- First Name
- Brian
- Joined
- Jul 2, 2021
- Threads
- 44
- Messages
- 800
- Reaction score
- 1,041
- Location
- Akron, Ohio
- Vehicle(s)
- '17 R6, HPR Maverick AWD 4K
- Engine
- 2.0L EcoBoost
any internal differences in these? or just the small cooler?
Sponsored
Sponsored
- First Name
- David
- Joined
- Sep 17, 2021
- Threads
- 44
- Messages
- 676
- Reaction score
- 1,618
- Location
- Wakeman, Ohio
- Vehicle(s)
- 2020 F150
- Engine
- 2.0L EcoBoost
The 2.3 turbo is larger but it's not a direct bolt on, will require oil/water lines and other hard parts to be built to swap it. It's not a good choice for someone who wants to mod the truck and not go through tons of work and lose the factory reliability of the lines etc.
We have a turbo out being modified that will be a direct bolt on.
We have a turbo out being modified that will be a direct bolt on.
Its really time Ford Performance made a power pack for the turbo motors, that instead of a CAI and a tune, is a upgraded turbo, intercooler, exhaust, and tune. I mean back in the 90s you could get heads, cams, diffs, intakes, clutches, and transmissions. All major upgrades, factory tested and some warrantied.
Hey Dave once you get your turbo built, would you mind driving to Dearborn and racing around the headquarters parking lot until they let you in the Performance department?
Hey Dave once you get your turbo built, would you mind driving to Dearborn and racing around the headquarters parking lot until they let you in the Performance department?
OP
OP
- Thread starter
- #19
I haven't been able to find much on the Maverick's turbo hardware, but if it's anything like the escape, which I assume it's almost identical, then ford factory parts *should* work just fine, as long as the correct lines are chosen.
I don't think this is outside the realm of people willing to put in the work, especially for me. If there are more issues when I can physically put the turbo in the Maverick, cool, just more things for me to solve. In no way do I feel this will hurt the factory reliability of the setup.
I don't think this is outside the realm of people willing to put in the work, especially for me. If there are more issues when I can physically put the turbo in the Maverick, cool, just more things for me to solve. In no way do I feel this will hurt the factory reliability of the setup.
OP
OP
- Thread starter
- #20
Sorry I haven't posted, my maverick finally came in! Besides the fact that I need 36 hours in a day, I've been continuing on with research.
My Mav is an XL, so myself and a buddy are both adding cruise in the next week.
I have ordered an intercooler, some other minor components, and a few tunes. I'll be doing draggy runs to update progress on how each setup runs. I'm hoping to be in the 12's for under $1k, we shall see. I'll probably start a build thread and just update that, but continue to post up revelent info here for getting the Ranger turbo to work.
More to come!
My Mav is an XL, so myself and a buddy are both adding cruise in the next week.
I have ordered an intercooler, some other minor components, and a few tunes. I'll be doing draggy runs to update progress on how each setup runs. I'm hoping to be in the 12's for under $1k, we shall see. I'll probably start a build thread and just update that, but continue to post up revelent info here for getting the Ranger turbo to work.
More to come!
Sponsored
OP
OP
- Thread starter
- #21
I had a chance to get the turbo off of my Mav for some comparisons. The center section of the Ranger turbo is physically larger than that of the Mav's. As Buschur stated above, the factory lines from the Mav will not work as they are.
Also, the turbo sits 7/8" higher than the factory Mav turbo.
The inlet and outlet pipes on the cold side do fit directly on, they would also just be the 7/8" higher than factory.
The Downpipe 3 bolt pattern is just slightly different. Not really sure why, unless the studs on my Ranger turbo have been bent, but they didn't appear to be.
Also, I did measure the factory compressor side of the turbo, and the inducer is 41.3mm, while the exducer is 55mm. On the Ranger turbo, these are 46mm and 61mm, respectively. That is all for now, I will get back to working on this when I get some more free time!
John
Also, the turbo sits 7/8" higher than the factory Mav turbo.
The inlet and outlet pipes on the cold side do fit directly on, they would also just be the 7/8" higher than factory.
The Downpipe 3 bolt pattern is just slightly different. Not really sure why, unless the studs on my Ranger turbo have been bent, but they didn't appear to be.
Also, I did measure the factory compressor side of the turbo, and the inducer is 41.3mm, while the exducer is 55mm. On the Ranger turbo, these are 46mm and 61mm, respectively. That is all for now, I will get back to working on this when I get some more free time!
John
I think if you look a little deeper you will find the Corsair with sport package 2.3L turbo uses the 8F40 or 45.
Just looked 8F40
Last edited:
OP
OP
- Thread starter
- #23
Someone just mentioned that in my build thread as well. So far seeing it posted on Lincoln's website in the build spec is the only thing I've seen. I would like to get more info about specifics of these transmissions, but I don't know of anything being released yet. Also I've been a little busy to look recently.
Sponsored
