The XE 4.1 EFI system has one type of Bosch LEII Jetronic injection contol unit..
It was very basic when we look at it now but was cutting edge in Feb 1983. The set up was just a rip-off of the BMW 735i system, without service indicators and the full DME ECU. It was set up to provide maximum torque, and almost out performed a fully loaded 302 V8 car with a braked 3500 pound trailer. Electronic ignition was not fully integrated into the ECU, and there was no oxygen sensor, closed loop cyle or unleaded fuel on Australian vehicles. The Australian Design Rules (ADR 27a,b or c) specified the maximum emissions and unleaded fuel and catalytic covertors were not part of the game until the ADR 37(US 1975) emissions specs in Jan 1986.
The XF 4.1 EFI system has two types of EEC electronic contol units:-
1. 85 to Jan 1986 pre ADR37 (leaded gasoline). The earlier ECM is not as smart as the later one, but dosen't need an oxygen sensor.
2. Jan 86 to Jan 88 post ADR 37 (unleaded gasoline).
I'm unsure if Ford ran a 2-way cat system on the ULP engines after 1986, but it does have full ignition mapping. The earlier ones were rather basic, and didn't deal with things like propane very well because you couldn't do much with the ignition advance curve without getting into the control unit. The post '86 ULP engines had integrated systems.
The Cross flow Iron Heads had two versions:-
1.July 1976 to March 1979 Falcon XC and Cortina TE engines which were not alloy head, but still cross flow, were very strong engines.
2.For Post March 1979 XD Falcon /TE Cortina Ford did do considerable alterations in 1979 with the advent of the XD series. There were port alterations, compression changes and these engines were starting to get as strong as a stock 2V 250, even with ADR 27A spec EGR and the retarded but reliable 1V carb. On a US 200, the weight would not be an issue. Ford claimed exactly 23 kg's of mass saving on the alloy head 1980 XD engines, and 51 pounds extra on a cast iron head may put it just above a stock non-crossflow head with integral intake.
And the canted valve nature of the chambers is always a plus.
Two other things.
1.Cast iron is quieter, so an XC/XD/TE cast iron head would have less Noise, Vibration and Harshness.
2. Canted valve engines, polyspheric and semi-Hemi engines like the Geelong 3.3/4.1 cross flows are rougher than the wedge head non-cross flows. This is due to the flame speed and combustion chamber shape. I've noted this before when comparing non-crossflow XB Falcons to cross-flow XC's. The XB seems quieter, the XC is louder. The iron cross flow XD is louder still, but thats because it was a nasty boomy bodied lightweight car with 255 pounds taken out of it, but the XD Alloyhead engines are a lot noiser than the cast iron XD's. The 2-bbl XE's and XF's were very quiet.
Footnote:-
People have noted that even a 1982 302/351 Cleveland with cast headers is much noiser than a tubular header 5.0 Mustang engine of the same year if the same single exhast system is used. This may be because of the head design differences between the Clevelands polyspheric heads and the Windsors wedge heads. Both engines ran the similar unbalance factors, and exactly the same firing order.
