BA 240T internals into a EF OHC 6?

[Anonymous]

There's alot of aftermarket back up already for the 240T engine, but alas I've choosen the forgotten middle child 4.0 SOHC engine to use in my ute (Yes I know I still haven't got it running). But what I was thinking was maybe the now available rod and piston kits available for the 240T engine might be able to be used in my SOHC engine?
Anyone know rod heights and big/little end sizes, piston dia's, pin heights etc etc verses 4.0 Sohc specs.

Most likely the piston crown would be different due to having releifs for 4 valves not 2 but I think the could be addressed at time of manufacture?

 

[xctasy]

The rods and pistons will interchange with ease.

The profile of the fillet radius around the rod bearings and the space avaliable will be the same as the earlier engines. I'm not certain how the oiling galleries are arranged, but they should be the same.

The AU and BA crank isn't interchangeable to an EF as it is.

That's 'cause of

a) the bigger 2.65" mains they used.

(I guess if it were cut down to the 200/250/3.9/4.0's 2.4" diameter. Thats a 300 buck machine down.)

b), and the front snout needs the oil gear removed and reworkd for the sohc timing gear. That may be easier to do than you may realise.

c) the flywheel crank flange should be the same, but Ford have a habit of changing the neoprene seals for other types which can be a pest to rework.




AU and BA's are twins under the head gasket level. There was a different crank gear for the single row chaine used on the BA while the ealier AU used a dual roller chain. Both use the front g-roto pump, much like the Japanese dohc engines use.

The cranks of the 1960 to 1998 Falcons are missing the integral front pump, as they were all closely related.

The pre AU engines were really just heavy reworks on the ohv engines. From memory, the first ones from 1960 to 1994 had 10 balance cranks, then a second rework with 12 balance weights with the ED. The interferance of the hex driven oil pump on early I6's was the reason for the 10 balance crank. With the EF, they reworked things to get rid of the distributor, and gained a little extra space for the smoother crank.

The AU needed space for the RB 30 Nissan style stud girdle which was based around a very stiff alloy sump. There wasn't enough space for an oil pump, and with the planned turbo variant and need for a close hydraulic source to operate the Variable Valve Timing.

 

[DYNOED250]

THe au motor uses same oil pump as ef... The snout driven oil pump was first used in ba..

THe au def has a hed driven oil pump it looks the saame as earlier engine.. ive pulled down a few au motors all ready.
Some EL motors run au parts, the block has a vR casting number on the drivers side, this motor is very uniqe found in the last of the els . It has the big crank journes and long rods, it also runs au head valve train and 1.8 rocker ratio.. .
And it has the steel sump still, and will go right into any e esries where as the au/ba motor wont go into ef'/el easly

 

[XETURBO]

Just wondering arnt all the conrods the same threw to the el series and au and ba different i think their longer

 

[addo]

Some EL motors run au parts, the block has a vR casting number on the drivers side, this motor is very uniqe found in the last of the els . It has the big crank journes and long rods, it also runs au head valve train and 1.8 rocker ratio.. .
And it has the steel sump still...

I think there is something pretty special in this info. How hard to fit a BA head to these blocks?

 

[Anonymous]

Ok so working on this info BA XR6-T Rods and pistons will work in a EF engine?
What would be the advantage if any using a AU/BA crank? My engine has only done 66,000km total!

The rods and pistons will interchange with ease.

The profile of the fillet radius around the rod bearings and the space avaliable will be the same as the earlier engines. I'm not certain how the oiling galleries are arranged, but they should be the same.

The AU and BA crank isn't interchangeable to an EF as it is.

That's 'cause of

a) the bigger 2.65" mains they used.

(I guess if it were cut down to the 200/250/3.9/4.0's 2.4" diameter. Thats a 300 buck machine down.)

b), and the front snout needs the oil gear removed and reworkd for the sohc timing gear. That may be easier to do than you may realise.

c) the flywheel crank flange should be the same, but Ford have a habit of changing the neoprene seals for other types which can be a pest to rework.




AU and BA's are twins under the head gasket level. There was a different crank gear for the single row chaine used on the BA while the ealier AU used a dual roller chain. Both use the front g-roto pump, much like the Japanese dohc engines use.

The cranks of the 1960 to 1998 Falcons are missing the integral front pump, as they were all closely related.

The pre AU engines were really just heavy reworks on the ohv engines. From memory, the first ones from 1960 to 1994 had 10 balance cranks, then a second rework with 12 balance weights with the ED. The interferance of the hex driven oil pump on early I6's was the reason for the 10 balance crank. With the EF, they reworked things to get rid of the distributor, and gained a little extra space for the smoother crank.

The AU needed space for the RB 30 Nissan style stud girdle which was based around a very stiff alloy sump. There wasn't enough space for an oil pump, and with the planned turbo variant and need for a close hydraulic source to operate the Variable Valve Timing.