Fitting A Barra I6T To Another Vehicle

[MA91CK]

lol^^

But like you guys said, why run low boost with a billet GTX? go the whole hog. That thing has nearly the same size engine as our in a go cart, surely it wont take alot of power to run a 10. theyd do 300rwkw no worries wuldnt they?

[barnz]

I think the 76 is probably perfect for 3.6l given it runs out off puff up top on ours. Not really low boost application though lol. Should hold 20psi you would imagine.

[MattyP]

My thoughts exactly

Why not go a smaller turbo and enjoy same power with more response

[Woznaldo]

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)?

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.

[Woznaldo]

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

[sr71]

Lots of communication and controlling actions happening there. Good thing that you have your Aircraft Technician background to make sense of it . The comment below would apply to me.

The zf 6 speed would be a nightmare.

But worth it. Great project! I look forward to seeing it done. It would look cool amongst the Fords, on a Cruise

[Dartweb001]

Ok, I want to do the same thing to my Jag except that mine is much older, a 1959 mk9 Jaguar ex wedding car which already has a 4.1 cortina crossflow motor.  I have no electronics anywhere in the car except for a single push button interior light and I am not as handy as you seem to be with the ecu stuff- I need plug and play. I want to keep my bench seat and stick shift but want more horses than currently have.    Suggestions?  later crossflow/ barra , could really do with an overdrive as I have a 4.27 diff ratio which makes it scream.

currently my daily but it is starting to get unreliable so need to do an upgrade.   This is the car before I bought it a few months ago and brought it to melb.  I live next to pickles so happy to buy a wreck.

 

[k31th]

 

A stock/haltech is probably your best bet, then. There's still a bunch of electronics that need to be wired in, though, even though both ECU's are relatively plug and play.

[El Andrew]

When I wrecked my BA, I had a conversation with my wife about putting the motor into a Jag XJ6 and getting a number plate "LAGUAR". It was a short conversation.

The security stuff on the factory ECU can easily be disabled so that you dont need to run the associated body control hardware and is definitely a cheaper option than a Haltech.

[Dartweb001]

Thanks disabled sounds better (cheaper) to me.    are there any kits for mating these up to 1959 technology?