I'm pretty sure there are some differences in the designs of the 2 engines that keep you from being able to do that swap.

Alright, here we go...

The headbolts can be interchanged according to my measurements and a quick test fit with my ARPs (the blocks are the same, so lower pitch/length is identical, upper length is a tad different though).

The 2200 has about 3/2 the combustion chamber volume as the 2.2L. Putting a 2200 head on a stock 2.2L block will give you a static compression ratio about 7:1. Putting a 2.2L head on a 2200 gives something like a 12:1 static ratio IIRC (measurements at home). So, you will lose LOADS of power with the 2200 head on the 2.2L block. I used 2200 pistons with the 2200 head swap to keep compression up.

Cooling: the 2200 has 'revised' cooling passages to help fight off blown headgaskets. You will need to use the 2200 headgasket with the head. The external passages are also different, so you need all the plumbing from the 2200 as well.

Pushrods: You need 2200 pushrods, they are much longer.

Injector harness - different injectors need a different harness (also watch the injector impedence if using stock 2200 injectors, it changed somewhere in there, you need low)

Intake manifold - need 2200 intake manifold and intake plumbing. The 2.2L exhaust manifold should be fine.

Benefits to the 2200 head:
coil relocation (no more ignition coils on the back of the block)
normal injectors (no more bottom-feed )
better cooling (no more blown headgaskets)
roller rocker trunion (lower friction, less heat generation)
MUCH larger valve-piston clearance

Downsides:
smaller exhaust ports
funky square intake ports
plastic intake manifold
MUCH lower valve retainer-guide clearance (lower max lift)
shorter valvesprings (lower max lift, no aftermarket options without heavy machining)



fortune cookie say:
better a delay than a disaster.

ok thank you