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Street Fords DVD - Barra Strip Down

From 2007, host Racin' Jason strips down a Ford Barra (XR6) engine, then catches up with Brad from Atomic Performance Products about their aftermarket parts.


 


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Atomic Performance Products - CNC ported XR6 Turbo Heads!





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 valve springs • Once the tool is fitted, all 4 valve springs per cylinder can be changed concurrently • 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: http://www.atomicperformanceproducts.com/tools_&_tricky_bits.html





BA XR6 SUPERCHARGED
2003 BA XR6 fitted with a Vortech Supercharger Tuned to 243rwkw @ 8psi Best 1/4 mile to date: 13.0 @ 109mph 2.10 60ft





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 - http://www.btamotorsports.com.au/index.php/project-xr6-1000-part-2/ Part 3 - http://www.btamotorsports.com.au/index.php/project-f6-1000-part-3-the-final -touches/ Music: Girl Talk - Can't Stop Wake - Steppin Go-qualia - Bate MIDI 4 Too A Buried Motif





Atomic Performance Products - XR6 Turbo Timing Chain Tensioner Setup
Brad goes through the basics of timing chain tensioner setup and a few neat tricks when installing one





how to change valve springs
upgrading from stock, to comp cams 26986 valve springs.





Atomic Performance Products - XR6T High Performance Oil Pump
Oil Pumps and Components High performance Ford 6 cylinder DOHC engines need a high performance oil pump - and Atomic has engineered the answer. We produce high performance billet steel oil pump gears as well as complete race-prepped oil pumps for the Ford DOHC engines. Ford DOHC, 2J Toyota and various Nissan oil pumps are Gerotor design pumps which are driven directly off the snout of the crankshaft and subsequently are subjected to twisting moments that increase substantially with RPM. These torsional forces cause the oil pump drive gear to be thrust clockwise and anti clockwise, which eventually leads to the failure of the gear. The torsional moments are of a higher frequency and greater amplitude in manual gearbox equipped cars due to them being on and off the throttle more often during gear changes, downshifting etc. Ford DOHC 6 cylinder oil pumps fail for 2 reasons: The original equipment (OE) gears are made from powdered metal and lack the structural integrity to withstand the stresses created in high revving engines. Secondly, Gerotor pumps produce pressure and volume almost proportional to engine speed, so high revs equals higher volumes of oil. These larger volumes cannot be adequately managed in a standard oil pump and hydraulic oil pressure can split the pump body open. Atomic Engineers addressed both of these issues when designing an oil pump for performance Ford DOHC applications and subsequently our pumps are designed and tested to 7500 RPM and beyond. Our #306751 and #306751-RB oil pumps features precision cut billet steel gears, high flow pressure bypass circuitry, fully blueprinted and clearanced and also include a hard anodized billet end plate to provide thrust wear resistance. For more information, visit http://atomicperformanceproducts.com/oil_pumps_&_components.html





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 price. 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 http://www.atomicperformanceproducts.com/conrods.html





Atomic Performance Products - Project 2200 sneak preview
Our cameraman spotted something hidden in the corner and just had to ask about it. On the hunt for big HP, so far this engine has made 1850hp and still isn't even running the billet crank yet!





Overhead Cam at 14K RPM
This video shows an operational cutaway of a BMW S1000RR — a 193HP superbike — bumping against its 14,200RPM redline. A cam and valvetrain at 118 cycles per second is an amazing sight (and sound)





Atomic Performance Products - Cosworth F1 Series Dish Top pistons suit Ford DOHC 6 cyl
Forged Pistons Ford 6 Cylinder 4.0L DOHC Engine Atomic have tried and tested to destruction virtually every piston on the market for the DOHC Ford 6 cylinder and now have available what we consider to be the pinnacle of engineering excellence in turbo piston design and manufacture. Following almost a year of development and design, Cosworth Engineering of Northampton UK have produced the most technically advanced piston ever made for the venerable Ford DOHC 6 cyl. They have produced for us a completely new forged piston which has some very unique features derived from the current Cosworth Formula One™ engine - the CA2010. Featuring a fully strutted "box skirt" design with crown support to withstand high Boost levels, Cosworth Engineers also focussed on the thermal characteristics of the forging design so as to maximise the heat transfer path from the piston crown. through the rings and into the cylinder walls, a major factor in the reliability of turbocharged engines. Produced in the UK with a bespoke forging die made specifically for our requirements, Cosworth F1 Series pistons are manufactured from the same proprietary aluminium alloy as used in the CA2010. And they come with lots of other Formula One™ bells and whistles too, such as heavy duty gudgeon pins, anti detonation bands, pressurised pin boss oil feeds, high leverage skirts complete with Xylan coating and fully polished crowns. Cosworth's legendary reputation for high performance components is second to none and will be the sole piston supplier to Atomic from 2010. Supplied in sets of 6 complete with nitro-carburised turbo rings, heavy duty gudgeon pins and locks, Cosworth F1 pistons will be available in both flat top and dish top (15cc). Our first shipment arrives in May 2010 in the following sizes: 92.6mm, 92.75mm and 93.25mm. #306305 - Cosworth F1 Series Dish Top pistons suit DOHC Ford 6 cyl Includes rings, H/D pins and locks. Suit 92.60mm finished bore size. #306306 - Cosworth F1 Series Dish Top pistons suit Ford DOHC 6 cyl Includes rings, H/D pins and locks. Suit 92.75mm finished bore size. #306307 - Cosworth F1 Series Dish Top pistons suit Ford DOHC 6 cyl Includes rings, H/D pins and locks. Suit 92.75mm finished bore size. #306308 - Cosworth F1 Series Flat Top pistons suit Ford DOHC 6 cyl Includes rings, H/D pins and locks. Suit 92.75mm finished bore size. For more info, visit: http://www.atomicperformanceproducts.com/pistons.html





BF XR6 Turbo vs R35 GTR
370rwkw BF XR6 turbo (ZF) vs my mates R35 GTR





Atomic Performance Products - XR6T High Performance Valve Springs
Atomic Performance Products have available a range of heavy duty valvetrain weapons for the Ford SOHC and DOHC 6 cylinder engines. Our range includes H/Duty and Race Springs, chrome moly retainers, machined chrome moly valve locks, stainless steel valves and anti pump-up lifters. Valve Springs Standard valve springs suffer from varying seat pressures from new and once subjected to cyclic operation (even for a short time) can lose tension rapidly. This loss of tension can lead to "valve float", a condition whereby the valve is not returned cleanly to the valve seat, allowing it to bounce off the seat and releasing vital cylinder pressure. The resultant loss of pressure creates a misfire, followed by either erratic idling and/or stalling. All valve springs lose tension after being installed - and because the original Ford valve springs are quite weak, even a small loss of tension can bring about this condition. turbo Boost pressure also works against valve spring tension on the inlet valves - the DOHC Ford 6 cyl inlet valve has an area of 3.5 sq inches approx, so for every pound of Boost, roughly 3.5 lbs of valve spring tension is deducted from the spring pressure. For example, if the spring has 50lbs of seat pressure and the engine has 7 pounds of Boost, the net effect is that valve spring tension is reduced by 24.5 lbs to only 25.5 lbs of seat pressure, which is inadequate for almost all applications. Atomic H/D or Race springs are definitely not repackaged Ford V8 or Typhoon/Tornado springs (which fatigue just as quickly as the originals) but are custom wound from premium quality USA made nickel chrome vanadium spring steel, heat treated, shot peened, scragged and packed in matching sets of either 12 or 24 for use in all 4.0L SOHC and DOHC 6 cyl engines. Suitable for use with either standard or Atomic camshafts, no expensive cylinder head machining is required and the standard valve spring retainers, seals and locks are retained. Changing valve springs on the Ford DOHC engine has become quite a bit easier with the release of the Atomic on-car valve spring removal tool - part #100704. Rather than having to remove the cylinder head to gain access to the valve springs or using levers and collars to change the springs on the car, our patented tool allows all 4 springs per cylinder to be changed simultaneously - the entire job can be undertaken in only a matter of hours. No special skills are required and the possibility of dropping a valve collet into the engine is substantially reduced. Please refer to our Tools and Tricky bits section for further information. For more information, visit http://atomicperformanceproducts.com/valve_springs.html





My FG XR6 exaust system
this is my new FG XR6 custom made cat back exaust system 2 1/2 inch pipe with a hotdog replacing the center muffler and a sports muffler at the end.





Atomic Performance Products - Head Crush
Brad explains head crush and how if can be avoided in high horsepower engines using Atomic products





Which car is faster? Which Car is Faster?




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