turtle1hp
New Member
- Joined
- Jul 17, 2018
- Messages
- 3
- Reaction score
- 0
- Points
- 1
- Location
- Walker, LA
- Vehicle Year
- 1999
- Make / Model
- Ford
- Engine Size
- 2.3
- Transmission
- Automatic
- My credo
- Where 2 or more are gathered, there shall be a RACE!
I am preparing to start on a small turbo project and I am in search of information on the 87-88 Ford 2.3 Turbo Coupe cylinder head. I keep coming across conflicting information on different forums and websites.
1) What are the factory flow numbers for the intake and exhaust?
2) Does this head have Inconel exhaust valves from the factory?
3) Does it have flame hardened exhaust seats from the factory? If so, are these seats prone to cracks and need replacement?
Once I have this information, it will have an effect on the modifications I make to this head. I have plans to do port work to the head and I am trying to determine if I will “NEED” to go with larger valves on the intakes, or the exhausts, or both.
The next step will be to determine the cam profile for this build. I will consult with a cam company once I have determined my direction for the head.
If anyone is interested, here is what I am doing. I have a complete 2.3 intercooled turbo motor from a 1987 Ford Thunderbird Turbo Coupe. I have a 1998 Ford ranger with an automatic that will receive this engine. This will be a daily driver and used to run errands. My goals are to have factory type fuel economy with very quick spool time and lots of torque.
My plans on this build, are to enhance the airflow and efficiency of ALL the stock parts. This will include the porting and polishing of the turbo compressor and turbine housings, the exhaust manifold, the intake manifold and the cylinder head. I will be replacing the stock intercooler with a more efficient front mount intercooler and enlarging the exhaust system.
I will raise the stock compression to enhance “off boost” throttle response and torque. I will be zero decking the block to raise the compression ratio from the stock 8.0:1, to as high as I can get it. I would like to see 9.5:1 but I don’t think I will reach that with the stock turbo pistons.
The thought of raising compression goes against common practice with boosted motors, but raising compression has worked for me before, on a Ford Probe Turbo GT. It works if you can keep intake charge temperatures down. By lowering the intake charge temperature, you lower the risk of detonation. There are a couple of items in this combination that help this.
1) A more efficient intercooler lowers intake charge temperatures
2) Enhancing the flow restrictions, from the turbo all of the way to the combustion chamber, requires less boost pressures to make power. This lower boost pressure translates to lower intake charge temperatures
I am NOT looking for maximum horsepower with this combination. I just want good fuel economy with a good kick in the pants when I step on it. Later if I get “boost addiction”, I can add water/methanol injection and turn up the boost. LOL
I will be posting this same post on a couple of different sites, with the chance that I can reach more people that might have the correct information that I am looking for.
Thanks in advance for your help.
1) What are the factory flow numbers for the intake and exhaust?
2) Does this head have Inconel exhaust valves from the factory?
3) Does it have flame hardened exhaust seats from the factory? If so, are these seats prone to cracks and need replacement?
Once I have this information, it will have an effect on the modifications I make to this head. I have plans to do port work to the head and I am trying to determine if I will “NEED” to go with larger valves on the intakes, or the exhausts, or both.
The next step will be to determine the cam profile for this build. I will consult with a cam company once I have determined my direction for the head.
If anyone is interested, here is what I am doing. I have a complete 2.3 intercooled turbo motor from a 1987 Ford Thunderbird Turbo Coupe. I have a 1998 Ford ranger with an automatic that will receive this engine. This will be a daily driver and used to run errands. My goals are to have factory type fuel economy with very quick spool time and lots of torque.
My plans on this build, are to enhance the airflow and efficiency of ALL the stock parts. This will include the porting and polishing of the turbo compressor and turbine housings, the exhaust manifold, the intake manifold and the cylinder head. I will be replacing the stock intercooler with a more efficient front mount intercooler and enlarging the exhaust system.
I will raise the stock compression to enhance “off boost” throttle response and torque. I will be zero decking the block to raise the compression ratio from the stock 8.0:1, to as high as I can get it. I would like to see 9.5:1 but I don’t think I will reach that with the stock turbo pistons.
The thought of raising compression goes against common practice with boosted motors, but raising compression has worked for me before, on a Ford Probe Turbo GT. It works if you can keep intake charge temperatures down. By lowering the intake charge temperature, you lower the risk of detonation. There are a couple of items in this combination that help this.
1) A more efficient intercooler lowers intake charge temperatures
2) Enhancing the flow restrictions, from the turbo all of the way to the combustion chamber, requires less boost pressures to make power. This lower boost pressure translates to lower intake charge temperatures
I am NOT looking for maximum horsepower with this combination. I just want good fuel economy with a good kick in the pants when I step on it. Later if I get “boost addiction”, I can add water/methanol injection and turn up the boost. LOL
I will be posting this same post on a couple of different sites, with the chance that I can reach more people that might have the correct information that I am looking for.
Thanks in advance for your help.