| Ford straight-six engine | |
| Manufacturer: | Ford Motor Company |
| Configuration: | Straight-6 |
| Production: | 1941–1996 (US) 1960–2016 (Australia) 1961–1995 (Argentina) |
| Block: | Cast iron |
| Head: | Cast iron, aluminium |
| Valvetrain: | Sidevalve (1941-1953) OHV (1952-1996) SOHC (Australia, 1988-2002) DOHC (Australia, 2002-2016) |
| Turbocharger: | Garrett GT3582/GT3576 with intercooler (Australia, 2002-2016) |
| Fuelsystem: | Carburetor (1941-1993) CFI (1988-1992) MPFI (1982-2016) |
| Fueltype: | Gasoline |
| Coolingsystem: | 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.
Introduced for the 1941 model year, the first Ford L-6 (designated G-series) displaced 2261NaN1 and produced 900NaN0, 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 950NaN0 and 1800NaN0 of torque. The G- and H-series engines were used in the full-sized Ford cars and trucks to replace the smaller 1361NaN1 Flathead V8 that was used in the 1937 Ford. Ford discontinued production of the H-series engine for the 1951 model year.
A 2541NaN1 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 1150NaN0 and 2120NaN0 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.
| Mileage Maker/Cost Clipper | |
| Production: | 1952–1964 |
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 2151NaN1 and produced 1010NaN0. It was also used in the 1952–53 Ford full-sized cars.
The 215 grew to 2231NaN1 for the 1954 F-Series. Output was now 1150NaN0 in the trucks and 1200NaN0 in the 1954 Ford cars. Power was up to 1370NaN0 in the 1956 trucks. While not the popular engine option, the 223 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 was also used in 1963–1964 Ford trucks, which also used the Autolite 1100 carburetor with stamping C4TF-E and produced 1450NaN0 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 2621NaN1 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.
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 Thriftpower Six | |
| Production: | 1960–1964 |
| Block: | Cast iron |
| Head: | Cast iron |
| Valvetrain: | OHV |
| Fuelsystem: | Carburetor |
| Fueltype: | Leaded gasoline |
| Oilsystem: | Wet sump |
| Coolingsystem: | Water-cooled |
| Power: | 840NaN0 at 4200 rpm |
| Torque: | 1340NaN0 at 2000 rpm |
| Compression: | 8.7:1 |
The 1441NaN1 inline-six engine was first introduced in the 1960 Ford Falcon. The 144 was made from 1960 through 1964 and averaged 900NaN0 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 300NaN0. 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 | |
| Production: | 1961–1972 |
| Power: | 1050NaN0 at 4400 rpm |
| Torque: | 1560NaN0 at 2400 rpm |
| Compression: | 9.1:1 |
In 1961, the 1701NaN1 became an option for the Falcon and Comet lines. The 170 Special Six was a stroked version of the 144, increasing the stroke from . The original 1965 Ford Mustang used a 1010NaN0 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 core plugs on the side of the block. The 170 Special was dropped from production in 1972.
As used in the Argentinian-made Ford Falcon from 1962 until 1970, this engine produced at 4400 rpm.
From 1965 to 1969, Ford Argentina produced a specific block similar to the earlier 2001NaN1, with four main bearings and a stroke) but with a bore. It was replaced by the 1881NaN1 from 1969. Power was rated at 1160NaN0.
The inline-six model was introduced in the middle of 1963 with 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 1200NaN0. 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 2.8 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 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 2.3 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.
Applications:
The 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 . Output was 1550NaN0 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 980NaN0 for 1972 (because of power rating changes) and 880NaN0 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:
| Truck Six | |
| Production: | 1964–1996 |
| Bore: | 41NaN1 |
| Stroke: | 3.181NaN1 (240) 3.981NaN1 (300) |
| Power: | 1140NaN0 to 1500NaN0 |
| Torque: | 2600NaN0 |
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) carburetor until the introduction of electronic fuel injection in 1987. With proper gearing, many F-Series trucks and Broncos achieve 200NaN0. This fact was heavily used by Ford's advertising campaign (some television advertisements and written literature even claimed 300NaN0), since the V8 engines in these trucks rarely achieved over 140NaN0.
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 2401NaN1 inline-six for 1965–1972 full-sized cars (continued to 1974 in fleet models) and 1965–1977 trucks and vans produced 1500NaN0 (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 40NaN0 and a stroke of 3.180NaN0.
The six was first offered in the F-Series for 1965. It is essentially a 2401NaN1 with a longer stroke of 3.980NaN0. 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 1700NaN0 (gross). The 300 became the base F-Series engine in 1978 at 1140NaN0 (horsepower number changes due to Ford switching to net power ratings in 1971). Power outputs were increased to roughly 1220NaN0 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 150000NaN0 to 200000NaN0 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 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 increased output to 150hp 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:
Initially, the 144 and 170 cu in 'Pursuit' engines were offered; the 144 being eventually discontinued in late 1966 with the introduction of the larger second generation XR Falcon.[7] As in North America, a 200 cu in 'Super Pursuit' motor was added in February 1964. In 1968, coinciding with the release of the XT Falcon, 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).[8] These engines both shared a bore, with strokes of respectively.[9] They superseded the 170 and 200 engines in the Australian Falcon lineup. The 188 and 221 also powered the Argentine Falcon range from 1970 to 1991.
In, in conjunction with the release of the XY Falcon, Ford Australia enlarged capacities to 200 and 250 cu in., reverting to imperial cubic inch measurements for identification. Bore and stroke dimensions for the engines were identical to their US counterparts. The head was of the same design as previous models, with an integral intake catering for a single-barrel Bendix-Stromberg carburettor, while the block was upgraded to a seven-bearing crankshaft. Outputs for the 200 and 250 cu in. engines were rated at 1300NaN0 and 1550NaN0 respectively. Both 200 and 250 cu in variants also became available on locally manufactured Ford Cortinas.
As a performance option for the XY Falcon and subsequent XA Falcon, Ford developed the 2V (two-venturi) variant of the 250 cu in. engine. The 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 better-breathing exhaust manifold. Output was rated at 1700NaN0, and road tests noted a reduction in 0 to 600NaN0 acceleration time from 14 to 10.7 seconds over a Falcon equipped with the standard single-barrel 250 cu in. engine.[10] 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.
From 1 July, 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 crossflow head design with larger, canted valves, and an aluminium water-heated intake manifold to improve gas flow and warm-up.[11] Other changes included the introduction of an exhaust gas recirculation valve, and positive crankcase ventilation. Introduced with the XC Falcon, engine displacements remained 200 and 250 cu in, but were now badged 3.3 and 4.1 litres, respectively. While quoted power outputs dropped from NaNhp for the 3.3, and from NaNhp for the 4.1, power was now measured using the DIN rather than SAE gross method, and the new crossflow engines reportedly generated higher actual power outputs than their immediate predecessors.[11] 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.
With the introduction of the 1979 XD Falcon, changes to compression ratio, ignition advance and revisions to port design for improved gas flow saw modest increases to power and torque outputs.[12] In June 1980, Ford Australia updated the crossflow design with a new aluminium head casting developed in conjunction with Honda, and introduced electronic ignition.[13] Dubbed Alloy Head and introduced as part of a mid-life update of the XD Falcon, the revised engines were lighter, had improved warm-up time, power outputs for the 3.3 and 4.1 litre engines now raised to 84kW and 94kW respectively, with reductions in fuel consumption of seven to ten per cent.[14] Until 1982, the engines were fitted with a single-barrel Bendix-Stromberg carburettor, but with the introduction of the XE Falcon from March 1982, both 3.3 and 4.1 litre engines were fitted with a Weber two-barrel carburettor which further increased power outputs to 90kW and 105kW respectively,[15] 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 Bosch Jetronic LE was offered as an option on the 4.1 L engine.[16] With the release of the XF Falcon the following year, the injected 4.1 was upgraded with Ford's EEC-IV engine management system with Multi Point Electronic Fuel Injection (MP-EFI). Changes to the carburettor-based engine were made to accommodate the EFI system. 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.
In response to Australian Design Rule 37, which required all new cars sold after 1 January 1986 to operate with unleaded petrol,[17] Falcon engines were modified for running on regular grade 91 RON unleaded fuel and equipped with catalytic converters . Power and torque outputs for the carburetted engines fell slightly, while maximum power output from the 4.1 EFI engine increased slightly to 121kW.[18]
In, the inline six engines underwent a major redesign for the EA26 Falcon and now featured a new single overhead cam (SOHC) crossflow aluminium head. Two engine sizes were offered, based on a common 91.86mm cylinder bore. The smaller engine, dubbed 3.2 litre, featured a 79.3mm stroke and a swept volume of 3157cc. The larger engine, dubbed 3.9 litre, featured a 99.31mm stroke and a swept volume of 3949cc. Electronic fuel injection was now used across with range, with the 3.2 litre engine equipped with throttle body injection, and the 3.9 litre engine available with a choice of throttle body or multipoint fuel injection.
The camshaft and auxiliary shaft are driven by a duplex chain, also driving 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 variants, the block is cast iron.
The 3.2 litre engine was discontinued by early 1989. In 1992, in conjunction with a mid-life update of the EB Falcon, the cylinder bore was increased to 92.25mm, increasing swept volume to 3984cc. Now available only with multipoint fuel injection, the engine was rated at 1480NaN0.[19]
In 1994, a dual resonance intake manifold for the EF series was introduced, with power increasing to 1570NaN0. 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 1640NaN0. 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 Composite Headgasket from the previous models was replaced with a Multi-Layer-Steel (MLS) gasket. Power outputs for the base model Falcon Forte, Fairmont, and the standard XR6 were unchanged from their EL series predecessors, but a new 1720NaN0 XR6 VCT model was offered. The Fairmont Ghia, Fairlane and LTD models were also equipped with a 1680NaN0 variant of the VCT engine.
See main article: Ford Barra engine.
In, 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 380Nm, 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 383Nm. In 2008 the Barra was upgraded a final time, debuting in the Ford Falcon (FG) with power outputs of 195 kW (261 hp) and 391Nm.
Turbocharged versions were also manufactured. The initial version, known as Barra 240T with 2400NaN0 and 450Nm 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 2450NaN0 of power and 480Nm 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 2700NaN0 of power and 533Nm 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 2700NaN0 of power and 550Nm of torque. The first power and torque upgrade came with the FG range of 2008, which saw outputs rise to 3100NaN0 of power @ 5500 rpm and 565Nm of torque. This engine, the Barra 310T, was the first Australian-built engine to achieve over 100 hp per litre.[20]
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 3250NaN0 @ 6000rpm and 576Nm @ 2750 rpm. The engine features an overboost function that can increase output to 3700NaN0 and 650Nm for up to ten seconds.[21]
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.[22] [23] 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.[24]
| Falcon model | Capacity | Induction | Valvetrain | Fuel | Power | Torque | Notes | |
|---|---|---|---|---|---|---|---|---|
| XW | 3.1 L | Carburettor | OHV | Leaded | 1180NaN0 | 1800NaN0 | SAE measurements | |
| XW | 3.6 L | Carburettor | OHV | Leaded | 1400NaN0 | 2100NaN0 | SAE measurements | |
| XY, XA, XB | 3.3 L | Carburettor | OHV | Leaded | 1300NaN0 | 1900NaN0 | SAE measurements | |
| XY, XA, XB | 4.1 L | Carburettor | OHV | Leaded | 1550NaN0 | 2400NaN0 | SAE measurements | |
| XY, XA | 4.1 L | 2V Carburettor | OHV | Leaded | 1700NaN0 | 2500NaN0 | SAE measurements | |
| XC | 3.3 L | Carburettor | OHV | Leaded | 800NaN0 | 2200NaN0 | Crossflow cylinder head | |
| XD | 3.3 L | Carburettor | OHV | Leaded | 820NaN0 | 2280NaN0 | Crossflow cylinder head (alloy head on XD series July 1980 onwards) | |
| XC | 4.1 L | Carburettor | OHV | Leaded | 920NaN0 | 2890NaN0 | Crossflow cylinder head | |
| XD | 4.1 L | Carburettor | OHV | Leaded | 940NaN0 | 3050NaN0 | Alloy cylinder head - July 1980 onwards | |
| XE, XF pre-1/1986 | 3.3 L | 2V Carburettor | OHV | Leaded | 900NaN0 | 2400NaN0 | Alloy head II | |
| XE, XF pre-1/1986 | 4.1 L | 2V Carburettor | OHV | Leaded | 980NaN0 | 3050NaN0 | Alloy head II | |
| XE | 4.1 L | EFI | OHV | Leaded | 1110NaN0 | 3250NaN0 | Bosch LE II Jetronic fuel injection | |
| XF 1/1986 onwards | 4.1 L | 2V Carburettor | OHV | Unleaded | 980NaN0 | 2970NaN0 | ||
| XF pre-1/1986 | 4.1 L | EFI | OHV | Leaded | 1200NaN0 | 3330NaN0 | Ford EEC-IV Multi-point EFI | |
| XF 1/1986 onwards | 4.1 L | EFI | OHV | Unleaded | 1210NaN0 | 3250NaN0 | Ford EEC-IV Multi-point EFI | |
| EA | 3.2 L | EFI | SOHC | Unleaded | 900NaN0 | 2350NaN0 | ||
| EA, EB | 3.9 L | EFI | SOHC | Unleaded | 1200NaN0 | 3110NaN0 | ||
| EA, EB | 3.9 L | EFI | SOHC | Unleaded | 1390NaN0 | 3380NaN0 | EEC-IV Multi-point injection | |
| EB series II, ED | 4.0 L | EFI | SOHC | Unleaded | 1480NaN0 | 3480NaN0 | ||
| XR6 EBII, ED | 4.0 L | EFI | SOHC | Unleaded | 1610NaN0 | 3610NaN0 | Tickford enhanced | |
| EF, EL, AU series I, II & III | 4.0 L | EFI | SOHC | Unleaded | 1570NaN0 | 3570NaN0 | 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 | 1640NaN0 | 3660NaN0 | Tickford enhanced, also standard fitment on EF and EL Fairmont Ghia | |
| AU series II and III | 4.0 L | EFI | SOHC | LPG | 1430NaN0 | 3620NaN0 | Dedicated LPG | |
| Fairmont Ghia AU series I, II & III | 4.0 L | EFI | SOHC | Unleaded | 1680NaN0 | 3700NaN0 | VCT Variable valve timing | |
| XR6 AU series I, II & III | 4.0 L | EFI | SOHC | Unleaded | 1720NaN0 | 3740NaN0 | VCT Variable valve timing, performance exhaust | |
| BA | 4.0 L | EFI | DOHC | Unleaded | 1820NaN0 | 3800NaN0 | Dual overhead camshaft, VCT Variable valve timing | |
| BA XR6 Turbo | 4.0 L | EFI | DOHC | Unleaded | 2400NaN0 | 4500NaN0 | Garrett GT3582 turbocharger | |
| BF | 4.0 L | EFI | DOHC | Unleaded | 1900NaN0 | 3830NaN0 | ||
| BF XR6 Turbo | 4.0 L | EFI | DOHC | Unleaded | 2450NaN0 | 4800NaN0 | Garrett GT3582 turbocharger | |
| FG, FG X | 4.0 L | EFI | DOHC | Unleaded | 1950NaN0 | 3910NaN0 | ||
| FG, FG X ECO-LPI | 4.0 L | EFI | DOHC | LPG | 1980NaN0 | 4090NaN0 | Dedicated LPG | |
| FG, FG X XR6 Turbo | 4.0 L | EFI | DOHC | Unleaded | 2700NaN0 | 5330NaN0 | Garrett GT3576 turbocharger | |
| FG X XR6 Sprint | 4.0 L | EFI | DOHC | Unleaded | 3250NaN0 | 5760NaN0 | 3700NaN0 and 6500NaN0 with overboost function. |
| FPV F6 model | Capacity | Induction | Valvetrain | Fuel | Power | Torque | Notes | |
|---|---|---|---|---|---|---|---|---|
| BA MkII, BF | 4.0 L | EFI | DOHC | Unleaded | 2700NaN0 | 5500NaN0 | ||
| FG | 4.0 L | EFI | DOHC | Unleaded | 3100NaN0 | 5650NaN0 |