|
| gringor1 |
|
||
|
Help: I have recently converted my EF Wagon with an EL engine, loom and ECM.
Firstly it would not start, finally worked out No. 4 fan relay was stopping the engine from starting, then when I got it running and took it for a drive, found it had no guts whatsoever. Does anyone have any suggestions. 
|
||
| Top | |
||
| SWC |
|
||
|
Complete Engine loom, ECU and BCM?
Did you change the BCM as well. EF BCM's are different to EL. Have you checked your timing? Last edited by SWC on Mon Oct 19, 2015 7:13 am, edited 1 time in total. |
||
| Top | |
||
| twase |
|
|||
|
Dash loom and one connector is different, ef coil pack, el dissy, means tach to cluster changes.
_________________ BF Fairmont Ghia Series II update. |
|||
| Top | |
|||
| snap0964 |
|
|||
|
ABS wiring is also slightly different when it comes back through the dash wiring from the engine bay.
Begs the question - why didn't you use the EF setup with the new engine? - it's been covered enough times on here.
_________________ 96 XH Longreach 'S': LPG, Alarm, 3.23:1 LSD, Cruise, Trip Comp, ABS, Power Windows, Mid Series Dome Lt, Climate Ctrl |
|||
| Top | |
|||
| gringor1 |
|
||
|
Thank you for your post's.
I have fitted the revised 16 98 EL Engine complete with distributor and single coil, with the engines loom and using 6TGD ECU. Then this is connected to the original EF Fairmont Loom with high series BEM. My main reason for doing the conversion was one I needed to replace the engine and two I have gone through about 3 coil packs on the original setup so was trying to get away from that. I could not use the rest of the EL loom as it did not have the cruise control water level sensor and ABS climate control etc. I have checked the timing numerous times and is always spot on. |
||
| Top | |
||
| TROYMAN |
|
||
|
now you will have the issues associated with the dizzy failing instead.. lol
imo the coil pack set up is still better than the dizzy set up, that's why ford went back to the coil pack after el... |
||
| Top | |
||
| twase |
|
|||
|
I agree coil packs are more reliable than the TFT, there was a dodgy batch of coil packs for the EF, you can swap it for an AU one but may need to change the LT plug depending on the model.
_________________ BF Fairmont Ghia Series II update. |
|||
| Top | |
|||
| SWC |
|
||
|
gringor1 wrote: My main reason for doing the conversion was one I needed to replace the engine and two I have gone through about 3 coil packs on the original setup so was trying to get away from that. Easier to fit the EF parts to an EL engine that change looms etc. If you have had 3 coilpacks fail, what were you replacing them with? All new Bosch Coilpacks are to the AU1 standard and a good. All the years of owning an EF, I have never had a pack fail but I have also moved mine to the top of the Rockercover at the rear just in case  . Also replaced mine with an Accel Coil (diferent lead connections, same as the AU V8 Coilpacks) uses the same connector as the EF Coil. (AUII/III have a different connector on the loom and also use differentv plug lead connectios to the coil)You moved over to dizzy and now you will have, TFI issues, Hall Effect sensor, Rotor Button, Dizzy cap. etc. Change back to Coilpack and relocate the coil and use a new Bosch AU1 unit. |
||
| Top | |
||
| TimmyA |
|
|||
|
I'm with these dudes...
I went to the AU motor in my ED to have even less troubles... This mean the aux shaft was not turning a dizzy nor a cam sync sensor... The AU has the best system is the least likely to leave one stuck on the side of the road... If you killed three coilpacks and didn't change your leads as a result, I bet this was the issue... If the leads start to go high in impedance then the coil will start to try and discharge internally, eventually causing it to fail... Now you'll have wearing bushes in your dizzy, eventually causing the hall vanes to chop the sensor out, load the auz shaft and eventually snap the gear off the front... Or you'll chop the gear out on the shaft... Or the motor will cook the TFI module (big law suit that the people won in the states on these TFI modules being mounted to the dizzy, they proved Ford knew this was an issue)... Cheers, Tim
_________________ 93 Red ED 5spd Manual Build Thread |
|||
| Top | |
|||
| 66 coupe |
|
||
|
TimmyA wrote: I'm with these dudes... I went to the AU motor in my ED to have even less troubles... This mean the aux shaft was not turning a dizzy nor a cam sync sensor... Cheers, Tim and whats the advantage of this??? its still turning the oil pump, and thats where the load is 
|
||
| Top | |
||
| TimmyA |
|
|||
|
That's just it... It's only doing an oil pump now... The bare minimum work... The dizzys wear the top bush (which is just the alloy case) and goes C**k and loads the shaft... The cam sync sensor probably isn't much load, but it's still a sensor so it has to be spinning something in the end of it... The au runs the bare driveshaft... Least amount of load of any of the available configurations...
Cheers, Tim
_________________ 93 Red ED 5spd Manual Build Thread |
|||
| Top | |
|||
| 66 coupe |
|
||
|
makes no difference none of them load the aux shaft any more or any less.
|
||
| Top | |
||
| TimmyA |
|
|||
|
Explain how a misaligned dizzy because of a worn top housing shears the front off the shaft? If it has the ability to chop the gears away then that's sure as hell a load...
_________________ 93 Red ED 5spd Manual Build Thread |
|||
| Top | |
|||
| 66 coupe |
|
||
|
You will find that failure is due to a Chinese distributor been flitted which has a steel gear instead of a cast gear which chopps out the aux shaft gear.
I build these motors and not had an aux shaft failure yet... Even on continued high rpm burnout motors. Its due to the cheap s**t dizzies.these motors can do over 300,000k with STD dizzies and have no major wear in that area |
||
| Top | |
||
| 66 coupe |
|
||
|
Duplicate post
|
||
| Top | |
||
| Who is online |
|---|
Users browsing this forum: No registered users and 8 guests |
