2.3L ('83-'97) 2.3 swap.

[Hatchet]

How easy is it to swap a1985 stang 2.3t in a 1989 2.3 ranger?

 

[901wd#2]

A caveman could do it.

 

[Hatchet]

Will the ranger computer work or need the stang computer? And the motor is a direct fit to the ranger transmission?

 

[franklin2]

SVO engine? The 2.3 turbo computer is programmed to handle boost. The regular normally aspirated ranger computer is not.

 

[RonD]

There are 3 articles in the Tech Library for this swap

Installing A Turbo 4-Cylinder Motor - The Ranger Station

This page is meant to give you an overview of the Ford 2.3 Turbo engine and what is needed to make it fit and work well in your Ford Ranger.

www.therangerstation.com

Turbocharger Install - The Ranger Station

This page tells you how to install a turbo from a Turbo Coupe, Merkur, or turbo Mustang on your early Ford Ranger 4-cylinder engine.

www.therangerstation.com

And

Ford 2.3L Turbo Swap Wiring Diagrams - The Ranger Station

Here are the wiring diagrams and pinout locations Forum member Sevensecondsuv submitted to help you guys doing turbo motor swaps.

www.therangerstation.com

 

[Hatchet]

Yes svo.

 

[franklin2]

Yes svo.

I had a 85.5 SVO years ago. That thing would move out. Best thrill was the shift to 2nd gear. Rev it up in 1st and make sure you had lots of boost. Then push in the clutch, let the rpms drop and put it in 2nd, then floor it. The turbo would still be spinning fast from the 1st gear shift, but the rpms would be low. That engine wanted to catch back up in the rpms bad, and it would set your eyeballs back in your head.

I am surprised those engines are still around, I figured they would all be in SVO's that were in someone's collection. Or a turbo coupe.

 

[scotts90ranger]

Having done it there are a few ways around it...

'89 Ranger has dual plugs and no distributor so you can either do the work to keep the DIS or swap the wiring to distributor. I kept the DIS from the Ranger system so I went that way, wiring wise that was the easiest but mechanically I had to use the oil pump drive from the Ranger engine and make a bracket to mount the DIS module on (and very importantly ground it) which was just a piece of 1/8" aluminum sandwiched between the upper and lower intake similar to stock. Then I had to make some templates from the Ranger engine to transfer the crank sensor to the turbo engine, not too bad. Last thing is you have to use the Ranger front seal housing which requires slotting one hole.

Wiring wise there are about 10 wires to move in the Ranger harness and definitely remove the fuel pump confirmatory wire going to the ECM as it is the same as the octane switch, it will make it ping like a mofo... you HAVE TO use the turbo ECM as it has the drivers needed for the low impedance injectors needed, you will have to add the vane airflow meter to the harness but that's about it I think. Your stock MAP sensor will work fine in place of the BARO sensor on the turbo engine, just take the hose off of it.

I would keep the Ranger wire harness but use the turbo block, depending on how handy you are there are a few options like moving the forged pistons to the Ranger block and tapping the block or oil pan for a turbo oil drainback (only difference betwen N/A and turbo block). I would use the Ranger roller cam instead of the turbo flat tappet cam since you have both available...

Ranger trans will work fine, stock clutch might lack a bit but should be workable depending on driving style, I'm quite fond of the Centerforce setup I'm using (their standard replacement friction disc with the weighted pressure plate, you have to buy those two pieces separate, there's no kit) but have ran standard before just didn't live with learning offroading in the thing... got 15k miles that time...

It's not for the faint of heart if a complete novice but is doable, I did the swap before I was good at a lot of things, started Thanksgiving weekend and finished newyears... was fighting a few dumb things but it ran that way for a couple years without much issue...

 

[franklin2]

See if they still make a clutch for the SVO application. I remember needing to replace my clutch, and back then Summit Racing sold the Ford motorsports clutch made just for this setup. I seem to remember the clutch is only 9 inches in diameter, but needs to hold a lot of power.

Just look at the diameter of the exhaust pipe leaving the exhaust manifold on the turbo engine. It's huge for just a little 4 cylinder.

 

[scotts90ranger]

The turbo clutch is for a different input shaft spline for the T5 trans so don't do that...

Exhaust is a different deal, I think I got the downpipe from the first turbo engine I got and went from there, I think it's 2 1/4"

 

[franklin2]

The turbo clutch is for a different input shaft spline for the T5 trans so don't do that...

Exhaust is a different deal, I think I got the downpipe from the first turbo engine I got and went from there, I think it's 2 1/4"

Thanks, I forgot he is using the ranger transmission.

 

[scotts90ranger]

Since I ordered both Centerforce parts last year for my turbo ranger from Summit:

Friction disc is CTF-381009
pressure plate is CTF-CFT360032

The two parts were $250 last year, not sure about now, I think they were more the first time I ordered back in 2010... after over 10 years of abuse I wore the friction disc .007" and it worked GREAT, full clutch feel and grabs like glue, only replaced because I was rebuilding the trans, the parts I pulled will go in my '97 Ranger when the time comes. HIGHLY recommend these parts when a 4.0L clutch is not an option (FYI the 2.3L clutch is the same as the 3L and 2.9L clutch for the M5OD), sure it's almost twice what a factory clutch is but if your plans are drivability and power I'd do it...