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Look what i found. Thought the 2.3 guys would like.

From Technical Ford’s 2.0/2.3/2.5 litre engine family guide - THE H.A.M.B..
No problems if it has to be deleted for it being copied and pasted. Nice info though and props to the person who took the time and posted it.

Ford’s 2.0/2.3/2.5 litre engine family

These motors are commonly referred to as either the Lima or simply the 2.X OHC (Over Head Cam) engines. They started life based on the German designed 2.0 EAO Sport motors that were first introduced to this country in the Mercury Capri’s from the early 70’s. They share nothing with the 2.3-2.5 litre HSC motors that were offered in the passenger car line from ’84-’91. Initially the 2.3 was supposed to be designed so that the 2.0 EAO parts would interchange, but due to different manufacturing processes it was not feasable) according to Ford, a couple of easy ways to tell if you have a 2.0L EAO engine, or a 2.0/2.3/2/5L lima engine is that the 2.0 EAO engine has 10 valve cover bolts while the Lima engine has only 8 valve cover bolts, and the distributor is in front of the number 1 intake port on the EAO engine, while the distributor is under the number 1 intake port on the Lima engine. The 2.3 first debuted in the 1974 Pinto using a progressive 2Bbl Webber/Holley carb and a points distributor. In ’75 they were upgraded to a Duraspark ignition system. They remained unchanged until about ’81 when the intake ports were changed from an oval to a D shape (flat floor). The 2.0/2.3 litre versions that were offered in Rangers starting in ’83 used a different head having four evenly spaced round holes of equal size. A 2.0 litre 1-bbl carbed version was offered in Rangers from ’83-’85, and in ’87-’88 with a 2-bbl in some parts of the US, Canada and Mexico. EFI was added to the engines in ’85. In 89 Rangers (91 in Mustangs) the 2.3 was changed to a DIS (Distributorless Ignition System) ignition utilizing a new 8-plug head. This head had larger evenly spaced D-shaped intake ports and was used until the end of production of the 2.5 in ‘01. The 2.5 litre version was only offered from ‘98 To ’01, when the engine was replaced by a 2.3 litre DOHC Duratec based engine.

In ’79-‘81 a high compression drawthru carb’ed turbo version of the 2.3 was offered. In ’83-‘88 a lower compression EFI turbo version was offered in T-birds, Cougars, Mustang SVOs and Merkur XR4Ti’s (through ’89).

Some of the changes to the motor over the years were:
Rear main seal changed from a two piece to a one piece design in ’86.
Roller cams were installed from ’88 on in Rangers and ’91 on in Mustangs.
Crankshaft main journal sizes were reduced starting in ’88.
CPS (Cam Position Sensor) was added starting in ’95 (’94 in California). At this time Ford changed to a 104-pin computer (it was a 60-pin) and moved the DIS functions into the computer, previously the DIS system had a TFI module as a separate unit mounted on the front of the intake manifold.

Major engine specs are
.......................................2.0........ .2.3 Early....2.3 Late.....2.5
Bore...............................3.520........3. 780.........3.780......3.780
Stroke............................3.126........3.1 26.........3.126......3.401
Bore Spacing...................4.173........4.173...... ...4.173......4.173
Main Journal Dia..............2.3986......2.3986.......2.2055.. ....2.2055
Rod Journal Dia...............2.0468......2.0468.......2.0468. ....2.0468
Con. Rod Length..............5.2047......5.2047.......5.204 7.....5.457
Crank Center to deck.......8.368........8.368.........8.368......8 .368
Piston pin height...............1.583........1.583.........1. 583.....1.2105

Differences between major engine parts are as follows:
2.0 is an underbored 2.3, with the exception of the bore the blocks are identical to all 2.3’s (note the ranger 2.0 block can not be bored out to accept a 2.3 pistons).
’75-’88 2.3’s are interchangeable.
’89-’94 same as ’83-’88 2.3’s but have a smaller main journal saddle, the oil pan seal
surface was changed in ‘87 to eliminate the 4 piece seal and holes were added in the front to bolt on the DIS’s crank trigger assembly.
’95-‘01 similar to the ’89-‘95’s but a Cam Position Sensor was added behind the aux sprocket, the hole for the distributor was eliminated and the oil pump was moved in place of the aux. shaft itself.
Turbo blocks are identical to the ’83-’88 Ranger blocks but have an additional boss w/ a hole threaded in the pass. side about ½ way back that provides a place to drain the lubricating oil back into the engine from the turbo.

2.0 and early 2.3 Lima cranks are identical.
Late 2.3 Lima cranks have smaller main journals.
2.5 Lima cranks are identical to 2.3 Lima except they have a longer stroke.
2.0 and 2.3 (including turbo) rods are identical up through at least ’94. In fact they still have the original D4 (’74) casting number on them.
The 2.0 pistons are unique and don’t interchange.
The 2.3 pistons are all the same excluding the turbo versions, which were forged. Low compression (8.0-1) in the ’83-‘88’s and high compression (9.0-1) in the ’79-‘81’s.
The 2.5 pistons are similar to the 2.3’s but have a different wrist pin height.

All 2.0/2.3/2.5 heads will physically bolt in place of each other, they all have similar exhaust port shape and placement. All cams are interchangeable as long as they are used with the proper followers. Later model ('95 and newer) roller cam followers cannot be easily swapped onto an older head as the valve stem size was reduced in the newer heads and matching slot in the follower was reduced, the 83-88 2.0 carburated Ranger engine and 2.3 carburated Ranger engines have the same small round intake ports spaced evenly apart, they differ from each other in their valve sizes though.

There are several variations on the 2.3 heads though they break down into 4 distinct types:
1. Passenger car oval port heads-’74-’80 Mustang, Pinto, Fairmont, Bobcat, etc.
2. Passenger car D-port head-’81-’95? T-bird, Mustang, Etc.
3. Truck round port- ’83-’88 carburated Ranger
4. Truck D-port- ’89-’01 Ranger. The '89-'94's and '95-'01's have different combustion chambers and ports.
Do not make the intake ports larger on the 2.0 EAO, or 2.3 Lima with the oval ports as they are all ready too big for the size of the engine which is why in 1981 they went to the d-port intake port, on the 2.0 EAO you can actually fill the bottom of the intake port with a 1/4 inch of epoxy (or your favorite filler) making it a d-port, you will not lose any airflow (cfm) but you will drasticaly increase port velosity which = more power.

Roller Camshafts
'88-'94 Ranger Roller cam .215" lift at lobe. Lobe is .675 wide
Follower's roller diameter is .900"
'95-'01 Ranger Roller cam .215" lift at lobe. Lobe is .510 wide
Follower's roller diameter is .900"

Head gasket for turbo or any Lima engine (0-27psi)- Fel-pro #1035
Recommended Valve Seals (Good for N/A too)
Intake- E7ZZ-6571-A
Exhaust- E7ZZ-6571-B

Cylinder Head Flow Numbers provided by Bo at Boport Racing Heads, (he is also vendor for 2.3 stuff)
D=d-port / T-D= turbo d-port / L-dual= 97-01 dual plug /
E-dual= 88-96 dual plug / Ess-D= Esslinger ported d-port/
inches D T-D Oval Round L-dual E-dual Ess-D ported ARCA

Performance parts vendors.
Welcome to Esslinger Engineering
Stinger Performance Forum - Home
Boport Racing Heads (Powered by CubeCart)

If you have some additional knowledge that will make this data more precise please post it, Thanks.
Thanks to:
Bo at Boport Racing Heads.
for additional information.

__________________________________________________ ___________________________

Volvo B234F Head Conversion for 2.3L OHC Ford


The cylinder head off a ‘89 - ‘90 Volvo 740GLE B234F engine can be used on the Ford 2.3L OHC short block, commonly seen in a turbo configuration in the 1980’s Turbo Mustangs, SVO Mustangs, Merkur XR4Ti’s, and Thunderbird Turbo Coupes. This is an effort to provide one solution, out of many possible, to clearly guide one through the conversion process. The B234F Volvo engine may have also been available in a '91 940GLE sedan or wagon. Early B234F engines had a mechanical cam belt tensioner. Later ones had a hydraulic tensioner. A head off of either engine will work as described below for this conversion.

In addition to the cylinder head modifications detailed below, intake and exhaust manifolds will have to be constructed as the stock Ford 2.3lt. manifolds will not fit. There was a turbocharged Volvo engine but the manifold is not suitable to this conversion as it places the turbo in the same location as the Ford starter. The head to manifold flanges and the parts of the individual runners containing the injector mounting bosses can be used from the Volvo intake but the runners will have to be angled up to clear the left hand drive brake hardware.

Overview and General Considerations:

Familiarity with every component is the key to success, so direct your attention to the Ford block, Ford and Volvo heads and head gaskets, the engine coolant systems, oil supply systems, fasteners, factory recommended maintenance (especially with regard to the Volvo cam tower sealants), valve train systems and components (including cam gears, belts, tensioners, their relative alignment with each other and the block, and piston-to-valve interference points).

Volvo Engine Overview:

740 Engine four cylinders gasoline engines: N/A 8v - 114 HP, Turbo 8v - 160 HP, N/A 16 valve: 153 HP

Volvo 16v flow (with the stock .430 cam and port matching): 240 cfm [unverified claim]

Esslinger Engineering aluminum head flow (with a .585 cam at 6500 rpm): 260 cfm

Stock Combustion chamber volume = 53cc

Volvo head maintenance: Breakdown of the gasket sealer (used in place of gaskets) on the Volvo 16V cause oil leaks onto the cam tower faces; solution - reapply sealer every 40K-50K mi.

Head fastener info:
head bolts 14mm.
manifold nuts 13mm
support bracket for intake 12mm
timing cover bolts are 10mm and 12mm
water pump pulley 10mm nuts
valve cover 10mm
the best tool for the intake nuts is a ¼" drive ratchet, extension, and 13mm swivel socket

Valves: The 16v is a N/A head and if turbocharged, the valves, especially the exhaust, should be changed. There is room to install larger valves, the stock sizes are 34.5mm intake and 31.5mm exhaust. Oversize valves up to 36mm on the intake and 34.5mm on the exhaust can be used. New cam buckets aren’t needed for the conversion, but can be obtained.

Head Comparison: The Porsche-designed Volvo head, is noticeably shorter than the Ford. Ford’s combustion chambers (and cylinders) are evenly spaced, the Volvo’s are not. The head bolt locations, two of the three oil return holes, and some of the water passages holes match exactly and the others can be matched.

Oil: The Ford head receives oil from the rear, the Volvo from the front. Run a line from the pressure side of the pump, from the back of the block, where there’s already a tapped line, to the side (preferably the front) of the Volvo cam tower assembly. The actual cylinder head itself does not require any pressurized oil supply. All of the requirements for pressurized oil supply is confined to the cam tower assembly. The resulting drain back takes place through the lower main cylinder head. The Volvo bucket tappets are hydraulic with no lash adjustment shims. Higher performance cams are available but they may require changing to solid tappet buckets with adjustment shims.

Water passages: Water can be run externally, but many of the water passages already match and are all very close. The water passages in the Volvo head, quite possibly, can just be enlarged to be able to supply the needed water, however cooling at the back of the piston on #4 is less important than matching water passages to the gasket. The downward opening passage in the front of the Volvo head is the water pump bypass; it uses an o-ring between the passage and the pump. Seal the opening and install a connection to the heater core line.

Parts Required:
Off the shelf:
Oil feed line: taps, fittings and a -3 pressure line to feed oil to the head from the block feed point. (Custom length)
Cam Sprockets: Volvo, round tooth from 16v made adjustable (vernier)
Timing Belt Tensioner: stock Ford mounted on a plate
Tensioner (2nd pulley) for Timing Belt: Volvo, from 8v motor
Crank Gear: new (round tooth) Ford Ranger crankshaft gear, spaced 5/16" (or 8mm) from block.
Distributor Gear: new (round tooth) Ford Ranger distributor (auxiliary shaft) gear
Water Pump Sprocket (from new Ranger motor)?
Timing Belt: 3.0 Mitsubishi - 25mm wide x 55 7/8 long, pitch - 9.5mm or 3/8"
Gasket, Head: Fel-Pro 1035 (Performance Line) for the Ford 2300
Gaskets, Intake: Fel-Pro MS95263 for the Volvo B234F
Gasket, Exhaust: custom or none
Valves: Racing Engine Valves (REV)

Tensioner mounting plate
Head block

Machining Required:

Block Modifications:
Tap and thread the rear oil return passage of the block and install a pipe plug. Rear jackets don’t need to be blocked. Install pistons with custom valve reliefs or cut reliefs into stock pistons.

Head Modifications:
The front water outlet must be sealed at the bottom and fitted with an outlet opening towards the passenger side. Fill and cc the middle combustion chambers to better match the head gasket (.060). Match the necessary water passages with the Ford gasket. Tap the head to accept an external oil feed. Prepare and machine the block of aluminum, then tig weld to the back of the Volvo head. Appropriately surface and true the head. Install the external oil supply line from the added block to the forward tapped point.

Details of aluminum block attachment:
Dimensions – width of Volvo head x height of Volvo head x (length of ford head - length of Volvo head, sort of)

Details of tensioner mounting plate:
Shape, drill points, mounts points etc.

Install head
Install valve gear: Mount the Ford tensioner on a plate, mount the plate on the front of the Volvo head, fit the belt to the tensioner, and confirm all rotating belt parts are on same vertical plane. Belt Routing: A plate goes across the top, front bolt holes on the Volvo head, which has a locator pin hole drilled into it for the 8 valve Volvo tensioner. Tensioner bolt comes off of the left passenger side bolt hole in the head. Verify the intermediate and crank sprockets are spaced appropriately from the block for the belt to run true. Time the motor.
Install intake
Install exhaust
Install accessories, radiator, intercooler, a/c etc.

Cylinder head considerations:
1. Oil feed to the head: run hose from block or remote oil filter directly to the upper head section and plug the Ford block to the head in the left rear corner with an allen plug.
2. Instead of placing a small block of aluminum across the back of the head we will be placing a full length, top to bottom piece of aluminum across the back of the head to guarantee that we do not have any oil/water leaks. An additional oil drain hole will be drilled into the back of the head since one of the three factory oil drain holes will be plugged. We were going to also drill an oil supply hole and supply the factory oil feed hole with the oil supply, but we have decided against it and we will be running an external line from the outside, through the side of the upper head section, where no water lives, and supply the oil to the internal feeders at a better location in order to supply both sides of the head simultaneously.

Suppliers and Alternative Components
Engine Management:
There are a lot of fuel management possibilities out there:
FELPRO/SPEEDPRO SEFI8LO is probably the best for the money,
EEC-Tuner is good on a variety of Ford ECMs (A3M1 is best but the wiring has to be swapped). The wiring kit complete from computer to sensor plugs is readily available at Painless Performance.

Cam discussion:
Richard Prince is the contact. The modified cam specs are: Advertised duration 268 degrees, duration at 0.050", cam lift 228 degrees. Lift 0.438" Cam lift at TDC 0.070" Intake centerline 109degrees ATDC. Lobe separation angle 112degrees
Stock cams and gears: A$100
Modify cams to specs: A$886
10% tax on $886: A$89
Modify cam gears to vernier: A$300
Subtotal A$1,375 plus shipping, customs, my service fee 10% A$135 import duty to your account
Total A$1,510

This configuration requires no change to cam buckets
REV can provide larger valves. Also consider using alloy valves and before the swap, also the valve faces could be coated, as well as the outside of the head for a little better heat retention, and the tops of pistons as well. Larger replacement valves: 36 and 34.5; they will require new exhaust seats, the intake will cut out far enough. One possibility: Porsche 928 S4(?), 7mm dia., hyd. Adj., intakes 37mm, exhausts 33mm

Timing Belt:
3.0 Mitsubishi 25mm w x 55 7/8” l, pitch - 9.5mm or 3/8", Hyundai 29mm wide, Ford 19mm. Use Volvo 8v cam sprockets if a square-tooth belt (like the stock Ford) is desired.

Cooling System:
It is possible to use the Davies-Craig electric water pump and not even use a bypass, and use another electric pump for the heater core loop, like Mercedes and BMW are both doing.

It's easier to get the aluminum 2.3 head from Esslinger Engineering. (it will out perform the Volvo head).
__________________________________________________ ___________________________

2.0 / 2.3 / 2.5L, 5 Speed Transmission info.

The Toyo-Koygo 5 speed, the shifter is 25" back from the front of the bell housing (this is the weakest of the Ford Ranger 5 speeds, mainly found in 1983-1988 year models). The throwout bearing is hydraulicly operated.

The Toyo-Koygo Mazda 5 speed, the shifter is 19" back from the front of the bell housing (stronger than the 5 speed mentioned above, it is found in 1987-2001 Ford Rangers). The throwout bearing is hydraulicly operated. There were 2 versions of this transmission the 1987 and up M50D-R1 the bell housing is part of the main case, while the later version the M50D-R4 is basically the same except the bell housing is removeable.

The Borg-Warner T-5 5 speed, (no picture available) that came in 1984-1993 Ford Mustangs with the 2.3L engine, the shifter is 28" back from the front of the bell housing, the throw out bearing is cable operated. The turbocharged Ford Thunderbird Supercoupe that where T-5 equipped used a throw out bearing that is hydraulicly operated (I am not sure of the distance of the shifter to the front of the bell housing, it could be the same as the Mustang T-5, or it could not, and I am also not sure that you could swap the bell housing from a T-bird T-5 to a mustang 2.3 T-5). More info to come.

Ford duraspark conversion.
Make sure that you have the "blue module" where the wires come out at.

2.3 performance parts

STINGER PERFORMANCE ENGINEERING - 2.3 Turbo Performance Parts for Mustang SVO, Thunderbird Turbo Coupe, Merkur XR4Ti, Pinto, Ranger, and Sand Rails
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post #2 of 2 Old September 22nd, 2010, 02:18 PM
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Good Info!

00 GT 4V, JLT MAF, SCT Tune, 4.10's, SFC, LT, X-pipe, Pypes M-80's, tubular K mbr, tubular rear suspension, steeda drag springs, QA1 frt springs, steeda antiroll bar, Strange struts & shocks, Greg Weld 5 stars with MT ET. 4000 Stall, J-Mod.
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