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Perhaps the fuel tank breather is blocked, try driving with a loosened petrol cap.
Did it misbehave before the new fuel pump? I've seen some awfully dodgy pump refits. Perhaps the fuel return line isn't filling the surge pot all the time and it runs out. Some surge pots use the return pipe to operate a jet pump to get fuel sucked into the pot to the point of overflowing. Not sure of the exact arrangement of the surge pot on this vehicle, just an idea.
Yes it was doing it prior to the pump replacement, the reason for the replacement was I snapped the plastic nipple off the housing trying to get a hose off.Quote:
Originally Posted by bee utey
I did notice when checking the C.A.S today that the wires going to the senser have the coating cracked and missing in a couple of spots.
The C.A.S tested up within spec.
Cheers Ean
Classic falcon issue here, which nearly all the time can be either coil, dizzy or both. I had an el ghia 6 cylinder which at one stage presented with exactly the same symptoms as you have described. New coil pack fixed her. Pretty common for them to go after a while an break down under heat, getting worse & more frequent. Ford manual will guide you through some simple tests on the dizzy componants measuring resistance & voltage across different points to get to the fault but almost certainly will be the dizzy as you have replaced the coil already. If you get the specs for the dizzy to test, get the ones for the coil also if you don't just buy the manual, as the test on that would only taken a novice 30 min, testing the resistance of the coils primary & secondary windings, then compare with factory specs which would same ya a few quid down the trackQuote:
Originally Posted by Ean Austral
Guess what, neither the EF nor the AU runs a dissy.;)Quote:
Originally Posted by chang
EF/AU1 coil pack:
https://www.aulro.com/afvb/images/im...012/10/161.jpg
AU2 coil pack:
http://sparecarpartsmelbourne.com.au...-COIL-PACK.jpg
Actually the EF had either,you could get them with a distributor and HEI coil,or with distributorless with the coil packs.
But yes the AU are all coil packs;)
Never met an EF with a dissy, and I've gassed a few. Must be rare (or misidentified EL's).Quote:
Originally Posted by LowRanger
Ahh I stand corrected, thought they were all pretty much same same from ef to au just with VCT being the major change.
you factory ordered a distributor for dual fuel to reduce the back fire.EF-EL.the problem is severe on start up and at stumble idle speeds when they waist spark into the intake.
later cars with tickford system are different storey as they cant start on gas and step motor adjust mixtures.I guessing they had so many for production quota and Ive seen many that the owners had no idea of of the different spec engine.but never seen distributors on higher spec models.
no dist with VCT.but i have seen XR6 with non VCT and distributor.
most-not all of the manual vehicles also had distributors.
A mate working for a large fleet buyer,used to get upset that his work would not buy manual LPG vehicles.and the hand full of XR6 manual cost less to run and bigger resale.I often had a shot at his driving style because the adaptive transmision cant cope with constant manual shifts.
Im certian it was done to upset him but his 6 monthly up date -coincided with auto only LPG batch runs.:)he later got a promotion and an auto camry.
no AU distributor as it has a CAM signal-sequential injection and duel fuel starts on petrol.
gas only-big bangs at low engine speeds--and i was suprised to see some in manual.the air clener doesnt self destruct like the early types.
EF-EL you can fit a distributor and trick the coil signal to suit 1 coil.
AU the compressor bracket fowls the distributor.I have fitted sanden compressor kits to AU utes on gas with distributor and EA CFI/Weber impco gas.
Problem.. Crank Senser wiring lost some of their coating and shorting out.
New senser and wires.
Cheers Ean
a a P/S.
the neighbours AU fairlane VCT cooked the engine wiring and I remade a loom.to suit it as a duel fuel-impco.
the crank angle and cam signal had a seporate harness that came around the front under a plate---and intermitantly shorted.
P/P/S
VN commodore-had a stand alone DFI pack-the DFI module was under the coil pack.
it was a lot different to the american version having 3 differnt length slots on the crank to trigger each cyl.and 18 slots to indicate engine speed and crank angle.the american has 1 i think to indicate no 1.
the 3 slots are different lenghts and the idea was it could work out what cyl was firing by looking at the other even spaced pulse.
it cant----if the engine kicks back or the rpm is irratic---big bang.
the later VP engine can turn off one coil during cranking and other times.untill its happer the engine is running properly.other cars im told do the same.