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  1. #1

    Default Will a 2.3T c3 converter work behind my 200 i-6 (TURBOED)

    1. Wondering if the stall is any different between factory 2.3t/c3 torque converters and NA 2.3/ c3 torque converters..
    2. If it is, has anyone tried putting it behind a 200 i-6? I figure the factory imbalance would be in the flex plate. Only difference would be the bolt pattern, which I assume is the same, and if not, easy to change on the he flexplate. Also snout depth could be different. Thanks in advance!

    PS: will cross post in fordsix, but I figured I'd have better luck here since it is more of a 2.3t question. TIA!

  2. #2
    FEP Super Member xctasy's Avatar
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    I found I messed up the teeth count when going my 1985 Ford Sierra A4LD to 3.3 swap, so can't help totally. But I do have all the info to get you in ballpark!

    https://fordsix.com/viewtopic.php?f=...588802#p588802

    A lot of teeth info varies between the US 3.3 flexplates, and the European EAO/Lima 135 and 2.8 Cologne 138 teeth V6's. There are seven types, but only three stall speeds.


    I've gotten them wrong because all my C3's and A4LD's have been the 2.0 EAO, 2.3 Cologne V6, and 2.8 US Cologne V6, and 4.0 5R55 Cologne V6.


    I never checked my C3 1981 Mustangs tooth count, I just used the stock V6 converter and bellhousing, and used my other Australian 160 teeth 3.3 block with a piolot adapter.


    US 3.3 stuff is smaller.



    Ratio and stall speed vary, and C3's a real pest because all the European data rate the Bordeux C3 at 2.2 or 1.9, but the US C3 figure is 1650 rpm, like the Aussie in line sixes and V8'S.


    So 2.0 EAO(Pinto C3), Lima 2300 (Pinto and Fox/Ranger C3) same loose 2.2:1

    Cologne V6 ( 2.3/2.6/2.8 ) tighter 1.9:1; Id guess the 2.3 1980-1981 Turbos, XR4TI's, all the same.

    3.3 I6 1978-1983 Fox, 1650 rpm. http://www.floridatorqueconverters.c...s-ford-C3.html

    https://cobratransmission.com/index....82_384_385_393


    Seven listed. FM139 is high stall 2.3, you'll have to reweld or manipulate the C3 9.1 " spacing to 9.25, by checking the Lima 135 teeth C3 flexplate against the 3.3 132 teeth flexplate.


    Get a EAO 2.0/ 2.3 Lima converter.


    So normally, according to Crosley at FSP, the elements from each converter are brought together to create others. I';m pretty sure ther are only three converter types for the last 1987 Merkur XR4TI back to the first Pinto C3 gearbox of 1973.

    The in line 3.3 liter C3 is very, very tight, a nominal 1650 rpm. I got 2.30 from one source, which might be 2.14:1 or so.

    All low compression, standard duty i6 and V8's have there spinner angles bent to create that level of stall, despite the diameter differences.

    Haynes says the foreign Cortina/Taunus V6 2300 has a 1.9:1 stall ratio. Probably 1900 rpm rated with Fords 2.0 and 2.3 V6 engines. I4's should be the same.

    Haynes says the foreign Cortina 2 liter EAO has a 2.2:1 is the stall ratio for some foreign 2.0 Cortinas, pretty loose, maybee 2200 rpm or more.





    Other examples vary
    Ford big 5.0 GT C5 and AOD has 2350 rpm, and 2.53:1
    Stock 4.9 4-bbl Cleveland is a C10, basically a C4 gearbox, and it confirms Stall Speed 1650 is 2.14:1 from my 1979 Australian XD Falcon book
    eg 1973 US Mustang Clevelands

    351C 2V, C4 Trans, Stall Ratio 2.14:1, Stall Speed 1500-1700
    351C 2V, FMX Trans, Stall Ratio 2.05:1, Stall Speed 1500-1700
    351C 4VCJ, C6 Trans, Stall Ratio 2.16:1, Stall Speed 2200-2400
    351C 2V, C6 Trans, Stall Ratio 2.05:1, Stall Speed 1500-1700

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