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  #1  
Old 04-19-2012, 09:11 PM
Diesel Fan

   

Default Another Ford Ranger-Kubota V2203

I learned about the Ranger with 2200cc Kubota 2203 last fall. I've always respected Kubota equipment and engines, but I never associated them with automotive applications. However, the Kubota with turbocharger appears to be a good match for the compact pickups.

This past winter I bought a V2203 direct injected Kubota with modified oil pan, adapter plate, and turned flywheel from Aaron at Diesel Repower. I was planning to put this into a late model supercab Ranger, but my brother 'stole' my engine for his own conversion, a 1990 regular cab Ranger.

Currently, the engine and transmission are mated and sitting in the engine bay. A pulley has been machined to fit the water pump. Head scratching ensues for the accessories. We plan to use two serpentine belts, because we think it'll be simpler to implement.
Jurgen
Attached Images
File Type: jpg engineplate.jpg (33.0 KB, 336 views)
File Type: jpg intruckpas.jpg (38.4 KB, 299 views)
File Type: jpg overalljh.jpg (108.3 KB, 302 views)
File Type: jpg passenger.jpg (87.0 KB, 284 views)
File Type: jpg turbo!.jpg (83.4 KB, 301 views)
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  #2  
Old 04-20-2012, 09:00 AM
Diesel Fan

   

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Today, I'm picking up engine number two, a V2203DI. This is for the 2002 Ranger Edge I bought yesterday.

Interestingly, I think there is MORE room near the front crossmember. I may be able to eliminate most/all of the oil pan mods required for the pre-98 Rangers.

On the downside, while the Ranger used the same manual transmission from 88 to 2009, the bolt patterns changed. I can't use my adapter plate (for 89 to 97 manuals) on this newer truck.

For those who had to fabricate a plate, is any machine shop going to be competent enough to do the work, or should I find a shop that can digitize the engine and transmission patterns and CNC machine a plate?
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  #3  
Old 04-20-2012, 11:07 AM
FTE FTE is offline
Diesel Wrench
Status: redneck engineering on an amish budget

   
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Very nice! Welcome to the club! As for the adapter, I did mine old school and the machine shop that I used was as well, so just find a compitent shop and you are good to go.

Last edited by FTE; 04-20-2012 at 11:10 AM..
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  #4  
Old 04-20-2012, 06:55 PM
Diesel Fan

   

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I read (4btswaps) that you machined the stock flywheel housing to 1/2" thick and added a 1/4 steel plate for the transmission adapter. Then, you mention using a jig to get the transmission aligned. Can you describe your jig? Also, if you did it again, would you use the same technique?
Jurgen
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  #5  
Old 04-21-2012, 08:37 PM
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Status: Need more turbo....

jared.lemmons XiX Frost13 XiX
   
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EasternAggie's Sig:
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1994 Ford F-150: 12v Cummins NV4500
Mods: Amsoil 4510, 5" exhaust, ISSPRO pyro/boost/FP, tuned pump, CD 5x.014's
4k GSK, 60lb springs, 35/40 hybrid, Mighty Diesel head bolts, 6k HID's
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  #6  
Old 04-22-2012, 10:33 AM
FTE FTE is offline
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If I had to do it over again, I would look into the Phoenix adapter. The jig I made had a disc turned to fit in the center of the cast Kubota plate with a centering hole, and a collar turned to fit between the input shaft and the t/o collar to hold the input shaft dead center. Then I indexed the steel plate to the trans bell using the input shaft to center, then mate the steel plate to the cast cover with the centering holes. Hope I explained that ok.
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  #7  
Old 05-08-2012, 12:38 PM
Diesel Fan

   

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There's not a lot to report. We redid the fuel lines to make them safe for biodiesel. We used steel 5/16" line and 5/16" 30r14 rated hose from NAPA ($4/ft). fte, are you using the stock lift pump on the engine to pull fuel from the tank? We pulled the fuel pump and only plan having the lift pump suck from the tank.

Also, where are you getting oil feed for the turbo? I noticed what looks like a pressure line heading to the injection pump. Any details would be appreciated.

We pulled the engine/transmission to install the clutch and noticed the input shaft has about 0.100" side play. Uh oh, that doesn't look right...

Jurgen
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  #8  
Old 05-09-2012, 01:40 AM
Diesel Fan

   

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This is very interesting and hope to follow the progress. I didnt know that 2203 was the actual size of the engine, not only is the engines outside dimensions small the radiator in the tractor I looked at seemed very small for a 2200 engine. The 2203 must be an efficient engine.
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  #9  
Old 05-09-2012, 03:09 PM
Diesel Enthusiast

   

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How are the IPs on these little engines set up? Most of them come out of reefer units, right?
So do the reefer units have only 2 speed? Idle and and fast settings? Or do they have a full range variable throttle setup?
With a turbo, what kind of HP & TQ numbers do they produce? I'd love to drop one into a Sportage or similarly sized 4WD mini SUV...
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  #10  
Old 05-10-2012, 10:24 AM
Diesel Fan

   

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The engines have a variable throttle, but the throttle holds rpm as opposed to metering the load. In other words, if you use half throttle, the engine will give half of full rpm, and the engine will attempt to get to half rpm as quickly as possible.

The numbers on Garrett's web site suggest 90HP and 160-180 lb-ft of torque with 8-10 psi of boost. I expect performance at least as good as the 4 cylinder Ranger engine, more torque (obviously), and better mileage.

Here's the adapter plate for the earlier Ranger trucks (up to 1997). I bought this with the engine. This fall I'm going to convert an 2002 Ranger. I'm going to use the flywheel housing as the template for the new adapter plate and mate it with the transmission with the 3.0 V6 bolt pattern.

Jurgen
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File Type: jpg adapterjhsmall.jpg (86.6 KB, 145 views)
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