Unigroup

Also what fuel was it running? Street legal or the stuff that would get the book thrown at you?

Any hard and fast prices for the tune/combo that car is running?

Found the problem guys, a loose earth strap! bah! Thanks for all your help and input

Guys I have a XR6T that for some reason or another, has decided to activate it's smartshield light on the dash. There is absolutely no power to any part of the car, not even the power windows. Engine will not crank, it won't even illuminate the instrument cluster Is this a dealer only fix or is there some way around this dastardly problem? V

Well then they weren't reputable or "pros" were they?

Good reasons for that. Would you like to have your product featured in some spectacular internet thread like “XYZ interceptor torched my engine man!” ? Back yarding and modding your car can be the most fun you have outside of a bedroom. But there are some things you have to leave to the pro’s and IMHO tuning a car is one of them. Mind you, doesn’t stop people having a go themselves, but like someone said, you play you pay. So when you do melt that piston or hammer that bearing you got only yourself to blame

Fordtech, How can the PCM detect misfiring I.e. spark breakdown? If so, what sensors does it use?

Thanks for that Blackbird. In your opinion, what oil would you recommend for a turbo DOHC beasty that is given a regular thrashing?

Blackbird, Would Mobil 1 10-40 (or is it 10-30?) be a trade only oil as well? I can only ever find 5-50 at the shops but I know there are other viscosities around. Why would they not sell the other viscosities to the general public?

I think he wants to know what APS do for the automatic transmission upgrade, in-house.

Fuel has a specific density of around 0.7. So 310grams/min equates to around 443 cc/min, not 300cc/min. That would make it the same injector geea is talking about.

A former uni colleague of mine is the “calibrator” for the auto gearboxes at BTR. When I told him what people were doing to their XR6 turbo’s his jaw dropped. He himself can’t believe that the auto gearboxes have lasted this long under the power some guys are putting through them. The sad part is that BTR could’ve easily used “high energy” bands and better materials but Ford wanted the cheapest possible box. The reasoning is that any box that fails within a specified period of time must be replaced by BTR, free of charge. Basically $50 more in materials would’ve meant a much tougher and reliable gearbox. As stated above, he also correlated that increased line pressure and much tighter shifting would initially help improve the situation. But when the friction lining in the bands wear out then nothing would stop the box disintegrating.

This wasn’t Kruskovac type brand you can get from the shop. This was a backyard special lol. Mind you the $10+k fine these days has stopped the production of a lot of this stuff.

Gee some of you guys get on the turps something fierce. The worst one for me was a bottle of sljivovice (Cro would know what I'm talking about) with a mate at a 21st. I found out later it was around >60% potent as my uncle had distilled it in his garage. Backyard ethnic moonshine lol evil stuff

JB Inside the cast crossover housing is basically a built in restriction where the cross section of the two inter cooler pipes is noticeably smaller then the rest of the piping. You can’t “remove” it only machine it out or get rid of the whole section together. In fact it may even promote higher air velocity at low engine speed which is why I wouldn’t bother touching it, unless you were to operate the engine at a much higher boost pressure then stock. Geea 2) The stock solenoid can only bleed a small amount of air and so for higher boost pressures will not be able to bypass enough air to fool the actuator ie. Lower boost then demanded. So even if you have a after market ECU delivering a 100% duty cycle command to the solenoid ie. Completely open, pneumatically it will only be to fool the stock actuator for a few more psi. 3)-4) The stock flap in its OEM application was designed to flow a certain amount of exhaust gas. Once you start to free up the restrictions built into the engine then the flap can’t bypass enough gas and you have cases of turbo charger over speeding ie. Over boost. To change the flap requires machining of the turbine housing which is best left to the professionals. The waste gate actuator is basically a technician’s job and can be done by you but requires the turbo be taken off the engine. Honestly I wouldn’t bother with it myself since the turbo shop could change the actuator and flap at the same time.