2.9i Auto conversion - how to?

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greeny
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Re: 2.9i Auto conversion - how to?

Post by greeny » Sat Dec 06, 2014 10:36 pm

Or fit a played with 3.5 cologne


Babe the GTC number 229 and and Smurfett the 1400 SST. Ness the vw t4 van/dayvan/camper
Previous 3.0v6 X type jaguar triumph acclaim scimitar SE4A 663 (ex Collin Watson coupe) 2x se5a's 2x SS1 1600s and a load.of other things I can't remember!!!
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Re: 2.9i Auto conversion - how to?

Post by Corky » Sun Dec 07, 2014 8:35 am

AJL Electronics wrote:The whole point is to get the benefit of the EFI efficiency.
Martin who bought my GTC (404), bought the full kit for a 2.8 EFi. Basically everything you need to turn your standard 2.8 into the very rare 2.8 EFi. IIRC it consisted of the plenum, injectors, ECU, MAF and dizzy. A bolt on and wire up exercise as I understand it...

However he couldn't find anyone to fit the parts for him, so advertised them on here (I don't think they sold). If this is of interest, it may be worth dropping him an email.

The big benefit that I see, is that you don't have to fabricate new exhaust manifolds or reconfigure the plumbing.


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Re: 2.9i Auto conversion - how to?

Post by greeny » Sun Dec 07, 2014 11:14 am

Corky wrote:
AJL Electronics wrote:The whole point is to get the benefit of the EFI efficiency.
Martin who bought my GTC (404), bought the full kit for a 2.8 EFi. Basically everything you need to turn your standard 2.8 into the very rare 2.8 EFi. IIRC it consisted of the plenum, injectors, ECU, MAF and dizzy. A bolt on and wire up exercise as I understand it...

However he couldn't find anyone to fit the parts for him, so advertised them on here (I don't think they sold). If this is of interest, it may be worth dropping him an email.

The big benefit that I see, is that you don't have to fabricate new exhaust manifolds or reconfigure the plumbing.

The biggest saving grace for the 2.9i ford is that the exhaust manifolds for it are available from walkers off the shelf.


Babe the GTC number 229 and and Smurfett the 1400 SST. Ness the vw t4 van/dayvan/camper
Previous 3.0v6 X type jaguar triumph acclaim scimitar SE4A 663 (ex Collin Watson coupe) 2x se5a's 2x SS1 1600s and a load.of other things I can't remember!!!
GTC drivers doing it under canvas since 1981!!
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Website scimitargtc.co.uk
12601 14846 18/09/12

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Re: 2.9i Auto conversion - how to?

Post by AJL Electronics » Sun Dec 07, 2014 1:55 pm

This thread was meant to be a reference guide HOW TO convert to near Middlebridge spec, rather than one exploring alternatives. ;-) I have found some useful information and manuals etc over on this site: http://granada-and-scorpio.com/phpbb/viewforum.php?f=5 . When logged in, there is more info, including a rebuild guide for the A4LD.


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Re: 2.9i Auto conversion - how to?

Post by kennatt » Mon Dec 08, 2014 9:20 am

indeed,gone way off course,was just thinking the same.



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Re: 2.9i Auto conversion - how to?

Post by AJL Electronics » Tue Dec 09, 2014 3:25 pm

Typical engine bay layout in a Granada. This is a 1990 Ghia model.
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Re: 2.9i Auto conversion - how to?

Post by AJL Electronics » Tue Dec 09, 2014 3:26 pm

Close up of the TPS. they come in two types, clockwise and anti-clockwise. This one is the latter. They are more than twice the price of the clockwise for some reason.
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Re: 2.9i Auto conversion - how to?

Post by AJL Electronics » Wed Dec 10, 2014 10:05 am

Fault diagnosis and repair:

Fault was a flat spot on acceleration, a "digital" accelerator at 60MPH ish and harsh changes. Sometimes it would stall, cold or hot.

Initially tapping the TPS provoked all sorts of rough running. It was removed and connections / cable checked OK. On a meter, the resistance seemed to vary as it should with no dead spots. Re-installation left the flat spot.

The TPS was replaced and seems to have sorted all the issues so far.


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Re: 2.9i Auto conversion - how to?

Post by AJL Electronics » Wed Dec 31, 2014 10:15 am

An exerpt from a publication, detailing the EEC-IV system and engine management.

http://www.andrewc.org.uk/tvrgit/ford29diagnostics.pdf


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Re: 2.9i Auto conversion - how to?

Post by cobrascim » Wed Dec 31, 2014 7:03 pm

Sorry guys a bit late coming into this discussion.
About to head out nightshift at Haymarket to help keep the railways running so no wee drinky poos for me tonight:(

Engine mounts I used were off a 2.8 Granada they fit straight onto the block and sit above the chassis rails. I messed about with the mounts on the chassis and moved them out a bit to get them to sit better so I'm unsure if the mounts on a 6B car sit slightly out from a 6A. I've got my engine sitting well down in the engine bay and is lower thatn others converted because I did it myself. This means that I cant use the lovely tubular manifolds available from walkers that greeny was able to use on his - boohoo they looked great. I would suggest you try to get the engine position close to the middlebridge as possible as I have had to slightly modify other parts to get my system to work. Plus side for me was that I was able to mount my lpg injectors on top of the plenum with no bonnet clearance issues.

Auto box will allow you to fit a one piece propshaft to the rear axle with no problems clearing the crossbrace between chassis legs. Gear shift will require cutting out the centre consul a wee bit if I remember right but that is trial and error anyway.

Focus tank is your best bet with pump internal. Stay away from external swirl pot and pump with filters along the side of the chassis leg etc. I had this for years and it did the job but as Phil states I'm in the throws of putting the focus unit in.

Regarding the power steering pump. The 6B one should fit-i think this is what denpart put on mine when I sent the car down to have some of the later work done. The front cross brace will be too close to the engine so you can weld an additional bar along the front of the existing bar and then cut out the part required to clear engine bits.

Bear with me as I'm rambling from memory and can check this for you as you progress.
You could consider a modern electric power steering rather than retaining pump etc but this means probably means locating a princess steering rack etc although if retaining a form of power steering you probably dont need to start swapping wishbones side to side etc with new trunnions.... just a thought.

Old VAF meters can be problematic and sticky but a good clean helps these. Stick to the 2.9 in standard form dont cam it like i had done - mine really rocks with a great sound above 3,000 rpm but I dont drive like that much.

Probably much more to say. I'll go back and read the other questions you have asked to see what I can help with and offer advice on - from my mistakes.

Also want to say that going down the 2.9 route rather than a V8 or omega engined route kind of keeps the car to an original or standard fitment and might be easier to explain the conversion to insurers and possible future questions asked by MOT folk etc? Just a thought.

John.



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Re: 2.9i Auto conversion - how to?

Post by cobrascim » Wed Dec 31, 2014 7:47 pm

Couple of extra points.
Gearbox mounts - use good quality rivnuts to mount the plate. I think you need a spacer between plate and mount to get the correct angle.
Kickdown cable dont know about or cant remember - I eventualy went to 5 speed gearbox.
Accelerator cable is granada unit with an alteration at the pedal end obviously.
Ecu wiring needs a slight alteration to gearbox loom if I remeber correctly. You need to retain inhibit wiring(start in neutral/park) but I'm sure there was something else but this may have been the later A4LDE box I used. Cant really remember but with prompt whilst you do it I will - I still have both the sierra and granada haynes manuals.
As an aside I have spare ECUs if any 2.9 guys want them. I dont need them as I went megasquirt path.

Regards.
John.



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