Merkur and Scorpio had a T9 5 speed. You can buy adapter and flywheel to take any SBF trans http://cgi.ebay.com/ebaymotors/2-3-...rbo-Coupe_W0QQitemZ120347698451QQcmdZViewItem
Wow! i'm glad to see there are other options where power choice is concerned. I'll bet these little four banngers get good fuel economy as well? Something necessary in todays roller-coaster fuel market. I think I might have to score one of these little motors.
For more info on the 2.0/2.3/2.5 Ford s.o.h.c. banger look here! http://www.jalopyjournal.com/forum/showthread.php?t=317117
Man you cats hooked me with this Thread. I have an 87 TurboCoupe in the drive, along with a T roadster body. This could be the start of another project that I don't know how I will ever finish.
guys thanks alot for all your posts, i love the 2.3 have three mustangs all 1989s all with 2.3efi have a chance to pick up a spare 91 block with DIS ignition would like to convert it to carb will the distributor pop in once i get that sensorplug out, I know i have to get rid of the 8 plug junk head and keep that cam though,, what ford distributor should i hunt down for the duraspark system,i would probably be using that gm4 pin module mounted on the inner fender to control the duraspark, was thinking about getting the carb adapter plate that bolts up to the efi intake from esslinger ,,,,,,thanks
No longer a doubter... here is an O/T pix and apology - I feel the need to apologize if any of my posts about initially wanting a small motor and getting good mpg with an I-4 seemed a little less than sincere after I opted for a super charged V-6 in my new rod project. Why? Well I've seen the light. On Friday night I threw a little coin in GM's direction and got a new Chevy HHR in SS trim with the 2.0L Ecotec I-4 turbocharged motor. The performance is just insane and besides that they stuffed it into very good handling car. The SS is light years better than the 2.2L HHR I traded in on it. I just can't imagine how fast a little roadster or truck with a turbo I-4 could be, weighing in at 1000-1500 lbs less than the HHR . Keep thinking fast and efficient you guys!!! Later, Gary
Thought you might want to see a pic of my 2.3 Pinto engine project. They are fun to mess around with and with the right set up, can be pretty spunky............ Dunk
My engine is at machine shop and I'd like to do frame front kickup and stretch today. How long is a Pinto engine from back face to furthest forward point (water pump pulley?)
I put the 2.3 turbo motor trans and 8.8 rear out of a 87 turbocoupe in a 1988 notchback mustang and it went 13.90s with 150,000 miles on the drivetrain,so those 2.3 turbo motors are real cool.
Thanks. I'll weld it up. I'm trying to avoid the usual problem of sedan pickups looking too long so did not want to leave too much.
I dont like the look of all those wires. I heard that the cam sensor that runs the additional 4 wires screws up. I dont know though I got one in my daily and it runs fine.
ok so i here that the 2.3 head will bolt right on the newer 2.5 ranger block anyone know if this is true? mini stock/trophy truck you just have to use a crank sensor ing.
I am using a 1988 2.3 litre from a Mustang in my '23 T Project. the ole Pinto Engine is a pretty popular little machine. Wp
The 2.3 head will bolt on a 2.5 (the only difference is the 2.5 has a longer stroke crank, and a piston with a shorter compression height, the bore dia is the same) but since the 2.5's don't have a hole for a distributor you would have to use a crank trigger, with a distributorles ignition module that you can adjust the timing advance curve with (MSD makes them) then you need 2 coil packs to fire the spark plugs, or you can find a 1988 or later block (they made the main journals smaller in dia in 1988) that still has a hole for a distributor (they did away with the distributor hole in the block in 1995), the 2.5 was made from 1998-2000, the 2001 to current 4cyl ranger engine is totaly different, it's a Mazda derived 2.3 dohc, so nothing will interchange with the 2.3-2.5 "Lima" engine.
You can get 175 hp on 93 octane "easily" and 225 on race fuel on the 2.0, and more than 20% more hp with the 2.3. Lots of fun at half the price.
Hot Rod Mag just finished its Drag Week, 1000 miles and 4 drag strips, carry all your spare parts. Huber beat all the power adder V8s with his Ford four cyl., 9.20's at 150 mph.
As has been mentioned before, Cosworth (a performance company in the UK) made a 16 valve twin cam cylinder head for the 2liter pinto engine, which fits right on. These engines were initially "normally aspirated", but when they were put into production, they had the addition of a turbo charger. These same basic engine designs, today, are making in excess of 1000hp...... http://www.jemsracing.co.uk/cs_dragescort.html Recently we updated our pinto powered roadster with a Cosworth cylinder head, an Eaton supercharger and a custom prototype inlet system. This is the basic Cosworth cylinder head used..................... And mocked up on the block in the car......................... Now finally all assembled, running and being used as much as we can !!
Esslinger heads are the best bang for your buck, they have done their homework. I don't know about streetablilty, though. If it is a solid lifter head, you will, or better get very familiar with running the valves. Watch out for claims of huge HP numbers, as there is a wide variety of cam grinds. Some of the high hp cams are at rpm ranges you will most likely never see, but torque, ah, that you will see. Look for cams with some grunt off of the bottom, you'll be more impressed than with a cam with hp numbers. My current engine is 2.3 with small mains decked to -.006, lightened crank, Wiseco pistons, Manley 5.7" race pro rods, Total seal rings, Esslinger head milled to the intake bolts (solid follower, rollers are illegal), home built intake based off of the base of the ranger fuel injection, Holly 500 massaged by Willy's, MSD pro billet distributor, MSD 6aln ignition box, MSD blaster high vibration coil, and is juiced by a 16volt battery. I have a 8500 chip in the MSD box, which I hit every lap. I think this motor would do 9000, but keeping the solid followers on at that RPM is iffy. In a pinch we've made back up motors out of bone stock junk yard bottom ends. We just stretch the spring in a new oil pump to boost oil pressure a bit, race oil pan, and bolt all of the good stuff on top. I've won races with these "grenade" motors, turning lap times faster than the super late models and their $30,000 aluminum V8's. From my experience the stock bottom end will run 8500 rpm for a large chunk of a racing season. Now if your running 2nd in the feature on a 3/8ths mile track and you reach up and pull the 8500 rpm chip out of the MSD box because you want the motor to pull three more car lengths into the corner, you'll only get about three laps out of it at 8700 rpm, just sayin.
My 2.3 project is going together right now and I will posting up a thread when it's done. I had a lot of help from Boport racing heads, he knows these motors better then anyone else. If you are looking to have a turbo motor check out turboford.net for tons of info. Huber is a regular there and that car is amazing, check out Youtube for some wild videos of him at the track.
Go to an English site Loads of dress up parts avalible in the UK 2 liter pinto "I CAN COUNT TO POTATO"
Had a 29 glass roadster years ago. Put a 2.0 pinto in it. The A restorers were using them in their highway cars then. I used a 32 bellhousing and transmisson with syncronized later gears. Was a nice driver and ran the 29 rear. Had an A flywheel on it by using a shop made adapter.
Granted, this is in my '89 Mustang right now but will soon be removed and planted in my '27 RPU. Normally, the 2.3 oil filter sticks straight out the side of the block. However, that is remedied by bolting on the factory oil filter adapter from an '85-'89 Merkur XR4ti which places the filter at a 90* angle giving much more room to fit inside an A frame.
i need help with a motor im picking up . i believe its a 87 2.3 wanted to know if a 89 t.5 from A 5.0 will work with this motor also how to convert to carb what steps to take so i dont have to use the efi ...
From what i understand, no. The t5 behind the 2.3 has a smaller input shaft than the t5s behind v8s. Not a bad thing though, because I bet you could pick up a 2.3 t5 for a bit cheaper than the v8 t5 because they are "useless" to everyone else. I was fortunate enough to buy a t5 with the bellhousing (which is unique to the 4 cyl as well) and some engine parts from a turbo bird guy.