Panko

The way I interpreted it is that you need the J3 to remove feature the EL computer runs that you don’t need on earlier cars. But hey, I don’t own an E series, so I clearly interpreted that wrong. Yes I read the information correctly. @revhead I believe if you buy the chip and tuner as a package they send you a blank chip to write your own tune. Mine came with the tune loaded to suit the engine specs I had given. Obviously they can’t get it 100% without having it on a dyno or a way to log the AFRs.

Follow this link below. it will give you all the details you need. You will need a J3 chip, and they supply them. When you order the J3, they will ask for what cam specs you are running. The can delete the BBM control so it wont matter that you are running a log manifold. all of that. they will custom write you a tune onto the chip. I have just done EL injection conversion on my XF with the crossflow. and for a tired old 335000km crossflow, it made a world of difference. https://www.tiperformance.com.au/knowledge-base/fitting-an-el-ecu-to-an-ea-ed-falcon/

yeah but hate inherent vibrating/echoey noise you get without it. Ill probably use the Car Builders stuff, which looks pretty neat.

yep. thankfully hasn't gone through to the upper side. so ill take the bonnet off, and go nuts on the underside cleaning it up, and spraying the inside, then install new matting.

I have created a small job ahead on the Escort.... exploding batteries

Does anyone know where to source some fancy ignition lead holders/separators? Main thing is that they can take 6 leads in one unit. Im looking for something along the lines of the ones in the pic below. All i can find are 4 cable ones for V8s, and none are really surface mount like what I want.

thanks for that. Ill also get in touch with Ti Performance to see what they say, but they dont really support crossflows. they have been great thus far helping me with this conversion

OK I'm digging this one up again lol I have just finished converting my XF Ghia to EL injection today, and it runs great. Im just after some advice though from any of you who have done this conversion to an existing EFi XF.. the install instructions for the J3 mention you need to set the base idle speed down to 500-550rpm with the ISC valve unplugged. I tried this, but the idle screw on the front of the throttle body did basically nothing to affect the idle, even when it was wound in almost all the way. Is this normal with this conversion? Or am i likely to have done something stupid like adjusted the throttle cable up and its holding my throttle open?

hi marcus, there are way too many variables. The most common thing that would cause this is a dead hydraulic lifter. The tappets, or rockers if you will, they generally don't need replacing, but what drives them does. That being lifters, and pushrods. are you able to post up a video of the issue? If it has been sitting that long, it may take some time to get things running as they should. My bet will be a sticky lifter, that may eventually come good again.

Does anyone know what rating the fuse for an EL HEGO sensor is? Im converting the XF to EL injection, and my understanding is the HEGO has its own fuse. Is this correct? If so, what rating? @SPArKy_Dave @Thom either of you guys know the answer? Cheers

thank you again. on the EL ECU pinout, it has an earth listed for the HEGO, but i figured it can go anywhere on the body, which you confirmed.

@SPArKy_Dave or anyone else does the HEGO have to earthed via the ECU or can it be grounded anywhere? id imagine anywhere, right?

sshhh don't jinx me haha TBH im anticipating ill have issues. its just my shitty luck haha. but so far everything is going the way i expected it to go.

Thank you. that is a heavy load with any luck ill have it running with EL injection by the end of the week

Could be. It is an XG which according to David is an ED ECU. i have a feeling i will be asking similar questions when i convert the XF over. Im still not 100% i have it wired up correctly for EL injection

read through this link below. https://www.tiperformance.com.au/knowledge-base/fitting-an-el-ecu-to-an-ea-ed-falcon/

thats right. who was it that had the 1600? I dont need the auto but the engine could be nice

8mm? You missed the "0." bit haha maybe just the angle. can tell you now its right. 0.8mm

believe it or not, factory spec. 0.8mm according to workshop manual.

I took the Escort for a drive today, just to confirm that the issues are resolved. Last day of nice weather here in Melbourne before the rain hit. The car started super easy, and is definitely driving like an absolute dream. It seems happy with the vac advance disconnected, still pulls nicely. Although it drives nicely, the engine's blow by is sever enough that when i give it plenty of throttle and revs, the oil vapours coming back out the rocker cover breather is enough i get a good smell in the cabin. So, im keeping an eye out for a good 1600. I checked the plugs after taking it for the drive today, and this is number 3. finally, it appears i have the mixtures pretty good. The colour of the plugs was pretty much even across the board. im pretty happy with this colour of the plugs now, evidence its running the best it can given the condition of the engine.

Yes correct. It is a direct swap yes. I just figure with how tired the 1300 is, i dont think I’ll achieve anything in regards to performance from a good dizzy on it. the current setup is reliable enough, and now that its running better with the vac advance disconnected, unless it completely dies, its reliable enough for this engine. on a side note. Thanks to @Mr Polson for delivering them a couple years back, i have a set of .020” oversized 1300 pistons. If i ever wanted to built a high comp, 1600 screamer, id stick the 1300 pistons in a 1600, which ups the compression quite a bit. It would also rev pretty hard with that setup. Or for something different, money no object, 1300s can produce good power. There is currently a Mk1 race car for sale which is only 1300. Freshly built race engine producing 108hp at the wheels. Thats nearly double the power a stock 1300 made at the flywheel

To be honest, I wont bother putting a decent setup in this engine. If i see a running 1600 come up for sale any time soon, i wont be hesitating to jump on it. With that, a decent ignition setup, mild cam, all my hang ons and all of a sudden the car will have 70-80kw, about double the current power. there is one on gumtree with a 4 speed (which is different ratios to 1300), long piped headers, complete engine etc. going for $1000. Definitely cant afford that at the moment, and it looks like its been sitting a long time. Headers are super rusty etc. probably suit a rebuild, which i cant afford right now

I agree. However, when they work, these engines benefit big time from electronic ignition. I have a complete points setup, but after having issues with getting the points dizzy to be reliable when i first got the car, and no issues until recently with the electronic dizzy, i think i just need to bite the bullet a buy a scorcher for it.

haha nooo its an AccuSpark. cheap chinese.

well another day spent trying to find the issues with this problematic little car, thankfully to some success this time. I checked voltage at coil, and when its running, the coil is receiving 13.2v. So either someone has already bypassed the resisted wire in the past, or it doesn't have it. from there, i pulled the carburettor down, and changed the accelerator pump diaphragm, because i had a spare...no difference. changed the aux venturi on the main side with one from an older 32/36, because of a really bad casting, left a hole on the inside the venturi...made no difference Checked the power valve was working, yep all good. I then disconnected the vacuum advance, and blocked the vac line back to the carby, and hey presto, the problem is gone. the car feels better to drive, more responsive, and yeah the misfire has gone. Obviously something up with my cheapo distributor. ill leave it for a few days before i drive it again, and see if the issue is still resolved in a few days, maybe a week perhaps.