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I'm not selling anything, I just want my gearbox fixed. The ONLY solution offered NOW is the T56. What then is a "sensible torque level" for a T5 as used in the Ford XR6T, in the opinion of APS? I'm sure many people would like to know. Brian

My T5 has failed. That is a fact, nothing to do with vested interest. I hoped it would last, but not to be. I did expect it to fail, as I am operating beyond the manufacturers specific torque limit of 447NM, and am not complaining that it has failed. I'm unsure as to what level above 447NM that an engineer would certify. Brian

Just an idea; why don't some of you guys come up from Victoria, and we'll all meet up at Jindabyne. Hope Matt doesn't mind. Brian

Esky, My T5 started to have problems from around 300rwks, whilst on the dyno; maybe it was a bad example, but it is possiblly a bent input shaft, and a loud whine in all gears, and tough shift. I'm well beyond that power level now. One example doesn't necessarily mean that all others will suffer the same problem.... but some may. Brian

My requirement is Stage 3-4. Why don't define your requirements: 1. budget 2. torque handing capability 3. drivability ..... I wouldn't destroy the smooth driving nature of the T by sticking a dog box in it; just as if you put say a 2400lb clamping pp in the car it's not so easy to drive. That 1st web site mentions the G-Force gearbox set at US$1800 but does state the torque capability. The next stage is the CR version for US$2675, capable of handling 550HP, the next JT5 RC version at US$3675, capable of handling 600HP. Brian

If you check the prices on these sites you'll see that you're starting at US$3500 on the first site, and 2300 pounds for a dog box on the 2nd...... so you get no change out of $8k going down that path... plus you'll still need to upgrade the clutch. You also need to define what your torque handing requirement is. I doubt that an upgraded T5 will handle 700-800NM of torque, which is my requirement. If you're sticking with a stage 2 type upgrade, then the T5 may cope for a while, unless of course you abuse it. There may well be someone locally who has done it, but I don't know of anyone. I'm going to get the T-56 installed in 2 weeks time. Good luck, Brian

Matt, Should be a great drive with the new 6-speed. Please add Joyce & me to the list. Brian

WhiteTee, I have a full set of 17's sitting in my garage if you want to try them.... and you don't live too far away. feel free to PM or email me Also, I know of another forum member (who works at my office), who has had similar problems, still unresolved by Ford, that has been an ongoing fight for quite a few months. Brian

4 Blueprints from the front

For those of us that like Blueprint (as most of us do), here's 4 great examples, sticking together as they should (nice plates as well). Brian

Antoinette, That was a very well organised afternoon. Thanks for the effort. It was great catching up with everyone, and making some new friends. Attached is a pic at the lookout. Brian

Looks like it's someones birthday. Happy birthday! Brian

Factory core is 175mm high; 370mm wide, 55mm depth Brian

I always like to see 3 graphs; power with 1.torque, 2.boost, 3.afr. This data is captured and gives you the best idea of what's happening. Brian

I fully agree Rob. Check out the APS Stage 3 dyno graph from 2/12/2003 that shows 327rwks. The real shove in the back is between 3000 and 4500 revs, where power jumps 60rwkw, from 250 to 310, during which it runs 18 to 19.5lb boost. After that, between 4500 to 6000 revs, power jumps only 17rwkw, from 310 to 327, with boost dropping from 18lb to 16.5lb. Brian

Well done!!!! Was that with T5, and what diff ratio? Was that a standard configuration phase 3 motor.... not that I will try to attempt it. Brian

How about we stop this argument about the shift quality in the T56, as used in the Ford. Within the month I'll know, and myself and others will test it out, and report back then. Brian

Sorry, error in previous post; CAS are converting their manual to an auto.

Peter, The T56 proposed sixth gear ratio of .62 should work well, and even a bit better with a diff ratio change. It is a very strong box and should handle the high torque levels required. By comparison the C'dore runs 0.5, which is too tall. As for shift quality, I’ve been told it’s a lot better than the C’dore, but I’ll just have to find out. There may well be other options around to the T56, but no-one has come up with one yet, and I couldn't find one. I spoke to my friends at CAS, and they were converting their Ute to a manual, and did not propose a manual upgrade option. The main focus to date seems to be on upgrading autos, not manuals, as there are a lot more autos out there, plus the focus on drag racing. So when APS shortly releases the Stage 3, what will it tell its manual customers? You may well tell them that your test car has been OK, but what if one of your customers whose gearbox then breaks? I say this because I've been caught out, and others may be as well. I have the luxury of other cars that I can drive, others may not. So, at this stage people considering a Stage 3 upgrade should budget around $8k as a transmission upgrade provision. It is the only real alternative now. Also, we are now at very high power levels, and the old adage of "how fast can you afford to go" applies. As power levels go up the cost per kw also goes up, and things are more likely to go wrong, and all components must be far stronger. I am prepared to pay more to get something that works, others may not. When components are produced in low volumes, and they suit our special needs, then quite often we have to pay more than we like or would expect to pay. That’s life, and at the end of the day you are running a business. I’d prefer a 5-speed to a 6-speed any day, as long as it is not a chore to drive, and the ratios are OK. Brian

Rob, Good point. Is the boost that a car runs measured by peak boost, or boost when maximum power is reached, or final tapered off boost. That's no different to APS saying that their Stage 3 runs 16lb boost, but it actually runs 19.5lb boost peak, then only drops below 17lb at 5000 revs, then 16.5lb a maximum power. It would seem that they want to quote final rather than peak boost. I'm used to using peak boost. Brian

Peter, Prior to my Nizpro upgrade the box did not crunch, but shift quality I considered to be poor from day 1. My gearbox started falling apart at around 300rwkw, in the interim stages of tuning, and I’m now running a lot more power than that. I fully expected the T5 to last a while; based on comments from various people that it was a strong box. Oh, and the clutch slipped at 280rwkw, and was replaced. It is now drivable, whines very loud (even when not under load), and very hard to get into gear, and getting progressively worse. I can select every gear, and it does not crunch. However, on the freeway I often cannot downchange from 5 to 4. It will not last, and an upgrade is mandatory. Currently I drive my car no more than 1 day a week. The nominal rating of the T5 is 447NM, and if a stock car has a torque of 450NM, then my car is rated around 765NM, based on a torque increase of 70% (based on dyno graphs) at only 3200 revs. For me the T5 replacement must happen, and it must be very strong. I am happy to dump the T5, as I never liked it, especially when you compare it to the jap boxes around. How much would I pay? $5-$8 was my expectation originally. I have researched the matter, and there are very few options available, either T56 or changing to auto (you can refer to my thread at http://www.fordxr6turbo.com/forum/index.ph...wtopic=8495&hl= ). As you are no doubt aware Wal Woods does 6-speed T56 conversions, and has done so for the AU XR8, and now the BA, and he has an excellent reputation. The matter is not just about the gearbox; you must consider the gearbox and clutch as a package. In terms of the gearbox, ideally you want the shifter to come through in the same spot. You want good ratios, which are suited to the Ford turbo. I want something with good shift quality, and which shifts much better than the T5. 2-3 shifts must be quick and smooth, which I can’t do in the T5. The clutch replacement will be added to the price. I don’t want a pressure plate pressure that is too heavy, as I currently have. With the T56 I have thus opted for a twin-plate clutch, which a more expensive option, but which should be much easier to drive, as it will be a smooth change with a bit heavier pedal effort. I don’t want a single plate clutch that requires a substantially beefed up pressure plate, that will be less easy to drive. The stock XR6T T5 has ratios 2.95/1.94/1.34/1/0.73. The T56 suggested as the option for the XR6T has ratios 2.97/2.07/1.43/1/0.8/0.62, which would work quite well. It uses the same internals as a Mustang COBRA R. Attached is a sample photo of a T56 shaft compared to a T5; quite a difference in size. My T56 upgrade will happen in the next month. Brian

I've ordered a T56 6-speed manual, and I'll have a 10.5" twin plate clutch to go with it. Maybe a few weeks before install. Hopefully the trans lasts until then. Brian

Guys, Why not go back to the thread that discussed these options: Auto Or Manual For Stage 3 & 4, Best transmission options for Stage 3/4 No point in duplication. Brian

Peter, Are you answering on behalf of Yoda? Everyone's entitled to an opinion, and this forum is about expression of opinions fairly freely. As for ADR's that you make a big issue about, it is not a concern for me, and I'll address it if it ever becomes an issue. Yes, it may well be a concern to some people, and you address that concern for such, and I have no problem with that. If also they want to pay for the engineers certificate that's up to them. Technically, if you went down that path, most aftermarket vendors would go out of business, including some of your current distributors of APS products, as ALL my aftermaket prior modifications are strictly speaking illegal. Technically, even if you change a muffler, you are illegal. I don't go to Bondi on Saturday and Sundays nights, nor hang around MacDonalds outlets (I.e where you're asking for trouble). I'm yet to see an RTA inspector around Sydney, although I believe they're around somewhere. In Sydney you are most likely to get defected for larger and noiser exhausts, or after a police chase or major offence. Maybe the draconian Victorian state is a bit different, but I wouldn't treat Victoria the same as NSW. Judging by the rust-buckets I see in Qld, anything goes up there .... maybe I should go up there. Brian

Yoda, Maybe you could scrutinise my car, and tell me why it doesn't pass your test. And no doubt you tried a number of after market ecu's in the past, and dealt first hand with these companies products. I can tell you most definitely that if I was unhappy with the service provided to me, or that components were defective, or I did not get the results I expected, I would make that information available. I have enough faith in the work done to my car, to let anyone who currently owns a T take it for a drive, and a few people have, and more will once my gearbox is replaced with a T56. I don't mean to offend, but there is more than one option available, and these other companies do have a track record., with many happy customers. Sure they have currently some differences of opinion in some areas, but basically it's the same formula with some variations. Also, the current competition has made the bang-for-bucks probably the best for any car on the market. Brian