Ninka

Have any of you noticed how the turbo keeps spinning after the engine is turned off, even after adequate idling. You should notice it as a gradually diminishing slight sound from the engine bay for about 15 seconds after the engine stops

Took delivery 2-1-2003, so far I have done 2200 k's :D

Hear, hear

Mine is a favorite dog I once owned, who died prematurely just after we arrived in this great country :(

The difference you are noticing is torque. You will never achieve the same torque at idle from a smaller displacement engine than one with larger displacement and which also has two extra cylinders. This is simple physics. However you can improve the efficiency of any engine at lower revs by changing cam profile, cam timing and ignition timing. Of course the trade off is less performance at higher revs. Now, with the 4.0 l engine which already has ECU fuel and ignition control and also variable cam timing, little (if any) gains will be achieved. The only practical way with this engine would be a split turbo system which someone has already mentioned. The way to do this is complicated and not cost effective but if you have the money it can be done. A small turbo running off the front two cylinders will give boost right at idle, the second running off the remaining four cylinders gives the higher rpm boost from about 3000 rpm. Most manufacturers who have played with these systems have given up on them due to cost and complexity - the end results from a well set up single turbo is generally acceptable for all but max performance competition use. Your best alternative is to play with gearbox and diff ratios - leave the engine alone as it is actually set up quite efficiently as it is. A diff ratio change to 3.9 will give you the same off-line response as your old V8. PS. scott52> pls stop referring to turbo6 as me (Turbo6man) I do not want to be attributed with condoning the mods that others have expounded in the thread. Exactly right, a turbocharged car is a completely different "beast" compared to a V8, and as you point out, can never have the same torque at idle. I used to drive a 5.0 V8 before the XR6T, and I notice the difference off the line, but once the turbo is on boost, man is it quicker!! All I can say to people trying to extract more power from their XR6T, BE CAREFUL, a turbo has the potential to seriously damage your engine/transmission, and you would be wise to wait for a reputable company to come out with kits that are tryed and tested to ensure you do not end up with non warrantable grief!

I have driven my XR6T for 2 weeks now, and have had som pretty hot days here in Perth. I have noticed that bottom end power seems to be affected by high temperatures (38 deg.C.), and there is noticable turbo lag. Today and the last couple of days were cooler, and it runs like a dream! I think it could be caused by the excessive retardation of the ignition when the air temp sensor picks up the hot air. Top end performance does not seem to be affected noticably. Has anyone else detected this on an XR6T auto? :hiwelcome:

I drive an auto and do not have official times for 0-100, but I can tell you that to get decent times you definitely need the sequential shift, as the auto does a bit of "hunting" for the right gear , especially if you do a rolling start (like you often would when somenoe needs to be tought a lesson in how seriously quick an XR6T is!) and then floor it!

And another - Both are taken in natural light around sunset. Car is Acid Rush XR6 Turbo

Just thought I would post a couple of photos of my "BABY"

Sorry mate, but the auto is also around 2100 RPM @ 100 KPH Mine has done 1500 k's and is only starting to feel a bit less restricted in the engine/trans. I was getting 14.5 for the first 1000-1200 km, now it is around 12.5 -13 for mixed driving

I reckon some of you guys are getting a bit carried away with this weel thing!!! Lowered and 20" wheels, what about kerbs, tyre price etc, etc. As if the car didnt handle quite weel already on 17 or 18" wheels!

Thanks, Everything is a lot clearer now - not! hehe

I had a good look today (actually removed the intake pipe), and on mine the plug is connectred to the switch or whatever it is inserted on the 5-6mm hose running from the compressor to the wastegate actuator God only knows what it does!

But think of the potential "easy" power from the "T" over the V8

Hi Scott52, and yes there are others I in the west who have taken delivery of this great piece of automotive engineering Have had mine for a week now, and I am finding it difficult to wipe the smile of my face! I have always been a Ford man, ever since converting a 1968 ford Escort 1100 to Mexico specifications, through cars like Escort RS2000, turboed Granada, Ford Sierra's, Falcon EF Futura, Fairmont Ghia V8 and now BA XR6 Turbo. Moved to WA from Denmark, Europe in 1996, and must say that you can't beat the aussie cars in performance and value for your dollar. My XR6T is: Acid Rush, Auto, Leather, Premium Sound, Side Airbags, Tinting, Mudspats, Scuffs, XR mats. See ya around Perth :D

I had the same problem, and I agree the desigen sucks! I have resloved the issue permanently by disassembling the handle (the pin that holds it together comes out quite easily) drill 2 of 2mm holes (one each side of the slot where the cable fits) and fitting a neatly bent piece of 2mm wire across the slot so that the cable cannot slide out, and tis seems to work.

Yep that's what they are saying, and you are right VERY FRUSTRATING

Just thought I would post this warning to you all! I took delivery of my brand new XR6 Turbo on Monday, and now it is in the shop for repairs already - NOT HAPPY JAN!! The problem is that after having had the car for only 12 hours I noticed a few drops of oil had stained our driveway, and on closer examination I found drops of oil hanging from the alloy crossmember under the engine. Thinking this would be a minor problem, I decided to take the car back to the dealer, where they could not identify the problem at first, other than it seemed to come from the tube feeding oil to the turbo. When the car had cooled down sufficiently they attempted to unscrew the oil pressure switch, which resulted in the fitting breaking off at the threads!! The way thay have provided oil for the turbo is by using the oil switch outlet, then adding a special adapter which screws into the block, then sliding a "banjo" fitting with the turbo feed tube over it, and then finally fitting the oil presure switch over the potruding male thread on this fitting. What appers to have happened is that the fitting (which is essentially a straight 6-7 cm pipe with a thread each end and a smooth part in the middle with a hole through the side for oil to enter the "banjo fitting) is drilled out with a hole size so big that it almost connects with the bottom of the external male threads, leaving maybe only around 0.5mm of material. When this was all fitted at Ford, the tension caused the threads to break in the bottom of the pitch, resulting in a hairline crack and leaking oil. Worst part is that no spare is available here in the west, and apparantly the bits are on back-order in Melbourne, so they will have to attempt to remove the fitting from another XR6 Turbo on Thursday. Look out for this problem, as even small oil leaks has the potential to cause serious turbo damage if the fitting breaks completely, leaving the turbo with no oil pressure, while the engine is emptying its oil contents through the broken fitting. You will of course see the oil lamp light up, and if we are real lucky the computer will shut down the engine before any serious damage occurs. Sorry to be the bearer of bad news and about the long story, but it's kind of hard to explain in only a few words. The few kilometres I did manage to drive however, have left a permanent smile on my face - IT IS A GREAT CAR

I have been told by my dealer that Ford did not produce the XR6 Turbo automatic during November due to some transmission changes or something, a guy at my dealership thought Ford had changed the transmission to XR8 specs! Do any of you know anything about this?