FORD 6cyl EFI INTO MQ

Joined: 21 May 2008 Location: CASTERTON, VICTORIA

HI,
JUST WONDERING IF ANYONE HAS DONE A FORD EFI EA-EB 6cyl CONVERSION INTO MQ PATROL.

IF ANYONE HAS I WOULD LIKE TO HERE FROM THEM & GET SOME PIC'S OF THE CONVERSION IF POSSIBLE.

CONTACT JEFF ON 03 55824281 OR PM HERE OR EMAIL jeffandmelmckay@bordernet.com.au

Posted: Thu Jul 03, 2008 6:39 am

There was one floating around in W/bool a year or so ago.....

Addaptor plate was from Castlemaine Rod Shop and the conversion was done in Ballarat (cant recall the shops name ).

The conversion was into a petrol MQ (ex L28 motor ) & maintained the std gearbox etc.

From memory the biggest issue was the MQ fuel system which he had to fully replace and also some mods to the fuel tank ( surge tank setup ?? )

Sorry I cant help you more but I only met the owner briefly and never took any pics.

Kingy

Posted: Thu Jul 03, 2008 8:07 am

I have an injected 250 x-flow, ZL fairlane (i think) in my 84 MQ. Different more i know, but have pics! lol

Air intake and a few other things have changed under there since these pics.

Joined: 20 Mar 2008 Location: Aus

V8Patrol wrote:

There was one floating around in W/bool a year or so ago.....

Addaptor plate was from Castlemaine Rod Shop and the conversion was done in Ballarat (cant recall the shops name ).

The conversion was into a petrol MQ (ex L28 motor ) & maintained the std gearbox etc.

From memory the biggest issue was the MQ fuel system which he had to fully replace and also some mods to the fuel tank ( surge tank setup ?? )

Sorry I cant help you more but I only met the owner briefly and never took any pics.

Kingy

hey mate if you manage to remember please tell me i want to put a ford 6 into my gq.

Joined: 13 Jan 2004 Location: Canberra

I would also recommend an EF or later engine, they were more reliable in the head/head gasket department & have more power.

The earlier ones were very prone to cracking heads, blowing head gaskets & breaking timing chain guides (they were plastic Rolling Eyes

).

Im not saying the later ones dont do this, they just seem to do it less often.

If you were really keen you could find a DOHC BA engine, that would be worth doing.

Posted: Thu Jul 03, 2008 9:06 am

mkpatrol wrote:

If you were really keen you could find a DOHC BA engine, that would be worth doing.

Are they the same bell housing bolt pattern as the EA/EB?
Does any one make an Adaptor to a T-case for them?

I run a C4 and LC 60's t-case.
Have a mate that has a 95' model (i think) in a 40 with a 40's 5spd man.

Posted: Thu Jul 03, 2008 9:20 am

This is a EF in a 40 if that helps at all -

http://www.outerlimits4x4.com/ftopic124039-0-asc-0.php

P.s mine has a fuel cell

Joined: 21 May 2008 Location: CASTERTON, VICTORIA

HI EVERYONE,
WELL THANKS TO ALL WHO REPLIED, I HAVE ALREADY GOT MY CONVERSION KIT FROM DELLOW IN SYDNEY, THEY WERE REALLY GOOD TO DEAL WITH AND QUICK SERVICE. I WAS JUST WANTING TO SEE PIC'S OF A CONVERSION TO SEE HOW WELL IT FITS, AND ANY ADVICE FROM ANYONE WHO HAD DONE THIS CONVERSION. THE XF EFI CONVERSION LOOKS LIKE A TIGHT FIT, MY PATROL IS ALSO HAS A L28 BOAT ANCHOUR, RUNNING 33s I AM LUCKY TO BE ABLE TO DO 60klm UP HILL,(AND THATS WITH A TAIL WIND). I HAVE CHOOSEN THE EA-EB AS THEY ARE A LITTLE BIT CHEAPER TO PURCHASE, AND YOU DONT HAVE TO TRY AND GET AROUND THE SMART LOCK SYSTEM. I AM STILL A BIT WORRIED ABOUT DOING THE WIRING AND HOOKING UP THE COMPUTER SIDE OF THINGS. SO ANY ADVICE IN THAT DEPARTMENT WOULD BE REALY HELPFULL. AS FOR THE FUEL SYSTEM I AM GOING TO USE THE WHOLE SYSTEM FROM OUT OF THE DONER CAR AS I BOUGHT A COMPLETE CAR, AND IT IS ALSO RUNNING LPG, SO IT WILL ALL GET TRANSPLANTED INTO MY MQ. THANKS AGAIN FOR ALL THE REPLIES. AND TO ALL WHO RUN THIS SITE IT IS THE GREATEST, FOR INFO AND TO SEE ALL THE GREAT MACHINES PEOPLE BUILD, MY MQ IS ONLY JUST STARTING, SO FAR I HAVE PUT ON 33" COOPER MUD TYRES ON WITH ALLOY RIMS, IT HAS 2" OME LIFT KIT, PLUS 2" EXTENDED SHACKLES, REAR ARB DIFF LOCK. I DONT GET TO DO ALOT OF 4WHEELING AS I DONT KNOW MANY PEOPLE HERE THAT GO OUT.

Posted: Thu Jul 03, 2008 10:12 am

i don't think fitting it in there will be a problem, you can see how much room mine has around it Shocked

Joined: 13 Jan 2004 Location: Canberra

WICKED wrote:

mkpatrol wrote:

If you were really keen you could find a DOHC BA engine, that would be worth doing.

Are they the same bell housing bolt pattern as the EA/EB?
Does any one make an Adaptor to a T-case for them?

I run a C4 and LC 60's t-case.
Have a mate that has a 95' model (i think) in a 40 with a 40's 5spd man.

Not a 100% sure, it was just a suggestion but whan you think about it they run the same basic block & the same old Borg-Warner 4 speed so I cannot see them being much different.

Joined: 29 Nov 2006 Location: Melb S/E

lol ef/el blow head gaskets like clock work f it was au that got it right for a few reasons

Joined: 21 May 2008 Location: CASTERTON, VICTORIA

THE FORD BLOCK BOLT PATTERNS ARE THE SAME FROM EA-EL, THEY THEN CHANGED IT FOR AU-BA. WHEN I ORDERED MY BELLHOUSING THEY WANTED TO KNOW WHICH MOTOR I WAS USING.

Posted: Thu Jul 03, 2008 5:23 pm

i would reccomend using an ed or el engine , steer clear of ef's they are thirsty due to poor ignition systems, el is defo better, how ever the ed engine is still a good little rocket

Joined: 21 May 2008 Location: CASTERTON, VICTORIA

THANKS AGAIN TO ALL WHO REPIED, WICKED ARE YOU STILL RUNNING A STANDARD RADIATOR OR IS IT A DIFFERENT ONE, ALSO HAVE YOU HAD ANY OVERHEATING TROUBLES? ARE THEY THE TWIN THERMOS OUT OF A LATER FALCON ALSO? WAS THERE MUCH IN WIRING IN THE COMPUTER FOR YOUR CONVERSION? I WILL BE DOING ALL WORK MYSELF, SO ANY HINTS WOULD BE VERY HELPFULL.
WITH THANKS JEFF.

Joined: 13 Jan 2004 Location: Canberra

Someones gotta say it TURN YA CAPS LOCK OFF, NO NEED TO SHOUT!!! Very Happy

Joined: 21 May 2008 Location: CASTERTON, VICTORIA

Sorry everyone, but i usually always type and write in capitals. just a habit i have.

Joined: 19 Jan 2005 Location: townsville

what ever you engine you get. replace the head gasket with a genuine for AU gasket. the EAs and early EB computers don't need smartlock to run.

the later switched length manifold can be put on the early engine, JAYCAR sells a unit that will switch it at the needed RPM (3800rpm)
the XR6 cam from the early engine is very close the stock GLI cam from the later EF/EL engine and is good idea when fitting the later manifold.

most of the power in the later engines came from the cam and ford uped the compresion from 8.8:1 to 9.1:1 the xr got 9.35:1 and AU went to 9.5:1

late ED all of EF and El got very strong TRW forged rods, AU when to a longer weaker rod. and pre ED were ver close to the crossflow rod.

the pick of the bunch would be an EF engine fitted with the dizzy and electrics from and EL running a none smartlock EB computer.

If you need to build custom extractors use a 38mm primary pipe into a 44mm secondary pipe. (copy as much as you, the early style pacemaker competition extractors)

Joined: 21 May 2008 Location: CASTERTON, VICTORIA

Thanks Brad-chevlux, that is a big help, i can certainly look into putting together a decent engine with all those specs.

Joined: 19 Jan 2005 Location: townsville

just ask if you need anymore info

Joined: 29 Nov 2006 Location: Melb S/E

guys there's a lot of things about these motors people dont know, AU head gasket is stainless, with revised holes to push more water to no 5 and 6, AU is still using same bolt pattern block as every other ford 6 but the sump is integrated alloy, very solid bottom end, but means in some conversions the sump gets in the way.

Also whats no one seems to know is the ef onward have what ford calls electronic torque control, this sounds like it gives you more in actual fact it was smart marketing as it cuts your tourqe out under 2500rpm as owners EA to ED complained the falcons where a bit slippery in the wet due to lotsa low down tourqe. So what ford did was run dual lenght runners to give it good low down and good top end than electronically removed the bottom end to make it less twitchy.

With all that said ef/el/au are all good choices, but running the earlier ECU's is easier and allows you to make more down low and due to variable runners they power right into the top end. AU also is one of the first fords ever Embarassed

not to leak oil from every single place they have, I have worked on some very high milage AU's and most are very dry.

Joined: 13 Jan 2004 Location: Canberra

.

NutterGQ wrote:

AU also is one of the first fords ever Embarassed

not to leak oil from every single place they have, I have worked on some very high milage AU's and most are very dry.

Tha alloy sump needed better tolerances to seal than a pressed steel one, but your right, the oil leaks just are not there form AU on. Its an Aussie car thing, just like its a Jeep thing Very Happy

Joined: 21 May 2008 Location: CASTERTON, VICTORIA

Thanks NUTTER, and everybody else, lots of very handy info. Once my conversion is done i will try to post some pic's, and let everyone know how it goes. It will be a bit before i get around to doing conversion.

Joined: 06 Jun 2007 Location: ipswich

mkpatrol wrote:

If you were really keen you could find a DOHC BA engine, that would be worth doing.

My old boss just sold a BA xr6 engine complete with turbo and everything for 5 grand, I think it had about 20 000kms on it, pulled it out because he got another brand new engine built for it, its now a drag car.

Joined: 29 Nov 2006 Location: Melb S/E

heres another thing, AU motor an matching ECU (VCT only i think) can run with no coolant or belt, when car gets hot it will shut down and run on 2 cyl, when they get hot it moves to the next 2 and so on, you can stutter your whole way home on 2 cyl with no damage or blown head gasket.

AU was a shame even to this day is exceptionally better to drive than equivalent VT/VX and is much cheaper on secondhand market due to bein ugly but so good as a mechanical package for the money they cost.

Joined: 21 May 2008 Location: CASTERTON, VICTORIA

Hi NUTTER GQ,
That would be a very handy thing to be able to limp home or to be able to get to help, even if only on 2cylinders. Better to get there slowly than to have to walk, or do majour damage. Thanks again lots more handy info to store in the memory banks for later on when i have a bit more cash to build decent engine for mq.

Joined: 19 Jan 2005 Location: townsville

NutterGQ wrote:

guys there's a lot of things about these motors people dont know, AU head gasket is stainless, with revised holes to push more water to no 5 and 6, AU is still using same bolt pattern block as every other ford 6 but the sump is integrated alloy, very solid bottom end, but means in some conversions the sump gets in the way.

Also whats no one seems to know is the ef onward have what ford calls electronic torque control, this sounds like it gives you more in actual fact it was smart marketing as it cuts your tourqe out under 2500rpm as owners EA to ED complained the falcons where a bit slippery in the wet due to lotsa low down tourqe. So what ford did was run dual lenght runners to give it good low down and good top end than electronically removed the bottom end to make it less twitchy.

With all that said ef/el/au are all good choices, but running the earlier ECU's is easier and allows you to make more down low and due to variable runners they power right into the top end. AU also is one of the first fords ever Embarassed

not to leak oil from every single place they have, I have worked on some very high milage AU's and most are very dry.

to further on that, the AUs main caps are crossbolted through the sides of the sump and it also runs a factory main cap girdle.
the main journals are also larger then previous engines.
the rods are 6inches long (previously 5.88inch) and the piston is now shorter and is a flat top with a small valve relief.

the rocker ratio changed from 2:1 to 1.8:1 and they changed to conical (behive) valve springs and droped the valve stem diameter to 8mm.
All au heads have 41mm exhaust valves, previously only the XR got this, the base engines gt 39mm valves. the camshaft also has a very wide lobe seperation angle (115deg)
All this made for a very smooth engine with NVH

there have been so many changes from the 3.2L engine to the AU engine thet we'd be here all night listing them.

the only other advice leave pre EF egines alone, and leave EL 'hybrid' engine alone. the hybrid is a hybrid of EL and AU and can be identified be the plain uncoated rocker cover. all other pre hybrid egines have some form of paint/powder coating on them.