BA falcon engine
- Thread starter Xargon321
- Start date
Now hurry up and tell us what you plan to do now. 
bookworm007,
Are the engines SOHC or DOHC? All Barra engines are OHC, but not all OHC engines are Barras.
From the Wikipedia site Ford Straight-6 engine site:
In 1988, the inline six engines underwent a major redesign for the EA Falcon and now featured a new single overhead cam (SOHC) crossflow aluminum head. The camshaft and auxiliary shaft are driven by a 'duplex' chain. The duplex chain drives the distributor and the oil pump shafts. The camshaft is supported on the cylinder head by using 'topless' bearings. Bearing liners are not used. The camshaft is held in position using valve spring pressure. Hydraulic lash adjusters mounted on the rocker arms are used to provide zero valve lash. As with all previous and current models, the block is cast iron, but with a reduction in the cylinder bore to try to help reduce emissions.
The SOHC engines were offered as the 3.2L (with throttle body injection) and the 3.9L (with throttle body or multipoint fuel injection). In 1989, the 3.2L TBI version was discontinued, and in 1991 the 3.9L's displacement was enlarged to 4.0L (now only with MPI) and was rated at 148 kW (198 hp). 1995 saw the introduction of the dual resonance intake manifold for the EF series. Also for the EF series Falcon, the standard engine employed a high-energy coil-pack ignition system. However, the EL Falcon used a distributor/coil ignition setup, as in Falcon models prior to EF.
Ford of Australia redesigned the I-6 again in 1998, and increased the main bearing size and added a ladder style main stud girdle integral with the oil pan to increase low end rigidity. The engine also received variable cam timing technology, which can advance or retard cam timing depending on engine rpm, which gives a much broader power band.
In 2002 the engine received double overhead cams (DOHC) with variable cam timing as the Barra inline six motors and, depending on the version of engine, were offered in the 2002 BA Falcon, Fairlane, and the SX Territory. Currently the BA 195 powers the Falcon and Falcon "Utes" (since 2008) along with the SZ Territory (since 2011). The BA195 is rated at 261 hp (195 kW) @ 6000 rpm and 391 N·m (288 lb·ft) lbs @ 3250 rpm whilst the BA 190 is rated at 255 hp (190 kW) @ 5250 rpm and 383 N·m (282 lb·ft) @ 2500 rpm. All DOHC engines feature the coil on plug direct ignition system.
Even if the engines aren't Barras, they are still better than our slugs.
Are the engines SOHC or DOHC? All Barra engines are OHC, but not all OHC engines are Barras.
From the Wikipedia site Ford Straight-6 engine site:
In 1988, the inline six engines underwent a major redesign for the EA Falcon and now featured a new single overhead cam (SOHC) crossflow aluminum head. The camshaft and auxiliary shaft are driven by a 'duplex' chain. The duplex chain drives the distributor and the oil pump shafts. The camshaft is supported on the cylinder head by using 'topless' bearings. Bearing liners are not used. The camshaft is held in position using valve spring pressure. Hydraulic lash adjusters mounted on the rocker arms are used to provide zero valve lash. As with all previous and current models, the block is cast iron, but with a reduction in the cylinder bore to try to help reduce emissions.
The SOHC engines were offered as the 3.2L (with throttle body injection) and the 3.9L (with throttle body or multipoint fuel injection). In 1989, the 3.2L TBI version was discontinued, and in 1991 the 3.9L's displacement was enlarged to 4.0L (now only with MPI) and was rated at 148 kW (198 hp). 1995 saw the introduction of the dual resonance intake manifold for the EF series. Also for the EF series Falcon, the standard engine employed a high-energy coil-pack ignition system. However, the EL Falcon used a distributor/coil ignition setup, as in Falcon models prior to EF.
Ford of Australia redesigned the I-6 again in 1998, and increased the main bearing size and added a ladder style main stud girdle integral with the oil pan to increase low end rigidity. The engine also received variable cam timing technology, which can advance or retard cam timing depending on engine rpm, which gives a much broader power band.
In 2002 the engine received double overhead cams (DOHC) with variable cam timing as the Barra inline six motors and, depending on the version of engine, were offered in the 2002 BA Falcon, Fairlane, and the SX Territory. Currently the BA 195 powers the Falcon and Falcon "Utes" (since 2008) along with the SZ Territory (since 2011). The BA195 is rated at 261 hp (195 kW) @ 6000 rpm and 391 N·m (288 lb·ft) lbs @ 3250 rpm whilst the BA 190 is rated at 255 hp (190 kW) @ 5250 rpm and 383 N·m (282 lb·ft) @ 2500 rpm. All DOHC engines feature the coil on plug direct ignition system.
Even if the engines aren't Barras, they are still better than our slugs.
bookworm007
Well-known member
All i know about them at this point is that they are 4.0l overhead cam engines. I will get into contact with him this week and get more details. As Im still waiting for my valve cover and thermostat cover from him. Are there any marking i should look at to tell what exact model engine i am looking at?
bookworm007
Well-known member
Alright update on the engines. Sorry it took me so long school and fantasying about my new AU head had me a little distracted. I talked to the fella with the engines he is still looking at scaring up a valve cover for me, but they are indeed the 4.0 SOHC engines. They are complete with trannies, wiring harness, intakes and stock exhaust, and he wants 1200 dollars for each package. I don't know how many he has but i counted at least 4 or 5. If any of you are still interested I can put you in contact with him.
good price.
bookworm007
Well-known member
Yep less than a head swap probably not much more work than swapping a 250 in.
I wouldnt be so hasty to want the DOHC engine, its quite a bit more difficult to deal with.
1 its somewhat bigger than the earlier SOHC engines
2 its got both cams variable which as I undersatnd I dont think ANY of the aftermarkect ECUs are capable of dealing with that. First off it needs to drive the variable mechanism and be able to recognise where the cam is, not easy!
3 The Broadband intake that they have (and SOHC) wont fit in the pre 67 engine bay, it fouls on the firewall to shock tower brace.
3 It and the AU engine have and alloy sump that is hard to modify to fit the early cars,
4 the Barra engine has the oil pump mounted on the crank at the front of the engine.
5 There is no dizzy hole. (all earlier engines have one.
6 Using the factory ECU might be possible, but bare in mind that it is pretty comprehesive, in that its the security system, the tranny driver, the wipers etc etc
In my view if you want the later SOHC engine in the earlier cars, get an EL type engine, and buy a carby intake (aussiespeed) and run it with a dizzy just like the earlier engine, this will give more power and torque than any of the non OHC engines, without the electronics. the EL has a steel sump which is easy to modify, they come with serpentine belts and are bullet-proof, cheap things.
A7M
1 its somewhat bigger than the earlier SOHC engines
2 its got both cams variable which as I undersatnd I dont think ANY of the aftermarkect ECUs are capable of dealing with that. First off it needs to drive the variable mechanism and be able to recognise where the cam is, not easy!
3 The Broadband intake that they have (and SOHC) wont fit in the pre 67 engine bay, it fouls on the firewall to shock tower brace.
3 It and the AU engine have and alloy sump that is hard to modify to fit the early cars,
4 the Barra engine has the oil pump mounted on the crank at the front of the engine.
5 There is no dizzy hole. (all earlier engines have one.
6 Using the factory ECU might be possible, but bare in mind that it is pretty comprehesive, in that its the security system, the tranny driver, the wipers etc etc
In my view if you want the later SOHC engine in the earlier cars, get an EL type engine, and buy a carby intake (aussiespeed) and run it with a dizzy just like the earlier engine, this will give more power and torque than any of the non OHC engines, without the electronics. the EL has a steel sump which is easy to modify, they come with serpentine belts and are bullet-proof, cheap things.
A7M
Sohc is 12v 4 litre
DOHC is 24v 4 litre
Best Sohc power 172kW
Best Dohc (NA) is 195kW
A7M
DOHC is 24v 4 litre
Best Sohc power 172kW
Best Dohc (NA) is 195kW
A7M
aussie7mains":2m1x0q5y said:
Or, in proper units 172kW--->>>231 hp
195 kW--->>>262 hp
We AUnzees make life hard for us types three ways .
First, we talk short hand. Eg We say BBM intake but mean Broad Band Manifold.
Second, we speak metrics
Metrics: Stop the American mind understanding all of AUS!
1.When A7M says l/100 km or km/l you have to convert to US mpg. So you have to look up the values and convert.
Liters per 100 km to US mpg http://calculator-converter.com/l_100km ... 100_km.php
US mpg to km/l http://www.vangeyn.net/mpg/
2.When A7M says Nm you have to convert to lb-ft. Multiply by 1.35628 to get DIN Net lb-ft
3.When A7M says kW you have to convert to net brake horsepower. Divide by 0.7456 to get DIN Net hp
4. net IS 3.5% more than DIN, SAE Gross is often 16% higher
Third, even the best of our engineering types use slang terms.
Huh! :rolflmao: yeah I think am to old to learn metrics 
bubba22349":3w1z7tem said:
Hint: Don't learn, just find an on line converter.
If you love your Mustangs, 231 or 262 hp really means something compared to an EFI Fox Mustang with 225 hp, or the SN95 with the last of the iron OHV engines. An Aussie Barra 4.0 compares really well with a 205,207 or 210 4.0 liter Explorer, Ranger or Mustang, and most of the single cammer 4.6's. The Barra turbos ratings sound better at 322, 362, and 422 hp than with 240, 270 or 315 killa Whats!
hi all
i have quickly skimmed through this topic, so please dont bite my head off.
i am looking at installing one of these beuties into a 1971 fairmont, but i am going for the turbo motor out of a typhoon which i have sitting in my garage. i am also going to try and use the 6speed ZF auto aswell, run the factory air con and power steering with this motor.
from the research i have done i will need apart from motor and trans with accessories:
ecu
pedal box
wiring harness for engine and transmission
wiring harness for complete vehicle (will be modified to just run speed sensor for ecu)
engine mounts and brackets may be interchangabe from early falcon to late falcon and possibly mustang aswell.
it will also need an australian SCT or Sniper flash done to it to remove the PATS System (anti theft) in order to start and run the vehicle. th only thing i havent researched is a way to get my cable operated speedo to work with the electronic speedo which is utilised with the abs system rather than a transucer in the transmission.
i hope this info helps.
by the way if any americans are genuine on purchasing motor and trans etc and having them shipped i would like to try and help you guys as i have quite a few contacts for parts requred.
also dont even bother trying to freshen up these motors as they have a very low failure rate.
i have quickly skimmed through this topic, so please dont bite my head off.
i am looking at installing one of these beuties into a 1971 fairmont, but i am going for the turbo motor out of a typhoon which i have sitting in my garage. i am also going to try and use the 6speed ZF auto aswell, run the factory air con and power steering with this motor.
from the research i have done i will need apart from motor and trans with accessories:
ecu
pedal box
wiring harness for engine and transmission
wiring harness for complete vehicle (will be modified to just run speed sensor for ecu)
engine mounts and brackets may be interchangabe from early falcon to late falcon and possibly mustang aswell.
it will also need an australian SCT or Sniper flash done to it to remove the PATS System (anti theft) in order to start and run the vehicle. th only thing i havent researched is a way to get my cable operated speedo to work with the electronic speedo which is utilised with the abs system rather than a transucer in the transmission.
i hope this info helps.
by the way if any americans are genuine on purchasing motor and trans etc and having them shipped i would like to try and help you guys as i have quite a few contacts for parts requred.
also dont even bother trying to freshen up these motors as they have a very low failure rate.
I want 500hp":65li697h said:
1. If you are using stock BA/BF/FG gearbox, then you'll need to gut the Electronic speedo and smack it into the XY binical. There is no cable driven adaptor for gearboxes which have no cable output. VSS can't run speedo cables because they have no moving parts.
2.If you convert to a good strong 4speed btr auto or T5 EF-AU gearbox or its extension housing, they still have provision for a cable drive, so you can use the Fox body VE cable. The modern speedos run off the VSS gearbox sensors, which are variable reluctance VR, so you have to gut the donar instrument unit and place it inside the XY binical, or remote mount under the seat, or run a dual system like the 1978-1992 Fox body cable and VR system. The Fox body Fords (US Fairmont/Zepyhrs, Granadas, Stangs and Tbirds and LTD's and LSC Lincolns) used a VR plug in set up via a conventional cable drive for cruise control, 1984-1985 5.0 EEC3 CFI, 1984-1993 5.0 EEC4 port EFI or 1983-1987 3.8 TBi. So if it has to run EEC5, you can just use the common Fox cable if you have no Vehicle Speed Sensor, and it will run the stock cable speedo too.
3. If you are using an old gearbox with a cable output, say a modern EF-FG race trans adaptor like the PowerGilde, THM or US C4 with the Aussie made bellhousing for OHC sixes or perhaps the T5, TopLoader, Single Rail, then you have to make a VR sensor which runs the stock ABS circuits.
Note Well: The speedo binacles for the 1979-1992 X-series Falcons and Aussie 1980-1985 Bronco/F100 were made by VDO Australia, and run off a dead simple 10 plip per rev Hall Effect (HE), not VR, but it still uses a cable style adaptor to run it, so you can use any trans up to XF and convert it to cable. The VDO HE unit fits any cable unit if you use the XD-XF stuff, but it wont run the required EEC VR input signal. You can put the electronic reading unit into any thing with a mechanical speedo. Everything transmission wise before the 1979 XD was cable, including the 1977-1983 Cortina TE/TF and the 1973- 1979 F100 was still cable.
xctasy":2qfiz155 said:
THIS^^^^^^^
I have been toying with the idea of bastardising a BA/BF speedo and adding a 140mph decal to it so i can have a speedo. at least that way i can calibrate it perfectly if need be.
as for a t5 or btr 4 speed auto, i have thought about it but i would much rather the ZF 6 speed. I have a tough BTR 4 speedin my XR6 Turbo at the moment and i am sick of the harsh shifts at low speeds and the fact they suck too much torque compared to the ZF. That said i would rather 6 true forward gears than a transmission with split gears.
worse comes to worse i will slam the btr in or even a 6 speed box of some sort.
bmbm40":d8yewq9n said:
Yesbmbm40":d8yewq9n said:
No, not without an adaptorbmbm40":d8yewq9n said:
Yesbmbm40":d8yewq9n said:
Yesbmbm40":d8yewq9n said:
Yesbmbm40":d8yewq9n said:
The 5R55S used in the Aussie Falcon was the last of the Bordeux automatic transmissions, and is available ex Mustang (2005-2010 S197 Cologne V6 138 teeth flexplate) or Modular Romeo Windsor (2005-date 164 teeth new cammer bolt pattern), or later 2001 on Explorer/Ranger as a 5R55W in 138 tooth form for 4.0 Colognes. The 4.6 Explorers ran 164 teeth new cammer bolt pattern.
Since 2001, all 5R55 variants ran one piece casings, so no longer can post 2001 5R55 transmissions be converted to a different bellhousing adaptor.(See the Luiz Camilo adaptor below)
The Aussie 5r55 transmissions ran an early 289 style 160 tooth flexplate, and a unique case to suit the 1993 to 2012 I6 (E-series 4.0 sohc, A series Intec, or B and F series Barra).
But any 5r55 trans behind a 138 tooth Ranger, Explorer or Mustang with a Cologne V6 can be used to mate to it with a Luiz Camilo style adaptor.
I sent this to RickWrench about his Brazillian mate who used and perfected the kit back in the early Naughties
xctasy":d8yewq9n said:Way back, I remember your brilliant Brazillian friends Alfa Romeo GTV 5000 with 302 Small block Ford with a Cologne V6 gearbox adaptor plate, 138 tooth flywheel and its 5 speed gearbox mated up to down size the 141/148/157/164 tooth bellhousing enough to fit in the 1750 derived engine bay.
Done a heap of research, mixed and matched some photo's
and I'm gonna use the idea myself. I can ad lib it from here, but do you still have any contact with him, and if so, what thickness was used, and how does the little 138 flywheel mate to the 3" pitch 6 bolt 3.625" crank flange. Is he making a kit. If not, its a really good idea and would allow all the stronger 5r55 auto gearboxes to fit behind any 302 small block.
Best wishes,
Dean from New Zealand
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