fotz

Hi All

Just wanted to provide an update. Have been very busy and haven’t spent any good time on this. Since my last update, below is what I have achieved:

Fuel / Pump:

EFI tank has been installed. I have removed the existing return line and have made a new hard line 5/16” and installed it. Have also replaced all the hoses with EFI rated hoses, installed a fuel filter and pretty much ready to hook up to the engine. I also have upgraded the pump to a Bosch GENUINE BOSCH MOTORSPORT 023 INTERNAL FUEL PUMP 0580254023. Pretty much slotted straight in.

Clutch / Flywheel:

Malwood has provided me with a heavy duty clutch/ flywheel / sandwich plate and spigot bearing etc. Also got myself the hydraulic pedal conversion as well, so really excited about that one.

So right now I’ve just been prepping the engine and engine bay - and getting close to drop this in. Changing the rear welsh plug and also rear main seal and then I’ll put the flywheel and clutch on. 
 

I’ve been looking at the wiring and just checking everything off. Something I haven’t really figured out yet is the alternator. It’s a 3 pin alternator on the motor, does anyone have any advice on how to hook this up in the XF. I have the 3 pin connector it only has 2 wires on it.

Currently the XF has 

B+
D+
+
D-

The alternator on the Windsor has absolutely no markings. I assume the main connection will go directly to the battery, the 2 wires on the 3 pin connector I am assuming one is the alternator warning lamp the other needs to loop back onto the positive connection on the alternator. Have searched and can’t really find anything on these alternators. Anyone done this before able to explain how they managed this?

Thanks 

Hi, does anyone have any pics with 20" simmons wheels, with both super low, and also regular low?

I assume this will raise the car slightly higher off the ground, but the car will look slammed in the wheel arches.

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.

Thanks @deankdx So stick to eb-el sedan auto or manual!

thanks mate

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?

1 minute ago, ashXFute said:

Would you like a TI chip?
I ended up getting mine tuned with a different chip so I have a un used TI chip just sitting in the center console

Sent from my SM-N981B using Tapatalk
 

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

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?

4 minutes ago, ashXFute said:

Hey mate.
They used the EB engine harness and ECU and kept the XF dash wiring.
No smart lock but they did fit a new alarm demobiliser

Sent from my SM-N981B using Tapatalk
 

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/

14 minutes ago, jca25 said:

Is there a reason u want to use clable over hydraulic or have I missed read something

Sent from my SM-A125F using Tapatalk
 

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

43 minutes ago, deankdx said:

the CRS one is hydraulic, however the 6cyl (for 6cyl 250 etc ) bell housing for T5 they had cast for either cable or hydraulic(fits XA hydraulic to XF cable for eg) they have different pedals/pedal boxes. if that's what's meant. 

Nah CRS is cable not hydraulic.

4 minutes ago, deankdx said:

i am certain CRS Bell housing for clevo(also windsor) for the 6cyl box exists, i recall it also being drilled or available for single rail/top loader

actually., 5second google found it

https://www.rodshop.com.au/bellhousing-for-ford-t5-6-cyl-gearboxes-to-windsor

@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…

7 hours ago, jca25 said:

Are dellow still around?? That is the bellhousing I got in mine, yes it's not a Windsor or xf but they were great with the information at the time, from what I been told with the v8 t5 is yes input is longer but the rear housing was shorter to put the sticking same spot, like they did with the cortina using the single rail box's, as Ford wouldn't change the floor pan tooling just to suit v8 or 6 cylinder box's, one of the others guys would be able to correct if wrong.

Sent from my SM-A125F using Tapatalk
 

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

21 hours ago, jca25 said:

Nice one, here is a few pics off mine I made all my pipes new and just bent it to suit the t block bolts on were the bracket for the flex hose that would go to the xf diff.
 

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.