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 🍻 🍻

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

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

HEAVY. Maybe a pinto? Or [insert small unloved inline 4 ford here]

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.

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.

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.

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

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

Exactly wrong. Slow down in air speed decreases turbulence.

UTG 👍

not yet

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

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 🤣

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 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

Early ones like this, yes. Later ones have left and right inlet ports and timing different to add swirl. Different combustion chamber too

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. 😁👍

That's what I'm interested in top

With cams and valve springs, a otherwise stock mid BF - FG LPG Barra will make 545rwkw before going pop.

never run one

You have the Chev atlas 6.

You can get them imported pretty cheap though

Barra from a wrecker was about $150 Australian. Soon to be a 2jz price.

4.5L? did you mean 5.4L? If so, you need 2 cams

yes 5.4L I meant so I need 2 cams

Hell of a V12 that’d be

@@whatthehallbetch good maaaaannnn

They do but that is a converted na motor

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.

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.

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

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)

Did you watch the video to the end?

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. 👍

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.

thnx

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

Yeah, the Intech is waaaay easier to work on, Team AU 👍

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

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

its a bf. written on top

@@ianw9171 but it’s not a green top or red top

en.wikipedia.org/wiki/Ford_Barra_engine

early ba

@@richardholdener1727 thank you sir👍

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.😂

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.

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

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