Blog

How to set cam timing on a Duratec with the timing tool set

• By Esslinger Engineering
• 25/10/2026
• 0 comments

Guessing at cam timing is how a good Duratec build turns into a bad one. A cam and crank tool set removes the guesswork. Here is how the job goes. This guide covers setting cam and crank timing on a four-cylinder Duratec (2.0L, 2.3L and 2.5L) or Mazda MZR port injected engine using our timing tool set. Direct injected engines use a different tool set. For torque values and procedures specific to your engine, follow the service manual. What the tools are The tool set has a crank TDC tool and a cam alignment tool. They are precision machined from US-sourced steel to a tolerance of plus or minus ..

How to replace the timing belt on a Ford 2.3L Lima SOHC

• By Esslinger Engineering
• 24/10/2026
• 0 comments

A timing belt job on the Ford 2300 is a Saturday-morning repair if you set it up right. These are the steps, the one tension rule that matters, and the mistakes to avoid. This guide covers replacing the timing belt and tensioner on a Ford 2.3L SOHC "Lima" engine. For torque values and any part that is specific to your year and model, use the factory service manual. We list the steps in the order we would do them. Tools and parts Ratchet and socket set, and a torque wrench Paint pen or marker for timing marks New timing belt in the right tooth count (see which belt you need) New timing belt te..

Which timing belt does my Ford 2.3L Lima need? Count the teeth

• By Esslinger Engineering
• 23/10/2026
• 0 comments

There are three timing gear setups on the Ford 2300 and 2.5L SOHC engines, and the belts do not interchange. Here is how to tell which one you have in five minutes. Before you order a timing belt for a Ford 2.3L or 2.5L "Lima" engine, find out which gear set you have. Buying the wrong belt is the most common mistake, and it is easy to avoid. Step 1: count the teeth on the gears Look at the crank, cam and intermediate shaft gears (the gears the belt runs on) and count the teeth. 19 teeth on the crank, 38 on the cam and 38 on the intermediate shaft: Ford round tooth gears. 23 teeth on the crank..

Duratec stroker kits: more cubic inches, explained

• By Esslinger Engineering
• 22/10/2026
• 0 comments

More stroke means more displacement. Here are the Duratec stroker options we sell and what goes into each. A stroker kit replaces the crankshaft with one that has a longer stroke, then matches pistons to suit. Longer stroke, more displacement. These are the options in our catalog. 2.0L to 2.3L The 2L to 2.3L Duratec stroker kit is the common route to extra displacement. We also build finished versions: the 2264cc 2.0L stroker shortblock and the 12:1 2264cc stroker shortblock. If you are building it yourself, there are 2.0L Duratec stroker pistons in 87.5mm, 87.578mm and 88mm bore sizes. 2.5L t..

Engine recipe: Ford 2300 SOHC circle-track checklist

• By Esslinger Engineering
• 21/10/2026
• 0 comments

The old Ford 2.3L SOHC is still a race winner. This is the checklist of parts we keep going back to when we build one. The Lima 2.3L has been racing for decades, and the list of what goes wrong is short and well known. This checklist covers those weak points with parts we make and sell. The short block Choose a finished 2336cc, 2349cc or 2542cc Stage 3 shortblock, assembled and machined in our shop. Timing, the part that ends your night H.D. timing belt tensioner. Read why the OEM one fails. Round adjustable cam pulley and a fresh timing belt. The shaft that drives your spark and oil Billet..

Engine recipe: EcoBoost 2.3L, the right rods, pistons and head

• By Esslinger Engineering
• 20/10/2026
• 0 comments

The 2.3L EcoBoost is a popular engine to swap and to build. Here is the short list of parts that matter most. If you are building an EcoBoost 2.3L, start with the parts that carry the load and work outward. Here is our parts list. 1. The bottom end Ready to go: a 2.3L EcoBoost shortblock. Building your own: our long rod and piston kit comes in three bore sizes: 87.5mm, 87.55mm and 88mm. Bearings: King EcoBoost 2.3L / Duratec 2.5L race series rod bearings and main bearings. For the biggest builds, there is an EcoBoost billet block. 2. The top end The Pro-Series CNC-ported 2.3L EcoBoost head i..

Engine recipe: the Duratec 2.5L track build, part by part

• By Esslinger Engineering
• 19/10/2026
• 0 comments

The 2.5L Duratec is a favorite for a reason. Here is how we would put one together from our own catalog, from the block up. A recipe is a list of ingredients and the order you put them in. This one is for a Duratec 2.5L built for the track. Pick your compression, pick your cam, and let us help with the details. 1. The foundation Skip the building and start with a finished 2493cc 2.5L Duratec shortblock, or start from a bare 2.5L Duratec block and build it your way. 2. Pistons and rods Our 2.5L Duratec long rod and piston kit comes in five compression ratios: 9.5:1, 10.5:1, 12:1, 13.5:1 and 1..

Four-cylinder Ford speed: the Esslinger story

• By Esslinger Engineering
• 18/10/2026
• 0 comments

Off-road trucks. Sprint cars. Midgets. Ministocks. Hydroplanes. Different tracks, different water, one thing in common: a four-cylinder Ford with an Esslinger part inside it. Some shops build one kind of engine and wait for the phone to ring. We have spent over forty years being a dominating force in four-cylinder Ford performance, and the phone keeps ringing because the parts keep working. Built to be raced Our engines and parts have powered off-road trucks, sprint cars, midgets, ministocks and hydroplanes. Along the way we have helped customers achieve countless wins and championships. That ..

How ordering works at Esslinger: fitment, shipping and insurance

• By Esslinger Engineering
• 17/10/2026
• 0 comments

A short guide to getting the right parts to you, safely. Esslinger Engineering is a working engine shop in Chino, California. These are the answers to the questions we hear most. Check your fitment first Product descriptions say what each part fits. If your engine is not an exact match, or you are mixing parts, call 909-539-0544 or email sales@esslingeracing.com before you order. A two-minute call costs less than a return. Stock changes fast Not every part is in stock at all times, even when the website shows it. For big orders, or when you need a part by a certain date, please confirm availab..

Head studs, oil pan gasket and rear main seal for the Ford SOHC

• By Esslinger Engineering
• 16/10/2026
• 0 comments

The small sealing parts that keep a rebuilt engine from leaking or lifting a head gasket. A rebuild is only as good as the sealing parts that go with it. These are the three we sell most for the Ford SOHC. ARP head studs The ARP head stud kit fits 1974 to 1997 Ford 2300 SOHC "Lima" engines and 1998 to 2001 Ford 2.5L SOHC "Lima" engines. Compared with the stock bolts it gives more consistent torque values, higher clamp load on the head gasket, improved cylinder head sealing and a lower chance of head gasket failure. One piece rubber oil pan gasket The 1pc. rubber oil pan gasket fits all OBD1 Fo..

Tri-metal Clevite bearings for the Ford 2300 SOHC: why we use them

• By Esslinger Engineering
• 15/10/2026
• 0 comments

Late-model engines use aluminum bearings. Our SOHC engines use tri-metal, and there is a good reason. Bearings do not get much attention until one fails. For the Ford 2300 SOHC we use Mahle Clevite tri-metal bearings. Why tri-metal The soft outer layer of a tri-metal bearing lets contaminants in the oil embed into the bearing instead of scoring the crank. That minimizes journal wear compared to the aluminum bearings used in late-model engines. What we offer Main bearings ("P" series), available for standard journals, .010" undersize or .020" undersize. They are also offered with a dry-film co..

Solid cam buckets and lash adjusters: when you need them

• By Esslinger Engineering
• 14/10/2026
• 0 comments

Set the lash wrong and a good cam makes bad power. These are the small parts you will order again and again. Our solid cam packages need valve lash set correctly, and that means having the right parts on the bench. 31mm solid cam buckets (EcoBoost and Duratec) The 31mm solid cam followers work with our EcoBoost and Duratec camshaft sets and come in thicknesses from 3.000 to 3.725mm. You need them any time the cam is changed or the lash needs adjusting. They are sold individually, and there are 16 cam buckets per engine. 14mm lash adjusters (Ford SOHC) The 14mm lash adjuster is an extra-long M1..

Swapping a Duratec or EcoBoost 4-cylinder into a rear-wheel-drive car

• By Esslinger Engineering
• 13/10/2026
• 0 comments

The engines are small and powerful. Getting them to bolt up to a common transmission is the hard part, and these two adapters are how we do it. Ford Duratec and EcoBoost 4-cylinder engines make big power in a light package, which is why they are popular swaps into rear-wheel-drive cars and trucks. The problem is the back of the engine: it does not line up with the transmissions you actually want to run. The bellhousing adapter Our Ecoboost / Duratec to SBF bellhousing adapter fits both EcoBoost and Duratec 2L, 2.3L and 2.5L engines. It lets you bolt a Small Block Ford bellhousing to the 4-cyli..

What goes into an Esslinger Ford 2300 SOHC shortblock

• By Esslinger Engineering
• 12/10/2026
• 0 comments

A shortblock is more than parts in a box. Here is how ours are built, and why we machine and assemble every one in our own shop. Our shortblocks are assembled by the same technicians that build our race and championship winning engines. That matters, because the biggest difference between engines is not the parts list, it is how carefully they are put together. How each block is prepared Every block starts as an OEM Ford block that is thoroughly inspected, magna-fluxed, de-rusted and cleaned. It is then fully machined to our specifications in our shop. Cylinder honing is done with our diamond..

Stopping broken distributor gear teeth on the Ford 2.3L SOHC

• By Esslinger Engineering
• 11/10/2026
• 0 comments

The OEM iron intermediate shaft with an iron/bronze gear is a known weak point. Here is the fix we use in our own engines. On the Ford 2300 SOHC the intermediate shaft drives the distributor and oil pump. The OEM iron shaft and its gear can break teeth, and when they do the engine loses spark and oil pressure at the same moment. The upgrade Our billet intermediate shaft kit is a heavy duty replacement for the OEM shaft and gear. It is made from heat treated 4340 chromoly and includes a bronze gear. A bronze gear must be used with the billet steel shaft. You cannot run an iron or steel distribu..

Adjustable cam pulley for a Ford 2300 SOHC: when you need one and what it does

• By Esslinger Engineering
• 10/10/2026
• 0 comments

Cam timing is free horsepower, but only if you can change it. Here is when an adjustable cam gear is required, and what advancing or retarding the cam actually does. A fixed cam gear puts the camshaft at one position and that is that. An adjustable gear lets you move the cam a few degrees either way, so you can set it where the engine makes the most useful power. When you need one Anytime an aftermarket cam is fitted, or if the block and/or head has been milled (resurfaced). Both change where the cam sits relative to the crank, and the only way to put it back is an adjustable gear. What the ad..

Why Ford 2.3L SOHC timing belts fail, and how to stop it

• By Esslinger Engineering
• 09/10/2026
• 0 comments

A timing belt that rides off the pulleys and destroys itself is one of the most common ways a Ford 2300 SOHC engine ends its day. The cause is usually the tensioner, not the belt. If you race, or just drive hard, a Ford 2300 SOHC "Lima" engine lives or dies by its timing belt. When the belt fails the cam stops, the valves stop, and the day is over. In our experience building these engines, the belt is rarely the root cause. The tensioner is. What goes wrong with the stock tensioner The two-piece bearing cover on the OEM tensioner can separate, and that lets the belt fail. The bearings are hel..

Congratulations Kaiden Manders R.

• By Esslinger Engineering
• 09/02/2020
• 0 comments

Congratulations Kaiden Manders R. and the Wayne Cover/ Coverall Racing team on your win Saturday night at the Perth Motorplex! #esslingerpower#bb7power Spike ChassisAtrs Parts Thank you Speedcars WA for the pics!!

One of our competitors has been spreading mis-information

• By Esslinger Engineering
• 21/01/2020
• 0 comments

Esslinger Engineering has been informed by several customers that one of our competitors has been spreading mis-information about our BB7 engine.We would like to set the record straight to the open wheel community… The BB7 engine is 100 percent legal in ALL race series!Over the past few years I have manufactured a couple full billet R&D heads that I have tested on the dyno. These heads have very minimal water flow and are not capable of performing on the race track. These heads are for R&D use ONLY. This has given some of our competition the notion that we are running a “billet head” o..

Our friends over at Lucas Oil stopped by a couple weeks ago

• By Esslinger Engineering
• 30/10/2017
• 0 comments