Woznaldo

Ha ha! Too true. I’ve been watching the Barra scene for a while and 400-450 is valve springs, remap, send it! Thanks for all the replies. I’ve got something to work with now. I’ll get the car up and running in NA form first while I source parts. Getting the ZF in the Jag will require some tunnel work, so plenty to keep me occupied!

I agree with your points. I’m really talking about the engine and drivetrain here. They will going into a ‘73 Jag XJ6 so the handling won’t match a modern sports sedan without an excessive amount of work, and even then there’s no guarantees. I just don’t want a lag monster. A modern turbo could really change the driving dynamics. I do have the luxury of a Haltech Nexus, so lots of tuning strategies can be applied! I’ll stick with the stock cams but as it’s an NA car and people now charging ridiculous money for std turbo manifolds, I may have no choice but to go aftermarket?

The Barra is a monster on the drag strip but, what if you want to make an M5 chaser? I’m not talking straight line. I want a tractable and responsive motor. My current thoughts are 400-450kW is probably more than enough but making that as responsive as possible would be the aim. At this point I should state that I’ve never driven a Barra Turbo motor so this question may seem a little blind. My start point is an NA FG motor so I’d pull it apart and throw in some pistons and rods but, I want to do this for reasonable money. Most will probably say that OEM Cams are good for 450kW, which they are but, could a decent set of cams make the engine better in the mid range for drive out of corners? Compression ratio is also probably worth considering too. Lets assume the chassis and brakes are sorted and the ZF has had the required 6R80 mods done. So let’s go from here: Valve Springs: Retainers: Camshafts: Head Studs: Head Gasket; Pistons: Rods: Girdle: Oil Pump: Timing Chain: Chain Guides: Intake Manifold: Injectors: Turbo Manifold: Turbo: I’ve some packages that cover off on a lot of the above but, happy to take any recommendations. Thanks.

I’ve done a couple of searches but no joy? Does anyone know if a supplier of OEM PCM connectors, so I can make up a new loom?

Ok, I've found some info from Jag PDF that sheds some light on the subject, so here's what I've got so far: 3.2.1 TCM The TCM controls the operation of the transmission. The TCM processes information received in both analogue and digital form such as: • Transmission Input Shaft Speed (ISS). • Output Shaft Speed (OSS). • Throttle pedal position. • Gearshift selector position. • Engine torque. • Engine speed. • Transmission Fluid Temperature (TFT). • Brake pedal status. • Engine oil temperature. • Engine Coolant Temperature (ECT). • Anti-lock Braking System (ABS) wheel speed. This information is then used by the TCM to decide which shift pattern to select and for shift energy management. Electro-hydraulic solenoid valves and pressure regulators control the transmission gear changes. Five pressure regulators and one solenoid valve are used to control direct transmission fluid flow to select internal clutches and control the fluid pressure at the clutch. A separate pressure regulator is used exclusively for the TCC control. The TCM monitors all TCM inputs and outputs to confirm correct system operation. If a fault occurs the TCM is able to perform a default action and inform the driver of the problem, this is by the instrument pack message center. 3.2.2 Solenoids The hydraulic module contains one solenoid valve. The solenoid valve is actuated by the TCM and has two positions of open or closed, it is used to switch the position valve. There are six electronic pressure control valves, these convert an electric current into a proportional hydraulic pressure. The solenoids are energized by the TCM and actuate the valves belonging to the relevant switching elements. 3.2.3 Controller Area Network Interface For the TCM to be able to perform shift point and shift quality management a number of external signals are required. For shift point management alone the TCM requires an OSS sensor, throttle pedal position, brake pedal status and gear selector position. The Controller Area Network (CAN) bus is used to share information between control modules. The TCM obtains most of its required data over the CAN bus from the electronic engine controls, J-Gate and ABS, Instruments pack and diagnostic tools. 3.2.4 Brake Pedal Position Switch The Brake Pedal Position (BPP) switch tells the TCM when the brakes are applied, and disengages the TCC. The BPP switch closes when the brakes are applied and opens when they are released. The BPP is also used to disengage the brake shift interlock and stops gradient calculations. Jaguar Cars Revision Date: October 2003 Page 8 of 30 3.2.5 Engine Coolant Temperature Sensor The ECT sensor detects engine coolant temperature and supplies the information to the TCM. The ECT sensor is used to control the TCC operation. 3.2.6 Accelerator Pedal Position Sensor The Accelerator Pedal Position (APP) sensor is a potentiometer mounted on the accelerator pedal. The APP sensor detects the position of the accelerator pedal and sends this information to the Engine Control Module (ECM). The APP sensor is used for shift scheduling and TCC lock-up. 3.2.7 Input Shaft Speed Sensor The Input Shaft Speed (ISS) sensor is a Hall effect type sensor. The ISS sensor is mounted internally on the transmission and is located on the TCM and main control valve body unit. 3.2.8 Output Shaft Speed Sensor The Output Shaft Speed (OSS) sensor is a Hall effect type sensor. The OSS sensor is mounted internally on the transmission is used for shift scheduling. 3.2.9 Transmission Fluid Temperature Sensor The TCM utilizes one TFT sensor located on the main control valve body. The TCM uses the sensor input to activate various shift strategies. The sensor is in the form of a temperature dependent resistor. The temperature sensor performs plausibility checks on each sensor reading. Obviously, the transmission oil temperature should not jump in value excessively between sensor readings. If the inputs from the temperature sensor are outside the working range it possible that the sensor is short or open circuit. 3.2.10 Position sensor The TCM uses the position of this switch housed on the TCM and main control valve body, to determine the selected gear range on the automatic side of the gearshift selector lever. Jaguar Cars Revision Date: October 2003 Page 9 of 30 The gearshift selector lever is connected to the transmission by a cable, which operates the transmission selector shaft between positions park (P), reverse ®, neutral (N) and drive (D). The TCM detects the driver's choice of manual range selection (5,4,3,2) by means of a 3-bit code generated by the J-gate. This 3-bit code is then transformed in to a CAN message by the J-Gate module and transmitted on to the CAN bus where it is detected by the TCM. The TCM uses this information to generate the CAN message 'Gear Position Selected', which must not be confused with the similar message 'Gear Position Actual' indicating the current mechanical gear ratio activated by the TCM. Movement of the lever between park, reverse, neutral and drive manually controls the flow of transmission fluid, the TCM having control of the forward gear selected in drive. Additional movement of the lever to 5,4,3 and 2 positions does not manually modify the fluid flow, the TCM detects these positions, and controls the gear selected electronically. Full doc: http://www.europeantransmissions.com/Bulletin/DTC-jag/6hp_trans.pdf

I'll try to put this question in, hopefully, more basic terms. I trying to understand what different parts of the cars electrical system speak to each other in order to work. Obviously the ECU, or ECM as Ford calls it, gets feeds from all the engine sensors and in turn feeds the Tacho etc. What I don't know is what the transmission computer, or TCM, speaks to. I'm going to assume it speaks to the following: ABS module - for road speed ECM - for Engine RPM, Throttle position I think I've read something about the Instrument Cluster having some input/output function? If all of the above has been covered in another thread, please steer me in the right direction. Thanks, Woz.

Thanks for encouragement Tex and for the info barnz. I'll give google a go a see what I can find. Are you saying that I can't run the XF if it has come from a different car? Because the OE ECU won't talk to the XF module From another car (VIN)?

Bringing back an old thread as my Jag engine has finally died. Well the head gasket went and when I pulled the head off one of the head studs snapped at the bottom of the block. I'd need to pull the engine apart to fix it. Plus it's a great excuse to go ahead with the project! What I'd like to know, and some of this has been covered already, is what route to tuning the OE ECU will be best for my application. I really want to go with the ZF so it needs to be able to work with that. SCT - From what I've read so far, it can switch off the PATS so I can get the engine started and the ZF can be tuned. Cost should be $1500ish? HP Tuner - Possibly do the same as above, similar price? Other - ???? Had a quick read about ViPEC V88, but it's way to pricey for me! Woz

Thanks for the pictures, they help a lot.

Awesome, thanks Ralph.

Thanks for the responses Guys. What do the Cam Angle Sensors read? If it's some kind of toothed wheel, does anyone know the wheel pattern?

Evening All, I've done a bit of a search but have had trouble finding anything concrete on what level of VCT exists on the Barra Engine. I know that it's the infinitely variable type, but does work on both Intake and Exhaust Camshafts or just one? Also, I read a little about how it's all controlled but not how the PCM knows what position the Camshaft is in? Woz