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  1. Today
  2. xfish

    XF AU Windsor conversion

    That is true about the heater hoses in the firewall getting in the way, since I had a clevo in a 85 XF,.....but a work around is ( if your not interested in A.C ), is to plumb the heater hoses into the AC core...........( some hunting in supercheap for S bend heater hoses did the trick )and I guarantee you 100%.......you will get better heat in the cabin, thanks to the bigger AC core....and i just cut the ends of the original heater core and plumbed them up............
  3. xfish

    Cutting the water pump on 250 crossflow

    didn't know these electric water pumps existed.......might be worth looking into....
  4. Last week
  5. Crazy2287

    Cutting the water pump on 250 crossflow

    If you can fit an elec water pump in the lower rad hose area of the bay, then you could cut the whole front off the pump and cap it up.
  6. Earlier
  7. fotz

    XF AU Windsor conversion

    Thanks @ashXFute @gerg e-series would have the same problem as x-series, unless they released a different floor tunnel for the v8? OR as I was thinking earlier - could possibly be that the back of the windsor motor is mounted further forward that the 4.0l? - exactly what gerg said. Ive reached out to CRS but not in detail about this. Let me have more of a proper conversation with them and Ill get back to you all.
  8. gerg

    XF AU Windsor conversion

    I think it might be to do with engine placement of the V8 vs 6, or parts availability of the V8 bellhousing (Mustang). The difference in input length is 5/8” (16mm) I believe. Sent from my CPH1920 using Tapatalk
  9. ashXFute

    XF AU Windsor conversion

    The v8 input shift is definitely longer. I had both manual boxes sitting side by side at 1 point. The v8 factory bellhousing was deeper, I'm assuming for a bigger clutch assembly. Can't remember if there was much difference in shifter extension but the v8 box would have sat back a bit further just from that Sent from my SM-N981B using Tapatalk
  10. Thom

    XF AU Windsor conversion

    The V8 t5 isn't any better than a 6 cyl t5 as far as strength is concerned, I don't know why they are longer, there could be a bunch of reasons for it
  11. Thom

    XF AU Windsor conversion

    I don't know, I've never come across a V8 flywheel to check
  12. fotz

    XF AU Windsor conversion

    Thansk all @Thom @gerg Does this mean the e-series v8 box would not fit in the xf behind a windsor, as it would be shifted back too far as it has a longer input shaft? Keen to know this, as I will make sure not to go down this path even though the box is better. (unless I can shorten the input shaft). **** also I would assume in the e-series for the v8 engines, is the shifter mounted further back? Or does the 4.0l sit more forward than the windsor in the eseries? There has to be a reson why the input shaft was longer?
  13. gerg

    XF AU Windsor conversion

    The question I had for you@Thom was what flywheel tooth count did the later E-series Windsors have? I seem to remember you saying that the BTR auto ones had the 164 tooth flexplate like a clevo (and were 50oz vs clevo 28) but were the manuals also 164 tooth or 157 (like the other small Windsors)? Sent from my CPH1920 using Tapatalk
  14. Thom

    XF AU Windsor conversion

    There's alot to go through here and I'm guaranteed to miss something but the short answer is using a 6 cylinder t5 and a crs or modified 4 speed bellhousing will put the shifter through the stock hole in the floor, a factory xf t5 (or modified single rail) crossmember will work and a stock single rail (assuming stock diff) tailshaft will work, off the shelf headers will work too (factory eb-au ones are garbage and will interfere with a right hand starter Windsors and Cleveland's have the same engine mounts and bellhousing pattern and their relationship to each other is the same for both engines, a Cleveland has a taller deck height and physically larger heads making a Cleveland taller and wider than a 302 Windsor bust slightly narrower than a 351 windsor ( 302 Windsor 8.2 inch deck height, Cleveland deck height 9.2 inches, 351 Windsor 9.5 inch deck height The path of least resistance for what you want to do would be to use a 6 cyl t5 (preferably e series falcon) and a crs or modified stock bellhousing (you will have to get a flywheel to suit, make sure it is one that has a 50oz balance to suit the roller windsor, a stock or upgraded e series t5 clutch will work) with one of their trans mounts (or make your own) the rest of the stock driveline should work
  15. ashXFute

    XF AU Windsor conversion

    Hi yeah I have a windsor motor in my XF. It's a 92 EB GT motor in a 86 XF s-pack. I can measure some stuff if you need? Sent from my SM-N981B using Tapatalk
  16. burnnotice1000

    CLEVELAND ENGINE TALK

    Pictures of sold engine Sent from my SM-A125F using Tapatalk
  17. burnnotice1000

    CLEVELAND ENGINE TALK

    Yeah been paid for just waiting for him to pick up,but if something comes along I will grab it 351 or 400 even 351m Sent from my SM-A125F using Tapatalk
  18. deankdx

    XF AU Windsor conversion

    @Thom can you read the post above and see what pops out...or tag anyone who might know the difference between clevo an windsor flywheel, and where the engine sits in the bay related to the heater pipes(dictated by the engine mounts) is the left bank staggered forward on the windsor and vice versa on the clevo? what makes them not fit usually? i don't know. @fotz i'll reply in each of the above separately. yes, the windsor is rarely chosen into X series. i just remembered @ashXFute has the windsor in XF but auto though, might be able to share some more answers related to firewall position/heater hose clearance.. thread here yes the XF T5 mount should mount the 6cyT5 in the right spot on a clevo/CRS bell housing into XE XF .. i don't know about the EB to XH bell housing/V8 box though. have you tried contacting CRS? they may have these answers. they may not also. in My opinion, (not sure) the windsor should put the gear stick in the same spot as a clevo. (if so, then XF 6cyl tail shaft will work etc on a CRS bell housing) CRS may know the answer, try calling them. see above reply, 26mm further back if it ends up there is right in the brace for the bucket seat reinforcing .. so you don't want to be there unless the windsor actually does mount further forward? something to confirm/check with CRS etc or AshXFute may be able to check? also see previous answer, if it does put the stick further back, thats into the seat brace reinforcing. i'm sure an engineer would want some reinforcing if it was cut into.. and then you'd need a shorter tail shaft if so i would think(assuming the mounting face to extension housing of a V8 T5 is otherwise identical, then also the T5 cross member may not reach this far back(there's some adjustment, not as much as the Mal Wood one above.. perhaps call Mal Wood also. (i Hear he's a busy man, so try to get your questions simple for a short call) this i don't know. if the difference Clevo to Windsor is how the left bank cylinders are staged, then the bell housing face and engine mounts could be identical? i thought this was the reason the windsor heads cleared the heater. can't confirm sorry, i'd call CRS first, if they are unhelpful i'd be surprised. you could mention if they don't mind you can put the info into the Ozfalcon.com.au forum with a mention of their advice (for future enquiries/sales) they may spend more time thinking about it than otherwise. (the last time i rang CRS, Rod Hadfield was still there, that was long ago. )
  19. fotz

    XF AU Windsor conversion

    Thanks @deankdx I had a very quick skim through those previous posts and I believe these related to modifying existing housings and also relate to Clevo not windsort. Just noting, I currently have an XF T5 gearbox at the moment, so I have the bellhousing for 4.1, tailshaft and cross member. See photo below of crossmember. It should match exactly what you have said above. It would match the CRS one a well right? I guess my question is with the Ford AU Windsor motor, if I go with the CRS bell housing are you saying I could then run the tailshaft from an XA-XE V8 ? Existing cross member from XF will fit, and I wont have issues with the shifter either? OR is it better to go with the V8 bellhousing from a XH or e-series (will step gearbox further back 26mm) and add a longer input shaft to the t5 - or does this not work either? I guess the big question is what is the impact of the 26mm difference in the input shaft and what role does this play on the XF? Is the back of the windsor motor in the same place as the back of 4.1 crossflow? If so, then the CRS bell housing is the way to go. If not then I am seeing issues with the shifter maybe (26mm off or viceversa) I dont believe the clevo and windsor is mounted in the same spot. As we know that if you try to mount a clevo in the XF, the heater pipes get in the way. But I could be wrong. I am probably overthinking this.. so please let me know if I am crazy here.
  20. gerg

    CLEVELAND ENGINE TALK

    So the last one went out (besides your own project)? Sent from my CPH1920 using Tapatalk
  21. burnnotice1000

    CLEVELAND ENGINE TALK

    Nah sorry only have my own 400 they come in dribs n draws very hard to find but I have found 5 in the last year Sent from my SM-A125F using Tapatalk
  22. 2redrovers

    CLEVELAND ENGINE TALK

    Are you on facebook? Someone looking to buy a 400 https://m.facebook.com/groups/197562983773533/permalink/1739457599584056/
  23. deankdx

    XF AU Windsor conversion

    and another
  24. deankdx

    XF AU Windsor conversion

    here's a link to a useful thread for you hopefully, i haven't read for ages
  25. deankdx

    XF AU Windsor conversion

    mal wood makes a repro T5 cross member for XE XF https://malwoodauto.com.au/product/xe-xf-t5-cross-member/
  26. deankdx

    XF AU Windsor conversion

    i'll explain in My words what's happening with (6cy) T5 bell housing for V8 from CRS, the 6cyl and V8 single rail 4 speed is same everything in the front as a 6cyl T5(other than diameter of the hole needed for the carrier that holds the thrust race. ) so when using the CRS bell housing, you can use everything from an XA to XE single rail V8 set up on a cleveland.. (not sure about the balance of a windsor, they always confuse me when it's mentioned... as in, if the flywheels are balanced same) a T5 6cyl XF and single rail 6cyl XF use same shifter location, and tailshaft but the T5's gearbox crossmember is different, it's bent in a banana shape(i made one for My XE because i couldn't find one.. EA ones are same also) here is the 6cyl T5 mount i made for XE/XF about 20yrs ago and here is how many 6cyl T5 to single rail bell housings were done 20yrs ago note the lower bolt holes aren't used(no bell housing support there) but drilled and bolted in a different spot. in this case, the carrier that holds the thrust race was removed and machined down in diameter to match the single rail bell housing, but people have also bored out the single rail bell housing to fit the t5 directly.. and @gerg welded on metal for the lower T5 bolts to be used on his.
  27. fotz

    XF AU Windsor conversion

    Hey, I didnt end up pursuing that bell housing. I am going back to my original plan, which is to locate an EBII to EL series t5. As I mentioned above I can get a bellhousing for this, from the rodshop https://www.rodshop.com.au/bellhousing-gearbox-ford-t5-6-cyl-engine-ford-wind Keen to understand how anyone has done this in an XF - or even XD\XE. Not sure if I am getting confused, but the V8 T5 had a longer input shaft than the 6cyl in the E series. Which would mean the whole gearbox would move forward, which would impact the moutning points of the gearbox and also the length of the tailshaft? I was speaking to someone yesterday and they were saying to possibly go for a V8 bellhousing and apparently there are a few places that can change the input shaft to the longer length. Its not a direct swap from a v8 input shaft as the gear sizes are different in the box itself, but they have something available to swap over that fits. I would assume both setups would work, its just that they will require a different tailshaft and cross member for it to work? Lastly, with the shorter input shaft, there must be some further consequences with this - in relation to the flywheel\clutch and pressure plate. The bellhousing would be much smaller as well. I understand the standard setup would fit, but if an upgraded clutch was needed in future, I woudl assume there would be some issues?
  28. Hey mate U have gone to the trouble of getting to this point, when I did these things as a job it was very rare we wouldn't replace the diaphragms once brake fluid get to them it doesn't take long to stuff them up, the hardest part out of the whole thing is doing the rear and middle seals without breaking them, be careful with the Bakelite parts can break easy even though it looks hard as Sent from my SM-A125F using Tapatalk
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