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Owner: Ryan Mattson, Cooling system modifications using stainless steel hard lines from Ed's Tubes, AN fittings and other mods. (02 Oct 2008)



Owner: Mike Oyler, Alternator relocation bracket (25 Sep 2008)

     This kit includes all mechanical components required to relocate the alternator to where the air conditioning compressor was originally located



Owner: Lee Shepherd, A simple TPS wiring jumper designed to easily check the voltage setting of the throttle position sensor without tapping the wires (25 Sep 2008)

     Created from "European Connectors" available at Radio Shack, this jumper harness simplifies and speeds up the process of setting the TPS voltage.



Owner: Mike Oyler, Bolt on stainless steel downpipe for the XR4Ti (11 Aug 2008)

     These downpipes are specific to the XR4Ti and bolt on to the stock turbo (T3 or the IHI if you have put one on your XR)

  • oylerdownpipe001.jpg, downpipe installed in the car - showing clearance between the anti-roll bar (sway bar), transmission and frame rail
  • oylerdownpipe002.jpg, downpipe out of the car, with included stainless steel sealing shim
  • oylerdownpipe003.jpg, downpipe installed in the car - showing fit to the floor pan of the car and length


Owner: Rob Booth, Alternate grille for the XR4Ti using modern, US market headlamps (04 Aug 2008)

     The kit uses 2003-2006 model Chevrolet Silverado headlamps (available in multiple styles) and includes the grille, stainless headlamp brackets, hardward and the grille insert.



Owner: Chuck Warren, C4 Corvette front brake conversion on the Scorpio (31 Jul 2008)

  • warrenfrontbrake003.jpg, completed assembly with redrilled the brake rotor, hubcentric spacer and brake caliper installed
  • warrenfrontbrake002.jpg, caliper adapters on the spindle; also note addition of a hubcentric spacer to maintain hubcentricity of the brake rotor
  • warrenfrontbrake001.jpg, caliper adapters to connect the Scorpio spindles and the Corvette calipers


Owner: Chuck Warren, C4 Corvette rear brake conversion on the Scorpio (31 Jul 2008)

  • warrenrearbrake001.jpg, brake caliper adapters to connect the Scorpio rear bearing carrier to the Corvette caliper
  • warrenrearbrake002.jpg, caliper (and rotor) bolted to the adapter and the semi-trailing arm (STA), inboard view
  • warrenrearbrake003.jpg, outboard view of the installed assembly
  • warrenrearbrake004.jpg, comparison between the Corvette (left) and Scorpio (right) rear brake assemblies (don't be fooled by the backing plate on the Scorpio setup)


Owner: Chris Maskell, V8 conversion and general progress pics (31 Jul 2008)



Owner: Chuck Warren, Bolt-in polyurethane transmission mount for the T9 and C3 transmissions on the stock Merkur crossmember (28 Jul 2008)



Owner: Chuck Warren, Scorpio rear beam modifications to reset camber and toe (28 Jul 2008)

     Note that these modifications are applicable to the XR4Ti rear beam since the two are effectively identical.



Owner: David Godfrey, Dual brake master cylinder with balance bar for brake bias adjustment (24 Jul 2008)

     The balance bar setup allows for adjustment of front to rear brake bias.



Owner: John Keefe, Wilwood brake caliper brackets for the Cosworth rear semi-trailing arms and larger bearing carriers (21 Jul 2008)



Owner: Mike Oyler, Bolt-in radiator and intercooler combination for the XR4Ti (21 Jul 2008)

     The intercooler and radiator combo was designed to eliminate as many hassles of a typical intercooler installation as possible. The radiator hose inlet and outlet are in the stock location and are stock sized. The intercooler inlet and outlet sizes match the turbo and throttle body dimensions. More details are available at Mike's page: http://www.merkur.50megs.com/



Owner: Lou Medina, Cold air inlet setup with Mass Air meter (14 Jul 2008)

     For all those with questions about the installation of a mass air flow meter (MAF) with the stock computer, note that a calibration box is required to fool the computer into thinking that it is receiving inputs regarding the volume of air coming when it is actually receiving signals about the mass of air coming into the engine. This method of tricking may lead to erratic, unpredicatable behavior or inconsistent performance. The purpose of these pictures is to show a method of installing a cold air box and has very little to do with a mass air conversion. Check for a post with Ryan Mattson's pictures for another version of this installation.



Owner: David Godfrey, Original 3.8 SuperCoupe motor into an XR4Ti conversion (from 1998 and 1999) (14 Jul 2008)

     Godfrey conducted this conversion several years ago and has done some additional, well known engine swaps in the XR4Ti since these pictures were taken. The pictures have been added here to provide an additional outlet for the pictures. At the time of this addition, the pictures are also available on the XR4TiSC section of the MerkurTech web page.



Owner: Chad De Baker, Alternate method for fitting the late T5 to the 2.3 by machining the input shaft only (09 Jul 2008)

     As a follow up to Stefano Chimarios bellhousing spacer, this method requires machining of the input shaft only to allow the late T5 to properly bolt to the 2.3 engine.



Owner: Ray Covino, Installation of QA1 coilover dampers on the rear of an XR4Ti (09 Jul 2008)

     The lower shock pickup point was modified and beefed-up to handle the additional load of the spring. The upper shock tower pickup points were also braced to the chassis and the roll cage and double walled for extra strength.



Owner: Stefano Chimarios, Spacers to allow the use of a T5 transmission from the 1994-97 Mustang with the longer input shaft (07 Jul 2008)

     The longer input shaft of the later T5 transmission requires some accomodation for the additional length. This unique method allows the use of a pilot bearing instead of a bushing and it maintains the concentricity of the input shaft to the bellhousing. The main spacer is 0.44 inch thick and the concentric spacer for the input shaft bearing carrier to the bellhousing interface was machined to fit snugly in the main spacer.



Owner: David Lockhart, Rear coilover suspension conversion with improved shock towers (26 Jun 2008)

     David also included a shock tower brace that is designed to be easily removed and is more out of the way than the standard shock tower brace.



Owner: Craig Thommes, The difference between early versus late XR4Ti front anti-roll bar (sway bar) bushing and brackets (24 Jun 2008)

     The bushings should never be swapped between the brackets. It has been done, but it will cause undue bushing wear and will have unintended, but minor, consequences for anti-roll bar function and operation.



Owner: Ian Potter, Left hand drive verus right hand drive European headlamp identification guide (23 Jun 2008)

     The area outlined by the red line is the part that allows you to identify the headlamp as a LHD or RHD lamp



Owner: Christopher Grayson, Installation of a Forge RS500 replica intercooler (10 Jun 2007)

     The Forge RS500 intercooler has a bar and plate core design. A C&R radiator was chosen to support engine cooling tasks.



Owner: Ryan Mattson, MAF mount and cold air intake combination (26 May 2007)

     Two birds are killed with one stone by the execution of this project. If you have cut a giant hole in your fender for a cone filter setup that you aren't using anymore, this just might be a good solution for you.



Owner: Christopher Grayson, Coilover upper spring seat and bearing cup designed to maximize suspension travel (26 May 2007)

     Off-the-shelf coilover conversion components are wasteful of suspension travel range. These components were designed to maximize suspension travel when used with the Powerflex upper strut insulator bushing.



Owner: Lou Medina, 12.5 inch Corvette rotors and Cobra calipers for the Contour SVT 16 inch wheel (26 May 2007)

     The rotors were originally 13 inch diameter and were turned down to 12.5 inches. Custom brackets were used to complete the installation.



Owner: Ray Covino, Stripped sway bar (anti-roll bar) bolt fix (26 May 2007)

     This repair was performed from the inside out since the car had a stripped interior, but the stud installation fixes the problem of the stripped helicoil on the captive nut inside the chassis that holds the sway bar bracket bolt.



Owner: Shawn Mangan, Intercooler installation using a tubular, rotated upper intake (26 May 2007)



Owner: Erik Cotos, Comparison pictures of the Cosworth RS and Cosworth XR4x4 intercoolers (26 May 2007)

     The XR4x4 intercooler is larger than the Cosworth RS intercooler core and has a slightly different configuration for the bypass valve connection and inlet tube angle.

  • xr4x4vsrsintercooler001.jpg, back view, XR4x4 intercooler (bottom) is much wider and has the bypass valve outlet at straight out versus the RS's 90 degree configuration, as visible on the right side/inlet side end tank
  • xr4x4vsrsintercooler003.jpg, front view, XR4x4 intercooler (bottom) is taller with 7 internal rows versus the RS's 6 internal rows
  • xr4x4vsrsintercooler002.jpg, top view; XR4x4 intercooler (top) is thicker from front to rear


Owner: Peter Sowitcky, European front spindle comparison pictures (26 May 2007)

     Comparison between Escort Cosworth, Cosworth RS500 and Sierra Cosworth XR4x4



Owner: Peter Sowitcky, Differential support box (26 May 2007)



Owner: Peter Sowitcky, T56 versus T5 transmission comparison (26 May 2007)

     Dodge Viper T56 compared to the T5 commonly used in XR4Ti manual transmission swaps.



Owner: Ryan Mattson, Harness bar designed to use the stock front seatbelt mounting points (26 May 2007)

     Schroth harness systems with retractor mechanisms were used to make this setup streetable. The harness bar maintains the correct angle for the harness as it comes backward from the shoulders to prevent spinal compression in the event of an accident. The harness bar bolts directly to stock front seatbelt bolt holes.



Owner: Ray Covino, Autopower roll bar modifications (12 Aug 2006)

     Modifications include the addition of a harness bar and a cross brace to tie into a rear shock tower.



Owner: Nate Walsh, An 8.8 differential installation with custom stub shafts to allow the bolting of stock XR4Ti or Cosworth halfshafts (12 Aug 2006)

     The stub shafts eliminate the need for custom halfshafts. This 8.8 installation is a Tim Roman version of the modified beam.



Owner: David Godfrey, XR4Ti converted to two piece rotors on Scorpio 5-lug spindles (12 Aug 2006)

     XR4Ti converted to two piece rotors on Scorpio 5-lug spindles. The front rotors have a diameter of 312 mm. (The rear rotors will be 298 mm.) The calipers will be sourced from the 2005 Mustang



Owner: David Godfrey, Custom rear anti-roll bar (aka sway bar) (10 Aug 2006)

     This anti-roll bar setup is designed around the Godfrey lateral link setup, so you get to throw away those awful stock rear anti-roll bar brackets. The design also helps facilitate the installation of new end links.



Owner: David Godfrey, Blade-type front anti-roll bar (10 Aug 2006)

     This design is similar to the Grp-A rally front suspension components, with it's blade, capable of being rotated 90? to reduce or increase the effective stiffness of the anti-roll bar. The anti-roll bar is no longer used as a suspension locating member, so that duty must be taken over by a compression strut. You'll also notice that the anti-roll bar is installed forward of the front suspension and rod ends are used for the end links, making the anti-roll bar as effective as possible.



Owner: Christopher Grayson, Solid beam mount kit, weld-in (10 Aug 2006)



Owner: Chris Anglin, Carbon fiber rear shock brace, with stainless inserts (10 Aug 2006)

     The brace is not complete yet, just waiting on rod ends.



Owner: Chris Anglin, Carbon fiber hood installation with custom aluminum modular hood pins (10 Aug 2006)

     Hood is restrained with modular aluminum hood pins designed to bolt into existing holes on the XR4Ti allowing the hood to be replaced with the stock metal hood without leaving any holes. Complete weight of the assembled hood is less than 7 lbs. The stock hood weighs approximately 36 lbs.



Owner: David Godfrey, Scorpio spindle to XR4Ti strut adapter (10 Aug 2006)



Owner: Luke Perry, Cylinder head valve seat material depth test (2.3 turbo head) (10 Aug 2006)



Owner: Luke Perry, Stinger mandrel bent 3" exhaust system, turbo back (10 Aug 2006)

     An additional resonator was added to the exhaust system (Summit Racing).



Owner: Guilherme Mesanelli, Installation of a Sierra XR4x4 rear spoiler on to a later (88) XR4Ti hatch (10 Aug 2006)



Owner: Tim Spencer, XR4Ti V8 conversion, detailed photos (10 Aug 2006)

     Conversion in



Owner: Mike Oyler, SS Autochrome RS500 replica intercooler and radiator installation (10 Aug 2006)



Owner: Joe Tutro, Volvo intercooler installation (10 Aug 2006)



Owner: Christopher Grayson, Forge RS500 replica intercooler vs. Pace RS500 replica intercooler (10 Aug 2006)

     The Forge IC has 2.5" inlet and outlet and weighs about 22.5 lbs with it's bar and plate core. The Pace IC has 3" inlet and outlet and weighs about 9.5 lbs with its tube and fin core. Additionally, the inlet/outlet tube length on the Pace IC has already been reduced for ease of installation.



Owner: Ian Glyn-Jones, 1988 Corsica Rallye Winner, Didier Auriol Repica build up. (10 Aug 2006)

     Originally built by Ian for Stuart Matthews, Ian later purchased it from Stuart and reworked the car to bring it in line with racing regulations and make it more competitive. This MTPP post is the longest to date and includes several subjects and categories, including the use of Godfrey parts. (Can you really build a supersweet car with out Godfrey parts these days?)



Owner: Ryan Mattson, Isuzu NPR diesel truck intercooler installation into the XR4Ti (10 Aug 2006)



Owner: Chad Debaker, Isuzu NPR diesel truck intercooler installation into the XR4Ti using a custom intake manifold (10 Aug 2006)



Owner: Dick Ericksen, Rapido (?) lowering spring kit (10 Aug 2006)

     The springs are believed to be the Rapido lowering kit. The springs were a lucky junkyard find, along with Cosworth anti roll bars, Koni dampers and a Borla dual exhaust. The pictures are shown to depict the difference in ride height when the springs are installed.



Owner: David Godfrey, Alloy brake rotor hat, CNC machined (10 Aug 2006)

     These brake rotor hats are a part of the 5-lug conversion and racing brake rotor upgrade.



Owner: Christopher Grayson, Fitment of 275/40 17 Kumho V710 race tires on 17x9 wheels with coilover suspension (31 Mar 2006)

     The wheels are Cobra relicas with a 20 mm offset. These pictures are from the initial fitment. The car will still have to be modified to allow the front wheels to be moved through the full range of steerting rack travel.

  • grayson275kumho015.jpg, NOTE: spot where a wider than stock tire often contacts the wheel well of an XR4Ti without proper control of the beam; this happened with 255 width tires and Powerflex polyurethane beam mounts and a stock differential mount - a good differential mount is required when you venture into wide tires (225 section width or more) or you will run into these tire contact problems - this issue has been remedied on the car with the addition of the polyurethane differential mount
  • grayson275kumho013.jpg, rear view of car with tires completely fitted
  • grayson275kumho014.jpg, rear view of car, to illustrate tire width
  • grayson275kumho011.jpg, another angle of the STA to tire clearance
  • grayson275kumho012.jpg, front view of car with tires completely fitted
  • grayson275kumho010.jpg, clearance between semi-trailing arm (STA) and the tire sidewall
  • grayson275kumho009.jpg, clearance between the tire and the body (note plenty of space between inner wall and tire sidewall
  • grayson275kumho008.jpg, inboard space required by this wheel and tire combo
  • grayson275kumho007.jpg, rear tire being installed, plenty of clearance with the body of the rear damper (shock)
  • grayson275kumho006.jpg, front tire fitted
  • grayson275kumho005.jpg, strut tube to wheel/tire clearance
  • grayson275kumho001.jpg, 255 width V700 (left) versus 275 width V710 (right)
  • grayson275kumho002.jpg, 275 tires next to the car, to give some perspective of the width of the tires
  • grayson275kumho003.jpg, coilover damper (strut) to wheel and tire clearance - note that stick-in balance weights must be used, clip on weights contact the strut tube
  • grayson275kumho004.jpg, clearance between front damper (strut) and wheel/tire (Grayson would like to add that this coilover conversion is not at all representative of coilovers available from mc?racing)


Owner: Ray Covino, XR4Ti rear subframe brace braces for stiffening the rear portion of the chassis (28 Mar 2006)



Owner: Chris Anglin, Comparison between early (cast metal bracket) and late (plastic bracket) door handles (28 Mar 2006)



Owner: Chris Anglin, Autopsy of an XR4Ti hydraulic motor mount (28 Mar 2006)



Owner: Chris Anglin, XR4Ti front strut bearing and spring seat assembly (28 Mar 2006)

     This series of pics was posted in order to assist in understanding how the strut bearing assembly works and to help folks performing coilover conversions how everything should be assembled.

  • strutbearing006.jpg, bearing shown as it seats on the top of the spring cup
  • strutbearing005.jpg, bearing installed the bushing cup in correct orientation with the radial seal against the sides of the bushing cup
  • strutbearing004.jpg, bottom side of strut bearing, showing ball bearings internally and the radial seal, the strut rod passes through the large hole and rests against the bottom side of the top surface of the bearing
  • strutbearing003.jpg, another angle of the assmbly showing the gap between the two
  • strutbearing002.jpg, components assembled, bearing sandwiched between top and bottom
  • strutbearing001.jpg, spring cup (black), bushing cup (zinc yellow) and strut bearing (foreground)
  • strutbearing007.jpg, strut bearing installed on the top of the spring cup in its correct orientation


Owner: Chris Anglin, Turbo inlet casting differences (20 Mar 2006)

  • inletcasting001.jpg, top view of casting with only one vacuum fitting in an NPT tapped hole
  • inletcasting002.jpg, side view of casting with three vacuum ports, including the NPT threaded fitting


Owner: David Godfrey, Adjustable ride height rear suspension with quick change spring perch (09 Mar 2006)



Owner: David Godfrey, Hydraulic hand brake and Wilwood rear brakes with e-brake caliper