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fotz

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fotz last won the day on July 9

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  1. fotz

    XF AU Windsor conversion

    Hi All Just an update, sorry have been very busy and had a few things on so I havent done any work on the car :( Diff: I have an EF XR6 (3.45 ratio) diff there ready to go. I was able to get the brake lines from the EFT as well. So when ready I will try to fit this to the car somehow. Handbrake cable, I will worry about this later, but thinking of getting one custom made. Tailshaft: Have tracked an EF XR6 tailshaft - Auto. Well see if this fits ok :) Gearbox: I have gone with the CRS bellhousing. I have a 5cyl T5 from an EL, and CRS have confirmed this will bolt up fine. With the E-series, in comparison to a 4.0L motor, the Windsor is mounted more forward in the engine bay - hence why the v8 box in the eseries has a longer input shaft. In the X series, the windsor mounts in the same spot as the 4.1 crossflow, which is why the bellhousing CRS has works. If I had a v8 box with the longer input shaft (from e-series), I am going to run into problems fitting it, with any bell housing in the XF. I would need to look at getting the input shaft shortened to match the 6cyl. Similarly, using the bellhousing from the e-series would also run into problems. Clutch\Flywheel I am planning to use Malwood for this. Also looking at doing the hydraulic clutch upgrade they offer, which I mentioned in my earlier post. This is a pretty cool setup. I will need to remove the pedal box to fit it. Needs a bit of trimming to get it to work, but very small change. Wiring Harness: CRS modified the AU harness for me, and its ready to fit to the car, so I just need to time to hook it all up :) Fuel Tank: I have an EFI tank ready to fit. Just need to update the pump and run a new fuel line. I will use the existing line for the return, and remove the existing return line. Extractors: Have sourced AU Extractors from an Xr8 ute that were barely used. I think this is a good start. Theyll probably need to be modified, but I really cant find something on the market that is guaranteed to fit. I think if I went with GT40 heads id be ok, but because I have GT40P heads, the extractors ill be harder to come by. So my right now, my next plan is to: 1) Mount new tank 2) Install new pump 3) install flywheel, clutch and bellhousing on motor 4) Drop in motor 5) Install harness and ECU 6) J3 Chip 7) Extractors... 8) Test start it and see how it goes. If I get it working ok, then Ill do gearbox and diff next. Will keep you all posted. Plannning to start working on it again soon! Thanks for everones advice / guidance so far :)
  2. fotz

    XF AU Windsor conversion

    Thanks @deankdx So stick to eb-el sedan auto or manual! thanks mate
  3. fotz

    XF AU Windsor conversion

    Hey guys - got myself a world class e series t5 box today - 3.25 1st gear ratio waiting on a response from CRS still. Chased them up yesterday. Any ideas on where’s the best place to track clutch, flywheel and sandwich plate? Was thinking malwood could do the lot - including clutch pedal. Lastly - as I have an ef diff, does anyone know which tailshaft will fit the xf. Are all steel tailshafts from e series the same length - auto/manual also wagon/sedan and Ute -XG/XH?
  4. fotz

    XF AU Windsor conversion

    Yes mate for sure. Is it Stage 1? Only problem is, ill need to get programmed as a manual Ill PM you sepereately.
  5. fotz

    XF AU Windsor conversion

    Hey @ashXFute - I sent you a PM. Was wondering what you did for headers? I have GTP40P heads, EB would have GT40 heads. So keen to see what you did there. I got my hands on AU XR8 headers. To be honest, not sure if they are going to fit.... But curious to see what you did, or if you had to customise them?
  6. fotz

    XF AU Windsor conversion

    I am getting my harness modified. I retrieved a harness and ECU from the AU XR8. As it has smartlock, I will be using a J3 Chip from TI performance. The rodshop have currently got my harness and are modifying it, and will provide step by step instructions on how to install it to the XF. Below are some links for your reference: https://www.rodshop.com.au/wiring-harness-conversion-for-ford-au-v8-engines (I know they are flat out at the moment). I think they have taken wiring looms down from the shop for the time being. https://www.tiperformance.com.au/products/j3-chips-tuning/ - J3 Chip
  7. fotz

    XF AU Windsor conversion

    I did consider something like this to be honest… was going to speak to malwood to see if something like this could work with the xf https://malwoodauto.com.au/product/ford-falcon-xg-under-dash-hydraulic-clutch-pedal-assembly/
  8. fotz

    XF AU Windsor conversion

    It’s currently cable now. Not sure there is a proper hydraulic conversion for this setup to be honest either.
  9. fotz

    XF AU Windsor conversion

    Nah CRS is cable not hydraulic.
  10. fotz

    XF AU Windsor conversion

    @deankdx pretty sure this is the way to go… but… means that the v8 e series box won’t fit behind a windsor in an x series unless you shorten the input shaft and use this same CRS bellhousing. I am getting pretty confident on this now. I’ll find out for sure and let you know. Malwood and CRS will know for sure, but I think we have solved it Interested to see what people did with the clutch pedal. This one got me by surprise. Have not read about this anywhere…
  11. fotz

    XF AU Windsor conversion

    I spoke with Dellow, they had an interesting opinion on this - they dont believe the CRS bellhousing will work on a v8, which I found strange. I challenged them on this at the time. There thoughts were that the bellhousing was bigger for a reason - e.g clutch\pressure plate. Which I have found out is definately not the case. To be fair they were going to double check this. Also, have confirmed the eseries v8 gearbox has exactly the same rear extension housing as a 6cyl. A gearbox guy I spoke to confirmed they have the same part number. Also you can see in photos they are the same. The only difference is: 1) Input shaft length (longer for v8) 2) internal gears inside - e.g 1st gear 2.95 for v8 This makes me believe that an e-series 4.0l and v8 are mounted in different positions. E.g the Windsor is mounted more forward. Makes sense to be honest as the 4.0l needs room for 6 cyl, and the v8 only needs 4. Also would need to be balanced better in the engine bay of an e-series. (I am not 100% sure of this, but based on the facts presented, this makes sense) I just need to check now in the x-series, is the 4.1 crossflow mounted in the same spot as the windsor. I think it would be, as they use the same single rail gearbox. The shifter ends up through the same floor panel based on what I have read up on. I also going to speak with Malwood. I believe when I spoke to them a while back, they said, the clutch cable is also different... and you also need to change the clutch pedal. This was very interesting, as I have not read this anywhere.... Not sure if anyone agrees with this also? Also still trying to get in touch with CRS.
  12. fotz

    XF AU Windsor conversion

    Windsor shouldn’t have any problems - that’s my understanding. Seen it many times (pictures)
  13. 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.
  14. 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?
  15. 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.
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