Well I am now the proud owner of a 1995 Cavi 2.2L 5 Speed Coupe with 212,000 miles. Starting here with my basic engine knowledge, but unfilmilar with the 2.2L in this car.
Lil back story, got the car for free, yes zero.... and the reason is... The previous owner besides putting as much brake fluid in it has he did fuel because of a bad clutch slave cyclinder. The previous owners girlfriend got pissed at him, and dumped sugar in the fuel tank.
So this beings us to my engine rebuild questions. Tank, Pump ,and Fuel Lines have all been replaced, first question being the only fuel componet iIhave not replaced is the TBI fuel injector. (well get back to this)
Motor is out and apart.
The block and head have been dipped and cleaned. Looking at a Master rebuild Kit with .10 over bearings and rings. but not sure how much meat in the block im dealing with. The Pistons are shot, scored up bad, so this is where it gets intresting. I would like to build a tourqe monster (well as much as can be expected), Dome pistons, O-ring the Block, and shave and deck the Head and Block. Then of course 3 or 5 way grind on the head, and port match. Not looking for High RPM so im not sure if i need to do anyhting to the valvetrain other than a longer duration cam or if that would even be nessacary.
Any guidance or direction to literature on the subject of this 2.2l would be greatly apprciated.
2007 Chevy Cobalt LS - Slightly Modified
Autocross is life, for everything else theres a loan officer at the bank.
According to the Mythbusters episode, sugar in the gas tank is really not that bad. Just felt like throwing that in, thought it was interesting.
A 1995 2.2L is not TBI, it's MPFI.
A longer duration cam will raise your powerband higher, which would not go with your "torque monster" goal.
You do not want a domed piston, the head is only about 30cc, you would be running leaded gas at the least. Get you quench down by shaving the block about .040", don't shave the head more than necessary. This will leave you in the area of 9.5:1 static compression. From here you could go with the newer 98+ pistons, with a smaller dish (will give you around 13:1 static compression IIRC, may be okay on E85 and a retarded cam), or you could advance your cam to raise your dynamic compression and increase your low-end torque.
GM had a build guide for the LN2 back in the early 90s, PJ has a copy of it hosted on his server. You can find it towards the end of the LS1 rocker thread.
fortune cookie say:
better a delay than a disaster.
Ha HA, a build book, see if we can find that.... searching.....
Yup i was wonrg, owning this thing for all of a week I made an assumption, and was thinking about my old 80's chryslers and thinking it was a simmilar intake setup.
So the mutltiport setup.... and replacing the injectors....
But the compression test yeilded 110, 60, 45, 100. and the fuel pump seized. So between mileage, excessive cranking to attempt starting, and the inside of the fuel tank looking like a sunken WWII submarine...
So in short your saying, higher lift cam and back the timing off or advance the stock or simmilar cam. Going with a newer style piston 98+ Would also note that I plan on trailering this car to events and using either E85 or VP Street Blaze 103, this has no intention of seeing street duty.
All in the persuit of learning...
2007 Chevy Cobalt LS - Slightly Modified
Autocross is life, for everything else theres a loan officer at the bank.
I looked for the build book that was hosted on www.ny-jbodyies.org site It appears the site is down or no longer there.
I was doing some reading around the site and some searching here too. Forgive my over zelous use of the statement "Tourqe Monster", I know that made me sound dumb and immature. But the reality of it is this is a fun project for me, and something to work towards. I understand there is a the whole cost to function ratio, but what it comes down to is I'd like to make as much relaiable power out of the 2.2 motor, and attempt to underdog the competition with the unexpected.
My speciality is more on suspension and vehicle dynamics, and a novice in engine building. Apart and back together is not that diffuicult when understanding technical drawings and manuals. Extracting everything you can on a reliable basis, the essence of tuning, and what I am attempting to accomplish.
As always any and all information is apprciated.
2007 Chevy Cobalt LS - Slightly Modified
Autocross is life, for everything else theres a loan officer at the bank.
here check out this site:
J Body Tech Articles
<a href = 'http://ivpnewmedia.com/10thst/tifts/'>
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Awesome, Thank you very much Ryan.
2007 Chevy Cobalt LS - Slightly Modified
Autocross is life, for everything else theres a loan officer at the bank.
Alright, if I was in your shoes (and I do want to attempt a very similar project some day), here's what I'd do:
Hypereutectic replacement pistons (oversized as necessary for engine damage)
polish piston faces
new rings
Clevite77 bearings all around
polished and shot-peened rods
clean up oil passages (especially the one to the timing housing)
cross-drill and micropolish crank
.020" Cometic headgasket
ARP headstuds
deck block .005" (if more is needed for flatness, add differences to headgasket thickness)
Crane HR208-292 cam regrind
LT1 lifter plunger springs
stock LS1 valvesprings
custom length thick-walled Crane pushrods
Proform 1.6:1 rockers (un-guided), ARP rocker studs
1mm oversized valves
3-angle valve seat grind for oversized valves
port head
polish combustion chambers, exhaust runners
fresh gaskets, seals, etc
fortune cookie say:
better a delay than a disaster.
we are a speed shop located in south central pa, we can provide you parts and also provide a hi-hp engine if interesed
