Questions About The Xr6t Engine

[Power]

My biggest problem is availability. You can not find these engines in the US, so we are stuck trying to find one outside the US and then trying to ship it back...which is mega bucks. I am trying to see if some of these engine importing companies in the US can help us get one of these engines.

JZ

I'd be tempted to ask about this in the Modifications & Workshop forum. For this tip I will be generous and accept your 1,200hp kit, but I'll take 1,500hp if you feel my information was of tremendous benefit.

[iTec]

Not quite sure of the going rate for an XR6T engine. I would think somewhere around 7-20k...

As for big horespower engines,

http://www.fordxr6turbo.com/forum/index.ph...topic=16508&hl=

There has also been 3 T's that have run 10 sec passes 2 of which are privately owned and are driven every day on the street as their daily driver. Make sure u let us know how u go 

Given the power that JZ is after all he would really be after is a plain 4.0L all the internals, turbo, manifold ect ect would all pretty much have to be custom fabricated anyway so it doesnt really make much sence to me (not that I am very mechanically gifted) to start with a turbo.

btw I have seen full engine + driveline go for $6000 on ebay

[Guest]

well engine's new are reletively cheap compared to second hand @ well under 2000 for a short but never priced a head or long motor?

[bcl]

Nizpro have taken their inhouse development motor to 1268HP on their inhouse dyno.

My engine has been to 1000HP on the engine dyno, and is capable of a lot more by going larger turbo and different cams. 1000HP was set as my project target.

Surprisingly, very little head work has been done to date, as the heads flows extremely well in stock form. For 1400HP you definitely need to do head work.

Motec engine management has been used.

Nizpro started their project over 18 months ago, and have been Motec tuning for 30 months with the Ford 4 Litre turbo motor.

You need a good block to start, as there have been many quality issues with block manufacture I.e not all blocks are the same

There is insufficient material between cylinders to bore it out effectively.

With a good block it will need modification even at 1000HP, and confidentiality agreement does not allow me to disclose what’s been done to the block to handle more than 1000HP.

I’m not aware of a stock crank being tested at 1000HP; I’m using a billet steel version.

Nizpro did not want to go anything over 800HP with the stock crank, which doesn’t mean a stock crank can’t handle it (1000HP). 1400HP with stock crank; I’d say no way.

The undersquare engine, with bore/stroke of 92.26 / 99.31 and 8.7 to 1 compression means a lot of stress on rods if you’re trying to make good power through revs, and there’s a limit to how far you can go.

Obviously you’ll have to carefully consider rod strength, rod design including length, piston material and weight, and compression ratio, target boost levels, and whether to use 1 or 2 turbos.

I’m using a single turbo.

I’m using custom made extractors, which are a necessity.

Motec and its cam timing option means you have full variable control over the inlet and exhaust cams. Even at 4000 revs my motor’s making around 650HP, so it has good midrange power and torque.

We keep rev limit to below 7500. Do your piston speed calculations and you’ll quickly realize why.

Unfortunately I can divulge a lot of the other issues surrounding this build, and there are many, nor how it would be done differently if starting again.

Significant R&D has been put into the project.

It’s still the “early days” of development, and of course for us a lot more durability testing is required.

Brian

[JZ 97 SS 1500]

We are still hunting for a stock Xr6T engine. IF you guys know of one let me know. We are looking for just the engine, I don't need the turbo, manifold, tranny...etc. If you find one with a blown headgasket or bad rings even better. This engine will be torn down as soon as it arrives. We have a full engine program that is ready to tackle all the weak points. I have some pictures of the block, and we can already see we will be modifing the head bolts, and cometic will be doing a custom headgasket for us. Also the block will need a Main stud girdle so we will be CNC'ing one for it as well. Should be fun to see a fox body mustang with a Inline turbo 6 giving the 2JZ supra's and RB26's a run for their money...hehe.

JZ

[Guest]

We are still hunting for a stock Xr6T engine. IF you guys know of one let me know. We are looking for just the engine, I don't need the turbo, manifold, tranny...etc. If you find one with a blown headgasket or bad rings even better. This engine will be torn down as soon as it arrives. We have a full engine program that is ready to tackle all the weak points. I have some pictures of the block, and we can already see we will be modifing the head bolts, and cometic will be doing a custom headgasket for us. Also the block will need a Main stud girdle so we will be CNC'ing one for it as well. Should be fun to see a fox body mustang with a Inline turbo 6 giving the 2JZ supra's and RB26's a run for their money...hehe.

JZ

<{POST_SNAPBACK}>

too true!!!

ill look but all I have found is bottom ends broken and not!!!!

[JZ 97 SS 1500]

How much are the short blocks going for?? I can always get the shortblock, then find a head seperate, but it all depends on the amount of $$. I tried calling Ford racing here in the US to see if they had any connections on getting one of these engines. They didn't even know that a 4.0L inline turbo 6 exsisted..lol

JZ

[Power]

We are still hunting for a stock Xr6T engine. IF you guys know of one let me know. We are looking for just the engine, I don't need the turbo, manifold, tranny...etc. If you find one with a blown headgasket or bad rings even better. This engine will be torn down as soon as it arrives. We have a full engine program that is ready to tackle all the weak points. I have some pictures of the block, and we can already see we will be modifing the head bolts, and cometic will be doing a custom headgasket for us. Also the block will need a Main stud girdle so we will be CNC'ing one for it as well. Should be fun to see a fox body mustang with a Inline turbo 6 giving the 2JZ supra's and RB26's a run for their money...hehe.

JZ

Just be careful you don't get a stock XR (normally aspirated) engine for example. It probably wont matter, the only difference are lower compression pistons and I'm sure they would go anyway. Then again maybe you want some of the bolt ons too like the turbo exhaust manifold, it's one of those ugly cast iron things that are ideal for what 'we' think of as high hp applications, but again maybe you will go down the custom road with that as well.

[Guest]

How much are the short blocks going for?? I can always get the shortblock, then find a head seperate, but it all depends on the amount of $$. I tried calling Ford racing here in the US to see if they had any connections on getting one of these engines. They didn't even know that a 4.0L inline turbo 6 exsisted..lol

JZ

<{POST_SNAPBACK}>

check your email and reply pls!!!!

[Power]

How much are the short blocks going for?? I can always get the shortblock, then find a head seperate, but it all depends on the amount of $$. I tried calling Ford racing here in the US to see if they had any connections on getting one of these engines. They didn't even know that a 4.0L inline turbo 6 exsisted..lol

JZ

Ford US didn't know - lol - you Americans.

Bit of history in the Barra engine (from a recent article in Motor Magazine here):

- It still has the same cylinder bore spacings as the original engine was designed in Dearborn in 1957 for the US Falcon, an all new model.

- Launched in Australia in the XK Falcon in 1960, built in Geelong, Victoria - 67kW from 2,359cc

- Later an upgraded engine for the Falcon XL was available in 'the pursuit - 75kW2 from 2,785cc (170ci) - 20.9 seconds for the quater mile!

- Falcon XM & XP were stroked to get 86kW out of the 'super pursuit' 3,277cc version.

- Falcon XT in 1968 went to 3.1 litre and 3.6 litre versions.

- The XY Falcon in 1970 went to 3.3 & 4.1 litre versions (97 & 115kW) with seven bearing crank with eight counterweights.

- Stayed the same for 6 years until the XC Falcon had cross flow heads and (bad) exhaust heating manifold system (emissions controls). Then the Falcon with alloy heads.

- 1998 brought the EA with 3.3 & 3.9 litre versions with multi point fuel injection, electronic engine management and chain driven roller bearing cams.

- EB Falcon was up to 4.0 litres and 149kW.

- 1992 Ford Launched the XR series with the 4.0 at 161kW.

- In 2002 the 4.0 went to 182kW with DOHC & varibale cams.

- And now the XR6 Turbo takes this to 240kW, and the F6 to 270kW

Long live the Barra!

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