Joe, I believe I read in the original Lincoln LS thread that the 2.87 bolts up to both our 8" and the 8.8".

 

I took a quick look through the SCP messages and the electrical schematics and I believe that the "Powertrain Control Module" is where the coding exists for the gear ratio sensing. It appears that the Wheel speed sensor outputs are linked to the automatic transmission output speed sensor in the PCM. I would guess that there is a coded relationship between the 2 sensors such that if the wheel speed sensor is spinning faster, or slower than the programmed ratio, then a SCP message is generated that puts the car into limp mode. Software would be easy to write to monitor this relationship. Perhaps there is a way to reprogram the ABS/TCCM and/or the DSCCM modules and add a signal converter value, but I think they make these modules as "dumb" as possible so they can use them on different vehicles to keep the cost down. It seems to me that the PCM would be easier to program and monitor this relationship.

 

I think you'd want to acquire a spare TCM and send that (if you do).

Anyone with a TCM please take good photos and post them plus any chip legends as so far I don't think we even know what a TCM is.

 

As per the other thread, the cars with the ZF 6HP26 must have the TCM reprogrammed for a ratio change, the calibration is in the .dhx file.

 

The TCM is calibrated to the valve block by ZF, mixing & matching is not recommended. I have pics of the TCM from a ZF handbook but can't post them from my phone....

 

I understood that for the Gen 1 and Gen 2 S-type housings. My question was if the 2.87 Gen 2 pinion would fit into a Mark VIII housing.

I may have answered my own question. I put 3 pinions next to each other.
3.55 Gen 1 S-type, Mark VIII 3.07 , and a new Ford Racing 3:55 Pinion.
It looks like a S-type pinion would work in a Mark VIII housing, but I'd have to cut off the pilot and use the S-type smaller nut. - I am assuming that the 2.87 Gen 2/STR gears have the same set-up as the Gen 1.

 

This is great news if it can be done this way!!! I look forward to pictures...

 

Regarding programming of the ZF 6HP transmissions, anyone hear of these guys?

ZF6HP Software Repair 1267017177 1267017164 1267017165 1267017169 and Other | eBay

No hit on the internet for this company, but if they can reprogram the TCM module, perhaps this is one solution

 

That's the company i've been in contact with!

 

You guys may be on to something. Sorry for my lack of input. My brain isn't wired for computers, etc.

 

In reference to the diff, did DTS compare the Quaife to the Torsen by any chance?

 

DTS, likely didn't compare anything but try to fit an Traction-Lok to our carrier. Panthro, et al, call Eric (DTS) and ask if they can analyze the carriers.

 

Could you clarify this a little more?

Will the trac-loc fit with enough grinding?

The issue being, too much material is ground-off to maintain integrity of the carrier/housing?

Depending on where the grinding takes place and how much material is removed, is it possible to weld in or box in a reinforcement of some type?

Has DTS pretty much given up on developing a diff solution? Or are they still researching something?

Has anyone contacted a north american distributor for quaife and got a price on their unit for the STR?

 

DTS said that the entire design of the Traction-Lok wont fit the Gen II carrier regardless of grinding. The Quaif is engineered to be bolted up to the differential with little grinding; to the effect that it'll be centered to recieve both axles.

 

I've been researching online trying to find companies that can reflash our ZF 6HP transmissions. I've found a couple of places in Australia that claim they sell the capability to reflash the shift points and the gear ratio setting. I've sent E-mails trying to find out more. From what I've read, it will most likely cost around $1K for the hardware and software. Not something any one person probably wants to spend that much money on. But perhaps a group of us can afford it.

 

If that's the ones using the SCT software then I understand they can't do our cars (in terms of shift points etc). Of course we can already reflash easily enough using SDD/IDS but the problem is the lack of software on top of that to tune things.

 

Yep, one of them is SCT. I wonder if it would be easier to adjust the differential ratio, without trying to tune shift points. But I suppose that if you change the rear end ratio, one would want to tune the shift points to optimize performance with the new rear gears.

 

Dude, read my other thread, READ IT, i've already done all the research, forget SCT. I was on the phone with Ivan from Softelectronic today, i'm getting tired of repeating myself here...

 

This thread https://www.jaguarforums.com/forum/general-tech-help-7/change-diff-ratio-ids-sdd-77299/

 

I received my second Mark VIII IRS rear end today. I tore it apart, and cleaned the housing. It is boxed up with the first one and they are ready to be shipped off to get the axle seal bores opened up.

I have a plan for an axle set I want to build, but I still have not been able to get each axle out of the 2001 4.0 S-type outer CV joints. I've only had success bending the aluminum based fixture I built. Now I am making a fixture out of 1 x 1-1/2" steel with plans to apply 20 tons.
New donor F150 front half-shafts I purchased, came apart easily using only a slide tube.

Perhaps in the next 2 weeks, we will figure out some more about programming the ZF TCM. It would be fun to swap 3.31 or give 3.55 gears a try in my STR.