Evolution of the Ranger 2.3L EcoBoost Engine

Discussion in 'General Ford Ranger Discussions' started by CoastieN70, Oct 16, 2019.

  1. CoastieN70

    CoastieN70 Well-Known Member

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    #1 Oct 16, 2019
    Last edited by a moderator: Oct 23, 2019
    I found this interesting

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

    How Ford Modified the Focus RS's Engine for Ranger Duty
    We poke around the Ranger's engine and discover a lot of similarities to Ford's hottest hatch.

    [​IMG]

    Ford revealed the 2019 Ranger last week, telling us that its sole engine would be a 2.3L EcoBoost with a forged crankshaft and forged connecting rods. They declined to share any other specifications or performance data but luckily they brought an engine to their stand at the Detroit Auto Show. That allowed us to get a better look at how it was developed.

    The 2.3L EcoBoost can be found in various configurations across the Ford line. It powers SUVs like the Lincoln MKC and Ford Explorer along with performance cars like the Mustang and Focus RS. It would be easy enough to think that the Ranger motor was just transferred over from the Mustang since they are both in a longitudinal configuration, but it needs enough torque to beat out the Colorado. That's why Ford went with a modified version of the Focus RS motor.

    ranger-engine-cross-drilled-block-jpg-1516635005.jpg

    Our first hint that it's based on the unit found in the Focus RS comes from the design of the block. That shows us that the Ranger motor employs a cross-drilled deck for cooling which is only found in the Focus RS at this time. We covered this type of cooling mechanism in our Focus RS head gasket story, but the general idea is that coolant flows through the block below the bore bridge instead of across the top. Inside the block, the rotating assembly appears to be lifted straight from the Focus RS; it contains the forged crankshaft, forged connecting rods, and coated pistons found in the hot hatch.

    ranger-engine-rods-and-crank-jpg-1516635047.jpg

    Although the top is almost identical to the Focus RS block, the bottom has been modified and has a slightly different casting. The oil pump has been moved from its location beside the crank gear and now runs off the balance shafts in the oil pan. This move was likely done to make the front a little narrower in order to make space for the four-wheel drive components that will be used in the Ranger.

    ranger-oil-cooler-jpg-1516635074.jpg

    The oil cooling system has also been upgraded with the addition of a new housing that includes a larger oil cooler and a filter that now points to the side instead of down towards the oil pan. This housing is novel since it also appears to be where the motor mount will connect to the engine.

    ranger-cylinder-head-and-new-fan-mount-1516635134.jpg

    The oil pump move is not the only change to the front of the block as the harmonic balancer has also been changed. It now includes a provision for a wider front belt which will coincide with the belt-driven fan that will be installed on the Ranger. This is also apparent when you look a little higher up towards the cam gears where there is now a cast mount for the fan to attach to. The timing cover has been modified to allow for the fan mount and the removal of the oil pump below. The rest of the belt drive appears to be identical to the Focus with the water pump visible in the same 3 o’clock position on both engines.

    ranger-engine-overview-front-1516635166.jpg

    Moving up towards the cylinder head it is apparent that most of it was transferred over. The head casting and valvetrain components appear to be identical but a few external changes have been made. The valve cover shows some additional strengthening ribs on the front but is mostly the same. The direct injection pump is mounted in the same position on the left rear side of the head but the vacuum pump beside it on the Focus is gone. This pump is used to provide a vacuum backup for the brake booster on the other models and the unit may now be gone or relocated on the Ranger.

    ranger-egr-and-direct-injection-pump-jpg-1516635228.jpg

    We now find an EGR cooler below the injection pump which has not been used on this size of EcoBoost motor in the past. The EGR system was likely implemented to assist with emissions by pumping hot air into the intake to richen up the fuel mixture as needed. The secondary benefit of EGR is that the warm air being pumped back in can also assist to prevent knock when the engine is under high load. The pipe that leads across the back of the head into the intake manifold appears to be the main change to the induction system there as the rest of the manifold appears to match what is found on the Mustang.

    ranger-engine-turbocharger-1516635252.jpg

    Moving around to the other side of the head, we find the familiar three-port integrated exhaust manifold that leads into a twin-scroll turbocharger. Although we do not have exact specs on the turbocharger just yet, the inducer wheel appears to be slightly larger than the Mustang unit.

    ranger-electronic-active-wastegate-1516635286.jpg

    We find another new piece in this area as this turbo is the first in the series to employ an electronic wastegate. The rest of the lineup uses a mechanical penumatic wastegate so this advancement should allow more granular control of boost pressure. This is important since the Ranger will likely be sold in high volume and small changes like this can help to improve fuel efficiency and emissions.

    [​IMG]

    There are likely other smaller parts that may have slight changes, but the Ranger motor appears to share most of its components with the Focus RS while adding a few new parts. Based on what was shown for the mock-up and the data released by Ford so far, it appears that they might be shooting for a torque monster. I would not be surprised to see it exceeding the torque ratings of its competitors.
     
  2. MTB-BRUH

    MTB-BRUH Well-Known Member

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    Great read, thank you
     
  3. Roofhopper

    Roofhopper Well-Known Member

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    Great read, I’m now curious if we have a vacuum booster pump, and if the there of is causing some of our harsh stopping issues...
     
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  4. RANGER_MARC

    RANGER_MARC Well-Known Member

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    Very interesting, indeed! I especially liked the conclusion, which we owners now know to be true: "it appears that they might be shooting for a torque monster...."
     
  5. NickTheEnforcer

    NickTheEnforcer Well-Known Member

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    Nice to see we have a timing chain vs. rubber belt! One aspect I had not dug into...
    Last 'bullet proof' motor I owned was a Jeep straight 6 4.0L cast block/head. Had two that were amazing one in a '94 J. Cherokee and one in a '99 JGC.
    Old tech, a bit noisy, lousy MPG's but never failed.
    Have high hopes for this 2.3L very impressed so far. at 70 mph I'm still below 2000 RPM's. amazing little motor.
     
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  6. pa-fatboy

    pa-fatboy Active Member

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    I agree it is an amazing little motor. I am actually blown away by the power and torque in my Ranger as well as my wife’s 1.6 liter twin turbo Ford Fusion. I have not done anything to either power plants and both vehicles drive and provide amazing feedback.

    In my teens I did have a ‘74 corolla and a ‘78 Civic. Thinking back on those cars I remember willing them to go up some hills...
     

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