Best Gears for 170 Inline 6 Early Bronco UPDATED
Best Gears for 170 Inline 6 Early Bronco
| Ford Inline 6 Engines | |
|---|---|
| Overview | |
| Manufacturer | Ford Motor Company |
| Production | 1941–1996 (U.s.a.) 1960–2016 (Australia) 1961–1995 (Argentina) |
| Layout | |
| Block fabric | Cast iron |
| Caput material | Cast iron Aluminium (Australia, 1980-2016) |
| Valvetrain | Sidevalve (1941-1953) OHV (1952-1996) SOHC (Australia, 1988-2002) DOHC (Australia, 2002-2016) |
| Combustion | |
| Turbocharger | Garrett GT3582/GT3576 with intercooler (Commonwealth of australia, 2002-2016) |
| Fuel system | Carburetor (1941-1988) CFI (1988-1992) MPFI (1982-2016) |
| Direction |
|
| Fuel type | Gasoline |
| Cooling arrangement | Water-cooled |
The Ford Motor Company produced straight-six engines from 1906 until 2016.
In 1906, the first Ford straight-6 was introduced in the Model Grand. The next was introduced in the 1941 Ford. The Ford Motor Company of America continued producing straight-half dozen engines until 1996, when they were discontinued in favor of more than compact V6 designs.
Ford Commonwealth of australia manufactured straight-half-dozen engines in Australia for the Falcon and Territory models until 2016, when both vehicle lines were discontinued.
Post-obit the closure of the Australian engine institute, Ford no longer produces a straight-six engine.
First generation [edit]
The get-go-generation Ford vi-cylinder engines were all flatheads. They were the G- and H-series engines of 226 cu in (3.7 L) used in cars and trucks and the Thousand-series of 254 cu in (4.two L) used in larger Ford trucks and for industrial applications.
226 [edit]
Introduced with the 1941 model year, the first Ford L-half-dozen (designated G-serial) displaced 226 cu in (3.seven L) and produced 90 hp (67 kW), the aforementioned as the Flathead Five-8 that year. Like the V-viii, it was also a flathead or L-head engine. In 1948, Ford raised the compression of the flathead six or 50-6 (designated H-series or Rouge 226) and so that it generated 95 hp (71 kW) and 180 lb⋅ft (244 N⋅m) of torque. The G- and H-series engines were used in the total-sized Ford cars and trucks to supersede the smaller 136 cu in (ii.two Fifty) Flathead V8 that were used with the 1937 Ford. Ford discontinued production of the H-series engine with the 1951 model year.
254 [edit]
A 254 cu in (four.2 Fifty) version of the L-six (designated the G-series or Rouge 254) was used from 1948 to 1953 in F6-series Ford trucks (COE, dump, truck-tractor, etc.), and small Ford school buses. The M-series engine produced 115 hp (86 kW) and 212 lb⋅ft (287 N⋅1000). of torque. They were also used in miscellaneous industrial applications, e.one thousand., to power h2o pumps for irrigation purposes and within vino-producing farms to manage run a risk by powering giant frost-control propellers on stands in the middle of rows of grapes.
2d generation [edit]
| Mileage Maker/Cost Clipper | |
|---|---|
 The 223 cu in version in a 1959 Ford Fairlane | |
| Overview | |
| Product | 1952 - 1964 |
| Layout | |
| Displacement | 215 cu in (3,523 cc) 223 cu in (3,653 cc) 262 cu in (4,301 cc) |
| Cylinder bore | three.56 in (90 mm) - 215 c.i. 3.625 in (92 mm) - 223 c.i. 3.718 in (94 mm) - 262 c.i. |
| Piston stroke | 3.6 in (91 mm) - 215/223 c.i. 4.03 in (102 mm) - 262 c.i. |
| Output | |
| Power output | 101 hp (75 kW) - 215 c.i. 115 to 145 hp (86 to 108 kW) - 223 c.i. 152 hp (113 kW) - 262 c.i. |
The 2d generation was a newly designed half dozen-cylinder, produced from 1952 through 1964; information technology shared many parts with Ford Y-blocks such as the entire valve train and the issues associated with the Y-block'due south lubrication organisation. These engines have the frazzle and intake on the driver's side and the distributor on the passenger side. Information technology is referred to as Mileage Maker or I-Cake Mileage Maker ("I" as in In-line) in the passenger cars and Cost Clipper in the trucks.
215 [edit]
A completely new OHV I-6 was offered for the 1952-53 F-series truck. It displaced 215 cu in (3.5 50) and produced 101 hp (75 kW). It was also used in the 1952-53 Ford full-sized cars.
223 [edit]
The 215 grew to 223 cu in (3.vii L) I-vi for the 1954 F-series. Output was now 115 hp (86 kW) in the trucks and 120 hp (89 kW) in the 1955 Ford cars. Ability was upwards to 137 hp (102 kW) in the 1956 trucks. Although non the popular motor pick, the 223 cu in (4 50) was the only I-6 cylinder motor offered in the Fairlane (until 1961), Ford Galaxie, and F-series trucks betwixt 1955 and 1964, causing it to be not quite a rarity, but not easy to come up across. The 223 cu in I-6 was also used in 1963-1964 Ford trucks, which besides used the Autolite 1100 carburetor with stamping C4TF-East and produced 145 hp (108 kW) with 206 ft-lb of torque, and Mercury Meteor-Monterey in 1961. The 223 was as well used in Onan 30EC generator sets and possibly others.[1]
262 [edit]
A 262 cu in (iv.3 L) I-6 version was also produced. The 262 I-6 was built from 1961 to 1964 for use in medium-duty and heavy-duty Ford trucks. This engine was likewise used for industrial applications.
Third generation [edit]
The third generation was produced at the Lima Engine institute in Lima, Ohio, from 1960 through 1984. Officially dubbed the Thriftpower Half dozen, this engine line is sometimes referred to as the Falcon Vi. Note: Car companies, including Ford, switched from gross ratings to net horsepower and torque ratings in 1972 (mainly considering of the emissions laws beingness enacted nationwide at the time). Changes in engine compression and emissions controls make comparing engines from various product years (specially pre-1972) difficult.
144 [edit]
| 144 Thriftpower Six | |
|---|---|
| Overview | |
| Product | 1960 - 1964 |
| Layout | |
| Deportation | 144 cu in (2.4 Fifty) |
| Cylinder diameter | 3.5 in (89 mm) |
| Piston stroke | 2.5 in (64 mm) |
| Pinch ratio | 8.7:1 |
| Output | |
| Power output | 84 hp (63 kW) at 4200 rpm |
| Torque output | 134 lb⋅ft (182 Northward⋅g) at 2000 rpm |
The 144 cu in (two.4 L) inline-six engine was start introduced in the 1960 Ford Falcon. The 144 was made from 1960 through 1964 and averaged xc hp (67 kW) during the production run. While not known for beingness powerful or a stout engine, it proved to be economical and could become fairly good gas mileage for the time, upward to 30 mpg‑US (8 l/100 km). This small six was the basis for all the Ford "Falcon" straight-six engines. The intake manifold on this series was cast integrally with the cylinder caput (this design was too used by Chevrolet with some of their later third-generation inline-sixes, the older engines had separate manifolds); every bit a outcome, they could not be hands modified for greater power. This engine had iv main bearings and can be identified by the three core plugs on the side of the block.
This engine was used in:
- 1960 - 1964 Ford Falcon
- 1960 - 1964 Ford Ranchero
- 1960 - 1964 Mercury Comet
- 1961 - 1964 Ford E-Serial (Econoline)
170 [edit]
| 170 Special Six | |
|---|---|
 | |
| Overview | |
| Production | 1961 - 1972 |
| Layout | |
| Displacement | 170 cu in (2.eight 50) |
| Cylinder diameter | 3.5 in (89 mm) |
| Piston stroke | two.94 in (75 mm) |
| Compression ratio | 9.1:1 |
| Output | |
| Power output | 105 hp (78 kW) at 4400 rpm |
| Torque output | 156 lb⋅ft (212 N⋅thousand) at 2400 rpm |
In 1961, the 170 cu in (2.8 L) became an pick for the Falcon and Comet lines. The 170 Special Six was a stroked version of the 144, changing the stroke from 2.v in (64 mm) to ii.94 in (75 mm). The original 1965 model Ford Mustang used a 101 hp (75 kW) version betwixt March (production offset) and July 1964. The Econoline van and Ford Bronco received a heavier-duty version with mechanical valve lifters. This engine had four primary bearings and can be identified by the three freeze (core) plugs on the side of the block. The 170 Special was dropped from production in 1972.
187 [edit]
From 1965 to 1969, Ford Argentina produced a specific block similar to the earlier 200 cu in (iii,277 cc) (four main bearings, 3.126 in (79 mm) stroke) just with a 3.56 in (90 mm) diameter. It was replaced by the 188 cu in (3,081 cc) from 1969. Power was rated at 116 hp (87 kW).
200 [edit]
The 200 cu in (3.3 Fifty) I-6 engine model was introduced in the middle of 1963 with 3.685 by iii.126 in (93.half dozen by 79.4 mm) bore and stroke, and shared the four chief bearing pattern of the 170. Early 200s can exist identified by 3 freeze plugs. Beginning in 1965, the 200s were upgraded to seven main bearings to reduce harmonic vibrations and increase durability. The 1965 and subsequently engines tin can be identified by five freeze plugs and the casting code C5DE-H. The 1965 Mustang (August 1964 onward) used this engine as standard, rated at 120 hp (89 kW). The Mustang continued to employ the 200 as its base engine until information technology was dropped in 1971. Starting in 1966, a six-bolt bellhousing flange block was introduced. Outset in 1980, one version of the 200 block was redesigned with a bell housing flange and a low-mountain starter very similar to the low-mount starter 250 inline-half dozen. This version is easily identified past starter location down by the oil pan rails and is referred to equally the Big Bell 200. The big bell design is uncommon, but sought after by I-6 functioning enthusiasts considering information technology can be modified to accept a Ford small block V8 six bolt bell housing. There were concurrent high-mountain starter 200 blocks made till 1983 model year, and they are more common than low-mount starter 200s.
When Ford launched the third-generation Fox torso Mustang in 1979, the original engine lineup included the Cologne V6. The same engine was besides offered in the hugely successful Ford of Europe Capri Mk 2. The 2.eight 50 V6 engine was a popular option for the Usa Mustang and the European Capri Mk Two, and as a result, the Cologne engine constitute could not see the demand for engines for both continents. And so, the Cologne ii.viii 50 V6 was dropped from the Mustang's engine lineup in the middle of the 1979 production year and replaced with the 200 cu in Falcon inline six, which was now referred to as the 3.three-50 engine. The engine and front end suspension K-member were transferred from the Fairmont, which helped reduce costs instead of having to redesign the Mustang for a different engine.
The 200 was used in the Ford Bohemian and Mercury Comet and continued in the Fairmont (and essentially identical Mercury Zephyr) until these were replaced at the end of the 1983 model twelvemonth. The Ford Granada and Mercury Monarch offered the 250 cu in L6 ('75-'fourscore) and and so the 200 L6 ('81-'82) as office of their engine lineup, when they were replaced in 1983 by the Ford LTD and the Mercury Marquis. These two models used the engine from 1983 to 1984 when it was replaced by the 3.8 50 Essex V6.
Ford was also having problems coming together need for its two.iii L OHC engine, which was used in a multitude of models worldwide. In anticipation of another engine shortage, Ford's Lima, Ohio, engine institute, which was already producing the 2.3 L OHC engine, decided they could modify the Falcon inline six block casting molds to remove cylinders 4 and 5 to create a four-cylinder engine. A bandage-fe high-swirl cylinder head was developed, and the motor was designated the two.3 L HSC to help differentiate information technology from the aforementioned deportation 2.three 50 OHC design. This motor shared many common parts with the 200, and it is common for persons rebuilding their 200 engines to utilize the ii.3 L HSC pistons as a cheap replacement.
Applications:
- 1963-1967 Ford Ranchero
- 1963-1969 Ford Fairlane (Americas)
- 1964-1970 Ford Falcon (N America)
- 1965-1971;1979-1982 Ford Mustang
- 1968-1969 Ford Torino
- 1970-1977 Ford Maverick (Americas)
- 1975-1980 Ford Granada (North America)
- 1978-1980 Ford Fairmont
- 1973-1977 Ford Bronco
- 1980-1982 Ford Thunderbird (8th generation)
- 1983-1984 Ford LTD (Americas)
- 1964-1967;1971-1977 Mercury Comet
- 1975-1980 Mercury Monarch
- 1978-1983 Mercury Zephyr
- 1979-1982 Mercury Capri
- 1983-1984 Mercury Marquis
250 [edit]
The 250 cu in (iv.1 Fifty) I-6 engine option was offered in 1969 in the Mustang, and 1970 in compact Ford cars (Maverick). The 250 was a stroked 200, made by changing the stroke from iii.126 in (79 mm) to 3.91 in (99 mm). Output was 155 hp (116 kW) in the Mustang, and became the base of operations engine in 1971. The Ford Granada and Mercury Monarch offered the 250 ci L6 ('75-'fourscore) and so the 200 ci L6 ('81-'82) equally part of their engine lineup, when they were replaced in 1983 by the Ford LTD and the Mercury Marquis.
Power was re-evaluated at 98 hp (73 kW) for 1972 (due to power rating changes) and 88 hp (66 kW) the next yr. This engine had seven main bearings, and tin can exist identified past the five freeze (core) plugs on the side of the cake. The cake uses a depression-mount starter and six bellhousing bolts, sharing its bellhousing with the Windsor Five-8s 302-351W, belatedly (1965–68) 289, early four.half-dozen, and the 240-300 CID Ford Six. The terminal year of product for the 250 was 1980.
Applications:
- 1968-1976 Ford Ranchero
- 1968-1973 Ford Torino
- 1969-1973 Ford Mustang
- 1970-1977 Ford Maverick (Americas)
- 1975-1980 Ford Granada (North America)
- 1968-1969 Mercury Comet
- 1972-1976 Mercury Montego
- 1975-1980 Mercury Monarch
Quaternary generation [edit]
A Ford 240 Inline 6 configured for installation in a 1969 F-100
| Truck Six | |
|---|---|
| Overview | |
| Production | 1964 - 1996 |
| Layout | |
| Deportation | 240 cu in (3.nine Fifty) 300 cu in (four.9 L) |
| Cylinder bore | 4 in (102 mm) |
| Piston stroke | 3.18 in (81 mm) (240) 3.98 in (101 mm) (300) |
| Combustion | |
| Fuel system |
|
| Output | |
| Power output | 114 hp (85 kW) - 150 hp (112 kW) |
| Torque output | 260 lb⋅ft (353 N⋅m) |
Produced at the Cleveland Engine constitute in Brook Park, Ohio from 1964 through 1996, the 240 and 300 Sixes are well known for their durability. Uncomplicated design and rugged construction continue to endear these engines to a number of Ford enthusiasts to this mean solar day. The engine has earned the monikers "impenetrable" and "indestructible" past many. Popular fable holds that are numerous claims by owners who accept purposely sought to destroy a Ford straight-six through intentionally calumniating utilize, but who were unsuccessful in doing so.
One example of the engine's sturdy design is the fact that no timing concatenation or timing chugalug (both of which can break, causing unwanted downtime or fifty-fifty engine damage...although this is extremely unlikely in the example of a chain) is used. This generation of Ford Six was designed with long-wearing gears for that purpose instead. Also these engines employed vii main bearings.
Both the 240 and the 300, no matter the awarding, used a unmarried butt Autolite 1100/1101 (or Carter YF/A) carburetor until the introduction of electronic fuel injection in 1987. With proper gearing, many F-trucks and Broncos achieve 20 mpg‑US (12 l/100 km). This fact was heavily used by Ford's advertising campaign (some television advertisements and written literature even claimed 30 mpg‑U.s.a. (8 l/100 km)), since the V8 engines in these trucks rarely achieved over 14 mpg‑US (17 fifty/100 km).
The fuel economy of the 300 makes the engine a popular choice among truck enthusiasts that want both power and economy. The addition of operation parts (such as intake and exhaust manifolds with a four-barrel carburetor) place the engine ability output nigh the aforementioned levels as the stock 'HO' ('High Output') version of the optional 351 V8, with petty or no alter in economic system.
240 [edit]
The 240 cu in (3.9 L) six for 1965–1972 full sized cars (continued to 74 in fleet models) and 65–74 trucks or vans produced 150 hp (112 kW) (gross). In stationary service (generators and pumps) fueled by LPG or natural gas, this is known every bit the CSG-639. The 240 had a bore of 4 in (102 mm) and a stroke of 3.xviii in (81 mm).
300 [edit]
Ford 300 irrigation pump. This one is equipped with extra cooling devices due to the radiators on these units being inadequate to cool the engine in very hot conditions
The 300 cu in (4.ix L) vi was added for the F-serial in 1965. Information technology is essentially a 240 cu in (3.9 L) with a longer stroke of iii.98 inches. The 2 engines are nearly identical; the differences are in the rotating assembly and combustion sleeping accommodation sizes in the head (The heads are interchangeable). Information technology produced 170 hp (127 kW) (gross). The 300 became the base F-series engine in 1978 at 114 hp (85 kW) (hp number changes due to Ford switching to net ability ratings in 1971). Power outputs were increased to roughly 122 hp (91 kW) during the early 1980s, earlier fuel injection was introduced. This became the primary engine of the line, eclipsing the 240. Unlike the Falcon engine, information technology featured separate intake and exhaust manifolds, which could be easily replaced with aftermarket manifolds offering the promise of even more ability, through the installation of larger carburetors and a college flowing exhaust system.
Also during the late sixties and early seventies, the 300 was used in larger vehicles such as dump trucks, many weighing into the 15,000 lb (six,804 kg) to 20,000 lb (ix,072 kg) range. These 300s were equipped with a higher menses Hard disk drive (Heavy Duty) frazzle manifold and forged crankshafts and rods since the engines were going to be constantly working in the 3000–4000 rpm range. These rare, yet constructive manifolds had a much higher exhaust flow rate due to the fact that many of these engines would spend hours at 3000 RPMs or more. Due to their straightforward and high flowing design, enthusiasts often seek these manifolds out due to the ease in which they allow turbochargers to be retrofitted to the engine.
Beginning in 1983 the engine displacement was advertised in metric, becoming "iv.9 L". Fuel injection and other changes in 1987 pushed output upward to 150 horsepower with 8.eight:1 compression. Fifty-fifty though this engine was renowned for its immovability, low end torque, and ease of service, information technology was gradually phased out, catastrophe production in 1996. Information technology was replaced by the Essex V6 in the F-series trucks with their 1997 redesign. The 300/4.9 came with the Ford C6, E4OD, AOD, ZF S5-42 and S5-47 transmissions, likewise as the Mazda built M5OD five-speed manual transmission, and the Borg-Warner T18, Tremec RTS, and New Process NP435 4-speed manual transmissions. The four.9 L 6-cylinder was built in the Cleveland, Ohio engine plant.
Race car commuter Scott Donohue raced a rally truck with a Ford 4.ix in information technology and won the Baja chiliad 3 times. This engine is also used by Stewart and Stevenson in the MA Baggage Tow Tractor,[two] and Harlan in their standard tow tractors,[3] as well as a multitude of other pieces of equipment, such as ski lifts, power generators, wood chippers, tractors, and, until they converted to diesel engines, almost UPS trucks. Many UPS trucks still utilize the 300 to this day. In stationary service (generators and pumps) fueled with LPG or natural gas, this engine is known as the CSG-649.
Applications:
- 1965-1996 Ford F-Series
- 1968-1996 Ford E series
- 1979-1992 Ford Bronco
Ford Australia [edit]
Starting in 1960, Ford Australia used the same I-6 engines every bit North America, featuring the 144 and 170 c.i. pursuit models. The 144 was discontinued in late 1966. Asin N America, a 200 c.i. 'Super Pursuit' motor was added in February 1964. In 1968, the deck height of the design was increased to make room for increased crankshaft stroke, resulting in displacements of 188 and 221 c.i. (badged 3.one and three.6 litres). They superseded the 170 and 200 engines in the lineup. The 188 and 221 c.i. too powered the Ford Falcon (Argentina) from 1970 to 1991.
In 1970 , Ford Australia enlarged the motors to 200 and 250 c.i. The caput was of the same design equally previous models, with an integral intake catering for a single-barrel Bendix-Stromberg carburettor. In the configuration, the Falcon 250 c.i. I-half-dozen was rated at 155 hp (116 kW). Effectually this time, the company also developed the '2V' ('2 venturi', or '2 butt' in Ford terminology, reflecting a new ii-barrel carburettor as opposed to the previous single-barrel) cylinder head, which in all respects was similar to the previous integral "log caput" intake, with the exception of a removable aluminium intake which mounted a Bendix-Stromberg WW two-barrel carburettor. To take reward of the much improved breathing ability that the removable intake brought to the new head, the 250-2V also featured a much better animate exhaust manifold. The outcome was the engine beingness rated at 128 kW (172 hp).
For years, the 250-2V cylinder head was very pop for racing and many have been imported to North America, where owners of cars with the Falcon inline 6 accept upgraded their engines with the meliorate cylinder caput.
In 1976 , Ford Australia updated the engines with a new cast-atomic number 26 crossflow head design. Engine displacements remained 200 and 250 c.i., but were now badged iii.three and iv.1 litres, respectively. These engines were offered in the Ford Falcon XC in Australia. Whereas the previous integral "log caput" I-six motor borrowed from the Ford FE engine family design, the new crossflow motor borrowed from the Ford Cleveland engine family. A common upgrade for a crossflow head engine is to use 351 Cleveland roller tip rocker arms.
Ford Australia updated the crossflow design in mid-1980 with a new aluminium caput casting. The blend head was used to meliorate warmup fourth dimension and reduce fuel consumption and emissions. Until 1982, the engines were fitted with a single-barrel Bendix-Stromberg carburettor, but from March 1982 were fitted with a Weber 2-barrel carburettor, which had improved fuel consumption over the unmarried-barrel carb. The Weber carburettor engines were badged Alloy-Head 2.
Later, a Bosch Jetronic fuel-injected version with direct-port fuel injection was offered in the XE Falcon, and was just available as an aluminium-head 4.i Fifty. The XF Falcon's 4.1 and then received Ford's EEC-Four engine management system with Multi Point Electronic Fuel Injection (MP-EFI). The carburettor engine was still fitted standard, and EFI was optional. Changes to the carburettor-based engine were made to adjust the EFI organization. The compression ratio on the four.1 50 was 8.89:1. The cylinder head intake ports had been modified to provide clearance for the injectors, and a new intake manifold was designed and many other changes were made in the engine bay to accommodate the new fuel system.
- Ability at specified rpm (DIN) earlier '86 running on leaded fuel
- 3.three L 90 kW (121 hp) @ 4100 rpm
- 4.ane Fifty carburetor 98 kW (131 hp) @ 3750 rpm
- 4.1 L EFI engine 120 kW (161 hp) @ 4000 rpm
- Torque at specified rpm (DIN) Pre '86 running on leaded fuel
- 3.3 50 240 North⋅k (180 lb⋅ft) @ 2500 rpm
- iv.1 L carburetor 305 N⋅m (225 lb⋅ft) @ 2400 rpm
- 4.1 L EFI engine 333 N⋅grand (246 lb⋅ft) @ 3000 rpm
- Ability at specified rpm (DIN) ADR 37 compliant engine running on unleaded fuel
- 3.3 L 89 kW (119 hp) @ 4000 rpm
- 4.i L Carburetor 98 kW (131 hp) @ 3600 rpm
- 4.1 L EFI engine 123 kW (165 hp) @ 4000 rpm
- Torque at specified rpm (DIN) ADR 37 compliant engine running on unleaded fuel
- 3.3 L 238 N⋅m (176 lb⋅ft) @ 2200 rpm
- iv.1 50 carburetor 297 Northward⋅thousand (219 lb⋅ft) @ 2000 rpm
- 4.i Fifty EFI engine 325 N⋅chiliad (240 lb⋅ft) @ 3000 rpm
In 1988 , the inline six engines underwent a major redesign for the EA Falcon and at present featured a new single overhead cam (SOHC) crossflow aluminum head. The camshaft and auxiliary shaft are driven past a 'duplex' chain. The duplex concatenation drives the distributor and the oil pump shafts. The camshaft is supported on the cylinder caput by using 'topless' bearings. Bearing liners are not used. The camshaft is held in position using valve bound pressure. Hydraulic lash adjusters mounted on the rocker artillery are used to provide zero valve lash. Equally with all previous and current models, the cake is bandage atomic number 26, merely with a reduction in the cylinder bore to endeavour to reduce emissions.
The SOHC engines were offered as the 3.2 50 (with throttle body injection) and the iii.nine L (with throttle torso or multipoint fuel injection). In 1989, the 3.ii L TBI version was discontinued, and in 1991, the 3.9 L's displacement was enlarged to 4.0 L (now only with MPI) and was rated at 148 kW (198 hp). In 1995, a dual resonance intake manifold for the EF series was introduced. Also for the EF series Falcon, the standard engine employed a high-energy coil-pack ignition arrangement. However, the subsequent EL Falcon reverted to a distributor/curlicue ignition setup.
Ford Australia redesigned the I-vi again in 1998 alongside the introduction of the Ford Falcon (AU), and increased the main bearing size and added a ladder style main stud girdle integral with the oil pan to increment low terminate rigidity. The engine as well received variable camshaft timing technology in some of the XR6 models, which can advance or retard camshaft timing depending on engine speed, which gives a much broader power band. The Falcon Forte (base of operations model) engine had a ability rating of 157 kW, the sports XR6 model variants had either 164 kW (HO - High Output) or 172 kW (VCT) and the luxury-focused Fairmont had 168 kW (VCT).
Barra [edit]
In 2002 , the engine underwent a significant upgrade receiving dual overhead cams (DOHC) with variable cam timing and coil-on-plug ignition. The engine gained the nickname "Barra", named after the "Barramundi" code name used during the development of the Ford Falcon (BA). Producing 182 kW (244 hp) and 380 North⋅m (280 lb⋅ft), it debuted in the Ford Falcon (BA) of 2002 and too powered the Ford Territory introduced in 2004. In October 2005, alongside the introduction of the Ford Falcon (BF) and Ford Territory (SY), these outputs rose to 190 kW (255 hp) and 383 N⋅m (282 lb⋅ft). In 2008 the Barra was upgraded a terminal time, debuting in the Ford Falcon (FG) with power outputs of 195 kW (261 hp) and 391 N⋅thou (288 lb⋅ft).
Turbocharged versions were too manufactured. The initial version, known every bit Barra 240T with 240 kW (322 hp) and 450 N⋅g (330 lb⋅ft) of torque was offered betwixt 2002 and 2005 in the BA Falcon XR6 Turbo, every bit well equally the Territory Turbo. This was followed in the BF and BF Mk II XR6 Turbo (between 2005 and 2008) by the Barra 245T producing 245 kW (329 hp) of power and 480 North⋅m (350 lb⋅ft) of torque, which in turn was followed by the Barra 270T from 2008-2016 in the FG and FG X XR6 Turbo and G6E Turbo models producing 270 kW (362 hp) of power and 533 Northward⋅grand (393 lb⋅ft) of torque.
Ford Australia'southward high-functioning division, Ford Functioning Vehicles (FPV), created even more powerful turbocharged variants. The beginning turbocharged direct-6-engined motorcar from FPV was the BA Mk Ii F6 Typhoon (2004), which produced 270 kW (362 hp) of power and 550 N⋅m (410 lb⋅ft) of torque. The beginning ability and torque upgrade came with the FG range of 2008, which saw outputs rise to 310 kW (416 hp) of ability @ 5500 rpm and 565 Northward⋅m (417 lb⋅ft) of torque. This engine, the Barra 310T, was the first Australian-built engine to achieve over 100 hp per litre.[four]
The ultimate iteration of the Barra engine was installed in the limited-production FG X XR6 Sprint (limited to 500 units) of 2016. This engine produced 325 kW (436 hp) @ 6000rpm and 576 North⋅g (425 lb⋅ft) @ 2750 rpm. The engine features an overboost function that tin increase output to 370 kW (496 hp) and 650 Due north⋅1000 (480 lb⋅ft) for upwardly to 10 seconds.[v]
Ford Australia had intended to discontinue production of the I-6 engine at their engine plant in Geelong in 2010 and supervene upon it in the Falcon and Territory models with an imported V6 engine, although later reversed this conclusion in favour of upgrading the Barra to come across then-upcoming Euro IV emissions standards.[6] [vii] This would prove to be only a temporary stay of execution every bit the Geelong factory eventually closed on 26 September 2016, post-obit Ford's conclusion in May 2013 to discontinue the Falcon and Territory and cease industry of vehicles in Australia.[8]
Ford Falcon (Australia) straight-half dozen engines
| Falcon model | Capacity | Induction | Valvetrain | Fuel | Power | Torque | Notes | |
|---|---|---|---|---|---|---|---|---|
| XY, XA, XB | 3.three L | Carburettor | OHV | Leaded | 96 kW (129 hp) | 257 N⋅m (190 lb⋅ft) | SAE measurements | |
| XY, XA, XB | iv.1 L | Carburettor | OHV | Leaded | 116 kW (156 hp) | 325 Northward⋅yard (240 lb⋅ft) | SAE measurements | |
| 90 | 3.3 L | Carburettor | OHV | Leaded | eighty kW (107 hp) | 220 N⋅k (162 lb⋅ft) | Crossflow cylinder head | |
| XD | 3.3 Fifty | Carburettor | OHV | Leaded | 82 kW (110 hp) | 228 N⋅m (168 lb⋅ft) | Crossflow cylinder head (alloy head on XD serial July 1980 onwards) | |
| 90 | iv.one L | Carburettor | OHV | Leaded | 92 kW (123 hp) | 289 Due north⋅k (213 lb⋅ft) | Crossflow cylinder head | |
| XD | 4.one L | Carburettor | OHV | Leaded | 94 kW (126 hp) | 305 North⋅one thousand (225 lb⋅ft) | Alloy cylinder head - July 1980 onwards | |
| XE, XF pre-one/1986 | 3.iii L | Carburettor | OHV | Leaded | 90 kW (121 hp) | 240 N⋅k (177 lb⋅ft) | Blend head Two | |
| XE, XF pre-1/1986 | 4.1 L | Carburettor | OHV | Leaded | 98 kW (131 hp) | 305 N⋅m (225 lb⋅ft) | Blend caput II | |
| XE | four.1 50 | EFI | OHV | Leaded | 111 kW (149 hp) | 325 Northward⋅m (240 lb⋅ft) | Bosch LE 2 Jetronic fuel injection | |
| XF 1/1986 onwards | iv.ane L | Carburettor | OHV | Unleaded | 98 kW (131 hp) | 297 Northward⋅m (219 lb⋅ft) | ||
| XF pre-i/1986 | 4.one 50 | EFI | OHV | Leaded | 120 kW (161 hp) | 333 N⋅m (246 lb⋅ft) | Ford EEC-IV Multi-point EFI | |
| XF 1/1986 onwards | four.1 L | EFI | OHV | Unleaded | 123 kW (165 hp) | 325 Northward⋅grand (240 lb⋅ft) | Ford EEC-Four Multi-point EFI | |
| EA | iii.2 L | EFI | SOHC | Unleaded | 90 kW (121 hp) | 235 N⋅m (173 lb⋅ft) | ||
| EA, EB | 3.9 L | EFI | SOHC | Unleaded | 120 kW (161 hp) | 311 N⋅m (229 lb⋅ft) | ||
| EA, EB | three.9 50 | EFI | SOHC | Unleaded | 139 kW (186 hp) | 338 N⋅m (249 lb⋅ft) | EEC-Iv Multi-point injection | |
| EB series II, ED | 4.0 L | EFI | SOHC | Unleaded | 148 kW (198 hp) | 348 Northward⋅yard (257 lb⋅ft) | ||
| XR6 EBII, ED | four.0 L | EFI | SOHC | Unleaded | 161 kW (216 hp) | 361 N⋅m (266 lb⋅ft) | Tickford enhanced | |
| EF, EL, AU series I, Ii & III | four.0 L | EFI | SOHC | Unleaded | 157 kW (211 hp) | 357 N⋅m (263 lb⋅ft) | Two-stage broadband intake manifold, coil-pack ignition arrangement (EF and AU Simply) | |
| XR6 EF, EL, AU series I, II & 3 | 4.0 50 | EFI | SOHC | Unleaded | 164 kW (220 hp) | 366 N⋅m (270 lb⋅ft) | Tickford enhanced, as well standard fitment on EF and EL Fairmont Ghia | |
| AU series II and Iii | four.0 L | EFI | SOHC | LPG | 143 kW (192 hp) | 362 N⋅1000 (267 lb⋅ft) | Dedicated LPG | |
| Fairmont Ghia AU series I, Two & III | 4.0 L | EFI | SOHC | Unleaded | 168 kW (225 hp) | 370 N⋅m (273 lb⋅ft) | VCT Variable valve timing | |
| XR6 AU series I, 2 & Three | 4.0 L | EFI | SOHC | Unleaded | 172 kW (231 hp) | 374 North⋅grand (276 lb⋅ft) | VCT Variable valve timing, performance exhaust | |
| BA | 4.0 50 | EFI | DOHC | Unleaded | 182 kW (244 hp) | 380 N⋅m (280 lb⋅ft) | Dual overhead camshaft, VCT Variable valve timing | |
| BA XR6 Turbo | 4.0 L | EFI | DOHC | Unleaded | 240 kW (322 hp) | 450 N⋅k (332 lb⋅ft) | Garrett GT3582 turbocharger | |
| BF | 4.0 L | EFI | DOHC | Unleaded | 190 kW (255 hp) | 383 Northward⋅m (282 lb⋅ft) | ||
| BF XR6 Turbo | 4.0 Fifty | EFI | DOHC | Unleaded | 245 kW (329 hp) | 480 Northward⋅g (354 lb⋅ft) | Garrett GT3582 turbocharger | |
| FG, FG Ten | iv.0 Fifty | EFI | DOHC | Unleaded | 195 kW (261 hp) | 391 N⋅k (288 lb⋅ft) | ||
| FG, FG X ECO-LPI | 4.0 Fifty | EFI | DOHC | LPG | 198 kW (266 hp) | 409 N⋅m (302 lb⋅ft) | Dedicated LPG | |
| FG, FG X XR6 Turbo | 4.0 50 | EFI | DOHC | Unleaded | 270 kW (362 hp) | 533 Due north⋅m (393 lb⋅ft) | Garrett GT3576 turbocharger | |
| FG X XR6 Sprint | 4.0 Fifty | EFI | DOHC | Unleaded | 325 kW (436 hp) | 576 N⋅m (425 lb⋅ft) | 370 kW (496 hp) and 650 N⋅m (479 lb⋅ft) with overboost office. |
| FPV F6 model | Capacity | Consecration | Valvetrain | Fuel | Power | Torque | Notes |
|---|---|---|---|---|---|---|---|
| BA MkII, BF | iv.0 Fifty | EFI | DOHC | Unleaded | 270 kW (362 hp) | 550 N⋅m (406 lb⋅ft) | |
| FG | iv.0 L | EFI | DOHC | Unleaded | 310 kW (416 hp) | 565 North⋅chiliad (417 lb⋅ft) |
References [edit]
- ^ "A REAL SURVIVOR 1964 ONAN thirty EC". YouTube. Archived from the original on 2021-12-05.
- ^ "Archived copy" (PDF). aerospecialties.com. Archived from the original (PDF) on 24 March 2006. Retrieved 12 Jan 2022.
{{cite web}}: CS1 maint: archived copy as title (link) - ^ http://www.harlan-corp.com/NWeb/Trac_Build.asp?Key=Config&TCTMP=Yes [ permanent dead link ]
- ^ "Ford Barra engine tuning guide". WhichCar . Retrieved 2022-02-10 .
- ^ "2016 Ford Falcon XR6 Sprint Review - Drive".
- ^ "Ford'due south Geelong plant to close, 600 jobs lost". ABC News. 2007-07-eighteen. Retrieved 2022-02-ten .
- ^ "Ford backflips on Vic plant closure". Drive. 2008-11-19. Retrieved 2022-02-ten .
- ^ "1,200 jobs to become every bit Ford closes Australian plants". ABC News. 2013-05-23. Retrieved 2022-02-ten .
External links [edit]
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Best Gears for 170 Inline 6 Early Bronco UPDATED
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