Noddy

i have been told by a service co-ordinator at my local dealership that the ba xr8 auto box is the same btr box which is found in the xr6t. The only difference being it has altered software in the engine and trans management system to lessen the load (500nm) on the box under heavy standstill accelleration.
Now i hope the information is incorrect as it's sounds to me that this would be an economical way for ford to supply the same transmission in the boss 260 as in the 240t, thus reducing the cost of suppling another internally strengthened auto in the xr8.

Can someone tell me if this is correct? What has been done to the btr auto in the xr8?

FANTM1

Don't think so Tim. The reason the XR8's only came out in manual form was because BTR were still working on the boxes. I can't tell you what the diff. is, but definitely different internals for the XR8 & GT, which also share the same exclusive manuals.
Once again how annoying is it when customers can research and gain more knowledge than the people who should be there to advise us.

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'03 BA XR8 Manual, Edit, Hi Flow Cats, HPX twin system, King Springs, Battens C.A.I.

XRFPV8

M97-019 auto is for XR8 & GT they were only finished in April, thats what the delay was on the XR8 & GT auto models.
in the manual box XR8 has the strong Tremac 5 speed.
the XR6T has the BTR 5 speed

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PHANTOM BA XR8 UTE, AUTO, UNICHIP, APS TUNED 229 RWKW ET:13.47.

Rods Rocket, Boss n/a 290 Unichip Tuned by APS et:12.6@110 Mph
We are all inclined to judge ourselves by our ideals; others, by their acts.

Noddy

XRFPV, i know why there was a delay for the xr8 auto but what i wanted to know is what has ford done to strengthen the transmission to cope with the extra torque of the boss 260?

Btr auto in the current ba is only a 4-speed not a 5-speed.

XRFPV8

The XR8 has a completely new auto never been used before
it is M97-019 auto.
its not the same auto as XR6T

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PHANTOM BA XR8 UTE, AUTO, UNICHIP, APS TUNED 229 RWKW ET:13.47.

Rods Rocket, Boss n/a 290 Unichip Tuned by APS et:12.6@110 Mph
We are all inclined to judge ourselves by our ideals; others, by their acts.

bossxr8

The case is the same but the internals are beefed up and the torque converter is different. Pick up mine today.

Curls

I don't know the technical terms however in particular one major internal part that in the sixes is made up of two seperate items/plates bolted together (possibly flywheel meeting torque converter area, sorry) in the XR8/GT units the two are replaced by a one peice fabricated item that won't (hopefully) break under the torque loading. Sorry for the crude description.

FordTech65

It is a Hi torque version of the adaptive shift transmission fitted to BA Falcons.The transmission is the same as that fitted to the 3V V8 engine, with a different torque converter. It is a heavy duty low stall converter and is used to improve take-off and reduce loading.

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Curls

Now that someone with tech knowledge is here can you explain what a low stall converter is/does please?

russellw

Not surprisingly a low stall converter does the exact reverse of a high stall one.

In simple terms when the engine accelerates, and RPM is below the stall speed, the fins on the engine side of the torque converter are moving faster than the fins on the transmission side and this is what allows a torque converter to slip in much the same way as a clutch does in a manual transmisison. The downside of this slippage is that it generates heat - the natural enemy of the transmission.
The "stall" speed is reached when the fins on both sides of the torque converter are spinning at the same speed (or close enough to) and you then have positive drive with no slippage.
Whilst not a representation of the true stall speed you can do a simple test by applying the brakes hard in gear and accelerating until the car either stalls (thus the name), the wheels start to spin or there is no extra increase in tacho RPM. The RPM this happens at is a guideline indication of the torque converter stall speed.

Typically, manufacturer stock units will stall between 1200-1800 rpm as this provides good driveability characteristics and minimises the heat generation at cruising speeds.

For drag racing application the stall speed is often altered to 2500-3000 rpm. This allows a quicker launch in much the same way as building up revs and dropping the clutch does in a manual transmission as the engine is producing more torque at the higher RPM point.

Recent years have seen a trend from manufacturers with high torque engines (like the Boss pair) towards low stall converters that stall between 800 and 1200 rpm. These are easier on driveline components as they do not allow the torque to build up and place extra strain on either the transmisison or rear axle and they have the added bonus of being very driveable on the street.

Like all ideas this concept was pinched - in this case from the diesel world where low stall converters have been commonplace for some years due to the torque characteristics of diesel engines - typically high torque at very low RPM. The reason though is different! In diesels the aim was to maximise the torque multiplication of the converter and to ensure that it didn't stall above the maximum torque point.

Hope this helps.
Russ