Lots of engine conversion questions seem to pop up so I though that a thread that summarised the various conversions would be a good idea. Ill list some basic information and give an overview of what is requied to retrofit engines in to different. I havent done these conversions myself, just summarising what others have said so please post any corrections.

First, a bit of a summary about the engines

EA-EB CFI - 120kw
3.9 engines fitted with a carby type intake that has 2 large injectors inside. Ignition was TFI, the have different distributors to the multipoint engines (chopper wheel in the distributor has all the same sized teeth, in multipoint dizzy’s 1 tooth is narrow).



EA-ED MPEFI - 3.9 139kw, 4.0 148kw
3.9 or 4.0 engines fitted with log manifolds and TFI distributors (different to CPI distributors). MPEFI engines use a larger fuel pump. All of these are more or less interchangeable.



EF - 157kw
4.0 engines fitted with broadband manifold. The ECU of these engines fires a vacuum solenoid to operate butterfly valves within the manifold to change the runner length from long to short at 3800rpm.

At low rpm, the short runners are closed forcing the intake air to go through the long runners. As it goes around the air pics up intertia which boosts low down torque. As RPM increases, the long path becomes a restriction so the short runners open up and air is allowed to take a short cut to the head.


These engines have a cam angle sensor fitted where the TFI distributor sits in earlier engines and use EDIS and coil packs for ignition.



EL - 157kw
Use the same broadband manifold as EF’s but were fitted with TFI distributors. EL engines that came out after January 1998 were fitted with AU heads and crank shafts

EB-EL XR6 - 161 to 164kw
Same as the standard, but received larger exhaust valves (41mm vs 39mm for stock), upgraded fuel pressure regulator (300kpa vs 250/275 for stock depending on model), different cam shafts, mild performance head and retuned ECU.

AU - 157kw
Fair few changes here. In the bottom end, the crank got larger main bearings longer rods (6� compared to 5.88� in e-series). The rocker gear changed from 2:1 ratio to 1.8:1 (cams are not compatible with earlier engines). AU also received a alloy sump. Ignition went back to coil pack EDIS. AU's got sequential EFI at low rpm (below 3000), at higher rpm injection went back to bank fire.



Thanks Voxace for the pics

BA - 182kw
Lots of changes here. Dual overhead cams with variable timing, coil-on-plug ignition, true sequential efu, etc. etc.


ENGINE CONVERSIONS

4.0 into X-series with with carby
*Im doing an EFI conversion at the moment so will add info on that soon

This info thanks to fastleno











EA-ED MPEFI to EA-EB CFI
2 options
1. Remove the manifold and distributor from new engine and replace with parts from the CFI engine. Install and drive
2. Install mpefi engine complete with manifolds. Need to change engine loom, ECU, and fuel pump to mpefi items.

EL to EA-ED
The EA-ED ECU is not tuned for the broadband manifold and will not be able to switch the runners at 3800rpm. There are 3 options for this conversion
1. Use the EA-ED manifolds, leave everything else the same
2. Use the EL engine complete with ECU and loom
3. Fit EL engine with EA-ED ecu and use a RPM switch to change the runners at 3800 rpm. This will get the runners switching but the tune will still be out. It is the timing that seems to be most affected resulting in either poorer low end performance or pinging on short runners.

EF to EA-ED
Same issues as EL to EA-ED but also have different ignition. Easiest option is to replace the cam angle sensor with a distributor and install as if its an EL engine.

AU to EA-ED
Due to the larger alloy sump the AU bottom end wont fit in the ea-ed k-frame as is. To get around this, grind the front of the sump until it fits. Easist to then fit a TFI dizzy in place of the cam angle sensor and install as EL engine.

Picture of an AU sump modified for ea-ed (taken by Injected_250)



AU to EF/EL
The EF/EL got an upgraded k-frame which is even more confined than the EA-ED. Because of this, it is not possible to grind the AU sump to get it to fit. Instead, the front cross member of the k-frame can be modified to clear the sump or the sump can be modified to clear the k-frame. Once this is done, fit the sensors from the ef or el engine and install.

pic of a EF/EL k-frame modified for AU engine (taken by BOOSTEDEF). Sump has been cut vertically either side of the sump, the middle pushed forwards and then welded up.



Picture of a modifed AU sump in an EF/EL k-frame



BA into e-series
This is somewhat of a grey area as few have attempted this mod to date. It seems to be generally agreed that the engine mounts will match up to those of earlier series cars, and that similar sump modifications are required as AU engines. Also, the larger DOHC rocker cover on the BA engines will not fit under the bonnet so bonnet modifications are required. The engine management is also significantly different, and due to its complexity it looks troublesome to retrofit the BA ECU and looms into earlier cars. Aftermarket engine management looks like the most favorable option. Shouldnt be considered unless you have lots of time, skill or $.

BA into E-series pics: JET XR - note engine height





I am in the process of a SOHC to x-series conversion at the moment so ill give some details as to what is required for that soon.

Last edited by stockstandard on Tue Oct 24, 2006 9:17 pm, edited 8 times in total.

This should be a sticky. From what I can see it all seems correct. Top work.

That great stuff there, good work.

vote one for sticky!

good work!

lol i'm NOT post whoring!

sticky

There are a few issues I havent mentioned (smartlock, belt configurations, AC compressor mounts). Ill try to remember all the details and update the post.

BTW - I have stolen lots of these pics from the web. If its yours and you would prefer it not to me used let me know

Well done stockstandard this really answered a few qns i had about the EF - BA engines i've seen on ebay and thought about dropping into my ED.

Keep up the good work.

YES well done every thing looks good

great infomation there, but i have been told by a wrecker that they are able to modify the sump of an au engine to fit an ef/el. i'll investigate this and get back to you, as i maybe replaceing my engine with an au one (Damn oil leaks **shakes fist**)

Yes the AU sump can be modified by cutting and welding a new front section as shown in this picture



This may be a better option if your into keeping thing legal as I would imagine there might be issues with cutting the k-frame (require engineering?)

i vote this a sticky also,
great job

ah yea sweet, that must be what they meen, they said they can modify it for me for $100

what would i gain from gettin an au motor put in over gettin my oil leaks fixed in my ef?

Nice work

could you use the sump from an earlier engine on the au to overcome the space issue also?

heh ill be sticking the ea engine in the ef soon, so i can rebuild the ef engine a bit, so i will let you all know how that goes (dont laugh the ea has no leaks and is a freshly rebuilt engine lawl)

great work there Stockstandard

im sure ive read the answer to this somewhere. the AU sump wont bolt up to the EF/EF bottom end will it?