Hi, I still have my 92 LX. I have my pics up under members gallery. I just finished doing a complete break job and bearing replacement on the front yesterday. Everything is running smoothly now.
I'm planning to replace all my pulleys with underdrive pulleys, replace my ignition from the distributor to the plugs, and then fabricate a fitting tray and make the hood scoop funtional....
just got the thing 2-3 months ago, still ahvent installed my stereo, lol.
Also have a 79' Pontiac Firebird sitting on the shelf, waiting for her new motor and body work....damn i love that car...heh
I own a 89 mustang coupe with a turbo 2.3 transplant from a turbocoupe.
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89 coupe with 87 tc motor, ported head and 3" exhaust
12.3 @ 115 uncorrected 5400 feet. So Far ;)
78 cobra II 347 n/a 11.34@119 uncorrected 3800 feet
376/447 rw dyno jet
See more on my cars here
http://www.cardomain.com/id/78cobra347 (copy and paste)
After throwing a rod, my brother and I undertook this buildup to his 89 2.3.
Went to the 5.7 inch rod KB piston conversion. The pistons were $122 from Summit at the time. Also put in file fit rings. Rods cost me $50 Canadian (about $5 US lol) and were considerably lighter than the stock four cylinder rods even though they were 1/2" longer. ARP waveloc rod bolts were installed as well. I also got the 89 grm tool steel pins. Lightened the rotating assembly by 2 pounds when everything was totalled up.
I bought a windage tray from Esslinger and installed that during the build up.
I heavily ported the heads and relocated the exhaust upwards. Manley 1.89/1.59 valves were installed along with a Ranger roller cam and followers. I also got a Ranger header and ceramic/aluminum coated it. Rest of the exhaust was 2.25 out the back with a Flowtech Terminator muffler.
The Intakes were ported and polished and port matched to the head. All internally projected fittings were cut down even with the intake wall. The TB was half shafted to increase flow. My own phenolic spacers were also installed during the buildup. It also has a rail mount gauge and Kirhban regulator.
For the timing, we got the round tooth gear set from Race engineering in Florida. Very light and adjustable. I also bought a %50 underdrive crank pulley from Unorthodox Racing and swiss cheesed the factory pulleys to lighten them.
I also bought a rice rocket CAI that came with a K&N filter which will be modified to take air directly from outside.
Other goodies include MSD 8.8 Wires and Coil, distributor cap and rotor, Turbo aluminum valve cover and Bosch +4 plugs.
Once the engine was running and the timing was set with no detonation, I disconnected the knock sensor. Those things kill the performance of the 2.3.
The last thing it needs, besides finishing the cold air box, is a newer mass air conversion. That alone is worth 17 hp on a stock 2.3. I also have some idiot making an aluminum drive shaft for it but he has been working on it for over a year (always too damn busy).
I'm new to this site. I've been racing minstock 2.3L for a couple years. I use a holley 350 but I'm highly considering going to FI, but know little about it. Could a stock or modified stock ECM run 8000 RPM? Watch those chevy 5.7 Rods. They tend to break at the oiling hole at high RPM's
After throwing a rod, my brother and I undertook this buildup to his 89 2.3.
Went to the 5.7 inch rod KB piston conversion. The pistons were $122 from Summit at the time. Also put in file fit rings. Rods cost me $50 Canadian (about $5 US lol) and were considerably lighter than the stock four cylinder rods even though they were 1/2" longer. ARP waveloc rod bolts were installed as well. I also got the 89 grm tool steel pins. Lightened the rotating assembly by 2 pounds when everything was totalled up.
I bought a windage tray from Esslinger and installed that during the build up.
I heavily ported the heads and relocated the exhaust upwards. Manley 1.89/1.59 valves were installed along with a Ranger roller cam and followers. I also got a Ranger header and ceramic/aluminum coated it. Rest of the exhaust was 2.25 out the back with a Flowtech Terminator muffler.
The Intakes were ported and polished and port matched to the head. All internally projected fittings were cut down even with the intake wall. The TB was half shafted to increase flow. My own phenolic spacers were also installed during the buildup. It also has a rail mount gauge and Kirhban regulator.
For the timing, we got the round tooth gear set from Race engineering in Florida. Very light and adjustable. I also bought a %50 underdrive crank pulley from Unorthodox Racing and swiss cheesed the factory pulleys to lighten them.
I also bought a rice rocket CAI that came with a K&N filter which will be modified to take air directly from outside.
Other goodies include MSD 8.8 Wires and Coil, distributor cap and rotor, Turbo aluminum valve cover and Bosch +4 plugs.
Once the engine was running and the timing was set with no detonation, I disconnected the knock sensor. Those things kill the performance of the 2.3.
The last thing it needs, besides finishing the cold air box, is a newer mass air conversion. That alone is worth 17 hp on a stock 2.3. I also have some idiot making an aluminum drive shaft for it but he has been working on it for over a year (always too damn busy).
Dyno or 1/4 mile mph? Curious on power numbers. Thanks.
I'm new to this site. I've been racing minstock 2.3L for a couple years. I use a holley 350 but I'm highly considering going to FI, but know little about it. Could a stock or modified stock ECM run 8000 RPM? Watch those chevy 5.7 Rods. They tend to break at the oiling hole at high RPM's
The ignition would have to be able to provide spark. If you use a coil from a turbo model or the distributorless setup off say an '89 then that will provide plenty of spark. I rev my turbo car to 7,500 on the stock ECM with an EEC-Tuner.
The ignition would have to be able to provide spark. If you use a coil from a turbo model or the distributorless setup off say an '89 then that will provide plenty of spark. I rev my turbo car to 7,500 on the stock ECM with an EEC-Tuner.
Thanks for the reply
I had the head shaved .130" to get 11:1 compression ratio. The cam is a #3A .510 lift. I use an ignition of a 84 chevy truck. They're good to 12000 RPM on a 4 cyl. The only problem I ran into doing research is the cam change. From what I understand, the stock ECM won't compensate for the added lidt. Our rule state we have to use the stock ECM, but did'nt say anything about adding a EEC Tuner. I still don't know what can be adjusted or what I can do using a "Tuner" . From what I understand on stock ECM's is they cut fuel off around 6600 RPM. That would be very bad for a race motor.
i have an 86 lx 2.3L about to convert it to 5.0L EFI, and i have a 87 lx 2.3L that im probably gunna have to pull the motor and drop another 2.3L in cause its knocking real bad. anybody have a 2.3L or a 2.3L SVO motor for sale that runs good?
I had the head shaved .130" to get 11:1 compression ratio. The cam is a #3A .510 lift. I use an ignition of a 84 chevy truck. They're good to 12000 RPM on a 4 cyl. The only problem I ran into doing research is the cam change. From what I understand, the stock ECM won't compensate for the added lidt. Our rule state we have to use the stock ECM, but did'nt say anything about adding a EEC Tuner. I still don't know what can be adjusted or what I can do using a "Tuner" . From what I understand on stock ECM's is they cut fuel off around 6600 RPM. That would be very bad for a race motor.
Do you have any intakes for 2.3? I am looking for a 4-bll intake or a 2-bbl intake for holley, I have a 79 pinto I use as my daily driver and it needs some more balls for putting imports in their place on the streets when I am not in my chevelle! How much can you mill if you have a cam around .500 and still have enough valve to piston clearance?? Have any links to any N/A 2.3L build ups or any suggestions to get more power out of my street car?? BTW I do have a 4-spd...it is bone stock right now, I know about v-8s and such but putting together a 4 is new to me
Hey whats goin on everyone im fairly new to this web site but i do have a question and u all seemed fairly help full.... i had a 96 purple v6 stang and it was a sexy b*tch but i was driving my second day off having it and i crahsed casue this lady cut me off but the engine is still in perfect runnning order i just dont have the money to fix my baby . now i just purchased an 87 orange convertable with a 2.3 4 cyl.. i was wondering it was at all possible to install the v6 3.8 into the 87s chasis cause i figure i have the bigger motor still i might as when use it. i would apprciate a reply
but i was driving my second day off having it and i crahsed casue this lady cut me off but the engine is still in perfect runnning order i just dont have the money to fix my baby 
. now i just purchased an 87 orange convertable with a 2.3 4 cyl.. i was wondering it was at all possible to install the v6 3.8 into the 87s chasis cause i figure i have the bigger motor still i might as when use it. i would apprciate a reply
