My friend (The one who is building Super Pinto) says that he thinks the 2.3 would be a better choice since we discovered the 2.3 head I have has 1.94 IN and 1.58 EX valves of high quality. Has any one here heard of a 2.3 head with valves that big? I also have a 2.3 short block that also was going to be used to race and it has never been run. It had the old round port 2.3 head with the monster valves but he likes the D port head better due to bigger less restrictive runners. He has the machine necessary to install the large valves in the D-port head. After mild porting I will then install the .420 roller cam or maybe go to the .450 lift #2 Racer Walsh street/strip cam. I have a 2.3 Pinto header in my garage that has never been used and we have a freshly sacrificed 76 donor Pinto for the 2.3 motor mounts.
This makes the T-9 to 2.3 issue a lot easier since they bolt right up to each other. The speedo gear plug in on the T-9 looks alien to us. Any one know about how they work?
Intakes aren't a problem since i believe the F.I lower intakes fit this head and I will buy an adapter for the 350 CFM Holley.
Got the Pinto 8". Will get 4.11s or 4.30s for it. The T-9 has a .8 overdrive so the final should be 3.28 or 3.44 in fifth. What ratio does my stock 72 2.0 have now is the question???? I believe it has 3.55s am I right? It's a 4-Speed car if it makes a difference.
I am curious what kind of power it will make in N/A form. I figure it will rev to 7000 (right cam) and make decent power. I Hope for 150 or so.
I know I keep waffling. Thanks for the help guys :smile:
Quote from: 69GT on November 28, 2008, 06:10:28 AM
My friend (The one who is building Super Pinto) says that he thinks the 2.3 would be a better choice since we discovered the 2.3 head I have has 1.94 IN and 1.58 EX valves of high quality. Has any one here heard of a 2.3 head with valves that big? I also have a 2.3 short block that also was going to be used to race and it has never been run. It had the old round port 2.3 head with the monster valves but he likes the D port head better due to bigger less restrictive runners. He has the machine necessary to install the large valves in the D-port head. After mild porting I will then install the .420 roller cam or maybe go to the .450 lift #2 Racer Walsh street/strip cam. I have a 2.3 Pinto header in my garage that has never been used and we have a freshly sacrificed 76 donor Pinto for the 2.3 motor mounts.
This makes the T-9 to 2.3 issue a lot easier since they bolt right up to each other. The speedo gear plug in on the T-9 looks alien to us. Any one know about how they work?
Intakes aren't a problem since i believe the F.I lower intakes fit this head and I will buy an adapter for the 350 CFM Holley.
Got the Pinto 8". Will get 4.11s or 4.30s for it. The T-9 has a .8 overdrive so the final should be 3.28 or 3.44 in fifth. What ratio does my stock 72 2.0 have now is the question???? I believe it has 3.55s am I right? It's a 4-Speed car if it makes a difference.
I am curious what kind of power it will make in N/A form. I figure it will rev to 7000 (right cam) and make decent power. I Hope for 150 or so.
I know I keep waffling. Thanks for the help guys :smile:
I have never messed with big valves (yet), but I am not sure of the stock valve sizes either. IF yours was modified for the big valves; great find.
Keep in mind that many people with a T-9 swap to a T-5, as the T-5 tends to be a little more durable (I like the T-5 gearing). The shifter location for the T-5 is about 1.5" forward from a 'Pinto' 4spd; I don't know where the T-9 would be (I never had one)
The EFI lower intake is not made for a '4bl' carb., this is not to say that people don't use them. Just make sure you have a good sized (and flow tested) plenum because if you bolt the carb. directly on the manifold, or with an 'addapter plate', your primarys might just feed two cylinders, secondaries will do the others (not good). You could also modify a carb. to be four one barrels too, I guess (never did it). Also, the EFI intake (the one that looks like a 4bl.) is not a direct bolt on for all 2.3 single plug heads, you need to see where the upper front mount bolt hole lines up as the 'Pinto' heads have that hole in a different location, and you would need to drill and tap a new hole (you will need to use thread sealant on this one because it will go into the area inside the V/C).
I have an Offy 2.3 4bl intake for sale, PM me if you would like details.
One more thing: If HP is you ONLY goal, a mostly stock EFI 2.3T will give you between 150HP and 200HP with no tuning/fuel managment worries.
Bill
Yea I might just go turbo some day. I did like the idea if the I.R. 4 barrel. A Holley 660 center squirter would be great for that. My friend in the Mustang busness used to have a couple lying around. I barrel per cylinder would be just about right. And since they all open equal no tune issues except for squirter and jet sizes. 77turbopinto; I might be interested in the manifold what type of head is it for?
I hear ya about the T-9. i know they only take about 200 FT/LBS before they disassemble themselves. The only reason I am exited about this is the tranny mount appears to be the same and in the same location, so does the shifter. A T-5 might be in the future but for now the T-9 seems like the easy bet. They are plentiful around here too so bombs away :surprised:
Honestly if I could get this thing to have low 14 second HP and still be long distance drivable I consider it a win. Turbo experiments will begin in a year or a little later. The 660 and a full carb enclosure with an E6 manifold and a T/3 sounds like the ticket.
Hey 77turbopinto. How does yours run? Is it a blast?
I hope to have Super Pinto on Youtube for all to see soon. He's still having a few wiring issues. He's running the SDS computer and my old 65# injectors. It sounds awesome.
The Offy intake is for the 'round' port "Pinto" head.
You might want to double check the shifter location on the T-9; the T-5 looks identical to the stock Pinto 4spd until you take a tape-measure to them.
YEP, my turbo Pinto is a BLAST! (with more power and none of the problems of a carb.)
Bill
I would be the first to verify Bill's BLAST ! ! !
Had a ride in it a short while ago. When the turbo kicks in you definitely move back in the seat !
You may want to look at Esslinger's web site. They have tons of stuff for the 2.3.
Al
That rectangular item mounted to the top of the rear seat back is on the early models with fold down rear seats (runabout and sedans) and has a function. It is hinged at top and folds out to rest on the driveshaft tunnel when the seat back is folded down. It holds the seat back up to provide a more level platform. The later models have thicker upholstery there that seems to serve the same function.