ok i was told i should mill my head and rase the conpression to 10.1 what would be needed to do this how much would i need to have milled off and im going to have it ported when done abour how much og a power will i pick up from this
what is a good set of cams for my 2.2 eco
If you looking at cams you'd be better off with a compression of 11:1. or even 11.5:1 if you don't mind pumping plus on a hot day and 12:1 if you don't mind premium.
--------------------------------------------------
'96 Cavalier Good ol' Pushrod 2.2
-24X,000 miles on factory build
-Some oil loss between changes, me thinks it be rings.
i run 93 evey time at the pump is that enuff to run that much conpression you got any more info i need all i can get
David Jones wrote:If you looking at cams you'd be better off with a compression of 11:1. or even 11.5:1 if you don't mind pumping plus on a hot day and 12:1 if you don't mind premium.
Milling the head down to the point where you would reach those compression ratios would not be the safest route.
You could mill the head alittle, and use a thinner head gasket. But I wouldn't go crazy on the head.
You would be 1000% better off achieving that comp ratio with high compression pistons. As removing that much material off the head is sure to change the angle on something. Aswell as making cracking the head easier.
90cavlierturbo wrote:ok i was told i should mill my head and rase the conpression to 10.1 what would be needed to do this how much would i need to have milled off and im going to have it ported when done abour how much og a power will i pick up from this
what is a good set of cams for my 2.2 eco
You should be able to reach 10:1 with a decked head, and thinner head gasket. Although pistons would be much more reliable.
While you have the head off, I'd port match it, and have the bowls cleaned out.
You would be fine with 93 oct with most cams, and 10:1 compression. HP tunners would definately be a help too.
how much do i need to have cut on the head to get the conpression to 10.1 and whats the best cams out there
milling the head is meant to straighten the gasket mating surface not raise the compression ratio, but it does raise compression in the process, also kep in mind if you shave the head down your moving the cams closer to the crank, meaning the timing chain will be to long, all you can relaly do is stress the tensioner out and hope it can compensate enough before it reaches its max, it also reduces valve to piston clearance. Its definetly not the right way to raise compression. Also rasing compression causes hot spots, for example the Celica GT-S is known to have more then a few problems with head gaskets, it becase they run 11.5:1 compression or somehtign in that range, it cause hot spots in the head which makes it warp more then it should and blows head gaskets, same concept applies here. you definetly don't want 12:1 for a daily driver
You don't want to mill an aluminum head for compression increase. I didn't read that. You want pistons don't even try to mill for 10:1 it hurts your rebuild possibilities in the future should you overheat and need the head shaved because it warped. Especially if your gonna do port matching or something Don't ruin your ability to reuse a performance head due to catastrophic failure.. 11:1 makes a nice daily driver. Find pistons.
--------------------------------------------------
'96 Cavalier Good ol' Pushrod 2.2
-24X,000 miles on factory build
-Some oil loss between changes, me thinks it be rings.
not only milling the head but it is posible to mill the block as well. however like previously stated this should only be done to straighten things out, i would not recomend using either of these millings to achieve the correct c/r however so slight gains would be seen. in order to calculate how much you would have to take off you need to know head volume in cc block volume with piston at tdc and your head gasket thickness at the required torque numbers. it's a complicated equation but someone that knows what their doing will tell you that knowing this stuff is very important when putting together a high end motor. if you need help with some of these things just post it and i'll get the equations for you.....just have to ask my dad.
i am buying the 10:1 performance pistions from JBP next month. do you think that they will be good for a boost application. if not where can i find 11:1 forged pistions with the rods to match.
if you have an eco I'm pretty damn confident that your compression is already 10:1
-Chris
Quote:
i am buying the 10:1 performance pistions from JBP next month. do you think that they will be good for a boost application. if not where can i find 11:1 forged pistions with the rods to match.
You lower the CR to tune for boost easier not raise it. 10:1 is good for low boost...9:1 to 8:1 are good for higher boost applications.
