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Pinto 2.3

Moderator: Mod Squad

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64 200 ranchero
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Location: Long Beach California

Pinto 2.3

Post #1 by 64 200 ranchero » Tue Jan 28, 2020 10:07 pm

I just bought a 73 pinto with a 2.3 and was wondering how I can maximize mpg. I was thinking of installing a tempo tbi. It currently has a progressive Holley carb.
60 ford ranchero daily driver. 200 tri power, modified c4 trans, ds2 distributor, msd programable 6al2, weber ict's, 8" rear end with full spool, 3.80 gears, 245 tires, CI dual out header, Dynomax muffler, 114hp shot wet nitrous kit. JE Forged pistons, 280 110lc cam, around 11-1 compression.

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xctasy
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Re: Pinto 2.3

Post #2 by xctasy » Wed Jan 29, 2020 12:56 am

JF, you have a control systems background.

See MechRicks sensational post on

viewtopic.php?f=13&t=72863

The fuel economy of the 1980 5 speed Mustang 2300 before the EPA downward composite adjustment in 1981 was 38 miles per gallon at 55mph with a Tremec 142VS wide ratio gearbox with 0.79 5th gear and 3.45 6.75 or 7.5 axle.

The gains were via a downgraded primary venturi size to make it lean cruise with less gas consumption. The ports were reprofiled, and from that year till the last passenger car year in the 1993 Mustang, Ford fiddled with a range of ďowngraded truck feedback 1-bbls from 83 to 87, then port EFi, twin spark heads, and then in the Ranger, it got a whole bunch of regular mods, the little debored 2.0 72 hp trunpike Jammer from 83 to 88, with a Mazda 2bbl carb. At the very end, the small main bearing 2.5 crank.

Soo your first thing is to find out is what the engine block and head and ignition is because the old Bosch non electronic from a 1973 2000 Pinto swapped into a 2.3 with a turbo block with 8.2:1 compression and a really good EFi Turbo intake with work best with a 390 cfm Vac Sec Holley with a Percys adjuster jet on the front primaries. The reverse idle lean out and the modifications to make the ball check system stop frothing up the well tubes and idle air bleeds so it works on the Vibrating Hulk Lima OHC fixes the basics. The Power Valve channel restrictors and a 4180C pulldown choke helps the curb idle to be kept down to improve MPG.

Since its a 2.3, not a 2.0, then you can move to a 2.79 axle. Or a stock 3.40 Pinto 8" and a four stage A4LD. Or a T9 Merkur 5 speed or U shift Tremec T142 or a T5.

Your average aggrotate mileage is the LA Basin 7 mile 12 mode FTP75 emission test, and anytime you have a C3 auto you loose 13% of your 4speed manual mileage, and 25% off the best 5 speed manual T5.

You ignition, talk to FalconSixDelivery.

Spend some time looking at all the options.
Image
XEC Ltd ICBE's Inter Continental Ballistic Engines-
FAZER 6Bi (M112 & EEC5) or FAZER 6Ti (GT3582 & EEC5) 425 HP 4.1L/250 I-6
FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
X-Flow Engine Components Ltd http://www.xecltd.info/?rd=10

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xctasy
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Re: Pinto 2.3

Post #3 by xctasy » Wed Jan 29, 2020 1:15 am

My personal advice / recomendation is a 4bbl repositioned Holley 390 vac sec, mounted FSD style.

Then a Duraspark II converted single line vacuum, new pickup and Farons choice of ignition curve to suit your compression, ignition and carb and transmission.

If you want to stay auto, which im guessing you do, then be bold and just get an early 5 speed 5R55 and hook it up with the 4 cylinder lock up clutch and use a Browns TPS to control the lock-up and transmission module.

Leave the 8 inch at a 3.25 or 3.4 or 3.8 ratio that it might be now.

The 0.75 overdrive and lock-up clutch were simply devine on my 98 XLT 4.0 Explorer.

The gearboxes are throwaways and mega strong with a really loose stall ratio unlocked, and now that Ford of Europe gave reinvested in the Bordeux French plant that nade it, it is great to pick up and use. The 4R44 front section from an auto 2.3 or 2.5 Ranger or a made up 5 speed auto Ranger 2.5 style auto should take care if your milage. Its just a Mustang II SR4 style transmount to mate it to your Pinto.

The 4bbl carb can be lean cruised off the Perceys Adjustajet...there us a lean cruise option they sell for jet sizrs of 40 to 60 on tge primaries instead if the stock 56 to 100 metering block which is really useless for a Four cylinder 4bbl.

The 4bbl improves idle and can be converted to four corner idle and 1981 to 1988 4bbl Truck pull down choke. It is much nicer with 16 thou PVCRs, and is sized nice for a street 2.3 liter
Image
XEC Ltd ICBE's Inter Continental Ballistic Engines-
FAZER 6Bi (M112 & EEC5) or FAZER 6Ti (GT3582 & EEC5) 425 HP 4.1L/250 I-6
FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
X-Flow Engine Components Ltd http://www.xecltd.info/?rd=10

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64 200 ranchero
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Re: Pinto 2.3

Post #4 by 64 200 ranchero » Wed Jan 29, 2020 1:36 am

Thanks Dean, I'm going to start searching for parts
60 ford ranchero daily driver. 200 tri power, modified c4 trans, ds2 distributor, msd programable 6al2, weber ict's, 8" rear end with full spool, 3.80 gears, 245 tires, CI dual out header, Dynomax muffler, 114hp shot wet nitrous kit. JE Forged pistons, 280 110lc cam, around 11-1 compression.

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Re: Pinto 2.3

Post #5 by MechRick » Wed Jan 29, 2020 12:07 pm

The '73 2.3L should have an oval port head. I would ditch that in favor of a 'D' port head and matching intake. A Ranger round port head and matching intake would be a good choice also.

The Weber carbs don't get as good fuel economy as the one barrel setups of the eighties Mustangs.

I've had the best fuel economy with fuel injection. And believe it or not, installing a small turbo will improve fuel economy a few MPG. Garrett T3 or even better, IHI RB52 off a Thunderbird turbo with injection gets ~30 mpg.
1994 F150, 4.9L/ZF 5 speed, C-Vic police driveshaft
EFI head w/mild port work, 3 angle valve job
1996 long block, stock pistons, ARP rod bolts
Stock cam, aluminum cam gear
Hedman header, full mandrel bent duals, crossover, super turbos
http://fordsix.com/forum/viewtopic.php?f=2&t=73244
Bronco II with a 2.3L swap http://fordsix.com/forum/viewtopic.php?f=13&t=72863
1988 F250 2x4, 460 ZF 5 speed.

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