equation.
I had fun with the Type 9 trans I got in the parts trade. It is in MUCH better shape than described to me during the trade (reason later). ;D BUT, it had two unanticipated problems I worked out with one fix.
The 2.0 bell IS the same bolt patten but the Type 9 has an extra Protruding Cover under the centering collar AND the Pilot Shaft is appox. 3/4 of an inch TOO LONG (9/16 for my application).
The $50 fix was to have the original 2.3 bell end sliced to a thickness of 9/16 by a shop that does surfacing of aluminum heads (this piece MUST be precise). I then bonded it to the 2.0 bell using high temp aluminum grade epoxy.
Turns out the "bad" shifting trans, I was sure would need a rebuild, just had a bent shifter shaft from some event earlier in it's life. The problem had been reported to me before our trade and we had removed the trans from the car. Once back at my garage, I bent the fork back straight located under the shifter cover and now I have a perfectly shifting box ;D
That's an original 71 Pinto 4 speed knob on top of the 5 speed. This 1987 Type 9 trans uses the SAME pattern as the Pinto..... WITH a secret weapon off to the right and up. :2fast4u:
(http://i269.photobucket.com/albums/jj72/71hanto/Pinto/DSC05245.jpg)
(http://i269.photobucket.com/albums/jj72/71hanto/Pinto/DSC05223.jpg)
(http://i269.photobucket.com/albums/jj72/71hanto/Pinto/DSC05225.jpg)
(http://i269.photobucket.com/albums/jj72/71hanto/Pinto/DSC05227.jpg)
(http://i269.photobucket.com/albums/jj72/71hanto/Pinto/DSC05228.jpg)
(http://i269.photobucket.com/albums/jj72/71hanto/Pinto/DSC05230.jpg)
(http://i269.photobucket.com/albums/jj72/71hanto/Pinto/DSC05232.jpg)
(http://i269.photobucket.com/albums/jj72/71hanto/Pinto/DSC05255.jpg)
(http://i269.photobucket.com/albums/jj72/71hanto/Pinto/DSC05251.jpg)
(http://i269.photobucket.com/albums/jj72/71hanto/Pinto/DSC05261.jpg)
Update... The transmission is detailed with a Lotus knob on a shortened stick. It should be in the Pinto except I am on my 4TH attempt to get the right tapered nose throwout bearing to fit my Tilton 7.25 single disc clutch system. I need the 2.3L version that's supposedly common! I have been shipped Ch#^y versions twice then PIECES of the correct bearing. Tilton will not sell anything to me directly. I'm now going to try Quarter Master @ www.racingclutches.com to see if they can fit what I thought was going to be the EASY PART ???
(http://i269.photobucket.com/albums/jj72/71hanto/Pinto/DSC05563.jpg)
(http://i269.photobucket.com/albums/jj72/71hanto/Pinto/DSC05578.jpg)
Hi im swapping to a t-9 trany and hit a snag the mount from the 4-speed wont fit HELP!!!!!!!!!!!!!!!!