hi i have a 99 ranger with a 2.5L and was wondering if anyone knew what would be needed to boost it if at all possible. I don't really want to deal with swapping it to a 2.3 so I figured I would try with a 2.5 if possible.

 

Its the same engine as 2.3l just a longer stroke, so different crank and connecting rods, but block, head, pistons and valves are interchangeable

So you can use 2.3l turbo on the 2.5l with the same limitaions

 

Thanks RonD! so basically I have to find a crank, rods and pistons for the 2.5 to withstand boost but every thing else i can use from a 2.3l turbo?

 

I’m going to join in this conversation with my 2000 Ranger 2.5L. From my understanding, the rods are forged from the factory? I’ve seen SVO guys running 400+ hp on stock internals. I know the difference between the 2.3 and 2.5 is the stroke and it looks like it was done by changing the wrist pin position on the pistons rather than changing the connecting rod length, but my calculations had that off by 0.015”. The 2.3 stroke is 3.126” and the 2.5 is 3.401” with a difference of 0.275” whereas the wrist pin position changed from 1.335” to 1.190” for a difference of 0.290”. The forging number for the 2.3 rods is D42E whereas the 2.5 is F87E so there’s obviously a difference there. Stinger Performance built one with a 60mm turbo (I’m assuming a GT2860RS aka GT28RS aka GTRS aka disco potato, lmao) on 20psi making 415hp/400tq on STOCK INTERNALS. They had a Bo-Port Stage 3 cam and an Esslinger ported head. That was the extent of mechanical engine modifications. Does that mean the connecting rods are truly forged from the factory and can actually take a decent beating? I know they aren’t going to be like SCAT, Eagle, Carillo, or Crower H-Beam rods of course, but could they possibly handle somewhere in the ballpark of 300ft/lbs of torque with a GTRS at about 15psi? I know the SVO’s were 14psi stock on a T3 turbo on premium fuel, not sure the stock injector size though. I also know I’d have to get the PCM tuned and have somewhat larger injectors and yadda yadda, etc. and I’m sure the 4R44E transmission will have to go in favor of a T-5 5-speed with all of the other parts to swap that over. I get all that much. I’m just confirming what I seem to be seeing that these stock internals CAN take a bit of power. Not looking to build a race truck here but it would be pretty sweet to hit the 250-300hp mark at least at the flywheel. I already swapped in an 8.8” because my factory 7.5” rotted out. It has a 3.55 gear now and I had already planned on putting 4.56’s in. I’d like to know more about all this!

 

Currently building a 1998 2.5 Lima. Stock Pistons and Rods were not forged. Crank can handle 350hp. I am installing a CX Racing GT3071 Turbo which is a T3/T4 turbo. The main issues I have found beyond what is listed above is that finding a good MLS steel head gasket and either a stand alone ECU ot a supplemental ECU while retaining the stock ECU. The MLS head gaskets I have found have been composite. With my forged pistons 8.5:1 and forged rods, I will be putting around 16 PSI boost to get an estimated 345 hp at the flywheel and roughly 300 at the wheels. I also have upgraded to an 8.8 rear end and have a Stage 2 clutch Kit to go with my stock 5 speed manual transmission. It should handle around 350 hp at the flywheel. Just need to find an ECU and Steel MLS head gasket. To complete my build.

 

An Update: It looks like I have found a Stand-alone ECU from “Holly” and will require a custom wiring harness. Getting the information they requested on what the cam and crank sensors do and how they operate. Once they have that information they can provide the ECU and wiring harness. I have the parts in for the engine rebuild and will start that this weekend. I will take some pictures to post as it is being built.