2.0L and 1983 - 1988 2.3L Engines

Firing Order: 1-3-4-2

Distributor Rotation: Clockwise

1989–1997 2.3L / 2002-2011 2.3L Duratec / 1998-2001 2.5L Engines

Firing Order: 1–3–4–2

Distributorless Ignition

Differences between major engine parts are as follows:

Blocks:

The 2.0 is an underbored 2.3.  With the exception of the bore, the blocks are identical to all 2.3’s

1975 - 1988 2.3’s are interchangeable

1989 - 1994 2.3's are the same as the 1983 - 1988 2.3’s but have a smaller main journal saddle.  The oil pan seal surface was changed in 1987 to eliminate the (4) piece seal and holes were added in the front to bolt on the DIS’s crank trigger assembly.

1995 - 2001's are similar to the 1989 - 1995’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 1983 - 1988 Ranger blocks but have an additional boss with a hole threaded in the passenger 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 1994. 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 1983 - 1888’s and 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 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 (1995 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.

Head Variations:

There are several variations on the 2.3 heads though they break down into (4) distinct types:

1) Passenger car oval port heads - 1974 - 1980 Mustang, Pinto, Fairmont, Bobcat, etc.

2) Passenger car D-port head - 1981 - 1995? T-bird, Mustang, Etc.

3) Truck round port - 1983 - 1985 Ranger

4) Truck D-port - 1989 - 2001 Ranger. The 1989 - 1994's and 1995 - 2001's have different combustion chambers and ports. It is thought that the newer head is better designed.

Part Numbers:

The following parts and information are from the Federal Mogul website.  The part numbers are theirs and are Sealed Power numbers.  Those in parenthesis are: FP = Fel-Pro, FM = Federal Mogul

Performance Parts:

If you're looking for performance parts, you should check out these sites:

Esslinger Engineering 

They have been a dominating force in four-cylinder Ford performance products for over thirty years. They produce engines and products that have powered everything from off-road trucks and midgets to ministocks and hydro-planes. Along the way, they have helped customers achieve countless wins and championships. They specialize in single overhead cam 2.3 and 2.0 liter Ford engines. They provide hundreds of performance products, including complete engines, short blocks, Aluminum cylinder heads, pulley kits, oil pans, carburetors, manifolds, crankshafts, cams, distributors and almost everything imaginable.

Camcraft

They have a selection of cams for most engines found in the Ford Ranger & Bronco vehicles including the 2.0 and 2.3.

Race Engineering

Race Engineering specializes in racing and high-performance internal engine parts. They specialize in forged pistons, forged connecting rods, billet connecting rods, crankshafts, piston rings, gaskets, MLS gaskets, race bearings, camshafts, valves and valve train components.  Balanced rotating assemblies are carefully engineered for most all engines. We have developed a series of assemblies (including strokers) for 4 cylinder Ford motors (2.3, 2.5 & stroker Ford 4 cylinders for oval track/mini stock).

Racer Walsh

Racer Walsh carries numerous 2.0 and 2.3 parts.

NeedHP.com

Check them out for a variety of Ford 4-cylinder parts.

Kurtz Kustomz

Kurtz Kustomz carries the True-Rev Max Induction kit which allows your engine to breathe more air by eliminating all of the power robbing restrictions associated with the stock system, resulting in more horsepower, better low end torque, crisp throttle response, and overall increased efficiency. This is a complete bolt-on kit that replaces your stock airbox assembly.

Speedwaymotors.com

Speedway Motors carries Ford 4-cylinder parts.

Modifications:

Air Muffler:

Start off with an improved air intake to let the engine breath better.  Below left you can see the Air Muffler and the baffle. The air muffler (on the left) goes between the air cleaner and the throttle body. The baffle to the right of it comes off the front of the air cleaner inside the body of your Ranger above the wheel well.  As you can see in the picture below right, the air muffler was replaced with a piece of stainless but you can use PVC pipe. This will allow more air flow into your motor, increase HP, and make your motor a little bit louder. Your air cleaner is in two (2) parts; air cleaner canister, and mass air flow sensor. Open your air cleaner and remove the air filter, then unbolt the can in which the filter was in, when you pull the can off, the baffle will be attached to it. Remove the baffle, and reinstall the air cleaner. This will add more air flow, HP, and sound to your Ranger.