Ford straight-six engine
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Ford straight-six engine | |
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Overview | |
Water-cooled |
The Ford Motor Company produced straight-six engines from 1906 until 1908 and from 1941 until 2016. In 1906, the first Ford straight-six was introduced in the Model K. The next was introduced in the 1941 Ford. Ford continued producing straight-six engines for use in its North American vehicles until 1996, when they were discontinued in favor of more compact V6 designs.
Ford Australia also manufactured straight-six engines in Australia for the Falcon and Territory models until 2016, when both vehicle lines were discontinued. Following the closure of the Australian engine plant, Ford no longer produces a straight-six gasoline engine.
First generation
The first-generation Ford six-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 M-series of 254 cu in (4.2 L) used in larger Ford trucks and for industrial applications.
226
Introduced for the
254
A 254 cu in (4.2 L) version of the L-6 (designated the M-series or Rouge 254) was used from 1950 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⋅m) of torque. They were also used in miscellaneous industrial applications, e.g., to power water pumps for irrigation purposes and within vineyards to manage risk by powering giant frost-control propellers on stands in the middle of rows of grapes.
Second generation
Mileage Maker/Cost Clipper | |
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Overview | |
Production | 1952–1964 |
Layout | |
Displacement |
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Cylinder bore |
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Piston stroke |
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Output | |
Power output |
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The second generation was a newly designed inline-six, produced from 1952 through 1964; it shared many parts with Ford Y-blocks such as the entire valve train and the problems associated with the Y-block's lubrication system. These engines have the exhaust and intake on the driver's side and the distributor on the passenger side. It is referred to as Mileage Maker or I-Block Mileage Maker (with the "I" referring to "inline") in the passenger cars and Cost Clipper in the trucks.
215
A completely new
223
The 215 grew to 223 cu in (3.7 L) for the 1954 F-Series. Output was now 115 hp (86 kW) in the trucks and 120 hp (89 kW) in the
262
A 262 cu in (4.3 L) I-6 version was also produced. The 262 I-6 was built from 1961 to 1964 for use in medium- and heavy-duty Ford trucks. This engine was also used for industrial applications.
Third generation
The third generation was produced at the Lima Engine plant in Lima, Ohio, from 1960 through 1984. Officially dubbed the Thriftpower Six, this engine line is sometimes referred to as the Falcon Six.
144
144 Thriftpower Six | |
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Water-cooled | |
Output | |
Power output | 84 hp (63 kW) at 4200 rpm |
Torque output | 134 lb⋅ft (182 N⋅m) at 2000 rpm |
The 144 cu in (2.4 L) inline-six engine was first introduced in the 1960 Ford Falcon. The 144 was made from 1960 through 1964 and averaged 90 hp (67 kW) during the production run. While not known for being powerful or a stout engine, it proved to be economical and could get fairly good gas mileage for the time, up 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 head (this design was also used by Chevrolet with some of their later third-generation inline-sixes, the older engines had separate manifolds); as a result, they could not be easily modified for greater power. This engine had four 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-Series (Econoline)
170
170 Special Six | |
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Overview | |
Production | 1961–1972 |
Layout | |
Displacement | 169.7 cu in (2.8 L; 2,781 cc) |
Cylinder bore | 3.5 in (88.9 mm) |
Piston stroke | 2.94 in (74.7 mm) |
Compression ratio | 9.1:1 |
Output | |
Power output | 105 hp (78 kW) at 4400 rpm |
Torque output | 156 lb⋅ft (212 N⋅m) at 2400 rpm |
In 1961, the 170 cu in (2.8 L) became an option for the Falcon and Comet lines. The 170 Special Six was a stroked version of the 144, increasing the stroke from 2.5 to 2.94 in (63.5 to 74.7 mm). The original
As used in the Argentinian-made Ford Falcon from 1962 until 1970, this engine produced 96 hp (72 kW) at 4400 rpm.
187
From 1965 to 1969, Ford Argentina produced a specific 186.7 cu in (3.1 L; 3,060 cc) block similar to the earlier 200 cu in (3.3 L), with four main bearings and a 3.126 in (79.4 mm) stroke) but with a 3.56 in (90.4 mm) bore. It was replaced by the 188 cu in (3.1 L) from 1969. Power was rated at 116 hp (87 kW).
200
The 200.0 cu in (3.3 L; 3,278 cc) inline-six model was introduced in the middle of 1963 with 3.685 by 3.126 in (93.6 by 79.4 mm) bore and stroke, and shared the four main bearing design of the 170. Early 200s can be identified by three core plugs. Beginning in 1965, the 200s were upgraded to seven main bearings to reduce harmonic vibrations and increase durability. The 1965 and later engines can be identified by four core 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 use the 200 as its base engine until it was dropped in 1971. Starting in 1966, a six-bolt
When Ford launched the third-generation Fox body Mustang in 1979, the original engine lineup included the Cologne V6. The same engine was also offered in the hugely successful Ford of Europe Capri Mk II. The 2.8 L V6 engine was a popular option for the US Mustang and the European Capri Mk II, and as a result, the Cologne engine plant could not meet the demand for engines for both continents. As a result, the Cologne 2.8 L V6 was dropped from the Mustang's engine lineup in the middle of the 1979 production year and replaced with the 200 Falcon inline-six, which was then referred to as the 3.3 L engine. The engine and front 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 was also having problems meeting demand for its 2.3 L OHC engine, which was used in a multitude of models worldwide. In anticipation of another engine shortage, the Ford engine plant in Lima, Ohio, which was already producing the 2.3-liter 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 cast-iron high-swirl cylinder head was developed, and the new 2.3 L engine was designated the HSC to differentiate it from the same displacement 2.3 L OHC design. This engine shared many common parts with the 200, and it is common for persons rebuilding their 200 engines to use the 2.3 L HSC pistons as a cheap replacement.[citation needed]
Applications:
- 1963–1967 Ford Ranchero
- 1963–1969 Ford Fairlane (Americas)
- 1964–1970 Ford Falcon (North America)
- 1965–1971 and 1979–1982 Ford Mustang
- 1968–1969 Ford Torino
- 1970–1977 Ford Maverick (Americas)
- 1975–1982 Ford Granada (North America)
- 1978–1983 Ford Fairmont
- 1973–1977 Ford Bronco
- 1980–1982 Ford Thunderbird (eighth generation)
- 1983 Ford LTD (Americas)
- 1964–1967 and 1971–1977 Mercury Comet
- 1975–1980 Mercury Monarch
- 1978–1983 Mercury Zephyr
- 1979–1982 Mercury Capri
- 1980–1982 Mercury Cougar
- 1983 Mercury Marquis
250
The 250.2 cu in (4.1 L; 4,100 cc) inline-six engine was offered in 1969 in the Mustang, and 1970 in compact Ford cars (Maverick). The 250 was a stroked 200, made by increasing the stroke from 3.126 to 3.91 in (79.4 to 99.3 mm). Output was 155 hp (116 kW) in the Mustang, and the 250 became the base engine in 1971. The Ford Granada and Mercury Monarch offered the 250 inline-six for the 1975–1980 model years, when it was replaced by the 200 inline-six.
Power was re-evaluated at 98 hp (73 kW) for 1972 (because of power rating changes) and 88 hp (66 kW) the next year. This engine had seven main bearings, and can be identified by the five core plugs on the side of the block. The block uses a low-mount starter and six bellhousing bolts, sharing its bellhousing pattern with the 302 and 351 Windsor V8s, late (1965–68) 289, early 4.6 L V8, and the 240 and 300 inline-six. Production of the 250 ended in 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)
- 1972–1982 Ford Cortina
- 1968–1969 Mercury Comet
- 1972–1976 Mercury Montego
- 1975–1980 Mercury Monarch
Fourth generation
Truck Six | |
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Overview | |
Production | 1964–1996 |
Layout | |
Displacement |
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Cylinder bore | 4 in (101.6 mm) |
Piston stroke | 3.18 in (80.8 mm) (240) 3.98 in (101.1 mm) (300) |
Combustion | |
Fuel system |
|
Output | |
Power output | 114 hp (85 kW) to 150 hp (112 kW) |
Torque output | 260 lb⋅ft (353 N⋅m) |
Produced at the Cleveland Engine plant in Brook Park, Ohio, from 1964 through 1996, the 240 and 300 inline-six engines are well known for their durability. These engines employed seven main bearings and used long-wearing timing gears instead of a chain or belt.
Both the 240 and the 300, no matter the application, used a single-barrel Autolite 1100/1101 (or Carter YF/A)
The fuel economy of the 300 makes the engine a popular choice among truck enthusiasts that want both power and economy. The addition of performance parts (such as intake and exhaust manifolds with a four-barrel carburetor) place the engine power output near the same levels as the stock "HO" (High Output) version of the optional 351 V8, with little or no change in economy.[citation needed]
240
The 240 cu in (3.9 L) inline-six for 1965–1972 full-sized cars (continued to 1974 in fleet models) and 1965–1977 trucks and vans produced 150 hp (112 kW) (gross). In stationary service (generators and pumps) fueled by LPG or natural gas, this engine is known as the CSG-639. The 240 had a bore of 4 in (102 mm) and a stroke of 3.18 in (81 mm).
300
The 300 cu in (4,918 cc) six was first offered in the F-Series for 1965. It is essentially a 240 cu in (3.9 L) with a longer stroke of 3.98 in (101 mm). The two engines are nearly identical; the differences are in the rotating assembly and combustion chamber sizes in the head (the heads are interchangeable). It produced 170 hp (127 kW) (gross). The 300 became the base F-Series engine in 1978 at 114 hp (85 kW) (horsepower number changes due to Ford switching to net power ratings in 1971). Power outputs were increased to roughly 122 hp (91 kW) during the early 1980s, before fuel injection was introduced. This became the primary engine of the line, eclipsing the 240. Unlike the Falcon engine, it featured separate intake and exhaust manifolds, which could be easily replaced with aftermarket manifolds offering the promise of even more power, through the installation of larger carburetors and a higher flowing exhaust system.
Also during the late 1960s and early 1970s, the 300 was used in larger vehicles such as dump trucks, many weighing into the 15,000 lb (6,804 kg) to 20,000 lb (9,072 kg) range. These engines were equipped with a higher flow HD (Heavy Duty) exhaust manifold and forged crankshafts and rods, as the engines would be constantly working in the 3,000–4,000 rpm range. Due to their high-flowing design, enthusiasts often seek these manifolds out because they allow
Beginning in 1978, the engine displacement was advertised in metric, becoming "4.9 L." Fuel injection and other changes in 1987 increased output to 150 horsepower (112 kW) with an 8.8:1 compression ratio. Even though this engine was renowned for its durability, low-end torque, and ease of service, it was gradually phased out. Production ended in 1996, making it the last inline-six gasoline engine offered in a Ford car or light truck in North America. It was replaced by the 4.2 L Essex V6 for 1997 in the redesigned F-150, as well as the E-150 and E-250.
The 300 was mated to the Ford C6, E4OD, and AOD automatic transmissions, and the Mazda M5OD, ZF S5-42 and S5-47, 5-speed manual transmissions, and the Borg-Warner T18, Tremec RTS, and New Process NP435 4-speed manual transmissions.
Race car driver Scott Donohue raced a rally truck with a Ford 300 inline-six in it and won the Baja 1000 three times. This engine is also used by Stewart & Stevenson in the MA Baggage Tow Tractor,[2] 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, most UPS trucks. 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 (F-100, F-150, F-250, F-350, and F-600)[4]
- 1968–1996 Ford E-Series (E-100, E-150, E-250, and E-350)[5]
- 1980–1992 Ford Bronco
Ford Australia
With local production of the Ford Falcon starting in 1960, Ford Australia began to offer the same inline-six engines as offered in North America. In Australia, the engine underwent significant updates to its design over the following decades, ultimately remaining in production for 56 years.
Initially, the 144 and 170 cu in 'Pursuit' engines were offered; the 144 being eventually discontinued in late 1966. As in North America, a 200 cu in '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 cu in (badged 3.1 and 3.6 litres). They superseded the 170 and 200 engines in the lineup. The 188 and 221 also powered the Ford Falcon (Argentina) from 1970 to 1991. These engines both shared a 3.68 in (93.5 mm) bore, with strokes of 2.94 or 3.46 in (74.7 or 87.9 mm) respectively. The actual displacements are 187.6 and 220.8 cu in (3.1 and 3.6 L; 3,075 and 3,618 cc).
200 and 250
In 1970, Ford Australia enlarged the motors to 200 and 250 cu in. The head was of the same design as previous models, with an integral intake catering for a single-barrel Bendix-Stromberg carburettor. In the configuration, the Falcon 250 I-6 was rated at 155 hp (116 kW). Also in 1970, the Falcon Inline 6, on both 200 and 250 cu in variants, became available on locally manufactured Ford Cortinas, Around this time, the company also developed the '2V' ('two venturi', or '2 barrel' in Ford terminology, reflecting a new 2-barrel carburettor as opposed to the previous single-barrel) cylinder head, which in all respects was similar to the previous integral "log head" intake, with the exception of a removable aluminium intake which mounted a Bendix-Stromberg WW two-barrel carburettor. To take advantage of the much improved breathing ability that the removable intake brought to the new head, the 250-2V also featured a much better breathing exhaust manifold. The result was the engine being rated at 128 kW (172 hp).
For years, the 250-2V cylinder head was very popular for racing and many have been imported to North America, where owners of cars with the Falcon inline six have upgraded their engines with the better cylinder head.
Crossflow, Alloy Head, Alloy Head II and EFI
From 1 July 1976, new emission standards came into effect with Australian Design Rule 27A, which set limits for the emissions of hydrocarbons, carbon monoxide, and oxides of nitrogen. In an effort to maintain horsepower output while complying with the new standards, Ford Australia updated the engines with a new cast-iron
In June 1980, Ford Australia updated the crossflow design with a new aluminium head casting developed in conjunction with Honda. Dubbed Alloy Head and introduced as part of a mid-life update of the XD Falcon, the revised engines were 24 kilograms (53 lb) lighter, had improved warm-up time, higher power outputs, and reductions in fuel consumption of seven to ten per cent.[7] Until 1982, the engines were fitted with a single-barrel Bendix-Stromberg carburettor, but with the introduction of the XE Falcon from March 1982, they were fitted with a Weber two-barrel carburettor which further increased power outputs and improved fuel consumption over the single-barrel carburettor. The updated engine was designated Alloy Head II.
In March 1983, direct-port fuel injection using
OHC and Intech
The SOHC engines were offered as the 3.2 L (with throttle body injection) and the 3.9 L (with throttle body or multipoint fuel injection). In 1989, the 3.2 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 1994, a dual resonance intake manifold for the EF series was introduced, with power increasing to 157 kW (211 hp). With the sports-oriented XR6 variant becoming an increasingly significant model, a high output version of the engine was now standard for this model, boasting 164 kW (220 hp). Also for the EF series Falcon, the standard engine employed a high-energy coil-pack ignition system. However, the subsequent EL Falcon reverted to a distributor/coil ignition setup.
Ford Australia redesigned the I-6 again, naming it the Intech, in 1998 alongside the introduction of the
Barra
In 2002, the engine underwent a significant upgrade receiving
Turbocharged versions were also manufactured. The initial version, known as Barra 240T with 240 kW (322 hp) and 450 N⋅m (330 lb⋅ft) of torque was offered between 2002 and 2005 in the BA Falcon XR6 Turbo, as well as 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 N⋅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 N⋅m (393 lb⋅ft) of torque.
Ford Australia's high-performance division, Ford Performance Vehicles (FPV), created even more powerful turbocharged variants. The first turbocharged straight-6-engined car 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 first power and torque upgrade came with the FG range of 2008, which saw outputs rise to 310 kW (416 hp) of power @ 5500 rpm and 565 N⋅m (417 lb⋅ft) of torque. This engine, the Barra 310T, was the first Australian-built engine to achieve over 100 hp per litre.[9]
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 N⋅m (425 lb⋅ft) @ 2750 rpm. The engine features an overboost function that can increase output to 370 kW (496 hp) and 650 N⋅m (480 lb⋅ft) for up to ten seconds.[10]
Ford Australia had intended to discontinue production of the I-6 engine at their engine plant in
Ford Falcon (Australia) straight-six engines
Falcon model | Capacity | Induction | Valvetrain | Fuel | Power | Torque | Notes |
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XY, XA, XB | 3.3 L | Carburettor | OHV | Leaded | 96 kW (129 hp) | 257 N⋅m (190 lb⋅ft) | SAE measurements |
XY, XA, XB | 4.1 L | Carburettor | OHV | Leaded | 116 kW (156 hp) | 325 N⋅m (240 lb⋅ft) | SAE measurements |
XC | 3.3 L | Carburettor | OHV | Leaded | 80 kW (107 hp) | 220 N⋅m (162 lb⋅ft) | Crossflow cylinder head |
XD | 3.3 L | Carburettor | OHV | Leaded | 82 kW (110 hp) | 228 N⋅m (168 lb⋅ft) | Crossflow cylinder head (alloy head on XD series July 1980 onwards) |
XC | 4.1 L | Carburettor | OHV | Leaded | 92 kW (123 hp) | 289 N⋅m (213 lb⋅ft) | Crossflow cylinder head |
XD | 4.1 L | Carburettor | OHV | Leaded | 94 kW (126 hp) | 305 N⋅m (225 lb⋅ft) | Alloy cylinder head - July 1980 onwards |
XE, XF pre-1/1986 | 3.3 L | Carburettor | OHV | Leaded | 90 kW (121 hp) | 240 N⋅m (177 lb⋅ft) | Alloy head II |
XE, XF pre-1/1986 | 4.1 L | Carburettor | OHV | Leaded | 98 kW (131 hp) | 305 N⋅m (225 lb⋅ft) | Alloy head II |
XE | 4.1 L | EFI | OHV | Leaded | 111 kW (149 hp) | 325 N⋅m (240 lb⋅ft) | Bosch LE II Jetronic fuel injection |
XF 1/1986 onwards | 4.1 L | Carburettor | OHV | Unleaded | 98 kW (131 hp) | 297 N⋅m (219 lb⋅ft) | |
XF pre-1/1986 | 4.1 L | EFI | OHV | Leaded | 120 kW (161 hp) | 333 N⋅m (246 lb⋅ft) | Ford EEC-IV Multi-point EFI |
XF 1/1986 onwards | 4.1 L | EFI | OHV | Unleaded | 123 kW (165 hp) | 325 N⋅m (240 lb⋅ft) | Ford EEC-IV Multi-point EFI |
EA | 3.2 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 | 3.9 L | 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 N⋅m (257 lb⋅ft) | |
XR6 EBII, ED | 4.0 L | EFI | SOHC | Unleaded | 161 kW (216 hp) | 361 N⋅m (266 lb⋅ft) | Tickford enhanced |
EF, EL, AU series I, II & III | 4.0 L | EFI | SOHC | Unleaded | 157 kW (211 hp) | 357 N⋅m (263 lb⋅ft) | Two-stage broadband intake manifold, coil-pack ignition system (EF and AU Only) |
XR6 EF, EL, AU series I, II & III | 4.0 L | EFI | SOHC | Unleaded | 164 kW (220 hp) | 366 N⋅m (270 lb⋅ft) | Tickford enhanced, also standard fitment on EF and EL Fairmont Ghia |
AU series II and III | 4.0 L | EFI | SOHC | LPG | 143 kW (192 hp) | 362 N⋅m (267 lb⋅ft) | Dedicated LPG
|
Fairmont Ghia AU series I, II & 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, II & III | 4.0 L | EFI | SOHC | Unleaded | 172 kW (231 hp) | 374 N⋅m (276 lb⋅ft) | VCT Variable valve timing, performance exhaust |
BA | 4.0 L | 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⋅m (332 lb⋅ft) | Garrett GT3582 turbocharger |
BF | 4.0 L | EFI | DOHC | Unleaded | 190 kW (255 hp) | 383 N⋅m (282 lb⋅ft) | |
BF XR6 Turbo | 4.0 L | EFI | DOHC | Unleaded | 245 kW (329 hp) | 480 N⋅m (354 lb⋅ft) | Garrett GT3582 turbocharger |
FG, FG X | 4.0 L | EFI | DOHC | Unleaded | 195 kW (261 hp) | 391 N⋅m (288 lb⋅ft) | |
FG, FG X ECO-LPI | 4.0 L | EFI | DOHC | LPG | 198 kW (266 hp) | 409 N⋅m (302 lb⋅ft) | Dedicated LPG |
FG, FG X XR6 Turbo | 4.0 L | EFI | DOHC | Unleaded | 270 kW (362 hp) | 533 N⋅m (393 lb⋅ft) | Garrett GT3576 turbocharger |
FG X XR6 Sprint | 4.0 L | 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 function. |
FPV F6 model | Capacity | Induction | Valvetrain | Fuel | Power | Torque | Notes |
---|---|---|---|---|---|---|---|
BA MkII, BF | 4.0 L | EFI | DOHC | Unleaded | 270 kW (362 hp) | 550 N⋅m (406 lb⋅ft) | |
FG | 4.0 L | EFI | DOHC | Unleaded | 310 kW (416 hp) | 565 N⋅m (417 lb⋅ft) |
References
- ^ "A REAL SURVIVOR 1964 ONAN 30 EC". YouTube. Archived from the original on 2021-12-05.
- ^ "Baggage Tow Tractor" (PDF). AERO Specialties. 2002. Archived from the original (PDF) on 24 March 2006. Retrieved 12 January 2022.
- ^ "Harlan HT-50" (PDF). Aviation GSE. Retrieved 8 August 2022.
- ^ "1969 Ford Trucks" (PDF).
- ^ "1997 Ford Econoline Vans" (PDF).
- ^ a b "1976 Ford Falcon XC reveal". Wheels. September 1976.
- ^ Robinson, Peter (November 1980). "1980 Ford Falcon XD 1/2 review". Wheels.
- ^ "1983 Ford ZK Fairlane-06-07". Retrieved 28 December 2023.
- ^ "Ford Barra engine tuning guide". WhichCar. Retrieved 2022-02-10.
- ^ "2016 Ford Falcon XR6 Sprint Review - Drive".
- ^ "Ford's Geelong plant to close, 600 jobs lost". ABC News. 2007-07-18. Retrieved 2022-02-10.
- ^ "Ford backflips on Vic plant closure". Drive. 2008-11-19. Retrieved 2022-02-10.
- ^ "1,200 jobs to go as Ford closes Australian plants". ABC News. 2013-05-23. Retrieved 2022-02-10.