[B]I hope this will help your decision.
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http://www.therangerstation.com/foru...?t=6427&page=2
Fords 2.0/2.3/2.5 litre engine family
These motors are commonly referred to as either the Lima or simply the 2.X OHC (Over Head Cam) engines. They started life based on the German designed 2.0 EAO Sport motors that were first introduced to this country in the Mercury Capris from the early 70s. They share nothing with the 2.3-2.5 litre HSC motors that were offered in the passenger car line from 84-91. Initially the 2.3 was supposed to be designed so that the 2.0 EAO parts would interchange, but due to different manufacturing processes it was not feasable) according to Ford, a couple of easy ways to tell if you have a 2.0L EAO engine, or a 2.0/2.3/2/5L lima engine is that the 2.0 EAO engine has 10 valve cover bolts while the Lima engine has only 8 valve cover bolts, and the distributor is in front of the number 1 intake port on the EAO engine, while the distributor is under the number 1 intake port on the Lima engine. The 2.3 first debuted in the 1974 Pinto using a progressive 2Bbl Webber/Holley carb and a points distributor. In 75 they were upgraded to a Duraspark ignition system. They remained unchanged until about 81 when the intake ports were changed from an oval to a D shape (flat floor). The 2.0/2.3 litre versions that were offered in Rangers starting in 83 used a different head having four evenly spaced round holes of equal size. A 2.0 litre 1-bbl carbed version was offered in Rangers from 83-85, and in 87-88 with a 2-bbl in some parts of the US, Canada and Mexico. EFI was added to the engines in 85. In 89 the 2.3 was changed to a DIS (Distributorless Ignition System) ignition utilizing a new 8-plug head. This head had larger evenly spaced D-shaped intake ports and was used until the end of production of the 2.5 in 01. The 2.5 litre version was only offered from 98 To 01, when the engine was replaced by a 2.3 litre DOHC Duratec based engine.
In 79-81 a high compression drawthru carbed turbo version of the 2.3 was offered. In 83-88 a lower compression EFI turbo version was offered in T-birds, Cougars, Mustang SVOs and Merkur XR4Tis (through 89).
Some of the changes to the motor over the years were:
Rear main seal changed from a two piece to a one piece design in 86.
Roller cams were installed from 88 on in Rangers and 91 on in Mustangs.
Crankshaft main journal sizes were reduced starting in 88.
CPS (Cam Position Sensor) was added starting in 95 (94 in California). At this time Ford changed to a 104-pin computer (it was a 60-pin) and moved the DIS functions into the computer, previously the DIS system had a TFI module as a separate unit mounted on the front of the intake manifold.
Major engine specs are
.......................................2.0........ .2.3 Early....2.3 Late.....2.5
Bore...............................3.520........3. 780.........3.780......3.780
Stroke............................3.126........3.1 26.........3.126......3.401
Bore Spacing...................4.173........4.173...... ...4.173......4.173
Main Journal Dia..............2.3986......2.3986.......2.2055.. ....2.2055
Rod Journal Dia...............2.0468......2.0468.......2.0468. ....2.0468
Con. Rod Length..............5.2047......5.2047.......5.204 7.....5.457
Crank Center to deck.......8.368........8.368.........8.368......8 .368
Piston pin height...............1.583........1.583.........1. 583.....1.2105
Differences between major engine parts are as follows:
Blocks-
2.0 is an underbored 2.3, with the exception of the bore the blocks are identical to all 2.3s (note the ranger 2.0 block can not be bored out to accept a 2.3 pistons).
75-88 2.3s are interchangeable.
89-94 same as 83-88 2.3s but have a smaller main journal saddle, the oil pan seal surface was changed in 87 to eliminate the 4 piece seal and holes were added in the front to bolt on the DISs crank trigger assembly.
95-01 similar to the 89-95s but a Cam Position Sensor was added behind the aux sprocket, the hole for the distributor was eliminated and the oil pump was moved in place of the aux. shaft itself.
Turbo blocks are identical to the 83-88 Ranger blocks but have an additional boss w/ a hole threaded in the pass. side about ½ way back that provides a place to drain the lubricating oil back into the engine from the turbo.
Cranks-
2.0 and early 2.3 Lima cranks are identical.
Late 2.3 Lima cranks have smaller main journals.
2.5 Lima cranks are identical to 2.3 Lima except they have a longer stroke.
Rods-
2.0 and 2.3 (including turbo) rods are identical up through at least 94. In fact they still have the original D4 (74) casting number on them.
Pistons-
The 2.0 pistons are unique and dont interchange.
The 2.3 pistons are all the same excluding the turbo versions, which were forged. Low compression (8.0-1) in the 83-88s and high compression (9.0-1) in the 79-81s.
The 2.5 pistons are similar to the 2.3s but have a different wrist pin height.
Heads-
All 2.0/2.3/2.5 heads will physically bolt in place of each other, they all have similar exhaust port shape and placement. All cams are interchangeable as long as they are used with the proper followers. Later model ('95 and newer) roller cam followers cannot be easily swapped onto an older head as the valve stem size was reduced in the newer heads and matching slot in the follower was reduced, the 83-88 2.0 carburated Ranger engine and 2.3 carburated Ranger engines have the same small round intake ports spaced evenly apart, they differ from each other in their valve sizes though.
There are several variations on the 2.3 heads though they break down into 4 distinct types:
1. Passenger car oval port heads-74-80 Mustang, Pinto, Fairmont, Bobcat, etc.
2. Passenger car D-port head-81-95? T-bird, Mustang, Etc.
3. Truck round port- 83-88 carburated Ranger
4. Truck D-port- 89-01 Ranger. The '89-'94's and '95-'01's have different combustion chambers and ports.
Roller Camshafts
'88-'94 Ranger Roller cam .215" lift at lobe. Lobe is .675 wide
Follower's roller diameter is .900"
'95-'01 Ranger Roller cam .215" lift at lobe. Lobe is .510 wide
Follower's roller diameter is .900"
Head gasket for turbo or any Lima engine (0-27psi)- Fel-pro #1035
Recommended Valve Seals (Good for N/A too)
Intake- E7ZZ-6571-A
Exhaust- E7ZZ-6571-B
Cylinder Head Flow Numbers
D=d-port / T-D= turbo d-port / L-dual= 97-01 dual plug /
E-dual= 88-96 dual plug / Ess-D= Esslinger ported d-port/
inches D T-D Oval Round L-dual E-dual Ess-D ported ARCA
-----------------------------------------------------------------------
.050"---27.55--27.8---28.6---31.0---30.0---27.3---28.1---33.2---33.7
.100"---48.9---54.5---55.9---59.0---58.0---54.9---51.4---65.6---61.3
.150"---61.8---75.4---78.9---77.7---86.7---78.3---76.7--106.5---91.6
.200"---75.2--100.6--100.3--101.6--110.7---96.1--105.5--138.8--122.0
.250"---88.0--120.7--122.3--122.0--130.3--109.4--132.3--169.3--149.8
.300"--101.6--132.3--136.8--135.5--143.3--120.4--156.3--196.5--175.8
.350"--116.5--140.1--146.6--142.7--153.1--128.4--177.7--218.6--198.5
.400"--131.0--144.0--150.5--145.3--158.9--132.3--190.7--234.8--218.6
.450"--144.0--149.2--153.1--145.9--164.1--134.9--199.8--247.1--236.1
.500"--151.8--154.4--156.9--149.2--166.8--136.8--205.6--250.4--252.3
.550"--158.2--159.5--156.3--150.5--168.8--138.8--210.1---------265.9
.600"--163.4--160.8--156.3--151.8--170.2--140.1--214.7---------275.0
.650"----------------------------------------------206.9---------283.1
.700"----------------------------------------------207.6---------290.2
Alot of information from Jspafford is included in this post
KHB1