HOW TO: 4.0L BARRA-DISASSEMBLY AND HEAD FLOW TEST (MY FIRST BARRA)
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- Опубликовано: 12 сен 2024
- HOW MUCH DOES THE AUSSIE 4.0L BA BARRA HEAD FLOW? CHECK OUT THIS OTHER GUYS VIDEO WHERE I RECEIVED AN AUSSIE BARRA MOTOR (ACTUALLY 3) FROM DOMINATOR MOTORSPORTS AUSTRALIA AND IMMEDIATELY RIPPED INTO IT TO REMOVE THE HEAD. THIS VIDEO SHOWS HOW TO REMOVE THE HEAD, CAMS AND FRONT COVER. WE THEN INSTALLED THE HEAD ON THE FLOW BENCH TO SEE JUST HOW GOOD THE HEADS ON THESE AUSSIE (BA) BARRA MOTORS REALLY ARE. I EVEN HAD TO COME UP WITH A CLEVER WAY TO OPEN THE VALVES TO THE DESIRED LIFT RANGES FOR TESTING. I INCLUDED THE STOCK SPRING INSTALLED HEIGHT AND SPRING PRESSURES. GOOD STUFF SO CHECK IT OUT,
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Nice work 👍
It's so odd watching Richard tear one down.
I've been working on these since I was a 1st year apprentice 13 years ago. For two years I worked at a place where we had 10 taxi's we serviced and my boss owned two. We used to wreck a hole falcon every 2 months and sell the parts like I mean strip it to a shell.
We always had a shortage of transmissions and over stocked on the engines so heaps went in the scrap bin.
One of the taxi's my boss owned made it to 960,000km with no rebuild. That was a factory LPG green top serviced first Saturday of every month. LPG oil comes out clean.
I have heard that LPG Barra engines tend to suffer from valve seat recession is that true?How can one avoid valve seat recession in duel fuel petrol/LPG after market conversion Barra engines? Cheers 🍻 🍻
OH, an ACTUAL Barra. I read the title too quick and thought it was another Ameri-barra vid. SUPER COOL. Apples to Apples comparisons!
Thank you another Ford project. The guys from down under are making crazy power with these motors.
I have changed many sets of valve springs, with head on car in those, after 20 psi boost you get valve float.
It's a long, stressful, Back aching job.
The rods should have the markings 1r23 aa on the rods . Which are the toothpick rods .
That looks like a late mod BF judging by the oil filter as the earlier models had the z9 oil filter .
Pity it wasn't a factory LPG motor. Add oil pump, E85, and boost for 450-ish rwkw...
good catch, definitely a BF engine.
that and the bf written in wrecker paint on the rocker cover lol
Hell yeah Richard! You got an Aussie legend there. I mean I thought the Ameri-barra was cool enough in it's own right, but you had to step it up and get a real Barra to run comparisons to it!
There's so much you can do with these. Some are running 10000rpm with a forged destroker kit. Stock heads! Huge support for our nation's favourite taxi motor lol. 🇦🇺
Someone will mad skills should do a v12 barra
@@andrewlace just for the love of all things holy make it under square if you're gonna be making a new block...
@@hellblazer275 there's always a potential strength issue, but yes, I'm with you
@@andrewlace honestly it's not really needed as the Barra already makes silly silly silly power I've heard it's an absolute pia to make a Barra hook at any decent power level because of all the touqe... Six in a row your ready to tow 8 in a vee you sit down to pee
@@hellblazer275 there's no need for a v12 ls and yet... Of course extra rpm makes more power without the drama of handing extra nm
Whatch out for the skinny rods on the ba na barra
Even the ba turbo motors have the skinny rods
Bf 2006 onwards in the lpg and turbo motors use the heavier rods (3r23 instead of the 1r23)
Also make sure the cam girdles go back in the same way you took them out as it will screw up the cam (you probably already know this though)
If you slap big rods in them and push it make sure you are watching out for the oil pump gears as thats also another area that if pushed too hard they will let go
What impressed me was the lower lift numbers, too often overlooked they are as important (maybe a bit more) as the full lift flow, the reason is the valves pass through the low lifts twice per cycle and in practice heads that flow well overall tend to make the best power output.
Loving your content mate. Here in Australia you'll find barras pushing more than 379hp with completely stock heads. My barra in my 08 ford falcon g6e turbo pushed over 500hp before i had to put in aftermarket valve springs and you won't have to change the cams in these engines until your pushing over 700hp. My 666hp barra turbo has stock cams with aftermarket valve springs.
First things first if your going to boost it valve springs, rods, oil pump gears and head studs are a must!
One handy tip for keeping track of screws. On surfaces where they are not going to be in the way just run them back into the holes they came out of. Besides it keeps crap out of the tapped holes.
Since this is a six, and FoMoCo owned Jaguar at one time slip one of these into an E Type
HEAVY.
Maybe a pinto? Or [insert small unloved inline 4 ford here]
Awesome to see that tear down. BTW my preferred gasket remover is a brass brush. Softer than the T6 aluminum so you can go to town with it and get it super clean.
Richard you must use your connections to get dart to make a remanufactured improved block for these so we can share them and take these past 3khp easy
NO THNX ON THE 3000-HP
@@richardholdener1727 are you going to junkyard big bang one of these potentially?
We get these stock iron blocks to 2500hp. If dart joined in to remanufacture the barra with their typical iron block improvement recipe we wouldn’t need to fight over scrap blocks between US and AUS. Ive got a few of these that ive built to last but be easily replaceable if they need to be. Worried the aftermarket will dry up when it never should. Too much potential would be lost
These outflow 4.6 B,C tumble port, and late 03/04 tumble port stock for stock @ .400 lift. Thats gnarly.
Interesting, despite being a million of these engines around here in Aus and having 2 cars in the family with them, I have never taken one apart. They are rock solid engines and no doubt a redemption from the POS 4L engines that came before them and the Intech.
The interesting thing I find with the NA barra is there power delivery, they are quite weak at the lower/mid and low rpm for their capacity and normally take about 10 sec to get to 100Km/h in the Falcon but once they get to mid to high revs they really get moving and above 100Km/h come to life. Not something I would expect for such an under square engine.
thats because it was designed from the begining with the turbo set up in mind and effectivley just downtuned if you like.
injectors and fuel system are the same na and turbo just a diff map sensor.
old mate here should of ripped apart a green top barra. different valves again
Quoted zero to 100 for the EB XR6 was 7.6 seconds. That's 1992. A stock BA Xt with 5 speed does it in 7.2s. Therefore the BF about 7 or 7.1s with a manual box. And the FG XR6 does 100 in 6.7s with a 6 SP ZF (presumably making 207 Kw and 420 NM on 98 Octane). Heard the Inlet ports on the FG flow well but there is gains to be made on the exhaust ports.
That's extremely strange. Barras actually make tremendous torque down low and is one of their biggest qualities. Sounds like you have a non functioning manifold runner. My territory barra pulls 100 in 8 seconds and my NA Fairlane barra swap does 100 in 7 seconds and it's a btr with a stock exhaust as well.
@@elfairmont40 Nah, we have a number of Barra NA cars in the family and I've confirmed everything is functional, they just are slow off the line. My mate used to have a Territory, we timed that at about 13 sec for a laugh,. But all of these cars are early in the Barra series so maybe the later ones were tuned better? These are the 190Kw engines in our cars.
I recently watched a video from a well known cylinder head porter where he flowed a stock high mileage cylinder head that had some carbon buildup in the ports and a version of the head that had just been cleaned of all deposits. The difference was shocking even to him. As much a 24 cfm at certain lifts. Just something I’d thought was interesting. The Barra is cool for sure.
The formula for building a cheap tough barra here in Oz is to up the boost. Porting of heads is rarely done. An extra psi of boost cures all ills. There are 8sec FG facons, with 1200rwhp running stock cams.
I'VE TESTED THAT AND NOT FOUND THOSE RESULTS UNLESS THE DEPOSITS WERE HUGE
I've long wanted to see someone do a max effort 500+hp NA Barra but everyone goes the easy turbo route. Also with port work guys have got over 330cfm at 28" from a Barra head.
It’s a turbo motor, why would you N/a
@@hoonaticbloggs5402 That does not look like a turbo motor, so I doubt he has a turbo motor because it makes no sense that someone would have fit a factory NA exhaust to a Factory turbo.
this motor is a BA (NA) motor-but I would run a turbo version NA to start with just to have the baseline starting data
@@hoonaticbloggs5402someone who has knows the craft can replicate the S38 from the E34 M5. That was a 3.8 L motor.
I wouldn't boost a BA version Barra with factory rods. You could if it was a factory LPG model.
Just wandering if there is an update video on the Aussie-Barra build?
Keep in mind this was done on a 96mmØ Bore fixture. The Ford 4.0L has a 92mmØ bore. So these results will be skewed high a little bit.
Also note, without a intake manifold attached, the injector vane is flowing air. This would never happen in a real world scenario unless a carb manifold is used.
You maybe in luck with the boost as BF Barras have stronger rods than the BA models
Only 06-06 BF2s, and only in the turbos.
All the NA petrol motors (apparently bar a few FGs) got the shit 1R23 rods, and most BA LPG motors got the good 3R23 rods
Australia’s Magnum Opus
God bless the Barra 🇦🇺
I can't wait to see the test on the Dodge 360 where you are going to do a back to back comparison test from installing the pistons backwards.
UTG 👍
Did you measure tumble flow?
I ask because I've seen tumble improvements reduce MBT by 15 degrees, threshold to knock by 5 degrees, and specific fuel consumption by 6%. I think it should be high on the list for anyone who deals with a head capable of using it (largely hemi or 4v designs), especially in pump gas turbo applications (Look at the M139 engine, it doesn't even breathe well but gets 200hp/l because of massive detonation resistance and equally massive boost)
Also N/A BA Barra in dirt track is cams, springs, and oil pump away from 275-ish whp. They are ok even without boost. FG and aftermarket intake manifolds can get that up to 300 (that intake manifold was initially designed in 1987 or so, when the predecessor for the Barra was designed. It wasn't actually used until 94 though. It's a good piece of kit but progress has marched on).
I can't believe I missed this one for so long! 🤦
Great episode! Now can someone put two Barras together in a 72 degree FORD V12!
Where the seatbelt was tied right next to that u can see a little round lifting mount on the head their is one on the opposite side at the front that's how your supposed to lift these engines and its alot easier the trying to tie stuff around your engine just get two D shackles and attach them to the end of the lifting chains
Based on the flow I would go more duration and 380-400 lift . The drop off in percentage from 400-500 is really high , the gains from adding lift slow down from 350 , that slow down in air speed velocity can cause tubulance issues .
Exactly wrong. Slow down in air speed decreases turbulence.
Awesome man. Great seeing more Barras in the US. Would love to race mine there one day.
I see the mythical Barra and I raise you… what about the ranger 4.0 cologne? Id love to see how you’d improve that boat anchor
The greatest 6 ever built oi oi oi
Would be good to see the difference between b series and f series heads
That's what I'm interested in top
Speaking of flowtesting, one thing I've always been curious about flow testing is a 2 valve pushrod vs a 4 valve ohc head but with the same port cross section area. I sometimes wonder what getting the pushrod out of the way and adding that second intake valve is really worth apples to apples.
It seems like engines like the coyote flow a ton of air with a relatively small-ish port compared to some of the LS stuff.
You can match port cross section area between 2v and 4v but you cannot match the valve curtain area offered by 4v per cylinder. The benefit to having so much valve curtain area is requiring much less overlap between the intake and exhaust lobes giving a smooth idle, more hp sustained after peak, and more average hp. A two valve head often requires a tighter intake centerline and lsa to use the escaping exhaust gasses to help draw in the intake charge. This helps promote more midrange but power drops off after peak earlier. Even the fastest dohc cars have super aggressive cams that idle close to stock. Lope is a novelty of 4v cams however ive heard shelf comp cams degreed to 110/114 that idled nasty and still put down like 340rwhp on a stock 4.6.
@@madmod
Right, and I would be fine with the bowl or curtian area being natualy larger I was just curious what the diference in airflow would be if, to put it bluntly, they were both sucking through the same hole....and I only realized afer typing that how messed up it sounded. 😅
The thing about overlap on 4 valve heads is interesting to me though. I have a coyote with locked stock cams (which only offer a measly 211 duration @.050, 265 @.006) and have been experimenting with cam timing, moving centerline around. I come from a background of small block chevys which generally like a lot of overlap and have going at it with that mindset but you're suggesting that might be a mistake?
How much overlap do 4 valve heads, such as the Ford Coyote, like?
I started with 109/114, basically no overlap @.050, then tried 107/107 (still -3 degrees from overlap @.050) and the engine seemed to like it. Pretty much evey performance cam i've seen for the coyote sets the exhaust to about 114 so i was thinking of getting a little crazy and trying like 95/114 (which would be 3 degrees of overlap @.050) but that sounds like way too much intake advance for an engine that is all about high rpm. Maybe I should try something like 110/98?
This is my first 4 valve engine. I sure with I could afford a weekend at the dyno just playing with cam timing.
@@177SCmaro A wide LSA (114) won't kill top end. A low intake LC will increase mid range power and tq without sacrificing upper rpm power. A high intake LC will kill mid range hp and tq all while not increasing hp up top. LSA matters little to where the power is made. What really matters in a 4v is the location of the intake LCs and stock they are somewhere around 118 i think? putting them at 110-112 on the intake will increase power throughout the entire powerband and not really fall off up top as long as you keep the exhaust 114. Coyotes are more forgiving with more head flow, better intake and exhaust manifolds, and more displacement.
Also, 212 degree cams are pretty solid considering my 99 tumble port heads and cams are equipped with 200°in/196°ex @.050, . 397 lift cams. These cams in a 4.6 are enough to peak above 6k rpms so 212° would be a nice step up lol.
A terminator cobra only runs 184° intake cams lol
Love the flow testing
Just watch the rods on that NA engine mate, a little smaller then the LPG and TURBO engines my circle has still made plenty of power on them but not the stupid number the larger rod engines make.
Hey please be aware this is a naturally Aspirated Barra engine not a Turbo engine. The Pistons and rods are not designed for boost and won’t make big power. However with some pistons and rods it certainly will.
You’ll be rather limited in turbo power with these rods in particular. I’m happy to help you organise better rods from here in Australia or even some ecolpi rods which are strong but you’ll be limited on this set up
He's talked about this, he wants to see what the "bad" version does.
@@Levibetz he has got 3 of them, so blowing one up isn't so bad, for science reasons lol.
Wat? Ecolpi rods are shit!
@@TheTeeroy32 I think he's down to 2, somebody picked up one of them. I think the "Add Gap" question is a good one to answer. Was it the rings sticking the piston breaking the rod? Seems like a legit question to answer. I have no idea what it cost to ship one to California but I'm pretty sure it's more than what I want to pay for a junkyard engine (JUST the shipping, not the mill). It'll be fun to watch anyway.
@@MRMOPARMAN0426 man they are basically the same as turbo rods guys making over 400rwkw on them.
You know Barras have the same cylinder bore spacing as the original Falcon straight-six from 1960 odd, as it’s a slow evolution of that engine.
Richard, you've got to get some help getting those other engines back together. 292, Atlas 4200 ect.
Should’ve got a 2007 or later model lpg engine really cheap and at least it has turbo rods which are substantially stronger than the na rods for engine dyno purposes. that na motor will throw a rod past 12 psi of boost where as an lpg engine will handle over 25 psi with ease
With cams and valve springs, a otherwise stock mid BF - FG LPG Barra will make 545rwkw before going pop.
Can hardly wait to see this thing run with boost!
Thorough look through the Barra head.
Barra Cylinder Head Porting
ruclips.net/video/BjuY1pTrN0Q/видео.html
You will never save yourself from breaking a bolt by undoing by hand. Just don't use a huge impact for tiny bolts. A suitable sized impact gives you the best chance every time.
I would REALLY like to see what a red top Barra from a XR6 would do. Here in the States, we were lucky to see this engine. We'll likely never see a red top Barra.
It is basically the same,, gives same output potential.
@@8power857 I clearly don't know the differences between them. I just figured that the turbo engine would've had a better flowing head, cams, etc. Thanks for clearing that up for me bud.
@@Brock_Landers no problem, all the barra variants are very similar. A few comp ratio variances, connecting rod changes, valve spring changes etc but the basic block, heads etc are pretty much the same. If you chase decent reliable power , 600rwhp, you are going to change rods, pistons, oil pump gears, head bolts, valve springs.
The xr6 versions and g6e(sport luxury) get lower diff ratio, thats basically it! Things like the F6 Typhoon have more mods but vasic stuff. Any barra 6 has the same end potential.
👍
Barra sux Ford guys go on and on about them but there sux
@@jeffwilliam7500 🤣
I can't remember did you flow test the ameri barra?
not yet
So basically just straight six modular 4v
Timing cover looks like a half a 4v
And I recognize that tensioner
Hell of a V12 that’d be
@@whatthehallbetch good maaaaannnn
Factory LPG was an option. More common in a Taxi
They do but that is a converted na motor
How does the atlas engine compare with flow numbers
Another great video. Thank you.
It's a shame this engine was never offered in the US.
You have the Chev atlas 6.
You can get them imported pretty cheap though
Love your show maybe a program on 1050 and up and witch Brand is the best and power booster are best good man love the sound and show how
Best video 👊💥😂
So not sure which way to go with this... Terra the Barra sounds like you're going to bury it... Tear ass until it's bare ass doesn't quite PG rate or make a lot of sense... yah, that's a tough rhyme. Almost un-barra-ble. I don't like ripping them apart with power either. Hand wrench will tell you about it before it pulls aluminum with it. Sad thing is, doesn't seem to really matter. If it's gonna rip threads or break bolts, chances are good (bad) that it will do it either way. I just like a chance to coerce it (tighten, loosen, heat and goo) first.
It wood be good to see a na Big Bang engine as most people just go straight out and turbo them
You can't really big bang a motor NA, most will just live through it. Although I'd love to see how much camshaft and rpm you could get out of say a 4.8, or some of this interesting I6 stuff like the 4200 with stock longblock.
Turbo is where the fun is. I nurse mine trying the keep the ZF 6speed alive a bit longer. Lets put it this way, I never lost a traffic light ...
The biggest problem is hooking up at 24psi.
This was hilarious but good.
Such a cool engine. I found one locally for 1k.
Damnit Richard don't tell everyone the secret now people will start putting big turbos on Barra motors we've been trying to keep this a secret since they came out.
Barra from a wrecker was about $150 Australian. Soon to be a 2jz price.
Does the Barra cam lift the intake valves at the same height and duration?
Early ones like this, yes. Later ones have left and right inlet ports and timing different to add swirl. Different combustion chamber too
Granted, those LPG engines make good horsepower with a turbo, but what inline six doesn't? A factory XR6 red top Barra would decimate most standard built inline sixes. No doubt that it's on par with a 2JZ.
i found most inlines are amazing i have an 7m-gte in a mk3, i have an old school chevy 250 (4.2) l6 going in a firebird, would love to tinker with the ford 300 l6 and jags 4.0 inlines, vortech 4200 etc etc. Seems like with enough time all the 6s can be made to over 500hp easily. wish we had the barra over here and chevy's vortech 4200 was more accepted to warrant competition !
XR6 barra is no magic. Any barra is good
@@8power857 apart from the rods and pistons to allow more boost, your completely right.
@@TheTeeroy32 i said xr6 , not xr6t. 👍
@@8power857 but you were replying to the OP who said 'red top". Which in Barras is a turbo motor, going by that I'm sure you can see were I was coming from. 👍
Richard Holdener i bet you've been told already but ba barra is the weakest watch those rods(if i were you i'd just build the motor, good rods & pistons, oil pump gears, valve springs, you can still do stock cams etc as you like to do but you've waited so long to get your hands on a barra i'd hate to see you destroy it because of weak garbage parts ... anyway i'm sure you have a plan, best of luck
its a bf. written on top
@@ianw9171 but it’s not a green top or red top
So does this prove that this flow is superior to my 1966 SBF or my 1977 SBC? This could be treasonous--or enlightening--depending upon what we can do about it. Bench racing is nice, planned improvement is essential.
Old school house radiator repurposed as an intake manifold
You never did the follow-up on this. Bit of a shame
Richard see if you can check how restricted that barra manifold is .It's very unlikely to flow 200 cfm in short runner form .n/a
thnx
Reverse piston test when??
Good thing Ford never offered that engine in the states, we got those awesome Essex built 3.8 and 4.2 litre V6 engines instead! *NOT*
I did a did a Windstar intake swap, 65mm tb, and ported head 3.8 twin port engine. It runs low 14s with a j modded 4r70 and 3.27 gears spinning out the hole. Luckily the Mustang chassis doesnt need much power to be fun.
@@madmod "Windstar" is a curse word. Maybe, *MAYBE* , a super coupe, but no other 90 degree V6, please. I'd rather slam my dick in a door than touch another one of those head gasket blowing, Intake leaking, synchronizer seizing, no power having turds.
We did get a 4.9 liter 55 plus year old design that seems to take boost okay... inlines are a huge pain to package, even worse in FWD.
@@dfabeagle718 the Volvo SI6 is a 3.0 I6 FWD, it's pure joy to service.
Ok, it's a bit of a PITA.
@@jamesgeorge4874 I have a sc 5 speed sitting out in the yard. They work good but the dual port head matched with a windstar manifold is a better starting point than those low compression single ports. The 3.8 sc did make torque like a v8 tho.
what cars does this motor come in
The 6 thumpa from down unda!
Go Aussie. A small team of engineers designed the Barra, One of the best engines of its time. Go Ford Australia. You will be missed rip.
I’m a little surprised the head doesn’t flow better, I just assumed it would be more because they respond to boost so well.
Did you watch the video to the end?
How does the barra measure up to a modular 4v 5.4?
never run one
I got a good dyno 2006 Lincoln LS 3.9l V8 Vs 4.0l V6 mustang
Right on
Barramunday funday
You couldve got a 1FZ its the 2jz bigger brother toyotas barra if u will
Richard, did you really get all those head bolts out with out breaking one?
they were like butter
@@richardholdener1727 that's amazing, everyone else I've seen broke several.
@@TheTeeroy32 I've broken heaps in the past on the pre- Barra 4L engines due to their leaking head gaskets rusting the bolts up. But I have never touched a Barra as they don't have the same head gasket problems the previous generations of engines did so I haven't needed to pull a head off one yet.
I seen thoes Matrix LPG injectors I need a set for my ford territory dam they are hard to find.
That engine looks dirty on the inside for a Barra
Yeeeeees!!
I thought we were supposed to double the cfm to figure out how much power a head could support?? Or is it different because it’s a 6cyl?
double airflow then multiply by .75 (cuz it only a 6 cylinder)
@@richardholdener1727 got it. Makes sense now. Hope George did a good job porting. I’m curious to see what the numbers vs power gains are. Put all those key board warriors to rest
Good see ya playing with a seagull.barra just some name public gave them.the engineer who work and made them called them seagull which means they shit on everything. Rego barra here in Australia driving on they street with 2100 hp at rear wheels with stock block.Ba engine is just a au block which was previous engine with a 4 vavle head. I love au engine what a weapon for 2 vavle head.last time looked into it au engine was quicker down 1/4 @7.5 vs 7.8 for barra maybe could changed.peace
Yeah, the Intech is waaaay easier to work on, Team AU 👍
Have you dyno tested this engine and or do you still have it?
yes-it has been on the dyno-those vids are up
@@richardholdener1727 im only seeing the chevy barra/atlas engine and not the 4.0 Ford barra… i would imagine it would be roughly the same tho
SORRY-THOUGHT THIS WAS 4200-NO BARRA DYNOS
Can you tell us was the airflow numbers for the inlet and exhaust flow test one port only? one valve open. @250-260? or both open at once?
both valves open-like it would be when running
@@richardholdener1727 yeah, I thought so, I just wanted to know so I can continue to mock the local Barra owners when they think they're faster than a V8. And now I can keep telling them they're missing two cylinders and bring it over when you want it fast. 😁👍
Have a 05 ford f150 4.5 can I put a performance cam on it
4.5L? did you mean 5.4L? If so, you need 2 cams
yes 5.4L I meant so I need 2 cams
Lpg is green tops
If they were running it on lpg the engine should be in better shape than one run or gasoline, providing that regular maintenance was performed.
@@scottb3637 yep, & clean as a whistle inside 👍
@@scottb3637 Yep we have a territory with the same lpg injectors as this motor with 330k and is as clean as a whistle on the under the valve cover. I even did a oil change after 25k by mistake because the oil on the dipstick was still somewhat clear when i checked I realized my mistake. This barra hasn't had a oil change for at least a couple of years before going top the wrecker.
that engine was duel fuel
That engine looks pretty simple and straightforward... unlike my BMW. 🙄
How do you think us Aussies can build a motor in the bush with a basic socket set, a hammer and screw driver lol.
Saw a coworkers BMW about 20 years ago. He exclaimed, "It doesn't have a dipstick!" I asked how he checked the oil. He said the dealer does it. F that sh!t. A $5 piece of metal replaced by a $100 sensor and you can't perform the most basic of engine maintenance. No thank you.
Yeah, it's ridiculous.
It is simple. Take any barra, pistons, rods, oil pump gears and valve springs =1000hp
Yogi Barra, smarter than the average Barra.
Now we talking
Can guess exactly what he's thinking when looking at the exhaust manifold , turbo !
yes
@@richardholdener1727 A j-pipe turbo setup has seen 380rwkw on the pre-barra SOHC engines if you want to go the "budget build" route initially. It's not even a bad flowing stock manifold
I think I need a flow bench...........
How’d….
Where’d…..
He find. It ???
Straya M8, we gottem by the container load ready to be shipped 🔥👅😈👍
so richard, whats the final word of barra vs atlas - seems pretty close to call
Can an atlas make ~2000hp on factory block, crank and unported factory head??
The head is superior on the Barra but the atlas was never optimized for power production. It is no slouch due to variable cam timing and 4v per cylinder. Both are pretty good stuff.
@@madmod yep atlas is ok but its no barra. The only better stock block would be the 2jz, but it comes with less capacity so needs more boost to get the hp
@@8power857 The barra block is plenty strong just as any other factory modular block.
In the blue corner we have the blue oval blow hards in the orange corner we have the bow tie tyrants . who will win . who will go up in a greasy ball of shrapnel. Tune in next week to find out folks.😂
Is this going back on the flowbench after it gets back from FasterProms?
I thought Fasterproms was doing the Atlas and they stated in a video the head was going back to someone else.
faster proms is not doing a head for me-that was an Atlas 4200 for calvin (nivlac57)
Personally I blame squirrels
Just do the springs and head studs and then boost the fucker till it blows up !!
I wonder if I can get gobs of torque. 500lb torque would be good in one of my trucks. Maybe 79 c30 flatbed ? I'm sure I can locate one at the junk yard. Thanks Richard Holdener
My factory stock FG Turbo barra made 550nm dead flat from 2000 to 4500rpm, and that is with the crappy floppy factory wastegate.
1200nm is not a big ask - this is 18- 20psi.
Oh yes !!
Thats the cylinder head that ls George ported
No, it isn't. Richard did not get it.
@@allenl9031 oh ok damn. Was it because what happened with George and faster proms?
@@davidjaime2061 i seem to be late to this party. What happened between george and fasterproms?
@@MRMOPARMAN0426 George got fired from faster proms. I think it had somthing to do with rmrw. Jeremy didnt like George away from work so he let him go and cleetus mcfarland picked him up. They made a video clearing up all the drama already
There's something offensive about this being torn down by a guy called "Holdener".
why
@@richardholdener1727 Oh, the Holden vs. Ford rivalry is the closest we've come to a civil war...
@@richardholdener1727 However, it's great to see you tearin' down a Barra. Sad it never got its due; it really does belong up there with 2JZ, and if manufacturing continued (Ford killed car making in Australia), I think it would've gained the fame it deserved faster.
Ridiculously overbuilt, and strong - when you can only make one engine for everything from your LPG-powered taxi to your SUV to high-performance FPV utes? You have to. Hence why you can double their horsepower with no sweat and no aftermarket parts save for a turbo...on an engine you took out of a wrecked cab for $400.
Would of been better if you got a Turbo Engine hope you didn’t pay to much the that one.
Why turbo motor ? Deep down LPG motors are better for boost ( stronger rods where as turbo motors only had stronger valves (titanium alloy) talking about grey tops
Turbo 'Red top' Barras are low 8.9:1 cr. Green top Barras (LPG) 10:1 cr have a much better pre spool throttle response.