These motors are typically referred to as either the Lima or merely the 2.0, 2.3 or 2.5 OHC (Over Head Cam) engines. They began life based upon the German designed 2.0 EAO sport electric motors that were very first introduced come this nation in the Mercury Capri’s indigenous the at an early stage 1970’s. Lock share nothing through the 2.3 – 2.5 liter HSC motors that were offered in the passenger vehicle line indigenous 1984 – 1991.
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The 2.3 very first debuted in the 1974 Pinto utilizing a progressive 2bbl Weber/Holley carburetor and a points distributor. In 1975 they were upgraded to a Duraspark ignition system. They remained unchanged until around 1981 when the intake ports were readjusted from one oval to a ‘D’ shape (flat floor).
The 2.0/2.3 liter versions that were readily available in Rangers beginning in 1983 supplied a different head having 4 evenly spaced round holes of equal size. A 2.0 liter 1bbl carbureted version was available in rangers from 1983 – 1985, and also in 1987 – 1988 with a 2bbl carburetor in some parts of the US, Canada and Mexico. Digital Fuel Injection (EFI) was included to the engines in 1985. In 1989 the 2.3 was changed to a DIS (Distributorless Ignition System) ignition using a new 8-plug head ( 2-plugs every cylinder). This head had larger evenly spaced D-shaped entry ports and was offered until the finish of production of the 2.5 in 2001.
The 2.5 liter variation was only readily available from 1998 come 2001, once the engine was replaced by a 2.3 liter DOHC Duratec based engine. The 2.5 was a stroked (by 7 mm) version of the 2.3 OHC Ford Ranger engine. It likewise used higher-flow cylinder top for far better intake and combustion. The was changed in 2001 by the Mazda-derived Duratec 23.
In 1979 – 1981 a high compression draw thru carbureted turbo variation of the 2.3 to be offered. In 1983 – 1988 a lower compression EFI turbo variation was available in T-birds, Cougars, Mustang SVOs and Merkur XR4Ti’s (through 1989).
Some that the alters to the motor over the years were:Rear key seal changed from a two item to a one piece architecture in 1986Roller cams were installed from 1989 top top in Rangers and 1991 ~ above in MustangsCrankshaft key journal sizes were reduced starting in 1988CPS (Cam place Sensor) to be added starting in 1995 (1994 in California). At this time Ford adjusted to a 104-pin computer (it was a 60-pin) and also moved the DIS functions into the computer, formerly the DIS system had actually a TFI module as a different unit an installed on the front of the input manifold.2.0 / 2.3 / 2.5 Specifications | |
2.0L (1983 – 1988) | |
| Displacement | 122 CID |
| Type | Single over Head Cam |
| Bore x Stroke | 3.52 x 3.13 inches |
| Compression Ratio | 9.0:1 |
| Fuel System | Carburetor |
| Fuel Pressure | 5 – 7 psi |
| Horsepower | 73hp 4000 RPM (1983 – 1986) 80hp |
| Torque | 107 2400 RPM (1983 – 1986) 106 |
| Oil Pressure | 40 – 60 PSI 2000 RPM |
| Tune Up | |
| Spark Plug | AWSF-52C |
| Spark Plug Gap | 0.044 inch |
| Ignition Timing | 6 levels BTDC (1984 is 8 deg.) |
| Firing Order | 1-3-4-2 |
| Distributor Rotation | Clockwise |
Capacities | |
| Oil Capacity with Filter Change | 5 quarts |
| Cooling System | 6.5 quarts |
Torque Specifications | |
| Cylinder Head | Torque in 2 actions <1st (50 – 60 ft-lbs), 2nd (80 – 90 ft-lbs)> |
| Main Bearing Bolts | Torque in 2 procedures <1st (50 – 60 ft-lbs), 2nd (80 – 90 ft-lbs)> |
| Rod Bearing Bolts | Torque in 2 steps <1st (25 – 30 ft-lbs), 2nd (30 – 36 ft-lbs)> |
| Crankshaft pulley Bolts | 100 – 120 ft-lbs |
| Flywheel to Crankshaft Bolts | 56 – 64 ft-lbs |
| Intake Manifold | Torque in 2 procedures <1st (5 – 7 ft-lbs), second (14 – 21 ft-lbs)> |
| Exhaust Manifold | Torque in 2 steps <1st (5 – 7 ft-lbs), second (16 – 23 ft-lbs)> |
2.3L (1983 – 1997) | |
| Displacement | 140 CID |
| Type | Single over Head Cam |
| Bore x Stroke | 3.780 x 3.126 inches |
| Compression Ratio | 9.0:1 (1983 – 1988) 9.2:1 (1990 – 1993) 9.4:1 (1994 – 1997) |
| Fuel System | Carburetor (1983 – 1984) Multipot Fuel Injection (MFI) (1985 – 1997) |
| Fuel Pressure | 5 – 7 psi (1983 – 1984) 30 – 40 psi (1985 – 1997) |
| Horsepower | 79hp 3800 RPM (1983 – 1985) Manual 82hp 90hp 100hp 112hp |
| Torque | 124 2200 RPM (1983 – 1985) Manual 126 130 133 135 |
| Oil Pressure | 40 – 60 psi 2000 RPM |
| Tune Up | |
| Spark Plug | AWSF-44C (1984 – 1990) AWSR-32PP (1993 – 1995) AWSR-32F (1996 – 1997) |
| Spark Plug Gap | 0.044 |
| Ignition Timing | 10 degrees BTDC |
| Firing Order | 1-3-4-2 |
| Distributor Rotation | Clockwise |
| Capacities | |
| Oil Capacity through Filter Change | 5 Quarts |
| Cooling system (Quarts) | W/AC- 7.2 / W/O AC 6.5 |
Torque Specifications | |
| Cylinder Head | Torque in 2 actions <1st (50 – 60 ft-lbs), second (80 – 90 ft-lbs)> (1989 – 1995) 51 ft-lbs (1996 – 1997) |
| Main Bearing Bolts | Torque in 2 measures <1st (50 – 60 ft-lbs), 2nd (80 – 90 ft-lbs)> |
| Rod Bearing Bolts | Torque in 2 procedures <1st (25 – 30 ft-lbs), 2nd (30 – 36 ft-lbs)> |
| Crankshaft pulley Bolts | 100 – 120 ft-lbs |
| Flywheel come Crankshaft Bolts | 56 – 64 ft-lbs |
| Intake Manifold | Torque in 2 actions <1st (5 – 7 ft-lbs), 2nd (14 – 21 ft-lbs)> |
| Exhaust Manifold | Torque in 2 steps <1st (5 – 7 ft-lbs), 2nd (16 – 23 ft-lbs)> |
| 2.5L MFI (1998 – 2001) | |
| Displacement | 152 CID |
| Type | Single over Head Cam |
| Bore x Stroke | 3.780 x 3.401 inches |
| Compression Ratio | 9.1:1 |
| Fuel System | MFI (Multiport Fuel Injection) |
| Fuel Pressure | 56 – 72 psi |
| Horsepower | 117hp 4500 RPM (1998 – 1999) 119hp |
| Torque | 149ft-lbs 2500 RPM (1998 – 1999) 146ft-lbs. |
| Oil Pressure | 40 – 60 psi 2000 RPM |
| Tune Up | |
| Spark Plug | SP-432 |
| Spark Plug Gap | 0.044 inch |
| Firing Order | 1-3-4-2 |
Capacities | |
| Oil Capacity with Filter Change | 4.5 Quarts |
| Cooling system (Quarts) | W/AC- 7.2 / W/O AC 6.5 |
Torque Specifications | |
| Cylinder Head | 51 ft-lbs |
| Main Bearing Bolts | 75 – 85 ft-lbs |
| Rod Bearing Bolts | 30 – 36 ft-lbs |
| Crankshaft sheave Bolts | 103 – 133 ft-lbs |
| Flywheel come Crankshaft Bolts | 56 – 64 ft-lbs |
| Intake Manifold | 19 – 28 ft-lbs |
| Exhaust Manifold | 14 – 21 ft-lbs |
2.3L Duratec (2002-2011) | |
| Displacement | 140 CID |
| Type | Dual over Head Cam |
| Bore x Stroke | 3.445 x 3.7010 inches |
| Compression Ratio | 9.7:1 |
| Fuel System | Sequential digital Fuel Injection — 4 Port-Mounted Fuel Injectors Electronically triggered By EEC-V Module |
| Fuel Pressure | 60-65 psi |
| Horsepower | 135 5050 (2002) 143 |
| Torque | 153 3750 (2002) 154 |
| Oil Pressure | 55 psi 6000 rpm |
| Tune Up | |
| Spark Plug | SP-439 |
| Spark Plug Gap | 0.044 inch |
| Firing Order | 1-3-4-2 |
Capacities | |
| Oil Capacity with Filter Change | 4 Quarts |
| Cooling mechanism (Quarts) | W/AC- 7.2 / W/O AC 6.5 |
Torque Specifications | |
| Cylinder Head | Stage 1: 44 in-lbsStage 2: 132 in -lbs Stage 3: 33 ft-lbs Stage 4: turn 90 levels (1/4 turn) Stage 5: angle tighten 90 degrees |
| Main Caps | 32 ft-lbs and then revolve 180 degrees |
| Connecting stick Caps | 21 ft-lbs and then turn 90 degrees |
| Flywheel come Crankshaft Bolts | Stage 1: 37 ft-lbsStage 2: 59 ft-lbs Stage 3: 83 ft-lbs |
| Intake Manifold | 156 in-lbs |
| Exhaust Manifold | 40 ft-lbs |
2.0 / 2.3 / 2.5 shoot Orders:
2.0L and also 1983-1988 2.3L Engines
Firing Order: 1-3-4-2 (Distributor Rotation: Clockwise)
1989–1997 2.3L, 2002-2003 2.3L Duratec and 1998-2001 2.5L Engines
Firing Order: 1–3–4–2 (Distributorless Ignition)
Differences between significant engine parts are as follows:
Blocks:
The 2.0 is one underbored 2.3. V the exemption of the bore, the block are identical to every 2.3’s
1975 – 1988 2.3’s room interchangeable
1989 – 1994 2.3’s space the very same as the 1983 – 1988 2.3’s yet have a smaller main journal saddle. The oil pan seal surface was adjusted in 1987 to eliminate the (4) piece seal and also holes were included in the front come bolt ~ above the DIS’s crank create assembly.
1995 – 2001’s are comparable to the 1989 – 1995’s but a electronic came Position Sensor was added behind the aux sprocket. The hole for the distributor was eliminated and the oil pump was moved in location of the aux. Column itself.
Turbo block are identical to the 1983 – 1988 Ranger blocks but have second boss v a hole threaded in the passenger side about ½ means back that provides a place to drainpipe the lubricating oil back into the engine native the turbo.
Cranks:
2.0 and also early 2.3 cranks are identical.
Late 2.3 cranks have smaller key journals.
2.5 cranks are similar to 2.3’s other than they have a longer stroke.
Rods:
2.0 and also 2.3 (including turbo) rods are identical up through at the very least 1994. In reality they still have the original D4 (’74) spreading number ~ above them.
Pistons:
The 2.0 pistons room unique and don’t interchange.
The 2.3 pistons are all the very same excluding the turbo versions which to be forged. Short compression (8.0:1) in the 1983 – 1888’s and also high compression (9.0:1) in the 1979 – 1981’s.
The 2.5 pistons are similar to the 2.3’s but have a different wrist pin height.
Heads:
All 2.0/2.3/2.5 heads will certainly physically bolt in location of every other. They all have similar exhaust port shape and also placement. Every cams are interchangeable as lengthy as lock are used with the ideal followers. Later on model (1995 and also newer) roller electronic came followers can not be conveniently swapped onto an larger head together the valve stem dimension was diminished in the more recent heads and also matching slot in the follower was reduced. Early 2.0 and also 2.3 heads have the same small round intake port spaced same apart. They differ from each other in their valve size though.
Head Variations:
There are number of variations top top the 2.3 top though they failure into (4) unique types:
1) Passenger car oval harbor heads – 1974 – 1980 Mustang, Pinto, Fairmont, Bobcat, etc.
2) Passenger auto D-port head – 1981 – 1995? T-bird, Mustang, Etc.
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3) truck round port – 1983 – 1985 Ranger
4) truck D-port – 1989 – 2001 Ranger. The 1989 – 1994’s and also 1995 – 2001’s have different burning chambers and also ports. That is believed that the more recent head is far better designed.
Part Numbers:
The adhering to parts and also information space from the commonwealth Mogul website. The component numbers room theirs and also are Sealed power numbers. Those in parenthesis are: FP = Fel-Pro, FM = federal Mogul
Cylinder Head | ||
| Part | Years Covered | Part Number |
| Head Bolts | 83-01 | ES72137 (FP) |
| Exhaust Valve (1.500” head, .3414” stem dia, 4.792” OAL) | 83-94 | V3943 |
| Exhaust Valve (1.500” head, .2740” stem dia, 4.8070” OAL) | 95-01 | V4553 |
| Intake Valve (1.735” head, .3419” stem dia, 4.787” OAL) | 83-94 | V2170 |
| Intake Valve (1.735” head, .2750” stem dia, 4.787” OAL) | 95-01 | V4488 |
| Valve guide (.3440 ID, 2.1880” OAL-spiral reamed & flg) | 83-94 | VG1372 |
| Valve guide (Threaded, .2765” ID, 1.9300” OAL) | 95-97 | VG1389T |
| Valve feather (1.9800” cost-free height w/ damper) | 83-94 | VS1459 |
| Valve feather (2.0197” complimentary height) | 95-01 | VS1647 |
| Valve Keeper/Lock | 83-94 | VK205 |
| Valve Keeper/Lock (Hard) | 83-94 | VK205R |
| Valve Keeper/Lock | 95-01 | VK287 |
| Valve feather Insert <(shims) (A=.060” B=.030” C=.015”) | 83-94 | 259-102A or B or C |
Engine |