Uryk posted this on his Instagram feed…I would have thought this pic would violate their ‘no pornography’ policy. 
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I’m going to piggyback your post with an inquiry. I was speaking to Uryk last month about the prospect of a discount on a group buy. I think it is the most simple drop in solution out there currently. The only mod he said might possibly be needed is to switch out the shallow 3.8 shift hump for a 4.2 hump, but even that is not a given.
It is, I suspect, the most expensive option out there (possibly the Quaif one is more I’m not certain). As priced I don’t think I could rationalize it. I asked what he might be able to do on a group buy and he was unable to tell me without knowing how many people would be interested. Here is a rundown of what he sent me based on a single purchase.
If anyone is interested do a plus one and I’ll re-approach him in a couple or three weeks about a group price once I know how many people would want to consider it.
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We’re the only company out there that makes a dedicated 5 speed for the E-Type that requires no mods and is a plug and play installation.
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The kit comes with gear lever and knob, transmission oil, rear mounting plate (in the style of the original), fixing kit, speedo cable adaptor and angle drive.
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It uses the original speedo cable and as the adapter and angle drive have the same reduction ratio as std, there is no need to re-calibrate the speedo head.
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We don’t supply a clutch kit as we’ve had problems in the past but we employ a std 1 1/8" x 10 T input spline so any clutch suitable for an XK engine will fit - same with the speedo cable. Contact me for advice on these items as it’s a minefield out there.>!
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Everything else your retain - bell, flywheel, clutch hydraulics, clutch mechs and prop shaft - so long as they’re serviceable.
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First gear is 2.92, fifth is 0.75 and reverse is synchronised, so no crunching.
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The lever comes out at the same place as the original with the swing being short and precise.
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As it’s the same footprint as the original 4 speed, there are no mods to the sheetmetal work and you won’t have issues with installation. Also, you can install (c/w engine unit) from underneath.
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It’s a snug fit in the gearbox cover turret – which we recommend you adapt to the style of the later 4.2 cover c/w rubber gaiter. As the rear mount is sprung, as with the originals, you have the ability to change the height slightly by altering the bulkhead mounted rear engine stabiliser.
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The gearbox is quiet and strong having a torque rating of 350 lb/ft in first.
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The cost is £7500 + shipping.
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Palletised shipping to your door costs an additional £800.
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The total we will bill you is = £8300 GBP.
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Upon import, you will pay an additional 2 ½% duty and a nominal handling fee.
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UPS will fast track the shipment through customs and notify you prior to delivery of the charges. You don’t have to lift a finger during the whole process.
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Delivery - due to the current climate, we’re working on a two month waiting list.
Almost $11K US all in. I don’t think I could justify even with a group buy discount as my original full-synchro 4 speed has been completely rebuilt. Looks like a great product though.
Yeah I have 3 options, get my Moss rebuilt again, which would mean the car has to be apart for possibly a couple months. Since my garage is too small to do that job, it’s a big problem. The only way it could be done over a weekend in a rental garage is:
- Source a full synchro, get it rebuilt, and source all the peripherals too. OR
- Get a 5 speed that requires no modification
The second one is likely a bit cheaper but not as much of an upgrade.
Do the Driven Man boxes need modification? They seem to be in stock.
While we have had poor service from DM in the past the T5 box is at least an extant gearbox made by a reliable manufacturer. So it should work, last and parts availability shouldn’t be an issue.
I’ve just finished rebuilding a Moss box, having never opened a gearbox before.
They are really simple, and I have no doubt it’s within your capabilities. The service manual is excellent.
The process is simply replacing all the bearings, seals and the layshaft. Nothing else is available new.
You do need to make sure that you either replace or shim the detent ball springs on the gear selectors so that the box can’t jump out of gear.
There is nothing you can do about endfloat on 2nd and 3rd gears as the spacers are NLA and too complex to make. But you can measure it and mine was only 1 thou over spec on both.
Endfloat on the laygear is set by a bronze shim, which is easy to make. I knocked one up in about an hour and my endfloat is spot on in spec.
The reverse idler may need rebushing. I found little information on correct spec, so I left mine alone. The usuals don’t sell either the bushes or the whole unit but I reckon you could buy an appropriate sized steel backed bronze bush and hone it to size.
There is little you can do to the selector mechanism apart from check the balls which are also NLA but probably could be made. One of mine was a bit corroded so I swapped it to reverse.
It’s a quite rewarding task overall.
Andrew,
So here’s what mine got a year ago, I had managed to source NOS
- layshft
- layshft cluster
- 2nd and 3rd gears
- 3rd/4th synchro sleeve assembly. Inner, outer and springs/balls
I paid someone to assemble with new needles and new brass end spacer and caged roller. Like yours he managed to get the end float on both shafts with .001 of spec. It greatly improved 1st and 2nd gears. But 3rd is a nightmare. It simply won’t synchronize unless I lightly hold the lever against the gate for about 2 seconds before shoving it forward otherwise it crashes hard.
I’m thinking either the new 3rd speed gear, or the 3rd/4th synchro hub is not a good part. Or possibly it is the fault of these parts you mention here. Since it will be a massive and pricey undertaking to pull it in a leased space, I’m not super confident in my ability to figure out the problem, although I appreciate your confidence in me!
Hmm. I wonder if it’s as simple as this:
The grooves on the mainshaft are asymmetric. If you put the synchro hub on the wrong way around it doesn’t shift properly/far enough. I was warned about this.
Might be interesting to see if this is your problem when the box eventually comes out.
I have a pretty good spare 3rd gear in my useful box. Let me know if you ever want to try it out.
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Good info thanks! It would be nice if it was this simple.
Now that you mention that, I vaguely recall the old man telling me this: one of the first gearboxes he taught me on was a Moss 'box, about a mmmppplllblurbed years ago.
That’s a whole lotta moolah!
I would love to have a 5 spd but $11K USD is waayyyyyy out of my price range. The price would have to be less than $4500 all in. Even then I would have to think hard about it.
I have to say that the product looks beautiful but the price is way too high. The Broadsport I put in last year cost $4100 and it’s great. No modifications to the body required for my ‘62 OTS. Fitting the trans cover was a little tricky but not the end of the world.
I’ve put almost 5000 miles on the Broadsport in the last year and have had zero issues for what it’s worth.
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There was one person from the Broadsport group buy that had trouble with the shifter linkage several months back. I always through the shift linkage was a bit unusual and then there is the possibility of having to cut out part of the cross brace.
I wonder if Paul of JT5 will go back into production. Before the Covid thing, he was planning to start building them again.
Huh, did you converse with him shortly before covid? I had sent him an email in 2019 and he was still saying no parts.
HI Erica,
I called him shortly after Covid started and he confirmed a rumor I heard that he was planning to go back into production for the E-type 5 spd in 2020. “But this Covid thing put a stop to it.” That’s all I know. I have been calling 2 to 3 times a year for the last several years to see if he was going to produce more JT5 gearbox for the SWB E-type. I find it is better to call than e-mail him. You can always ask a follow-up question while he’s on the phone.
I’ve been interested in a 5-speed, but $11k is too much for me. A previous owner installed a 4.2 box in my 3.8, so I rebuilt that and will wait to see how that feels/drives when the car begins to come back together in the coming months.
I had a very brief email exchange with Paul C. in June regarding his (non) plans to restart production of the JT5, described here: Brief email exchange with Paul Cangialosi (JT5).
They usually are; a man of few words.
I too contact him every 6 months or so. The answer is the same; waiting on a new supplier of some parts and yes he intends to make the boxes in the future. Last time I got the impression that he intends only to manufacture and plans to sell the boxes through a supplier.
Personally I wouldn’t hold your breath. If you look at what Paul does he is very busy building and modifying boxes for the US muscle car market. The Jaguar market is probably small change in comparison, and has caused him a lot of angst in the past. It wouldn’t surprise me if he did start making them again at some point but I don’t think it’s a high priority for him.
I imagine there might be 100 potential sales backlogged at this point, but that might be small potatoes.