The Xr6 Bible

[Guest]

Hi Team N/A, enjoy.

The XR6 BIBLE

Introduction,

Upon release of the BA Falcon series, Ford Australia decided there was room in the marketplace for two different XR6 models - the XR6 and the XR6 Turbo. Both the non-turbo and turbo variants are very similar in overall spec and feel, but - with a 58kW variation in power, a gap that’s proving to be an easier to bridge as more modifications are released onto the market. The XR6 non-turbo in stock form was built to take on the VX Late model camira S, including the supercharged version. After modifications the non-turbo XR6 can hunt down prey much higher up the food chain.

The Ford's dual VCT, DOHC, 24-valve, 4.0-litre straight six - by far the most sophisticated engine in its class at the time it went into production- is a very responsive and flexible engine in absolutely all driving conditions. A lot has been said about the BA's 1700-plus kilogram kerb weight, but with an excellent spread of torque - and an electronically controlled throttle - it never remotely feels like you're at the helm of a lifeless lump.

All this from an engine rated at 'just' 182kW at 5000 rpm and 380Nm at 3250 rpm. From a standing start, the XR6 can power its way to 100 km/h in just over 8-seconds and hovers around 16-dead for the quarter mile; nowhere near as quick as the XR6 Turbo or XR8, but no slouch by any standards.

These times can dramatically drop with the BA Mk1 XR6 manual (with its clunky T5) proven to achieve consistent flat 15sec passes with the addition of a well-known brand name exhaust system and performance filter. Theres no after market tuning required to nail these respectable times. Add Capa’s tuning device and custom tunes and your XR6 non-turbo is well into the 14-second world.

As yet no BA XR6 non-turbo has made it into the 13’s (that I know of) however 14.2-second pass has been posted by Brendan Mock in his BA XT 4L.

One good thing is the use of a 9.7:1 compression ratio in the XR6 non-turbo the engine can survive on cheap 91RON ULP rather than the higher-octane fuel and tuning on the 98RON has netted some amazing results. The 9.7:1 compression ratio also hints towards even higher power being available if the vehicle is tuned to use 102RON (Brute Ute racing series, fuel of choice). My tip, give the valet tune the flick and fill you tank with 102 for your next track day.

While the Turbo XR6 receives a standard LSD, the XR6 non-turbo BA version came out with a one legger, for an extra $360 Ford was willing to fix this. This sits at the top of the check list when hunting down a good 2nd hand BA XR6 non-turbo for modifying. Word has it around the traps that the AU XR8 diff hemisphere is a straight bolt in, problem fixed and it’s said to be a hell of a lot stronger than the BA Ford LSD upgrade.

The XR6's brakes - 298mm ventilated discs on the front and 303mm solid discs on the rear - are capable of slowing the XR6 without to much drama. However an upgrade to a high quality DBA replacement discs is a very wise investment in safety.

Hope this helps some one at some point and might answer a lot of the N/A questions that are posted up.

[Guest]

As yet no BA XR6 non-turbo has made it into the 13’s (that I know of) however 14.2-second pass has been posted by Brendan Mock in his BA XT 4L.   

←

So your saying that with your 248rwkw you haven't cracked a 13? I've only got a few more kw's and ran a 13.3 with a T5 and crappy 19" tyres.

[RHR]

Hi Team N/A, enjoy.

The XR6 BIBLE

Introduction,

Upon release of the BA Falcon series, Ford Australia decided there was room in the marketplace for two different XR6 models - the XR6 and the XR6 Turbo. Both the non-turbo and turbo variants are very similar in overall spec and feel, but - with a 58kW variation in power, a gap that’s proving to be an easier to bridge as more modifications are released onto the market. The XR6 non-turbo in stock form was built to take on the VX Late model camira S, including the supercharged version. After modifications the non-turbo XR6 can hunt down prey much higher up the food chain.

The Ford's dual VCT, DOHC, 24-valve, 4.0-litre straight six - by far the most sophisticated engine in its class at the time it went into production- is a very responsive and flexible engine in absolutely all driving conditions. A lot has been said about the BA's 1700-plus kilogram kerb weight, but with an excellent spread of torque - and an electronically controlled throttle - it never remotely feels like you're at the helm of a lifeless lump.

All this from an engine rated at 'just' 182kW at 5000 rpm and 380Nm at 3250 rpm. From a standing start, the XR6 can power its way to 100 km/h in just over 8-seconds and hovers around 16-dead for the quarter mile; nowhere near as quick as the XR6 Turbo or XR8, but no slouch by any standards.

These times can dramatically drop with the BA Mk1 XR6 manual (with its clunky T5) proven to achieve consistent flat 15sec passes with the addition of a well-known brand name exhaust system and performance filter. Theres no after market tuning required to nail these respectable times. Add Capa’s tuning device and custom tunes and your XR6 non-turbo is well into the 14-second world.

As yet no BA XR6 non-turbo has made it into the 13’s (that I know of) however 14.2-second pass has been posted by Brendan Mock in his BA XT 4L.   

One good thing is the use of a 9.7:1 compression ratio in the XR6 non-turbo the engine can survive on cheap 91RON ULP rather than the higher-octane fuel and tuning on the 98RON has netted some amazing results. The 9.7:1 compression ratio also hints towards even higher power being available if the vehicle is tuned to use 102RON (Brute Ute racing series, fuel of choice). My tip, give the valet tune the flick and fill you tank with 102 for your next track day.

While the Turbo XR6 receives a standard LSD, the XR6 non-turbo BA version came out with a one legger, for an extra $360 Ford was willing to fix this. This sits at the top of the check list when hunting down a good 2nd hand BA XR6 non-turbo for modifying. Word has it around the traps that the AU XR8 diff hemisphere is a straight bolt in, problem fixed and it’s said to be a hell of a lot stronger than the BA Ford LSD upgrade.   

The XR6's brakes - 298mm ventilated discs on the front and 303mm solid discs on the rear - are capable of slowing the XR6 without to much drama. However an upgrade to a high quality DBA replacement discs is a very wise investment in safety.

Hope this helps some one at some point and might answer a lot of the N/A questions that are posted up.

←

Let the bible begin

Good read BTW

Edited 04/12/06 12:34 PM by revheadrobbo

[Guest]

So your saying that with your 248rwkw you haven't cracked a 13? I've only got a few more kw's and ran a 13.3 with a T5 and crappy 19" tyres.

Sad but true, I need a Nitrous controler to bleed the Nos out so the clutch dosn't get the shock of its life.

On the bright side I rather cook my clutch than a pop the gear box. Dyno works no problem and its awsome on a track day, but the set up as it stands today is not set up for the 400m dash.

May knock it back to a 50 or 75 shot that would help a lot.

Ive only done flat 15-second passes off Nos, after tuning now with 14 rwkw extra thanks to C&V last week, who knows maybe a 14.7-second pass, could be lower but Im not the Stig.

Note: all 15-second passes Ive done have been after the use of Nos so my poor little clutch was already baked, and at no time was I flat changing. I like low times but I also like driving home after.

BTW what I can run on Nos isn't really what I care about, Im after a 13-second pass off Nos............Dare to Dream.

Edited 04/12/06 08:30 PM by NOS XR

[tmac450]

It shows that the extra weight in the BAs is a killer.

Back in 98 I ran consistant 15.1s in my EL XR6 at the Creek, which was a single cam non VCT motor. It had a cat back exhaust and ram pod filter, but dyno runs showed that they made no gains over standard power (a fair bit less than a standard BA or BF N/A).

[Guest]

Think you nailed it there weight is a big problem in the N/A, not so much in the Turbo as get larger quicker gains of power with the turbo.

Get that wheel out of the boot and the jack and see how it feels around some where like Wakefield.

[Guest]

I thought a flat/low 15 was an average time for a BA XR6 NA. What sort of power do you make at the wheels without the nitrous? Is it much higher than stock?

[gpxr6]

Great write up greg and a good idea starting up an NA section in this forum. Ive got a BA XR6 and I love it to death. So far the only mods I have done to it are a typhoon intake and capa flash tuner running a bluepower enhanced generic tune. At the start of next year I will be starting the buildup of my car. The car will be returned back to stock to get a baseline of what it runs stock and then it will be run after each major mod to gauge the difference. Plan is to add a Bluepower Racing CAI, Pacemaker Comps, hi flow cat, 2.5 inch exhaust, Underdrives, 4.11LSD, stall convertor and then a cam. Long live the NA

[Guest]

Has anyone on here taken a bog stock XR6 NA down the strip? If so, what time did it run? Just curious is all

[falcon73]

Has anyone on here taken a bog stock XR6 NA down the strip? If so, what time did it run? Just curious is all

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I have a BA XT 6 N/A basically the same as the XR6 and I did a 16.2 over the quarter full tank spare and jack in with normal weight, since then I have a put on pacies magnaflow 3 inch hi flo cat xr8 dual 2.25 inch exhaust with a 3 inch air intake pipe pod filter in the box with extra hole at the bottom of the box for extra air and a tickford snorkel for extra air goes a lot harder still have a power stat to go in and a shift kit as well, cant wait to get back to the track and see how much improvement there is