Information on the Ford Barra 6-cylinder Turbo engine. The naturally aspirated engines are not covered here.
|3984 cc / 243.1 ci
The engine comes standard with a Garrett GT3540 turbo. Quite large for an OEM fitment.
This vehicles uses CAN bus for various devices throughout the vehicle. This can include the dashboard, ABS, ZF Auto Transmission, and Body Control. The Haltech Elite Pro Plug-in supports all of this for all models.
Haltech Elite Pro Plug-in kit for the Ford Barra
8.7:1 comp, 240cc injectors, both cams use same timing table, red valve cover
Valve springs are a known weak point on these engines. Issues around 250 kw @ wheels
Stronger rods on BF Mk2 (from 06/2006-on) support up to 450 kw @ wheels, revised camshafts, 2x knock sensors, independent cam timing tables
BA/BF FPV 270T
Higher boost, larger intercooler, new intake, blue valve cover
8.8:1 comp new pistons, new intake manifold design, smaller turbo, new intercooler
FG FPV 310T
Larger turbo, larger intercooler, 8.47:1 comp pistons, higher flowing injectors 430cc/min
Based on FG 270T with turbo and intercooler from 310T, carbon intake, 8.8:1 comp
- BA has Weak valve springs with valve float as low as 10psi boost possible. BF improved this
- Oil Pump gears cracking. Some last forever, some fail early. Not power level dependent
- 4-speed BTR auto transmission does not support high levels of power. Failures common. ZF 6HP much stronger.
- Coils prone to failure
This engines uses a Crank Position Sensor and a Cam Position Sensor.
The crank trigger uses a 36x tooth wheel with a 1x tooth missing gap.
There is a Cam Position Sensor located on each of the two camshafts. They both have a 3+1 (4x) tooth pattern.
A Reluctor crank position sensor is used. This is located on the crankshaft towards the front of the engine.
|Haltech Connection (Trigger 4-core)
Two Reluctor cam sensors are used with one per camshaft. They are located towards the back of the head on each side.
Note: The OEM Wiring from Ford has the Reluctor Negative sides linked together and they both go to Signal Ground. When wiring directly to the Haltech ECU the following wiring should be used.
If using the OEM wiring then both Reluctor Negative wires will go to Signal Ground and the Home Ground should be enabled in the ESP Software.
Reluctor Wiring Inlet Cam
|Haltech Connection (Home 4-core)
Reluctor Wiring Exhaust Cam
Ignition Coils and Igniter
The ignition coils on this engine require an external igniter module. The OEM ECU has the igniters built in, and so do does the Haltech Elite Pro ECU. For use with an Elite 2500 a Haltech HPI 6 igniter module is a good choice for this.
Haltech HPI Igniter
A Haltech HPI 6 igniter is recommended for this application for the Elite 2500.
See the Haltech HPI Quick Start Guide for wiring information on these igniters.
Dwell Time data is found in the supplied base maps that come with the ESP software package.
DBW Throttle System
This engine uses a single Drive By Wire throttle body.
BA-BF Throttle Wiring
FG Throttle Wiring
DBW Accelerator Pedal Position Sensors Connection
This vehicle comes with a T-MAP sensor that also has an Air Temperature Sensor included.
This engine comes with continuously variable cam timing on both the intake and the exhaust cam with up to 60 degrees of range.
What is unique to this engine is the inlet cam in its default state is at full advance, and the ECU controls it by retarding the cam as more duty is supplied to the control solenoid. This results in unusual looking intake cam timing tables that look more like a normal cam timing table that has been retarded by 60 degrees. The exhaust cam operates the same way, but this is normal for all other engines by convention.
Ford also labels an arbitrary point as zero degrees, which is at a point where Haltech would call it -10 degrees (10 degrees of retard). It is part of the reason why Haltech cam timing tables look different from those from other Barra ECU tuning sources.
Idle Control is handled by the DBW Throttle.
Ford is yet again unique in not having a conventional Coolant Temperature Sensor. Instead they use a Cylinder Head Temperature Sensor, however this operates under the same principles as a CTS and con be configured the same way.
Wiring is not polarity sensitive
|Any Spare AVI*
An AVI with a selectable Pullup should be used. If not and external 1k pullup to 5V should be connected.
This engine comes with an Air Temperature Sensor as part of the MAP Sensor. See the MAP Sensor section for wiring information.
This engine has 2x knock sensors.
This engine comes with only Narrow Band sensors, one before and one after the catalytic converter. The front sensor can be used for idle and cruise conditions for catalyst efficiency however they are not suitable for engine tuning. The rear sensor is only used for catalyst efficiency monitoring and is not used by the Haltech ECU.
|O2 Sensor Wire Colours
|AVI 1 or AVI 6
|Signal Ground (Black/White)
|Chassis Ground (not Signal Ground) or Spare Output
The Elite Pro Plug-in ECU comes with a Bosch 4.9 Wideband Sensor and the controller for this sensor is built into the ECU.
For the Elite 2500 an external WB1 kit is highly recommended.
Adding a Haltech Wideband Kit (highly recommended)
For correct operation a Haltech WB1 kit is highly recommended for when an Elite 2500 ECU is being used, with the provided 4.9 sensors replacing the pre-cat sensors. Sensors use a 22mm socket or spanner to remove and replace.
Vehicle Speed Sensor
Vehicle speed data is broadcast by the ABS controller over CAN for all wheels.
This engine uses an alternator that can regulate the charging voltage via an ECU Duty Signal.
A/C Pressure Switch
The engine uses an Air Conditioner Pressure Switch input to the ECU.
The injector flow rate is measured with the injectors held wide open at 100% duty. For fuel systems with a fixed regulator pressure (often returnless systems) that is not referenced to manifold pressure the flow needs to be mapped over Manifold Pressure for accurate tuning.
Injector Data is provided with the base maps that come with the ESP Software package.
When an injector is commanded to open for a certain amount of time, the dead time is the amount of time the injector is not actually open during this period. It covers the time to energise the solenoid and begin to open and the time to close as well. There are also transient periods during which the injector is opening and closing where fuel flow is not at full capacity so this lost peak flow period is also taken into account.
Dead Time Data is provided with the base maps that come with the ESP Software package.
OEM ECU Information
The OEM ECU is located in the engine bay on the passenger side strut tower.
Base maps have been created for all common models and are included in the ESP software package