fotz

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

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/

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

Nah CRS is cable not hydraulic.

@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…

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.

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

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.

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?

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.

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?

Sorry bellhousing is from a v8. E4TA-7505-Da. No idea what car this is from. Apparently the 6cyl t5 from ea bolts onto this bell housing and will bolt onto a Clevo. But not sure if this will bolt onto the AU EFI Windsor motor?

Thanks @gerg. Eb-EL v8 would still have a longer input shaft right? Also for bellhousing I have tracked a 6cyl t5 bellhousing that bolts up against a clevo. The old windsors I believe were the same bolt pattern. Would this bolt up against the windsor efi from AU. For the old clevo\windsor they have the starter on the Drivers side and the clutch fork on the passenger side. No idea what the E series or AU had setup? I am sure i could work around it, but more concerned if it will bolt up ok, and that I can still bolt up a starter motor?

Hey guys, quick one.. back on the t5 gearbox. Is the input shaft the same from xf-el falcon for 6cyl, is it around 167mm? Also is v8 a little longer from eb-el? Does anyone know the exact size? Hard to find. Is it 193mm? Also my understanding is that 1st gear ratio is as per below: 6cyl XF-EB - 3.5 EBII to EL - 3.25 V8 EBII-EL - 2.95 Where can I confirm this 100% Thanks

Thanks so much @jca25 - ill go through this.

thanks @deankdx and @jca25 I am trying to source the brake lines, brackets and t piece with bracket from an EF at the moment and will try to fit this to the xf. Also trying to get a video\photo of how it looks under ef\el, I have the brake line adapter - imperial\metric adapter ready to go, so this will still play a role in this. But I think this is the way to go. Handbrake cable - I think I found a company that will help with tha, but ill need to share the fittings and the measurements. Ill sort that out later Thanks again for all the suggestions, will share the final result when its done.

but would the brake line for an eb-ed diff bolt straight onto to these callipers? Might need to bend the lines, but I assume the line is the same?

Hmmm was also thinking maybe eb-Ed brake lines on diff would work as well.

@deankdx - hand brake cable - totally understand the trouble there and saw this coming. The brake line has thrown me off now. Any ideas on how to get this one to fit on an xf? Could I use the existing brake line off the current xf diff?

Hi All I got an EF XR6 diff the other day. code is T4AC - labelled 3.45 diff ratio. I am sure it is the correct one. I would have thought that there would be a hard brake line on it going to either side of the diff and the main braken line, connects into this line from a mount on the chassis. My understanding was the e-series and x-series were the same, and the brake line on the diff there is a hard line? The only difference in the imperial to metric connection from the chassis to the diff.

Thanks @gerg Trying to understand you In summary are you saying the smaller the ratio number the more torque? Also T5Z is this the V8 box?

lol yeah 3\8" i fixed it up now. Sorry not the first time I have done that. Yeah im checking with malwood and also t5 doctor is another company I have seen as well.. E series - 6cyl I think is the way to go nowadays. Need to get really luck to find one of these v8 boxes

Thanks @deankdx is the tailshaft for auto/manual the same and 6 cyl and v8 the same?

Hi All Just providing some updates below for anyone interested in. Fuel I got an EFI tank including pump and cradle. This currenlty has 5\16" connections for fuel and return. As the AU falcon has a 3\8" I am going to move to this, will need some of 5\16" to 3\8" adaptor from pump to line. Also need to sort out quick connections on the motor. Will get this from TI performance as thats where I am getting the pump from. Diff I also sourced a diff from an EF falcon XR6. 3.45 lsd. So I will be doing a conversion to this. Have got the brake line adaptor. I have found few places that will do the handbrake cable for me as well, will share details when I get this done. I know I have to sort out the bushes on the arms as well for this, so will let you all know what the best solution was for this as well. ECU\Harness I am going to run the stock AU ECU with the ECU Harness. I went with the rod shop, who can modify the AU harness to fit the XF and provide step by step intructions for the install. Also getting a J3 chip from TI performance as well. So waiting for this to come in. Gearbox This one is hard. The v8 box is impossible to find and really expensive. So I currently have an XF falcon 5 speed, which I believe are pretty weak. The rod shop currently have bellhousing that can adapt the shorter input shaft of a 6cyl gearbox to the windsor motor. I am thinking of going with an E series manual t5 gearbox. Anyone done this before and is it reliable? I know the ratios are different in the box as well, but keen to get some feedback around this? Also does anyone know if the XH ute gearbox is the stronger e-series box, or is the same t5 from the XF? Also is the steel tailshaft from a ute the same as the sedan? Will keep you all posted on all of the above as I get more updates

Ok I got my hands on an AU workshop manual - it shows the pump sizes fittings, I would presume the hose would be the same: I cant locate an XF manual to see what Carby has - but I know mine has a return line, which is good. Just not sure of the sizes exactly. In regards to fuel pressures, I did find the following for the XF: And the AU falcon pump specs: So if i read this correctly. There are very close, but AU pump looks slightly stronger. Not sure what what (I6HO) is? So to be safe it might be better to go with a stonger pump.