Ricardo Rosario wrote:hoping to be close to 300 i hope.
I hope you do too man, then I'll know what to expect with my own build!
NJHK (Sexual Chocolate) wrote:Daniel Alonzo wrote:2200 engine sucks don't waste money fixing it up it will be stupid to do so
thats why im bought the ecotec
That's a completely ignorant response and an unwanted one as well. This thread wasn't about if someone should or shouldn't build an OHV, this was about what was the top power record for an OHV.
Next time stick to the actual topic and not wonder off into your unwanted opinions.
i have the 2200 and right now im in the middle of the 2200 to ecotec swap
everyone that i've seen attempt to mod the 2200 always blow the engine or doesn't really get and real power in the engine
but yes im sorry for the response it was un called for i didn't mean to upset anyone it just i don't like the 2200 if any one wants to buy mine i will sell it with trans for 300
it only has 30,000 miles on it
Daniel Alonzo wrote:NJHK (Sexual Chocolate) wrote:Daniel Alonzo wrote:2200 engine sucks don't waste money fixing it up it will be stupid to do so
thats why im bought the ecotec
That's a completely ignorant response and an unwanted one as well. This thread wasn't about if someone should or shouldn't build an OHV, this was about what was the top power record for an OHV.
Next time stick to the actual topic and not wonder off into your unwanted opinions.
i have the 2200 and right now im in the middle of the 2200 to ecotec swap
everyone that i've seen attempt to mod the 2200 always blow the engine or doesn't really get and real power in the engine
but yes im sorry for the response it was un called for i didn't mean to upset anyone it just i don't like the 2200 if any one wants to buy mine i will sell it with trans for 300
it only has 30,000 miles on it
As long as you understand it was uncalled for, it's all good...
www.kronosperformance.com / 732-742-8837
i hate html....
275hp & 306tq - 1999 2.2 ohv
13.2 @ 108 mph
-1996 2.4 liter + Turbo + Built motor + Torco + More boost = Lots o' Power
-2000 Mustang GT + 2004 Cobra motor, Whipple 2.3 supercharger,
built rear-end,Dodge Viper spec T56 6 speed, bolt-ons = wheelies at the track!!!!!
I don't have any pictures because... well... I've barely begun to build my motor, and no one will ever see it until it's done and in the car. But I'm glad I've got an idea of my competition. Not to boast, but I am expecting mid 300's out of this build.
I was a retard, and now I'm permanently banned.
Only thing I've done was take the head off for a cheap PnP as b-day present. All you see now is Mettalicized Valve cover, shiny intake, and a couple solenoids.....YAY
N2O + Bolt-ons
= 220Hp/
250Tq
Coming Soon:HpTunersPro, EagleConnectingRods, WiescoPistons, 13sec2200
off-topic (but since everyone will be reading this anyway), what are the differences between the 2.2L and 2200 crank pullies (aka why are they not interchangeable)?
fortune cookie say:
better a delay than a disaster.
OHV notec wrote:off-topic (but since everyone will be reading this anyway), what are the differences between the 2.2L and 2200 crank pullies (aka why are they not interchangeable)?
The crank pullies are interchangeable. The serpentine belts are different. ASP lists a crank pulley for the 2.2, but not for the 2200 only because there is not a belt out that will fit on a 2200 using the ASP crank pulley. Last that I have seen, there is not a company that makes the correct size belt for a 2200 to use with the ASP pulley.
But I was able to use the ASP pulley on my 2200.
275hp & 306tq - 1999 2.2 ohv
13.2 @ 108 mph
-1996 2.4 liter + Turbo + Built motor + Torco + More boost = Lots o' Power
-2000 Mustang GT + 2004 Cobra motor, Whipple 2.3 supercharger,
built rear-end,Dodge Viper spec T56 6 speed, bolt-ons = wheelies at the track!!!!!
Adler wrote:OHV notec wrote:off-topic (but since everyone will be reading this anyway), what are the differences between the 2.2L and 2200 crank pullies (aka why are they not interchangeable)?
The crank pullies are interchangeable. The serpentine belts are different. ASP lists a crank pulley for the 2.2, but not for the 2200 only because there is not a belt out that will fit on a 2200 using the ASP crank pulley. Last that I have seen, there is not a company that makes the correct size belt for a 2200 to use with the ASP pulley.
But I was able to use the ASP pulley on my 2200.
Alright, thanks. I was just wondering why jtuners lists them seperately, RKSport doesn't even list one for the 2200, RSM lists them under different numbers, and Mantapart lists them under different numbers (comes with belt, get that one now).
fortune cookie say:
better a delay than a disaster.
Spotabee Racing (The Fake Z24) wrote:But I'm glad I've got an idea of my competition.
I don't consider this a competition. I hope we all end up with something to show for the work we've put into our builds.
300's is rather reasonable for the work you claim to be putting into the engine, though you've not gone into detail.
1. Silver Steak. N20 02 2200 - hopefully Spring 06
2. stevefire. t3'd 96 2.2L - Spring 06
stevefire wrote:Spotabee Racing (The Fake Z24) wrote:But I'm glad I've got an idea of my competition.
I don't consider this a competition. I hope we all end up with something to show for the work we've put into our builds.
300's is rather reasonable for the work you claim to be putting into the engine, though you've not gone into detail.
ok well this will give you an idea basically what i am doing. 2200, bored, 8.5:1 compression, full roller valvetrain, custom cam, balanced, knife-edged, lightened crankshaft, heavy amounts of boost, and a... higher... redline maybe that gives you a little bit of a guess into my imagination
I was a retard, and now I'm permanently banned.
stevefire wrote:1. Silver Steak. N20 02 2200 - hopefully Spring 06
2. stevefire. t3'd 96 2.2L - Spring 06
3. Spotabee Racing. Everything 02 2200 Getrag - Fall of 06 or Spring of 07
I was a retard, and now I'm permanently banned.
1. Silver Steak. N20 02 2200 - hopefully Spring 06
2. stevefire. t3'd 96 2.2L - Spring 06
3. Phlatcav. fully built, direct port n20 02 2200- spring 06
1. Silver Steak. N20 02 2200 - hopefully Spring 06
2. stevefire. t3'd 96 2.2L - Spring 06
3. Spotabee Racing. Everything 02 2200 Getrag - Fall of 06 or Spring of 07
4. Phlatcav. fully built, direct port n20 02 2200- spring 06
I was a retard, and now I'm permanently banned.
Ah, what the heck
1. Silver Steak. N20 02 2200 - hopefully Spring 06
2. stevefire. t3'd 96 2.2L - Spring 06
3. Spotabee Racing. Everything 02 2200 Getrag - Fall of 06 or Spring of 07
4. Phlatcav. fully built, direct port n20 02 2200- spring 06
5. notec. built and boosted
key points: 9.0:1, .040" over, JBP stage 2 cam, 30psi, and 7000 rpm (if we can find a relatively easy solution to the stupid lifters, now that the V6 Crane mechanical rollers are a no-go)
fortune cookie say:
better a delay than a disaster.
1. Silver Steak. N20 02 2200 - hopefully Spring 06
2. stevefire. t3'd 96 2.2L - Spring 06
3. Spotabee Racing. Everything 02 2200 Getrag - Fall of 06 or Spring of 07
4. Phlatcav. fully built, direct port n20 02 2200- spring 06
5. notec. built and boosted
6. Lee. t3'd 13.5psi daily 300whp, minor bottom end & full P&P top end - 2200 Getrag - 06
JDM Civic Hatch
Status: Parting Out Turbo Kit....
14.224 @ 102.01MPH @ 5.5psi.... 2.3 60'
Next: Civic JDM B16a2 w/GSR LSD Turbo - Goal 300whp 1400lbs...
OHV notec, I remember seen somthing somewhere about putting heavier plunger springs in the lifter body, possibly the springs from the GMPD SBC hydraulic roller lifters? Mike (HotRod V6) was looking at fabricating a mechanical plunger to fit inside the body of the stock hydraulic roller lifters, before he found the Crane 60Deg V6 mechanical roller lifters (part # 22518L-2). By the way, while writting this the latest Crane Newsletter come in.
(# 173). It's got a good Tech Tip about mixing lifters on roller type cams.
Did I miss something, why are the V6 rollers out? The lifter bodies are the same as other Chevy lifters, the only thing is the link bar is different. Crane should still have the die to make new link bars. Crane's been good about keeping equipment to make parts that are no longer listed.
7K on the JBP cam is well past the powerband, for a cam with those duration numbers. Dave Maxwell from
Crane Cams(talked to him at the Turkey Rod Run in Daytona), said my cam would only have about 400 more rpm than the SBC version(part# 104125, dur. @ .050 208/214, .438"/.452" lift w/ 1.5 rockers,basic RPM1500-5000) for difference in displacement, see the Crane Catalog on the link for more info, or even better talk to Dave yourself.
Look in Crane's Master Lobe Catalog for the
HR1 and
HR3, lobe sizecode B, for the hydraulic roller cam profiles that will fit the 2.2L/2200.
I think the HR-218/332 grind would be good for the intake profile, with the HR-226/345 grind for the exhaust on 114deg lobe centers and 1.5 roller rockers would put you right where you want to be (7K rpm on boost), if you want to go with a hydraulic roller cam. Check with Dave to make sure, though. You would probably need to machine the valve spring seats for the appropriate springs, I doubt the JBP springs can handle the .518" lift that the exhaust would have with this grind cam.
If you want to go with a mechanical roller, look to the
SR series roller cams. I think the SR-220/326 grind on the intake and the SR-228/338 on the exhaust with a lobe separation of 114deg and once again with the 1.5 rockers. Once again, you will probably need to machine the spring seats for the valve springs.
Either cam profile you would need to measure for custom pushrods. For those without alot of performance build knowledge, all this probably sounds like alot of work, but this extra work is nothing uncommon, in performance engine building!
Let us know which way you decide to go.
Quote:
OHV notec, I remember seen somthing somewhere about putting heavier plunger springs in the lifter body, possibly the springs from the GMPD SBC hydraulic roller lifters?
That was something I suggested a while back. The LT1 and LT4 lifters supposedly have the larger springs to alow for higher operation use. I'm using those lifters in the vintage race car engine (with an LT4 hot cam), runs to 6700 rpm all day. I've seen them used successfully at higher rpm.
FWIW, I run the stock 2.2 in my cavalier to 6K before the shift light comes on. It pulls hard right up to the shift point, so why quit early? The right cam profile will work with stock lifters.
Interesting to read in that Crane article about the correct place to put rollers in the valve system. GM knows, too. One look at their roller fulcrum, non roller tip rockers ( as used in the 3100 engine) tells you where they think it's worth making an investment. These rockers are reportedly 1.63:1 ratio. Too bad they're not designed for an adjustable valvetrain. But I'm sure a creative person could figure something out.
-->Slow
1. Silver Steak. N20 02 2200 - hopefully Spring 06
2. stevefire. t3'd 96 2.2L - Spring 06
3. Spotabee Racing. Everything 02 2200 Getrag - Fall of 06 or Spring of 07
4. Phlatcav. fully built, direct port n20 02 2200- spring 06
5. notec. built and boosted
6. Lee. t3'd 13.5psi daily 300whp, minor bottom end & full P&P top end - 2200 Getrag06
7. Juice pushrods. 10.50-75:1 built ohv direct port No2 2200 -summer 06
You guys are really making me want to build my 2200 again instead of swapping in a 2.4 or eco. damn you all with your fast 2.2's.
Well, it's a good thing I haven't purchased a cam yet. I really know absolutely nothing about determining applicable grinds (I know the effects of changing the different dimensions, but not what extent a valued change would have). Also, how about using increased rocker ratios instead of increased cam lift? This would allow a slower ramp rate, and could help a little with reducing float, and possibly increased reliability?
Also, I'm not planning on using stock Jbody springs/retainers. I'm going to look into machining for LS1 springs/retainers as Mike was planning so that I have a larger selection of parts (including some
lighter components for the higher revs w/o float). And of course, pushrods come last (not going to try to deal with Crower again though, groan).
It was juicedZ that was doing the mechanical insert for the lifters, and as far as I know, it was finished, but I haven't heard anything of him starting the engine back up, so I don't know. The reason I said the Crane V6 lifter was out is because Mike just got word that they were discontinued a while back. I never heard about possibly changing the plunger spring, sounds like a possibility. But, thinking about it, wouldn't it just be a good idea to get rid of the hydraulic lifters all together?...but oh crap, just read the Crane bulletin, so back we go. Are the springs of the same dimensions?
Also, I have a spare head here that I was looking to port, but it seems it's off of a '94 (8mm valves). Can I just swap in the 7mm valve guides and use the 7mm valves? or are there other differences like outer guide bore?
thanks guys
fortune cookie say:
better a delay than a disaster.
