Carbed 2.3 to 2.3T part interchanges?

[79Capri@14]

What parts are interchangeable in the 2.3 and the 2.3T? Also, I've heard of parts from other 2.3's being used, (i.e. a Ranger cam) I've also heard of using Volvo 2.3 parts, I heard they're more heavy duty or something. Any help will be greatly appreciated.

RD

[ashley roachclip]

www.turboford.com

[mfpmax]

Most noteworthy part from the Volvo 2.3 is a DOHC head which isn't a direct swap but would require a bit of skill to put onto the 2.3 Ford engine.

Pretty much everything swaps between the two, some things aren't worth swaping some require drilling and taping holes.

[futurexdesign]

www.turboford.com

Or ya know.. we could answer this stuff in house instead of outsourceing to other websites! There are more than enough people here with knowlage in this area.

Now, back to the topic at hand, the Ford 2.3L OHC engine.

Technicly, all the parts are interchangable to a point (that point tending to be the switch to the Dual Plug EFI motors). The bottom ends are the same from the carb to the Turbo motors, main diffrence being EFI Turbo's were set up with Dished Forged pistons (8:1 compression), (carbed turbo's were flat toped 9:1 and I think they were cast... ).

The Cyl Blocks are the same up to the switch to the small journal blocks in the 90's. Turbos have the Turbo oil drain hole cast and threaded into the block, NA's dont have it. There is an SVO Tall Deck block that was sold for racing pourposes, but it is rare, extremly hard to find, and the price matches. It was cast with a taller deck height and stronger construction. Your proably not just going to stumble across one of these.

In the head department Ford released a ton of heads for the Ford 2.3. There are usally classified by the port shape (Oval, Round, and D-Port) Some people say the early Round( Pinto era) and Oval port (Fox era) heads flow better than the later model D-Port heads, but noone seems to be able to agree becuase everybodys combo is diffrent. A Stock EFI Turbo motor comes with a D-Port head with a D-Shaped combustion chamber. The Turbo's were one of the few (that I know of) that have the D-Shaped CC, the NA motors have more of a "heart" shaped chamber. The NA heads can be used on a turbo (and alot of times are mistakenly put on by rebuilders) but it will increase the compression ratio and isnt as turbo frendly. Heads are a crazy topic becuase ford made like a Billion diffrent types.

In the cam department there are the two types you will find from the factory. Slider and Roller, all are hydraulicly adjusted. The rocker ratio if of a variable ratio type. Stock EFI Turbos came with sliders with a grind specific to the turbo motor (there was a large and small grind depending on the year and model). A common upgrade is to install a Roller cam from either a Ranger or 91+ Mustang. the largest gain being the decrease in top end friction, but it also works fairly well as a turbo cam when retarded about 4 degrees. Ford made a change to the Follower/Rocker design in the mid 90's for the ranger engine, so if you get a cam from one of these motors, you will need to use the followers specific to that year cam (Followers do not need to be lobe matched with the roller cams, but they do need to be matched on slider cams..)

Upper intakes.. The early 83-85.5 Inline intake is specific to the turbo engine, and is also specific to that lower. 85.5-89 share the upper design with the EFI 2.3's of the era, but Thunderbird Turbo Coupes had a lower rise to their upper to clear the hood. They are interchangeable to the lower.

Carbed manifolds are going to be useless on an EFI turbo, perty sure the intake on a carb turbo is also completely diffrent.

Volvo parts... only thing used is the head, and thats a completely custom hack it yourself part that people are still toying with.

[mfpmax]

If you did come into a situation where you needed to use the N/A head(such as you have a cracked turbo head), you can have the N/A head's heart shaped chamber ground down to match that ove the turbo head.

[jpywell]

If you did come into a situation where you needed to use the N/A head(such as you have a cracked turbo head), you can have the N/A head's heart shaped chamber ground down to match that ove the turbo head.

And you can put in the SS oversized vales and dual springs etc... if you are going too do that for the inexpensive upgrade it would be worth it. Ben forgot to ship a Ti. retainer for me so I am waiting for the last peice on mine. Im also having my oval port head gutted too.