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e series 4.0 missing under load?prob found AUX SHAFT FAILING 

 

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Posted: Mon Dec 01, 2008 9:02 pm 
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edfairmont4.0 wrote:
I woulda thought the filter would have caught it all


it probably has caught it? so i would say there is no real reason for concern..
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Posted: Mon Dec 01, 2008 9:13 pm 
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Is this something that could go wrong in an EF engine? could this be why mine has a slight miss on light throttle?

 

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Posted: Mon Dec 01, 2008 9:56 pm 
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You don't have a dizzy in yours PIMP_LTD.

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Posted: Tue Dec 02, 2008 7:11 am 
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EA-ED = DISTRIBUTORS
EF = EDIS (Electronic Distributorless Ignition System) = COILS = EF Engine Computer
EL = DISTRIBUTORS = EL Engine Computer will run a BroadBandManifold on your EA-ED (work out what to do with smartlock in earlier version... There's info here...)
AU = COILS - Not 100% sure, but think the EF computer will run an AU, although you may miss some function?
AU2 or above is beyond the scope of my interest.

Am hoping to put an AU into my EF one day, when it finally dies or gets too damn expensive to fix... This thread has been very helpful with the general knowledge of such.

You know, I still get asked for DIZZY's and the like from my EF's by people who have EL's... When I say I don't have one and could they please tell me where to find one on a EF motor they get all abusive and tell me I must be on drugs or something.

(They could be right, but even then I'd back myself to find a dizzy if it was attached to my EF block where the suspect AUX shafts lurk...)....
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Posted: Wed Dec 03, 2008 5:26 pm 
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BenJ wrote:
You don't have a dizzy in yours PIMP_LTD.

BenJ


Lol, yeah i know man, i just wasn't sure if it happened in only dizzy fitted cars or not, so i guess i'm safe.

Good luck fixing it troyman, the ED will thank you for it.

 

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Posted: Thu Dec 04, 2008 11:13 am 
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TROYMAN wrote:
all the teeth have been sheared to a point..

there is no logical explanation for it..
the only load on the shaft is the oil pump and dizzy..

here is a pic comparing a good shaft to a stuffed one...
case hardening is worn out and wearing in to soft metal,you can get them hardened deeper and tested,ford part wasnt done to specs -does head gaskets ring a bell?lately a lot of parts on here have failed due to bad hardening.

 

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Posted: Thu Dec 04, 2008 2:58 pm 
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I had this in an XD - cause in fact was a high volume oil pump.

The standard pumps work fine, and the additional load of a (High Volume) pump is just too much. Wears the Shaft, wears the dizzy gear.

Last edited by Nigel on Fri Dec 05, 2008 7:06 am, edited 1 time in total.

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Posted: Thu Dec 04, 2008 7:48 pm 
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Nigel wrote:
I had this in an XD - cause in fact was a high volume oil pump.

The standard pumps work fine, and the additional load of a pump is just too much. Wears the Shaft, wears the dizzy gear.

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Posted: Thu Dec 04, 2008 9:24 pm 
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Got pics of the oil pump gear and dizzy drive gear Troy ???
I suspect differing wear rates on the gears.

I can't really see the cam angle sensor and dizzy shafts having different reach lengths in the block, otherwise the block face what be machined differently, and AFAIK, EF and EL blocks are the same, only the cranks differ (someone correct me if I'm wrong).

 

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Posted: Thu Dec 04, 2008 11:06 pm 
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interesting and worring because i have au2 running ed dizzy , anyhow old info that might help , ran straight 50 racing oil in a valiant years ago put to much pressure on the factory gears wore exactly the the same ????

seen same deal years ago with crow cams wearing factory 250 crossflow gears the same way after lots of talk to crow the cams were case hardend to hard

was the wear the same on the dizzy gear or less???

billit cams for chevs actualy need bronze dizzy gears to stop this also

ill keep watching this post and worry

 

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Posted: Fri Dec 05, 2008 8:49 am 
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xfpaul wrote:
interesting and worring because i have au2 running ed dizzy , anyhow old info that might help , ran straight 50 racing oil in a valiant years ago put to much pressure on the factory gears wore exactly the the same ????

seen same deal years ago with crow cams wearing factory 250 crossflow gears the same way after lots of talk to crow the cams were case hardend to hard

was the wear the same on the dizzy gear or less???

billit cams for chevs actualy need bronze dizzy gears to stop this also

ill keep watching this post and worry


ive had the same issue with the old valiant hemi 6 as you descride but i think mine was tue to bad oil pump and floating cam......

ive also had a 250xflow with the same problem of chewing dizzy gears....

there is one thing that came to mind the other day..
i started using an aftermarket dizzy!! as the old one was getting alot of movement in the shaft..
and the gear on the aftermarket dizzy now has scoring but is not as bad as the aux shaft..
when the miss srarted i fitted a 2nd hand genuine dizzy and this also now has a damaged gear..
either the first dizzy caused it or it was the aftermarket one???
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Posted: Fri Dec 05, 2008 10:46 pm 
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thinking i will pull the dizzy and change the gear to the au idler/oil pump drive then should be au on au just in case they were mates for 100thousand ks with no troubles

 

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Posted: Sat Dec 06, 2008 9:04 pm 
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xfpaul wrote:
thinking i will pull the dizzy and change the gear to the au idler/oil pump drive then should be au on au just in case they were mates for 100thousand ks with no troubles
depends on the supplier as to the gear cutting---depth and profile,hardening.this will make the rolling mesh good or bad.using the 1 model gears may be good and solve the problem.

 

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Posted: Sat Dec 06, 2008 10:03 pm 
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but why would it cause a miss?

i would have thought it would eventually fail completely...but as long as the dizzy shaft is turning it shouldnt really cause a prob

 

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Posted: Sat Dec 06, 2008 10:23 pm 
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gogetta wrote:
but why would it cause a miss?

i would have thought it would eventually fail completely...but as long as the dizzy shaft is turning it shouldnt really cause a prob


i think it is because the aux shaft was wearing uneven and the ignition timing was rising and falling on each rotation of the shaft..
at 3000+rpm the timing was fluctuating by about 15 deg + and -
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