SPArKy_Dave

Yes absolutely, you can just do the rubber boots without pressing them out. Ford themselves, don't service replacement boots, as a spare part, but Roadsafe DO make replacement boots. - part number RB317K (I think) I bought two sets a few weeks back, from Bursons Lilydale, for the EF wagon project I'm doing. Bursons keep them in stock.

They were originally made by Bosch Australia. You may find that an autoparts place could order one in for you maybe? An XG/XH tibbe lock barrel, should fit in the XF ignition lock assy - or doesn't it fit?

AUTO COOLING 5 Hall Street Yarraville, Melbourne Ph: 9362 7799 and speak to Peter. This mob cast their own larger impeller for more water flow.

If you have an original correct Cast Iron clevo water pump, you can get them rebuilt. There are dudes who specialise in it.

It'll 'empty' you mean....

No splines on a bolt - easier to remove. The pins are a press fit aren't they?

Has it still got the 'limited edition' glove box badge on it?

Looked pretty good as is.... TBH. Kinda 90's retro.

If your alternator isn't charging properly - outputting at a lower voltage, this will in turn cause the current draw of any accessory loads to increase, as the battery charge is slowly depleted. If the alternator has dead diodes, then it's amperage capacity will be reduced, thus will dull the lights, slow the power windows, (and in extreme cases, can blow fuses) etc. Dead diodes and/or capacitor, or faulty reg, will also cause AC interference/ripple into the vehicles electrical system - since an alternator output, is a rectified 3phase AC power source. This interference can upset vehicle electronics, causing all manner of weird things to happen - depending on the functionality of various sensors, the ECU itself, etc. ie, - some sensors generate their own AC output, which the ECU expects to see. A faulty alternator can mimic sensor outputs and confuse the ECU, without ever logging any fault codes. Further example - A faulty alternator could have AC ripple from a voltage regulator, that exposes itself when the headlights are turned on at idle. The fuel injection system could then see the ripple as engine RPM and began injecting mass amounts of fuel. Always verify your alternator operation first, when chasing oddball electrical faults. (hard to do properly, without access to an oscilloscope)

Maybe this? ^^^^.......

Very interesting information. I always thought it was the level of moisture in brake fluid, that caused the problems. Seems like it's actually the level of free roaming Copper ION's, that is the major issue. Do the Aussie brake fluid tests, and RWC tests, look for Copper Corrosion?.......... it seems like the USA DOT does. http://academyfordadvantage.com/2013/03/11/brake-fluid-do-you-need-to-replace-it/ http://changebrakefluid.blogspot.com.au/ http://www.brakebleeder.com/home-mechanics/

Bumping thread - WA, ACT and NT added!

ATTN: all OzFalcon members........... please read and respond, to the applicable thread in the 'OzFalcon News' section - For NSW Members - http://www.ozfalcon....-needed-please/ For VICTORIAN Members - http://www.ozfalcon.com.au/index.php?/topic/3204-calling-all-victorian-members-show-of-hands-needed-please/ For SOUTH AUSTRALIAN Members - http://www.ozfalcon.com.au/index.php?/topic/3205-calling-all-south-australian-members-show-of-hands-needed-please/ For QUEENSLAND Members - http://www.ozfalcon.com.au/index.php?/topic/3206-calling-all-queensland-members-show-of-hands-needed-please/ For WESTERN AUSTRALIA Members - http://www.ozfalcon.com.au/index.php?/topic/3289-calling-all-western-australia-members-show-of-hands-needed-please/ For NORTHERN TERRITORY Members - http://www.ozfalcon.com.au/index.php?/topic/3290-calling-all-northern-territory-members-show-of-hands-needed-please/ For AUSTRALIAN CAPITAL TERRITORY Members - http://www.ozfalcon.com.au/index.php?/topic/3291-calling-all-australian-capital-territory-members-show-of-hands-needed-please/

Makes that XF look very Trans am ish - with the black paint and gold spack stripes.

OR for 93-96 XG utes/vans - FORD FALCON EBII & ED 4.0L (H Engine) 1993-94 EEC IV Engine Management System FORD FAIRLANE NC & NCII, LTD DC & DCII 1993-94 and XG Utility and Van 1993-96 Fault Codes The Fault Codes are organised into Two Groups. 1. One Set of Fault Codes are displayed in the "Key On, Engine Off" (KOEO) Mode. 2. The Other Set of Fault Codes are displayed in the "Key On, Engine Running" (KOER) Mode. See Keep Alive Memory. Fault Code Identification There are altogether Four Service Code Types. 1. Fast Codes (These appear very fast and are of NO value unless you are using a Data Scanner.) 2. Hard Codes (Current Faults.) 3. Separator Codes 4. Memory Codes (Faults stored in memory from the Previous 20 Engine Warm-up / Run Cycles). Intermittent Fault Codes For checking of Faults that may be of an Intermittent Nature. Connect LED Test Lamp between ENG STO and Ground on the Diagnostic Connector. Do NOT connect the Self Test Jumper. Proceed to; Wiggle all Connectors. Wiggle all associated Wiring Harnesses. Operate all Moving Sensors. If a Fault is detected by the ECM. It will cause the LED to Glow or Flash. The Fault Codes will be written to the ECM. Extract codes by the following steps. The Fault Codes will appear in this Sequence: KOEO Mode: Fast Codes Hard Codes Separator Code (10) Memory Codes KOER Mode: Fast Codes Hard Codes. The Fault Codes can be read by use of: 1. An Analogue Multimeter (Set to 0 to 20 Volts DC) 2. A Digital Multimeter with a bar graph on the display (Set to 0 to 20 Volts DC) 3. A Test Light. The Fault Codes are read as Pulses or Strong Fluctuations of the Multimeter Needle. Each Pulse is 0.5 Seconds long. The Interval between Tens and Single Units is 2.0 Seconds. The Interval between Fault Codes is 4.0 Seconds. After the Hard Codes have been displayed; There is an Interval of 6.0 Seconds. Followed by a Separator Code. After the Separator Code; There is an Interval of 6.0 Seconds The Memory Codes are then displayed. (KOEO mode only). (Again, there is an Interval of 4.0 Seconds between Codes). Code Repeat The Hard Codes and Memory Codes will ONLY be repeated Once. To activate the Self Test again; Switch Ignition OFF for more than 15 Seconds. Fault Code Erasure 1. Turn ignition off for at least 10 seconds. 2. Reactivate Fault Code Extraction. 3. As soon as any Code is Displayed: Disconnect Jumper Wire to STI at the Diagnostic Connector. Fault Code Extraction There are some Significant Changes to the Procedures used on Previous Models. Engine to Operating Temperature NO Electrical Load Use a Jumper Wire with Very Small Female Ends to connect; The ENG STI Terminal to the ENG GND Terminal on the Diagnostic Connector. Connect the Positive Lead of: 1. A Low Wattage Test Lamp, OR 2. An Analog Multimeter, OR 3. A Digital Multimeter with Bar Graph OR 4. An Oscilloscope To the Battery Positive Terminal. Connect The Negative Probe to the ENG STO Terminal on the Diagnostic Connector. When the Ignition is turned ON. The Test Instrument will start flashing out the Fault Codes in the following order: Codes appear in Standard Ford Format: 2 Flashes Pause 3 Flashes Is Fault Code 23. (TPS Out of Range) KOEO Test (Key ON Engine OFF) A. Fast Codes including Module Identification Code. B. Hard Fault Codes (Problems the ECU has determined currently exist) C. Separator Code 10 (One Flash) D. Memory Fault Codes (Problems that have appeared in the last 50 start/stop cycles but may not be currently there) KOER Test (Key ON Engine Running) Disconnect Jumper Wire. Run Engine for 2 Minutes at 1500 RPM to warm Oxygen Sensor. Allow to Idle. Reconnect Jumper Wire. A Fast codes B* Turn steering wheel 180° in both directions C Separator code # 10 D* Snap throttle to 50% and return (Goose Test) E Hard Fault Codes - Current problems detected by ECU (No Memory Codes) * Immediate action required by technician This Test cannot proceed if; A Code 67 appeared in KOEO Hard Faults. (Ignore Flickering Test Instrument - Fast Codes). Fault Code Table ECM Identification Codes (Vehicles Without Smartlock) Code #.......................... Description 30 Multipoint SWB (2.92 Axle) 40 Multipoint SWB (3.27 Axle) 50 Multipoint LWB, Wagon, Ute and Van. ECM Part Numbers (Vehicles with Smartlock) Ford Part #................. Description 91DA 12A650 BX Multipoint SWB (2.92 Axle) 91DA 12A650 CX Multipoint SWB (3.27 Axle) 91DA 12A650 KX Multipoint LWB, Wagon, Ute and Van. The last letter in the part number (X) can be any letter! Code # Circuit and Status 10 Separator Code 11 System Pass 12 High RPM Idle Check Fail 13 Low RPM Idle Check Fail 14 Unsteady PIP Signal during Idle Test 15 Bad ROM / KAM Data 16 RPM Too Low to run Fuel Test 19 Internal EEC-IV Power too Low 21 ECT Circuit 22 MAP Sensor Circuit 23 TPS Sensor Out Of Range Possible Symptoms: Late and harsh transmission shifts. No torque converter lock up. Possible Cause: Short circuit in wiring to TPS. TPS mounting screws loose, worn or faulty TPS. 24 ACT Sensor Circuit 26 Trans Oil Temp Sensor Out Of Range Possible Symptoms: High transmission oil temperature. Lock up in 3rd and 4th gears except under very low speed and light throttle. Economy light on dash will flash when ECM is in "overheat" mode. Transmission shifts will be firm until transmission obtains normal operating temperature. Possible Cause: The voltage measured by the ECM from the temperature input terminals has been out of range. Loose connection, short circuit to ground in wiring or temperature sensor. Blocked or restricted transmission oil cooler, no external oil cooler fitted to vehicle for towing. 27 Shift Lever Position Input Fault Possible Symptoms: No torque converter lock up. Manual select will not be available. Transmission may downshift on rough roads. Possible Causes: Open or short circuit inside inhibitor switch or wiring. Dirty terminal connector on inhibitor switch. Incorrect linkage adjustment. 36 Shaft Speed Signal Fault (speedo sensor) Possible Symptoms: All transmission shifts will be controlled by the gear lever. Skip downshifts will be disabled and downshifts will only occur at low speeds. No converter lock up. No speedometer operation. Transmission may only operate in 1st gear or limp mode. Possible Cause: Open or short circuit in speedo transducer. Dirty, loose or disconnected terminals at speedo transducer. 41 HEGO always Lean (Oxygen Sensor) 42 HEGO always Rich (Oxygen Sensor) 44 Smartlock Enable Code not present 51 ECT Voltage too High 52 Power Steering Switch Open (Ignore on Utes & Vans) 53 TPS Voltage too High 54 ACT Voltage too High 57 Power / Economy Switch Circuit 61 ECT Voltage too Low 63 TPS Voltage too Low 64 ACT Voltage too Low 67 Air Conditioning Input Fault 72 No Dynamic MAP Change 73 No Dynamic TPS Change 77 Goose Test NOT Performed 78 Transmission Battery Circuit 85 CANP Output Check Fail 87 Fuel Pump Output Circuit Fail 95 Solenoid 5 Fault (variable pressure control) 96 PCS Solenoid Fault (pressure control) 98 ON/OFF Solenoid Fault Circuit Possible Symptoms: Transmission in limp mode (3rd gear only, no converter lock up, high line pressure). Possible Cause: Blown fuse or faulty relay. Loose or dirty battery terminals. High resistance at transmission and engine earth leads. Wiring harness fallen onto exhaust manifold. Faulty or disconnected wiring harness on transmission. Disconnected ECM connector or bent ECM pins. Low battery voltage. High battery voltage (regulator or alternator fault). Shorted S5 solenoid. Loose wires on solenoids. Faulty ECM. 99 Throttle Not Learnt Possible Symptoms: The transmission operates from default throttle calibrations. At zero throttle settings the ECM may calculate the throttle to be open further than it actually is, causing poor shifts and late shifts. Torque converter lock up may be in 3rd or 4th gear when throttle is closed. (Provided vehicle speed is high) Possible Cause: Incorrect idle speed. ECM left without power supply for a long period of time. New ECM has been installed in vehicle.

For 92 XG utes/vans (pre-smartlock OHC engines) FORD FALCON EA - EBl 3.9L (P Engine) 1988 - 92 EEC IV Engine Management System Includes Utility, Van, Fairmont, Fairlane NA & NC, LTD DA & DC6 (Models with Multi Point Injection) Fault Codes The Fault Codes are organised into Two Groups. 1. One Set of Fault Codes are displayed in the "Key On, Engine Off" (KOEO) Mode. 2. The Other Set of Fault Codes are displayed in the "Key On, Engine Running" (KOER) Mode. If, the Vehicle has the Battery disconnected for a period of time, OR If any of the Engine Management Components are replaced; The Keep Alive Memory WILL be affected and will have Incorrect Settings. The ECM will need its KAM reassigned in order to relearn its program. Fault Code Identification There are altogether Five Service Code Types. 1. Fast Codes (These appear very fast and are of NO value unless you are using a Data Scanner.) 2. ECM Identification Code 3. Hard Codes (Current Faults.) 4. Separator Codes 5. Memory Codes (Faults stored in memory from the Previous 20 Engine Warm-up / Run Cycles). Intermittent Fault Codes For checking of Faults that may be of an Intermittent Nature. Connect LED Test Lamp to the Diagnostic Connector Do NOT connect the Self Test Jumper. Proceed to; Wiggle all Connectors. Wiggle all associated Wiring Harnesses. Operate all Moving Sensors. If a Fault is detected by the ECM. It will cause the LED to Glow or Flash. The Fault Codes will be written to the ECM. Extract Codes by the following steps. The Fault Codes will appear in this Sequence: KOEO Mode: Fast Codes Hard Codes Separator Code (10) Memory Codes KOER Mode: ECM ID Code Fast Codes Hard Codes. The Fault Codes can be read by use of: 1. An Analogue Multimeter (Set to 0 to 20 Volts DC) 2. A Digital Multimeter with a Bar Graph on the display (Set to 0 to 20 Volts DC) 3. A Test Light. The Fault Codes are read as Pulses or Strong Fluctuations of the Multimeter Needle. Each Pulse is 0.5 Seconds long. The Interval between Tens and Single Units is 2.0 Seconds. The Interval between Fault Codes is 4.0 Seconds. After the Hard Codes have been displayed; There is an Interval of 6.0 Seconds. Followed by a Separator Code. After the Separator Code; There is an Interval of 6.0 Seconds The Memory Codes are then displayed. (KOEO Mode only). (Again, there is an Interval of 4.0 Seconds between Codes). Code Repeat The Hard Codes and Memory Codes will ONLY be repeated Once. To activate the Self Test again; Switch Ignition OFF for more than 15 Seconds. Fault Code Erasure Disconnect Jumper Wire (Self Test Input) between Diagnostic Connectors. Turn Ignition OFF for 10 Seconds Connect Jumper Wire (Self Test Input) between Diagnostic Connectors While Fault Codes are Flashing; Remove Jumper Wire. Retest Codes for successful Erasure. Code 11 (System Pass) Should be seen on both Hard and Memory Codes. Fault Code Extraction Connect Test Equipment to Diagnostic Connectors. Ignition to ON Read KOEO Codes Ignition to OFF Start Engine Read KOER Codes Fault Code Table - Code # Circuit and Status 10 Separator Code 11 System Pass 12 Fast Idle RPM Out of Range 13 Low Idle RPM Out of Range 14 PIP Signal Out of Range 15 ROM or KAM Test Fail 16 RPM Too Low for Fuel Test 19 ECM Power Supply Low (MPFI) 20 ECM ID 3.9 MPFI Manual 21 ECT Sensor Out of Range 22 MAP Sensor Out of Range 23 TP Sensor Out of Range 24 Air Temperature Sensor Out of Range 30 ECM ID 3.9 MPFI Automatic 40 ECM ID 3.9 CFI Manual 41 Oxygen Sensor Signal Low 42 Oxygen Sensor Signal High 50 ECM ID 3.9 CFI Automatic 51 ECT Sensor Voltage too High 52 Power Steering Switch Open 53 TP Voltage too High 54 ACT Voltage too High 55 ECM Power Supply LOW CFI 58 Idle Tracking Switch - Out of Range CFI - KOER 60 ECM ID 3.2 CFI Manual 61 ECT Voltage too Low 63 TP Voltage too Low 64 ACT Voltage too Low 67 A/C is ON or Neutral / Park Switch in Gear 68 Idle Tracking Switch - Out of Range CFI - KOEO 70 ECM ID 3.2 CFI Automatic 78 Interrupted Power Supply to Key Circuit 85 Canister Purge Signal Out of Range 87 Fuel Pump Relay Signal Out of Range 99 Idle Speed Compensation Not in Memory

So it's stuck in limp home mode? I would take a gander at the fault codes first, before doing anything drastic. XG's are the same as ED falcons. To check fault codes - Top Row: A-Engine STI B-Transmission STI C-ABS STI D-Air Bag memory Clear E-Engine STO F-Transmission STO G-ABS STO H-Not Used I-Not Used J-Not Used K-Fuel Pump. Bottom Row: L-Engine Ground M-Transmission Ground N-ABS ground O-Not Used P-Not Used Q-BCM Serial data R-Tacho S-Not Used T-B+ (12 Volts). The Self Test Codes can be read using either a Multimeter, or an LED, and consists of a number of Pulses outputted on the Engine STO Pin, and the Vehicle Diagnostic connector (The STO Out Pin is the 5th Pin from the left, on the upper row). These codes can be deciphered by using the format, 1/2 Second On Time for Each Digit, 2 Seconds Off Time Between Digits, 4 Seconds Off Time Between Codes, 6 Seconds Off Time Before and After the 1/2 Second separator pulse. To Perform a Key On/Engine Off (KOEO) Self Test, 1. With the Ignition Switch Off, Connect the Engine STI Input to ground, (The STI Input is the First pin from the left, upper row, connect this to the Pin directly below it) 2. Connect a LED, Multimeter, Lamp, or Buzzer to the STO Pin, and ground. (The STO Pin is the 5th Pin from the Left, on the upper Row.) 3. Turn the Ignition Switch to On, But DO NOT START the Engine 4. Observe the Codes.These codes will be displayed in the following sequence, 1. On Demand Codes - Hard Faults 2. Separator Code - Numeral 10 3. Memory Codes - Intermittent Faults. To Perform a Key On/Engine Running Self Test, 1. With the Ignition Switch Off, Connect the Engine STI Input to ground, 2. Turn the Ignition Switch to start, and start the Engine 3. Observe the Codes.These codes will be displayed in the following sequence, 1. On Demand Codes - Hard Running Faults 2. Separator Code - Numeral 10 During a Separator Code, the Throttle should be goosed (Pressed and released) if performing a Cylinder Balance Test (V8). This will cause the Engine to hold the selected RPM, and Test. Cylinder Balance Test - V8 When this test the EEC-V Module selectively shuts off fuel to each of the cylinders, one at a time, and measures the drop in RPM. If this Drop is outside the normal limits, it will at the completion of the test, output a fault code for that cylinder. This code will be in the format "10" for Cylinder 1, "20 for Cylinder 2, etc. If all cylinders are OK, the EEC-V Will give a code "90" See the Key On, Engine Running Self test for more information. Electric Thermo Cooling Fan Test This test will switch on the Thermo Fans when the Key On, Engine Off (KOEO) Self Test is performed. To activate, carry out a KOEO Self test, and when the codes are being displayed, place the Transmission in to gear to turn the Thermo Fans On, and Place the Transmission into neutral to stop Fan operation. If both fans do not operate, then there is a problem with their operation. Erasing Memory Codes Turn the ignition key OFF for a period of 10 seconds, then On. Activate the (KOEO) Self Test, As soon as the Diagnostic codes are being displayed, simply remove the Ground to the Self Test Input. You need to run the KOEO and then the KOER in sequence and allow 20 seconds of Key off before trying to read the codes again. The best connector to use to attach wires to the plugs are old fashioned (not modular) telephone plugs spade connectors (if you can't get to d**k Smiths, Altronics, Jaycar etc you should be able to salvage some complete with already crimped on wires from an old phone plug).

Awesome thanks! What size piping did Sunbury Exhausts use?

No no no....... this is how you do it -

I have no idea what you're talking about..........

Me?........ never!...... But I do enjoy pointing out the natural gutter instincts, this forum brings out in the good folk on here....... They literally don't even know they're writing it.

Man, this thread is even dirtier than the eye candy thread......... (might have to do some post censoring.... )

If you take the cam to Clive, at Clive Cams in Ferntree Gully, he can run it on his cam profile mapper for $100.00, and then give you a print out of what the specs are. I had that done for two standard cams - a 91DA and a 94DA.

Yeah, that'd be the seam I was thinking of. Didn't they paint the A pillars? I see rust on it.

The C Pillar trim above the rear window, should have rubber washers on the threads, before they are bolted to the car. The windscreen might not be sealed properly - I had that issue, and found the cause to be a join in the A pillar. The A pillars have a factory overlapping join, under the chrome trim and usually the glass sealant covers it. If the glazier hasn't added enough sealant, it can be partially exposed, letting water in. On mine, it was very hard to see the gap - it was miniscule, but yet it was the cause of all the water in the passenger footwell. My water leak, was tracking in behind the seal too, just like yours. Take the A pillar trim off, both inside and out, and have a really close look.