Barra Long Engine 4.0L Falcon BA-FGX

PURCHASE INFORMATION:

• *** GOOD ENGINE CORE IS REQUIRED ***
• You must send in a good engine block/crank/Head to Precision Racing to be rebuilt.
• Please allow 10-12 weeks for build times.
• Shipping both locally/interstate

DESCRIPTION:

The PR Barra comes from years of development and testing of different combinations, ranging from pushing factory engines to their limits, to our built combinations producing over 1600hp! And over 8500rpm from a standard bore and stroke!

The first thing that you need to really consider is how the engine/car is going to be used. What turbo will you run and the true power that the car is going to make? The main difference between the 800rwhp engine and the 1000rwhp version is the main cap girdle and cylinder head sealing/head gasket setup.

The PR base engine is designed with the bare minimum components required for a safe, reliable, repeatable engine, it starts with the same rotating assembly we have proven to over 1200rwhp, Nitto I beam connecting rods, and our PR spec Diamond Pistons with upgraded 0.225” pins. We have utilised a factory modified crankshaft at this level for years without issue. Tunnel bore and honing is included in all our Barra builds as the cranks tunnel becomes distorted once better main cap fastening techniques are used. Without this you risk bearing issues.

All our engines use Atomic Performance Heavy Duty timing kits, Atomic has been at the forefront of Barra engine components since the beginning and are the only timing components that we trust in our builds. Be careful of the cheap, poor-quality kits available elsewhere.

Cylinder head sealing in any boosted application has traditionally proven to be a difficult task, however here at precision we have the solutions for you! As mentioned above, both rotating assemblies are identical so while they will handle big power that does not mean much without being able to keep the combustion in the cylinder. There are many variables that can contribute to head gasket failure, Exhaust Manifold Pressure is a big one, if your exhaust manifold is restricting the exhaust gas flow then naturally it will push past the weak link, which is typically you MSL style gasket. We only use two styles of head gasket, GENUINE factory gasket generally up to 800rwhp and Fire Ring style after that! There are some exceptions where these figures are varied, for example a smaller 35 frame turbo on the stock exhaust manifold that is being pushed hard lets say 25+psi of inlet manifold pressure, you can commonly see in excess of 2.5:1 exhaust manifold pressure, this is going to be pushing the friendship with the factory MLS style gasket and it may fail before 800rwhp, on the other side, if you have a larger frame turbo, such as a 42 frame turbo where you’ll be lucky to exceed 1.5:1 EMP at 25psi and you could be making closer to 1000rwhp without issues. The addition of the ARP Custom Age 625+ head studs will increase your clamping load and can be used as an added safety to your cylinder head sealing.

You will need a good engine core to be built/swap, or we can supply a core at an extra cost! (If you supply a standard NA engine, stainless steel race valves will be required regardless of spec engine.)

PR EXCLUSIVE FEATURES

• Balanced and blueprinted
• Precision engine machining including tunnel bore and hone
• Precise, documented hand assembly
• ACL Calico Race Bearings (Rod, Main and Thrust)
• Balanced, turned & polished OEM Crankshaft with PR modifications
• ARP Main Cap Fasteners 
• ARP2000 series 12mm Head studs with oversized washers
• PR Nitto I-Beam Connecting Rods
• PR Spec Diamond Forged Pistons (0.225” pins)
• Brass Welsh Plugs
• Modified oil galleries
• PR Spec Oil Pump with Billet gears
• PR HD Timing kit (Atomic crank sprocket, Timing chain, Guides, Tensioner)
• Water Pump
• 115lb Seat Pressure Crow valve springs
• Full Cylinder head service

SPECIFICATIONS:

• Factory Displacement is maintained
• Compression ratio is 9.0:1 unless otherwise specified
• Max rev limit is 7500rpm with supporting mods

Exhaust Back Pressure is a killer of any boosted engine, note that the power level stated is based on running one of our aftermarket exhaust manifolds. If running factory BA/F exhaust manifolds this engine should not be pushed further then 620rwhp, and FG factory exhaust manifolds should not be pushed any further then 700rwhp, even on a built engine. Our PR custom Setrab engine oil cooler with Speedflow fittings is required with any of our engine builds.

PR10 ENGINE – 1000WHP:

If you’re going to the next level, chasing that 1000rwhp mark then there are a few compulsory upgrades required to our base engine package. As mentioned above, we move to an atomic main stud girdle to help secure the crank in the block and avoid the main caps walking. We still utilise the factory crank for this engine, however it is use at your own risk, we personally haven’t hurt a Barra crank, but it is still a factory cast item which we have no control over, we do all we can to ensure you have no issues

Our stainless-steel race valve kit is included due to the extra loads that they will be put under in this application. These can withstand a higher heat, more revs and resist stretch more then the factory materials do.

Grout fill is something we have found to help reduce the risk of cracking a bore due to the extra harmonics and cylinder pressures once you get to this level.

As mentioned above, Cylinder head sealing in any boosted application has traditionally proven to be a difficult task, however here at precision we have the solutions for you! There are many variables that can contribute to head gasket failure, Exhaust Manifold Pressure is a big one, if your exhaust manifold is restricting the exhaust gas flow then naturally it will push past the weak link, which is typically you MSL style gasket. We only use two styles of head gasket, GENUINE factory gasket generally up to 800rwhp and Fire Ring style after that! There are some exceptions where these figures are varied, for example a smaller 35 frame turbo on the stock exhaust manifold that is being pushed hard lets say 25+psi of inlet manifold pressure, you can commonly see in excess of 2.5:1 exhaust manifold pressure, this is going to be pushing the friendship with the factory MLS style gasket and it may fail before 800rwhp, on the other side, if you have a larger frame turbo, such as a 42 frame turbo where you’ll be lucky to exceed 1.5:1 EMP at 25psi and you could be making closer to 1000rwhp without issues. The addition of the ARP Custom Age 625+ head studs will increase your clamping load and can be used as an added safety to your cylinder head sealing.

REQUIRED FOR UP TO 1000RWHP:

• Fire ring head gasket setup
• Race series under drive balancer
• ARP Balancer bolt
• main cap girdle
• Stainless steel valve kit
• Grout fill
• ARP CA625+ 12mm inc oversize washers
• PR Stage 2 spec crank
• Mild Porting

PR16 ENGINE – 1000+WHP:

The ultimate Barra build includes everything from the previous engines, plus the addition of a Nitto Billet de-stroker crank, plus rods and pistons to suit. We add our complete billet oil pump for the added safety when revving this hard, as well as having adjustable pressure rates.

For this setup we move to extensive cylinder head work, including our billet cams, vernier sprockets, and anti pump up lifters.

REQUIRED FOR 1000RWHP+:

• PR stage 3 Billet Crank
• Complete Billet race oil pump
• PR/Nitto de-stroker Race Rods
• PR/Nitto Race Pistons
• Race porting
• PR billet cams and Vernier gears
• Extra cylinder head machining for high lift cams
• Anti pump-up lifters

SUPPORTING MODIFICATIONS:

This engine build uses our existing knowledge to build you the best engine possible. This however can be affected when put into the wrong hands.
In all cases, the engine should be installed by a reputable performance workshop and dyno tested or tuned immediately to ensure there have been no mistakes during install or potential issues with boost control, vacuum hoses, breather system or fuel system which could have caused a lean out or blowing out of seals/dipstick causing a fire.
Precision Racing assumes and accepts no liability that your set-up has the appropriate supporting modifications to suit your application. Including but not limited to the following:

• Adequate breather/crank case ventilation system
• Adequate exhaust system and turbine housing size to prevent excess exhaust back pressure which can cause head gasket failure.
• New or cleaned/checked parts within oiling system (oil cooler/lines/turbo/oil feed and drain lines etc)
• If replacing a blown engine- thought must be carried out to ensure there is not an existing problem which will now place your new engine with the same result. (oiling system/back pressure etc)