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Ford Crossflow Inline 6 Tech Info Print E-mail
All X-flow Falcons from mid 1980 to March 1993 ran alloy heads with inserts.
13 years of engines which will run on unleaded fuel.
Ford Austraila service bulletins from 1986 say 1981 to 1985 XD and XE engines don't run on unleaded due to the insert metal being of a lower spec.
They were just covering there buts from lawsuits.

Pre Jan 1986 engines do have a lesser quality steel insert than those post Jan 1986.
Aussie never got unleaded factory I6's until 1986.
In practice, its not a matter of any concern.

If you want to run on US 87 grade gas (our 91 octane unleaded), you will need to find the post 1986 knock sensor equiped engines, which complied with Australian Design Rule 37A, (basically, US 1975 or Germany 1986 spec).

All Falcon XF engines after Jan 1986 to the last Falcon/Nissan Ute utilities of March 1993 ran on US 87 grade.
They are good engines, but if you play around with the ignition system or emissions gear, they tend to knock.
Gregories #226 manual on XF Falcon sixes, pages 70 to 106, covers the seven differnt types of engine emission system.
They are basic, simple systems which can be retro fitted.

If you don't mind running US 93 grade gas (our 96 or 97 unleaded), the earlier leaded fuel engines will ran very well on US 93 octane.
They run for years without issues if the head gasket and cooling system are in specification.


 The x-flow blocks changed four times.
 First was the 76DA,
 then the 80DA,
 then the 83DA
 then the 84DA,
 then the 87DA.

The first 76DA was a cast iron x-flow, nigh on bomb proof.
It runs the same time honoured rope seal found on the US 250, and earlier post 1970 Log headed Aussie 200 and 250's.

The first of the 80DA's were Honda alloy head x-flow, higher compression, sensationally economical.
Prone to head gasket failure due to foolish people not following the corrosion inhibitor anti-freeze spec.
The block had locating dowles to stop the aloy head fretting ,and minor ( tiny) changes to the water galleries.
The 2-bbl Alloy Head II engine came out in mid 1982, and was the same engine with an intake swap.

After 1983, all Alloy Head II and EFI Falcon XE's got blocks with the 83DA code, the first block without a drill hole for the Cortina dipstick.
The rear main seal was still the rope seal, and the engine had a new HF5 cylinder head with cut-outs for the EFI injectors, even it the carby was still found in the base model.
There were some other changes that justified the 83DA label, possibly to allow the EFI.
Valve sizes were the same as the first Alloy Head XD and XE engines.
There is still a boss for the rear moutn Cortina dip stick, under the 83da-6015-AA part number.


The 84DA had the new neoprene seal, a 360 degree affair which was easy to change.
The bad point was that it tended to leak rather a lot.
It's not worth worring about, though.
It was a concession to the need to ease service and warranty claims.
The block no longer had a boss for the Cortina dip stick, under the engine casting number.


The 87DA was designed to run the Dec 1987 run of OHC crankshafts.
The two engines were fitted side by side on the same Broadmedows line.
The 87DA engines were initially stockpiled for use, and then drip feed using OHC inventory for the next 5 years.
The Falcon Utility was a huge success, with Ford having introduced it in 1979 from a reheated 1972 design.
The x-flow engines were used because they expected to axe the old ute, but the rampant inflation made Jap utes very expensive, and Ford just kept churning them out at about 10,000 units a year.
The big change was the so-called dog turd OHC crank seal.
This made both the 3.3/4.1 x-flow and 3.2/3.9 OHC cranks the same.


 
 
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