How Much HP Can Stock Rods/Pistons/Crank Handle?

[Stinger]

These are just general guidelines, it doesn't mean you are guaranteed not to blow something up well before these ratings. It also doesn't mean people haven't made more power than this with stock components. These are generally "safe" power ratings that should last quite a while at these power levels. These are for EFI Turbo engine components. Pre 91 cranks and rods are the same as turbo in n/a engines.

Rods: 420rwhp
Pistons: 450rwhp
Crank: 600+rwhp
Block: 750+rwhp

[becools]

Here is some great information, that I found during my research...

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 ’88 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........3.1 26.........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.......5.204 7.....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 (note the ranger 2.0 block can not be bored out to accept a 2.3 pistons).
’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 Lima cranks are identical.
Late 2.3 Lima cranks have smaller main journals.
2.5 Lima cranks are identical to 2.3 Lima 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, the 83-88 2.0 carburated Ranger engine and 2.3 carburated Ranger engines have the same small round intake ports spaced evenly apart, they differ from each other in their valve sizes though.