well if you want a tubro you need to look for mustang svo or t-bird tubro coupe wich are geting harder to find but if you dont need a turbo these motors are every where lots of fox body mustangs/ lots of rangers 2 years ago i sold a compleat 2.3/c3 out if my ranger w/ mustnag 2v for $50 at a swap but i do have a 89 mustang with a locked up motor mustangs also used the t-5 or A4LD
As far as donor cars go. If your looking for a turbo motor I would go first with the SVO (of corse you will probably be shot instintaniously for cutting up an SVO) then the Merkur XR4TI, then the Thunder Bird Turbo Coupe last. The SVO and the T bird share the better computer but the tbird has a smaller (IHI) turbo. The SVO and the Merkur share the bigger T3 turbo. I am running a turbo 2.3 in my track roadster. I plan to run a Megasquirt engine management system. It should come in some where around 350 hp. With the five speed and 1200 pounds the power to fun ratio will be rediculous. Check out the Speedway catalogue they have been adding several speed parts for this engine lately.
If looking at non-turbo donars be careful of the twin plug 2.3 engines. Without computer control you can't control the spark because htey are coil pack setups and have no provision for a distributor. They cam in Rangers starting in '89 or '90 and Mustangs starting in like '91 or '92 I think.
Hey with all these HAMB clubs forming how about us 2.3 guys getting together!back in the early 80s i built several non turbo 2.3s and built 1 turbo engine, BUT I fitted it with a paxton blower inplace of the frozen turbo!we need a hamb club and a chat room for us semi traditional 2.3 guys if you don't open the hood on my T you'd think its Traditional or atleast thats my plan.I have 3 -2.3s on hand now 1 SVO turbo ! fuel injected non turbo and a 76 carbed one
And the Kent. Engine sizes from just under a litre to 1.6 stock, up to about 2 litre with special blocks cranks and pistons. And Cylinder heads ranging from Intake/exhaust on one side ( pre X-flow), X-Flow, Double overhead cam Hemi head ( Lotus ), and 16valve ( BDA). At one point probably the most used engine for racing in England... Here is one of mine...
i scared the crap out of myself driving a stock tall T doctors coupe at 55, i cant imagine going a buck-40! i tip my hat to you.
Your best bet for a non-turbo would be any 79 - 93 Mustang. Guys convert 4 cyl cars to V8's all the time and usually practically give away a running 2.3 motor and drivetrain. Try some Mustang sites and check their classifieds. Also Ford Fairmonts used them as well as a few other cars.
The article name is Tiny Avenger and it was several articles over a few months. I can't seem to find the actual issues to narrow it down. I'll keep looking. EDIT: Found some more info. The articles are in the Sept '96 to Dec '97 issues. If memory serves the articles skipped a few months here and there. But that's the range.
The 2.3 is the one everybody uses in dirt circle racing mini-stocks. They are getting hard to find. Good engine.
I did mean a Thunderchicken Turbo Coupe, sorry for the confusion. Anyone needing info about the turbo motors should check out www.turboford.net there are some guys making stupid power with them. And if you want to make it a DOHC motor, which looks pretty badass btw, check out http://www.geocities.com/_nitro_/volvoswap/volvoswap.html Damn it I'm all stoked up to start building my car if I can ever make room in my shop... Damn customers cars...
Site Not working Yeah now I am getting all eager to just go nuts and start my RPU. But, I have no space to build or to house the car once it rolling. Sometimes living in the city bites. I am for lots more talk about these engines. I am real unclear on how to wire up the computer and have everything work.
Don't. Just get you a carbed intake and go with a carb to keep it simple. You can buy intakes new from Offenhauser still I believe or you can usually find one on Ebay. Has anyone adapted a carb to the EFI intake? Its been a while since I saw one of the EFI intakes with the upper portion removed so maybe someone can chime in here. I imagine it wouldn't be too hard to attach some kind of carb spacer to it to accept a 2 or 4 barrel.
Racer Walsh sells bolt on adapters for a carb EFI intake. Plug the injector holes (setting them up for NOS might be fun too) and off you go.
I've had an idea for a couple years to put a 3.8 Supercoupe Thunderbird supercharger (Eaton) or maybe a Mercedes-Benz Eaton from a 230 Kompressor car on a 2.3 and back it up with a C4. Some late Pinto and Mustang II's had 2.3's with C4's. It's a special bellhousing and they are kinda rare/hard to find, but they are out there. I even contacted an Eaton remanufacturer and asked if the blower was wet compatible and was told that yes they are. So a Carb could be hung draw through style on the back of a T-Bird blower and it would still work. 10 psi would be easy and still not need any intercooling or anything. Should give a big boost in torque and look kinda cool.
I believe it's the 87-8 ThunderChicken TurboCoop, (and maybe others t2.3L cars) that come with this valve cover that has no lettering. They're about 2/3rds ribbed, for about 2/3rds the pleasure. Thanks, Kurt
Isn't there a special "manifold" in the valley under the blower? Offhand, this sounds like a lot of work for little gain considering the turbo version exists. Thanks, Kurt
1991 2.3 was the first year for the 2 plug head. The EFI (up to 91) versions are easy enough to convert to carb merely using a carbed intake in place of the fuelie one. FYI, 2.3 equipped Rangers had hydraulic clutches. Not the hot ticket if you are trying to keep things simple. Only the fox bodies got the Borg/Warners. sgtlethargic, I didn't realize these cover existed, I will need to keep my eyes peeled at the boneyard in the future, Thanks!
The valve cover in my 88 TurboCoupe has the ribs but also the writting. I'll machine all of that off and maybe make some ribs for it. I will be using the EFI on mine, but I'm going to do my best to hide it all
I have a offy intake for a 4 bbl for the 2000, and one of the ford cast v/c.100.00ea, plus shipping from 31088. just thought i would share. jim.
One word for you man "Megasquirt" Do away with the original computer and most of its bulky wiring and sensors and go with the Megasquirt kit. Its much cleaner and easily tunable, and cheap. As far as the EFI intake goes Yes Racer Walsh makes an adaptor to use a carb on top of it. BTW the factory efi lower intaqke will outflow all aftermarket carb intakes on the market today. with the exception of sidedrafts. The Rangers also had a more aggressive roller cam that is a drop in for just about any of the other heads.
Zimm - I built a bunch of these about 25 years ago... 1) The mid 70's to 1980 2.3 liter motor had an EGR plate pattern which was a direct bolt pattern match to the 350 Holley 2 bbl carb. A Trans-Dapt adapter plate filled the gaps between the carb and the intake (flanges wouldn't mate up) and the engine ran really, really nice on smaller jets, a taller power valve, the orange pump cam and long shooters. 2) Crane made a mild cam for the 2.3 (I forget the specs) with good idle, power from 2800 RPM -6000 RPM. Non-roller cam. I'd order them from Gratiot Auto - don't know if the cam is still made or not. 3) The engine would tolerate a 0.050" slice off the head AS LONG AS the stock carb was ditched for a fatter A/F ratio in the Holley. Milling the head added compression while retarding the cam slightly; power would come on a few hundred RPM later. 4) A milled, ported, polished 2.3 with the mild Crane cam and a 350 Holley would make 175 HP real easy. 5) Same engine 0.040" over, forged TRW slugs, Offy dual plane manifold and a 390 Holley 4 bbl was good for 200 HP. 6) Above 200 HP, the rod bolts are suspect on N/A 2.3 liter motors. 7) Zakspeed would get 700+ HP out of a stock block, stock crank 2.3 liter turbo motor in IMSA GTP racing. Damned things live forever at lower HP's. 8) Weak point on the 2.3 are cam followers; oil holes will plug on the cam causing the follower to 'wipe out' the lobe. Chamfer cam oil holes B4 installing cam. 9) #3 Cylinder runs lean; watch that plug while tuning motor. I've made donations to the gods of speed to learn that, BTW.
An 88-91 2.3L Ranger or Mustang should have a roller cam. It's a cheap and easy swap once you figure out how to get them out at the junkyard. All Turbo 2.3L cars should have an oil cooler behind the oil filter, and Merkur XR4ti's have a 90* adapter so you can point the filter down instead of sideways to make it easier to put a bigger filter on and change oil (hate them sideways oil filters). Thanks, Kurt
The 'trick' to a junkyard pull is one of those really cheap "L" shaped philips screwdrivers; the cam is held in place by a thrust plate at the back of the head. the "L" screwdriver allows you to remove the screws without pulling the head. Roller followers and a roller cam would be the hot ticket - and free up HP in the proces.
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