SPArKy_Dave

Do the front parkers work? I'd suss the binnacle switch, and/or relay Remove the relay and jump the load side relay contacts, using low amp test light (in case of wiring short)

82DA, sounds like the diff has been swapped maybe? Suss out the drum brake wheel cylinders If they're original PBR or Girlock, they have date codes on them

XG front discs have larger bearings I believe, plus the larger diameter hub, same as XG rear The XB spindles may be smaller diameter too, I believe? 10's fit on the coupes, but I don't think they fit on any others without quarter panel modification

New, reproduction speedo sender gears are available I believe? I know the brown 20tooth gear, suits 3.27 diff, with 15inch wheels 205/65/15 tyres, or 16 inch wheels with 225/50/16 tyres

Please excuse the fragmented nature, of the below info... I progressively update this post with copy/paste info, as I find it across the net. (latest updates - 09/03/20, 24/08/20, 05/04/21, 09/04/22, 17/04/25, 20/04/25 and 21/04/25) _____________________________________________________________________________________________________ https://www.hemiperformance.com.au/shop/shop-by-category/transmission/manual-4-speed.html BW gearbox prefix numbers - 0501 0503 - Borg Warner 4spd single rail - Ford Falcon, Valiant, Leyland P76? 0505 0506 - Borg Warner 5spd single rail with modified shifter to make it 4spd - 3.3ltr crossflow? 0507 - Borg Warner 5spd single rail - 3.3ltr crossflow - XE onward, and Mitsubishi Sigma XB 5.8 incl 351 GT with 2v heads had BW 0503-003 XB 4.1/4.9 has BW 0503-006 XC/XD 5.8 - 0503-008. XC/XD 4.1/4.9 - BW 0503-009 Late XD and possibly early XE (1981 onwards) 3.3/4.1/4.9 had 0503-016 (78DA-7003-AB) 0503-003 - 74DA-7003-AA - XB 4.1/4.9L, up to 11/74 - 1st 2.82, 2nd 1.84, 3rd 1.32, 4th 1.00 0503-006 - 74DA-7003-AB - XB 4.1/4.9L, from 11/74 - 1st 3.06 - unsure on other ratio's yet 0503-008 - 74DA-7003-BA - XB 5.8L incl GT - 1st 2.46, 2nd 1.78, 3rd 1.27, 4th 1.00 0503-009 - 76DA-7003-AA - XC 4.1/4.9L - 1st 3.06, 2nd 1.84, 3rd 1.32, 4th 1.00 0503-014 - 78DA-7003-CB - XD 3.3/4.1L? 0503-015 - 82DA-7003-AA - XE 4.1L 0503-016 - 78DA-7003-AB - XD 4.1/4.9L 0503-018 - 78DA-7003-CC - XD 8cylinder 0503-038 - 84DA-7003-BA - XF 6cylinder 0503-039 - 83DA-7003-BA - XE 6cylinder Ford never published the codes for XE and XF but the 1st gear ratios are XD and XE 3.3/4.1 and early XE 4.9 used 3.06:1 1st gear, 1.84:1 2nd gear ratio's XE 3.3/4.1 all, and post 05/82 4.9 used an XC 3rd gear ratio XD and XE 5.8 used 2.46:1 1st and 1.78:1 2nd gear and 1.27:1 3rd gear ratio's, same as XB 5.8 XD carby and XE EFI used the XB 4.9 3.06:1 1st gear ratio, 1.84:1 2nd and 1.82:1 3rd gear ratio's XE carby used a 3.43:1 1st gear ratio XE 3.3 4spd and 5spd used a 3.50:1 1st gear ratio XE 6 cyl. carb 3.43 XE efi & 302 3.06 XE 351 2.46 XF efi 3.40 XF carb 3.50 Internal to the gearbox, (opposite end to the clutch spline) - XE 4.1L factory carburetor Single Rails have a 20 spline input shaft XE 4.1L factory fuel injected Single Rails have a 21 spline input shaft XF 4.1L (carb and EFI) Single Rails have a 19 spline input shaft, up to 10/86 build vehicles XF 4.1L (carb and EFI) 10/86 onwards, had 21 spline input shafts Other numbers XB Single Rail - 74DA-7003-AB 0503 006 3192 0503-006-3013 XD Single Rail? 78DA-7003-CB 0503-014 (8096) xd/e/f 0503 carby 1st-3.43 2nd-1.99 3rd-1.43 4th-1.00 rev-3.29 0503 efi 1st-3.50 2nd-1.99 3rd-1.32 4th-1.00 rev-3.47 0506 1st-3.47 2nd-1.96 3rd-1.26 4th-1.00 rev-3.37 0507 5speed 1st-3.47 2nd-1.96 3rd-1.26 4th-1.00 5th-0.79 rev-3.37 xa/b/c 0503-009 (4.1/4.9) 1st-3.06 2nd-1.84 3rd-1.32 4th-1.00 0503-008 (5.8) 1st-2.46 2nd-1.78 3rd-1.27 4th-1.00 A 250 or 302 single rail is rated to 285lb/ft, similar to a stock T5. A 351 single rail is rated to 325lb/ft which is the same as a Z-type T5. A std. wide ratio Toploader is rated at 375lb/ft and a bull nose 425lb/ft. BW single rail differences. All have same mounting flange, which is the same as the 3 speed box except for one bolt. Valiant has longer, finer input shaft, same output I think. Valiant has a short shifter shaft with a dogleg intermediate rod to clear the Valiant crossmember. Valiant has 2.84 first gear, so does cortina. Cortina has foward mounted shifter and short shift shaft with no intermediate shaft, extension housing is different to cater for this. Falcons all have rear mounted shifter and long shift shaft with no intermediate shaft. There are several ratio sets in falcons, from 2.54 first gear fitted to 351s, to 3.47 on xf type sixes. The highest torque rated box is the 351 at around 350lbsft. BW single rail. Valiant has 23 spline input shaft which is longer than the Falcon/Cortina box Valiant has different extension housing with different mounting and shifter to Ford types. P76 single rail is very similar to Valiant type, not seen many so couldn't say exactly what the differences are, if any. Repair kits should be the same, but you'd need to be a bit careful when its comes to extension housing output shaft seal. As far as I know all Valiants had same 2.84 first gear ratio gear-set. Falcons and Cortinas have quite a few gear-sets, I know of - 2.54 first gear (for 351s) also highest torque handing because of larger input gear. 2.84 first gear seen in Cortina six 3.06 first gear in 302s and six's until XE 3.54 first gear in later sixes. One extension housing in Falcon with corresponding shifter position. One extension housing in Cortinas with corresponding shifter position. This is what I was able to find off the net, and from books in the local library, for the 0503 :- Falcon XA & Leyland P76 2.78/1.93/1.36/1.00 Falcon XB & Charger E48 2.82/1.84/1.32/1.00 Falcon XC/XD/XE 3.06/1.84/1.32/1.00 Valiant VJ-CM 3.32/2.00/1.43/1.00 Falcon XE (4.1 carb only) 3.43/1.99/1.43/1.00 However, Ford used a 10-spline 1&1/16th" input shaft, but Chrysler and Leyland used a 23-spline 1&1/32nd" input shaft. Other XE Falcons got the "new" 0506 4-speed, or it's relative the 0507 5-speed. Single rails came in 4 variations depending what engine they were designed to be fitted behind. All are physically identical on the outside and are interchangable. To check which type you have, look at the small tag on the side of the box. 74DA 7003 AA (up to 11/74) 74DA 7003 AB (11/74 onwards) 0503-006 (3.3/4.1) 0503-003 (4.9) 0503-009 (4.9) 1st-3.06 2nd-1.84 3rd-1.32 4th-1.00 74DA 7003 BA 0503-008 (5.8 inc GT) 1st-2.46 2nd-1.78 3rd-1.27 4th-1.00 https://www.boostcruising.com/advice/496483-Borg-Warner-Gearbox-0505.html Falcons XD-XF come out with borg warner 0501, 0503, 0506 and 0507, but 0505 is not mentioned. http://www.fordmods.com/ford-x-series-f29/mod-a-single-rail-5-speed-t56866.html

A 78DA-7003-AB gearbox, is from an 81' onwards XD They were used in either 3.3/4.1 or 4.9 XD's, possibly very early XE's. Shorter ratio gearbox, I believe

Looking at the Exedy website, all the single rails (even 3speed) are 10 spline on the clutch friction plate 3speeds just have a smaller diameter shaft at 24mm, over 27.5mm The info regarding 19/20/21/22 splines, relates to the opposite end of the input shaft, internal to the gearbox? First screenshot is all XD, and XE up to 05/82 Second screenshot is XE only, from 05/82

The following is a list of settings that can be altered, to suit personal preference - Personalisation Settings: Taxi Mode: Disabled: Means car is in normal mode. Door locks operate in a standard manner either 2 stage unlock or 1 stage unlock. Enabled: Car is in taxi mode. Remote key operates in a normal manner,but operation of central door lock(CDL) switch on the ICC is different. If any door is unlocked when the ICC CDL button is pressed the passenger doors will unlock (drivers door will remain locked) Panic Alarm Inhibit: Disabled: Allows operation of hazards,horn warning and courtesy lamps as a result of pressing of panic alarm button on remote key pad. Enabled: Disables operation of panic alarm. If this bit is set and panic alarm button is pressed on remote key pad nothing will happen. Door Trigger Disable Mode: Disabled: Means dome lamp operation will be triggered by opening and closing of doors. Enabled: Opening and closing the doors will not effect state of dome lamps ie.Opening a door will not turn on dome lamps, and closing a door will not turn off dome lamps. Also key out/dome on function will not operate. There is still control of dome lamps by operation of the ICC button, and operation of remote key. This bit can be set and reset by either using the WDS or alternatively pressing and holding the dome lamp button on for 5 seconds. Master Door Trigger Disable Mode: Disabled: Allows door trigger disable mode to be invoked by pressing and holding of ICC CDL switch. Enabled: Does not allow door trigger disable mode to be turned on or off by pressing and holding ICC CDL switch. Hazard Warning Inhibit: Disabled: BEM will operate the hazard lamps when any remote key is pressed and for key in lock warning. Ie unlock,panic,lock,remote boot release. Enabled: BEM will not operate the hazard lamps if any of the remote key buttons are pressed. Horn Warning Inhibit: Disabled: BEM will operate the horn in the event that the remote lock button is pressed twice within 3 seconds, or if the remote lock button is pressed when a transponder is still in the ignition. Enabled: BEM will not operate the horn under conditions described above. Battery Saver Inhibit: Disabled: Enables battery saver supply to operate as per normal operation. Enabled: Disables battery saver control by BEM when ignition is off. Remote key operation will not activate courtesy lamps. Door opening and closing will not activate dome lamps with ignition off bacause battery saver is not active when ignition is off. Battery saver will still be active when ignition is in the Accessories or Ignition on positions. Courtesy Lamp Inhibit: Disabled: Enables courtesy lamp output driver, such that courtesy lamps operate as per normal operation. Enabled: Disables courtesy lamp output driver. Courtesy lamps will never operate.

Did you unbolt the steering column, to remove the cluster? To me, it's all voltage and/or earth related Focus on the ignition switch Does it have an aftermarket alarm/immobiliser?

From memory, that's been for sale for a few yrs now Earlier factory NON aircon XF's, didn't get the deflectors, or that rubber strip plus smaller radiator, and top metal fan shroud I think later on, all XF's got the side deflector plastics and bigger radiator, but still no rubber strip. (aka, my 92' XF ute for ref, which has aftermarket aircon) I see replacement door rubber seals fitted, non original spark plug leads, bonnet strut fitted upside down, wrong battery cables, along with painted over windscreen wiper bolt heads, and painted over spring clamps for the windscreen washer jet hose.

Is it maybe a really high rpm stall converter? Lack of 3rd, could be a sticking actuator in the valve body, or a sticking governor in the extension housing. Can you monitor line pressures, whilst driving it?

I'd check for bent conrods, using a straw, plastic stick or similar, down the spark plug holes.

Shims usually live behind the upper arm front mount I thought, used to increase caster, by pushing the top pivot point back? The upper arm clamp, should self center on the ball joint recess, when fully tightened? And yeah, lower ball joint wear caused excess toe/camber on my BF. It had been previously aligned to compensate, but when I fitted new ball joints, I didn't think to re-adjust. Note - After not adjusting the alignment, it wore the front tyres, within around 15,000km's. When later fitting new tyres, I located whiteout marks for the factory toe settings, and set to those points. Further confirmed, with a DIY string/tape measure arrangement.

That's it yes! The loose threaded bracket, sits against the tyre, with the threaded end in the slotted hole of that welded bracket. The wingnut winds on the thread upside down, so it tightens backwards against the outside of that welded bracket, thus pushing the loose threaded bracket, against the tyre.

Can confirm, as I own an October 86' F250 302W, with factory flat tappet cam block, and v-belts. Not sure on the balance spec's though.

It threads onto a removable threaded bracket, that wedges against the tyre. The wing nut threads onto the bracket in reverse, and is then tightened down against an opposing bracket, welded inside the wheel carrier - on the RHS. XR-XG utes/vans all use the same bracket/nut.

Does the compression sound even, when cranking (even slowly?) Does it crank faster, with the spark plugs out? The starter could be shorting internally, due to to water ingress? I'd try measuring the current draw, if you have a clamp style ammeter.

How did that happen - a flooded road? Yeah, water doesn't compress, although I wouldn't have thought bent conrods, would make the engine run poorly? An inspection camera down each bore, could be helpful maybe? A leakdown test, would show any bent valves. Plus as @deankxf says, measuring each cylinder stroke with a plastic stick or similar, would be useful! Did you replace the oil too - I imagine that would be full of water also?

Not sure? If it's for the 3 wire one, maybe it just runs at full output, without any control?

So long as it's a two wire alternator, not the later 3 wire one (refer patch harness pic with missing center pin) Later BA/BF 3 wire alternators, are duty cycle controlled by the PCM. Me personally, I'd avoid everything and just fix the XG engine (new composite head gasket, with ARP head studs) Even AU head on XG seems easier possibly? (needs block machined to correct RA finish, to seal AU spec MLS head gasket)

I'd imagine many earlier BTR's would be fairly worn out by now, either clutches, or even just the second/fourth band? Not to mention potential gummed up solenoids, or valvebody?

Slight vacuum leak at intake manifold? (metal expands, opens leak, etc) Is the warmed up idle, smooth/rough etc? Or IAC valve letting extra air past throttle body.

Swaybar Link Pins... Early XF's incl XD/XE etc, use a bolt. Later XF's used the EA style link pins with a thread/nut at each end. I've never seen the EA style links available aftermarket, only the bushes. U can get universal threaded links, with inner nuts to adjust, rather than a spacer, Or repro bolt style link pins with spacer - same as XA/XB's, mustangs, etc.

Fairlane/LTD aka high-series clusters, are quite different again Passenger side of the engine block I believe?