I've searched for awhile. And spend most of my time here searching and reading. But while I could not find good answers to spec details about our 01-up Duratec's, here are two quotes from other sites that answered all my questions.

RPS SITE Orig Poster "BlueMan"

Duratec engine info

"Yeah, I know it's geared towards the Focus crowd, but a lot of it is still good info the pertains to the engine in our rangers too.

Ford 2.3L Duratec


The new Ford Duratec 2.3L (23E) engine generates 144 horsepower - 10 percent more than today's 2.0-liter Zetec engine - with SULEV emissions. It is due to be upgraded with even more power to 150 horsepower for the 2005 model year, but will lose the PZEV emissions equipment. The PZEV engine will be downsize to a 2.0L displacement.

The new engine is standard equipment in five states and will be available in all the other states, but is reported not to be available in Canada.

Clean, fuel-efficient engine is a product of Ford's "revolution under the hood" that will see more than 1.5 million engines built around the globe from the same in-line four-cylinder (I-4) architecture.


Ford's new Duratec 23E engine, first introduced in the 2003œ Ford Focus PZEV (Partial Zero Emissions Vehicle) in California, New York and Massachusetts and now available nationwide, is both powerful - producing 151 horsepower at 5,750 rpm and 154 pounds-feet of torque at 4,250 rpm - and exceptionally clean.The engine helps Focus meet California's Super Ultra-low Emissions Vehicle (SULEV) standard, which allows vehicles to emit only one pound of smog-forming pollution over 15,000 miles of driving. That's good enough to earn the car a perfect "10" on the U.S. Environmental Protection Agency's Guide to Green Cars. The car also has zero fuel system evaporative emissions. EPA estimated fuel economy is 25 mpg city and 33 mpg highway with the standard five-speed manual transmission and 24 mpg city and 30 mpg highway with the optional four-speed automatic.

"The Focus PZEV and the Duratec 23E are technological breakthroughs that deliver real-world environmental benefits without asking consumers to make a single compromise in performance, driving range, refinement or practicality," said John Sidelko, Focus chief engineer.All 2.3-liter Focus models in 2004 are identical to the Focus PZEV. They share the same emissions hardware, fuel system components and powertrain calibration. However, the emissions are slightly less clean outside of California because of that state's unique fuel formulations.

Power, Refinement and Low Emissions
The new engine achieves its impressive level of performance, refinement and low emissions through careful design of the engine block and cylinder heads, air and fuel intake systems, powertrain controls, combustion chambers and exhaust system. The Duratec 23E cylinder block is a precision aluminum casting with a deep skirt that extends well below the crankshaft center line to improve bending stiffness. A separate cast aluminum alloy ladder frame carries the lower bearing shells. This casting is secured by 10 bolts, one on each side of the bearing. Dry, cast-iron cylinder bore liners are cast into the block. A structural ribbed aluminum oil plan and cast alloy front cover further stiffen the block and reduce noise transmission.The extensive use of aluminum components and direct mounting of accessories to the engine block helps to reduce the total installed weight of the engine by 40 pounds, or 12 percent, compared with the Ford 2.0-liter Zetec I-4 engine.

Cylinder Head and Valve Train
The dual overhead cam (DOHC), four-valve-per cylinder head design uses direct-acting mechanical bucket tappets and an aluminum alloy "high flow" cylinder head with press-fit valve seats that help to improve long-term sealing.Valves and tappets are individually graded for consistency. This assures that proper valve clearances are maintained over the engine's life. Lobes on the chain-driven camshafts are chilled during manufacture to harden them. These actions help eliminate the need for valve adjustments throughout a useful life of 150,000 miles. Each cam runs in five cam bearings, for smooth and quiet operation.Intake valve diameters are 35 millimeters, with 30-millimeter exhaust valves. They are mounted at an included angle of 29 degrees to each other in an asymmetric arrangement - the intake valves are 19 degrees from vertical and the exhaust valves are 10 degrees from vertical. This allows the spark plugs to be mounted near the center of the "pent roof" combustion chamber, a design that promotes circular flame propagation and improves fuel economy, especially under partial load.The camshafts run directly in the aluminum cylinder head and are driven by a "silent" chain for quieter operation. A spring arm maintains proper tension and a hydraulically-activated composite damper controls chain movement. The camshaft cover is made of cast aluminum alloy to contain valve train noise and assure warp-free sealing for life.In addition to designing a durable and quiet-running engine, engineers worked to make engine components as fuel-efficient and lightweight as possible. A good example of this is the new piston, ring and connecting rod assembly, which provides about 15 percent weight advantage compared with other modern engines. Other benefits include superior NVH, lower friction (or parasitic losses) and a free-revving engine characteristic.The electronic distributor-less coil-on-plug ignition system includes a cylinder knock-control system that continuously adapts the engine's operating parameters to optimize performance and economy.To enhance fuel efficiency, the engine uses 5W20 SAE (ILSAC GF-3) grade oil for reduced resistance to flow, and operates at a relatively low idle speed of 700 rpm. Maximum engine speed is 7,000 rpm.

New Intake and Exhaust Manifolds
The computer-designed intake manifold is a prime example of the attention to detail that went into the new engine. It is fully symmetrical, lightweight and made of friction-welded plastic to reduce flow friction and stay cooler than cast metal. This design allowed engineers to "sculpt" the sound of the 16-valve engines to be sporty yet refined.Within each of the manifold's four runners is a butterfly valve that restricts the air passage at low speed. This improves low-speed efficiency by inducing "tumble" or turbulence to accelerate the flow of the air/fuel mixture into the combustion chambers. At higher speeds, the butterfly valves open fully to meet the engine's requirement for more airflow.The intake system also features a new, solid-state temperature and pressure sensor, which makes more precise air mass calculations possible. These are constantly relayed to the electronic powertrain control module for efficient engine operation.The powertrain control module also controls a new electronic exhaust gas recirculation (EGR) system that precisely meters the addition of burned exhaust gases to the intake charge. The extra mass of this inert gas in the intake charge acts as a heat sink to reduce combustion temperatures, which in turn helps reduce the engine's nitrogen oxide emissions.The rear-facing, four-into-one exhaust manifold is formed of tubular steel which heats up faster than a conventional cast-iron unit. The catalysts are mounted very close to the manifold, so they heat to operating temperature quickly to reduce cold-start emissions. The catalysts themselves are a high density design that has more surface area than conventional designs to help reduce tailpipe emissions.

Fuel System
A new four-hole fuel injector design delivers a highly atomized-spray pattern directly toward the twin inlet ports of each cylinder for more spray penetration, better atomization and less cylinder wall wetting than a single-hole injector. This in turn translates into good drivability and lower emissions. Sequential electronic fuel injection control injects precisely measured quantities of fuel into each cylinder individually at the optimum point in each combustion cycle.To help eliminate evaporative emissions, engineers designed a unique air intake system that includes a carbon trap to collect vapors from any residual fuel left in the intake manifold at engine shut off. Other features that help eliminate evaporative emissions are a stainless steel tank, along with upgraded stainless steel fuel lines and connectors.

Wide Range of Engines and Applications
The new Duratec I-4 family is built around a highly flexible architecture that can meet a wide range of vehicle needs around the world. More than 100 variations are possible, including designs optimized for fuel economy, low emissions, sporty performance or torque.Ford eventually expects to build more than 1.5 million of these engines annually in displacements of 1.8- 2.0- and 2.3-liters in various vehicles. This would account for 20 percent of Ford's annual world-wide production of 7 million engines."There's a revolution going on under the hood at Ford," said Dave Szczupak, vice president, Powertrain Operations, Ford Motor Company. "We are introducing an unprecedented number of new powertrains between now and the end of the decade. The things we are doing today will assure that we continue to deliver great powertrains and great vehicles to our customers well into the future. "The new engine family also is leading the way in modern, cost-efficient manufacturing. Four plants on three continents will build Duratec I-4s, and all will benefit from the efficiencies and quality improvements offered by flexible manufacturing techniques. "


WiKi Site

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Duratec 2.0l

Engine
Displacement
2.0L
No. of cylinders
4
Bore
87.5mm
Stroke
83.1mm
Firing Order
1-3-4-2
Oil pressure (hot @ 2,000 rpm)
200-268 kPa (29-39 psi)
Oil capacity
3.9L + 0.38L (4.1 qt + 0.4 qt) with filter
Cylinder Block
Cylinder bore diameter
87.5-87.53 mm (3.444-3.445 in)
Cylinder bore maximum out-of-round
0.008 mm (0.0003 in)
Main bearing bore diameter
57.020-57.038 mm (2.244-2.245 in)
Deck Height
216.92mm (8.540 in)
Head gasket surface flatness
0.1 mm/general 0.05 mm/200 x 200 (0.004 in/general) (0.0019 in/7.87 x 7.87)
Piston
Diameter (1)
87.5-87.51 mm (3.444-3.445 in)
Diameter (2)
87.51-87.52 mm (3.4452-3.4456 in)
Diameter (3)
87.52-87.53 mm (3.444-3.446 in)
Piston-to-bore clearance
0.025-0.045 mm (0.0009-0.0017 in)
Ring groove width — top
1.203-1.205 mm (0.0473-0.0474 in)
Ring groove width — 2nd
1.17-1.19 mm (0.0.460-0.0468 in)
Ring groove width — oil
2.501-2.503 mm (0.0984-0.0985 in)
Piston skirt coating thickness
0.008-0.020 mm (0.0003-0.0007 in)
Piston Pin
Diameter
20.995-21.0 mm (0.8266-0.8268 in)
Length
59.6-60.4 mm (2.346-2.377 in)
Piston-to-pin clearance
0.008-0.016 mm (0.0003-0.0006 in)
Pin-to-rod clearance
Press fit
Cylinder Head
Valve lift @ zero lash (exhaust)
7.7 mm (0.30 in)
Valve lift @ zero lash (intake)
8.8 mm (0.35 in)
Valve guide diameter
5.509-5.539 mm (0.216-0.218 in)
Valve seat width — intake/exhaust
0.99-1.84 mm (0.038-0.072 in)
Valve seat angle
45 degrees
Valve seat runout
0.075 mm (0.0029 in)
Valve lash adjuster bore diameter
31.00-31.03 mm (1.220-1.221 in)
Cam bore diameter
25.015-25.040 mm (0.984-0.985 in)
Valve
Valve head diameter — intake
34.85-35.15 mm (1.372-1.383 in)
Valve head diameter — exhaust
29.85-30.15 mm (1.175-1.187 in)
Valve stem diameter — intake
5.470-5.485 mm (0.2153-0.2159 in)
Valve stem diameter — exhaust
5.465-5.480 mm (0.2151-0.2157 in)
Valve stem-to-guide clearance — intake
0.0027 mm (0.0001 in)
Valve stem-to-guide clearance — exhaust
0.0029 mm (0.00011 in)
Valve face runout
0.05 mm (0.001 in)
Valve face angle
45 degrees
Valve Spring — Compression Pressure
Intake and exhaust (installed)
17.5 kg (38.667 lbs)
Intake (valve open) 8.9 mm (0.35 in) of lift
44 kg (97.032 lbs)
Exhaust (valve open) 7.4 mm (0.29 in) of lift
42 kg (93.338 lbs)
Free length
44.92 mm (1.768 in)
Assembled height
37.9 mm (1.492 in)
Crankshaft
Main bearing journal diameter
51.980-52.000 mm (2.046-2.047 in)
- Production repair
51.730-51.750 mm (2.036-2.037 in)
Main bearing clearance
0.019-0.035 mm (0.0007-0.0013 in)
Connecting rod journal diameter
49.980-50.000 mm (1.967-1.968 in)
- Production repair
49.730-49.750 mm (1.957-1.958 in)
End play
0.22-0.43 mm (0.008-0.016 in)
Rings
Width — top
1.17-1.185 mm (0.0460-0.0466 in)
Width — 2nd
1.197-1.199 mm (0.0471-0.0472 in)
Width — oil
2.38-2.45 mm (0.093-0.096 in)
Ring gap (in bore) — top
0.16-0.31 mm (0.006-0.012 in)
Ring gap (in bore) — 2nd
0.33-0.48 mm (0.012-0.018 in)
Ring gap (in bore) — oil
0.2-0.7 mm (0.007-0.027 in)
Valve Tappet
Diameter
30.97-30.98 mm (1.2192-1.2196 in)
Tappet-to-valve clearance — intake
0.22- 0.28 mm (0.008-0.011 in)
Tappet-to-valve clearance — exhaust
0.27-0.33 mm (0.010-0.013 in)
Tappet-to-bore clearance
0.02-0.06 mm (0.0007-0.0023 in)
Camshaft
Lobe lift — intake
8.24999 mm (0.324 in)
Lobe lift — exhaust
7.80007 mm (0.307 in)
Runout (1)a
0.03 mm (0.001 in)
Thrust clearance
0.09-0.24 mm (0.003-0.009 in)
Journal diameter
24.96-24.98 mm (0.982-0.983 in)
Journal-to-bore clearance
0.035-0.080 mm (0.001-0.003 in)
Connecting Rod
Bearing clearance
0.027-0.052 mm (0.001-0.002 in)
Bearing thickness
1.496-1.520 mm (0.058-0.059 in)
Crank bore diameter
53.025-53.045 mm (2.087-2.088 in)
Pin bore diameter
20.965-20.985 mm (0.825-0.826 in)
Length (center to center)
154.8 mm (6.094 in)
Side clearance
1.95-3.05 mm (0.076-0.120 in)
Axial clearance
0.14-0.36 mm (0.005-0.014 in)
No. 3 Journal
Supported by No. 1 and No. 5 journals.

Duratec 2.3l

Engine
Displacement
2.3L
No. of cylinders
4
Bore
87.5mm
Stroke
94.0mm
Firing Order
1-3-4-2
Oil pressure (hot @ 2,000 rpm)
200-268 kPa (29-39 psi)
Oil capacity
3.9L + 0.38L (4.1 qt + 0.4 qt) with filter
Cylinder Block
Cylinder bore diameter
87.5-87.53 mm (3.444-3.445 in)
Cylinder bore maximum out-of-round
0.008 mm (0.0003 in)
Deck Height
227.92mm (8.973 in)
Main bearing bore diameter
57.020-57.038 mm (2.244-2.245 in)
Head gasket surface flatness
0.1 mm/general 0.05 mm/200 x 200 (0.004 in/general) (0.0019 in/7.87 x 7.87)
Piston
Diameter (1)
87.5-87.51 mm (3.444-3.445 in)
Diameter (2)
87.51-87.52 mm (3.4452-3.4456 in)
Diameter (3)
87.52-87.53 mm (3.444-3.446 in)
Piston-to-bore clearance
0.025-0.045 mm (0.0009-0.0017 in)
Ring groove width — top
1.203-1.205 mm (0.0473-0.0474 in)
Ring groove width — 2nd
1.17-1.19 mm (0.0.460-0.0468 in)
Ring groove width — oil
2.501-2.503 mm (0.0984-0.0985 in)
Piston skirt coating thickness
0.008-0.020 mm (0.0003-0.0007 in)
Piston Pin
Diameter
20.995-21.0 mm (0.8266-0.8268 in)
Length
59.6-60.4 mm (2.346-2.377 in)
Piston-to-pin clearance
0.008-0.016 mm (0.0003-0.0006 in)
Pin-to-rod clearance
Press fit
Cylinder Head
Valve lift @ zero lash (exhaust)
7.4 mm (0.30 in)
Valve lift @ zero lash (intake)
7.9 mm (0.31 in)
Valve guide diameter
5.509-5.539 mm (0.216-0.218 in)
Valve seat width — intake/exhaust
0.99-1.84 mm (0.038-0.072 in)
Valve seat angle
45 degrees
Valve seat runout
0.075 mm (0.0029 in)
Valve lash adjuster bore diameter
31.00-31.03 mm (1.220-1.221 in)
Cam bore diameter
25.015-25.040 mm (0.984-0.985 in)
Valve
Valve head diameter — intake
34.85-35.15 mm (1.372-1.383 in)
Valve head diameter — exhaust
29.85-30.15 mm (1.175-1.187 in)
Valve stem diameter — intake
5.470-5.485 mm (0.2153-0.2159 in)
Valve stem diameter — exhaust
5.465-5.480 mm (0.2151-0.2157 in)
Valve stem-to-guide clearance — intake
0.0027 mm (0.0001 in)
Valve stem-to-guide clearance — exhaust
0.0029 mm (0.00011 in)
Valve face runout
0.05 mm (0.001 in)
Valve face angle
45 degrees
Valve Spring — Compression Pressure
Intake and exhaust (installed)
17.5 kg (38.667 lbs)
Intake (valve open) 8.9 mm (0.35 in) of lift
44 kg (97.032 lbs)
Exhaust (valve open) 7.4 mm (0.29 in) of lift
42 kg (93.338 lbs)
Free length
44.92 mm (1.768 in)
Assembled height
37.9 mm (1.492 in)
Crankshaft
Main bearing journal diameter
51.980-52.000 mm (2.046-2.047 in)
- Production repair
51.730-51.750 mm (2.036-2.037 in)
Main bearing clearance
0.019-0.035 mm (0.0007-0.0013 in)
Connecting rod journal diameter
49.980-50.000 mm (1.967-1.968 in)
- Production repair
49.730-49.750 mm (1.957-1.958 in)
End play
0.22-0.43 mm (0.008-0.016 in)
Rings
Width — top
1.17-1.185 mm (0.0460-0.0466 in)
Width — 2nd
1.197-1.199 mm (0.0471-0.0472 in)
Width — oil
2.38-2.45 mm (0.093-0.096 in)
Ring gap (in bore) — top
0.16-0.31 mm (0.006-0.012 in)
Ring gap (in bore) — 2nd
0.33-0.48 mm (0.012-0.018 in)
Ring gap (in bore) — oil
0.2-0.7 mm (0.007-0.027 in)
Valve Tappet
Diameter
30.97-30.98 mm (1.2192-1.2196 in)
Tappet-to-valve clearance — intake
0.22- 0.28 mm (0.008-0.011 in)
Tappet-to-valve clearance — exhaust
0.27-0.33 mm (0.010-0.013 in)
Tappet-to-bore clearance
0.02-0.06 mm (0.0007-0.0023 in)
Camshaft
Lobe lift — intake
8.24999 mm (0.324 in)
Lobe lift — exhaust
7.80007 mm (0.307 in)
Runout (1)a
0.03 mm (0.001 in)
Thrust clearance
0.09-0.24 mm (0.003-0.009 in)
Journal diameter
24.96-24.98 mm (0.982-0.983 in)
Journal-to-bore clearance
0.035-0.080 mm (0.001-0.003 in)
Connecting Rod
Bearing clearance
0.027-0.052 mm (0.001-0.002 in)
Bearing thickness
1.496-1.520 mm (0.058-0.059 in)
Crank bore diameter
53.025-53.045 mm (2.087-2.088 in)
Pin bore diameter
20.965-20.985 mm (0.825-0.826 in)
Length (center to center)
154.8 mm (6.094 in)
Side clearance
1.95-3.05 mm (0.076-0.120 in)
Axial clearance
0.14-0.36 mm (0.005-0.014 in)
No. 3 Journal
Supported by No. 1 and No. 5 journals."