Products

Atomic 475 ST, 550 GTA, 698 GTA, and 998 GTA Long engines – BA-BF, FG

Although we have been building high performance engines since 1978, it wasn’t until 2004 that we began development work on the Ford 4.0L DOHC 6 cylinder “Barra” turbocharged engines. We witnessed numerous catastrophic engine failures after consumers had undertaken simple modifications such as free flowing exhausts and cold air intake systems, so it became apparent there was a need for us to engineer some solutions to address the inherent factory engine component weaknesses.

The Barra engine possesses an abundance of untapped power with their undersquare configuration and relatively short L/R ratio and a good flowing exhaust port. Fitted with a relatively large Garrett GT35/40 turbocharger then engines’ output was quite prodigious, however because their internals are almost directly taken from the original inline 6 cylinder NA (normally aspirated) engine of the 1960’s, they were not designed to handle 21st century boost-assisted power levels.

We initially developed a lightweight yet durable billet conrod to work with the 99.31mm (almost 4”) stroke crank and before long our customers were making 450+ RWKW (700+ flywheel HP). Following this, various other engine weaknesses came to the fore such as oil pump problems, valvespring tensions, excessive torsional moments, crankcase flex, cylinder wall splitting, inadequate cylinder head retention, timing chains jumping links, timing guide wear, etc and since 2004 we have engineered a range of solutions to rectify these issues.

We have built over 500 Barra engines since 2004 and have seen power levels in excess of 1450KW (2000+HP) with our engines and components, such is the scope for power from these big cube 6 cylinder power plants.

The Atomic 475 StreeTorquer Series of engines is our entry level engine package, designed for the customer who wants only a modest increase in HP from their Barra powered vehicle.

Rated to 475 Kw, the engines are fully rebuilt in-house with a slew of Atomic goodies such as our H-Beam conrods, hi strength pistons, MLS-Diesel style head gasket, HD cam drive componentry, All-Steel oil pumps to replace the troublesome alloy units, etc.

Having rebuilt over 500 Barra engines since 2004, we certainly have the experience to ensure every engine is built to our exacting standards.

Every engine is fully clearanced (all engines are measured and clearanced by the same engine specialist with over 40+ years’ experience), assembled in-house and then fully test run on our engine test bench, with vitals such as lifter bleed, ring seal, tensioner engagement, oil pressure hot and cold are confirmed, documented and a video of the engine running is provided to each and every customer.

Please note that StreeTorquer engines are available on an exchange or non-exchange basis.

 Atomic StreeTorquer 475 Long motors - no exchange required.

#306370-475-BA

Atomic StreeTorquer 475 Long motor suit BA. No exchange required

#306370-475-BF

Atomic StreeTorquer 475 Long motor suit BF. No exchange required

#306370-475-FG

Atomic StreeTorquer 475 Long motor suit FG. No exchange required

Atomic StreeTorquer 475 Long motors - customer supplied engine core.

#306370-475-BA-RB

Atomic StreeTorquer 475 Long motor suit BA. Customers engine rebuilt. *

#306370-475-BF-RB

Atomic StreeTorquer 475 Long motor suit BF. Customers engine rebuilt. *

#306370-475-FG-RB

Atomic StreeTorquer 475 Long motor suit FG. Customers engine rebuilt. *

*Customer supplied engines must be of reconditionable quality and are subjected to inspection before we undertake rebuilding. The condition of the engine supplied will determine the actual cost to rebuild and a quote will always be provided prior to the commencement of any work.

 Full spec details of the 475 StreeTorquer Engines are as follows:

Atomic StreeTorquer 475 *Long engine specs 

• Ultrasonic tested seasoned Ford block – the thickest walls are required (we reject 4 in 10 for thin walls)
• Full crankshaft preparation - Checked, linished and polished
• HyperTec hi-silicon pistons – 8.7:1 comp ratio and include coated skirts.
• Chrome Steel Turbo piston rings
• Atomic billet conrods – 6.060” C/C, bushed for floating pins, ARP 2000 bolts and cylindrically ground/honed tunnels.
• ACL Competition bearings – conrods and mains
• Atomic Competition Gasket and seal kit including MLS-D diesel style head gasket
• Fully machined block - bored and honed as needed, decked to crank centreline, main saddle alignment checked etc.
• Block oil galleries, crankcase and cylinder head drains deburred
• Bearing clearances set up to suit the intended usage
• Fully prepped (seasoned) Atomic cylinder head. Serviced with a multi angle valve job, fine Ra finish on deck, new O-Series turbo exhaust valves fitted, spring tensions set up and new Atomic #306044-24 valvestem seals.
• New hydraulic lifters with preloads set
• Atomic H/Duty Simplex timing chain #306620
• Atomic billet crank sprocket #306562
• Atomic HD timing chain tensioner #306563
• Precision balanced
• OE Ford balancer with CRMO washer and HD hex head bolt
• Atomic Billet cams (OE profiles)
• Atomic H/D Conical valve springs #306800
• Atomic Head stud kit - 12mm #306651 with oversize washers #306675-14
• Atomic All Steel Billet gear oil pump #306751-S Complete with EDM cut chrome moly gears #306750, Billet steel end plate #306753, Grade 10 fasteners, high flow bypass circuitry, blueprinted clearances and high pressure spring.
• Atomic chrome moly timing guide pivot bolt #306564
• Atomic gasket set inc MLS head gasket.
• Fit new brass welch plugs
• Spray block grey in hi-temp engine enamel (or any other colour you prefer)
• Powder coated rocker cover – your choice of 2 colours.
• Precision blueprinting and assembly of long motor
• Engine is fully test run in our engine test cell - verify all vitals of the engine (oil pressure hot and cold, ring bed-in, cylinder % leak down, lifters bled, etc) and full report supplied.
• Supply torque specs manual, run-in procedure sheet and USB of engine operation on test bench
• Supply 14 litres of Run-in 15W/40 oil
• Supply genuine Ford oil filter
• 12 months conditional warranty (see website for details)

*A long engine is complete from sump to rocker cover and all engines are partially run-in on our engine test cell to ensure everything is 100% spot-on before shipping.

Optional upgrades

• Atomic hi tensile alloy steel main cap girdle (optional).
• Atomic billet Parabolic pivoting guide (optional)
• Range of performance camshaft profiles (optional)
• Atomic Roller rockers (optional)

Note prices and specifications are subject to change.

Atomic 550 GT-A long engines

The next step up in the never ending quest for power is the first of our GT-A (Greater Than Atmospheric) Series engines, the 550 GT-A. Designed for customers who are looking at making around V8 Supercar power levels (without the $250,000 engine bill!)  the 550 GT-A fits the bill nicely. As a grown up version of the StreeTorquer Series engines, the 550 GT-A was only released in 7/2022 due to customer demand for an engine that fits the important balance of serious power and affordability. The 550GT-A fills the bill nicely.

Starting with an ultrasonic tested thick-wall block, we add such components as our own custom forged pistons with 4 valve reliefs, our legendary H-Beam oil feeder conrods, a prepped crank and cylinder head, new valves and performance valvetrain, an all steel oil pump followed by precision clearancing and assembly are only a few of the features that make up the 550 GT-A package.

Having rebuilt over 500 Barra engines since 2004, we certainly have the experience to ensure every engine is built to our exacting standards.

Every engine is fully clearanced (all engines are measured and clearanced by the same engine specialist with over 40+ years’ experience), assembled in-house and then fully test run on our engine test bench, with vitals such as lifter bleed, ring seal, tensioner engagement, oil pressure hot and cold are confirmed, documented and a video of the engine running is provided to each and every customer.

Please note that Atomic 550 GT-A engines are available on an exchange or non-exchange basis.

Atomic 550 GT-A long motors – no exchange required.

#306390-550-BA

Atomic 550GT-A Series long motor suit BA Ford DOHC 6 cyl. New upgraded specs from 07/2022. No exchange required.

#306391-550-BF

Atomic 550GT-A Series long motor suit BA Ford DOHC 6 cyl. New upgraded specs from 07/2022. No exchange required.

#306392-550-FG

Atomic 550GT-A Series long motor suit BA Ford DOHC 6 cyl. New upgraded specs from 07/2022. No exchange required.

Atomic 550 GT-A long motors - customer supplied engine core.

#306390-550-BA-RB

Atomic 550GT-A Series long motor suit BA Ford DOHC 6 cyl. New upgraded specs from 07/2022. Customers engine rebuilt.

#306391-550-BF-RB

Atomic 550GT-A Series long motor suit BA Ford DOHC 6 cyl. New upgraded specs from 07/2022. Customers engine rebuilt.’

#306392-550-FG-RB

Atomic 550GT-A Series long motor suit BA Ford DOHC 6 cyl. New upgraded specs from 07/2022. Customers engine rebuilt.

Full details of the Atomic 550 GT-A Engines are as follows:

MY2022 Atomic  550 - GTA *Long engine specs*

• Ultrasonic tested seasoned Ford block – the thickest walls are required (we reject 4 in 10 for being like Cleveland blocks - too thin in spots due to core shift)
• Deburred oil drainback oil holes in block and head
• Full crankshaft preparation - magnafluxed, stress relieve/temper, checked for index/stroke, reground and/or micro polished journals and chamfered oil holes.
• Atomic forged pistons – 8.7:1 or 11.5:1 comp ratio and include coated skirts, anti-detonation bands and H/D 9310 CRMO thick wall pins, 4 valve reliefs
• Chrome Steel Turbo piston rings
• Atomic hi tensile alloy steel main cap girdle support
• Chromoly Locking Balancer Bolt Kit #306682
• Atomic billet Superleggera conrods #306200 – 6.060” C/C, bushed for floating pins, ARP 2000 bolts and cylindrically ground/honed tunnels. Pressurized feeds to gudgeon pons and piston crown cooling feature built in.
• ACL Competition bearings – conrods and mains (360 degree thrust upgrade)
• Atomic Competition Gasket and seal kit including MLS-D diesel style head gasket #306161-MLS-D
• Fully machined block - bored and honed as needed, decked to crank centreline, main saddle alignment checked etc
• Bearing clearances set up to suit the intended usage.
• Fully prepped (seasoned) Atomic cylinder head. Serviced with a multi angle valve job, fine Ra finish on deck, new O-Series turbo exhaust valves fitted, spring tensions set up and fitted with Atomic #306044-24 valvestem seals.
• New hydraulic lifters with preloads set
• Atomic H/Duty Simplex timing chain #306620
• Atomic billet crank sprocket #306562
• Atomic HD timing chain tensioner #306563
• #306569 Atomic billet parabolic pivoting timing guide
• Precision balanced
• OE Ford balancer with CRMO washer, H/T hex head bolt and locking washer
• Atomic Billet cams (OE style profiles)
• Atomic H/Duty Conical valve springs #306800
• Atomic Tool Steel Head stud kit - 12mm #306651 with oversize washers #306675-14
• Atomic All Steel Billet gear oil pump #306751-S Complete with EDM cut chrome moly gears #306750, Billet steel end plate #306753, Grade 10 fasteners, high flow bypass circuitry, blueprinted clearances and high-pressure spring.
• Atomic chrome moly timing guide pivot #306564
• Fit new brass welch plugs
• Spray block grey in hi-temp engine enamel (or any other colour you prefer (*additional costs may apply)
• Powder coated rocker cover – your choice of 2 colours (*additional costs may apply)
• Precision Race blueprinting and assembly of long motor
• Engine is fully test run in our engine test cell - verify all vitals of the engine (oil pressure hot and cold, ring bed-in, cylinder compression test, lifters bled, etc) and full report supplied.
• Supply torque specs manual, run-in procedure sheet and USB of engine operation on test bench
• Supply 14 litres of Run-in 15W/40 oil
• Supply genuine Ford oil filter
• 12 months conditional warranty (see website for details)

*A long engine is complete from sump to rocker cover and all engines are partially run-in on our engine test cell to ensure everything is 100% spot-on before shipping.

Optional upgrades

• Range of performance camshaft profiles (optional)
• Atomic Roller rockers (optional)
• ATI Balancer upgrade (optional)
• Part grout block (optional)
• M14/1.5 Head Stud upgrade (optional)

Note prices and specifications are subject to change.

Atomic 698 GT-A long engines

The next step in the Atomic power quest are our 698 GT-A Series engines. Designed for customers who are looking at the magic 1000HP figure, The 698 fills the bill nicely.

Starting with an ultrasonic tested thick-wall block, we add such components as Cosworth F1 Series pistons, our legendary H-Beam oil feeder conrods, a prepped crank, ported head, performance valvetrain, All steel oil pump with precision clearancing and assembly is just a small part of the Atomic engine package.

Having rebuilt over 500 Barra engines since 2004, we certainly have the experience to ensure every engine is built to our exacting standards.

Every engine is fully clearanced (all engines are measured and clearanced by the same engine specialist with over 40+ years’ experience), assembled in-house and then fully test run on our engine test bench, with vitals such as lifter bleed, ring seal, tensioner engagement, oil pressure hot and cold are confirmed, documented and a video of the engine running is provided to each and every customer.

Please note that Atomic 698 GT-A engines are available on an exchange or non-exchange basis.

Atomic 698 GT-A Long motors - no exchange required.

#306462 Atomic 698 GT-A long motor suit BA Ford

698 GT-A Series Ford 6 Cyl Turbo/supercharged Performance long Motor - blueprinted and assembled. Piston crown cooling and pressure fed pins. Motor fully run on test cell prior to shipping. No exchange required.

#306463 Atomic 698 GT-A long motor suit BF Ford

698 GT-A Series Ford 6 Cyl Turbo/supercharged Performance long Motor - blueprinted and assembled. Piston crown cooling and pressure fed pins. Motor fully run on test cell prior to shipping. No exchange required.

#306464 Atomic 698 GT-A long motor suit FG Ford

698 GT-A Series Ford 6 Cyl Turbo/supercharged Performance long Motor - blueprinted and assembled. Piston crown cooling and pressure fed pins. Motor fully run on test cell prior to shipping. No exchange required.

Atomic 698 GT-A long motors - customer supplied engine core.

#306462-RB Atomic 698 GT-A long motor suit BA Ford

698 GT-A Series Ford 6 Cyl Turbo/supercharged Performance long Motor - blueprinted and assembled. Piston crown cooling and pressure fed pins. Motor fully run on test cell prior to shipping. Customers unit rebuilt.

#306463-RB Atomic 698 GT-A long motor suit BF Ford

698 GT-A Series Ford 6 Cyl Turbo/supercharged Performance long Motor - blueprinted and assembled. Piston crown cooling and pressure fed pins. Motor fully run on test cell prior to shipping. Customers unit rebuilt.

#306464-RB Atomic 698 GT-A long motor suit FG Ford

698 GT-A Series Ford 6 Cyl Turbo/supercharged Performance long Motor - blueprinted and assembled. Piston crown cooling and pressure fed pins. Motor fully run on test cell prior to shipping. Customers unit rebuilt.

Full details of the Atomic 698 GT-A Engines are as follows:

MY2021 Atomic 698 GT-A *Long engine specs

• Ultrasonic tested seasoned Ford block – the thickest possible walls are required (we reject 4 in 10 for being like Cleveland blocks - too thin in spots due to core shift)
• Deburred oil drainback oil holes, block webbing and coolant passages
• Full crankshaft preparation - magnafluxed, checked for index/stroke, reground/indexed as required, micropolished journals and chamfered oil holes.
• Cosworth F1 Series pistons – dish tops, 4 valve reliefs, 8.7:1 compression ratio (optional 10.8:1 for E85 only)
• Chrome steel turbo piston rings
• Atomic billet Superleggera conrods #306200 698 KW – 6.060” C/C, bushed for floating pins, ARP 2000 bolts, cylindrically ground/honed tunnels and pressure fed gudgeons/piston crown cooling - an Atomic exclusive
• Atomic Competition Gasket and seal kit including MLS-D diesel style head gasket
• ACL Competition bearings with 360 degree thrust bearing upgrade
• Fully machined block inc torque plate honed cylinders, decked to crank centreline, main saddle alignment checked etc.
• Race spec clearances to suit the intended usage
• Hi flow #6 and #7 Main bearings
• Fully prepped (seasoned) Atomic Stage 4 cylinder head with multi angle CNC machined valve job, hand porting of both inlet and exhaust bowl areas and streamlining of injector boss tracts. Fine Ra finish on deck surface, chambers relieved, Stainless oversize valves, spring tensions set up and new PC seals fitted, #306801 Ovate Race Spec springs and #306541-MG-48 H/D collet set.
• Atomic anti pump-up lifters and preloads set for Hi-RPM usage
• Atomic Billet cam shafts (your choice)
• Atomic hi-tensile alloy steel main cap 10mm girdle and windage tray
• Atomic H/Duty timing chain kit, inc chain, all 3 guides, including Atomic “Parabolic” billet guide, HD tensioner and CRMO pivot bolt
• Atomic billet steel crank sprocket #306562
• Precision balanced
• Atomic Hi-Mass ANDRA/SFI approved harmonic balancer #306100-T with CRMO stepped face washer, high tensile bolt and Nordlock washer
• Atomic Tool Steel Head stud kit with O/S washers #306651-TSOS
• Atomic steel housing oil pump with billet gears and backing plate #306751-S – complete with EDM cut chrome moly gears, billet steel end plate, hi flow circuitry, Grade 10 fasteners and upgraded relief spring
• Fit new brass welch plugs
• Spray block grey with hi-temp engine enamel (or any other Hi-temp colour you prefer)
• Powder coated rocker cover and timing cover – your choice of 2 colours
• Precision blueprinting and assembly of long motor
• Engine is fully test-run in our engine test cell - verify all vitals of the engine (oil pressure hot and cold, ring bed-in, cylinder compression test, lifters bled, etc) and report supplied.
• Supply torque specs manual, run-in procedure sheet and USB of engine operation on test bench
• Supply up to 14 litres of run-in 15W/40 oil, Ford oil filter and NGK spark plugs
• 12 months conditional warranty

*A long engine is complete from sump to rocker cover and all engines are partially run-in on our engine test cell to ensure everything is 100% spot-on before shipping.

Optional upgrades

• Part grout-filling of coolant passages (optional)
• Fire ring head gasket kit (optional)
• CNC drilled block and head to suit 14.3mm size head studs (optional)
• Atomic M14.3mm Tool Steel Head stud kit with O/S washers (optional)
• Range of performance camshaft profiles (optional)
• Adjustable vernier gear cam sprockets (optional)
• VTC Delete spigots and Blank-off plates (optional)
• Atomic Roller rockers (optional)
• Titanium valve spring retainers (optional)
• Torrington crank thrust bearing upgrade (optional)
• High volume “Big Ears” sump upgrade (optional)
• Dowelling of crank to flexplate/flywheel (optional)
• -10 AN welded in rocker cover breathers (optional)
• Atomic/ATI Super-Damper ANDRA/SFI approved harmonic balancer and hub assembly with CRMO stepped face washer, high tensile billet bolt and Nordlock washer (optional)

Note prices and specifications are subject to change.

Atomic 998 GT-A long engines

Well you are getting pretty serious about going quick if you are reading these pages!

The 998 GT-A engine is designed for the enthusiast who is looking to make over 1000HP at the tyres. With the advancement in turbo design over the past few years, enthusiasts can build so much power that the original block and cylinder head castings become the limiting factor in the quest for power. But not everyone has an unlimited budget and can outlay $50,000+ for a billet block engine, consider the value for money an Atomic 998 GT-A can provide.

The component list in the 998 is the best of everything in our catalogue; billet crank, M14.3 Tool Steel Head Studs, ported head, billet cams, large capacity sump, Fire Ringed Head Gasket, ATI Super Damper, etc…..please refer the list below.

Atomic 998 GT-A long engines are sold on a non-exchange basis as we prefer to supply the thickest wall blocks, etc that we can locate for these premier engine packages.

Having rebuilt over 500 Barra engines since 2004, we certainly have the experience to ensure every engine is built to our exacting standards.

Every engine is fully clearanced (all engines are measured and clearanced by the same engine specialist with over 40+ years’ experience), assembled in-house and then fully test run on our engine test bench, with vitals such as lifter bleed, ring seal, tensioner engagement, oil pressure hot and cold are confirmed, documented and a video of the engine running is provided to each and every customer.

Atomic 998 GT-A Long motors - no exchange required.

#306492-998-BA

998 GT-A Series Ford 6 Cyl Turbo/supercharged Performance long Motor to suit BA Ford - blueprinted and assembled. Piston crown cooling and pressure fed pins. No exchange required.

#306493-998-BF

998 GT-A Series Ford 6 Cyl Turbo/supercharged Performance long Motor to suit BF Ford - blueprinted and assembled. Piston crown cooling and pressure fed pins. No exchange required.

#306494-998-FG

998 GT-A Series Ford 6 Cyl Turbo/supercharged Performance long Motor to suit FG Ford - blueprinted and assembled. Piston crown cooling and pressure fed pins. No exchange required.

Full spec details of the MY2023 998 GT-A Long Engines are as follows:

MY2021 Atomic 998 GT-A *Long engine specs 

• Ultrasonic tested seasoned Ford block – the thickest possible walls are required (we reject 4 in 10 for being like Cleveland blocks - too thin in spots due to core shift)
• Part grout resin fill of coolant passages to strengthen cylinder walls
• Deburred oil drainback oil holes, block webbing and coolant passages
• Atomic fully aero counter weighted billet crankshaft (std stroke)
• 6 dowelled dynamically balanced flexplate/flywheel to crankshaft (flywheel supply required)
• Cosworth F1 Series pistons – dish tops, 4 valve reliefs, 8.7:1 compression ratio
• Chrome steel turbo piston rings
• Atomic billet ‘FAT ROD’ conrods #306201 – 6.060” C/C, bushed for floating pins, ARP 2000 bolts, cylindrically ground/honed tunnels and pressure fed gudgeons/piston crown cooling - an Atomic exclusive
• ACL Competition bearings with 360 degree thrust bearing upgrade
• Atomic Competition Gasket and seal kit with Fire-Ring Head gasket
• Fully machined block inc torque plate honed cylinders, decked to crank centreline, main saddle alignment checked etc.
• Race spec clearances to suit the intended usage
• Hi flow #6 and #7 Main bearings
• Fully prepped (seasoned) Atomic Stage 4 cylinder head with multi angle CNC machined valve job, hand porting of both inlet and exhaust bowl areas and streamlining of injector boss tracts. Fine Ra finish on deck surface, chambers relieved, Stainless oversize valves, spring tensions set up and new PC seals fitted, #306802 Ovate Race Spec springs and #306541-MG-48 H/D collet set, Titanium valvespring retainers, modified valve guides and new valve stem seals.
• Atomic anti-pump up lifters, with preloads set for Hi-RPM usage.
• Atomic Billet stage 4 billet cam shafts
• Atomic billet adjustable vernier cam shaft sprockets for inlet and exhaust
• VCT solenoid delete kit and rocker cover blankoffs
• Atomic heavy duty roller rockers #306581-24
• Atomic hi-tensile alloy steel main cap 10mm girdle and windage tray.
• Atomic H/Duty timing chain kit, inc chain, all 3 guides including our Parabolic billet D/S guide, HD Posi-Stop tensioner and CRMO pivot bolt with modified timing cover to suit posi-stop tensioner.
• Atomic billet steel crank sprocket #306562
• Precision balanced
• Atomic/ATI Super-Damper ANDRA/SFI approved harmonic balancer and hub assembly with CRMO stepped face washer, high tensile billet bolt and Nordlock washer
• Atomic M14.3mm Tool Steel Head stud kit with O/S washers
• Atomic STEEL Billet gear oil pump #306751-S – complete with EDM cut chrome moly gears, billet steel end plate, hi flow circuitry, Grade 10 fasteners and race spec relief spring.
• Atomic ‘Big Ears’ hi volume aluminium sump (to suit either B or F series)
• Fit new brass welch plugs
• Spray block grey with hi-temp engine enamel (or any other colour you prefer)
• Powder coated rocker and timing cover – your choice of 2 colours
• -10 Weld in rocker cover breather ports
• Precision blueprinting and assembly of long motor
• Engine bolt kit (sump, main cap cross bolts, timing cover bolts)
• Engine fully test run in our engine test cell - verify all vitals of the engine (oil pressure hot and cold, ring bed-in, cylinder compression test, lifters bled, etc) and report supplied.
• Supply torque specs manual, run-in procedure sheet and USB of engine operation on test bench
• Supply up to 20 litres of run-in 15W/40 oil, Ford oil filter and NGK spark plugs
• 3 months conditional warranty

*A long engine is complete from sump to rocker cover and all engines are partially run-in on our engine test cell to ensure everything is 100% spot-on before shipping.

Optional upgrades

• Range of performance camshaft profiles (optional)
• Crankshaft Torrington bearing (optional)
• 3.5L de-stroked fully aero counter weighted billet crankshaft with FAT ROD conrods (optional)
• Aluminum Atomic/Carrillo race spec conrods for STD stroke and 3.5 de-stroker. (optional)
• 16mm crank girdle (optional)
• Cam shaft profile options, Stage 4.5 – 5 (optional)
• Stage 5 CNC ported head• Fully prepped (seasoned) Atomic Stage 5 cylinder head with multi angle CNC machined valve job, CNC porting of both inlet and exhaust bowl areas and streamlining of injector boss tracts. Fine Ra finish on deck surface, chambers relieved, Stainless oversize valves, spring tensions set up and new PC seals fitted, #306802 Ovate Race Spec springs and #306541-MG-48 H/D collet set, Titanium valve retainers, modified valve guides and low profile valve stem seals. (optional)

*Note prices and specifications are subject to change.

Engine Rebuild Kits

Experienced engine builders/tuners are aware of the exponential increases of internal loads when engines are tuned to produce more power. The answer is to upgrade your engine with an Atomic Engine Rebuild Kit before a costly engine explosion takes place and renders the block, crank, head, etc useless.

Although it is impossible to predict an exact point at which component failure will occur, many Ford experts agree that 300-350 RWKW (400-460HP) is definitely entering the danger zone for the DOHC engines on Premium 98. Running E85 can see higher figures (another 50 or so RWKW), however engines do not last at these power levels. We see broken conrods and smashed ring lands at these power levels on a regular basis.

And having rebuilt over 500 Barra engines since 2004, we have seen a lot of catastrophic failures!

So before the damage is done and you are up for a whole new engine, cast an eye over our range of Engine Rebuild kits. Catering to mild rebuilds all the way to 1000+ HP monsters, Atomic Rebuild kits utilize exactly the same componentry as fitted to our record setting engines, making our range of rebuild kits ideal to upgrade Ford SOHC/DOHC 6 cylinder engines to handle big power increases.

Available in two configurations Phase 1 includes rods, pistons and bearings only, while Phase 2 adds additional items as listed below

Phase 1 and 2 rebuild kits can be spec'd based on your power goals. We have StreeTorquer 475, 550 GTA, 698 GTA, and 998 GTA kits. Eg. if your goal is 500kw at the engine you will need a 550 GTA kit. 

Phase 1 Rebuild Kits - #306349 onwards

• Atomic billet conrods - either Superleggera (698kW rated - 475, 550 and 698 kits) or FatRods (998kW rated, 998 kits), which come with pressurized oil feed to gudgeon pin bushes to provide gudgeon pin lubrication and piston crown cooling – an Atomic exclusive!
• Atomic Hypereutectic (475 kits), Atomic Forged (550 kits) or Cosworth F1 Series forged pistons (698 and 998 kits) with coated skirts, pressure fed gudgeon pins and Chrome Steel turbo rings.
• H/Duty thick wall gudgeon pins and .063” wire locks
• ACL Competition conrod and main bearings with 180 or 360 degree thrust bearings.
• Installation instructions
• Torque specifications list

Phase 2 Rebuild Kits - #306360 onwards

The Phase 2 kit comprise all of the components in the Phase 1 kits, plus the following additions:

• Atomic billet conrods - either Superleggera (698kW rated - 475, 550 and 698 kits) or FatRods (998kW rated, 998 kits), which come with pressurized oil feed to gudgeon pin bushes to provide gudgeon pin lubrication and piston crown cooling – an Atomic exclusive!
• Atomic Hypereutectic (475 kits), Atomic Forged (550 kits) or Cosworth F1 Series forged pistons (698 and 998 kits) with coated skirts, pressure fed gudgeon pins and Chrome Steel turbo rings.
• H/Duty gudgeon pins and .063” wire locks
• ACL Competition conrod and main bearings with 180 or 360 degree thrust bearings.
• Main cap support girdle/windage tray (in 698 and 998 GT-A kits only)
• Atomic Heavy duty timing chain and Atomic billet sprocket
• Atomic All-Steel oil pump housing with billet gears and endplate (#306750 oil pump gears only in 475 kits)
• Atomic Race Series gasket set including MLS-D Diesel style head gasket and specialty flange sealer for #7 cap.
• Atomic 12mm Tool Steel head stud kit with #306675-14 Oversize washers (larger 14.3mm Tool Steel in 998 kits)
• Atomic harmonic balancer - #306100-T (in 698 and 998 kits only)
• Atomic Harmonic balancer bolt and locking billet washer kit – #306680 or #306680-HP
• Atomic main cap girdle #306251 (698 and 998 engine kits only)
• Atomic Extreme Duty Silicon Chrome Vanadium valve springs #306800 - #306802 depending on application (#306810-11-K for SOHC engines and includes dual springs and chrome moly retainers)
• Installation instructions
• Torque specifications list

Phase 1 Kits

#306349-K Phase 1 475 StreeTorquer kit suit BA-FG 6 cyl DOHC Barra

#306354-K Phase 1 550 GT-A kit suit BA-FG Ford 6 cyl DOHC Barra

#306350-K Phase 1 698GT-A kit suit BA-FG Ford 6 cyl DOHC Barra

#306351-K Phase 1 698GT-A kit suit EB-AU Ford 6 cyl SOHC

#306352-K Phase 1 998GT-A kit suit BA-FG Ford 6 cyl DOHC Barra

#306353-K Phase 1 998GT-A kit suit EB-AU Ford 6 cyl SOHC

Phase 2 Kits

#306365-K Phase 2 475 StreeTorquer kit suit BA-FG 6 cyl DOHC Barra

#306364-K Phase 2 550 GT-A kit suit BA-FG Ford 6 cyl DOHC Barra

#306361-K Phase 2 698GT-A kit suit EB-AU Ford 6 cyl SOHC

#306360-K Phase 2 698GT-A kit suit BA-FG Ford 6 cyl DOHC Barra

#306363-K Phase 2 998GT-A kit suit EB-AU Ford 6 cyl SOHC

#306362-K Phase 2 998GT-A kit suit BA-FG Ford 6 cyl DOHC Barra

Ford 4.0L 6 Cylinder DOHC Cylinder Heads – BA-FG

The DOHC 4 valve per cylinder head is very well designed and suits forced induction applications

due to the high percentage of exhaust to inlet flow, a short, semi pent roof combustion chamber

(66 cc average in BA-BF Series), two small squish areas and a centrally located spark plug for fast

and efficient flame propagation. In the FG model engines, Ford introduced some swirl technology by way of a twisted inlet port and a modified combustion chamber (very reminiscent of the late model SOHC chamber). These changes were implemented to reduce pollution and a by-product of these changes was a slight increase in airflow across the board on the flow bench

Listed below are the corrected flow rates of a standard BA-BF and FG 6 cyl DOHC heads, flowed at 25” H2O.

BA-BF 6 Cyl DOHC Head @ 25”H20

Valve lift       Inlet - CFM       Exhaust - CFM       % - EX to IN

.100”            72.0                      75.9                         105%

.150”            107.0                   111.7                       104.5%

.200” 144.3 141.1 97.7%

.250” 177.8 162.4 91.3%

.300” 206.9 174.9 84.5%

.350” 228.3 184.1 80.6%

.400” 242.7 190.2 78.3%

.450” 249.9 194.3 77.7%

.500” 252.9 198.3 78.4%

.550” 254.1 200.8 79.0%

Average: 87.7%

FG “Hi-Swirl” 6 Cyl DOHC Head @ 25” H20

Valve lift              Inlet - CFM        Exhaust - CFM      % - EX to IN

.100”                     76.0                  75.9                        101%

.150”                     109.7                111.7                      101.8%

.200” 147.0 141.1 96.0%

.250” 176.0 162.4 92.2%

.300” 205.3 174.9 85.1%

.350” 229.2 184.1 80.3%

.400” 241.0 190.2 78.9%

.450” 249.6 194.3 77.8%

.500” 253.1 198.3 78.3%

.550” 258.4 200.8 77.7%

Average: 86.9%

The FG “Swirl head” has a slight change to the combustion chamber design to promote swirl and as a result the volume is reduced slightly to 64-65cc. The heads respond to porting in a similar way to the earlier cylinder heads and as you can see, the swirl inducing port profile is limited to the inlet only - the exhaust port profile is the same as the early BA-BF heads. And because the Barras have a good flowing exhaust port, typical exhaust gas temperatures can be around 100 degrees C higher than other turbo engines at a given AFR.

Following extensive flow testing we have introduced several mods to the Barra cylinder heads and put together supporting valvetrain componentry.

Firstly, we stock a wide selection of valves for the Barra engine. Starting with OE replacement turbo valves, the OE style high nickel exhaust valve (often identifiable by the O forged in the head) is good for moderate performance applications.

The next step is +.5mm stainless steel valves which provide “fresh” valve seat material when servicing heads and fit the standard valve seats, no problem. And are forged from one piece of 21-4N stainless, swirl polished and have flash chromed stems.

Following this are our +2mm oversize valves, which show a tremendous improvement in airflow (up to 330 cfm @ 28”H20). These valves require new oversize seats as the OE seat doesn’t have sufficient OD to support such large valves.

For the unlimited engine, we have a +4.0mm/3.2mm valve combination that, with appropriate CNC porting can yield airflow in the 360cfm range.

Valve springs are often a problem in forced induction OHC engines, as comparatively light reciprocating valvetrain mass usually means a short, light spring is fitted as standard equipment. This usually limits the number of valve spring options available, however we have 3 different springs and several retainers available to suit almost every conceivable application

We also manufacture a low profile PC style valvestem seal/spring base that fits straight onto all model Barra heads (trimming of valve guide height is required). These seals will accommodate an additional 1.1mm of valve lift - please refer to our Valvetrain section for further details.

And we have available a limited number of BRAND NEW Ford cylinder heads…...call for details.

Cylinder Heads – Outright

#306187 – Stage 2 head suit Ford DOHC 6 cyl BA Series

Fully reconditioned head suit BA Ford DOHC. New seals, Exhaust seats and O-Series valves, #306800 springs.

#306188 – Stage 2 head suit Ford DOHC 6 cyl BF Series

Fully reconditioned head suit BF Ford DOHC. New seals, Exhaust seats and O-Series valves, #306800 springs.

#306189 – Stage 2 head suit Ford DOHC 6 cyl FG series

Fully reconditioned head suit FG Ford DOHC. New seals, Exhaust seats and O-Series valves, #306800 springs.

#306190 - Stage 3 head suit Ford DOHC 6 cyl BA Series

Stage 3 Porting, fully serviced, multi angle valve job, fitted with Atomic #306800 springs and new seals.

#306191 - Stage 3 head suit Ford DOHC 6 cyl BF Series

Stage 3 Porting, fully serviced, multi angle valve job, fitted with Atomic #306800 springs and new seals.

#306192 - Stage 3 head suit Ford DOHC 6 cyl FG Series

Stage 3 Porting, fully serviced, multi angle valve job, fitted with Atomic #306800 springs and new seals.

#306193 - Stage 4 head suit Ford DOHC 6 cyl BA Series

Stage 4 Porting, fully serviced, multi angle valve job, fitted with stainless valves, chrome moly valve locks, Atomic #306801/2 springs, CRMO retainers, new HD locks and new seals.

#306194 - Stage 4 head suit Ford DOHC 6 cyl BF Series

Stage 4 Porting, fully serviced, multi angle valve job, fitted with stainless valves, chrome moly valve locks, Atomic #306801/2 springs CRMO retainers, new HD locks and new seals.

#306195 - Stage 4 head suit Ford DOHC 6 cyl FG Series

Stage 4 Porting, fully serviced, multi angle valve job, fitted with stainless valves, chrome moly valve locks, Atomic #306801/2 springs, CRMO retainers, new HD locks and new seals.

#306196-1 – Stage 5 Full CNC Ported head suit BA-BF Series

Full 5-axis CNC ported Ford DOHC 6 cylinder head. Includes +.5mm Competition valves, Race springs, Titanium retainers, new HD locks and new low profile seals.

#306196-2 – Stage 6 Full CNC Ported head suit BA-BF Series

Full 5-axis CNC ported Ford DOHC 6 cylinder head. Includes +2.0mm competition valves, oversize seats Race springs, Titanium retainers, new HD locks and new low profile seals.

Cylinder Heads – Exchange

#306187-RB – Stage 2 head suit Ford DOHC 6 cyl BA Series

Fully reconditioned head suit BA Ford DOHC. New seals, Exhaust seats and O-Series valves, #306800 springs.

#306188-RB – Stage 2 head suit Ford DOHC 6 cyl BF Series

Fully reconditioned head suit BF Ford DOHC. New seals, Exhaust seats and O-Series valves, #306800 springs.

#306189-RB – Stage 2 head suit Ford DOHC 6 cyl FG series

Fully reconditioned head suit FG Ford DOHC. New seals, Exhaust seats and O-Series valves, #306800 springs.

#306190-RB Stage 3 head suit Ford DOHC 6 cyl BA Series

Stage 3 Porting, fully serviced, multi angle valve job, fitted with Atomic #306800 springs and new seals. Customers own head.

#306191-RB Stage 3 head suit Ford DOHC 6 cyl BF Series

Stage 3 Porting, fully serviced, multi angle valve job, fitted with Atomic #306800 springs and new seals. Customers own head.

#306192-RB Stage 3 head suit Ford DOHC 6 cyl FG Series

Stage 3 Porting, fully serviced, multi angle valve job, fitted with Atomic #306800 springs and new seals. Customers own head.

#306193-RB Stage 4 head suit Ford DOHC 6 cyl BA Series

Stage 4 Porting, fully serviced, multi angle valve job, fitted with stainless valves, chrome moly valve locks, Atomic #306801/2 springs, CRMO retainers, new HD locks and new seals. Customers own head.

#306194-RB Stage 4 head suit Ford DOHC 6 cyl BF Series

Stage 4 Porting, fully serviced, multi angle valve job, fitted with stainless valves, chrome moly valve locks, Atomic #306801/2 springs, Titanium retainers and new seals. Customers own head.

#306195-RB Stage 4 head suit Ford DOHC 6 cyl FG Series

Stage 4 Porting, fully serviced, multi angle valve job, fitted with stainless valves, chrome moly valve locks, Atomic #306801/2 springs, CRMO retainers, new HD locks and new seals.

#306196-1-RB – Stage 5 Full CNC Ported head suit BA-BF Series

Full 5-axis CNC ported Ford DOHC 6 cylinder head. Includes +.5mm Competition valves, Race springs, Titanium retainers, new HD locks and new low profile seals.

#306196-2-RB – Stage 6 Full CNC Ported head suit BA-BF Series

Full 5-axis CNC ported Ford DOHC 6 cylinder head. Includes +2.0mm Competition valves, oversize seats Race springs, Titanium retainers, new HD locks and new low profile seals.

Please note: All -RB (exchange) cylinder heads will be subjected to inspection for suitability of rebuilding prior to commencement of work and to determine if any additional parts or machining operations are required.

Atomic Performance Products have available a range of heavy duty valvetrain weapons for the Ford SOHC and DOHC 6 cylinder engines. Our range includes H/Duty and Race Springs, chrome moly retainers, machined chrome moly valve locks, stainless steel valves and anti pump-up lifters.

H/Duty hardened steel multi groove valve collets suit

Ford DOHC 6 cyl - 6mm valve stem diameter.

#306541-MG-48

• Alloy and steel valves
• Valve springs
• Valve spring retainers
• Valve locks
• Anti-pump and solid lifters

For valve spring installation instructions click here

High performance Ford 6 cylinder DOHC engines need a high performance oil pump, and Atomic has engineered the answer. We produce billet steel oil pump gears to replace the powdered metal OE gears and also supply fully prepped pumps or can rebuild your own.

Click here to view more on our oil pumps and components

For installation instructions click here

We have gone to great lengths to source, test and approve gaskets and seals for the venerable Ford 6 cylinder engines and have packaged them as complete engine kits, as well as making them available individually.

Our kits are totally complete for turbo and N/A engines and include tried and tested components such as high temp silicon rear main and harmonic balancer seals, oil cooler to block o-ring, etc.

Click here to view more on our Gaskets & Kits

Cam drives and componentry

Ford DOHC 6 cylinder engine (AKA Barra) has an 8mm simplex chain driving dual VCT camshaft sprockets, which are driven by a 21 tooth sprocket and managed by 3 timing guides (one guide adjustable for timing chain/guide wear over time) and a hydraulic over mechanical tensioner.

The camshafts are computer controlled via the VCT (Variable Camshaft Timing) sprockets. At the starting position, both cams are advanced approximately 18 degrees. Once the engine starts and oil pressure exceeds about 10 psi, the VCT sprockets lock pins disengage and the cams’ positions are then controlled by the ECU. The factory tuning then retards cam timing (of both cams simultaneously) into their ”running” position and can also undertake various other cam phasing changes to reduce pumping losses at light throttle, etc.

Atomic vernier adjustable Sprocket kit - #306560-PR

The VCT sprockets can be troublesome over time as wear and tear takes its toll on the mechanism.

Another problem with the factory VCT sprockets is that when performance enthusiasts make changes to valvespring pressure, oil pressure, rev limiters, etc these changes can play havoc with the factory sprocket’s operation, which often brings about tuning and fault code logging issues.

Proficient tuners know that accurate cam phasing is critical to extracting maximum power from a given powerplant, so we designed and manufactured adjustable cam sprockets to allow tuners to maximise the VE of their engine combination. Another advantage of our vernier sprockets is that it eliminates the

requirement to retain the original Ford ECU and harness when transplanting a Barra engine into other vehicles. Very few aftermarket ECU’s can control the variable cam function effectively, so with this requirement eliminated a whole world of possibilities of retrofitting the DOHC engine to earlier vehicles becomes available to the enthusiast.

Our 4^th iteration (circa 2022) vernier sprockets are CNC machined from 4140 chrome moly steel with the outer section of the DOHC sprockets gas nitrided for maximum durability. The hub is made from hi tensile 6061 T-6 heat treated alloy and anodised for appearance. We supply a custom made 30mm diameter Belleville style washer to provide maximum clamping force by the M10 camshaft bolt (also supplied in the kit).

Secured together by 6 hi-tensile flange head bolts, timing adjustment is quite simple due to the degreed markings on the hub. A full 24 degrees of movement is provided, allowing the professional engine builder a huge scope of adjustment.

Click here to view more on our Vernier cam drives and components

For installation instructions click here

Atomic Timing Chain Kits

#306620 - Timing Chain SIngle row 8mm

Atomic H/D Single Row Roller timing chain suit DOHC Ford 6 – all models.

#306620-K (with Tensioner but no crank sprocket)

Heavy duty timing drive kit suit Barra Ford DOHC 6 cyl. Comprises H/D timing chain, tensioner, guides x 3 (including billet driver's side guide) & CRMO timing pivot bolt. Gaskets/seals for 5/2005 on.

#306620-K-S (without tensioner but with billet sprocket)

Heavy duty timing drive kit suit Barra Ford DOHC 6 cyl. Comprises H/D timing chain, guides x 3 (including billet driver's side guide), billet crank sprocket and CRMO timing pivot bolt. Gaskets and seals included for >5/2005 engines.

#306620-P (Partial kit)

Heavy duty timing drive kit suit Barra Ford DOHC 6 cyl. Comprises H/D timing chain, guides x 3 including billet drivers side guide and chrome moly timing pivot bolt. No tensioner, sprocket or gaskets/seals included.

#306570- PR VCT block-off plates

VCT blank-off plates - 304 S/Steel. Includes stainless steel mounting hardware. Sold per pair.

#306761-PR VCT Solenoid delete spigots.

VCT solenoid delete kit suit Ford DOHC 6 cyl - 2005 on with 20mm solenoids. Sold per pair.

Billet crankshaft sprocket #306562

On of the many products we developed for the Barra engine was an entirely new crankshaft sprocket. We learned quite early on that the factory crank sprocket was prone to premature wear (even Ford took to induction hardening the teeth from about 2005-on as a remedy to rapid wear).

Taking a different path from the factory style sintered type/low carbon material and made here in Sydney, Australia we went straight to a case-hardenable billet steel as the basis for our sprocket. From years of engine building experience we made a few design changes to the teeth and CNC programmed a “true roller” tooth form as opposed to a push tooth form for less friction and smoother drive. We also reprofiled the crank trigger teeth to provide a cleaner signal for the crank angle sensor, case hardened the teeth to HRC60 and black oxide treated the lot.

Laser etched with our brand and part number it is easy to identify a genuine Atomic crank sprocket from the cheap copycat items. Try not to be ripped off by buying a non-genuine product !

Atomic H/D Timing Chain #306620

Atomic timing chains for the DOHC Ford Barra 6 cyl are more than 80% stronger than the stock chain and are highly recommended for use in standard or high performance applications. They are pre-stretched at the factory and feature logo-stamped links for identification purposes, rollerized trunnions with extra thick link plates to provide the utmost in reliability.

Atomic CRMO billet timing guide pivot bolt #306564

This is our heavy duty replacement for the failure-prone OE timing chain guide pivot. CNC machined from 4140 chrome moly steel here in Sydney, Australia, Atomic guide pivots feature larger fillet radii in the corners and a 33% larger locking nut (M8 instead of M6) for positive retention of the guide. Heat treated to 55 HRC and black-oxided for appearance, Atomic pivots are inexpensive insurance against premature valvetrain failure due to erratic timing chain movement.

The best timing chain in the world is no good if the guides do not keep it in place, so we also manufacture a number of components to keep the timing chain in check at high RPM.

Top timing guide #306567

Is it a guide? Is it a damper? Well its probably both. The small guide that fits between the 2 camshaft sprockets doesn’t do much, but do not be tempted to leave it out.

We have available the (now deleted) Ford item that helps reduce timing chain whip between the sprockets. Hi-speed photography of one of our test engines with a cutaway rocker cover shows it does a good job of supporting the chain in high RPM/rev limiter situations, so don’t be tempted to leave it out just because you can’t get one from your local Ford dealer!!

Passenger side (fixed) timing chain guide #306568

We very rarely see any problems with the factory passenger side guide so this is why we supply this OE spec item individually or in our timing chain kits.

Drivers side (adjustable) timing chain guide #306569

Ford had a few goes at getting this timing guide correct – in the BA/early BF engine, guide part # BA6K255A had flexing problems so they upgraded the thickness of the guide (newer part #BAF6K255A) which fixed the problem of guide distortion. The problem was the top of the nylon guide track was being torn off by the timing chain at high RPM, a problem that Ford engineers would have not considered in the original design brief as the engines were designed with a 5750 RPM limit.

These days Barra engines are producing around 2000HP at more than 50% increase in RPM, hence the design brief has changed somewhat!

To address the problem of the timing chain chewing off the top of the guide, we assessed chain movement (on one of our various test engines with a high speed camera attached) and discovered substantial chain whip occurs with high RPM and resultant increased centrifugal forces. And the problem was  exacerbated when the engine hit the rev limiter, so we determined we had to redesign the entire profile of the guide.

We plotted a new multi radius profile for the timing guide track, with the emphasis on keeping the main radius as large as possible and moving the top of the guide as far away from the camshaft sprocket as possible. The design is partially parabolic in profile, hence the name.

We cut the guide out from billet steel here in Sydney and had a die made to mould a new nylon chain track. In house testing showed the new profile to be a success, with the problem of the top of the guide track being chewed up all but disappearing. Our guide is engraved with our branding and part number and will fit in place of the factory item with no modifications whatsoever!

We have seen many poor imitations of our Parabolic guide (some don’t even come with the nylon guide track - WTF!!!) so try not to be ripped off with inferior copies.

Necessity is the Mother of Invention, or so goes the saying, but we didn’t invent head or main studs - they have been around for quite some time, fastening together highly stressed engine components far more efficiently than bolts. All we did was tool up to produce our own high quality H-11 Tool Steel studs for applications in cases where they were either priced outrageously or were simply unavailable.

Click here to view more on our stud kits

For installation instructions click here

Atomic Camshafts And Profiles

We have a range of specially developed camshafts to suit the SOHC and DOHC Ford 6-cylinder turbo/blown engines. The original profiles have extremely very short duration figures, which impedes breathing and therefore requires relatively high boost levels to achieve reasonable power levels.

Our cams are designed to produce more power by harnessing more residual exhaust gas heat, pressure and velocity to impart greater motion to the turbine, which helps develop turbo pressure more efficiently. On the inlet side, careful matching of the valve opening and closing valve events to the piston motion of the long stroke (1.55 L/R ratio) engine provides much greater cylinder filling capacity, hence engines develop considerably more power from a given boost level.

All lobe profiles are inverted flank asymmetrical designs, with a faster rate of lift to allow the passage of intake/exhaust gases more efficiently. The actual valve lifts are only increased slightly across the range to maintain valvetrain stability at high RPM.

We also reduce the OE base circle dimensions slightly to reduce lifter preload, thereby allowing the lifters to function correctly.

Due to factory machining variations in the cylinder head, all lifter preloads must be checked when installing cams to ensure preloads are within minimum and maximum tolerance.

The unique feature of many of our inlet lobe designs is our “Duo phased” timing; a split lobe centreline which opens one inlet valve before the other, introducing swirl into the combustion chamber. This also increases the effective duration of the inlet without changing manifold vacuum.

We developed this innovation in 2006 and it is interesting to note that Ford has also since introduced swirl technology into the FG engine in 2008.

Very minimal changes in manifold vacuum at idle occur following fitment of our Stage 3 and 4 cams however a noticeable lope develops in the idle after fitting our stage 4Plus and Stage 5Plus cams.

In the power department, it is not uncommon for engines to produce an additional 30-50 kW of power at a given boost level following the fitment of our cams (and retuning).

For the serious power junkie, we have attained 760KW at 35 psi boost with our Stage 4Plus cams.

Working with our high volumetric efficiency Stage 5Plus cams we have recorded over 570 RWKW at only 22 psi boost and 1133RWKW at 49 psi boost, achieved with our own vehicles.

MY2023 Camshafts to suit Ford DOHC 6 Cylinder Engine BA-FG

Please note: all theoretical valve lifts are calculated with a 2.05: 1 rocker ratio

Stage 2 Cams #306549-PR - BF-FG profiles (improved)

Advertised Inlet duration 255°

Advertised Exhaust duration 255°

Inlet duration at .050” lift 189°

Exhaust duration at .050” lift 190°

Lobe lift - inlet and exhaust .212”

Valve lift - inlet and exhaust .434”

Lobe centres 112° - Computer controlled

Stage 3 Cams #306550-PR – suit all models

Advertised Inlet duration 259°

Advertised Exhaust duration 259°

Lobe lift - inlet and exhaust .220”

Valve lift - inlet and exhaust .451”

Lobe centres 112° - Computer controlled

Stage 4 Cams #306551-PR Duo Phased

Advertised Inlet duration 262°

Advertised Exhaust duration 259°

Inlet duration at .050” lift 210°

Exhaust duration at .050” lift 208°

Lobe lift - inlet and exhaust .223”

Valve lift - inlet and exhaust .475”

Lobe centres 112° - Computer controlled

Stage 4 Plus Cams #306553-PR Duo Phased

Advertised Inlet duration 286°

Advertised Exhaust duration 283°

Inlet duration at .050” lift 223°

Exhaust duration at .050” lift 220°

Lobe lift - inlet and exhaust .242”

Valve lift - inlet and exhaust .494”

Lobe centres Suggest 113° - 116°

Stage 5 Plus Cams #306552-PR Duo Phased

Advertised Inlet duration 303°

Advertised Exhaust duration 298°

Inlet duration at .050” lift 240°

Exhaust duration at .050” lift 237°

Lobe lift - inlet and exhaust .250”

Valve lift - inlet and exhaust .510”

Lobe centres Suggest 112° - 116°

Camshafts to suit Ford EF/AU SOHC 6 Cylinder Engines

Stage 3 Atomic #306590-3 Turbocycle Cam to suit AU engines

Advertised Inlet duration 283°

Advertised Exhaust duration 283°

Inlet duration at .050” lift 221°

Exhaust duration at .050” lift 221°

Valve lift - inlet and exhaust .504”

Lobe centres 115°

Stage 4 Atomic #306590-4 Turbocycle Cam to suit AU engines

Advertised Inlet duration 288°

Advertised Exhaust duration 288°

Inlet duration at .050” lift 230°

Exhaust duration at .050” lift 229°

Valve lift - inlet and exhaust .493”

Lobe centres 115°

eveWe also have an excellent range of custom big boost SOHC Ford EB/EF profiles we developed for RBKILA – contact Atomic for details.

New valve springs should always be used when fitting performance camshafts. Please refer to our Valvetrain section for complete details on matching components.

Atomic have tried and tested to destruction virtually every piston on the market for the DOHC Ford 6 cylinder and now have available what we consider to be the pinnacle of engineering excellence in turbo piston design and manufacture.

Click here to view more on our pistons

Atomic forged dish top pistons to suit Ford DOHC 6 Barra engine,

STD bore size +.001". Includes H/D thick wall 9310 pins, rings and locks. Finished bore size 3.6335" with .004" clearance.

#306304

Atomic Billet Conrods

Atomic billet steel conrods were designed from scratch with one principle in mind; useing aerospace quality materials and sophisticated manufacturing processes to produce an extremely strong, light and durable connecting rod for the popular inline 6 cylinder Ford SOHC/DOHC engines, at an affordable price.

The Design and Evaluation Process

The Atomic engineering team set out to address these parameters by designing what many performance engine builders are now calling the finest conrod on the market for the Ford DOHC 6 cylinder engine. Extensive CAD/CAM computer modelling was employed and produced a H-Beam design, which has an extremely high stiffness-to-mass ratio.

H-Beam is superior in strength to a I-Beam, plus the thicker cross section allows us to include piston crown cooling and pressurized feeds to the gudgeon pins.

Refer to the pictures of the Cosworth F1 titanium conrods below – they are also a H-beam design, showing the superiority of this design in the ultimate test of engine output, Formula One.

Next came FEA modelling (Finite element analysis) to simulate stresses on the conrods. This entailed weighing every piston, gudgeon pin and ring set on the market and loading this information, plus various strokes, rotating and reciprocating conrod values into our computer modelling software to calculate the stresses.

The greatest load exerted on a conrod in a boosted Barra engine comes not from the force of normal combustion blasting down the piston but from the tensile force exerted by the piston/reciprocating mass at top dead centre (TDC).

At only 5250 RPM the piston exerts a tensile load on the conrod of 1908 g’s (-1693 kgs) at split overlap TDC reversal. This exceeds combustion loading by approximately 65%.

If you increase maximum engine speed by only 1000 RPM to 6250 RPM, the TDC tensile load rises by 50.4% to 2870 g’s. At 7500 RPM the tensile loading increases to 4132 g’s, clearly demonstrating  Atomic’s design strength of 8000 g’s means it has plenty in reserve.

Excessive loads at TDC are brought about by a high reciprocating mass and/or by increasing engine RPM, so it is essential to design reciprocating engine components with the lowest mass possible to minimize premature lower bearing shell bearing failure. This is particularly relevant to our customers who are turning their engines to 8500RPM+

What about the Bolts?

Finally, we needed to hold the whole lot together and the only choice of fastener that exceeded our requirements is supplied by Automotive Racing Products (ARP) in the USA. They carried out reciprocating load calculations for us before recommending the use of a 3/8” 12 point 8740 chrome moly capscrew bolt from their range. Just to be sure we went beyond ARP’s recommendation and fitted bolts made from ARP2000 material, which is stronger and more durable than 8740 chrome moly.

A 7/16”bolt is of no use in these applications as material needs to be removed from the conrod to accept a bolt larger than is required, thereby weakening the conrod unnecessarily.

Atomic sources our conrod bolts directly from the authorised Australian ARP distributors to ensure we are getting the real thing. No copycat ARP knock-offs for us thank you!

Accuracy of Machining

Finally, sophisticated computer controlled manufacturing techniques were employed to finish the critical dimensions such as big end bore, pin bore and centre to centre length on specialist CNC equipment. Shot peeing in the final step in manufacturing what we believe are the best conrods on the market for the Barra, bar none.

Even Stronger Conrods - the “FatRod” was born.

Having great success with the then 600kW rated (now 698kw) Superleggera conrod was rewarding but we weren’t going to rest on our laurels. We believed power levels of the Turbo Ford were going to be pushed beyond the 150kW per cylinder design parameter of our original design, so we had only one alternative - go back to the drawing board and come up with another design that could handle 200 Kw per cylinder and beyond. Some people told us we were mad - who needs a conrod that strong? But we believed there would be a need so after 7 months of blood, sweat and tears the FatRod was born.

As the Poms like to say, “This is a serious bit of kit”. The design brief was to ensure it could cope with the enormous combustion shock loads associated with 2000HP+ flywheel figures, so the tough H-Beam construction was retained, as it has a higher stiffness-to-mass ratio than an I-Beam design. It also allows us to retain piston crown cooling and pressurized feeds to the gudgeon pins, features that are absolutely imperative in big boost Barras – features that simply cannot be included in inferior I-beam conrod designs.

We gave it the biggest beam we could fit inside the piston and coupled it to the largest size bearing tunnel that could physically fit inside the Ford crankcase.

The minimum cross section has been increased by a whopping 34%, the beam is 13% wider, 14% thicker and the small end of the rod can accommodate a .927” Chev diameter gudgeon pin, if required. Serious conrods for serious power.

Refining and upgrading our conrods is an ongoing process.

We don’t stand still at Atomic and for 2008 we developed some innovative features to our range of conrods. Firstly, we beefed up the Superleggera conrod by increasing the cross section of the beam, bumping up the power rating to 698.

Secondly we added pressure oil feed to the gudgeon pins on both Superleggera and the FatRod and thirdly, we engineered piston crown cooling as part of the conrod design.

Pressure fed gudgeon pins is an Atomic innovation, borrowed from diesel engine technology. We redesigned our conrods to provide a direct pressure feed of engine oil to the load side of the gudgeon pin bush, thereby providing oil directly to the gudgeon pins and bushes. As turbo/supercharged engines make more power than their normally aspirated cousins, the forces of combustion are far greater which in turn place much greater loads on gudgeon pins, leading to excessive pin/bush wear. Providing pressurised oil feed to the pins increases life of the engine considerably.

Piston crown cooling is not new either but has not been available for the Ford 6 cyl engine previously. This feature helps remove heat from the piston by spraying oil onto the underside. It is common practice in many high performance engines, such as the Nissan “Godzilla” 2.6Ltr engine, Sierra Cosworth, Turbo Porsches, etc who employ this method of internal thermal management. This feature will help to “detonation proof” our engines by drawing heat from the piston in much the same way a rich air/fuel mixture is cooler than stoichiometric.

Atomic innovation at work

• First Hi-Kw H-Beam conrod in 2004
• First manufacturer to offer 698 Kw rated conrods in 2008
• First to offer piston crown cooling for Barra engines in 2010
• First to offer pressurized gudgeon pin oiling in 2010
• We have NEVER HAD A SINGLE failure of a H-Beam conrod, ever!!!!!

Atomic conrods are the most technologically advanced conrod on the market... accept no substitutes!

#306200-6 - Atomic “Superleggera” Conrods

6.060” C/Centre length, to suit 22.0mm (.866”) diameter gudgeon pins. Features dowelled caps, pressurized oil feed to gudgeon pins and fitted with ARP2000 bolts. Weight - 635 grams.

#306201-6 - Atomic “FatRods”

6.060” C/Centre length, to suit 22.0mm (.866”) diameter gudgeon pins. Features dowelled caps, pressurized oil feed to gudgeon pins and fitted with ARP2000 bolts. Weight - 710 grams.

#306201-DS-6 Atomic destroker “Fatrods”

6.350” C/Centre length, to suit .927” diameter gudgeon pins. Features dowelled caps, pressurized oil feed to the gudgeon pins and fitted with ARP 2000 bolts. Weight – 770 grams.

#306203-SS-6 Alloy Conrods

Made by Carrillo to Atomic specs, our alloy conrods are to suit Ford 6 cyl engines with standard stroke crankshafts. 6.060”” C/Centre length, accepts standard Ford conrod bearings and ,927” diameter gudgeon pin. Set of 6. Block machining required for fitment.

#306203-DS-6 Alloy Conrods

Made by Carrillo to Atomic specs, our alloy conrods are to suit Ford 6 cyl engines with Atomic destroker (86.0mm stroke) crankshafts. 6.350” C/Centre length, accepts standard Ford conrod bearings and ,927” diameter gudgeon pin. Set of 6. Block machining required for fitment.

Please note: Big end tunnels in #306200 and #306201 conrods are finished to 2.2394” (bottom size) and the small ends are left at .866” so final clearancing can be done by the engine builder to provide the correct clearance to suit the gudgeon pins. We do this as we have found some gudgeon pins come as a finished (Metric) size of 22.00mm (.8665”) (eg Cosworth, Mahle, etc) whereas other pins (predominately US made such as JE, etc) are finished to an Imperial measurement of .866”.

For Installation instructions click here

Ford 4.0L 6 Cylinder SOHC and DOHC Crankshafts

Although we have been building high performance engines since 1978, it wasn’t until 2004 that we began development work on the Ford 4.0L DOHC 6-cylinder turbocharged engine. We witnessed numerous catastrophic engine failures after consumers had undertaken simple modifications such as free flowing exhausts and cold air intake systems to otherwise stock vehicles, so it became apparent there was a need for us to engineer some hard core solutions to address inherent factory weaknesses.

The crankshafts in high performance Ford 6 cylinder engines operate in a quite hostile environment. With a long stroke of almost 4” (99.31mm) spread out over 7 main bearing journals spread out over a length of 650mm, cranks are subjected to enormous torsional moments, which is understandable when considering combustion (compressive) forces of a typical 800HP engine operating at 7500 RPM are in the order of 7-8 tons of pressure per cylinder, occurring 62 times per second. And we are making around double this power level already!

Over the last 20 years we have refined the heat treatment methodologies of nodular iron cranks to provide a considerable increase in fatigue resistance, making them a reliable and cost effective crankshaft for moderate performance applications.

And for the all-out race engines, our billet steel cranks are just the ticket.

Available in stock stroke or destroked to 86mm (to provide a desirable 1.75:1 L/R ratio), fully aero-counterweighted, straight shot conrod oiling, triple heat treated, shot peened and balanced, Atomic billet crankshafts represent the pinnacle of crank design for the Barra.

 #306170 – Stage 1 prepped Nodular iron crank – no exchange

Stage 1 crankshaft suit Ford 6 cyl. Crank tested, ground/micropolished journals, chamfered oil holes and balanced. No exchange required.

#306170-RB – Stage 1 prepped Nodular iron crank – exchange required

Stage 1 crankshaft suit Ford 6 cyl. Crank tested, ground/micropolished journals, chamfered oil holes and balanced. Customers unit.

#306171 – Stage 2 prepped Nodular iron crank

Stage 2 crankshaft suit Ford 6 cyl. Crank tested, stress relieved, tempered, reground/micropolished journals, chamfered oil holes and balanced. No exchange required.

#306171-RB – Stage 2 prepped Nodular iron crank

Stage 2 crankshaft suit Ford 6 cyl. Crank tested, stress relieved, tempered, reground/micropolished journals, chamfered oil holes and balanced. Customers unit.

#306174-SS – Billet steel crankshaft – Barra DOHC 6 cyl engine.

Billet crankshaft suit Ford DOHC 6 cyl. Std stroke (99.3mm), standard crankpin diameter and width. Fully centre counterweighted and aero-profiled, straight-shot oiling, standard OE style 6 bolt offset crank flange PCD, triple heat treatment and balanced.

#306174-DS – Billet steel crankshaft – Barra DOHC 6 cyl engine.

Destroker billet crankshaft suit Ford DOHC 6 cyl. 86.0mm stroke, standard crankpin diameter and width. Fully centre counterweighted and aero-profiled, straight-shot oiling, standard OE style 6 bolt offset crank flange PCD, triple heat treatment and balanced.

Click here to view more on our crankshafts

Strengthen the bottom end of high powered Ford 6 cylinder SOHC and DOHC engines by adding an Atomic main cap girdle. Precision laser cut from billet steel and precision CNC machined, our main cap girdles are designed to tie all 7 main caps together to increase structural integrity of the block and main bearing caps.

Steel billet main cap kit suit Ford DOHC 6 cyl FG engine.

Includes Atomic 16mm main cap girdle and matching Tool Steel Main stud kit.

Can also be purchased separately

#306280-FG-K

#306280-BA-K

Click here to view more on our main cap girdles

Atomic has a range of harmonic balancers for the Barra engine working in conjunction with ATI Performance (USA) we have developed a balancer that is tuned to the stroke of the Barra crankshaft, effectively displacing the majority of torsional moments the long stroke engine produces. Our balancers increase the life of engine components such as crankshafts, bearings and drive systems. They also allow for quicker engine acceleration, deceleration and contribute to smoother running of the engine.

#306100-ATI

Click here to view more on our Harmonic Balancers

For installation instructions click here

The flexplates in Ford 6 cyl turbocharged engines are subjected to severe torsional loadings. Over 1000+ HP is channelled through a flimsy sheetmetal flexplate to motivate a vehicle weighing in excess of 1800 kgs (3960lbs), which puts enormous loads on the standard item.

Click here to view more on our Flexplates

Although we are primarily focussed on making serious power from the Ford 6 cyl engine, the appearance aspects have not been forgotten. Jet-Hot ceramic coated timing covers can make your engine look every bit as good as it goes!

Click here to view more on our dress up

To take advantage of high flow rates of the DOHC Ford cylinder head, Atomic have produced an inlet manifold and fuel rail kit specifically designed for high performance atmospheric or turbo/blown applications.

Click here to view more on our induction

Atomic Anchorlox® Locking bolt system

Ford 6 cylinder engines have a long stroke which causes harmonic resonance at high RPM and or high power levels. This manifests itself as vibration, which is transferred to external components such as manifolds, flywheels, harmonic balancers, etc. One common issue is turbochargers vibrating loose, irrespective of how tight the factory fasteners are. In this instance high temperatures also contribute to the fatigue of the standard bolts by annealing them over time.

The solution to this problem is Atomic Anchorlox®. A simple yet effective method to ensure bolts and nuts cannot come loose, no matter how much heat and vibration they are subjected to.

Available as either a locking bolt or a locking stud and nut assembly, Anchorlox® systems physically restrain the nut or bolt from coming loose by way of a laser cut stainless steel abutment tab which is fitted to a high tensile stud and nut or bolt. The Anchorlox® system physically restrains the nut or bolt from coming loose......... ever! Removal is just as easy, as the system is held in place with a E-clip, which can be removed in seconds. No special tools are required for the assembly or disassembly.

We can make an Anchorlox® system for virtually any application. Please contact us with your specific requirements.

Anchorlox® Locking stud and Nut kits

Anchorlox® stud and nut kit to suit 4 bolt turbocharger flange. M10 x 1.25mm thread x 40mm Inconel stud - includes 4 x studs, nuts, abutment tabs and E-clips. Suits Mitsubishi.

#100761-4-INCONEL

Anchorlox®  stud and nut kit to suit 4 bolt turbocharger flange. Inconel M10 x 1.5mm thread x 40mm long stud - includes 4 x studs, nuts, abutment tabs and E-clips. Suits XR6-T Ford.

#100762-4-INCONEL

Anchorlox® stud and nut kit to suit 4 bolt turbocharger flange. M8 x 1.25mm thread - includes 4 x Inconel studs, nuts, abutment tabs and E-clips.

#100762-5-INCONEL

Anchorlox®  stud and nut kit to suit 5 bolt flange. M8 x 1.25mm studs. Comprises 5 x Inconel studs, nuts, abutment tabs and E-clips.

#100762-8-INCONEL

Anchorlox®  stud and nut kit to suit 4 bolt turbocharger flange, etc. M8 x 1.25mm thread - includes 8 x Inconel studs, nuts, abutment tabs and E-clips.

#100763-4-INCONEL

Anchorlox® stud and nut kit to suit 4 bolt turbocharger flange. Inconel M10 x 1.5mm thread on base and M10/1.25 on top. 40mm long stud - includes 4 x Inconel studs, grooved nuts, abutment tabs and C-clips.

#100764-12-INCONEL

Anchorlox® stud and nut kit to suit Ford 6 cyl exhaust manifold to head. M10 x 1.5mm thread - includes 12 x Inconel studs, nuts, abutment tabs and C-clips.

#100765-5-INC/SS/Subaru

Anchorlox® stud and bolt kit to suit 5 bolt kit Subaru dump pipe. Comprises 2 x M10/1.25 bolts and 3 x M10/1.25 Inconel stud/nut assemblies.

Anchorlox® Locking bolt kits.

#100776-2

Anchorlox® locking bolt kit suit turbo drain-back flange on Garrett, Precision turbo, etc. Includes 2 x locking bolts, abutment tabs & E-clips.

#100776-6

Anchorlox® bolt kit suit turbine housing to cartridge on various Garrett and Precision turbos. Set of 6 mini M8 x 20mm bolts, abutment tabs & E-clips. Check length for correct fitment.

#100780-3

Anchorlox® locking bolt kit to suit 3 bolt turbo flange. Comprises 3 x M10/1.25 x 30mm bolts, tabs and E-clips.

#100780-4

Anchorlox bolt kit to suit 4 bolt turbocharger flange. M10 x 1.25mm thread - includes 4 x bolts, abutment tabs and E-clips. Suits aftermarket manifolds, some Mitsubishi.

#100781-4

Anchorlox® bolt kit to suit 4 bolt turbocharger flange. M10 x 1.5mm x 25mm. Comprises 4 x machined bolts, abutment tabs and E-clips. Suits XR6-T Ford.

#100782-4

Anchorlox® locking bolt kit to suit 4 bolt turbocharger or turbo dump flange. M8 x 1.25mm thread - includes 4 x locking bolts, abutment tabs and E-clips.

#100782-5

Anchorlox® locking bolt kit to suit 5 bolt turbocharger flange. M8 x 1.25mm thread - includes 5 x bolts, abutment tabs and E-clips. Suit Ford XR6T dump pipe.

#100783-12

Anchorlox® locking bolt kit - M8 x 1.25mm thread x 30mm long. Includes bolts, abutment tabs and E-clips.

#100784-4

Anchorlox® locking bolt kit to suit Ford etc exhaust manifold. M10 x 1.5mm thread x 30mm long - includes 4 x bolts, abutment tabs and E-clips.

#100784-12

Anchorlox® locking bolt kit to suit Ford etc exhaust manifold. M10 x 1.5mm thread x 30mm long - includes 12 x bolts, abutment tabs and E-clips. Suit exhaust manifold to head on Ford XR6T.

Anchorlox® Locking nut kits – for use on existing studs.

#100791-1

Anchorlox® locking nut kit to suit M10/1.25 thread. Includes locking tab and E-clip.

#100791-10

Anchorlox® locking nut kit to suit M10/1.25 thread. Set of 10. Includes locking tabs and E-clips.

#100791-4

Anchorlox® Locking nut assembly, M10/1.25mm pitch. Includes locking tabs and E-clips. Set of 4. Suit Ford XR6T OE studs,

#100792-1

Anchorlox® locking nut kit to suit M10/1.5 thread. Includes locking tab and circlip.

#100792-4

Anchorlox® locking nut kit to suit M10/1.5 thread. Set of 4. Includes locking tabs and E-clips.

#100792-10

Anchorlox® locking nut kit to suit M10/1.5 thread. Set of 10. Includes locking tabs and E-clips.

#100793-1

Anchorlox® locking nut assembly, M8/1.25mm pitch. Includes locking tab and circlip.

#100793-4

Anchorlox® locking nut assembly, M8/1.25mm pitch. Includes locking tabs and E-clips. Set of 4.

#100793-5

Anchorlox® locking nut assembly, M8/1.25mm pitch. Includes locking tabs and E-clips. Set of 5. Suits Ford XR6T dump pipe with OE studs.

For installation instructions click here

Atomic now have external belt drive kits available to suit the Ford DOHC 6 cyl engine. These drive kits can be used to drive external oil pumps or mechanical fuel pumps. They bolt directly to Atomic #306100 or #306100-UD balancers.

Click here to view more on our external belt drive systems

Install instructions 100704 Valvespring tool

Install instructions 100706 Repair sleeve

Install instructions 100707 Crossman valve kit

Install instructions 100709 Dowelling jig

Install instructions 100760-on Anchorlox STUD NUT AND BOLT kits Ver 3

Install instructions 100790-1 Anchorlox Harmonic BOLT kits

Install instructions 150025 turbo oil line kit

Install instructions 306100 etc Harmonic Balancers V1.2

Install instructions 306100-ATI SuperDamper

Install instructions 306131 Dowel retaining kit

Install instructions 306161MLS-D Head gasket UPDATED

Install instructions 306168 O-Ring hgasket

Install instructions 306169-KF Fire Ring head gasket

Install instructions 306174 Billet crankshafts

Install instructions 306180 Torrington kit

Install instructions 306186-on Cylinder heads

Install instructions 306200 etc Conrods

Install instructions 306244 etc Mechanical fuel pump kit

Install instructions 306251 Main girdles EA-FG V2 compressed

Install instructions 306251 Main girdles EA-FG

Install instructions 306280-K Steel Main Cap Kit

Install instructions 306304 Forged pistons

Install instructions 306304 Forged pistons1

Install instructions 306503 Aircon delete kit

Install instructions 306504 Power Steer delete kit

Install instructions 306505 Ready2Boost kits - all models

Install instructions 306520 Hyd Lifters

Install instructions 306523 Solid lifters V2

Install instructions 306549 Cams suit DOHC Stage 2

Install instructions 306550 Cams suit DOHC Stage 3

Install instructions 306551 Cams suit DOHC Stage 4

Install instructions 306552 Cams suit DOHC Stage 5PLUS

Install instructions 306553 Cams suit DOHC Stage 4PLUS

Install instructions 306560 Vernier sprockets V2

Install instructions 306562 Billet crank sprocket

Install instructions 306563 HD tensioner

Install instructions 306563-M PosiStop tensioner V2

Install instructions 306581-24 Roller Rockers

Install instructions 306590-2 AU Stage 3 SOHC cam

Install instructions 306590-3 AU Stage 3 turbo cam Ver 2

Install instructions 306590-3 AU Stage 3 custom turbo cam

Install instructions 306590-3 AU Stage 3 NA cam

Install instructions 306590-3 AU Stage 3 turbo cam

Install instructions 306590-4 AU Stage 4 billet cam

Install instructions 306591-3 EA-EL Stage 3 turbo cam

Install instructions 306592-4 EA-EL Stage 4 turbo cam

Install instructions 306620 Timing Chain

Install instructions 306651 etc Head and Main stud kits 3

Install Instructions 306681 Harmonic balancer bolt kit

Install instructions 306700 etc Rings

Install instructions 306720 Flexplate kit with locking washers

Install instructions 306750 Oil pump gears and Kits

Install instructions 306751 & -RB oil pumps

Install instructions 306753 Oil pump end plate

Install instructions 306761 VCT Solenoid delete kit

Install instructions 306800-811 Valvesprings

Install instructions 306901 Viper intake

Install instructions 356730 Triple Idler kit

Install instructions 356735 Idler link bar kit

Install instructions 356755 Oil pump collar

Install instructions Anchorlox supplementary to suit Bolt kits

Install instructions Ball Bearing turbo installation

Install instructions Cosworth chamfer lock pins

Install instructions Cosworth pistons Ver 2

Install instructions Cylinder head torque sequence

Install instructions Head torquing sequence Ver 1

Install instructions Retainers

We have been building performance engines for over 2 decades and have developed, via necessity, a number of specialist tools to facilitate various specialist engine building procedures such as checking dimensions, measuring cams, etc. We have also made or found many simple fixes to common problems and share these finds with our customers. Have a look over the following tricky bits to see if there is anything that will assist you to become a better engine builder!

Click here to view more on our tools and tricky bits

For installation instructions click here

Atomic merge-cone manifolds are just the ticket to mount up a T4 to T6 flanged turbo on your DOHC screamer. Careful attention has been paid to our runner design which directs exhaust gas/heat to the turbo with the minimal turbulence and at the highest possible velocity. The positioning of the waste gate port is critical and our 60mm port provides excellent control of exhaust gas without causing turbulence during bleed off.

Click here to view more on our turbo exhaust manifolds

All Atomic turbo kits are custom configured to match the characteristics of the 4.0L DOHC engine and provide excellent power increases with minimal turbo lag. Countless hours of reasearch and development has gone into trialling and selecting the correct compressor and turbine wheel diameters, compressor housing size and turbine A/R to achieve outstanding drivability and prodigious power increases.

Click here to view more on our turbo kits