Ok, here's the question.
Will a cylinder head off a 1995 2.2L Sonoma work on 1998 Cavalier
not easily. you would need to swap the rotating assembly as well, and honestly, if going that far, may as well just swap engines.
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Why would the rotating assembly have to be swapped?
because the pistons in the 98 have a smaller dish. with the 95 head on it i think it changes the compression ratio somewhere north of 12:1, which if you could afford to run the required gas, you'd not need to drive a cavalier. there are other reasons, but honestly, it would really be easier to swap the whole engine.
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Rich Grayo Jr. wrote:because the pistons in the 98 have a smaller dish. with the 95 head on it i think it changes the compression ratio somewhere north of 12:1, which if you could afford to run the required gas, you'd not need to drive a cavalier. there are other reasons, but honestly, it would really be easier to swap the whole engine.
And just exactly what gas would he need to run on a 12:1 engine that is apparently so expensive?
I used to race cars, now I race myself.
5K PB: 24:50
10K PB: 54:26
Wouldn't you need to run 110 for that? Thats expensive. you better only run that on a track if your going for that swap.
the head wouldnt raise the compression like that. we run 2200 pistons with a 92 style head
Hypsy (TRU TurboSport Cav) wrote:Rich Grayo Jr. wrote:because the pistons in the 98 have a smaller dish. with the 95 head on it i think it changes the compression ratio somewhere north of 12:1, which if you could afford to run the required gas, you'd not need to drive a cavalier. there are other reasons, but honestly, it would really be easier to swap the whole engine.
And just exactly what gas would he need to run on a 12:1 engine that is apparently so expensive?
the kind that the average cavalier owner wont buy. seriously, people are complaining that they cant afford 89 octane when they have a cr that gets better than 30 mpg, what do you think will happen when the cr goes up and they end up paying round $20 a gallon?
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why do people complain about gas prices, they cant change them so it is a waste of breath.... when the tank is empty fill it big deal
You can run 12:1 on 92 octane fuel.
Rich Grayo Jr. wrote:the kind that the average cavalier owner wont buy. seriously, people are complaining that they cant afford 89 octane when they have a cr that gets better than 30 mpg, what do you think will happen when the cr goes up and they end up paying round $20 a gallon?
Brandon Aube wrote:Wouldn't you need to run 110 for that? Thats expensive. you better only run that on a track if your going for that swap.
You are both so far off it isn't even funny. Just because you have 12:1 compression doesn't mean you have to use any higher octane per say. I know of a local here racing a NA 13:1 compression engine on 93 octane and the car can, and has, been street driven on 87 just fine.
110 octane LEADED can be had in many areas for between $4.50-$5.50 a gallon and it can be found at many gas stations too.
The top choice of import racers, C16 and now Q16 (IIRC), can be had for around $8.00-$10.00 a gallon and that's 116 LEADED AND OXYGENATED!
Rich: I'd like to know what gas costs $20 a gallon that anyone on here would running, 12:1 compression or not. I think you have no idea on the prices of race gas.
I used to race cars, now I race myself.
5K PB: 24:50
10K PB: 54:26
The only way you could realistically run pump gas in a 12:1 static-compression engine (Which is what everyone goes by) is if the dynamic-compression reduces the cylinder pressure (While both valves are closed) to something that won't cause dentonation on it. Which means: A cam with alotta overlap, and some big intake ports that may cc to a big number but don't create much velocity (Airflow velocity effects cylinder filling).
Leaded fuel with a EFI system is a no-no, because the lead builds-up & chokes the EGOS, which is critical to EFI operation. There is 108 Unleaded available from CAM2, but it's hard to come by.
Plus, everything from the head's mating-surface up on the '98-later LN2 is different than the years prior, so that rules it out. The only similiarity to the '95 truck head & the '98 car head is the gasket holes route the coolant the same way. Oh yeah, and in''98 the notches on the crankshaft trigger-wheel were advanced by about 0.450", to aid fuel-economy by causing the injectors to spray as the intake valve is opening, as opposed to when they're closing like on the previous years. Swapping these two cranks will result in a ignition over-advance that unless the management system is reprogramed to compensate for will result in a hellatious operating condition.
So unless you're looking for the kind of static-compression numbers that's let you run a cam so big it needs to run solid-roller lifters, and want to fab-up a top-feed system to work with the pre-'98 intake-manifold (Which used side-feed injectors) or wanna go with a Hogan custom-fabbed sheetmetal manifold, I'sd say look for a head that matches your year.
Go beyond the "bolt-on".
I'm a strict user of 100 no lead race fuel....or I was until I exploded the cat in a starting line backfire incident.
Now I'm gonna run that Q16 with the new setup I'm doing.
I used to race cars, now I race myself.
5K PB: 24:50
10K PB: 54:26
I guess here's the thing, this is on a 1/2 mile asphalt circle track that this car is gonna race. We normally run 110 octane anyways! Anyone else have any ideas or suggestions on this topic?!?!?
Hey, Bob! Give this guy your parts-list, will ya?
Go beyond the "bolt-on".