[Av8tor]

Just a couple quick questions here. I just picked up a 1981 mustang 2.3l that is going to become my new project car. The 2.3l in it runs but is in definate need of help. So this is where my questions begin. I have been given a 2.3L out of a 93 mustang with only 40k kms on it that im going to be putting in. Now what im curious about is swapping the head between the 2 motors. From what i understand i can drop in my dist, and it looks like the heads will swap over so i just wanted to try and confirm this.

[OHC230]

All of the Mustang 2.3L heads can be swapped with each other, but not all intake manifolds will swap.

If you have a 93' dual plug motor, the head that came with it, would be a good one to hang on to. In modified form, all of the 2.3L heads are very close in terms of gas flow, but the later model heads tend to have better performing combustion chambers and the advantage of a second plug.

It is possible to adapt carburetors and a distributor to a dual plug head, if have access to some fabrication facilities.

[Av8tor]

Ideally id prefer to keep the long block from the 93 together, originally it was just because of the head that we planned to pull it apart. Now if i can use the dual plug head with the carb that would be awesome. So this leads me to another couple questions.

1. What all is required to put the intake from the 81 onto the 93 dual plug head?

2. As for ignition, i read about having to splice the dist from a nissan 2.4 onto the 2.3 dist, now what all is involved in this. And the other thing is if its possible to just use a msd ignition or something along those lines and use a crank trigger. The plans for the car would wind up going to aftermarket ignition anyways so if i can just do it now and not have to fuss with splicing dists that would make my life alot easier.

[OHC230]

Unless you or someone you know is a good metal fabricator, you will want to keep the stock lower manifold and use a dual carb set up on your engine. there are a couple of options for carburetors, depending on you budget. 81 manifold is not a direct swap.

Yes MSD or Haltech can sell you what you need to install a crank trigger ignition, this would be easier than a distributor splice.

[Av8tor]

Well after digging a bit and looking into doing a msd to do the dual plug, ive decided to scrap the idea of keeping it carbed and im going to probably take it the efi route. Although instead of going with the factory ecu, the plan is going to be to do a megasquirt setup for it. As it will allow boost management when that time comes, and it will also work with the longer term goal for the car of putting in a 2.3L duratec.

[TaterTodd]

Originally Posted by OHC230 All of the Mustang 2.3L heads can be swapped with each other, but not all intake manifolds will swap. If you have a 93' dual plug motor, the head that came with it, would be a good one to hang on to. In modified form, all of the 2.3L heads are very close in terms of gas flow, but the later model heads tend to have better performing combustion chambers and the advantage of a second plug. It is possible to adapt carburetors and a distributor to a dual plug head, if have access to some fabrication facilities.

All the 2.3 heads can be swapped, well how about the 1998-2001 Ranger heads from the 2.5 stroker. They're a higher flowing head and better cam. But with it not being a stroker will they perform better or worse?

[OHC230]

All the 2.3 heads can be swapped: well how about the 1998-2001 Ranger heads from the 2.5 stroker. They're a higher flowing head and better cam. But with it not being a stroker will they perform better or worse?

If you talk to the guys at Esslinger engineering, they will most likely tell you that all of the stock heads, in fully ported form, flow about the same numbers. I have heard the same thing from BoPort.

Esslinger has been doing this for longer than anyone I know of and they are the only people who make a stand alone performance 2.3 head. In fact, they make 2. I consider them to be the most experienced in the field of modified 2.3 engines. The reason I mention this, is that I have had numerous conversations with their staff over the years and I posed the same question as you on a couple of occasions.

Yes the newer heads out of the box flow better, but if you are after more serious power, here is what “Dan Esslinger” stated:

Stock Ford heads really get to flowing good about the same time you grind holes into the water jackets," Esslinger says. "Ours just flow better than that right off the CNC machine. That is going to save a guy a lot of time and expense. Plus, there is not much reason to do additional porting on our head because it isn't going to help much. Where it is worth it to spend all that money on a stock head because you can find 30 horsepower, it isn't worth it on our CNC head because there is maybe only 10 more hp to be gained."

If you compare flow numbers between all of the factory heads at lower valve lifts, the differences are not as significant as you might think. What I am trying to convey here, is that if you have an un-cracked 2.3 single or dual plug head, you can achieve similar results from porting either one. I have stated this before as well: If you can find a good deal on a 2.5L, take it. It is a great little engine.

As for the later cams being different, I have a couple of old and new cams in front of me right now and they all seem to have the same specs. They both have .216” lift at the cam. If I multiply that number by the rocker arm ratio of 1.66:1, I get .358” lift at the valve. I don’t feel like measuring the duration right now, but I am pretty sure the timing events are the same between old and new roller cams.

[TaterTodd]

OHC, thanks for all the help that we keep asking of you. I haven't found anyone that has given more help when a question has been asked. I have found a couple of places here in Florida that have given up some prices for the 2.5's and they aren't that bad ...

[OHC230]

Thanks Todd. I find that 2.3L Mustang guys are a breed apart. We like the fact that we are the underdogs. We know the potential of our small displacement engines and the cost per HP value of building one. Anything that we do to our cars to make more power in normally aspirated form can be multiplied by 3 when we add boost. Our cars can be daily drivers that get 25 MPG, pull 1 g in a turn and still out power other cars that cost 20 times more. We must be dreamers as such.

I am still working on a cam installation guide for the 2.3L engine. I have gathered some more pictures and I have a few tricks of my own to add.