Ford Straight-6 engine
In 1988, the inline six engines underwent a major redesign for the EA Falcon and now featured a new single overhead cam (SOHC) crossflow aluminum head. The camshaft and auxiliary shaft are driven by a 'duplex' chain. The duplex chain drives the distributor and the oil pump shafts. The camshaft is supported on the cylinder head by using 'topless' bearings. Bearing liners are not used. The camshaft is held in position using valve spring pressure. Hydraulic lash adjusters mounted on the rocker arms are used to provide zero valve lash. As with all previous and current models, the block is cast iron, but with a reduction in the cylinder bore to try to help reduce emissions.
The SOHC engines were offered as the 3.2L (with throttle body injection) and the 3.9L (with throttle body or multipoint fuel injection). In 1989, the 3.2L TBI version was discontinued, and in 1991 the 3.9L's displacement was enlarged to 4.0L (now only with MPI) and was rated at 148 kW (
198 hp). 1995 saw the introduction of the dual resonance intake manifold for the EF series. Also for the EF series Falcon, the standard engine employed a high-energy coil-pack ignition system. However, the EL Falcon used a distributor/coil ignition setup, as in Falcon models prior to EF.
Ford of Australia redesigned the I-6 again in 1998, and increased the main bearing size and added a ladder style main stud girdle integral with the oil pan to increase low end rigidity. The engine also received variable cam timing technology in some of the XR models, which can advance or retard cam timing depending on engine rpm, which gives a much broader power band. The 2002 Falcon Forte engine had a power rating of 157 kW, the XR model variants had either 164 kW (HO - High Output) or 172 kW (VCT) and the Fairmont had 168 kW (VCT). All were I6 engines, all were 4.0 litres.
In 2002 the engine received double overhead cams (DOHC) with variable cam timing as the Barra inline six motors and, depending on the version of engine, were offered in the 2002 BA Falcon, Fairlane, and the SX Territory. Currently the BA 195 powers the Falcon and Falcon "Utes" (since 2008) along with the SZ Territory (since 2011). The BA195 is rated at
261 hp (195 kW) @ 6000 rpm and 391 N·m (288 lb·ft) lbs @ 3250 rpm or 198 kW and 409Nm on 95 octane premium fuels with higher values achieved on 98 octane exceeding 420Nm of torque versus 391Nm while on regular 91 octane whilst the BA 190 is rated at
255 hp (190 kW) @ 5250 rpm and 383 N·m (282 lb·ft) @ 2500 rpm. All DOHC engines feature the coil on plug direct ignition system.
There have been some noteworthy performance versions of the DOHC Barra inline sixes.
The Barra 240T, which was a turbocharged, fuel-injected, intercooled DOHC inline six producing 240 kW (322 hp) and 450 N·m (330 lb·ft) lbs of torque, was offered between 2002 and 2005 in the BA Falcon XR6 and XR6 Turbo as well as the Territory Turbo. This was followed in the BF & BF Mk II (between 2005 and 2008) by the Barra 245T producing 329 hp (245 kW) of power and 480 N·m (350 lb·ft) of torque which in turn was followed in the FG (since 2008) by the Barra 270T producing 362 hp (270 kW) of power and 533 N·m (393 lb·ft) of torque.
Ford Australia's high-performance division FPV created even more powerful Turbocharged model variants which were upgraded largely co-inciding with the upgrades of the regular Falcon. The first Turbocharged Straight-6-engined car from FPV was the BA Mk II F6 (2004–2005) which produced
362 hp (270 kW) of power and 550 N·m (410 lb·ft) of torque. The BF (2005–2006) and BF Mk II (2006–2008) F6's had the same power and torque figures. The first power and torque upgrade came with the current FG model which has 416 hp (310 kW) of power @ 5500 rpm and 565 N·m (417 lb·ft) of torque. The Barra 310T is the first Australian-built motor to achieve over 100 hp per litre, and until the release of the new Ford supercharged "Miami" V8, produced more torque than any Australian-built engine to date.
Nizpro Turbocharging, based in Victoria, Australia, with their roots in Nissan engines, turned their attention to the Barra engine and were the first to extract 1,000 hp (746 kW) reliably from a Barra 240T engine in 2004, with carefully designed cams, manifolds and turbocharger. With Motec engine management the engine rev limit was increased to 7200 rpm and it produced 1,000 N·m (740 lb·ft) of torque at only 3500 rpm. A custom crank, conrods and pistons were used but the cylinder head was left unmodified apart from the camshafts and valve springs. The engine was available for order to be built by the public, but at a price tag of over A$38,000
