2.3L Non-Turbo Engine Complete Assembly for 2015-2017 Ford Mustang

A quick look at your own vehicle makes sure the right engine shows up:

• Check your VIN: Confirm that the 8th digit is 'H'.
• Verify Transmission Type: This engine was pulled from an automatic transmission vehicle. If your Mustang is a manual, you must purchase and install a new crankshaft pilot bearing.
• Inspect your Turbocharger: This engine is being sold without the turbocharger. Verify that your original turbocharger, wastegate actuator, and exhaust manifold are in good working condition.

What the install really takes — plan and budget with confidence:

Special tools this job needs:

• Camshaft Alignment Tool (Ford OEM 303-1565)
• Crankshaft TDC Timing Peg (Ford OEM 303-507)
• Crankshaft Position Sensor Alignment Tool (Ford OEM 303-1521)
• Flywheel Holding Tool (Ford OEM 303-103)
• Engine hoist
• Engine stand

Budget for these consumables at install:

• Engine Oil (5.7 quarts of OE-spec 5W-30 full synthetic, API SP-rated)
• Oil Filter (Motorcraft FL-910S)
• Engine Coolant (Motorcraft Orange or Yellow pre-diluted coolant)
• Spark Plugs (Four new OE-spec iridium spark plugs, gapped to 0.028"–0.030")
• Intake manifold gasket
• Exhaust manifold gasket
• Valve cover gasket
• Thermostat housing gasket
• Rear main seal
• Front crankshaft seal
• Crankshaft pulley bolt (Torque-to-Yield, MUST be replaced)
• Flywheel/Flexplate bolts (Torque-to-Yield, MUST be replaced)

What your vehicle’s computers will need after the swap:

What’s involved: Crankshaft Position (CKP) sensor profile correction / Misfire Monitor Neutral Profile Correction

While you do not need to reprogram or re-marry the ECU/PCM, you must perform a CKP sensor profile / misfire monitor relearn using a dealer-level scan tool (such as Ford IDS) or diagnostic software like FORScan with an OBDLink adapter. Failure to do this can lead to false misfire detection, poor running, or diagnostic trouble codes (DTC P0315).

Pro tips for a smooth first start-up — hand them to whoever does the install:

• CRITICAL: Friction-Fit Crankshaft Pulley (No Keyway!). The crankshaft pulley and timing sprocket are not keyed to the crankshaft. Do NOT loosen or remove the crankshaft pulley bolt without first installing the camshaft and crankshaft timing alignment tools.
• Crankshaft Position (CKP) Sensor Alignment: The CKP sensor must be aligned precisely using the special alignment tool (303-1521) when installing.
• Automatic vs. Manual Transmission Pilot Bearing: This donor engine was pulled from an automatic transmission (AT) vehicle. If installing into a manual transmission (MT) vehicle, you must install a new crankshaft pilot bearing.
• Turbocharger Transfer: Ensure all oil and coolant lines are clean, free of debris, and properly primed/connected to avoid starving the turbo of oil on first startup.
• Fragile Components: The direct injection fuel lines and various plastic connectors on the wiring harness can become brittle with age and heat cycles.
• Grounding Straps: Ensure all engine-to-chassis ground straps are clean and securely reconnected.
• Low-Torque Fasteners: The valve cover and oil pan bolts have low torque specifications. Overtightening can easily crack the components or strip the threads.

Easy to get right once you know them:

• Reusing the Crankshaft Pulley Bolt: Because this is a torque-to-yield (TTY) bolt, it stretches when tightened. Reusing it causes the friction-fit pulley to slip, throwing the engine out of timing.
• Loosening the Crank Bolt Without Timing Pegs: Loosening the crank bolt without locking the cams and crank with the special timing tools instantly ruins the timing.
• Ordering for a Focus RS, Ranger, or Explorer: Assuming the 2.3L EcoBoost is a universal drop-in when block castings, cylinder heads, compression ratios, and oil pans are completely incompatible.
• Not Replacing the Low-Pressure Fuel Sensor: Reusing the old sensor from a blown engine often leads to the replacement engine blowing up for the exact same reason.
• Ignoring LSPI Prevention: Demanding heavy throttle at very low RPM in a high gear, or using lower octane fuel or oil that isn't rated to prevent LSPI.
• Reusing the Old Turbo Without Inspection: Installing a damaged turbo from a failed engine can cause the new engine to fail immediately.

Not issues with the units on this page — the manufacturer documented these for every engine of this family, wherever you buy one. Handy for your installer: