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If the changes to the FG Falcon's petrol I6 surprised, the overhaul the I6 Turbo has received in the changeover to the new generation of Ford's large car will have most enthusiasts gob-smacked.

So let's clear one thing up first, the 270kW power output of the new I6 Turbo might match that of FPV's current F6 turbo engine, but that's little more than coincidence. This is an all-together different powerplant.

In concert with the changes wrought on the base engine, the I6 Turbo that will power the newest XR6 Turbo (as well as a long-awaited sporting Fairmont Ghia range-topper), has received a completely new set of plumbing -- on both the intake and exhaust ends of the package. And that's not all -- for the first time, the powerplant gets sophisticated anti-lag infrastructure that promises to deliver stunning performance in the real world, as well as on the dyno.

Developed by Ford Australia's own engineering team, the new I6 Turbo pumps out 270kW at 5250rpm (25kW over the current standard turbo six) while peak torque has increased by 53Nm to 533Nm from 2000-4750rpm. Perhaps the most telling statistic is the fact that over 420Nm is available from 1250rpm through to 5750rpm.

The engine gets the same cylinder-head changes as the naturally-aspirated I6 powerplant, but the entire forced-induction system has been re-engineered.

A new, higher efficiency Garrett turbocharger increases maximum boost from 0.4 to 0.7 bar (around 10psi). The engine gets new high-compression pistons and a more efficient intercooler which, along with new shorter inlet-side manifolds, reduces flow restrictions to combat turbo lag.

The I6 Turbo's all-new exhaust manifold has also been tuned to minimise flow restriction into the turbocharger and optimise the flow balance from cylinder to cylinder.

The redesigned components reduce weight -- the inlet plumbing is 44 per cent lighter while the exhaust side of the equation has shed around a third of its mass. In total the engine is around 10kg lighter.

Says Ford: "The net result of all the turbo system improvements is a significant increase to peak power and torque outputs on the new I6 Turbo engine, along with new levels of engine responsiveness and considerable gains in terms of fuel economy and efficiency."

As noted in our engine overview (see links below) the Turbo's fuel consumption has been reduced 0.6L/100km to 11.7L/100km in preliminary ADR81 testing.

MORE THAN PIPEWORK
But the plumbing alterations are only part of the story. In the development of the new I6 Turbo powerplant, Ford's engineers have taken a leaf out of the likes of Mitsubishi and Subaru's books and incorporated overboost functionality and launch assistance.

In the case of the former, the I6 Turbo's engine management system manipulates the base engine's dual independent variable camshaft timing (DIVCT) to allow the engine to over boost by up to 10 per cent for several seconds at wide open throttle (WOT).

The engine also uses what Ford terms 'adaptive variable camshaft timing' to reduce turbo lag. Two modes are used -- the base in normal driving "to maximise fuel efficiency while still providing maximum power and torque" and the other "adjusts cam angles in real time to minimise turbo lag and maximise engine response," Ford says.

Launch assistance is featured on I6 Turbos matched to Ford's new six-speed manual transmission and is activated when the vehicle is stationary with clutch fully disengaged. In this situation the electronic throttle limits engine revs to a maximum of 3500rpm by cutting fuel which in turn allows the 'cut' cylinders to 'spool' the turbo with cool fresh air. On releasing the clutch, all cylinders are reactivated and full torque is returned.

Ford says the system: "increases available engine torque for more consistent maximum launch acceleration, as well as reducing turbo and exhaust temperatures, and minimising turbo lag and clutch wear."

The company's engineers say the system increases off the line boost levels by around 3psi.

The final performance strategy incorporated in the I6 Turbo's armoury is featured on automatic transmission vehicles -- a cylinder cut-off which is claimed to improved shift timing and refinement.

The cylinder cut shift sequence is completed in approximately 0.25 of a second and reduced WOT shift times by more than 50 per cent, claims Ford. It also "enables better control of turbo boost pressure and smoother application of engine torque" to minimize surge during changes.

Alas, the engine management system has stopped one step short of perfection in terms of current automatic-transmission equipped vehicles... Perhaps we'll see throttle 'blipping' Jaguar XK and XF style on downchanges in the FPV versions of the FG range... Eventually...

Check out our detailed coverage of the new Falcon engine variants via the links below

4.0-litre I6 engine - more here
4.0-litre I6 Turbo - more here
Boss 290 - more here
4.0-litre I6 E-Gas - more here
New transmissions - more here

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