The Kent, 2.0 Pinto, CVH, Zetec all use the same Bellhouse pattern, I believe. But there are differences in Flywheels.
here's a cool pony ram intake I'm selling, came off of a pinto engine, I bought it thinking it would fit a latemodel 2.3 but it didn't. ifinterested do a search under my name in the parts section. it needs a good home!
I've seen a tone of those intakes...they are very cool, made by Edlebrock. They were only made for the early 70's 2.0L Pinto/Capri motor. The 2.3 Distibutor is in the way for one of those to work with a adapter plate. I have made a model for a simular intake for a 2.3L but I havent casted one yet. Frank
Looks quite cool although I like the look anf performance of the twin 45 DCOE's! Are there many types of cam / rocker cover available for the 2.0 ford pinto in the USA?
that would be a cool idea to have a 2.3L get together... I've been making parts for these motors just as if it was a vintage motor. FrankBoss
Back in the late 80's early 90's Ford Racing sold a racing 2.3 engine block. It was like 15-20 lbs heavier than any OE block. It was a high nickel content and had extra material in the fire deck. Other wise it was identical to stock. ie...the bottom end was the saem as the factory. The fire deck had more material to combat the extreme pressures of the turbo setups and to stop them from deforming under that boost. I will haev to check my old Ford Motorsport catalog, but I think it said the bottom end was good to well over 8,000 rpm So if you want a kick ass 2.3 engine block, try to find one of those or just find any factory turbo engine as they are the #2 toughest 2.3 block.
I was just browsing through some pics of the new ('05 and up) Duratec from Ford/Mazda and found a website with a bellhousing that mates to a "Type 9" 5 speed transmission. Any idea what the "Type 9" is out of and how good it is (it will be going into a lightweight T speedster)??? It looks a good bit smaller that a T5, which would lend itself nicely to builds that are cramped around the pedal area. The body I'm planning for doesn't have alot of foot room, and I've got BIG DOGS (size 12's)! Here is a pic of the Type 9:
One of the coolest ever made is the Ford BDA engine. Aprox 250 HP@9500rpm without supercharging. Used in lightweight racing Ford escorts. Absolutely my favorite four banger engine. Here is a video that i have posted before. but it´s always worth watching again. And listen to that hi reving engine!!!!!!!! http://www.mat.fi/video_aford.htm
Follow up to my post #168.... 1993 Ford Racing Catalog. P.33 "2.3L OHC HEAVY DUTY BLOCK - M-6010-B230 Specially machined casting for larger displacement racing use, with the following features: 15.7mm added to deck height, 6.0mm added to deck thickness, 2.0-3.0mm added to bore wall thickness,main webs reinforced and cylinder bores are semifinished. MSRP $1038.95"
FYI... Ford imported the Merkur XR4Ti to the US and put turbo 2.3's with Type 9's in them. The cars once even slightly modified had a habit of grenading the transmissions. I'd look to the quad4rods setup first. At least then you can put a T5 (much more available in the US) which has proven to be plenty strong for most any 2.3 turbo. Hell there are 500 hp supercharged 5.0's running T5's still. And the aftermarket support is absolutely fantastic for them in North America. Type 9's don't have the same kind of support.
tjm73 Is there much of a size difference in the casing (T5 vs T9)? Again, I'm concerned with space around my big ol' feet...
I haven't seen a Type 9 in person, but from pics I don't that large of a difference in them. The T5 is a realitivly small box. But that's just an estimated, edjimucated guess. I'd estimate a T5 to be about 9" wide. But perhaps soemone on the board can measure one that is not in a car.
Here's the 2.3 sitting in my garage waiting on parts. The valve cover could be made to look fancy in a rod.
that is the 2.3 hsc, which stood for high swirl combustion. they like to wear the thrust brg a bad and actualy wear the crank and cap out. not related to the ohv 2.3
the T 5 out of the mustang is a BW but the big difference other than the input shaft ..is the gear ratios ...and the Turbo mustangs and Turbo coups even Had world class Borg Warner T5's....The tranny behind the turbo 2.3L in the Merkur was a weak tranny.. basicly the Pinto transmission with a 5th gear. Best of Luck FrankBoss www.PintoWorks.com
The HSC is "Basicly" the 3.3L inline six minus two holes lopped off... I use the flat top Pistons from a 2.3L HSC in my Falcon 200 to up the compression. The push rod motor witht he HSC design raps up pretty fast so with a light car it will move but it is a weaker motor compaired to the Lima. FrankBoss www.PintoWorks.com
This is the same engine I have but the turbo will be coming from a Turbo T Bird motor. The motor I have is from a Fox body Mustang supposed to have been an SVO Turbo car.My son hauls for a local mustang parts dealer I got a few 2.3 running gears from him .They come from cars the dealer stripped for parts He only kept the turbo off my SVO driveline 4 different 2.3 drive lines for 50$. All will eventualy find their way unti my 27 T RPU rod starting with the 77 rebuilt one but the turbo motor and the second turbo motor but with my Paxton blower in place of the turbo will end up getting swapped in
This motor is from a thunderbird. The factory turbo is small, REALLY small. The turbo I'm holding up to it in the picture is a SVO turbo.
THE turbo to run on a 2.3 is the Garrett T3/T4 hybrid. I think the SVO's got the full T3. However, even the little OE T-Bird turbo can pump 15+ psi without breaking much of a sweat and the otherwise totally stock 2.3 turbo engine can make an easy 275ish hp (@ flywheel).
This is my 292 6 cylinder but I've done this same setup on 2.3s. The blower is from a T-Bird. much easier to mount than O.E.M. 3.8s. On a 2.3 makes as much as 20 lbs. boost. Never dyno'd the 2.3 but it is truly evil. Gemini EFI
I picked up an awesome running 2.3 in 1980 Courier with a C4 behind it. Going in my 55' Zodiac Zephyr. Great motors!
Do you think the Paxton would be better to use on the SVO motor then?I saved the TBird top end from a friends scrap pile when he V8ed it.I quit messing with the 2.3s by the time turbos and fuel injection came in.I had 1 2.3 built to turbo specs but with the Paxton on it but never got to run it in the Pinto.I don't have any plans to race the T other than maybe a couple passes just to see what it will do in the 1/4 it will be my daily driver though. I figure that the T will come in real close to 1200 lbs.with a 2x4 tube frame and glass body.I'm figuring somewhere between 250-300 HP and that light will be plenty of street performance and good gas mileage. Have you gotten the engine wiring figured out yet I could really use a hand in that area.
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