Ford continued producing straight-six engines for use in its North American vehicles until 1996, when they were discontinued in favor of more compact V6 designs.

While not the popular engine option, the 223 was the only inline-six offered in the Fairlane (until 1961), Galaxie, and F-Series trucks between 1955 and 1964, causing it to be not quite a rarity, but not easy to come across.

The 223 was also used in 1963–1964 Ford trucks, which also used the Autolite 1100 carburetor with stamping C4TF-E and produced 145 hp (108 kW) with 206 ft-lb of torque, and Mercury Meteor-Monterey in 1961.

While not known for being powerful or a stout engine, it proved to be economical and could get fairly good gas mileage for the time, up to 30 mpg‑US (8 L/100 km).

The 200.0 cu in (3.3 L; 3,278 cc) inline-six model was introduced in the middle of 1963 with 3.685 by 3.126 in (93.6 by 79.4 mm) bore and stroke, and shared the four main bearing design of the 170.

When Ford launched the third-generation Fox body Mustang in 1979, the original engine lineup included the Cologne V6.

For 1981–82 the Ford Granada was redesigned and common with an expanded line of Mercury Cougars which used the 200 inline-six as the standard engine.

The Ford LTD and Mercury Marquis, introduced in 1983 as the successors to the Granada and Cougar (non-XR7 models), carried over the 200 engine until it was replaced by the 3.8L Essex V6 for 1984.

[citation needed] Applications: The 250 cu in (4.1 L) inline-six engine was offered in 1969 in the Mustang, and 1970 in compact Ford cars (Maverick).

The 240 cu in (3.9 L) inline-six for 1965–1972 full-sized cars (continued to 1974 in fleet models) and 1965–1974 trucks and vans produced 150 hp (112 kW) (gross).

The 300 became the base F-Series engine in 1978 at 114 hp (85 kW) (horsepower number changes due to Ford switching to net power ratings in 1971).

Due to their high-flowing design, enthusiasts often seek these manifolds out because they allow turbochargers to be easily retrofitted to the engine.

[citation needed] Beginning in 1978, the engine displacement was advertised in metric, becoming "4.9 L." Fuel injection and other changes in 1987 increased output to 150 horsepower (112 kW) with an 8.8:1 compression ratio.

Production ended in 1996, making it the last inline-six gasoline engine offered in a Ford car or light truck in North America.

In Australia, the engine underwent significant updates to its design over the following decades, including a move to a crossflow layout, electronic ignition, alloy cylinder heads, fuel injection, overhead camshaft and later multi-valve double overhead camshaft design, variable intake runners, variable valve timing, and ultimately turbocharging.

In 1970, in conjunction with the release of the XY Falcon, Ford Australia enlarged capacities to 200 and 250 cu in., reverting to imperial cubic inch measurements for identification.

To take advantage of the much improved breathing ability that the removable intake brought to the new head, the 250-2V also featured a better-breathing exhaust manifold.

[14] Output was rated at 170 hp (127 kW), and road tests noted a reduction in 0 to 60 mph (97 km/h) acceleration time from 14 to 10.7 seconds over a Falcon equipped with the standard single-barrel 250 cu in.

[18] To meet the new requirements, compression ratios were dropped, and the engines now featured an exhaust gas recirculation valve and positive crankcase ventilation.

In an effort to maintain horsepower outputs, Ford Australia updated the engines with a new cast-iron crossflow head design with larger, canted valves, and an aluminium water-heated intake manifold to improve gas flow and warm-up.

Introduced with the XC Falcon, engine displacements remained 200 and 250 cu in, but were now badged 3.3 and 4.1 litres, respectively, and power and torque outputs were expressed in metric units.

With the introduction of the 1979 XD Falcon, changes to compression ratio, ignition advance and revisions to port design for improved gas flow saw modest increases to power and torque outputs.

[21] In June 1980, Ford Australia updated the crossflow design with a new aluminium head casting developed in conjunction with Honda, and introduced electronic ignition.

[22] Dubbed Alloy Head and introduced as part of a mid-life update of the XD Falcon, the revised engines featured a high-swirl, lean-burn combustion chamber design that enabled higher compression ratios to be used while still meeting emissions requirements.

[32] In 1988, the inline six engines underwent a major redesign for the EA26 Falcon and now featured a new single overhead cam (SOHC) crossflow aluminium head.

The smaller engine, dubbed 3.2 litre, featured a 79.30 mm (3.122 in) stroke and a swept volume of 3,157 cubic centimetres (193 cu in).

Ford Australia redesigned the I-6 again, naming it the Intech, in 1998 alongside the introduction of the Ford Falcon (AU), and increased the main bearing size and added a ladder style main stud girdle integral with the oil pan to increase low end rigidity.

In 2008 the Barra was upgraded a final time, debuting in the Ford Falcon (FG) with power outputs of 195 kW (261 hp) and 391 N⋅m (288 lb⋅ft).

The first turbocharged straight six-engined car from FPV was the BA Mk II F6 Typhoon (2004), which produced 270 kW (362 hp) of power and 550 N⋅m (410 lb⋅ft) of torque.

[41][42] This would prove to be only a temporary stay of execution as the Geelong factory eventually closed on 26 September 2016, following Ford's decision in May 2013 to discontinue the Falcon and Territory and cease manufacture of vehicles in Australia.