View source for Ford straight-six engine

{{more citations needed|date=January 2021}}

{{Infobox automobile engine
| name = Ford straight-six engine
| image = Ford Barra 190 inline-six engine.jpg
| caption = Ford Barra 190 straight-six engine, a direct evolution of the 1960 Falcon straight six.
| aka = 
| manufacturer = [[Ford Motor Company]]
| configuration = [[Straight-6]]
| production = 1941–1996 (US)<br />1960–2016 (Australia)<br />1961–1995 (Argentina)
| successor = 
| bore = 
| power = 
| stroke = 
| displacement = 
| length = 
| diameter = 
| width = 
| height = 
| weight = 
| block = [[Cast iron]]
| head = [[Cast iron]], [[aluminium]]
| valvetrain = [[Side-valve engine|Sidevalve]] (1941-1953)<br />[[Overhead valve|OHV]] (1952-1996)<br />[[SOHC]] (Australia, 1988-2002)<br />[[DOHC]] (Australia, 2002-2016)
| supercharger = 
| turbocharger = [[Garrett AiResearch|Garrett]] GT3582/GT3576 with [[intercooler]] (Australia, 2002-2016)
| fuelsystem = [[Carburetor]] (1941-1993)<br />[[Fuel injection#Multi-point injection|CFI]] (1988-1992)<br />[[Multi-point fuel injection|MPFI]] (1982-2016)
| management = {{unbulleted list|[[Ford EEC#EEC-IV|Ford EEC-IV/EEC-V]]|[[Robert Bosch GmbH|Bosch]] [[Jetronic#LE|LE II Jetronic]]}}
| fueltype = [[Gasoline]]
| oilsystem = 
| coolingsystem = [[Water-cooled]]
| specpower = 
| torque = 
| compression = 
}}
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 [[Ford Model K|Model K]]. The next was introduced in the [[1941 Ford]]. Ford continued producing [[straight-six engine]]s for use in its North American vehicles until 1996, when they were discontinued in favor of more compact [[V6 engine|V6]] designs.

[[Ford Australia]] also manufactured straight-six engines in Australia for the [[Ford Falcon (Australia)|Falcon]] and [[Ford Territory (Australia)|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 <span class="anchor" id="1"></span>==
[[File:H series flathead 6.jpg|thumb|upright|left|The H series flathead six cylinder engine.]]
The first-generation Ford six-cylinder engines were all [[flathead engine|flathead]]s. They were the G- and H-series engines of {{cvt|226|cuin|L|1}} used in cars and trucks and the M-series of {{cvt|254|cuin|L|1}} used in larger Ford trucks and for industrial applications.

===226===
Introduced for the [[1941 Ford|1941]] model year, the first Ford L-6 (designated G-series) displaced {{cvt|226|cuin|L|1}} and produced {{cvt|90|hp|kW|0}}, the same as the [[Ford Flathead engine|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 {{cvt|95|hp|kW|0}} and {{cvt|180|lbft|Nm|0}} of torque. The G- and H-series engines were used in the full-sized Ford cars and trucks to replace the smaller {{cvt|136|cuin|L|1}} [[Ford Flathead engine#136|Flathead V8]] that was used in the [[1937 Ford]]. Ford discontinued production of the H-series engine for the 1951 model year.

===254===
A {{cvt|254|cuin|L|1}} version of the L-6 (designated the M-series or Rouge 254) was used from 1950 to 1953 in [[Ford F-Series|F6-series]] Ford trucks ([[Cab over|COE]], dump, truck-tractor, etc.), and small Ford school buses. The M-series engine produced {{cvt|115|hp|kW|0}} and {{cvt|212|lbft|Nm|0}} 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<span class="anchor" id="2"></span>==
{{Infobox automobile engine
| image         = Engine - Ford - Fairlane - 1959 - 35 hp - 6 cyl - RJ 14 UB 933 - Kolkata 2014-01-19 5899.JPG
| upright    = 0.75
| caption       = The 223 cu in version in a 1959 Ford Fairlane
| name          = Mileage Maker/Cost Clipper
| aka           = 
| production    = 1952–1964
| predecessor   =
| successor     =
| bore          = {{ubl
  | {{cvt|3.56|in|mm|0}} (215)
  | {{cvt|3.625|in|mm|0}} (223)
  | {{cvt|3.718|in|mm|0}} (262)
  }}
| stroke        = {{ubl
  | {{cvt|3.6|in|mm|0}} (215 and 223)
  | {{cvt|4.03|in|mm|0}} (262)
  }}
| displacement  = {{ubl
  | {{cvt|3523|cc|cuin|0|disp=flip}}
  | {{cvt|3653|cc|cuin|0|disp=flip}}
  | {{cvt|4301|cc|cuin|0|disp=flip}}
  }}
| length        =
| diameter      =
| width         =
| height        =
| weight        = 
| block         =
| head          =
| valvetrain    =
| fuelsystem    =
| fueltype      =
| oilsystem     =
| coolingsystem =
| power         = {{ubl
  | 215: {{cvt|101|hp|kW|0}}
  | 223: {{cvt|115 to 145|hp|kW|0}}
  | 262: {{cvt|152|hp|kW|0}}
  }}
| specpower     =
| torque        = 
| compression   = 
}}
The second generation was a newly designed inline-six, produced from 1952 through 1964; it shared many parts with [[Ford Y-block engine|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 [[Overhead valve|OHV]] I-6 was offered for the 1952–53 F-Series. It displaced {{cvt|215|cuin|L|1}} and produced {{cvt|101|hp|kW|0}}. It was also used in the [[1952 Ford|1952–53 Ford]] full-sized cars.

===223===
The 215 grew to {{cvt|223|cuin|L|1}} for the 1954 F-Series. Output was now {{cvt|115|hp|kW|0}} in the trucks and {{cvt|120|hp|kW|0}} in the [[1954 Ford]] cars. Power was up to {{cvt|137|hp|kW|0}} in the 1956 trucks. While not the popular engine option, the 223 was the only inline-six offered in the [[Ford Fairlane (Americas)|Fairlane]] (until 1961), [[Ford Galaxie|Galaxie]], and [[Ford F-Series|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 {{cvt|145|hp|kW|0}} with 206&nbsp;ft-lb of torque, and Mercury Meteor-Monterey in 1961. The 223 was also used in Onan 30EC generator sets and possibly others.<ref>{{cite web| url-status = live| archive-url = https://ghostarchive.org/varchive/youtube/20211205/0FN9vk3qec4| archive-date = 2021-12-05| url = https://www.youtube.com/watch?v=0FN9vk3qec4| title = A REAL SURVIVOR 1964 ONAN 30 EC | website=[[YouTube]]| date = 17 May 2020}}{{cbignore}}</ref>

===262===
A {{cvt|262|cuin|L|1}} 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.

{{clear}}

==Third generation<span class="anchor" id="3"></span>==

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===
{{Infobox automobile engine
| image = Ford 144cid six cylinder.jpg
| name = 144 Thriftpower Six
| aka = 
| production = 1960–1964
| predecessor = 
| successor = 
| bore = {{cvt|3.5|in|mm|1}}
| stroke = {{cvt|2.5|in|mm|1}}
| displacement = {{cvt|2365|cc|cuin L cc|1|order=out}}
| length = 
| diameter = 
| width = 
| height = 
| weight = 
| block = [[Cast iron]]
| head = [[Cast iron]]
| valvetrain = [[Overhead valve engine|OHV]]
| fuelsystem = [[Carburetor]]
| fueltype = [[Leaded gasoline]]
| oilsystem = [[Wet sump]]
| coolingsystem = [[Water-cooled]]
| power = {{cvt|84|hp|kW|0}} at 4200&nbsp;[[Revolutions per minute|rpm]]
| specpower = 
| torque = {{cvt|134|lbft|Nm|0}} at 2000&nbsp;rpm
| compression = 8.7:1
}}
The {{cvt|144|cuin|L|1}} inline-six engine was first introduced in the 1960 [[Ford Falcon (North America)|Ford Falcon]]. The 144 was made from 1960 through 1964 and averaged {{cvt|90|hp|kW|0}} 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 {{cvt|30|mpgus|L/100 km|0}}. 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 plug]]s on the side of the block.
 
This engine was used in:
* 1960–1964 [[Ford Falcon (North America)|Ford Falcon]]
* 1960–1964 [[Ford Ranchero]]
* 1960–1964 [[Mercury Comet]]
* 1961–1964 [[Ford E-Series]] (Econoline)

==={{anchor|170|Special}} 170===
{{Infobox automobile engine
| image         = Ford 170 Special Six engine in a Falcon.jpg
| name          = 170 Special Six
| aka           = 
| production    = 1961–1972
| predecessor   =
| successor     =
| bore          = {{cvt|3.5|in|mm|1}}
| stroke        = {{cvt|2.94|in|mm|1}}
| displacement  = {{cvt|2781|cc|cuin L cc|1|order=out}}
| length        =
| diameter      =
| width         =
| height        =
| weight        = 
| block         =
| head          =
| valvetrain    =
| fuelsystem    =
| fueltype      =
| oilsystem     =
| coolingsystem =
| power         = {{cvt|105|hp|kW|0}} at 4400&nbsp;rpm
| specpower     =
| torque        = {{cvt|156|lbft|Nm|0}} at 2400&nbsp;rpm
| compression   = 9.1:1
}}

In 1961, the {{cvt|170|cuin|L|1}} became an option for the Falcon and Comet lines. The 170 Special Six was a stroked version of the 144, increasing the stroke from {{cvt|2.5|to|2.94|in|mm|1}}. The original [[Ford Mustang (first generation)|1965 Ford Mustang]] used a {{cvt|101|hp|kW|0}} version from March (production start) through July 1964. The [[Econoline]] van and [[Ford Bronco]] received a heavier-duty version with mechanical [[valve lifter]]s. 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 {{cvt|96|hp|kW|0}} at 4400&nbsp;rpm.

===187===
From 1965 to 1969, Ford Argentina produced a specific {{cvt|3060|cc|cuin L cc|1|order=out}} block similar to the earlier {{cvt|200|cuin|L|1}}, with four main bearings and a {{cvt|3.126|in|mm|1}} stroke) but with a {{cvt|3.56|in|mm|1}} bore. It was replaced by the {{cvt|188|cuin|L|1}} from 1969. Power was rated at {{cvt|116|hp|kW|0}}.

===200===
The {{cvt|3278|cc|cuin L cc|1|order=out}} inline-six model was introduced in the middle of 1963 with {{cvt|3.685|by|3.126|in|mm|1}} 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 {{cvt|120|hp|kW|0}}. 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 [[Ford Fox platform|Fox body]] Mustang in 1979, the original engine lineup included the [[Ford Cologne V6 engine|Cologne V6]]. The same engine was also offered in the hugely successful Ford of Europe Capri Mk II. The 2.8&nbsp;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&nbsp;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&nbsp;L engine. The engine and front suspension K-member were transferred from the [[Ford Fairmont|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 (North America)|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 Cougar|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 (North America)|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 [[Ford Essex V6 engine (Canadian)|Essex V6]] for 1984.

Ford was also having problems meeting demand for its [[Ford Pinto engine#2.3 OHC|2.3&nbsp;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&nbsp;L engine was designated the [[Ford HSC engine|HSC]] to differentiate it from the same displacement 2.3&nbsp;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&nbsp;L HSC pistons as a cheap replacement.{{cn|date=February 2024}}

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 {{cvt|250|cuin|cuin L |1|order=out}} 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 {{cvt|3.126|to|3.91|in|mm|1}}. Output was {{cvt|155|hp|kW|0}} 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 {{cvt|98|hp|kW|0}} for 1972 (because of power rating changes) and {{cvt|88|hp|kW|0}} 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 [[List of Ford bellhousing patterns#Later Small Block V8 pattern|bellhousing pattern]] with the 302 and 351 [[Ford small block engine|Windsor V8]]s, late (1965–68) 289, early [[Ford Modular engine#4.6 L|4.6&nbsp;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)]]
*1968–1969 [[Mercury Comet]]
*1972–1976 [[Mercury Montego]]
*1975–1980 [[Mercury Monarch]]

==Fourth generation<span class="anchor" id="4"></span>==
{{Infobox automobile engine
| image         = Ford 240-6.jpg
| caption       = A 240 Six intended for a 1969 F-100
| name          = Truck Six
| aka           =
| production    = 1965-1996
| predecessor   =
| successor     =
| bore          = {{cvt|4|in|mm|1}}
| stroke        = {{cvt|3.18|in|mm|1}} (240)<br /> {{cvt|3.98|in|mm|1}} (300)
| displacement  = {{ubl
  | {{cvt|3929|cc|cuin L cc|1|order=out}}
  | {{cvt|4918|cc|cuin L cc|1|order=out}}
  }}
| length        =
| diameter      =
| width         =
| height        =
| weight        =
| block         =
| head          =
| valvetrain    =
| fuelsystem    = {{ubl|Carburetor (240, 1964-1986 300|MPFI (1987-1996 300)}}
| fueltype      =
| oilsystem     =
| coolingsystem =
| power         = {{cvt|114|hp|kW|0}} to {{cvt|150|hp|kW|0}}
| specpower     =
| torque        = {{cvt|260|lbft|Nm|0}}
| compression   =
}}

Produced at the [[Cleveland Engine]] plant in [[Brook Park, Ohio]], from 1965 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 {{cvt|20|mpgus|l/100 km|0}}. This fact was heavily used by Ford's advertising campaign (some television advertisements and written literature even claimed {{cvt|30|mpgus|l/100 km|0}}), since the V8 engines in these trucks rarely achieved over {{cvt|14|mpgus|L/100 km|0}}.

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 [[Inlet manifold|intake]] and [[exhaust manifold]]s with a [[Carburetor|four-barrel carburetor]]) place the engine power output near the same levels as the stock "HO" (High Output) version of the optional 351 V8.

===240===
The {{cvt|240|cuin|L|1}} inline-six for 1965–1972 full-sized cars (continued to 1974 in fleet models) and 1965–1974 trucks and vans produced {{cvt|150|hp|kW|0}} (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 {{cvt|4|in|mm|0}} and a stroke of {{cvt|3.18|in|mm|0}}.

===300===
[[File:Ford300pump2.jpg|thumb|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]]
[[File:Ford300pump.jpg|thumb]]
The {{cvt|4918|cc|cuin|0|disp=flip}} six was first offered in the F-Series for 1965. It is essentially a {{cvt|240|cuin|L|1}} with a longer stroke of {{cvt|3.98|in|mm|0}}. 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 {{cvt|170|hp|kW|0}} (gross). The 300 became the base F-Series engine in 1975 at {{cvt|119|hp|kW|0}} (horsepower number changes due to Ford switching to net power ratings in 1972). Power outputs were increased to roughly {{cvt|122|hp|kW|0}} 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 {{cvt|15,000|lb|kg|0}} to {{cvt|20,000|lb|kg|0}} 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&nbsp;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.{{cn|date=February 2024}}

Beginning in 1978, the engine displacement was advertised in metric, becoming "4.9&nbsp;L." Fuel injection and other changes in 1987 increased output to {{convert|150|hp|kW|0}} 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 [[Ford Essex V6 engine (Canadian)#4.2 L|4.2&nbsp;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 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,<ref>{{cite web |year=2002 |title=Baggage Tow Tractor |url=http://aerospecialties.com/PDF_Files/TUG_MA_Tractors.pdf |url-status=dead |archive-url=https://web.archive.org/web/20060324085354/http://aerospecialties.com/PDF_Files/TUG_MA_Tractors.pdf |archive-date=24 March 2006 |access-date=12 January 2022 |website=[[AERO Specialties]]}}</ref> and Harlan in their standard tow tractors,<ref>{{cite web |title=Harlan HT-50 |url=https://www.aviationgse.com/wp-content/uploads/2016/02/Brochure_Harlan-HT-50.pdf |website=Aviation GSE |access-date=8 August 2022}}</ref> 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 [[United Parcel Service|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)<ref name="69_ford_trucks">{{cite web|url=https://www.xr793.com/wp-content/uploads/2020/11/1969-Ford-Trucks-Full-Line.pdf|title=1969 Ford Trucks}}</ref>
*1968–1996 [[Ford E-Series]] (E-100, E-150, E-250, and E-350)<ref name="77_econoline">{{cite web|url=https://www.xr793.com/wp-content/uploads/2022/04/1977-Ford-Econoline-Vans-CN.pdf|title=1997 Ford Econoline Vans}}</ref>
*1980–1992 [[Ford Bronco]]

==Ford Australia<span class="anchor" id="Australia"></span>==
[[File:1980 Ford XD Falcon GL Sundowner panel van (6055059867).jpg|thumb|right|The Australian Ford straight-six as seen in an [[Ford Falcon (XD)|XD series]] Ford Falcon, following adoption of a crossflow design in 1976, and an alloy cylinder head in 1980.]]
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, including a move to a crossflow layout, electronic ignition, alloy cylinder heads, fuel injection, overhead camshaft and later multi-valve double overhead camshaft design, variable intake runners, variable valve timing, and ultimately turbocharging. It remained in production for 56 years, retaining the same bore centres of the original 1960 Falcon engine throughout its evolution.<ref name=Barra>{{cite journal|url=https://www.carsguide.com.au/car-advice/fords-barra-engine-everything-you-need-to-know-87806 |title=Ford's Barra engine: Everything you need to know |journal=[[CarsGuide]] |first=David |last=Morley |date=4 October 2022}}</ref>

===144, 170, and 200, 3.1 and 3.6 litre===
Initially, the {{cvt|90|hp|kW|0}} 144 and {{cvt|101|hp|kW|0}} 170 cu in 'Pursuit' engines were offered. The {{cvt|121|hp|kW|0}} 200 cu in 'Super Pursuit' engine option added in February 1964 with the introduction of the [[Ford Falcon (XM)|XM Falcon]], at which time the 144 and 170 underwent changes to cylinder head, camshaft and exhaust design that increased their outputs to {{cvt|96|hp|kW|0}} and {{cvt|111|hp|kW|0}} respectively.<ref>{{cite journal|url=https://www.oldcarbrochures.org/Australia/Ford/Falcon/1964-Ford-Falcon-XM-Deluxe-Brochure-5-64/index.html| journal=1964 Ford Falcon XM Brochure DM110-5/64| title=The New Falcon |accessdate= 24 August 2024 |date=1965 |page=5 |publisher=[[Ford Australia]]}}</ref> In 1965, all three engines received a revised camshaft for increased low-speed performance with the introduction of the [[Ford Falcon (XP)|XP Falcon]].<ref>{{cite journal|url=https://www.oldcarbrochures.org/Australia/Ford/Falcon/1965-Ford-Falcon-XP-Prestige-Brochure/index.html| journal=1965 Ford Falcon XP Brochure DM140-9/65-50| title=Falcon Deluxe Sedan |accessdate= 24 August 2024 |date=1965 |page=5 |publisher=[[Ford Australia]]}}</ref><ref name=XPoldcar>{{cite journal|url=https://www.oldcarbrochures.org/Australia/Ford/Falcon/1965-Ford-Falcon-XP-Prestige-Brochure/index.html| journal=1965 Ford Falcon XP Brochure DM140-9/65-50| title=Falcon Specifications |accessdate= 25 August 2024 |date=1964 |page=11 |publisher=[[Ford Australia]]}}</ref> The 144 remained in production until the late 1966 introduction of the larger, second generation [[Ford Falcon (XR)|XR Falcon]].<ref>{{cite journal|url=https://www.whichcar.com.au/features/ford-falcon/1966-ford-falcon-xr-the-great-leap-forward |title=1966 Ford Falcon XR: The great leap forward|journal=[[Wheels (magazine)|Wheels]] |date=November 1966}}</ref> 

In 1968, coinciding with the release of the [[Ford Falcon (XT)|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).<ref>{{cite web|url=https://www.uniquecarsandparts.com/car_info_ford_falcon_xt.htm| title=Ford Falcon XT |accessdate= 19 August 2024}}</ref> These engines featured a seven-bearing crankshaft and shared a common {{cvt|3.68|in|mm|1}} bore, with strokes of {{cvt|2.94|or|3.46|in|mm|1}} respectively.<ref name=XToldcar>{{cite journal|url=https://www.oldcarbrochures.org/Australia/Ford/Falcon/1968-Fotd-Falcon-XT-Brochure/index.html| journal=1968-Ford-Falcon-XT-Brochure FXT2/68/5| title=Specifications |accessdate= 23 August 2024 |date=1968 |page=19 |publisher=[[Ford Australia]]}}</ref> They superseded the 170 and 200 engines in the Australian Falcon lineup. The 188 and 221 also powered the [[Ford Falcon (Argentina)|Argentine Falcon]] range from 1970 to 1991.

===200 and 250===
In {{vanchor|1970}}, in conjunction with the release of the [[Ford Falcon (XY)|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 Australian engines were identical to their US counterparts of the same capacities, but the structure of the engine was different; both Australian engines shared a common block with the crankshaft positioned lower in the block to accommodate the longer stroke of the 250, whereas the US 250 engines had increased deck height.<ref>{{cite web|url=https://club.shannons.com.au/club/news/classic-garage/1972-73-ford-xa-falcon-the-accidental-aussie-falcon/ |title=1972-73 Ford XA Falcon: The Accidental Aussie Falcon |first=Joe |last=Kenwright |publisher=Shannons |accessdate=24 September 2024 |date=15 December 2014}}</ref> The head was of similar design to previous models, with an integral intake catering for a single-barrel Bendix-Stromberg carburettor. Outputs for the 200 and 250 cu in. engines were rated at {{cvt|130|hp|kW|0}} and {{cvt|155|hp|kW|0}} respectively.<ref name=shannonsXY>{{cite web|url=https://club.shannons.com.au/club/news/classic-garage/xy-falcon-most-memorable-of-all-falcons/ |title=XY Falcon: most memorable of all Falcons? |first=John |last=Wright |publisher=Shannons |accessdate=24 September 2024 |date=15 December 2014}}</ref> From September 1972 both 200 and 250 cu in variants also became available on locally manufactured [[Ford Cortina#TC Mark III (1970–1976)|Ford Cortina]]s,<ref>{{cite web|url=https://www.drive.com.au/caradvice/ford-cortina-when-australia-made-a-good-car-bad-drive-flashback/ |title=Ford Cortina: When Australia made a good car bad |first=Rob |last=Margeit |publisher=drive.com.au |accessdate=17 November 2024 |date=14 May 1999}}</ref> and by 1974 the 250 was now the standard engine for the locally assembled [[Ford F-Series (sixth generation)|Ford F series]] truck range.<ref>{{cite journal| url=https://oldcarbrochures.org/Australia/Ford/Ford-Trucks/1974%20Ford%20F100%20Trucks%20%28Aus/slides/1974%20Ford%20F100%20Trucks%20%28Aus%29-02-03.html |journal=Ford F100 |title=Performance |page=3 |date=June 1974 |publisher=[[Ford Australia]]}}</ref> 

As a performance option for the XY Falcon and subsequent [[Ford Falcon (XA)|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.<ref name=shannonsXY /> Output was rated at {{cvt|170|hp|kW|0}}, and road tests noted a reduction in 0 to {{cvt|60|mph|km/h|0}} acceleration time from 14 to 10.7 seconds over a Falcon equipped with the standard single-barrel 250 cu in. engine.<ref>{{cite web|url=https://www.uniquecarsandparts.com.au/car_info_ford_falcon_xy|title=Ford Falcon XY|publisher = Unique Cars and Parts |accessdate=18 August 2024}}</ref> 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 higher-performance cylinder head.

===Crossflow, Alloy Head, Alloy Head II and EFI===
[[File:Australian Cortina TE 6 cyl engine bay.jpg|thumb|right|The cast iron crossflow head was introduced to the Ford Australia straight-six in 1976. As well as the Falcon/Fairmont range, the engine was also fitted to locally-built variants of the [[Ford Cortina]], as seen here.]] 
From 1 July {{vanchor|1976}}, new emission standards came into effect with [[Australian Design Rules|Australian Design Rule 27A]], which set limits for the emissions of hydrocarbons, carbon monoxide, and oxides of nitrogen.<ref>{{cite web| url=https://www.infrastructure.gov.au/sites/default/files/migrated/vehicles/design/files/27A.pdf |publisher=[[Commonwealth of Australia]]| accessdate=10 September 2024 |title=Australian Design Rule 27A for Vehicle Emission Control| date=February 1984}}</ref> To meet the new requirements, compression ratios were dropped, and the engines now featured an [[exhaust gas recirculation]] valve and [[Crankcase_ventilation_system#Positive_crankcase_ventilation_(PCV)|positive crankcase ventilation]]. In an effort to maintain horsepower outputs, Ford Australia updated the engines with a new cast-iron [[Crossflow cylinder head|crossflow]] head design with larger, canted valves, and an aluminium water-heated intake manifold to improve gas flow and warm-up. Only the block, crankshaft, pistons and conrods were carried over from the old engine.<ref name=wheels76>{{cite journal|journal=Wheels|title=1976 Ford Falcon XC reveal|date=September 1976|url=https://www.whichcar.com.au/features/ford-falcon/1976-ford-falcon-xc-reveal}}</ref> Whereas the previous integral "log head" engine borrowed from the Ford FE engine family design, the new crossflow engine borrowed from the [[Ford Cleveland engine|Cleveland V8]] family, which was manufactured alongside the straight six at Ford Australia's Geelong Engine Plant. Introduced with the [[Ford Falcon (XC)|XC Falcon]], engine displacements remained 200 and 250 cu in, but were now badged 3.3 and 4.1 litres, respectively, and power and torque outputs were expressed in metric units. While quoted power outputs dropped from {{convert|130 to 107|hp|kW}} for the 3.3, and from {{convert|155 to 123|hp|kW}} for the 4.1, power was now measured using the DIN rather than SAE gross method. Ford claimed the new crossflow engines had a performance gain of approximately ten per cent over their [[Reverse-flow cylinder head|reverse-flow]] [[Ford Falcon (XB)|XB Falcon]] predecessors,<ref>{{cite journal| url=https://www.oldcarbrochures.org/Australia/Ford/Falcon/1976%20Ford%20XC%20Falcon%20Fairmont/index.html |journal=Ford Fairmont |title=New Fairmont engines |page=6 |date=July 1976 |publisher=[[Ford Australia]]}}</ref><ref name=wheels76/> which were rated at {{convert|71|kW|hp|order=flip}} and {{convert|83|kW|hp|order=flip}} respectively when tested to the same DIN method.  

With the introduction of the 1979 [[Ford Falcon (XD)|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.<ref name=newera>{{cite journal|url=https://www.whichcar.com.au/features/ford-falcon/1979-ford-falcon-xd-1-2-the-new-era-dawns |title=1979 Ford Falcon XD: The new era dawns |journal=[[Wheels (magazine)|Wheels]] |date=January 1979}}</ref> In June 1980, [[Ford Australia]] updated the crossflow design with a new aluminium head casting developed in conjunction with [[Honda]], and introduced electronic ignition.<ref>{{cite web|url=https://auctions.shannons.com.au/auctions/2019-shannons-melbourne-summer-classic-auction/SCF442L5FULQCE9Q/ |title=1981 Ford XD Fairmont ESP 4.1 Sedan| publisher=Shannons |accessdate=18 August 2024}}</ref> Dubbed Alloy Head and introduced as part of a mid-life update of the XD Falcon, the revised engines featured a high-swirl, lean-burn combustion chamber design that enabled higher compression ratios to be used while still meeting emissions requirements.<ref>{{cite journal| url=https://www.oldcarbrochures.org/Australia/Ford/Falcon/1979-Ford-XD-Falcon-GL-Brochure/1979_Ford__XD_Falcon_GL-04-05-06.jpg |journal=Ford Falcon GL Sedan and Wagon |title=It's got a head for economy, and a taste for performance |date=April 1981 |publisher=[[Ford Australia]]}}</ref> The use of aluminium alloy meant that the engines were {{convert|22.4|kg}} lighter, and had improved warm-up time. Power outputs for the 3.3 and 4.1 litre engines now raised to {{cvt|84|kW|hp}} and {{cvt|94|kW|hp}} respectively, with reductions in fuel consumption of seven to ten per cent.<ref name=whichcar>{{cite journal|url=https://www.whichcar.com.au/features/ford-falcon/1980-ford-falcon-xd-1-2-review |title=1980 Ford Falcon XD 1/2 review |journal=[[Wheels (magazine)|Wheels]] |first=Peter |last=Robinson |date=November 1980}}</ref> Until 1982, the engines were fitted with a single-barrel Bendix-Stromberg carburettor, but with the introduction of the [[Ford Falcon (XE)|XE Falcon]] from March 1982, both 3.3 and 4.1 litre engines were fitted with a Weber two-stage carburettor. It featured two venturi, with the second venturi coming into operation only when the first venturi opening exceeded two-thirds.<ref name=FDLTD>{{cite journal| url=https://oldcarbrochures.org/Australia/Ford/Ford/1982-Ford-FD-LTD-Brochure/index.html |journal=Ltd |title=LTD is designed to glide down the road. Effortlessly |page=8 |date=February 1982 |publisher=[[Ford Australia]]}}</ref> Power outputs for the new engines, designated Alloy Head II, increased to {{cvt|90|kW|hp}} and {{cvt|105|kW|hp}} respectively,<ref>{{cite web| url=https://www.boostedfalcon.net/falconfacts/falcon/xefalcon.html |title=Falcon Facts: XE Falcon |publisher=boostedfalcon.net |accessdate=31 December 2023}}</ref><ref name=XEute>{{cite journal| url=https://www.oldcarbrochures.org/Australia/Ford/Falcon-Commercials/1982-Ford-Falcon-XE-Ute--Van-Brochure/index.html |journal=Ford Falcon Utes & Vans |title=Specifications |date=February 1982 |publisher=[[Ford Australia]]}}</ref> and fuel economy improved over that of the previous Alloy Head engines with single-barrel carburettor.

In March 1983, direct-port fuel injection using [[Bosch (company)|Bosch]] [[Jetronic LE]] was offered as an option on the 4.1&nbsp;L engine.<ref name=ZK>{{cite web| url=https://oldcarbrochures.org/Australia/Ford/Ford/1983-Fork-ZK-Fairlane-Brochure/slides/1983_Ford_ZK_Fairlane-06-07.html |title=1983 Ford ZK Fairlane-06-07| accessdate=28 December 2023}}</ref> With the release of the [[Ford Falcon (XF)|XF Falcon]] the following year, the injected 4.1 was upgraded with Ford's [[Ford EEC#EEC-IV|EEC-IV]] engine management system with Multi Point [[Fuel injection|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,<ref>{{cite web| url=https://www.infrastructure.gov.au/sites/default/files/migrated/vehicles/design/files/37.pdf |publisher=[[Commonwealth of Australia]]| accessdate=13 January 2024 |title=Australian Design Rule 37 for Vehicle Emission Control| date=December 1985}}</ref> Falcon engines were modified for running on regular grade 91 [[Octane_rating#Research_Octane_Number_(RON)|RON]] unleaded fuel and equipped with [[catalytic converter]]s. Despite revisions that included a higher-lift camshaft and revised combustion chamber shape,<ref name=ULPXF87>{{cite journal | url = https://xr793.com/wp-content/uploads/2022/01/1987-Ford-Falcon-XF-AUS.pdf |journal=Ford Falcon GL Sedan and Wagon |title=The Performance |date=March 1987 |publisher=[[Ford Australia]]}}</ref> power and torque outputs for the carburetted 3.3 and 4.1 litre engines fell to {{cvt|88|kW|hp}} and {{cvt|97.5|kW|hp}}, although maximum power output from the 4.1 EFI engine increased slightly to {{cvt|121|kW|hp}}.<ref name=ULPXFspecs>{{cite journal | url = https://www.xr793.com/wp-content/uploads/2022/01/1986-Ford-XF-Falcon-Data-Sheet-AUS.pdf |journal=Ford Falcon GL, Fairmont and Fairmont Ghia Wagons |title=Specifications |date=October 1986 |publisher=[[Ford Australia]]}}</ref> While the OHV six-cylinder engines were replaced by OHC variants across the Ford Australia passenger car range in 1988, the carburetted 4.1 litre engine remained in production until 1993 along with the ute and panel van variants of the XF Falcon for which it was the only engine offered.<ref>{{cite journal| url=https://oldcarbrochures.org/Australia/Ford/Falcon-Commercials/1991-Ford-XF-Falcon-Ute--Van-Brochure/index.html |journal=Ford Falcon Utes and Vans |title=Specifications |date=June 1992 |publisher=[[Ford Australia]]}}</ref>

===OHC and Intech===
[[File:1995 Ford Falcon (EF) XR6 sedan (25665488674).jpg|thumb|right|The straight six as seen in the performance-oriented 1994-1996 [[Ford Falcon (EF)|EF series]] Ford Falcon XR6. By this time, it had evolved from an OHV to a SOHC design, featuring multipoint fuel injection and a dual-resonance intake manifold.]] In {{vanchor|1988}}, the inline six engines underwent a major redesign for the [[Ford Falcon (EA)|EA26 Falcon]] and now featured a new [[Overhead camshaft|single overhead cam]] (SOHC) [[Crossflow cylinder head|crossflow]] aluminium head. Two engine sizes were offered, based on a common {{cvt|91.86|mm|in}} cylinder bore. The smaller engine, dubbed 3.2 litre, featured a {{cvt|79.30|mm|in}} stroke and a swept volume of {{convert|3157|cc|cid|0}}. The larger engine, dubbed 3.9 litre, shared the {{cvt|99.31|mm|in}} stroke of the previous 4.1 litre engine for a swept volume of {{convert|3949|cc|cid|0}}. Electronic fuel injection was now used across with range, with the {{cvt|90|kW|hp|0}} 3.2 litre engine equipped with throttle body injection, and the 3.9 litre engine available with a choice of {{cvt|120|kW|hp|0}} throttle body injected or {{cvt|139|kW|hp|0}} multipoint fuel injected variants.<ref name="1988EAvsVN">{{cite journal| url=https://www.whichcar.com.au/features/ford-falcon/1988-ford-falcon-ea-26-v-holden-vn-commodore| first=Mike| last=McCarthy| journal=[[Wheels (magazine)|Wheels]]| title=Trial by Torture| date=October 1988}}</ref>

The updated design featured camshaft and auxiliary shafts driven by a duplex chain, and chain drive to the distributor and the oil pump shafts. The camshaft was supported on the cylinder head by using 'topless' bearings; bearing liners were not used. The camshaft was held in position using valve spring pressure, with hydraulic lash adjusters mounted on the rocker arms were used to provide zero valve lash.  

By late 1988, the {{cvt|90|kW|hp|0}} 3.2 litre engine was no longer competitive against the {{cvt|125|kW|hp|0}} base engine option offered in the newly released [[Holden Commodore (VN)|Holden Commodore]] and was discontinued by the end of that year, leaving the two 3.9 litre engines as the only choices.<ref name="1988EAvsVN"/> In 1992, in conjunction with a mid-life update of the [[Ford Falcon (EB)|EB Falcon]], the cylinder bore was increased to {{convert|92.25|mm|in}}, increasing swept volume to {{convert|3984|cc|cid|0}}. Dubbed 4.0 litre and now available only with multipoint fuel injection, the engine was rated at {{cvt|148|kW|hp|0}}.<ref>{{cite web|url=http://www.boostedfalcon.net/falconfacts/falcon/ebfalcon.html|title=EB Falcon(1991 - 1993)|accessdate=19 August 2024}}</ref> 

During 1992, a high output variant of the 4.0 litre engine, featuring a modified cylinder head and camshaft developed by [[Tickford Vehicle Engineering]], was introduced.<ref>{{cite journal| url=https://www.whichcar.com.au/features/eb-falcon-s-xr6-fast-ford-falcons |title=EB Falcon S XR6: Fast Ford Falcons | first=David| last=Morley| journal=[[Wheels (magazine)|Wheels]]| date=12 November 2016}}</ref> Fitted to the sports-oriented Falcon S-XR6 (renamed Falcon XR6 with the updated [[Ford Falcon (ED)|ED Falcon]] in 1993) it developed {{cvt|161|kW|hp|0}}, only {{cvt|4|kW|hp|0}} less than the optional [[Ford small block engine|5.0 litre V8]] also offered with the EB and ED Falcon.<ref name=EDXRoldcar>{{cite journal|url=https://www.oldcarbrochures.org/Australia/Ford/Falcon/1993%20Ford%20ED%20Falcon%20XR%20Series%20%28Aus%29/index.html| journal=Ford Falcon XR Series| title=The most potent Falcon six ever |accessdate= 25 August 2024 |date=October 1993 |page=16 |publisher=[[Ford Australia]]}}</ref>

In conjunction with the release of the [[Ford Falcon (EF)|EF Falcon]] range in 1994, Ford introduced a dual resonance intake manifold  aimed at providing greater low-speed torque, branding the system Computer Torque Control. While the torque peak of the standard engine increased by only {{cvt|9|Nm|0}} to {{cvt|357|Nm|0}}, Ford claimed that mid-range torque was now as much as {{cvt|28|Nm|0}} higher.<ref name=EFoldcar>{{cite journal|url=https://oldcarbrochures.org/Australia/Ford/Falcon/1994-Ford-Falcon-EF-Brochure/slides/1994_Ford_Falcon_EF-20-21_-_Copy.html| journal=Ford Falcon Futura and GLi| title=Our engineers have done it again |accessdate= 20 September 2024 |date=August 1994 |page=20-21 |publisher=[[Ford Australia]]}}</ref> Power increased to {{cvt|157|kW|hp|0}} for the standard engine, and {{cvt|164|kW|hp|0}} for the high-output XR6 variant. The engine management system was upgraded to Ford's EEC V, and the distributor was replaced by a three-coil [[ignition system]] with each coil firing two spark plugs.<ref name=EFXRoldcar>{{cite journal|url=https://oldcarbrochures.org/Australia/Ford/Falcon/1994%20Ford%20EF%20Falcon%20XR%20Series%20%28Aus%29/slides/1994%20Ford%20EF%20Falcon%20XR%20Series%20%28Aus%29%28TP%29.pdf-2024-3-16%2011.36.42_Page_11.html| journal=Ford Falcon XR Series| title=The Tickford engineers know why you're reading this brochure |accessdate= 20 September 2024 |date=September 1994 |page=11 |publisher=[[Ford Australia]]}}</ref> However, the subsequent [[Ford Falcon (EL)|EL Falcon]] reverted to a distributor/coil ignition setup.

{{anchor|1998}}
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 Cam Timing|variable camshaft timing]] technology in some XR6 models, [[Ford Fairlane (Australia)|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 {{cvt|172|kW|hp|0}} XR6 VCT model was offered. The Fairmont Ghia, Fairlane and LTD models were also equipped with a {{cvt|168|kW|hp|0}} variant of the VCT engine.

===Barra===
[[File:Barra 245T Engine.JPG|thumb|The {{cvt|245|kW|hp|0}} turbocharged variant of the DOHC 24-valve six. The Barra engines all featured [[variable cam timing]] on both camshafts. ]]
{{Main|Ford Barra engine}}

In {{vanchor|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)]], and a numerical suffix was used to identify the engine variant by its output in kilowatts. Producing {{cvt|182|kW|hp}} and {{cvt|380|Nm|lb·ft}} in Barra 182 form, it debuted in the [[Ford Falcon (BA)]] of 2002 and also powered the [[Ford Territory (Australia)|Ford Territory]] introduced in 2004. In October 2005, alongside the introduction of the [[Ford Falcon (BF)]] and [[Ford Territory (Australia)|Ford Territory (SY)]], these outputs rose to {{cvt|190|kW|hp}} and {{cvt|383|Nm|lb·ft}}. In 2008 the Barra was upgraded a final time, debuting in the [[Ford Falcon (FG)]] with power outputs of {{cvt|195|kW|hp}} and {{cvt|391|Nm|lb·ft}}.

Turbocharged versions were also manufactured. The initial version, known as Barra 240T with {{cvt|240|kW|Hp|0}} and {{cvt|450|Nm|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 {{cvt|245|kW|hp|0}} of power and {{cvt|480|Nm|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 {{cvt|270|kW|hp|0}} of power and {{cvt|533|Nm|lb·ft}} of torque.

Ford Australia's high-performance division, [[Ford Performance Vehicles]] (FPV), created even more powerful turbocharged variants. The first turbocharged straight six-engined car from FPV was the BA Mk II F6 Typhoon (2004), which produced {{cvt|270|kW|hp|0}} of power and {{cvt|550|Nm|lb·ft}} of torque. The first power and torque upgrade came with the FG range of 2008, which saw outputs rise to {{cvt|310|kW|hp|0}} of power at 5500&nbsp;rpm and {{cvt|565|Nm|lb·ft}} of torque. This engine, the Barra 310T, was the first Australian-built engine to achieve over {{cvt|100|hp|kW|0}} per litre.<ref>{{Cite web|title=Ford Barra engine tuning guide|url=https://www.whichcar.com.au/features/ford-barra-engine-tuning-guide|access-date=2022-02-10|website=WhichCar|date=24 December 2017 |language=en}}</ref>

The ultimate iteration of the Barra engine was installed in the limited-production [[Ford Falcon (FG X)|FG X]] XR6 Sprint (limited to 500 units) of 2016. This engine produced {{cvt|325|kW|hp|0}} at 6000&nbsp;rpm and {{cvt|576|Nm|lb·ft}} at 2750&nbsp;rpm. The engine features an overboost function that can increase output to {{cvt|370|kW|hp|0}} and {{cvt|650|Nm|lb·ft}} for up to ten seconds.<ref>{{cite web|title=2016 Ford Falcon XR6 Sprint Review - Drive|work=CarAdvice.com |url=https://www.caradvice.com.au/424408/2016-ford-falcon-xr6-sprint-review/}}</ref>

Ford Australia had intended to discontinue production of the straight six engine at their engine plant in [[Geelong]] in 2010 and replace it in the Falcon and Territory models with an imported [[V6 engine|V6]] engine, although later reversed this decision in favour of upgrading the Barra to meet then-upcoming [[Euro IV|Euro IV emissions standards]].<ref>{{Cite news|date=2007-07-18|title=Ford's Geelong plant to close, 600 jobs lost|language=en-AU|work=ABC News|url=https://www.abc.net.au/news/2007-07-18/fords-geelong-plant-to-close-600-jobs-lost/2506074|access-date=2022-02-10}}</ref><ref>{{Cite web|date=2008-11-19|title=Ford backflips on Vic plant closure|url=https://www.drive.com.au/news/ford-backflips-on-vic-plant-closure-20081120-145y6/|access-date=2022-02-10|website=Drive|language=en-AU}}</ref> 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.<ref>{{Cite web|date=2013-05-23|title=1,200 jobs to go as Ford closes Australian plants|url=https://www.abc.net.au/news/2013-05-23/ford-to-close-geelong-and-broadmeadows-plants/4707960|access-date=2022-02-10|website=ABC News|language=en-AU}}</ref> The last Australian-built Ford, and the last Ford passenger vehicle to be fitted with a straight-six engine,  rolled off the production line at the [[Broadmeadows Assembly Plant]] on 7 October 2016. It was a Kinetic Blue [[Ford Falcon (FG X)|FG X Falcon]] XR6 sedan, equipped with the naturally aspirated Barra 195 straight six engine.<ref>{{Cite news|date=7 October 2016|title=The last Australian Ford Falcon revealed|language=en-AU|work=WhichCar|first=Ryan|last=Lewis|url=https://www.whichcar.com.au/news/the-last-australian-ford-falcon-revealed|access-date=26 August 2024}}</ref>

{{anchor|Falcon engines|Falcon models}}

===Ford Falcon (Australia) straight-six engine specifications===
{| class="wikitable"
|-
! Year
! Falcon model
! Capacity
! Induction
! Valvetrain
! Fuel
! Power
! Torque
! Notes
|-
| 1964-1966
! XM, XP
| {{cvt|144|cid|L|1}}
| Carburettor
| OHV
| Leaded
| {{cvt|96|hp|kW|0}}<ref name=XPoldcar/>
| {{cvt|138|lbft|Nm|0}}
| SAE gross horsepower outputs quoted until 1976
|-
| 1964-1966
! XM, XP
| {{cvt|144|cid|L|1}}
| Carburettor
| OHV
| Leaded
| {{cvt|80|hp|kW|0}}<ref name=XPoldcar/>
| {{cvt|127|lbft|Nm|0}}
| Special order low compression (7.5:1) option
|-
| 1964-1968
! XM, XP, XR
| {{cvt|170|cid|L|1}}
| Carburettor
| OHV
| Leaded
| {{cvt|111|hp|kW|0}}<ref name=XPoldcar/>
| {{cvt|156|lbft|Nm|0}}
| 
|-
| 1964-1968
! XM, XP, XR
| {{cvt|200|cid|L|1}}
| Carburettor
| OHV
| Leaded
| {{cvt|121|hp|kW|0}}<ref name=XPoldcar/>
| {{cvt|185|lbft|Nm|0}}
| 
|-
| 1968-1969
! XT
| 3.1&nbsp;L
| Carburettor
| OHV
| Leaded
| {{cvt|114|hp|kW|0}}<ref name=XToldcar/>
| {{cvt|180|lbft|Nm|0}}
| 
|-
| 1968-1969
! XT
| 3.6&nbsp;L
| Carburettor
| OHV
| Leaded
| {{cvt|135|hp|kW|0}}<ref name=XToldcar/>
| {{cvt|208|lbft|Nm|0}}
| 
|-
| 1969-1970
! XW
| 3.1&nbsp;L
| Carburettor
| OHV
| Leaded
| {{cvt|118|hp|kW|0}}<ref name=XWuniquespecs>{{cite web|url=https://www.uniquecarsandparts.com/falcon_XW_technical_specifications.htm| title=Ford Falcon XW Technical Specifications |accessdate= 19 August 2024}}</ref>
| {{cvt|180|lbft|Nm|0}}
| 
|-
| 1969-1970
! XW
| 3.6&nbsp;L
| Carburettor
| OHV
| Leaded
| {{cvt|140|hp|kW|0}}<ref name=XWuniquespecs/>
| {{cvt|210|lbft|Nm|0}}
| 
|-
| 1970-1976
! XY, XA, XB
| {{cvt|200|cid|L|1}}
| Carburettor
| OHV
| Leaded
| {{cvt|130|hp|kW|0}}<ref name=XYoldcar>{{cite journal|url=https://oldcarbrochures.org/Australia/Ford/Falcon/1970-Ford-XY-Falcon-Brochure/index.html| journal=1970 Ford Falcon XY Brochure| title=Specifications |accessdate= 23 August 2024 |date=October 1970 |page=19 |publisher=[[Ford Australia]]}}</ref>
| {{cvt|190|lbft|Nm|0}}
| 
|-
| 1970-1976
! XY, XA, XB
| {{cvt|250|cid|L|1}}
| Carburettor
| OHV
| Leaded
| {{cvt|155|hp|kW|0}}<ref name=XYoldcar/>
| {{cvt|240|lbft|Nm|0}}
| 
|-
| 1970-1973
! XY, XA
| {{cvt|250|cid|L|1}}
| 2V Carburettor
| OHV
| Leaded
| {{cvt|170|hp|kW|0}}<ref>{{cite web|url=https://www.uniquecarsandparts.com.au/falcon_XY_technical_specifications |title=Falcon XY Technical Specifications |accessdate=23 August 2024}}</ref>
| {{cvt|250|lbft|Nm|0}}
| 
|-
| 1976-1979
! XC
| 3.3&nbsp;L
| Carburettor
| OHV
| Leaded
| {{cvt|80|kW|hp|0}}
| {{cvt|220|Nm|lbft|0}}
| DIN kilowatt outputs quoted from 1976 XC onwards, Crossflow cylinder head
|-!
| 1976-1979
! XC
| 4.1&nbsp;L
| Carburettor
| OHV
| Leaded
| {{cvt|92|kW|hp|0}}
| {{cvt|289|Nm|lbft|0}}
| Crossflow cylinder head
|-
| 1979-1980
! XD
| 3.3&nbsp;L
| Carburettor
| OHV
| Leaded
| {{cvt|82|kW|hp|0}} <ref name=newera />
| {{cvt|228|Nm|lbft|0}}
| Crossflow cylinder head
|-
| 1979-1980
! XD
| 4.1&nbsp;L
| Carburettor
| OHV
| Leaded
| {{cvt|94|kW|hp|0}}<ref name=newera />
| {{cvt|295|Nm|lbft|0}}
| Crossflow cylinder head 
|-
| 1979-1982
! XD
| 3.3&nbsp;L
| Carburettor
| OHV
| Leaded
| {{cvt|84|kW|hp|0}}<ref name=whichcar />
| {{cvt|230|Nm|lbft|0}}
| Alloy Head
|-
| 1980-1982
! XD
| 4.1&nbsp;L
| Carburettor
| OHV
| Leaded
| {{cvt|94|kW|hp|0}}<ref name=whichcar />
| {{cvt|305|Nm|lbft|0}}
| Alloy Head 
|-
| 1982-1985
! XE, XF 
| 3.3&nbsp;L
| 2V Carburettor
| OHV
| Leaded
| {{cvt|90|kW|hp|0}}<ref name=XEute />
| {{cvt|240|Nm|lbft|0}}
| Alloy Head II
|-
| 1982-1984
! XE
| 4.1&nbsp;L
| 2V Carburettor
| OHV
| Leaded
| {{cvt|105|kW|hp|0}}<ref name=XEute />
| {{cvt|310|Nm|lbft|0}}
| Alloy Head II, outputs later restated in 1983 as {{cvt|98|kW|hp|0}} and {{cvt|305|Nm|lbft|0}}<ref name=ZKApr83>{{cite journal|url=https://xr793.com/wp-content/uploads/2022/01/1984-Ford-ZK-Fairlane-Classic-AUS.pdf| journal= Ford Fairlane Classic| title=Ford Fairlane Specifications |accessdate= 20 October 2024 |date=April 1983 |publisher=[[Ford Australia]]}}</ref>
|-
| 1983-1984
! XE
| 4.1&nbsp;L
| EFI
| OHV
| Leaded
| {{cvt|111|kW|hp|0}}<ref name=ZK />
| {{cvt|325|Nm|lbft|0}}
| Bosch [[Jetronic#LE|LE II Jetronic]] [[fuel injection]]
|-
| 1984-1985
! XF
| 4.1&nbsp;L
| 2V Carburettor
| OHV
| Leaded
| {{cvt|103|kW|hp|0}}<ref name=wheelsXF>{{cite journal| url=https://www.whichcar.com.au/features/ford-falcon/1984-ford-falcon-xf-launches| first=Mike| last=McCarthy| journal=[[Wheels (magazine)|Wheels]]| title=Putting on a bold front: 1984 Ford Falcon launches| date=November 1984}}</ref>
| {{cvt|316|Nm|lbft|0}}
| Alloy Head II
|-
| 1984-1985
! XF 
| 4.1&nbsp;L
| EFI
| OHV
| Leaded
| {{cvt|120|kW|hp|0}}<ref name=wheelsXF />
| {{cvt|333|Nm|lbft|0}} 
| Ford EEC-IV Multi-point EFI
|-
| 1986-1988
! XF 
| 3.3&nbsp;L
| 2V Carburettor
| OHV
| Unleaded
| {{cvt|88|kW|hp|0}}<ref name=ULPXFspecs />
| {{cvt|235|Nm|lbft|0}}
| Alloy Head II 
|-
| 1986-1993
! XF 
| 4.1&nbsp;L
| 2V Carburettor
| OHV
| Unleaded
| {{cvt|97.5|kW|hp|0}}<ref name=ULPXFspecs />
| {{cvt|297|Nm|lbft|0}}
| Alloy Head II 
|- align="center! 
| 1986-1988
! XF 
| 4.1&nbsp;L
| EFI
| OHV
| Unleaded
| {{cvt|121|kW|hp|0}}<ref name=ULPXFspecs />
| {{cvt|325|Nm|lbft|0}} 
| Ford EEC-IV Multi-point EFI
|-
| 1988
! EA
| 3.2&nbsp;L
| EFI
| SOHC
| Unleaded
| {{cvt|90|kW|hp|0}} 
| {{cvt|235|Nm|lbft|0}} 
| Throttle body injection
|-
| 1988-1992
! EA, EB
| 3.9&nbsp;L
| EFI
| SOHC
| Unleaded
| {{cvt|120|kW|hp|0}} 
| {{cvt|311|Nm|lbft|0}} 
| Throttle body injection
|-
| 1988-1992
! EA, EB
| 3.9&nbsp;L
| EFI
| SOHC
| Unleaded
| {{cvt|139|kW|hp|0}} 
| {{cvt|338|Nm|lbft|0}} 
| EEC-IV Multi-point injection
|-
| 1992-1994
! EB series II, ED
| 4.0&nbsp;L
| EFI
| SOHC
| Unleaded
| {{cvt|148|kW|hp|0}} 
| {{cvt|348|Nm|lbft|0}}
| 
|-
| 1992-1994
! XR6 EBII, ED
| 4.0&nbsp;L
| EFI
| SOHC
| Unleaded
| {{cvt|161|kW|hp|0}}<ref name=EDXRoldcar/> 
| {{cvt|361|Nm|lbft|0}}
| Tickford enhanced
|-
| 1994-2002
! EF, EL, AU series I, II & III
| 4.0&nbsp;L
| EFI
| SOHC
| Unleaded
| {{cvt|157|kW|hp|0}} 
| {{cvt|357|Nm|lbft|0}}
| Two-stage broadband intake manifold, coil-pack ignition system (EF and AU Only)
|-
| 1994-2002
! XR6 EF, EL, AU series I, II & III
| 4.0&nbsp;L
| EFI
| SOHC
| Unleaded
| {{cvt|164|kW|hp|0}} 
| {{cvt|366|Nm|lbft|0}}
| Tickford enhanced, also standard fitment on EF and EL Fairmont Ghia
|-
| 2000-2002
! AU series II and III
| 4.0&nbsp;L
| EFI
| SOHC
| LPG
| {{cvt|143|kW|hp|0}} 
| {{cvt|362|Nm|lbft|0}}
| Dedicated [[Liquified petroleum gas|LPG]]
|-
| 1998-2002
! Fairmont Ghia AU series I, II & III
| 4.0&nbsp;L
| EFI
| SOHC
| Unleaded
| {{cvt|168|kW|hp|0}} 
| {{cvt|370|Nm|lbft|0}}
| VCT [[Variable valve timing]]
|-
| 1998-2002
! XR6 AU series I, II & III
| 4.0&nbsp;L
| EFI
| SOHC
| Unleaded
| {{cvt|172|kW|hp|0}} 
| {{cvt|374|Nm|lbft|0}}
| VCT Variable valve timing, performance exhaust
|-
| 2002-2005
! BA
| 4.0&nbsp;L
| EFI
| DOHC
| Unleaded
| {{cvt|182|kW|hp|0}} 
| {{cvt|380|Nm|lbft|0}}
| Dual overhead camshaft, VCT [[Variable valve timing]]
|-
| 2002-2005
! BA XR6 Turbo
| 4.0&nbsp;L
| EFI
| DOHC
| Unleaded
| {{cvt|240|kW|hp|0}} 
| {{cvt|450|Nm|lbft|0}}
| [[Garrett AiResearch|Garrett]] GT3582 [[turbocharger]]
|-
| 2005-2008
! BF
| 4.0&nbsp;L
| EFI
| DOHC
| Unleaded
| {{cvt|190|kW|hp|0}} 
| {{cvt|383|Nm|lbft|0}}
| 
|-
| 2005-2008
! BF XR6 Turbo
| 4.0&nbsp;L
| EFI
| DOHC
| Unleaded
| {{cvt|245|kW|hp|0}} 
| {{cvt|480|Nm|lbft|0}}
| Garrett GT3582 turbocharger
|-
| 2008-2016
! FG, FG X
| 4.0&nbsp;L
| EFI
| DOHC
| Unleaded
| {{cvt|195|kW|hp|0}} 
| {{cvt|391|Nm|lbft|0}}
| 
|-
| 2011-2016
! FG, FG X ECO-LPI
| 4.0&nbsp;L
| EFI
| DOHC
| LPG
| {{cvt|198|kW|hp|0}} 
| {{cvt|409|Nm|lbft|0}}
| Dedicated LPG
|-
| 2008-2016
! FG, FG X XR6 Turbo
| 4.0&nbsp;L
| EFI
| DOHC
| Unleaded
| {{cvt|270|kW|hp|0}} 
| {{cvt|533|Nm|lbft|0}}
| Garrett GT3576 turbocharger
|-
| 2016
! FG X XR6 Sprint
| 4.0&nbsp;L
| EFI
| DOHC
| Unleaded
| {{cvt|325|kW|hp|0}} 
| {{cvt|576|Nm|lbft|0}}
| {{cvt|370|kW|hp|0}} and {{cvt|650|Nm|lbft|0}} with overboost function.
|}

{| class="wikitable"
! FPV F6 model
! Capacity
! Induction
! Valvetrain
! Fuel
! Power
! Torque
! Notes
|-
! BA MkII, BF
| 4.0&nbsp;L
| EFI
| DOHC
| Unleaded
| {{cvt|270|kW|hp|0}}
| {{cvt|550|Nm|lbft|0}}
| 
|-
! FG
| 4.0&nbsp;L
| EFI
| DOHC
| Unleaded
| {{cvt|310|kW|hp|0}}
| {{cvt|565|Nm|lbft|0}}
| 
|}

==References==
{{Reflist}}

==External links==

{{Ford v8 engines}}

[[Category:Ford engines|Straight-6]]
[[Category:Straight-six engines]]
[[Category:Gasoline engines by model]]