I am getting ready to put together a racecar for our local track. And in doing so i would like to put a bigger cam into it. Does any one know what type of cam we can put into it? i was told i could use a cam out of an S10 2.2L w/ towing package. This info is for a Chevrolet Cavalier 2.2L Stick
IIRC, The cams shared the same profiles. I could be wrong. Toss in some pistons from a '97+ 2.2 if this is a circle track car. Bump you up to 11:1-12:1. Something in that area. What track you run it at? I an a minute south of Wyoming.
if an s10 had a towing package i would imagine that it wouldnt have a 2.2 in it.
Spencer wrote:if an s10 had a towing package i would imagine that it wouldn't have a 2.2 in it.
Actually, it did... But it was just a lighting-harness hook-up for the trailer, a 1-7/8" ball-hitch mounted on the bumper & heavier-duty rear springs. And maybe higher-duty calipers in-front. As for special cam: No-such-thing on the LN2, no-matter what it went into with whatever additional options said vehicle may have included with it when it was built. I can say this, however: The tow-packaged '94 S-truck with LN2/4L60E pulled, drove & got mileage far-better than my '99 with the same. Think about that!
Go beyond the "bolt-on".
i see, maybe it had different gearing?
the ohv changed ever so slightly in 98, gaining 5 lb-ft of tq, but losing 5 hp. the coolant flow was also changed, and fuel maps were played with (OBD1 to OBD 2 with SFI). in this particular claim, i can see the results dimer claims easily.
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You can get a custom grind cam done from most of the aftermarket cam suppliers. just tell them what your plans are and they can usually make one to your fit.
Mike: i am running at berlin. i did last year in a 97 sunfire with the 2.4 dual orverhead cam. The piston change is a great idea. but the rods cant handle such a high compression ratio.
I may have seen you before then, The stock rods hold up fine, There are a few weekend racers here running the same setup. It does wear more, but I haven't seen Bob spit out a rod yet. Cheap, and gets the job done. He has a few success stories on here.
I was even planning on doing this to my daily car. Still might if I get ballsy enough...
Rich Grayo Jr. wrote:the ohv changed ever so slightly in 98, gaining 5 lb-ft of tq, but losing 5 hp. the coolant flow was also changed, and fuel maps were played with (OBD1 to OBD 2 with SFI). in this particular claim, i can see the results dimer claims easily.
Just to add to this. The 5 lb-ft of torque was from a cam change. When I built my 98 engine I swapped in a 97 camshaft.
98 S10 2.2 ln2 T3-T4 turbo.Custom made by me. 5spd. Forged pistons, H-beam rods, cometic mls. 50lb delphi's. 57mm throttle body. 3in downpipe full exhaust with cat. 15-20 psi everyday on a $200 fleabay turbo with 45,000 miles on it. (Dont believe everything you read on the net). Tuned by me with efilive.
Import perf parts has a few different cams for the 2.2.
98 S10 2.2 ln2 T3-T4 turbo.Custom made by me. 5spd. Forged pistons, H-beam rods, cometic mls. 50lb delphi's. 57mm throttle body. 3in downpipe full exhaust with cat. 15-20 psi everyday on a $200 fleabay turbo with 45,000 miles on it. (Dont believe everything you read on the net). Tuned by me with efilive.
Quote:
Spencer said:
I see... Maybe it had different gearing?
Nope! All LN2/auto S-trucks got a 4.10:1 FDR.
tom jones wrote:Rich Grayo Jr. wrote:the ohv changed ever so slightly in 98, gaining 5 lb-ft of tq, but losing 5 hp. the coolant flow was also changed, and fuel maps were played with (OBD1 to OBD 2 with SFI). in this particular claim, i can see the results dimer claims easily.
Just to add to this. The 5 lb-ft of torque was from a cam change. When I built my 98 engine I swapped in a 97 camshaft.
I can see that, as everything related to breathing on it was changed--Intake runner length, combustion-chamber shape, port shape & size along with exhaust-manifold design--including cam-profile. It seems GM played the same card on it as they did with the TPI 5.7L V-8: Long runners to boost low-end torque & a cam with a narrower LDA/LSA (Lobe displacement/separation angle) to aid higher RPM horsepower. Trouble was, the intake was originally designed for the TPI 305--to help shore-up it's weak off-the-mark acceleration--which meant when it was swapped directly over the too-small plenum & too-narrow runner cross-section didn't flow enough air to properly feed the additional cubes of the 350.
Many guys who toyed with the TPI-5.7 found an immediate sizable gain in HP from just swapping-on the Accel-Ram manifold & perhaps a re-burned chip (OBD-I, after-all) and had no complaints afterward. Others... like SLP... designed a larger plenum & runners of the same shape as the factory pieces to bolt-on for a gain. Some makers even went crazy, following the same method as Chrysler did in the early-'60s with their Sonic-Commando long-ram manifold & siamesed the runners before they meet the lower-manifold to effect sonic-tuning (This is what effects intake- & exhaust-manifold design and operation) in a different RPM-range.
In the end, my guess is GM figured that since the long runners so-well boosted low-end torque production, they could get-away with a tighter LSA to aid in the "5th" cycle of engine operation: The moment of cam overlap between intake & exhaust cycles in which exhaust-manifold tuning effects scavenging of spent (burned) gases & cylinder-filling. Why? Peak HP& RPM operating-range, of course! A cam with the same lobe-shape but a narrower LSA will result in a more peaky HP curve, but effect overall drive-ability . Since the ram-effect of the intake could well-cover for this... along with the other changes made to supposedly increase low-end torque (More like for improvements of score in the old CAFE-testing loop)... they ran with it. But it still seems a li'l short-sighted, if you ask me.
So Tom... What all happened after the cam-swap? And what, if anything, did you do in addition to it? Was it all at-once? Or did you start with the cam & work from there?
Go beyond the "bolt-on".
Arik too bad i just recently got rid of all my old 2.2 stuff I had. I had a head that was P & P. Madjack I also run at Berlin. The stock air cleaner rule is not in effect any longer they allow us to pretty much run what ever. The exhaust rule is new for this year and yes it will make a difference. I had 2.25 exhaust last year with a header. The 1.5 will choke it for sure. Not sure what I am going to do to help it. Arik you running A or B class. As you are aware not alot you will be able to do with the 2.2 to keep pace with the 2.4s and such. We all have seen what advantage the 2.4 has over the 2.2. And then if you run the A have to deal with the Honda's. But anyway good luck Arik this year. Have you ordered my wheel yet.
