2.3L ('83-'97) Building one bad 2.3 Lima

[Ramcharger90]

So I have a 2.3 lima from a 90 ranger lying around. I have heard of these dirt track guys turning 9k with these engines naturally aspirated and with a carb. So who knows these lil tricks and what needs done to the Lima to handlethis kinda power? I would like to build an all motor variant for since I have a 2.3 and another 90 ranger lying around.

 

[Uncle Gump]

I think it requires a second well paying job.... an extremely understanding wife... and a willingness to build another one after the second or third pass if you don't get it exactly right.

Eslinger Engineering...

 

[Ramcharger90]

I know what you mean. The foxbody is get either a 363 stroker with a blower or a 408 with a blower..... so I get it when it needs to be done the right way or....

 

[Dirtman]

A complete Esslinger USAC sprint car engine will run you about 25 grand...

Thats how you get that much power, a large wad of cash.

 

[PetroleumJunkie412]

What is the upward limit on them with a HC build, stock parts ported, forged pistons, cam, etc.

I dont need a rocket. 150 at the crank would be nice.

 

[Dirtman]

The entirely forged, not one stock part, injected sprint engines make about 350hp naturally aspirated and they can last for multiple seasons (these are sealed engines I believe, open engines undoubtedly make a bit more power). There is a turbo drag engine that makes almost 700 but I'd imagine that engine needs to be rebuilt after around every 30 seconds of run time...

Neither of those engines use a single ford part though, even the blocks are made by esslinger. They are just based off the Lima. But when people talk big power Lima's turning 9k these sre the engines they are referring to. You can't build anything like these engines with ford parts.

 

[racsan]

I wouldnt mind a better cam for mine, I know there out there, just havent done much more than wonder about it.

 

[Ramcharger90]

There are some making 700hp Turbo charged obviously. Well like I was saying there are dirt track guys spinning these things out to 9 grand. Unless they are seriously cheating or tech inspection lets these guys slide they are doing something to the bottom end and valve train to allow this to happen. I know lil to nothing about the lima, except mine got 9.25mpg and used a quart of oil every 110 miles. Peak horse power at 9 grand isn't the goal its to ride the gear out as long as you can. Sliding around a circle track is a lil different than a straight line we can agree on I would imagine. I know a guy who had a built 351 Cleveland he spun that up to 9000 rpm and was pulling past other guys who could only turn about 6000-7000 rpm but making more power.

 

[PetroleumJunkie412]

@Fredness

 

[Dirtman]

There are some making 700hp Turbo charged obviously. Well like I was saying there are dirt track guys spinning these things out to 9 grand. Unless they are seriously cheating or tech inspection lets these guys slide they are doing something to the bottom end and valve train to allow this to happen.

As I said, the engines capable of doing that are NOT ford engines. They are aluminum block full roller, fully forged engines, girdled to death with massive high pressure dry sump oil systems. There's no cheating involved, they are simply purpose built race engines. They share the basic design of a Lima but nothing else. You can't pop an engine out of a ranger and turn it into one of these.

 

[Jonesy]

Does anyone no of a good high torque starter for a 2.5 can only find one for a 2.3

 

[SloRanger23]

There are some making 700hp Turbo charged obviously. Well like I was saying there are dirt track guys spinning these things out to 9 grand. Unless they are seriously cheating or tech inspection lets these guys slide they are doing something to the bottom end and valve train to allow this to happen. I know lil to nothing about the lima, except mine got 9.25mpg and used a quart of oil every 110 miles. Peak horse power at 9 grand isn't the goal its to ride the gear out as long as you can. Sliding around a circle track is a lil different than a straight line we can agree on I would imagine. I know a guy who had a built 351 Cleveland he spun that up to 9000 rpm and was pulling past other guys who could only turn about 6000-7000 rpm but making more power.

Mini stock 4cyl forums will help you out. To turn high rpm, you need a lot of head work. The cam bearing towers need strapped, roller setup (you already have this) and the valve springs to match. Bottom end you’ll need to ARP your: rod bolts, head bolts and main bolts. Don’t stroke the motor as the 2.3 is fairly balanced and it wouldn’t hurt using lighter rotating assembly. What you have to have from Essy is their aux shaft and bronze gears. I assume you’ll be running stand-alone. That will get you well past 7k for sure.
Or you could buy a set of turbo piston and rods, manifolds (exhaust and intake) with turbo and a piggy back ecu and your on your way to quick spooling Hp for a fraction on N/A. You, do you, bud. Good look with the build.

 

[Fredness]

Gotta figure out what you're going to do with it.

For me it's a play car and backup vehicle:

Mine needs to be reliable, turn-key and well behaved - looking for more grunt. (Double, actually)
New 1998+ head, custom large valves with 7mm stems, milled .050", ported for street (stock port profile, high velocity), beehive springs, hardened retainers/keepers, cam is 260* duration, high lift for bottom end torque and no "rumpity", set "straight up" with an Essy adj. timing gear.
Bottom end in the works: .010"/.010" under crank, Clevite 77 bearings, sealed power coated HE pistons (Std bore or .5mm over), Total Seal rings, stock rods refit with ARP rod bolts, torque-plate bore/hone to size, ARP flexplate bolts and main studs.
I'm setting the rev limiter at 6,500 (7,000 max) since the cam is good for 1,500-6,000.

Looking at minimum 170HP to the wheels, smog compliant, 30MPG, on pump gas.
More on E85.

 

[PetroleumJunkie412]

Gotta figure out what you're going to do with it.

For me it's a play car and backup vehicle:

Mine needs to be reliable, turn-key and well behaved - looking for more grunt. (Double, actually)
New 1998+ head, large valves, milled .050", ported for street (stock port profile, high velocity), beehive springs, hardened retainers/keepers, cam is 260* duration, high lift for bottom end torque and no "rumpity", set "straight up" with an Essy adj. timing gear.
Bottom end in the works: .010"/.010" under crank, Clevite 77 bearings, sealed power coated HE pistons (Std bore or .5mm over), Total Seal rings, stock rods refit with ARP rod bolts, torque-plate bore/hone to size, ARP flexplate bolts.
I'm setting the rev limit at 6,500 (7,000 max) since the cam is good for 1,500-6,000.

Looking at minimum 170HP to the wheels, smog compliant, 30MPG, on pump gas.
More on E85.

If you dont megasquirt that, I will.

THANK YOU FOR THE KNOWLEDGE. THIS IS WHAT I WANT.

I'll probably spring for the forged pistons.

Why the 2.5 head? I've been curious due to low cost of new castings.

Cam source? Injector size? Planned computer? Exhaust? Intake? Methanol?

I must know more.

 

[Fredness]

LOLz.
2001 Ford EEC-V (Sequential Injection, EDIS, No PATS, 5R55E Compatible, MAF), my tune, hybrid 4R44E/5R55E trans, 2019 USCAR Mustang GT 34.6# injectors, factory intake (ported/port matched), factory TB (all stock appearance), 2001 Ranger 2.5L Exhaust Manifold ported and polished, Magaflow 2.5" Performance Stainless Cat, 2.5" Exhaust.

1998+ (2.5L) Aftermarket head because of the thicker deck, improved port layout and 7mm valves (custom stainless).
1998+ (2.5L) upper and lower intake based on improved flow (I can verify the stock intake can support 175HP based on actual flow bench numbers, with "street" porting over 200HP)
Caught the head on sale, with free shipping it was cheaper then cleaning, stripping, magnafluxing and shipping my core.

The improved head impressed the machinist and it made great numbers after tweaking.

Test bed is Ranger, but the end vehicle is an `89 Foxbody `Vert - sleeper, must idle and appear stock.