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- Joined
- Jan 2, 2001
- Messages
- 8,001
- Reaction score
- 18
- Age
- 41
- Location
- Lancaster, Ohio
- Vehicle Year
- 2016
- Make / Model
- Chevy 3500HD
- Engine Type
- V8
- Engine Size
- 6.6L
- Transmission
- Automatic
- 2WD / 4WD
- 4WD
- Total Lift
- 5"
- Tire Size
- 35"
Ford’s 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 Capri’s from the early 70’s. They share nothing with the 2.3-2.5 litre HSC motors that were offered in the passenger car line from ’84-’91. 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 carb’ed 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 XR4Ti’s (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 ’89 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........3.126.........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.......5.2047.....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
2.3’s.
’75-’88 2.3’s are interchangeable.
’89-’94 same as ’83-’88 2.3’s 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 DIS’s crank trigger assembly.
’95-‘01 similar to the ’89-‘95’s 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 cranks are identical.
Late 2.3 cranks have smaller main journals.
2.5 cranks are identical to 2.3’s 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 don’t interchange.
The 2.3 pistons are all the same excluding the turbo versions, which were forged. Low
compression (8.0-1) in the ’83-‘88’s and high compression (9.0-1) in the ’79-
‘81’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 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.
Early 2.0 and 2.3 heads 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-’85 Ranger
4. Truck D-port- ’89-’01 Ranger. The '89-'94's and '95-'01's have different combustion chambers and ports. IMHO, the newer head is better designed
The following parts and information I gleaned from the Federal Mogul’s website while I was searching for other parts. The part numbers are theirs and are Sealed Power numbers except those in parenthesis are: FP = Fel-Pro, FM = Federal Mogul
Cylinder head
Part....................................Years covered..............PN
Head Bolts.................................83-01...................ES72137 (FP)
(stretch to yield)
Exhaust Valve............................83-94...................V3943
1.500” head, .3414” stem dia, 4.792” OAL
Intake Valve..............................83-94...................V2170
1.735” head, .3419” stem dia, 4.787” OAL
Exhaust Valve............................95-01...................V4553
1.500” head, .2740” stem dia, 4.8070” OAL
Intake Valve..............................95-01...................V4488
1.735” head, .2750” stem dia, 4.787” OAL
Valve Guide...............................83-94...................VG1372
.3440 ID, 2.1880” OAL-spiral reamed & flg
Valve Guide...............................95-97...................VG1389T
Threaded, .2765” ID, 1.9300” OAL
Valve Spring...............................83-94..................VS1459
1.9800” free height w/ damper
Valve Spring...............................95-01..................VS1647
2.0197” free height
Valve Keeper/Lock......................83-94...................VK205
Valve Keeper/Lock......................83-94...................VK205R
Hard
Valve Keeper/Lock......................95-01...................VK287
Valve Spring Insert (shims)..........83-94...................259-102A or B or C
A=.060” B=.030” C=.015”
Engine
Part......................................Years covered................PN
Connecting Rods.........................74-97.......................R25BJ (FM)
Forging #D42E-AA
Pistons......(2.3).........................77-91........................H435P
2-2.00mm/1-4.76mm rings, Comp Dist:1.578”. Pin Dia: .9122”
8.7:1 Comp Ratio, Flat Head- w/2 Valve Reliefs
Pistons......(2.3).........................83-94.........................H537P
2-1.5mm/1-4.00mm rings, Comp Dist: 1.575”, Pin Dia: .9122”
Flat Head- w/2 Valve Reliefs
Pistons......(2.3)..........................82-89........................495P
2-1.5mm/1-4.00mm rings, Comp Dist: 1.578”, Pin Dia: .9122”
8.7:1 Comp Ratio, Flat Head- w/2 Valve Reliefs
Pistons.(2.3??)............................95-97........................H676P
2-1.5mm/1-3.00mm rings, Comp Dist: 1.335”, Pin Dia: .9122”
Flat Head- w/2 Valve Reliefs
Oil Pump (4/8/85 and older).........80-85........................224-41160
Not For Use w/ Cast Aluminium Oil Pan
Oil Pump High Volume.................80-85........................224-41160V
Not For Use w/ Cast Aluminium Oil Pan
Oil Pump (4/9/85 and newer).......86-94........................224-41127
Oil Pump Shaft...........................80-94.........................224-61160
Oil pump screen.........................77-85.........................224-12160
Oil pump screen.........................86-94.........................224-13160
Misc. bits of info and part numbers...
O2 sensor threads are 18x1.5 m/m
Head bolt holes are threaded 12x1.75m/m
Shank diameter for older head bolts is .465"
Shank diameter on the newer torque to yield head bolts is .425"
(In case anybody was wondering)
Core (freeze) plugs
Cyl head and the block pass. side are 1.500" (NAPA pn 219-3133)
Cyl block rear is 2.060"
180* thermostat is Stant PN 13828.
'89-'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"
Turbo stuff
head gaskets
Medium duty (0-17psi)- FMS #M-6051-A231 (disconitnued )
Severe duty (0-27psi)- Fel-pro #1035
Ridiculous duty(0-35psi)- ? (temporarily lost the part number)
Recommended Valve Seals (Good for N/A too)
Intake- E7ZZ-6571-A
Exhaust- E7ZZ-6571-B
Small VAM's openings measure 2.75" OD
Large VAM's openings measure 3.15" OD
Head porting link
http://www.sa-motorsports.com/diyport.htm
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 Capri’s from the early 70’s. They share nothing with the 2.3-2.5 litre HSC motors that were offered in the passenger car line from ’84-’91. 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 carb’ed 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 XR4Ti’s (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 ’89 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........3.126.........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.......5.2047.....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
2.3’s.
’75-’88 2.3’s are interchangeable.
’89-’94 same as ’83-’88 2.3’s 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 DIS’s crank trigger assembly.
’95-‘01 similar to the ’89-‘95’s 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 cranks are identical.
Late 2.3 cranks have smaller main journals.
2.5 cranks are identical to 2.3’s 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 don’t interchange.
The 2.3 pistons are all the same excluding the turbo versions, which were forged. Low
compression (8.0-1) in the ’83-‘88’s and high compression (9.0-1) in the ’79-
‘81’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 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.
Early 2.0 and 2.3 heads 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-’85 Ranger
4. Truck D-port- ’89-’01 Ranger. The '89-'94's and '95-'01's have different combustion chambers and ports. IMHO, the newer head is better designed
The following parts and information I gleaned from the Federal Mogul’s website while I was searching for other parts. The part numbers are theirs and are Sealed Power numbers except those in parenthesis are: FP = Fel-Pro, FM = Federal Mogul
Cylinder head
Part....................................Years covered..............PN
Head Bolts.................................83-01...................ES72137 (FP)
(stretch to yield)
Exhaust Valve............................83-94...................V3943
1.500” head, .3414” stem dia, 4.792” OAL
Intake Valve..............................83-94...................V2170
1.735” head, .3419” stem dia, 4.787” OAL
Exhaust Valve............................95-01...................V4553
1.500” head, .2740” stem dia, 4.8070” OAL
Intake Valve..............................95-01...................V4488
1.735” head, .2750” stem dia, 4.787” OAL
Valve Guide...............................83-94...................VG1372
.3440 ID, 2.1880” OAL-spiral reamed & flg
Valve Guide...............................95-97...................VG1389T
Threaded, .2765” ID, 1.9300” OAL
Valve Spring...............................83-94..................VS1459
1.9800” free height w/ damper
Valve Spring...............................95-01..................VS1647
2.0197” free height
Valve Keeper/Lock......................83-94...................VK205
Valve Keeper/Lock......................83-94...................VK205R
Hard
Valve Keeper/Lock......................95-01...................VK287
Valve Spring Insert (shims)..........83-94...................259-102A or B or C
A=.060” B=.030” C=.015”
Engine
Part......................................Years covered................PN
Connecting Rods.........................74-97.......................R25BJ (FM)
Forging #D42E-AA
Pistons......(2.3).........................77-91........................H435P
2-2.00mm/1-4.76mm rings, Comp Dist:1.578”. Pin Dia: .9122”
8.7:1 Comp Ratio, Flat Head- w/2 Valve Reliefs
Pistons......(2.3).........................83-94.........................H537P
2-1.5mm/1-4.00mm rings, Comp Dist: 1.575”, Pin Dia: .9122”
Flat Head- w/2 Valve Reliefs
Pistons......(2.3)..........................82-89........................495P
2-1.5mm/1-4.00mm rings, Comp Dist: 1.578”, Pin Dia: .9122”
8.7:1 Comp Ratio, Flat Head- w/2 Valve Reliefs
Pistons.(2.3??)............................95-97........................H676P
2-1.5mm/1-3.00mm rings, Comp Dist: 1.335”, Pin Dia: .9122”
Flat Head- w/2 Valve Reliefs
Oil Pump (4/8/85 and older).........80-85........................224-41160
Not For Use w/ Cast Aluminium Oil Pan
Oil Pump High Volume.................80-85........................224-41160V
Not For Use w/ Cast Aluminium Oil Pan
Oil Pump (4/9/85 and newer).......86-94........................224-41127
Oil Pump Shaft...........................80-94.........................224-61160
Oil pump screen.........................77-85.........................224-12160
Oil pump screen.........................86-94.........................224-13160
Misc. bits of info and part numbers...
O2 sensor threads are 18x1.5 m/m
Head bolt holes are threaded 12x1.75m/m
Shank diameter for older head bolts is .465"
Shank diameter on the newer torque to yield head bolts is .425"
(In case anybody was wondering)
Core (freeze) plugs
Cyl head and the block pass. side are 1.500" (NAPA pn 219-3133)
Cyl block rear is 2.060"
180* thermostat is Stant PN 13828.
'89-'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"
Turbo stuff
head gaskets
Medium duty (0-17psi)- FMS #M-6051-A231 (disconitnued )
Severe duty (0-27psi)- Fel-pro #1035
Ridiculous duty(0-35psi)- ? (temporarily lost the part number)
Recommended Valve Seals (Good for N/A too)
Intake- E7ZZ-6571-A
Exhaust- E7ZZ-6571-B
Small VAM's openings measure 2.75" OD
Large VAM's openings measure 3.15" OD
Head porting link
http://www.sa-motorsports.com/diyport.htm
Last edited by a moderator:
Thanx!
