Ford straight-six engine

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Ford Inline 6 Engines
ManufacturerFord Motor Company
Production1941–1996 (US)
1960–2016 (Australia)
1961–1995 (Argentina)
Cylinder block materialCast iron
Cylinder head materialCast iron, aluminium
ValvetrainSidevalve (1941-1953)
OHV (1952-1996)
SOHC (Australia, 1988-2002)
DOHC (Australia, 2002-2016)
TurbochargerGarrett GT3582/GT3576 with intercooler (Australia, 2002-2016)
Fuel systemCarburetor (1941-1993)
CFI (1988-1992)
MPFI (1982-2016)
Fuel typeGasoline
Cooling systemWater-cooled
Power outputover 9000

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[edit]

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.


Introduced for the 1941 model year, the first Ford L-6 (designated G-series) displaced 226 cu in (3.7 L) and produced 90 hp (67 kW), the same as the Flathead V-8 that year. Like the V-8, it was also a flathead or L-head engine. In 1948, Ford raised the compression of the flathead six or L-6 (designated H-series or Rouge 226) 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 full-sized Ford cars and trucks to replace the smaller 136 cu in (2.2 L) Flathead V8 that was used in the 1937 Ford. Ford discontinued production of the H-series engine for the 1951 model year.


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 wine-producing farms to manage risk by powering giant frost-control propellers on stands in the middle of rows of grapes.

Second generation[edit]

Mileage Maker/Cost Clipper
The 223 cu in version in a 1959 Ford Fairlane
  • 215 cu in (3,523 cc)
  • 223 cu in (3,653 cc)
  • 262 cu in (4,301 cc)
Cylinder bore
  • 3.56 in (90 mm) (215)
  • 3.625 in (92 mm) (223)
  • 3.718 in (94 mm) (262)
Piston stroke
  • 3.6 in (91 mm) (215 and 223)
  • 4.03 in (102 mm) (262)
Power output
  • 101 hp (75 kW) (215)
  • 115 to 145 hp (86 to 108 kW) (223)
  • 152 hp (113 kW) (262)

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.


A completely new OHV I-6 was offered for the 1952–53 F-Series. It displaced 215 cu in (3.5 L) and produced 101 hp (75 kW). It was also used in the 1952–53 Ford full-sized cars.


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 1954 Ford cars. Power was up to 137 hp (102 kW) in the 1956 trucks. While not the popular engine option, the 223 cu in (4 L) was the only inline-six offered in the Fairlane (until 1961), Galaxie, and F-Series trucks between 1955 and 1964, causing it to be not quite a rarity, but not easy to come across. The 223 I-6 was also used in 1963–1964 Ford trucks, which also used the Autolite 1100 carburetor with stamping C4TF-E and produced 145 hp (108 kW) with 206 ft-lb of torque, and Mercury Meteor-Monterey in 1961. The 223 was also used in Onan 30EC generator sets and possibly others.[1]


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[edit]

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. Note that car companies, including Ford, switched from gross ratings to net horsepower and torque ratings in 1972 (mainly because of the emissions laws being enacted nationwide at the time), so changes in engine compression and emissions controls make comparing engines from various production years (especially pre-1972) difficult.


144 Thriftpower Six
Displacement144 cu in (2.4 L)
Cylinder bore3.5 in (89 mm)
Piston stroke2.5 in (64 mm)
Cylinder block materialCast iron
Cylinder head materialCast iron
Compression ratio8.7:1
Fuel systemCarburetor
Fuel typeLeaded gasoline
Oil systemWet sump
Cooling systemWater-cooled
Power output84 hp (63 kW) at 4200 rpm
Torque output134 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:


170 Special Six
Displacement170 cu in (2.8 L)
Cylinder bore3.5 in (89 mm)
Piston stroke2.94 in (75 mm)
Compression ratio9.1:1
Power output105 hp (78 kW) at 4400 rpm
Torque output156 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 in (64 mm) to 2.94 in (75 mm). The original 1965 Ford Mustang used a 101 hp (75 kW) version from March (production start) through July 1964. The Econoline van and Ford Bronco received a heavier-duty version with mechanical valve lifters. This engine had four main 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.


From 1965 to 1969, Ford Argentina produced a specific block similar to the earlier 200 cu in (3.3 L) (four main bearings, 3.126 in (79 mm) stroke) but with a 3.56 in (90 mm) bore. It was replaced by the 188 cu in (3.1 L) from 1969. Power was rated at 116 hp (87 kW).


The 200 cu in (3.3 L) 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 freeze 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 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 use the 200 as its base engine until it was dropped in 1971. Starting in 1966, a six-bolt bellhousing flange block was introduced. Beginning in 1980, one version of the 200 block was redesigned with a bell housing flange and a low-mount starter very similar to the low-mount starter 250 inline-six. This version is easily identified by starter location down by the oil pan rail and is referred to as the Big Bell 200. The big bell design is uncommon, but sought after by I-6 performance enthusiasts because it can be modified to accept a Ford small block V8 six bolt bell housing. There were concurrent high-mount 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 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 2.8L 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 2.8L 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 3.3L 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 Maverick and Mercury Comet and continued in the Ford Fairmont and Mercury Zephyr until they were discontinued at the end of the 1983 model year. The 1975–80 Ford Granada and Mercury Monarch offered the 200 inline-six as the standard engine. For 1981–82 the Ford Granada was redesigned and common with an expanded line of Mercury Cougars which used the 200 inline-six as the standard engine. From mid-year 1980 through 1982 the Ford Thunderbird and Mercury Cougar XR-7 used the 200 inline-six as the standard engine. The Ford LTD and Mercury Marquis, introduced in 1983 as the successors to the Granada and Cougar (non-XR7 models), carried over the 200 engine until it was replaced by the 3.8L Essex V6 for 1984.

Ford was also having problems meeting demand for its 2.3L 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 2.3L 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 motor was designated the 2.3L HSC to help differentiate it from the same displacement 2.3L OHC design. This motor shared many common parts with the 200, and it is common for persons rebuilding their 200 engines to use the 2.3L HSC pistons as a cheap replacement.



The 250 cu in (4.1 L) 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 in (79 mm) to 3.91 in (99 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 freeze (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 4.6L V8, and the 240 and 300 inline-six. Production of the 250 ended in 1980.


Fourth generation[edit]

A Ford 240 Inline 6 configured for installation in a 1969 F-100
Truck Six
Displacement240 cu in (3.9 L)
300 cu in (4.9 L)
Cylinder bore4 in (102 mm)
Piston stroke3.18 in (81 mm) (240)
3.98 in (101 mm) (300)
Fuel system
  • Carburetor (240, 1964-1986 300
  • MPFI (1987-1996 300)
Power output114 hp (85 kW) to 150 hp (112 kW)
Torque output260 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. Their simple design and rugged construction continue to endear these engines to a number of Ford enthusiasts to this day. The engine has earned the monikers "bulletproof" and "indestructible" by many.

One example of the engine's sturdy design is the fact that no timing chain or timing belt (both of which can break, causing unwanted downtime or even engine damage, although this is extremely unlikely in the case of a chain) is used. This generation of Ford Six was designed with long-wearing gears for that purpose instead. These engines also employed seven main bearings.

Both the 240 and the 300, no matter the application, used a single-barrel Autolite 1100/1101 (or Carter YF/A) carburetor until the introduction of electronic fuel injection in 1987. With proper gearing, many F-Series 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‑US (8 l/100 km)), since the V8 engines in these trucks rarely achieved over 14 mpg‑US (17 L/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 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.


The 240 cu in (3.9 L) inline-six for 1965–1972 full-sized cars (continued to 1974 in fleet models) and 1965–1974 trucks and vans produced 150 hp (112 kW) (gross). In stationary service (generators and pumps) fueled by LPG or natural gas, this 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).


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 weather

The 300 cu in (4.9 L) 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 since the engines were going to be constantly working in the 3,000–4,000 rpm range. These rare yet effective manifolds had a much higher exhaust flow rate because many of these engines would spend hours at 3,000 rpm or more. Due to their straightforward and high flowing design, enthusiasts often seek these manifolds out because they allow turbochargers to be easily retrofitted to the engine.

Beginning in 1978, the engine displacement was advertised in metric, becoming "4.9 L." Fuel injection and other changes in 1987 pushed output up to 150 hp (112 kW) horsepower 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 4.2L Essex V6 for 1997 in the radically redesigned F-150 and the E-150 and E-250. The 300 was mated to the Ford C6, E4OD, AOD, ZF S5-42 and S5-47 transmissions, as well as the Mazda built M5OD 5-speed manual transmission, 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.


Ford Australia[edit]

Starting in 1960, Ford Australia used the same inline-six engines as offered in North America, featuring the 144 and 170 cu in pursuit models. The 144 was 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.

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.

In 1976, Ford Australia updated the engines with a new cast-iron crossflow head design. Engine displacements remained 200 and 250 cu in, but were now badged 3.3 and 4.1 litres, respectively. These engines were offered in the Ford Falcon XC in Australia. Whereas the previous integral "log head" I-6 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 head casting. The alloy head was used to improve warmup time 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 two-barrel carburettor, which had improved fuel consumption over the single-barrel carburettor. The Weber carburettor engines were badged Alloy-Head II.

Later, a Bosch Jetronic fuel-injected version with direct-port fuel injection was offered in the XE Falcon, and was only available as an aluminium-head 4.1 L. The XF Falcon's 4.1 then received Ford's EEC-IV 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 accommodate the EFI system. The compression ratio on the 4.1 L 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.

  • Power at specified rpm (DIN) before '86 running on leaded fuel
    • 3.3 L 90 kW (121 hp) @ 4100 rpm
    • 4.1 L 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 L 240 N⋅m (180 lb⋅ft) @ 2500 rpm
    • 4.1 L carburetor 305 N⋅m (225 lb⋅ft) @ 2400 rpm
    • 4.1 L EFI engine 333 N⋅m (246 lb⋅ft) @ 3000 rpm
  • Power at specified rpm (DIN) ADR 37 compliant engine running on unleaded fuel
    • 3.3 L 89 kW (119 hp) @ 4000 rpm
    • 4.1 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
    • 4.1 L carburetor 297 N⋅m (219 lb⋅ft) @ 2000 rpm
    • 4.1 L EFI engine 325 N⋅m (240 lb⋅ft) @ 3000 rpm

In 1988, the inline six engines underwent a major redesign for the EA Falcon and now featured a new single overhead cam (SOHC) crossflow aluminium 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 reduce emissions.

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 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 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 Ford Falcon (AU), 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 camshaft timing technology in some XR6 models, Fairlane/LTD models and the Fairmont Ghia which allowed the ECU to advance or retard camshaft timing depending on engine speed, which results in a broader power band. The Falcon Forte (base model) engine had a power 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 Ghia had 168 kW (VCT).


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 N⋅m (280 lb⋅ft), it debuted in the Ford Falcon (BA) of 2002 and also 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 final time, debuting in the Ford Falcon (FG) with power outputs of 195 kW (261 hp) and 391 N⋅m (288 lb⋅ft).

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.[6]

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.[7]

Ford Australia had intended to discontinue production of the I-6 engine at their engine plant in Geelong in 2010 and replace it in the Falcon and Territory models with an imported V6 engine, although later reversed this decision in favour of upgrading the Barra to meet then-upcoming Euro IV emissions standards.[8][9] This would prove to be only a temporary stay of execution as the Geelong factory eventually closed on 26 September 2016, following Ford's decision in May 2013 to discontinue the Falcon and Territory and cease manufacture of vehicles in Australia.[10]

Ford Falcon (Australia) straight-six engines

Falcon model Capacity Induction Valvetrain Fuel Power Torque Notes
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)


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