Identifying el and ef blocks

[Menice 331]

I've recently put a supposedly el motor from wreckers into an eb falcon, Now i've heard that ef and el cranks are balanced differently how do i double check which block i have, its running and everything seems to be fine except i've got a slight vibration from around 1000-1500rpm and looking up that problem tells me to replace the balancer but i used a fairly new one as it came of a rebuilt eb motor with serp belt setup before the aux shaft seized which should be the same as el... 

[Stevemack 122]

Check the casting number on the side of the block, anything like 94DA and upwards i think are EF onwards.  88DA 92DA etc are early blocks.  I think.

[Stevemack 122]

Still shouldn't be a block problem, more than likely it's a balancer.

[Menice 331]

If they gave me an ef motor then wouldn't using an El balancer throw it out due to the different crank balancing or do they use same?

[Menice 331]

Head is 96DA and the block looks to be VR2A took me a while to find the block as it was behind the gearbox support arm thing

[Mr Polson 10,214]

Decode the engine number?

 

Or - forgive me if this is dumb, I don't know a lot about 4.0L, but if EF had coil packs wouldn't there be no hole for a dizzy? And EL went back to dizzy?

[Menice 331]

Decode the engine number?

 

Or - forgive me if this is dumb, I don't know a lot about 4.0L, but if EF had coil packs wouldn't there be no hole for a dizzy? And EL went back to dizzy?

 

yeh i think i've cracked it, looks to be a el-au hybrid motor not sure on the specifics of whats changed... nah still same block, there's a synchronizer or something like that in place of the dizzy from what i can gather

[XHXR6 36]

yeh i think i've cracked it, looks to be a el-au hybrid motor not sure on the specifics of whats changed... nah still same block, there's a synchronizer or something like that in place of the dizzy from what i can gather

 

These are the specifics if you're after them, Found them on another forum. 

 

4.0L Engine Revision

 

As of January 1998, EL Falcon will be fitted with a revised I6 engine. The revision will be completely transparent as far as the Customer is concerned (no change to engine appearance, power output fuel economy, service requirements, etc). It will also be transparent to you as far as basic engine maintenance and diagnostic procedures are concerned.

 

However, where internal engine repairs are to be performed, it is important that the Technician realises the difference and is aware of the unique engine re-assembly procedures and specifications.

 

Interchangeability of parts between the old and the new level engines is not possible except where replacement part numbers are unchanged. Do not attempt to fit new level parts to the new engine, or vice versa.

 

 

Vehicle Identification

There will be a period during January 1998 when both the old and the new level engines will be used at the Assembly plant. Thus the vehicle build date may not necessarily identify the level of engine fitted to the vehicle.

 

Old level engines can be identified by a 95DA of 95DT casting on the cylinder head and a 96DA casting on the engine block.

 

New level engines can be identified by a 96DA or 96DT casting on the cylinder head and a VR2A casting on the engine block.

 

Note: Approximately 1,600 of these new engines will have the old level head and valvetrain fitted. The same idetification method may be used to individually identify new/old level heads.

 

Generally speaking, the engine dissassembly/assembly procedures are unchanged. The main difference is the size and shape of various internal components. It is important that only new level components are used as replacement parts as in many cases the old level parts will not fit or will lead to the failure of other components.

 

With respect to major engine repairs, the main points that you will need to keep in mind are:

-revised hardware tightening torque specifications (some components are now 'torque to yield').

-revised bolt tightening sequences.

-revised camshaft-to-crankshaft timing procedure.

 

 

Lash Adjuster Removal

The procedure for lash adjuster removal is unchanged. However the retaining ring has been deleted so that the piston may separate from the main body during removal if care is not taken. It is still recommended that the lash adjuster not be dismantled.

 

 

Parts Information

The following list identifies the upgraded parts used in the Falcon I6 engine

 

-Engine Block (identified by VR2A casting instead of 96DA)

-Crankshaft

-Crankshaft Sprocket

-Idler Sprocket

-Idler Sprocker Bolt (black finish)

-Timing Chain

-Crankshaft Main Bearing Caps

-Main Bearings

-Con Rod Nuts & Bolts (WR2A stamped on bolt) - torque to yield

-Flywheel Bolts (auto trans only)

-Cylinder Head (identified by 96DA or 96DT casting insted of 94DA or 95DT)

-Camshaft

-Camshaft Sprocket

-Camshaft Sprocket Bolt (black finish)

-Inlet and Exhaust Valves, Guides, Springs and Stem Seals

-Rocker Arms and Washers

-Rocker Shafts and Supports

 

Torque To Yield. Components MUST be discarded and replaced if removed or loosened.

 

Specifications.

-Con Rod Nuts : 25Nm, then rotate an additional 90 degrees.

-Camshaft & Idler Sprocket Bolts : 20Nm, then rotate an additional 40 degrees.

 

Hope it helps,

XHXR6

[Menice 331]

Yeah cheers, I'm guessing the upgraded parts are au... Hopefully I don't have dramas with timing a eb head and cam on it with the "revised camshaft to crankshaft timing"

[Stevemack 122]

VR2A is the best block to have, you're right it's the el-au hybrid.  The balancer type won't make any difference but it sounds like the problem you're chasing.

[Menice 331]

Yeah hopefully it's just that, will get it changed when I do the head and cam. Been so many other noises and little things I've been able to fix it'll be good once it's all done and if it's as simple as a balancer