2.3L ('02-'11) The year is 2025. Anyone know where to get a fresh 2001-2003 2.3L intake manifold?

[King Of Mercia]

As title says.

Seems there aren't any left, even in junkyards.

Reports on just removing the flaps from a worn intake seem mixed. Some people say it's fine, others report codes. I don't see how you'd avoid codes for runners stuck open, or at least for a crappy air:fuel ratio.

I wonder if the truck can be tuned to adapt for the missing IMRC after removing the flaps.

Old part numbers were Dorman 615-462 or 1L5Z9424A, 1L5Z9424AN. If anyone knows a source for an intake at this point I'm all ears.

I've contacted Dorman, who has absolutely no interest in making more.
Ford Corporate wasn't able to even lookup the part number.
Green Sales Co, NOS Parts LTD, Vintage Parts Inc, etc, don't have any.

 

[Brain75]

I didn't repeat the search with 2001 and 2003, but here is the one sole hit that came up for 2002...

 

[King Of Mercia]

I didn't repeat the search with 2001 and 2003, but here is the one sole hit that came up.

Thanks for the catch. I see that one too. Car-Parts automatically searches for the full range of 01-03 if you pick any year inbetween.

And I've seen screenshots from 8 months ago on other forums, where that part shows up from Best Auto. So it's been listed for a long, long time.

Every other time I've seen one appear, it goes away within a week.
Which had me skeptical. So I look at their reviews, and...

Sadly, I don't think the one they have listed is real or exists. The overwhelming number of those reviews says "scam," or "they'll take your money and never ship," etc.

I've also tried to order the Mazda version, 1F70-13-130A, from five different Mazda dealers that had it listed as available, as well as TascaParts, and all of them cancelled my orders.

I'm sure someone, somewhere in the US, has a cardboard box in their garage/warehouse with a little orange sticker that says "DORMAN 615-462 Intake Manifold for Ford" on it, gathering dust. Just gotta connect with them. Or get Dorman to stop being jerks about it and make more.

 

[Brain75]

I would say junkyard, cause my little spot has all kinds of neat unicorn stuff that comes and goes, but 2001 is a bit too new for a Ranger in that yard, explorer sure but Ranger.... haven't seen any 98+ so far.

 

[King Of Mercia]

I would say junkyard, cause my little spot has all kinds of neat unicorn stuff that comes and goes, but 2001 is a bit too new for a Ranger in that yard, explorer sure but Ranger.... haven't seen any 98+ so far.

There are eight Rangers in yards in my area, and they are all 3.0 or 4.0 models. Besides, the problem with these intakes is that the IMRC stuff wears out. Cylinder 1 side, the wear is fixable, but it's tricky on Cylinder 4 if the hole there wears out, or if the flaps themselves wear on the shaft. They all rattle when they start to die, which seems to be at about 130k miles.

Hence trying to find a new one.

Also open to input from people who have personally removed the flaps. I hear it discussed as a solution often, but rarely hear from people who actually did it. Seems like it'd ruin the air/fuel mixture to remove them.

 

[JoshT]

Also open to input from people who have personally removed the flaps. I hear it discussed as a solution often, but rarely hear from people who actually did it. Seems like it'd ruin the air/fuel mixture to remove them.

It shouldn't affect the air/fuel mixture. That is continually being adjusted based on what the MAF and O2 sensors report. All air passing through the engine should pass through both of those, regardless of the configuration. Even with the variable runner intake manifold, everything between the MAF and the O2 sensors should be a closed system.

The purpose of the variable runner system is to modify runner length to match engine operating RPM and demand. Varying the runner length affects the engine's torque curve. Longer runner for lower RPM and higher torque demands, shorter runner for higher RPM and higher HP demands. Disabling the variable runner is just going to lock it's optimal power range into one or the other.

 

[pjtoledo]

the flaps have nothing to do with the fuel mixture.
fuel is injected into the head, which is after the intake manifold.

 

[pjtoledo]

even if you find a manifold the removeable housings around the flappers will probably be broken. they get very fragile with age.
unfortunately those housings are needed to hold the D shaped gaskets in place, they form the inner support for the gaskets.

 

[King Of Mercia]

It shouldn't affect the air/fuel mixture. That is continually being adjusted based on what the MAF and O2 sensors report. All air passing through the engine should pass through both of those, regardless of the configuration. Even with the variable runner intake manifold, everything between the MAF and the O2 sensors should be a closed system.

The purpose of the variable runner system is to modify runner length to match engine operating RPM and demand. Varying the runner length affects the engine's torque curve. Longer runner for lower RPM and higher torque demands, shorter runner for higher RPM and higher HP demands. Disabling the variable runner is just going to lock it's optimal power range into one or the other.

Thanks, I think that makes sense. I assumed the flaps when closed restricted the airflow like a throttle plate.

I'm curious how the truck generates the error code for "runner stuck open/closed" and if removing the plates will cause it to throw that code, assuming i leave the actuator on there doing nothin.

Anyway I'll probably try using a 04-11 intake without the runners. Will report back when done. Hoping for no codes, since it needs to pass state DEQ.

 

[DallasProuty]

Thanks, I think that makes sense. I assumed the flaps when closed restricted the airflow like a throttle plate.

I'm curious how the truck generates the error code for "runner stuck open/closed" and if removing the plates will cause it to throw that code, assuming i leave the actuator on there doing nothin.

Anyway I'll probably try using a 04-11 intake without the runners. Will report back when done. Hoping for no codes, since it needs to pass state DEQ.

Keep in mind, the vacuum line set up is a little different on the newer manifolds. The newer on has 3 vacuum ports on the back, not including brake booster vacuum. With one of them being a very large port while the other two are the same size. Maybe you could plug that big one and be fine I’m not sure. Also keep in mind that if you don’t have your intake runner control valve connected to vacuum and the electrical connected you will have a good and I’ve heard it can cause a lean condition. Some people on this forum have said it still has the mounting holes for the control valve but that is false. It only has a screwed in plug where it used to be. No way to mount it to the intake. Maybe zip tie it up somewhere. It still needs to function or you’ll have a lean condition.

Also, if anyone has any vacuum diagrams for a 2001-2003 ranger that would be much appreciated as I can’t figure out what the second port goes to on the manifold.

 

[King Of Mercia]

Keep in mind, the vacuum line set up is a little different on the newer manifolds. The newer on has 3 vacuum ports on the back, not including brake booster vacuum.

I gave it a look today, the old manifold has 3 holes in the back, the new one has five, one large. Gonna plug two and see how it goes.

Some people on this forum have said it still has the mounting holes for the control valve but that is false. It only has a screwed in plug where it used to be.

Yeah, it kinda has half a mount still, kinda doesn't. I'll post a photo later. But it's not as plug and play as others reported.

It still needs to function or you’ll have a lean condition.

What? It won't function, it won't actually *actuate* anything because there's no flaps. Are you saying it simply still has to be functioning? How will that cause a lean condition? Not arguing, just curious.

The old manifold was leaking, causing a lean condition and a misfire. If nothing else for now it'll "just" be lean. Not optimal. Probably gonna seek a tune for it. I've seen places have that option, IMRC removal on a tune.

 

[DallasProuty]

It’ll cause a flap open code and I’ve just heard from others it causes a lean condition. Let me know if you get it figured out, I’m about to be doing the same thing. I doubt it causes a lean condition but it does cause an engine code.

 

[King Of Mercia]

Oh. Yeah JoshT said above the lean condition shouldn't really be a thing.

You also read about people cutting flaps out pretty regularly and I imagine they'd let us know if lean codes were thrown. I'm trying to keep the actuator parts on this thing to prevent a "IMRC stuck open" code; although I've asked and can't ascertain exactly how the ECM "knows" the IMRC is stuck. We'll see.

 

[hannah2001]

Oh. Yeah JoshT said above the lean condition shouldn't really be a thing.

You also read about people cutting flaps out pretty regularly and I imagine they'd let us know if lean codes were thrown. I'm trying to keep the actuator parts on this thing to prevent a "IMRC stuck open" code; although I've asked and can't ascertain exactly how the ECM "knows" the IMRC is stuck. We'll see.

have you swapped intakes yet? i have a 2002 with 250k and can hear the runners flapping pretty bad inside. if it went well for you i'll probably do the same to mine

 

[King Of Mercia]

Yes! It works!

Later intakes have five ports at the back of the manifold instead of three. You cap two of them off.

Otherwise, zip tie the IMRC actuator up somewhere.

The shop that helped me with it also had to tee the little vacuum line off the fuel rail in somewhere too but I dunno what that is even.

Overall works great. Runs a little wimpy at low RPMs when you first start it up. Once it's warm it runs the same. Same gas mileage, if not a little better. Much quieter. Totally do-able. I'll take some photos or a video or something when I have time.