gradan07
Member
- Joined
- Mar 13, 2018
- Messages
- 36
- Reaction score
- 6
- Points
- 8
- Location
- pa
- Vehicle Year
- 1991
- Make / Model
- Ford
- Engine Size
- 2.3 turbo
- Transmission
- Manual
build log 13
I had been considering installing the 4.0 for some time before this. I was shopping for the m5od that would bolt up to the 4.0. This proved to be harder than i thought. all the local yards did not have them. Craigslist and ebay at the time wanted about $600 for a used one. The 4.0L needed a full refresh too. While looking for the 4.0 trans an add came up on craigslist for a 1988 turbo coupe motor. I have always been a fan of the mustang SVO from the 80s and i had looked into building one before for a mustang i owned. I gave the guy a call and brought it home the next day. The motor did not have a wire harness or the alternator/power steering brackets. the price was right and i had the added bonus of keeping my M50d trans with the lower gearing.
I got the motor on a stand and started the clean up process. I also went ahead and ordered all new seals, water pump, hoses, hose clamps, oil pump, head studs, ignition components, clutch kit, timing belt, complete ron francis wire harness, and used LA2 ECU. A few goodies from Stinger included manual boost control valve, and silicon inter cooler couplers with T bar clamps.
The timing belt covers were cracked so i ordered all new front plastic
During the build i found that the factory log style manifold had two cracks so i ordered a stainless steel tubular manifold. The manifold kept the stock turbo location.
starting to look like something
To monitor the new motor i also have jegs brand boost and oil pressure gauges.
The 2.3 turbos are known to have marginal crank case ventilation so after some research I copied a popular crank case vent system using parts from summit racing.
This ties into the main crank case vent and the valve cover vent. The stock system normally routes the air back to the turbo inlet but this just vents to atmosphere with this catch can. I have had no issues with oil pushing past seals with the new system
I had been considering installing the 4.0 for some time before this. I was shopping for the m5od that would bolt up to the 4.0. This proved to be harder than i thought. all the local yards did not have them. Craigslist and ebay at the time wanted about $600 for a used one. The 4.0L needed a full refresh too. While looking for the 4.0 trans an add came up on craigslist for a 1988 turbo coupe motor. I have always been a fan of the mustang SVO from the 80s and i had looked into building one before for a mustang i owned. I gave the guy a call and brought it home the next day. The motor did not have a wire harness or the alternator/power steering brackets. the price was right and i had the added bonus of keeping my M50d trans with the lower gearing.
I got the motor on a stand and started the clean up process. I also went ahead and ordered all new seals, water pump, hoses, hose clamps, oil pump, head studs, ignition components, clutch kit, timing belt, complete ron francis wire harness, and used LA2 ECU. A few goodies from Stinger included manual boost control valve, and silicon inter cooler couplers with T bar clamps.
The timing belt covers were cracked so i ordered all new front plastic
During the build i found that the factory log style manifold had two cracks so i ordered a stainless steel tubular manifold. The manifold kept the stock turbo location.
starting to look like something
To monitor the new motor i also have jegs brand boost and oil pressure gauges.
The 2.3 turbos are known to have marginal crank case ventilation so after some research I copied a popular crank case vent system using parts from summit racing.
This ties into the main crank case vent and the valve cover vent. The stock system normally routes the air back to the turbo inlet but this just vents to atmosphere with this catch can. I have had no issues with oil pushing past seals with the new system