These days, it's not hard to find a really powerful four-cylinder or V-6 engine, and many enthusiasts are beginning to realize Ford had a pretty good thing going with the 2.3L turbo engine. It will run forever, take a serious beating and get good gas mileage all the while. The little SOHC engine was stuffed under the hoods of countless Ford vehicles, but its highest point came in the Mustang SVO and the '87-'88
Thunderbird Turbo Coupe. With more than 200hp on stock boost settings and ultra-restrictive exhaust, the little screamers made these cars very fun to drive. Not to mention the fact that some of the Turbo Coupes came with manual transmissions and limited slip 8.8-inch rearends make them all the more inviting for engine swap fodder.
Josh fabricated engine-mount...
Josh fabricated engine-mount brackets using thick steel, because this car will be equipped with a five-speed and he's been known to thrash on a car. The original engine side mounts will bolt directly to this custom bracket.
Josh Dillon bought an '88 Turbo Coupe a few years back and kept it basically stock for a while, but he certainly put it through the wringer. The car had well over 250,000 miles on it, but it handled the everyday thrashings, which included thousands of donuts and lots of hard shifts. Leave it to a car guy to mess up a good thing-Josh just had to start trying to make it fast. Small modifications here and there led to the car's demise, as a little too much boost killed the original head gasket. He'd driven the car for quite some time, so it was hard to let go of such a good drivetrain. Josh stripped the car and scrapped it, but kept the turbo-charged four-cylinder, five-speed trans and 8.8-inch rear. He then looked for another car, one that would be lighter than the T-bird and something a little more attractive. Wanting an early Falcon but having a tight budget, Josh settled for a '73 Maverick when a good deal came up. The car was actually a Grabber with a running V-8 in it, but this was to be his next four-banger hot rod.
Josh sat the engine and transmission...
Josh sat the engine and transmission into the Maverick's engine bay for a mock-up. Everything looks great so far and this gives you a great view of the original pistons, which have survived more than 250,000 miles of boosted abuse.
Josh started on the project with this mindset: "Build a unique car and use my old four-cylinder, so I can drive it everyday and get decent fuel mileage." He stuck with that plan all the way through the project and created a cool car with a very deceiving look and sound. He's not finished with it, as his profession is bodywork and paint and he plans to completely restore it someday-whenever he feels like parking it long enough to strip it down and give it a fresh coat. For now, he's having way too much fun driving it and getting 29 mpg with an estimated 400 hp at the mercy of his right foot. See what it took to build this low-buck Maverick and check out the photos of Josh thrashing on it and start looking for your own low-buck project to build. You never know when you might stumble upon a wrecked Turbo Coupe, Merkur, Mustang SVO, or other Ford with a spicy drivetrain to give your classic some modern, fuel-efficient fun.
Josh started on the project with this mindset: "Build a unique car and use my old four-cylinder, so I can drive it everyday and get decent fuel mileage"
With the transmission in place,...
With the transmission in place, he fabricated the crossmember to support it. The square tubing was once a trailer hitch receiver, but after a few cuts, it makes a great transmission crossmember. Since the engine is solid mounted, Josh decided to mount the trans solid too.
The Maverick originally came...
The Maverick originally came with a C4 automatic transmission; operated with a column shifter. Josh didn't mind slicing the tunnel for access to the T5 shifter. This transmission is straight out of the Turbo Coupe and it's completely stock.
Josh knew real estate would...
Josh knew real estate would be scarce in the Maverick's engine bay, considering the large turbocharger. Just in case he needed to make a modification, he mocked up the stainless steel header and turbocharger, as well as the intake manifold.
Adequate clearances meant...
Adequate clearances meant Josh could yank the engine and trans back out and prepare them for final installation. He used an SCE copper head gasket, which is 0.100-inch thick to lower the compression slightly. He also installed a high-volume oil pump for good measure and used a front-sump Pinto oil pan to clear the original crossmember.
With the bottom end buttoned...
With the bottom end buttoned up, Josh slid the head over the ARP head studs. The head is basically stock with only minor porting here and there. The camshaft is completely stock, but Josh plans to swap it for something a little more boost-friendly later.
A six-puck clutch from Clutchnet...
A six-puck clutch from Clutchnet fit Josh's budget and application, so he spent $110 and bolted it into place on the stock flywheel, which he simply cleaned up with sandpaper and brake cleaner. It works great with regular radials or the sticky Hoosier street slicks, especially since swapping the original 3.00 gear for a 3.80 and a mini-spool.
With the engine buttoned up...
With the engine buttoned up Josh dropped it down on the mount brackets and bolted it up for the final time. Note the factory Turbo Coupe ECM and wiring, as well as the ignition coil, which Josh mounted to the inner fender apron with some hand fabbed aluminum brackets.
Josh wanted to keep the EFI...
Josh wanted to keep the EFI on his engine, so he swapped the 2.3 throttle body for a much larger unit from a stock 5.0 Mustang. Obviously, this gives him room to go bigger if he chooses to, but this stock throttle body met his budget and it matches the performance he has in mind.
Josh ported the aluminum lower...
Josh ported the aluminum lower intake manifold until the ports were merged together, greatly increasing airflow over the original design. He also fabricated the upper intake elbow from steel, since he hasn't mastered the art of TIG welding just yet. He bolted the intake system together before bolting the assembly to the cylinder head. The original injectors are still in use.