CROW CAMS Stage II cams with CROW High Performance valve springs for XR6 Turbo
CROW CAMS stage II cams for FPV F6 XR6 turbo and Non turbo Falcon 6 cyl will produce +20 rwkw of extra
power. High Performance CROW CAMS Valve springs are the very best and are
recomended for the application of these cams in turbo Vehicles.
Custom tuning is required after fitting these cams.
RRP for Stage II Cams $900*
RRP for Valve Springs $820*
*Prices subject to change at any time.
BTA Motorsports 1000hp 'Monster' Ford F6 turbo
Just how far can you push the tried and proven Ford straight six? This is
what we try to find out with our project "Monster" F6.
The goal? A 1000hp engine in a street package. The result? 1300hp+ from the
engine with 992.8hp at the rear wheels.
For more info, check out the Project F6 build blog:
Part 1 - http://www.btamotorsports.com.au/index.php/project-xr6-1000/
Part 2 -
Part 3 -
Girl Talk - Can't Stop
Wake - Steppin
Go-qualia - Bate MIDI 4 Too A Buried Motif
Ford powered Skyline!
Shot at a Mazfix Dyno
day in QLD on the trusty ol 7D for the lads at Zoom. And yes, you read the
title correctly. This car is powered by an Australian Ford 4.0L XR6 turbo Falcon engine!
Atomic Performance Products - XR6T High Performance Conrods
Atomic billet steel conrods were designed from scratch with one principle
in mind; use aerospace quality materials and sophisticated manufacturing
processes to produce an extremely strong, light and durable connecting rod
for the popular inline 6 cylinder Ford SOHC/DOHC engines, at an affordable
The Design and Evaluation Process
The Atomic engineering team set out to address these parameters by
designing what many performance engine builders are now calling the finest
conrod on the market for the Ford DOHC 6 cylinder engine.
Extensive CAD/CAM computer modelling was employed and produced a H-Beam
design, which has an extremely high stiffness-to-mass ratio. The next step
was to pick the correct materials, heat treatment and surface treatment
processes to ensure durability under rigorous performance applications.
Next came FEA modelling (Finite element analysis) to simulate stresses on
the conrods. This also entailed weighing every piston, gudgeon pin and ring
set on the market and loading this information, plus stroke, rotating and
reciprocating conrod values into our computer modelling software to
calculate the stresses.
The greatest load exerted on a conrod in an engine producing 600 comes not
from the force of normal combustion but from the tensile force exerted by
the piston at top dead centre (TDC). At 5250 RPM the piston exerts a
tensile load on the conrod of 1908 gs (-1693 kgs) at split overlap TDC
reversal. If you increase maximum engine speed by only 1000 RPM to 6250
RPM, the TDC tensile load rises by 50.4% to 2870 gs. At 7500 RPM the
tensile loading increases to 4132 gs, clearly demonstrating the Atomics
design strength of 8000 gs means it has plenty in reserve.
Excessive loads at TDC are brought about by a high reciprocating mass
and/or by increasing engine RPM, so it is essential to design reciprocating
engine components with the lowest mass possible to minimize premature lower
bearing shell bearing failure. This is particularly relevant to our
customers who are turning their engines to 7500RPM+.
For more information, visit
FPV Falcon FG F6 runs 10s - great sound!
Bill's F6 ran a best of 10.45 @ 128mph for the night at Calder Park using
275 MT street radials and E85 fuel. The 4L turbo six engine is now backed by a 3spd C-series
XR6 Turbo Rebuild
After doing a compression test on the beast I noticed that it lost about
100psi in number 6 So I pulled the motor out and discovered that the oil
ring had pushed thru... So it was time for a rebuild. Thanks my local
mechanic we are going to do a rebuild total cost of the rebuild is about
10k.. I will be roaming the streets again min to late January.. Can't wait
to see what horse power I can get hoping for 600rwhp+
Atomic Performance Products - XR6T Vernier Cam Sprockets
The Ford DOHC 6 cylinder engine has hydraulically adjustable camshaft
timing which is controlled by the factory ECU. The factory tuning retards
cam timing (of both cams simultaneously) at light throttle above 100 KPH to
aid emissions and fuel consumption and subsequently provides no advantage
to the performance enthusiast. The VCT units do not allow the cam phasing
to accurately follow the crankshaft/piston motion as closely as is
required, which brings about tuning and fault code logging issues.
Proficient tuners know that accurate cam phasing is critical to extracting
maximum power from a given powerplant, so we designed and manufactured
adjustable cam sprockets to allow tuners to maximise the VE of every engine
Another advantage of our Vernier sprockets is that it eliminates the
requirement to retain the original Ford ECU and harness when transplanting
the DOHC engine. Very few aftermarket ECUs can control the variable cam
function, so with this requirement eliminated a whole world of
possibilities of retrofitting the DOHC engine to earlier vehicles becomes
available to the enthusiast.
Atomic vernier sprockets are CNC machined from 4140 chrome moly steel with
the outer section of the DOHC sprockets gas nitrided for maximum
durability. Secured together by four hi-tensile allen head bolts, timing
adjustment is quite simple due to the degreed markings on the hub. A full
36 degrees of movement is provided, allowing the professional engine
builder a huge scope of adjustment.
Atomic timing chains for the DOHC Ford 6 cyl are more than 80% stronger
than the stock chain for use with heavier than standard valve springs. They
feature roller trunnions and 1.7mm thick link plates to provide the utmost
in reliability. Will fit with standard or aftermarket sprockets.
For more information, visit
Atomic Performance Products - XR6T on-car Valve Spring Tool
On-car Valve Spring Removal Tool to suit Ford 6 Cylinder DOHC
Our Patented (Patent # 2006100221) tool is a simple device to facilitate
quick and easy removal of valvetrain components in Ford 4.0L VCT twin cam
Barra engines. The unique features of the tool are as follows:
• The cylinder head does not need to be removed to gain access to the
• Once the tool is fitted, all 4 valve springs per cylinder can be
• No special skills are required to use the tool
• The possibility of collets falling into the engine is greatly reduced
The tool saves many hours of labour when changing one or many valve
springs, valve stem seals or retainers - a mechanic can change all 24
springs in about 3 hours. Changing valve springs is very common due to the
varying tensions of standard springs and their rapid deterioration in
service, which in turn caused erratic idling and drivability issues. They
are also regularly changed in Ford turbo
vehicles as higher Boost can bring
about premature valve float.
To use the tool, simply remove the camshafts, fit the tool to number #1
cylinder and the 4 springs can be changed in about 10 minutes. Refit the
tool to the next cylinder in sequence and continue until all are changed,
refit the cams and the job is done!
For more info, visit:
Atomic Performance Products - Engine Failure Caused By Detonation
To see a full damage report on this engine head to:
Brad shows just what can happen to engines that aren't tuned correctly, run
bad or the wrong type of fuel or suffer from fuel related issues that can
cause detonation in the combustion chamber.