If the 2.0 is from a 1983-87 Ranger there is no external differences, the only difference on the Ranger 2.0 is the block is cast with a smaller bore, and it can not be bored out to make it a 2.3. The 2.3 would be a better choice (no replacement for displacement)
Kenneth S<SCRIPT type=text/javascript> vbmenu_register("postmenu_5090543", true); </SCRIPT> . I have a Ranger 2bbl intake from a 87 ranger 2.0 (the only year for a 2bbl round port head) if you make an adapter you could fit a Holley 350 cfm 2bbl on it. I'll post a pic of the 2.0 Ranger round port intake as soon as I can find it. is it for sale ...
This is the 2.0 in my lotus seven. It's got an isky cam with unknown specs, a italian dellarto sidedraft carb,and an msd blaster ignitor ignition. It's enough for an 1100 pound car. The exhaust manifold is ceramic coated and it's gotta painted gold valve cover just to give it something.
Im thinking of doing this to my A pick up. Anyone use the 2.3 with the dual plug set up? Thats what Im planning on using.
2.0l 2.3l 2.5l all share alot of parts cams lifter and followers i know all interchange. 2.5l rotater is a cheap stroker kit. rangers use roller cams to. i had a built 2.3l 320hp still have some of the parts left
Been looking for an engine lately and today found two. A 1983 and a 1988. Building a carbureted set up so I am wondering which would be the best to start with?
I read through a lot of the information here on the 2.3 as I use to race a 1986 Mustang SVO. I can give you guys some info on the factory turbo EFI engines that will help out because some of the info here is not right. (Note: the 97 and 88 Thunderbird turbocoupe is very different and the computer & vein meter will not interchange without some re-wiring. These years of Turbocoupes are not included in the information below except in their own section at the end.) Introduced in 1983 as 145HP in the Mustang, Capri, Thunderbird and Cougar. Same engine was used in the Mekur XR4TI. This engine combination was used through early 1985 with minor changes but the major components remained the same. Intake was Inline 4 port style. Turbo was T3 Super 60 series non-water cooled. Two bolt flanged discharge flange. This turbo is capable of 350hp when properly tuned engine. Excellent turbo other than non-water cooled. Exhaust side was .63AR ratio for all engines. Boost was limited by the waste gate without computer control at 10psi. Small outlet exhaust manifold was used which frequently crack. Can be ported for extra power on top end to match the manifold to turbo gasket but its a bitch to do and get down inside good. Fuel Injection was designed by and components provided by Bosch for Ford. Injectors are not interchangeable with the 5.0 GT Mustang engine but are with the CFI throttle body 5.0 engines for higher HP. Vein Meter is small diameter but the same for all 1983 to early 1985 vehicles including SVO's. Mekur's used the small vein meter through end of production. 1984 saw the introduction of the SVO with 175HP in the "Premium Fuel" mode, 145HP in "Regular Fuel" mode. (a switch was provided on the console to allow the driver to choose which mode he wanted to use). SVO had the regular discharge flange round hose type outlet on the turbocharger. Also was not watercooled. Still the same T3 super 60 series turbo. Exhaust was still the .63AR ratio. Boost was computer controlled to 12psi in premium fuel mode and 10psi in regular fuel mode. (these are actual readings I took on my 84 SVO) Intercooler was fitted along with the needed exhaust manifold "U" bracket and two "V" shaped brackets to support it. Computer has more aggressive programming for the "Premium Fuel" mode for the 175HP rating. (great upgrade for other 2.3 turbo engines.) Remainder of engine was EXACTLY the same as the other models. Camshafts, cylinder heads, blocks, cranks ARE the SAME! No special SVO only camshafts or cylinder heads. 1985-1/2 saw major updates across the board for all Turbo equipped Fords. The intake manifold was changed from the inline 4 port style (more restrictive) to the square 4 port style. The turbocharger was now water cooled but still the same T3 Super 60 series. This is an excellent turbo for street-strip performance up 350HP. The exhaust side was still the .63AR ratio for 5-speed vehicles and .48AR ratio for automatic equipped vehicles to improve boost response. Note: it has always been written that the 85-1/2 SVO was equipped with the .48AR ratio exhaust but on every one I have owned (7 of them) and all I have worked on (over 100) they all had the .63AR ratio exhaust. The .48AR ratio exhaust limits the top end horsepower by at least 25-30hp. It will choke the exhaust as the RPM gets above 5200rpm. Boost was limited to 12psi in premium fuel mode and 10psi in regular fuel mode. More aggressive 1984 SVO style computer and programming was used in all vehicles except the SVO. The 1985-1/2 engines are rated at 175HP (boost was 12psi) with the SVO coming in at 205HP (boost was 14psi). The SVO computer to have is coded "PE". This is the best computer to use for performance applications. (the 86 SVO used the same computer but was rated at 200HP with 14psi boost. Believed this drop was due to climate changes during the dyno testing). The Vein meter in all vehicles except the SVO's was the same. SVO's recieved the larger 3" diameter vein meters. Excellent upgrade for max HP for all vehicles. The exhaust manifold was changed to a larger port outlet. Referred to as the E6 manifold this is the best to use short of installing a stainless steel header. All major engine components, camshafts, blocks, cylinder heads, pistons, rods, crankshafts are all the same for all 1983 to 1986 engines. 1986 saw no changed to the TurboCoupe, Mekur or SVO components. Engines were rated at 175HP for all but the SVO which was 200HP. 1987-88 Thunderbird Turbocoupe had major design differences. This engine was rated at 190HP with 5-speed and 175HP with automatic. This was the final evolution of the 2.3 turbo engine from Ford with changes made to offer the best driveability and all around performance with minimal compromises. Excellent engine and 5-speed to use in street rods and engine swaps as a complete system. The turbocharger was a water cooled IHI small diameter turbo with a reduced exhaust AR ratio. Used for quicker boost response and driveability improvements. A Intercooler was added with twin scoops in the hood feeding it. This intercooler is larger than the SVO intercooler and a mild upgrade for SVO's. Horsepower add is minimal however. Computer and Vein meter are different from all previous turbo engines and will not directly interchange without re-wiring the connectors to match. Vein meter is larger diameter for better airflow across the RPM range. Intake manifold is still the square 4 port design but the upper section is lower in height for a lower profile hood. The valve cover is clearanced for the intake to fit. This intake offers the best upper rpm performance and HP without modifications. The exhaust manifold is different to match up to the IHI turbocharger. The other major engine components are the same as previous years. I could go on for ever with the mixing & matching for the best performance but I'll stop now. My preference was the SVO first, 1987-88 Turbocoupe second and all the rest last for building a killer engine. thanks, PaceRacer50
Good info PacaRacer50 Currently I am accumulating parts to build a stroker. I already have the CP pistons, Eagle H beam rods for a Neon and my crank is offset ground. It comes out to 2.49 liters. This will be going in my daily driver, an '88 Turbocoupe I got free 6 years ago for removing it from someones yard. To date, I have been given 3 of these cars. Usually when the abs or the turbo goes out the owners are quoted about $1500 to $2500 to fix them. If you do it yourself you can fix them for less than $200 (if it is the turbo) or less than $75 if it is abs. Below are some links to a couple of sites with lots of info and parts. http://www.stinger-performance.com/ This is a link to a person that has a lot of information on using the 2.3 engine. As stated above, there are differences on the 87 and 88 Turbocoupe's wiring, but stinger has an article on repinning the connector. I have done this in the past and it only took about an hour. http://stinger-performance.proboards.com/ Her is a link to parts he sells for these cars too.
thanks. its been about 7 years since I messed with these little 2.3 turbo beast. I drag raced several of these here in Indy for about 12 years with the funnest being a 1986 white SVO. best time I ran was a 13.15 in the quarter and I weighed about 460lbs at that time! it was my daily driver and would run circles around anything on a twisty road, even with trashed lower ball joints. glad to hear you are updating the connection rods. these and the stock forged pistons are the weak link in the engine. I used Crowler rods with custom forged Ross turbo pistons in all of mine even if it was a street only engine! found out the hard way one too many times. Ford Motorsport use to offer a really good roller cam for these that was .420 lift but I can't remember the duration at .050... somewhere around 248 degrees. I would run it advanced 2 degrees with stock ranger roller flowers and the recommended valve springs. only issue I had with the stock 6250rpm limit was not high enough for this cam! sounds like yours is going to be one fun little ride. later, PaceRacer50
PaceRacer50, I added your info to my 2.0, 2.3, and 2.5 S.O.H.C. info thread here on the H.A.M.B. See my signature for the link to the info thread.
Exeter Auto Supply has Offy intakes for he 2.0, and 2.3. http://exeterautosupply.com/Offenhauser Catalog.html
Hey, what are you guys with carbs doing for ignition on your 2.0/2.3s? Points? Pertronix? Electronic? Nobody makes a HEI style distributor huh? This thread is awesome.
Dumb question... and without going thru all the previous posts... what kind of vintage-ish dress-up items are available for the 2.3? I'm considering using one in a vintage style open wheel speedster / indy style car. Thinking it would be cool to disguise it as best possible. Other candidates include the O/T Miata, Alfa and Quad-4s. Pix of finished and detailed engines apprecated. Thanx, Gary
Check out my 2.0, 2.3, & 2.5 info link in my signature, some good links to people who make good parts for these motor's
i thought id give some info on this topic. maybe help, maybe not. my o/t go fast car is a 74 pinto with a turbo 2.3 and a t5. its far from stock. some good info on this thread but some isnt all correct. i did not read all pages, just the first and last few. some i may say could have been said already. all the work ive done with these engines has been with a turbo based block. the later 2.5 crank runs a smaller main journal. there were 2 factory turbo cams. the larger is the same specs as the motorsports a-231. small cams were in all 83-85 turbo birds and cougars pre 85.5 svos. large, 231 cams, were in 86 and up turbo birds and cougars and 85.5 and 86 svos. roller cams started in 88. there were 2 grinds from the factory in roller. it changed mid 90s. the aftermarket ford turbo roller car mentioned before is the a-237. i have one sitting in the shop. a buddy has one in his 84 mustang turbo gt and runs low 11s with a shit tune. dynoed over 400 hp at the wheels. obviously other mods. that a 237 is far out of date compaired to what esslinger and boport has to offer. all exhaust manifolds 86 and later (not sure what the 85.5 runs) were the same. look for the ford casting number starting with E6. it flowed much better than the early crack prone E3s. there was an upgrade from the factory which flowed better than the E6 and also less crack prone than the E6. look for the ford part number starting with RFE6. ALL turbo 2.3 engines ran a t3 style foot turbo. ihi included. ihi and any other factory turbo 2.3 charger can be interchanged on the exhaust manifold. 83-85 ran a non water cooled turbo. 85.5 up ran water cooled turbos, both t3 and ihi. there is a tsb on non water cooled early turbos to upgrade to water cooled. i believe for oil coking issues. mine has a holset hy35 off a cummins intercooled eecs run a more aggressive timing curve due to the cooler charge air. any eec can be interchanged as long as other supporting mods are done. for example, to upgrade my 84 turbo coupes "tc" eec to an 86 svo "pe" eec, i would need to change my injectors from 30# to 35#, switch my small air meter to a large and intercool. premium fuel switches can be jumped to fool the computer to think its always on premium setting. just be sure to keep high test in it. 87-88 turbocoupes need to be repined and an act sensor added to run in other cars. 87-88 turbocoupe computers also had a faster processor. 2 fuel injectors were used in turbo 2.3s. 30# had a green top, 35# had a brown top. all run low impedance at around 2.4 ohms. the factory eec can properly control an injector up to 10% larger without needing chipped or tuned. cfi 3.8 fords run 37 or 38# low imp injectors. cfi non ho 5.0 ran 46# low imp. cfi ho 5.0 ran 52# low imp. factory bottom ends have proved them self up to 400 whp before getting shaky. cranks and rods are same as a 74 pinto. rods still stamped with D4. but, turbo motors run forged low compression pistons. turbo heads are also different than na heads. volvo head swaps are being done now with good results. the volvo head flows amazing compared to a stock 2.3. plus its dohc and aluminum. the turbo 2.3 has proved itself to be a nasty little engine. john hubers 79 mustang crushed the compatition in hot rods power tour 2 years ago. averaging faster than na and power adder small blocks. as well as na and power adder big blocks. all while averaging high teens for fuel economy. though his is HIGHLY modified. still, fast time of 8.93 in a full interior street car getting 18ish mpgs is impressive. kenneth, i did not go to your site yet, but ill include some venders/info sources i have used. www.merkurencyclopedia.com www.bo-port.com www.esslingeracing.com www.racerwalsh.zoovy.com www.turboford.net
great inforamation click this here is my 2.3 running for the 1st time in my 29 coupester thanks to kenneth S http://v7.tinypic.com/player.swf?file=34smiyu&s=7
thank you guys for all the great info... I am going to look at a 2.3 turbo tomorrow.... its a 1987 complete with all engine .,.turbo wiring .. computers the good ones I have been told... and its hooked to a t5 with clutch flywheel and pressure plate starter.... the works... and he wants $1000 for it all..... sounds like a good deal if its all ok...with gas prices reaching $1.30 a liter here... about $5 a us gallon..... it could be the way to go.. hope to have more soon....
I have a "built" 2.3 w/ t3/t4 turbo, t-5 tranny, tube header, dirt track roller cam, etc., etc. headed towards my '53 chevy pickup. less cyls, less lbs and more power than stock. Base engine from '88 turbo t-bird.
I purchased the 2.3 and t5 today... got a great deal and are very excited about putting it in my truck... I noticed it has the Merkur motor mounts.... they look like they may work ok with a mount with biscuits off the frame.... Ill look into that some more.... I think its going to be a fun project...
The Jalopy Journal
