well racing season is coming so we have the first engine combo of the year planned, still cant afford to fully finish the big motor so here we go

92 flat tappet block
92 crank with cs trigger cut off and balanced
93 rods
99 pistons
90 2.0 head
stainless 1mm oversize 7mm stem valves
just a little bowl porting to unshorud the valve, nothing to obvious
weber 38 outlaw carb with special cold air intake kit
msd hvc going to the custom 84 distributor
header
2.5 mandrel exhaust
12lb steel flywheel
stage 2 clutch
underdrive crank pully
custom grooved water pump pulley
.450 lift custom ground cam
sbc rocker studs and balls
ln2 lifter spring mod

then we can try my tranny i just did all the gears in. talked to the dyno guy this weekend he sadi bring it downa nd we will see what that makes

dam.........interested in what it puts down.

isn't the 2.0 head a SOHC?

but holy @!#$, I can't believe it would fit the 2.2 block. . . .

The 2.2L used to be a 2.0, and before that it was a 1.8L.

Other than the piston/head combo, it seems rather tame... Where's the crank work and 8000rpm-worthy cam?




fortune cookie say: better a delay than a disaster

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we cut 4 lbs off the crank by taking the sensor ring off, cam is restrcited to .450 lift after that it is fare game

these are the engine rules
Engine
1. Engines must be 8 valve, Hondas allowed 12 valve
2. Block must be stock for make
3. 2500cc Maximum displacement
4. .040 Maximum overbore
5. Stock Steel Flywheel, may be resurfaced
6. Any clutch may be used, but must be functional
7. No porting or polishing of heads
8. Valves must be stock size and weight
9. Head must be completely stock, NO SVO or TRD heads
10. Heads are allowed to be shaved
11. Must be flat tappet camshafts max lift .450 measured at valve, no roller cams allowed
12. Adjustable cam gears allowed
13. Flat tappet lifters, No roller rockers or lifters
14. Crankshaft must be stock, no knife edging
15. Pistons and Rods must be stock appearing. Flat tops may be used
16. Stock Type ignition only, no magneto
17. Starter must work
18. Holley 5200 or Weber 32/36 carburetor
19. Holley 350 may be used, in conjunction with a 50LB weight penalty
20. Fuel Injection is allowed, must be completely stock including air intake, throttle body, injectors and computer. All items can and will be tested
21. Max Compression ratio 12:1
22. Radiator may be aluminum, Must be mounted in front of engine
23. Headers will be allowed, headers must exit under chassis and not bisect firewall 1.5” maximum primary diameter
24. 2.5” maximum exhaust diameter

welp you already broke 2 rules. and im pretty sure you broke a third last engine with higher compression than 12:1. didnt you?

Engine Rules wrote:7. No porting or polishing of heads
8. Valves must be stock size and weight
21. Max Compression ratio 12:1

Bob Guptill wrote:stainless 1mm oversize 7mm stem valves

Bob Guptill wrote:just a little bowl porting to un-shorud the valve, nothing to obvious

lol gotta love stock cars. always trying to get away with stuff



Needing 2.3 oil pump stuff? PM me...

best part about it is i made the rules haha, it is my division

Bob Guptill wrote:best part about it is i made the rules haha, it is my division

You cheater!


GMR has got nothing on this

whos gonna catch me? it is the only way to keep up with the fords and toyotas who each have a 500 page parts book for their motors

Are you familiar with Smokey Yunick, Bob? He said: "The rule-book only tells you what you must do, not what you can." What else would one expect from the The Master of Creative-Interpretation?


Go beyond the "bolt-on".

well crap if you dont need to follow rules go all out!!!



Needing 2.3 oil pump stuff? PM me...

Rockers... so what's a "roller rocker?" Sounds silly, but 96 or 97 and up 3100 and 3400 engines use a stamped steel rocker with a roller fulcrum but no roller tip. Definitely not race appearing stuff. Gotta machine a groove in the head to make 'em go, but chances are you'll end up with a stronger valvetrain in the end. The 3100 rocker pedestal is far stronger and less prone to flexing than a 7/16" stud alone.

Why the change to distributors? The DIS trigger wheel doesn't have to be anywhere near as heavy or as large as OEM. An aluminum disc attached to the crank with a steel outer trigger ring can replace the thick and heavy factory system. I should find pictures of the 2.5" diameter trigger wheel I used to use on the bench for experimenting with DIS.

Any way to increase cam base circle and lifter diameter? More aggressive lift is possible with bigger lifters and base circle.

Also, same trick making solid flat tappet as making solid roller lifter. Pull apart LT1 lifter and machine plunger shorter to make piddle valve style lifter.

Love seeing the builds! Maybe I'll get to take a trip up north this year and watch ya run.

-->Slow

we are gonna buy a set of lunati solid flat tappet lifters to work with our race cam that cams northeast in nh grinds for us. with running dis i would have to run sensors,c omputer and wiring, all of that equally 50lbs or more. i can get the same performance while running a modified 1984 cav distributor with a hvc msd box and coil all the while limiting the amount of electronics to screw up. the biggest reason for teh dist is becasue it is changed to carb

It's important not to introduce too many new parts or systems at a time, and when you are working with a system you don't know or trust it can ruin an entire season. The stock system has some advantages.

ECM can be used with MAP, throttle position, coolant temp sensors only. Not necessary to use extra wiring. Not necessary to connect injectors, trans controls, oxygen sensor.

Because ecm is electronic, it's possible to do things like have 20 deg at 4000 rpm, 28 at 5000, and 27 at 6000. Sometimes an engine wants less timing at a certain rpm, and sometimes you can affect traction and low to mid range pulling with a ramp that's hard to duplicate with springs and weights.

ECM automatically adjusts dwell, like aftermarket units, for changes in battery voltage and rpm. DIS systems split coil firing between two cylinders allowing 2x longer dwell period per coil.

Knock sensor can help save engine if detonation is starting by dialing timing back.

Can use waterproof, vibration proof, sealed in epoxy "MEFI" computer. Computers are made by GM for marine use. Older versions are about 3" X 5", newer versions are maybe 2" X 2".


Just some thoughts.

we have run the ignition/fuel distribution systems for about 4 years with no problems. we also do not run an alternator so the computer would draw power there as well, amd low to mid range power really isnt much of an issue we are between 5500-7500 while running the only time we are under is a restart where we shift from 2nd to 3rd gear we do tune the carb and distributor on a chassis dyno so we know right where hp and torque re happening. with a stock ecu which is part fo the rule we could not get the timing we use to get teh full effect of the fuel we run about 34-42* of timing at full advance depending on weather

slowolej wrote:It's important not to introduce too many new parts or systems at a time, and when you are working with a system you don't know or trust it can ruin an entire season. The stock system has some advantages.

ECM can be used with MAP, throttle position, coolant temp sensors only. Not necessary to use extra wiring. Not necessary to connect injectors, trans controls, oxygen sensor.

Because ecm is electronic, it's possible to do things like have 20 deg at 4000 rpm, 28 at 5000, and 27 at 6000. Sometimes an engine wants less timing at a certain rpm, and sometimes you can affect traction and low to mid range pulling with a ramp that's hard to duplicate with springs and weights.

ECM automatically adjusts dwell, like aftermarket units, for changes in battery voltage and rpm. DIS systems split coil firing between two cylinders allowing 2x longer dwell period per coil.

Knock sensor can help save engine if detonation is starting by dialing timing back.

Can use waterproof, vibration proof, sealed in epoxy "MEFI" computer. Computers are made by GM for marine use. Older versions are about 3" X 5", newer versions are maybe 2" X 2".


Just some thoughts.

^That's what I always loved about DIS... Flexibility!


Go beyond the "bolt-on".

the flexability of electronics is great but the places we run this car we just would not benefit from it. we run the same size tracks in the same general area running the same parts and fuel. we dont have many variables if i was racing cross country or anything than we could prob use it but running within a 150 mile radius it really wont help

finally found my car cars here is what we got
intake exhaust
ad. dur 293 298
dur @ 050 242 252
l/ lift .293 .297
v/ lift 440 447
l/o/s 104 114
sep 109

Bob Guptill wrote:finally found my car cars here is what we got
intake exhaust
ad. dur 293 298
dur @ 050 242 252
l/ lift .293 .297
v/ lift 440 447
l/o/s 104 114
sep 109

holy crap... Those cam lobes must be almost round lol




fortune cookie say: better a delay than a disaster