The difference in the casting finish and web thickness is because of a complete difference in casting technology. The 2.0 block you have is a sand cast block, hence the rough surface finish and need for thicker webbing and wall thickness. The 2.3 block is a metal diecast block, a much more modern technique. With metal dies, the surface finish is considerably smoother than sand cast. With metal dies, they can pump the molten aluminum in under pressure, and achieve a denser casting, and can even control grain direction. The webbing and walls don't need to be as thick, because they are stronger for a giving thickness. However, the only way to do a metal die block is with open deck. It's hard to tell because you have the strap ontop of the 2.3, but it looks like the newer casting that Ford changed to address the coolant leakage between cylinders 2-3. The original design had a slit between the bores that caused head gasket blow outs and wall cracking, the updated blocks have no slit and have a coolant hole drilled between the bores.
@juanluistejadarosario7116 Unfortunately, Ford recently discontinued production of the block. Some should be floating around somewhere, but getting anything new from now on will be near impossible.
Several comments here that are incorrect. the 2.3rs block is infact a discast block as earlier mentioned, but the 2.0 block is CGI(compacted graphite iron) which is why its lighter even though its thicker. CGI actually gets weaker when cast over .50 inches (iirc) which is why all the critical areas are all .40 and .44 etc. CGI is what ford uses in the 6.7 powerstroke block as well. Several super high HP capable blocks are made of CGI.
The 2.7 is cgi, both the 2.3 and 2.0 are aluminum, and neither are die cast, they are pressure cast. The only real difference is the open top. The 2.3 here was developed to be lighter and have better cooling ablilty, but both came from the same core 2.0, this the similarities.
Do you know how this relates to the 1.6L, 2.0L, 2.5L / 4 cylinder ecoboost sizes? 2016 Ford Escape, for instance. Is it just basically more horespower? I would think the bigger engine would be less strain on the ecoboost and be better overall for longevity and overall better performance.
it looks like the holes where the old oil filter passage are for you to self tap fittings for a remote oil cooler and oil filter setup. a lot of Nissan RB engines will plugged off the old oil filter location and run a remote oil cooler/filter combo with longer oil lines for more oil capacity and more volume = better cooling.
That was one possibility I was thinking about, though the rep at MAPerformance didn't mention anything about it. They claim everything that bolts to a 2.3L block, bolts to this one except the engine mount brackets. An oil cooler would be great to put on, but that will have to be down the road a little. I'm gonna have to call them and verify.
You forgot to mention the little coolant slits between each cylinder wall with the yellow pull strap. 👍 The culprit and demise of that block design. your better off putting that block in the garbage can, and if you sell it, I would feel very guilty and sorry for the buyer. Have a great day
TS block was used in builds for awhile and is comparable to the ST block. They just stopped producing them, however, the semi-closed deck and more coolant passages allow better cooling. There’s usually some sort of trade off. I have a FBO/NX2/E30 HPP+HP making respectable power. It’s all about maintenance, not doing stupid shit to the car, and luck. I also have $15,000 stowed away when it goes to either go built motor, or go GT 10R80, LT Headers, Intake, Exhaust, E85 and make 500whp and 475wtq cheap and reliably. I’m not far off now with my build, but I’ve put about $12,000 into engine mods/drivetrain mods and tuning already. We used to be in the same FB group for HPP’s. Hope you have that car running soon
When it comes to oil I wouldn't get hung up on the size of the ports. Long as it's there it's clean and there's enough of it you're fine. Most cylinder heads have oil restrictors going from the block to the head. And they'll be tiny and it still has to do all the valve all the hydraulic lifters.
As far as I know, the 2L still has the water pump housing in the same place. The coolant in the oil problem was from ecoboost engines that used a water pump inside the engine that was driven by the timing chain.
Not much engineering analysis going on here. Read the comments for better info. I have owned both and enjoyed both. I will say the torque from the 2.3 is pretty impressive in my new Explorer.
I don't know the part number of the block. It's either a Focus ST specific block, or just a standard 2.0 block that you would find in a Ford Fusion from 2015 on up. Evidently, there's a difference between the two where they were casted, and the ST blocks are said to be stronger. The head is just a standard 2.3 head for a 2020 Mustang.
The focus ST. It may have come in other models in the early twenty teens, but it for sure came with the focus ST. Then there's the semi closed version that is found in most vehicles with the 2.0. There's also the 2.5 that has the same block design, but it has a taller deck height.
Yes. The 2.3 mounts will work with a 2.0 block. However, there is a small difference between the two. The driver's side is identical. The passenger side mount works, but the 2.0 block only has 3 of the 4 bolt holes. So you can reuse the factory mounts, minus one bolt on the passenger side.
Somebody for the love of Christ please help me i just want to know if the transmission out of an ecoboost will tie up with a 2013 2.0L focus sfe because if this thing quits on me again I'm gonna explode
Open deck has a lack of support around the periphery at the top of the bore which allows ovality, splitting and warpage. A closed deck offers the stiffness to abate this, but runs engine temperatures a little warmer.
@karzkreated Yeah man you're a real trail blazer. I have a '22 2.3 HPP myself and am wondering what is possible. I was always wondering if the RS block of the HPP is sleeved or not and the head difference was. Looks like the air intake is much more open than the regular 2.3 head though. Not trying to make more than 400 flywheel HP and tq myself, but this kind of stuff makes me consider just how much the 2.3 HPP is safely capable of.
The HPP can easily handle 400 HP, and anything beyond that is questionable. It's never how much it can take, but how long it can take it. The RS stuff is better in the sense that it's stronger, but at the end of the day it's still a 2.3 with 2.3 limitations.
@@KarzKreated As long as it can take it for 6 years with no track time and just some spirited highway driving that's good enough for me. Not so young anymore and just looking for some fun here and there and for FFS I like the auto but man it's hunting and hesitation drives me nutz.
@@rabidduck1089 it should be at that power level. It's not that much higher than stock. And I know what you mean with the 10R80! The factory trans tuning is horrendous! After I tune the engine in mine, I'm doing a trans tune.
I don't think the cobb canned tunes are all that bad, but a custom tune is definitely the way to go. I'm sure a basic E30 tune wakes these cars up big time. But a decently hot 93 tune should definitely get you to your power goal.
Google Gen 2 Ecoboost connecting rod. Gen 2 rods are physically thicker and stronger than Gen 1. Gen 2 rods will bend rather than break, which is the preferred worst case scenario.
Thx. Yeah what Ive heard. They all need to be built for any more than 350 tq for real reliability. Out of the platform now for that very reason. Not my concern anymore.
They are excellent. Owned both gen1 & gen2- 2.0L GTDI Ecoboost an both served me well. Good basic maintenance goes a long way. Both ran Better than my GFs Rav4. She now has a Bronco Sport.
@KarzKreated Though even that is quite rare. Owned both gen1 & gen2 - 2.0L GTDI Ecoboost an they served me well for near 200k mis. Both sold running well! Good basic maintenance i.e full synthetic oil every 5k mis /Motorcraft filters etc is wise on any vehicles esp turbo DI.
You can find it in many different Ford vehicles. Fusion, Escape, Focus, Maverick, Taurus, Edge, Explorer, and a few Lincoln vehicles. With that said, those engines are considered "semi closed" deck engines, whereas the Focus ST version is the only 2.0 engine to have a closed deck engine block. That's mainly the reason why it's sought-after for higher hp builds.
I’ve heard the 4 cylinder Mustangs, and oh my god they sound terrible! Cause the two front and back pistons go up and down the same time, and the two middle ones go up and down together, so that’s the reason why I always hate 4 cylinders, and prefer 6 or 8 or 10 cylinders. I mean from the inside it sounds good, but from the outside hell no it sounds bad! 2.5L Hybrid 4 cylinders are the ay okay engines I like
I just finished my 2.0 stroked block Mustang check my videos for the oil filter adapter I have 10000 miles on my fresh block no problems original 2.3 adapter on the 2.0 block
Hi guys,i m preparing 2.0 block for my rs cylinder head and as i saw many builders fullfill this oil/water? channel that rs head hasnt.Did you also did it?I said my cnc shop to fullfill it with aluminum foil
I've heard the newer ones don't hold up as well. Something about Ford out sourcing the casting to another company. I've also heard that Mazda's version Is also stronger than the later Ford 2.0 EB.
