joe@cms

I have absolutely no idea why it posts up with puffs details but its done it & I cant change it, I've tried.....

I'm looking for someone that wants to be part of one of the best Ford performance shops in Sydney IMO. I have 35 years of mechanical knowledge to teach & I'm still learning, so I don't consider myself as being the best as there's always someone better ! I've working with mechanics that are fully qualified but I wouldn't pay them to push a broom.... & I've seen some brilliant unlicensed mechanics that think out side of the box if you have the skill the paper work can come later, I'm after quality, honesty & dedication to the brand cheers joe

Looking for something different, we are seeking the right person to join our team here at CMS, applicants must be fully qualified including having there own tools & drivers licence, Ford knowledge preferred but not essential, work will include general mechanical repairs & performance modification, All emails to be sent to sales@cmssydney.com.au moderators feel free to repost this add if not in the right section thanks joe also I have no idea how this was posted up as puffwagon??

you guys assumed correctly

mate, if you don't have any luck we have the gear to do it cheers joe

to gain access to parameters that I've known that are available & not implemented has been frustrating from a tuners point of view, which is why I love playing with these mustangs all these new tables & scalars to access.. I've just completed my own ghost cam for a manual mustang sounds awesome but I like this & this dose interest me so keep up the good work & I'll be watching this space for further developments cheers joe

this looks interesting, especially if you can add other parameter's that haven't been available in sct or hp for that matter ?

ok my 2 cents worth & seeing this many times over & over again if its a BF ZF & you intermittently lose speedo, ABS & traction control lights with wheel speed codes replace the ignition coils with genuine ford coils then see how you go

normally if its starting to slip, flare, slip bump or not engine breaking in manual mode & its being running for a while like that, then its time to pull it down.

we need more boost Milan

firstly my reply wasn't personaly directed to you so I don't know how you made that assumption ??.... what I'm saying is that, there are guys out there that know there cars, know there mechanical limits & know how to respect it.... taken it to the drags every know & then & street racing isn't the problem its other dumb arse stuff is what I shake my head to & a well built box with the right tune will take a fair bit.

there's abuse & there's abuse with you shouldn't be driving a car ! go the 6r80 option & you wont have a problem from what your saying.

If your in Perth Robby (Monsta torque) is the man..... also depending on your hp you may be better of with the ZF hybrid (mustang input shaft setup) and with all ZF's the key to its survival is 50% box & 50% tune.... BUT! if you are going to seriously abuse it or have no mechanical common sense then go 3 speed, with over 30 years of R&D & billet everything of the shelf a safe option for some ppl.

congratulation on the 10.3 Luke based on what I can see there's a 10.1 if you can knock that 60ft down another .1 or even a 1.4 60ft & its very possible to run a 9.9 with a mint track well done mate..

but in saying that, there tuners in the States running 8's with factory ECU's in the new Mustangs

live tuning is great as long as you don't need to control the ZF box

Hey mate, those turbo's unfortunately ended up being to expensive in the end & any returns for re-tweaking became to time consuming basically to slow getting them back.. But we just tested another turbo that was given to us by a reputable company not in Australia. the test car was a FG XR6T manual, stock engine pw stg3 cooler, 1000ph kpm in tank pump, 1000cc bosch injectors, valve springs, pump gears, 3.5'' exhaust, still using a T3 with factory rear turbine housing std exhaust manifold, the usual waste gate port, 12psi turbosmart actuator, no water fittings.... no oil restrictor, so basically from your oil line straight into the turbo & as big as you can make the drain, with a .5 front compress housing & will take up to 40 psi as long as there's no backpressure, so at 20psi on e85 we made 512rwkw. I didn't want to push any more as it still had std head bolts, so the next step was head stud & see what it will do @25psi, the wheel spec's is secret squirrel stuff for now , but he's now building another one for us with a .7 comp housing, same rear housing still internally gated that hopefully will flow 95 lbs/min waiting on the second unit to turn up & see what we can do with this ?? thanks joe

I personally would like to thank our guys that went out last night, Dang with pb of 10.1@143mph running the btr 4 speed, Khye first time out with a 11.8 @ 130 mph & with a 2 year break Mark dusting the cobwebs with a 9.5 @ 150mph, Mark has been running our stage 3 ZF for over 2 years which has the modified 6r80 shaft, pump & 4 pinion billet carrier & finally been able to test its capabilities with still plenty in reserve. Now with the data that's been collected we can make some changes & move forward Congratulations to all .....more to come !

if your close to Mick @ Pitlane go & have a chat with him . cheers joe

time for a quick trip to wisd..!

no I did it intentionally & that small bump on my map scale is my sensor playing up other wise the power & torque would have followed the trace & yes we did log the temps again very impressed

why do the 6r80 well because we can... as when my engineer buys the bar stock of the same material there's no difference in machining time, same amount of work involved but bigger in diameter, has to be better right ?? the fact of the matter is that the size of the current input is to small for what there asked to do, don't forget there hollow so the amount of twisting force applied was OK for the std power output of a turbo plus all of the hardware inside around it was made to suit the shaft size otherwise we should of copied what the Yanks did, bigger shaft, Billet 4 pinion front carrier, better pump, even use the rear sprang but as we are making more & more power the demand to have the zf in keeping up with with what's asked is a challenge. yep & that's TCE we have been working them for a few years on getting the convertor sorted for every one else that's doing the big shaft conversion today. the billet intermediate will go straight in the BF but I wont use it in the FG at this stage our cryo intermediate is holing up & until we start to make our own billet version there doing the job....but most important as you mentioned its the correct engine & transmission calibration that's saving the shafts & box

I have to say that the JT cooler works well, needed slightly more massaging to be fitted but value for money.

the titanium deasil has the 6r80 box apart from the Ranger & some F trucks in Australia, also you cant bolt it straight to the Barra as the deasil has a totally different bellhousing bolt pattern... so you use the 6r80 as a doner box, we have another stage 3 box which is totally different again with the new clutches' that we have adapted to the E & A pack its in a customers car as we speak, the next step is to pull it back out strip it & inspect then reassemble & retune the car. this new set up from all of the boxes that I get has never been done before & I've see some Frankenstein set up which makes me wonder WTF are they thinking as if you follow the hydraulic schematic & the application of the clutchers, who kowns ?? We also now have in production billet 6R80 input shafts & will be working on the larger billet intermediate, the smaller intermediate as found in the BF can be purchased from the USA as there the same size as what's in the 6r80 boxes Also final new web site will be going on line soon.. cheers joe

our labour rate to fit springs is $550 including gst.