SPArKy_Dave

It usually means a revision - Ford/Bosch made some small design change, (such as tweaked timing map)? But they're essentially still the same

That's one of the main fusible links One supplies 12v at the EST diagnostic/base timing mode connectors near the brake booster The other, supplies power to the fuse box

From the description, it's most likely an ignition problem Specifically, a failing hall effect sensor inside the distributor Luckily, those hall effect sensors can be purchased new The distributor has to come out, and be disassembled though Example - https://www.ebay.com.au/itm/236524819457 (however E-series hall effect plates, have the hall sensor clocked differently) You'd need one of these, instead - https://www.ebay.com.au/itm/277224475917

Swap over the reluctor/chopper wheel, base plate/sensor and the black connector block (should plug in, where the tfi goes) not much else to it MPI choppers have one larger gap, for injector sync (mpi's batch fire in two groups of 3) EST/CFI's are all equal gap's Plus the base plate with hall sensor, is clocked differently

Kilkenny Castings, make brass versions I believe?

The car's in pieces at the moment, but I can dig out the turbo, for a close look I read once, the kits used Nissan Exa turbo's or similar?

My XE wagon project, has an 80's Nissan branded turbo, on an AIT exhaust manifold, if that's helpful?

EF and EL Thermofans theory of operation.pdf EL Falcon Thermatic Fan Wiring.pdf Ford BA Falcon, Quick and Easy Modifications The Purpose of this document is to Outline wiring information for the EF/EL/AU/BA and Territory Thermo-fans. This Document describes fitting and wiring thermo-fans in their respective factory fitted format - (eg, EF fans into EF), and also how to retro-fit thermo-fans designed for different models - (eg, AU Fans into an EF). The thermo-fan wiring and relay information detailed within this document includes, but is not limited to, EFs 3 Mode (4 Relay) Fan system. ELs 2 Mode (3 Relay) Fan System. AUs 2 Mode (3 Relay) Fan System. BAs 2 Mode (3 Relay) Fan System. EFs 3 Mode (4 Relay Fan System) - Description EF/NF/DF model falcons are fitted with two electric fans controlled by four relays linked to the EEC module. During Service operations ensure that the fan is not rotated in a direction opposing normal operation as this may damage the motor. Three operating modes are used (Excluding OFF) depending on the status of the four relays (Determined by the EEC module). The different operating modes provide different cooling capabilities. Mode FAN SPEED rpm RELAY 1 (N/O) RELAY 2 (N/O) RELAY 3 (N/C) RELAY 4 (N/C) M1 M2 1 Part 1400rpm Part 1400rpm Off Open On Closed Power to M2 Off Closed On Open Diverts Power to M1 2 Full 2300rpm Part 1400rpm Off Open On Closed Power to M2 On Open Power to M1 Off Closed 3 Full 2300rpm Full 2300rpm On Closed Power to M2 On Closed Power to M2 On Open Power to M1 Off Closed EL/AU/BA 2 Mode (3 Relay Fan System) - Description EL/AU/BA model falcons are fitted with two electric fans controlled by three relays linked to the EEC / Visteon Oak module. During Service operations ensure that the fan is not rotated in a direction opposing normal operation as this may damage the motor. Two operating modes are used (Excluding OFF) depending on the status of the Three relays (Determined by the EEC /Visteon Oak module). The different operating modes provide different cooling capabilities. WARNING - On BA/Territory models, the Fans may start with the ignition in any position ! It is recommended that you disconnect the earth lead on the battery, before servicing the thermo fans! Mode FAN SPEED rpm RELAY 1 (N/O) RELAY 2 (N/O) RELAY 3 (N/C) M1 M2 1 Low Part 1400rpm Part 1400rpm On Off Off 2 Full 2300rpm Full 2300rpm On On On Thermo Fan wiring information This section describes the differences in the thermo fan wiring for EF/EL/AU and BA model falcons. Simply put, the main difference is that the EF model thermo fans have an extra wire (Orange Colour) from the vehicle going to the fan to allow for an extra fan speed for the Right Hand Side Fan. Because of this, the right hand side fan plug for the EFs (From the fan) has 3 wires going to it (Red, White, and Black). The Right Hand side plug is the same for all models, and (From the fan) only has 2 wires going to it (Red and Black). Wiring an EF Thermo Fan to an EF This information is provided just in case the Fan plugs have been cut or removed, (habib-ed). The following chart will give you a better description of what wire goes where. Wire Plug Goes to Purpose Black RHs 2 Pin - 2 wires Black Wire on Fan Supplies ground to RHS fan (Permanent) Violet / Yellow Stripe RHs 2 Pin - 2 wires Red Wire on Fan Supplies power to RHS fan via Relay 3 (SPDT) Orange 1 LHs 4 Pin - 3 Wires Red Wire on Fan Supplies power to RHS fan via Relay 1 (SPST) Orange 2 LHs 4 Pin - 3 Wires White Wire on Fan Supplies power to RHS fan via Relay 2 (SPST) Pink / White LHs 4 Pin - 3 Wires Black Wire on Fan Supplies ground to RHS fan via Relay 4 (SPDT) Or Ground Routed through RHS fan via Relay 3 Wiring an EL/AU/BA Thermo Fan to an EL/AU/BA This information is provided just in case the Fan plugs have been cut or removed, (habib-ed). The following chart will give you a better description of what wire goes where. Wire Plug Goes to Purpose Black RHs 2 Pin - 2 wires Black Wire on Fan Supplies ground to RHS fan (Permanent) Orange RHs 2 Pin - 2 Wires Red Wire on Fan Supplies power to RHS fan via Relay 2 Violet / Yellow Stripe LHs 4 Pin - 2 wires Red Wire on Fan Supplies power to LHS fan via Relay 1 (SPST) Pink / White LHs 4 Pin - 2 Wires Black Wire on Fan Supplies ground to LHS fan via Relay 3 (SPST) Or Ground Routed through LHS fan via Relay 2 Wiring an EF Thermo Fan to an EL/AU/BA The following information is provided, should you only have EF thermo-fans available. Basically the extra wire on LHS thermo fan (White colour from the fan) is connected to the other power lead (Red Colour from the fan) on the same plug. You will need to modify the plugs in order for the fans to work. One way to do this (Not pretty), is to cut the fan plugs off the ends from the vehicle side, and use Female spade connectors, plugging these directly into the fan plugs (on the fan side). The following chart will give you a better description of what wire goes where. Wire Plug Goes to Purpose Black RHs 2 Pin - 2 wires Black Wire on Fan Supplies ground to RHS fan (Permanent) Orange RHs 2 Pin - 2 Wires Red and White Wire on Fan Supplies power to RHS fan via Relay 2 Violet / Yellow Stripe LHs 4 Pin - 2 wires Red Wire on Fan Supplies power to LHS fan via Relay 1 (SPST) Pink / White LHs 4 Pin - 2 Wires Black Wire on Fan Supplies ground to LHS fan via Relay 3 (SPST) Or Ground Routed through LHS fan via Relay 2 Wiring an EL/AU/BA Thermo Fan to an EF The following information is provided, should you NOT have an EF fan available. The extra orange wire on for the LHS thermo fan (goes to the White colour on an EF fan) must be connected to the other Orange Fan power lead on the same plug. This ensures that the fan is powered up regardless of the Fan speed mode required by the EEC. Additionally, you will need to modify the plugs in order for the fans to work. One way to do this (Not pretty), is to cut the fan plugs off the ends from the vehicle side, and use Female spade connectors, plugging these directly into the fan plugs (on the fan side). The following chart will give you a better description of what wire goes where. Wire Plug Goes to Purpose Black RHs 2 Pin - 2 wires Black Wire on Fan Supplies ground to RHS fan (Permanent) Violet / Yellow Stripe RHs 2 Pin - 2 wires Red Wire on Fan Supplies power to RHS fan via Relay 3 (SPDT) Orange 1 LHs 4 Pin - 3 Wires Red Wire on Fan Supplies power to RHS fan via Relay 1 (SPST) 2 Orange lines should be connected Orange 2 LHs 4 Pin - 3 Wires Red Wire on Fan Supplies power to RHS fan via Relay 2 (SPST) 2 Orange lines should be connected Pink / White LHs 4 Pin - 3 Wires Black Wire on Fan Supplies ground to RHS fan via Relay 4 (SPDT) Or Ground Routed through RHS fan via Relay 3 Diagnostic Testing (only EF/EL Models presently) There are 2 methods to diagnose problems with the thermo fan system on EF and EL Model Falcons. The first method is by far the easiest and trouble free solution, as it does not require diagnostic mode. Testing the Thermo Fan operation - Easy method 1. Ensure that it is safe to start the engine on the vehicle to be tested. (I.E. no tools in engine bay, etc). 2. Start the engine of the vehicle. 3. For non climate control cars - Turn the Air-conditioning to MAX, and the Fan speed to MAX. 3. For auto climate control cars - Press AUTO, and set the temperature to the lowest possible setting. Once this has been carried out, the Thermo fans should be running at their High Speed setting. Testing the Thermo Fan operation - Using the EEC Diagnostic mode. 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. Place the gear selector into DRIVE to turn the Thermo Fans On, then Place the Transmission into NEUTRAL to stop Fan operation. For EL Falcons, repeating the Drive to Neutral operation, cycles through the various fan speeds 3. If both fans do not operate, then you may have trouble codes logged within the EEC-V memory. You must clear these codes for the Thermo fan test to work !

EL/AU/BA thermo-fans are two stage - Both Low, or both High In factory format, A/C ON, should force both fans to full speed See this thread for tech info - Also see these documents - EL Falcon Thermatic Fan Wiring.pdf EF and EL Thermofans theory of operation.pdf

Possibly a faulty wiring join, or an ECU circuit board problem? If not fixable yourself, Injectronics repair faulty ECU's

Originally posted by user DEANKDX Copied over from another forum, due to importance. I bought this set http://cgi.ebay.com....rack=true��last August 2011 figuring the main issue would be wear sooner than TRW branded stuff. i did not expect a FAILURE in a part i assumed was one solid cast. seems they are manufactured in 2 parts... and the thin section of the broken part is approx 1mm which surprises me it lasted the 10,000km it did. this failed on a slow intersection turn without warning(approx 15kmh). you could only imagine what could happen if it failed at highway speeds. i'll be changing at minimum the other side one as precaution to a TRW brand which are closer to $50 each(still cheaper than a tow truck let alone a life or injury) THIS DISGUSTS ME TOTALLY, And although i know you get what you pay for.... you shouldn't be able to buy at any cost something so inferior (worn originals would be safer) if you have any suggestions for AUTHORITIES to contact regarding this i'd like to get the word out to prevent this crap from ending up on our roads. i plan to contact vic roads and RACV to pass this on to whoever will listen.

Seal kit and DIY, is what I'd do... Even purchasing tools, would likely end up cheaper

Very tough to get decent x-series suspension components anymore, IMO 555 Brand - made in Japan, was about the best in aftermarket steering parts, but hasn't been available for years? All the brands these days, are varying degrees of no good Likely, as demand just isn't there anymore? Years ago, I purchased a pair of repro Rare Spares tie rod end rubber boots, and they'd split within 1500km's! Rares did send me replacements, but I wasn't game to use them In many cases, 30-40yr old original components, are better than new aftermarket

For anyone battling hard-to-fix steering wobbles, or general driveline vibrations... This NVH app is highly recommended - Android - https://play.google.com/store/apps/details?id=vibratesoftware.jacobkelly.nvh iphone/ipad - https://apps.apple.com/au/app/nvh/id1026086455 Here are some youtube video's, demonstrating the above app, in action -

I think most of the aftermarket arms, are aimed at the earlier models?

Hazard light switch contacts always oxidise, and do that! Same with the dash light switch It's a thing... along with factory trailer plugs, making one side indicators, flash faster than the other (x-series factory trailer plugs, have contacts with a resistor, built into the plug dust flap, for the old school resistive flasher cans to work properly, with/without a trailer connected)

It's something I'd have to save up for I can't imagine shock dyno'ing, being cheap Which shocks did you end up buying?

I read that KYB are valved firmer than stock, but I've never tried them I've got NOS examples of most x-series front/rear shocks for comparison, incl a nos XE ESP Bilstein front It'd be interesting, to do a Shock Dyno comparison of the valving, for all the available x-series aftermarket front/rear shocks?

Looks like (in NSW at least), full IM240 emissions testing is only required for 1997 onwards https://www.nsw.gov.au/sites/default/files/2023-07/Interim NSW Vehicle Emissions Test Procedure.pdf https://www.ccmc.com.au/index.php?/files/file/188-vehicle-emissions-test-procedure/ https://www.facebook.com/BlakeAutomotiveEngineering/posts/update-on-emissions-test-procedure-in-australia-new-motor-vehicles-are-required-/807241177767795/

Transport for NSW Standard Compliance Specification Interim NSW Vehicle Emissions Test Procedure for Modified and Individually Constructed Vehicles Version 1.0 | MAY 2023 Disclaimer This document is intended for use as guidance material ONLY on how to establish that a light motor vehicle complies with the engine emission standards requirements made for it under the Road Transport (Vehicle Registration) Regulation 2017 (the Regulation). Transport for NSW (TfNSW) makes no warranties or representations in relation to this document, including (without limitation) the accuracy or completeness of the information or advice it provides. By referring to this document, the user accepts and understands that TfNSW is not liable for any loss or damage, howsoever caused including, but not limited to, any alleged negligence of TfNSW incurred in connection with this document whether by act or omission, or as a result of any use or reliance placed upon the information and advice it provides. Part A 1 Scope This document described types of emissions tests that are acceptable for registration purposes in NSW as an alternative to the IM240 test until such time as Vehicle Standards Bulletin No.14 (VSB.14) National Code of Practice for Light Vehicle Construction and Modification is revised to include alternative engine exhaust emission test procedures. These interim emissions test procedures apply to certain modified light motor vehicle, certain imported vehicles and Individually Constructed Vehicles (ICV). See VSI.06 Light Vehicle Modifications for further information on minor and significant modificationsrelated to engine related modifications. 2 Introduction and Legal Framework Each NSW registered vehicle (including those that have been modified) must meet the mandatory vehicle standards requirements under the Road Transport (Vehicle Registration) Regulation 2017 (the Regulation), including the applicable Australian Design Rules (ADRs). This Standard Compliance Specification is made under clause 64(2)(a) of the Regulation for registered light vehicles, clause 65 for ICV, and clause 85 for certification purposes. Each vehicle modification (whether or not listed in the gazetted Vehicle Certification Scheme Declaration of Modification or Class of Modification Order 2013, ie the Order) has the potential to adversely affect one or more ADRs and make the vehicle unsafe. Unless exempted by TfNSW or where an affected ADR does not apply to that vehicle, a modification affecting an applicable ADR requires assessment and certification by a Vehicle Safety and Compliance Certification Scheme (VSCCS) Licenced Certifier before the vehicle can be registered. This Emissions Test Procedure may be utilised to demonstrate that a modified light vehicle or an ICV complies with the applicable vehicle standards.NSW Government Gazette9 June 2023 Page 2 of 16 3 Preface Australian Design Rules (ADRs) The ADRs are construction and performance requirements for road vehicles, ie motor vehicles and trailers intended for use in road transport. These ADRs have been developed by the Commonwealth Government and adopted under national and state transport legislation for the purpose of: • Reducing the possibility of vehicle crashes occurring through such measures as advanced braking and lighting systems, windscreen washers, wipers and demisters, tyre selection, safety rims and rear vision mirrors. • Mitigating the effects of vehicle crashes that do occur, through occupant protection measures as improved seats and seatbelts, air bags, energy absorbing steering columns and instrument panels, anti-burst door latches and head restraints. • Reducing undesirable environmental effects by limiting the vehicle noise and pollutants emitted. State Regulation NSW transport regulations requires each vehicle manufactured or provided for use in road transport on or after particular dates (ie their Date of Manufacture or DoM) to meet the requirements of relevant ADRs and continue to comply with those ADRs or later versions of those ADRs. Schedule 2 of the Regulation sets mandatory vehicle standards requirements for the construction and performance of road vehicles (motor vehicles, trailers and combinations that are registered for use on roads or road-related areas). In addition to adopting the ADRs, Schedule 2 also incorporates various adopted standards (ie international and Australian standards for components such as seatbelts, glazing materials and trailer couplings, etc). The mandatory vehicle standards requirements set by Schedule 2 are intended to: • Promote, throughout the life of motor vehicles, trailers and combinations, their safe use and efficiency and protection of the environment; and • Reduce the cost of transport administration. When modifications to a vehicle are determined to be significant, the vehicle will require a compliance certificate issued by a VSCCS Licensed Certifier in order to be registered. 4 Certification Requirements Before modifying a vehicle, it must be considered that some modifications may require certification. Vehicle Standards Information (VSI) No. 6 is a guide for vehicle owners and modifiers to determine what modifications to vehicles up to and including 4.5 tonnes gross vehicle mass require certification under the Vehicle Safety Compliance Certification Scheme (VSCCS). VSI No.6 Light vehicle modifications VSI No. 6 is intended to clarify technical content of the Vehicle Safety Compliance Certification Scheme Declaration of Modification or Class of Modification Order 2013 (the Order). It provides examples and tips when modifying a light vehicle, and assists in determining whether a modified vehicle requires certification, and specific information on certification requirements for replacement engines and engine modifications. VSI No. 6 should be read in conjunction with the Order. The following modifications are exceptions to the requirements of the Order and do not require certification: (a) Replacement of parts or components by identical parts or components. (b) Replacement of parts or components with parts or components with equivalent functional performance. (c) Use of optional parts or components as prescribed by the vehicle’s manufacturer.NSW Government Gazette9 June 2023 Page 3 of 16 The examples of modifications ‘requiring’ or ‘not requiring’ certification provided in VSI No. 6 do not cover all situations. It is recommended to seek advice regarding the impact any modifications may have on a vehicle’s continuing compliance with ADRs and the Regulation before undertaking them. It is advisable to contact Transport for NSW Technical Enquiries or a VSCCS Licensed Certifier for more information in case of any doubt about whether or not an intended vehicle modification/s may require certification. 5 Competence of Licensed Certifiers TfNSW has assessed the competencies of persons registered as licensed certifiers. The contact details and areas of competence for each VSCCS Licensed Certifier is published on the TfNSW’s website in VSCCS Bulletin No. 1 Licensed Certifiers. Only a VSCCS Licensed Certifier identified as being competent in engine, fuel and exhaust systems can be engaged in assessing and certifying a vehicle with modifications to, or which affect, its noise or engine emission systems. 6 Evidence of Compliance Licensed certifiers must maintain evidence and make it available to support every statement of compliance as part of the VSCCS certification process. Evidence must include: • Evidence of equipment calibration • Data readouts • Detailed bill of materials of components fitted • Detailed photographs that clearly and unambiguously show the modification • Aftermarket component manufacturer information (component performance documentation) if applicable (see the procedure for VSCCS licensed certifiers “Using manufacturers approved aftermarket components in modified light vehicles” for your reference) • Completed checklist as per Appendix F The equipment must be capable of recording the relevant test data to facilitate verification and audit.NSW Government Gazette9 June 2023 Page 4 of 16 Part B Test Procedure 1. Test Requirements Engine exhaust emissions testing shall be applied to all petrol, liquified petroleum (LPG) and natural gas (CNG and LNG) fuelled light vehicles with spark ignition (SI) engines. These test requirements do not apply to vehicles fitted with two-stroke engines or diesel-fuelled, Compression Ignition (CI) engines. The type of emissions test required depends on the vehicle’s date of manufacture (DoM), ie its date of Australian compliance (or its build date, if the vehicle was built and used overseas before being imported and first registered in Australia), as follows: Vehicles to be checked Description For all vehicles 1. Visual inspection (see Part B section 4) 2. Visual smoke test (see Part B section 5) In addition to the above checks: ADR.37/00 vehicles 1. OBD/Engine control system check (see Part B section 6) ADR.37/01 and later vehicles 1. OBD/Engine control system check (see Part B section 6) 2. Two speed idle test (see Part B section 7) The following tests methods will be accepted as alternatives to the 2-speed idle test. a. Lambda: (see Appendix C) b. RG240: (see Appendix C) c. IM240: (see Appendix C) 2. Required Equipment 1. Scan Tool suitable for vehicle being tested (see Appendix E). 2. Tachometer providing engine speed in RPM (if required). 3. Non-contact thermometer to check catalytic convertor function and to check engine coolant and/or oil temperature. 4. Exhaust Gas Analyser – A non-dispersive, infrared gas analyser is required to measure the concentration of Carbon Monoxide (CO) and Hydrocarbons (HC) in the vehicle’s exhaust gases. A 5-gas analyser (see Appendix D) can be used for this purpose (ie using a suitable gas probe inserted into the exhaust pipe) and must be: a. Calibrated within the preceding 12 months by being zeroed with dry nitrogen or air containing less than 10 ppm CO, or 6 ppm HC (equivalent carbon response), as applicable and, b. Spanned with a CO or HC mixture, as applicable, which will result in a response equivalent to but not less than 70% of the full-scale deflection for each gas, and c. Zeroed and spanned using a secondary electronic or mechanical system prior to each measurement. 5. A provision to log and record engine parameters (engine speed and temperatures, etc), ECU and ODB codes and test results (this likely will be done by the Exhaust Gas Analyser or the ScanTool).NSW Government Gazette9 June 2023 Page 5 of 16 3. Preconditioning As a general precaution, it is advised to check that the vehicle has enough engine oil, the coolant level is correctly topped-up and there is enough fuel to carry out the test. Any known defect that may impact on the emissions test must be rectified in advance of the test appointment. Wherever possible vehicles should arrive to be tested with the engine at its normal operating temperature. Before carrying out the test, confirm that the engine is at its normal operating temperature by observing the vehicle’s water temperature gauge or by using a non-contact temperature gauge. If the water or oil temperature cannot be measured (eg in the case of a dry sump), check that either: a) the radiator cooling fan had cut in, or b) the top engine to radiator coolant hose is hot (measure this using a non-contact thermometer). If the vehicle is equipped with a manual choke, the choke must be off. For vehicles equipped with manual transmission, testing MUST be conducted with the gear lever in the 'neutral' position and with the clutch engaged. For vehicles equipped with automatic transmission, testing MUST be conducted with the gear selector will be in either the 'neutral' or 'park' position. Both instances shall have the handbrake applied. 4. Visual Inspection (for all vehicles) 4.1 Check for Exhaust and Fuel Leaks Ensure that there are no fuel leaks and there are no visible or audible leaks in the exhaust system. 4.2 Check engine systems and components Each vehicle requiring an emissions test must be inspected to ensure that the original equipment manufacturer (OEM) engine emission components, that were installed at the time of manufacture are present and functional in all instances. If OEM engine emission components are replaced by aftermarket components, information from the aftermarket manufacturer must be provided showing that the aftermarket component has the same performance than the OEM component (see the procedure for VSCCS licensed certifiers “Using manufacturers approved aftermarket components in modified light vehicles” for your reference). NOTE: contact the vehicle’s manufacturer for advice if these components are not detailed in the vehicle’s workshop manual. Emission-control related components include, but are not limited to, PCV or positive crankcase ventilation systems, EGR or exhaust gas recirculation, FEE or fuel evaporative emissions systems (including carbon filters) and exhaust after treatment devices (eg catalytic converters and particulate traps, etc) and sensors such as O2 or Lambda sensors. Component wiring and hoses/pipes connecting the various components to the engine must also be checked as they are often missing, damaged, by-passed or disconnected. Also ensure that a suitable OEM or equivalent fuel filler cap is fitted that is properly secured and sealed (emergency-type fuel caps and fuel caps with damaged or missing seals are unacceptable). A vehicle will fail if these components are missing, disconnected, damaged or inoperative. 4.3 Catalytic Converters Inspect exhaust system for presence of a catalyst converter. As its efficiency is affected by exhaust temperature it should be installed as close as possible to the engine unless an OEMNSW Government Gazette9 June 2023 Page 6 of 16 exhaust system is utilised in which case the original position of the catalytic converters can be maintained. If an engine has more than one independent exhaust system fitted (eg some V8 and V6 engines, etc), a catalytic converter is required to be present in each exhaust system. A catalytic converter may be a new or used OEM component, or an aftermarket universal or direct fit equivalent product that provides the same performance (the aftermarket component manufacturer shall provide this information). Using a contact or non-contact thermometer measure the surface temperature of the catalytic convertor(s) at a position not covered by a heat shield that is as close as possible (≤ 50mm) to the inlet and outlet of the catalytic converter. Deduct the inlet value from the outlet value, a differential temperature of 40⁰ Celsius or higher indicates a catalytic reaction is occurring and is acceptable (outlet temp should be higher than the inlet temp). NOTE: A lower temperature differential indicates a defective or inoperative catalytic converter that must be replaced before the vehicle can be further tested. 4.4 Check Closed Loop Engine Management and Catalyst Monitoring Systems Closed loop engine management systems are generally used on vehicles built from 1997. Catalyst Monitoring Systems are commonly found on (OBDII/EOBD) vehicles built from 2006. These are a further development of the closed loop systems and incorporate one or more O2 sensors, adjacent to (usually one before and one after) a vehicle’s catalytic convertors. Check the O2 sensor(s) are fitted and there are no defeat devices (commonly known as Check Engine Light Eliminators) fitted between an O2 sensor and that sensor’s mounting flange in the exhaust. NOTE: A CEL Eliminator is a spacer that is inserted into the flange and the oxygen sensor is inserted into it. This device is designed to reposition the O2 sensor out of the hot exhaust gases just far enough to prevent it triggering the MIL/CEL signal showing a catalytic converter was removed or is inoperative. Locate electrical circuit for each O2 sensor fitted and check for the circuit hasn’t been modified or had a defeat/eliminator device fitted (this device may be an intermediate plug-in, crimped or soldered length of cable and/or additional electronic components inserted, between the original (ie unmodified) wiring harness and a rear O2 sensor). These defeat/eliminator devices are designed to alter the electrical signal generated by the O2 sensors and prevent a fault code being stored and to prevent the vehicle’s Malfunction Indicator or Check Engine Lamp from illuminating. NOTE: The sensor circuit must be restored to original and (if found to be fitted) a defeat/eliminator device must be removed before the vehicle can be further tested. 5. Visual Smoke Test (for all vehicles) Once the preconditioning items have been completed: 1. Increase engine speed to between 2500 to 3000 rpm or half the maximum engine speed if this is lower. 2. Maintain that engine speed for approximately 20 seconds, then allow the engine to return to its normal idle speed. 3. Once the engine speed has stabilised, check the smoke emitted from the tailpipe. If the exhaust is emitting dense blue or clearly visible black smoke, apply the abbreviated NSW EPA Test Method 31 (TM-31) also known as the 10 second smoke rule (see Appendix B).NSW Government Gazette9 June 2023 Page 7 of 16 6. OBD/Engine control system check All vehicles originally fitted with an electronic engine control unit (ECU) by their manufacturers, must be checked for fault codes or unset readiness monitors (ie warning lamps, etc) on OBDII or EOBD equipped vehicles. (ADR.79/01 onwards for petrol fuelled vehicles). A vehicle built to ADR.79/01 or later must also be checked (ie using an suitable OBD reader) to ensure that its originally fitted ECU functions are within OEM specifications. If it has been modified (ie flashed, chipped or reprogrammed) or replaced by an aftermarket product, then an IM240 or RG240 test must be conducted (see Appendix C, and Appendix A for the acceptable limits). NOTE: this requirement is made under ADRs 79/01, 79/02. 79/03 and 79/04. For vehicle featuring a Malfunction Indicator Lamp (MIL) or Check Engine Light (CEL), check to confirm that it is functioning correctly, by switching the ignition key or starting device from “lock” or “off” to “on” and confirming that the MIL/CEL illuminates during the readiness self-test function, then extinguishes. With the engine started, check that the MIL/CEL remains extinguished. NOTE: A system fault is indicated if the MIL/CEL fails to illuminate then extinguish or if it fails to extinguish. Using a scan tool, each fault code or monitor related to the engine or emissions related components must be noted, then cleared and re-checked to confirm that an indicated fault code is no longer present. In some cases, for OBDII and EOBD equipped vehicles, it may be necessary to drive the vehicle using its manufacturer’s recommended driving procedures (ie drive cycle) to re-set and display/show fault codes and messages. 7. Two Speed (ie Low and High Speed) Idle Test Each 2 speed idle test of a motor vehicle must be conducted in the following manner, using the Required Equipment (see Part B section 2). For each vehicle: 1. Ensure the preconditioning items have been completed. 2. Insert the inlet end of a sampling probe into the exhaust pipe to a depth of between 35 and 50 centimetres from the discharge end of the exhaust pipe. NOTE: 1. If required for the purposes of testing, the exhaust pipe may be temporarily extended by attaching an extension piece, to the discharge outlet, which is sealed at the connection point, to prevent introduction of dilution air into the exhaust. 2. If the motor vehicle is equipped with more than one exhaust pipe, measure the exhaust gas concentration in each exhaust pipe - the maximum value to be recorded is the sum of the concentrations measured divided by the number of pipes 1. The low speed idle test: a. (without operating the accelerator pedal) ensure the engine is running at its manufacturer’s recommended idle speed; and b. 60 seconds after the probe has been inserted into the exhaust pipe, record the maximum value of the concentration of CO (in % vol) and the THC (in ppm) over a period of 30 to 60 seconds. 2. The high speed idle test: a. Operating the accelerator pedal, raise the engine speed until it can be stabilised within the range of 2500 to 3000 rpm b. 60 seconds after the probe has been inserted into the exhaust, record the maximum value of the concentration of CO (in % vol) and the THC (in ppm) over a period of 30 to 60 seconds.NSW Government Gazette9 June 2023 Page 8 of 16 3. Compare the recorded results to the limits table (See Appendix A) 4. If any of the exhaust limits are exceeded, the test may be repeated once, if the limits are again exceeded on the second test, the vehicle shall fail the test.NSW Government Gazette9 June 2023 Page 9 of 16 APPENDIX A ADR Emission Limits Limits Table (2-speed idle test limits): ADR DoM CO idle HC idle CO high idle HC high idle Lambda ADR.37/01 1997 - 2002 0.5% 300ppm 0.2% 100ppm 1.0 ±0.05 ADR.79/00 or later 2003 - current 0.2% 75ppm 0.1% 40ppm 1.0 ±0.05 ADR Emission Limit (IM240/RG240 test limits) ADR DoM CO g/km HC g/km NOx g/km Lambda ADR.37/01 Jan 1997 2.1 0.26 0.63 1.0 +/-0.05 ADR.79/00 (Euro 2) Jan 2003 2.2 0.28 0.22 1.0 +/-0.05 ADR.79/01 (Euro 3) Jan 2006 2.3 0.20 0.15 1.0 +/-0.05 ADR.79/02 (Euro 4) July 2008 1.0 0.1 0.08 1.0 +/-0.05 ADR.79/03 (Euro 5) Nov 2013 1.0 0.1 0.06 1.0 +/-0.05 ADR.79/04 (Euro 6) Nov 2016

Converted vehicle - Emissions update. In the state of Victoria, the IM240 test requirements have changed. Pre-ADR37, and all ADR36 vehicles no longer require the IM240 test for modified or converted engines. They will require an EPA Idle test. https://www.facebook.com/SMVASS/posts/2565493183528610

Section LA Engines Version 2.0 – 1 January 2011 Page 6/LA41 1 SCOPE Section LA outlines the minimum design, installation and fabrication requirements for the following light vehicle modifications involving engine substitutions and modifications. 1.1 BASIC MODIFICATIONS NOT REQUIRING CERTIFICATION The following are Basic Modifications that may be performed without certification providing the modifications are carried out in compliance with the requirements detailed in Clause 2 General Requirements:  Fitting a replacement new, used or reconditioned engine;  Fitting a manufacturer’s optional engine together with any associated components as supplied by the manufacturer for that same model vehicle;  Fitting replacement original equipment engine and exhaust components;  Fitting replacement original equipment, equivalent or better, components that have no influence on engine performance or emissions (e.g. higher volume oil pump than original); and  Fitting equivalent engines with an increase of up to 20% of original power. In all of the above cases, if the engine is modified, it must be certified under the relevant Code of Section LA.

The early emissions ADR has been deleted, to my knowledge In Vic, emissions testing is only required now, for conversions in post-1995 vehicles It would probably fall back to the 20% power increase rule? 20% over the highest powered engine, available from factory for the applicable model

Some archived info from around the net, on fitting a BA-BF wiper motor to XD-XH Falcons Ford Falcon XD XE XF Hi all, Looking to improve the windscreen wiper performance on an XD. Has anyone been able to improve it Re-firb or re-fit Facebook.pdf

Do the front parkers work? I'd suss the binnacle switch, and/or relay Remove the relay and jump the load side relay contacts, using low amp test light (in case of wiring short)