Tuned 2.3 EcoBoost

fossil

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What Ford should offer is a twin-scroll turbo to spool up the turbo faster like they do in other ecoboost motors.
The HO 2.3L (332 hp) in the Mustang has a twin-scroll turbo. Even though this unit is bigger than the standard Mustang/Ranger turbo, the torque falls off at 2500 rpm in lieu of the 3000 rpm due to the twin-scroll set-up. A smaller twin-scroll turbo may be even lower rpm.
Throw in port injectors (like the other ecoboosts) to keep those intake valves clean and you have an ideal Bronco motor..
Ok, I'm just learning about this 2.3L EB motor so bear with me.

According to a couple sources the Ranger motor does have a twin-scroll turbo, one source at the link below. The R&T article states the Ranger motor is a modified, heavier duty Focus RS 2.3L and not the Mustang 2.3L motor and they explain why they think so.

Port vs direct injection. What dirt gets on the intake valve? The only thing flowing over the intake is filtered intake air. Direct injection is supposed to give more power and economy right?

BTW, they claim the Ford authorized HP Ranger tune actually gives you 60ftlb more torque at 2,500 rpm than stock. They go on to say going to larger tire sizes will void the drive line warrante with the tune kit.

https://www.roadandtrack.com/car-shows/detroit-auto-show/a15840269/ford-focus-rs-ranger-engine/
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The Pope

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Port vs direct injection. What dirt gets on the intake valve? The only thing flowing over the intake is filtered intake air. Direct injection is supposed to give more power and economy right?
The EGR System & PCV routes some of the Exhaust Gases & Oil Vapor (respectively) back to the Intake, so... the Filtered Clean Air gets dirtied by these. With no fuel being introduced in the intake stream, these contaminants can and do start to buildup on the back of the Intake Valve. Over time this buildup will restrict the airflow into the cylinder.

Port Injection is a method to help to minimize this problem, as the Port Injectors are setup to spray onto the back of the Intake Valve, which helps to clean off and reduce the buildup.
 

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What Ford should offer is a twin-scroll turbo to spool up the turbo faster like they do in other ecoboost motors.

The HO 2.3L (332 hp) in the Mustang has a twin-scroll turbo. Even though this unit is bigger than the standard Mustang/Ranger turbo, the torque falls off at 2500 rpm in lieu of the 3000 rpm due to the twin-scroll set-up. A smaller twin-scroll turbo may be even lower rpm.

Throw in port injectors (like the other ecoboosts) to keep those intake valves clean and you have an ideal Bronco motor..
Still rather have those super tiny twins of a V motor. They only have to support 1.35-1.5L each.
 

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The EGR System & PCV routes some of the Exhaust Gases & Oil Vapor (respectively) back to the Intake, so... the Filtered Clean Air gets dirtied by these. With no fuel being introduced in the intake stream, these contaminants can and do start to buildup on the back of the Intake Valve. Over time this buildup will restrict the airflow into the cylinder.

Port Injection is a method to help to minimize this problem, as the Port Injectors are setup to spray onto the back of the Intake Valve, which helps to clean off and reduce the buildup.
I wonder if they could just put a single injector right after the throttle body to cover all the valves. Seems a shame to have an entire second injection system, mainly to keep valves clean.
 

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Y’all could also just add a bottle of injector cleaner to the fuel additives every now and then. ??‍♂
 

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Y’all could also just add a bottle of injector cleaner to the fuel additives every now and then. ??‍♂
This does not work. Direct injectors are downstream the intake valves. You also should NOT use cleaning products like Sea Foam (spraying in just after throttle body) because any carbon released must go through the turbo and can ruin it. Port injection is good solution for carbon build up as it continually cleans and carbon is released in very small amounts. Another partial solution is an oil catch can for the PCV, but it is only partially effective and the oil has to be dumped every oil change or so.
 

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I wonder if they could just put a single injector right after the throttle body to cover all the valves. Seems a shame to have an entire second injection system, mainly to keep valves clean.
Maybe it’s a space issue. Time is needed for the fuel to mix/evaporate/distribute evenly otherwise it could preferentially go to one cylinder over another. With an injector at each intake port, there is no guessing how much port injected fuel is going to each cylinder.
 

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According to a couple sources the Ranger motor does have a twin-scroll turbo, one source at the link below. The R&T article states the Ranger motor is a modified, heavier duty Focus RS 2.3L and not the Mustang 2.3L motor and they explain why they think so.
Looks like you are correct. They are both twin-scroll. From the dynos I've seen, Ranger and Mustang curves look similar (falling torque at 3000 rpm) so I did not see the expected benefit of the twin-scroll. Turbo lag can show up on dynos too, but this is a pretty significant drop off. Maybe that Ford torque tune should be standard.

Nevertheless, the Ranger/Mustang still lack the solution for carbon buildup.
 
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Maybe it’s a space issue. Time is needed for the fuel to mix/evaporate/distribute evenly otherwise it could preferentially go to one cylinder over another. With an injector at each intake port, there is no guessing how much port injected fuel is going to each cylinder.
Be interesting to know how much fuel in required to just clean off valves. A wet nitrous kit upwards of 200 HP injects fuel right at the throttle body on 5.0's and does not seem to have distribution problems.
 

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This does not work. Direct injectors are downstream the intake valves. You also should NOT use cleaning products like Sea Foam (spraying in just after throttle body) because any carbon released must go through the turbo and can ruin it. Port injection is good solution for carbon build up as it continually cleans and carbon is released in very small amounts. Another partial solution is an oil catch can for the PCV, but it is only partially effective and the oil has to be dumped every oil change or so.

UMMM ……….. Isn't the turbo before the throttle body ???? I don't know these new motors but the old way was inlet/ air filter, turbo, intercooler, throttle body, intake, heads, past the valve. If you spray in the throttle body should only go through the intake and maybe the intercooler if it is an air to water type. Air to air would be before the throttle body.
 

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UMMM ……….. Isn't the turbo before the throttle body ???? I don't know these new motors but the old way was inlet/ air filter, turbo, intercooler, throttle body, intake, heads, past the valve. If you spray in the throttle body should only go through the intake and maybe the intercooler if it is an air to water type. Air to air would be before the throttle body.
I'm just learning about this as well, here is a good article I found.

https://www.caranddriver.com/news/a...-engines-have-both-port-and-direct-injection/
 

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I understand the basics of how engines/ vehicles work, probably better than most people. But videos like this just blow me away, the engineering and tech behind stuff like this is absolutely insane.
 

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This does not work. Direct injectors are downstream the intake valves. You also should NOT use cleaning products like Sea Foam (spraying in just after throttle body) because any carbon released must go through the turbo and can ruin it. Port injection is good solution for carbon build up as it continually cleans and carbon is released in very small amounts. Another partial solution is an oil catch can for the PCV, but it is only partially effective and the oil has to be dumped every oil change or so.
Never had a turbo engine before, good to know. Addatives work just fine on the old Chevy 350.
 
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