Hey guys got a issue again.. i recently put in a new 2.2 in my 98 rs cavy and i'm haveing overheating problems. i've replaced the thermostat and water pump and yet i still have the problem. when i got the motor it was out of a 97 and had the different head so i had to install my head off my old blown up motor.. i didn't put on a new head gasket since i just replaced it befor it blew up.. i had only put about 4000 mile on it then it blew. i also had to put a new timing chain set in the new motor i put in.. i put the timing marks at cam- 12 o'clock and crank gear at 6 o clock. is that right? i never had any over heating issues befor so i think my head at least i hope so is still good and i followed all torq specs and tightening sequence. the only thing i can think is i'm out of time or the head gasket just ain't god. but any info guys will help.. i'm tired of workin on this pos.. this is 4 motor i've put in in the last 2 months
If its Not Fast.. Get it off the danm track!!
Chaning the head from a 98 to a 97 will cause problems. water passages might not line up without modification, not sure about that. your compression will drop increadibly low....i dont remeber the numbers but it is low 8s-1 if not 7s. And you should NEVER reuse a head gasket, even if it only has a few minutes of use. Once your engine reaches full operating temp the gasket starts doing its job and once the seal is broken the gasket is no good. The only exceptions are full race copper head gaskets. I am willing to bet no matter what the complications of having that head/block combo you have a head gasket leak.
Yea man, just like Zs Z said, you can not interchange heads between 97-98, that is your problem right there.
~2014 New Z under the knife, same heart different body~
______________________
WHITECAVY no more
2012 numbers - 4SPD AUTOMATIC!!
328 HP
306 TQ
Plus, the head-gasket was changed in '98 to what's found in LN2's slated for S-truck apps. You may have noticed when you got your '97 head (If you got it from a 'yard) that the coolant inlet & outlet passages are routed differently than on the '98 head. That's because GM (I guess) was looking to save money & prevent assembly-line errors between units headed for S-trucks & ones meant for FWD-car apps (J-body, W-body).
BTW: According to a TSB I've seen, the marks should line-up with notches found on the cross-section of the chain tensioner/guide assembly (Cam with the upper, crank with the lower one that's slightly to the right).
Go beyond the "bolt-on".
um just talked to a master tech. he teaches at a collage.. the heads are basicly the same.. uou can actually convert the 97 head to work on the 98.. all water slots on the block match the head.. think i had it air locked cause we sit out and let it run for 3 hours and its doing better.. just so much danm air in there.. but ya went and looked at a chilton book and got the timing marks. had it 180 out.. but you can swap heads. trust me. gm used the same 2.2 block from late 80's on till they switched to ecotechs
If its Not Fast.. Get it off the danm track!!
Thats what I said lol..they need modification to work together....you have to match the head to the block. You still will have really low compression with this combo and the reuse of the head gasket is a BAD idea. If it is just a air bubble then I wish you the best of luck with it. I would be expecting a head gasket failure in the near future though.
CONGRATS on changing your compression
~2014 New Z under the knife, same heart different body~
______________________
WHITECAVY no more
2012 numbers - 4SPD AUTOMATIC!!
328 HP
306 TQ
SpeedWilly wrote:um just talked to a master tech. he teaches at a collage.. the heads are basicly the same.. uou can actually convert the 97 head to work on the 98.. all water slots on the block match the head.. think i had it air locked cause we sit out and let it run for 3 hours and its doing better.. just so much danm air in there.. but ya went and looked at a chilton book and got the timing marks. had it 180 out.. but you can swap heads. trust me. gm used the same 2.2 block from late 80's on till they switched to ecotechs
The heads are not the same. Your "master tech" is a fool.
Good job on completely @!#$ up how the car runs.
Plain and simple, get the right parts and don't re use gaskets. Did your teacher tell you that was ok too?
SpeedWilly wrote: um just talked to a master tech. he teaches at a collage.. the heads are basicly the same.. uou can actually convert the 97 head to work on the 98.. all water slots on the block match the head.. think i had it air locked cause we sit out and let it run for 3 hours and its doing better.. just so much danm air in there.. but ya went and looked at a chilton book and got the timing marks. had it 180 out.. but you can swap heads. trust me. gm used the same 2.2 block from late 80's on till they switched to ecotechs
Sounds to me like he could not make it in the real world, so has teach others how to be shi!ty "techs" . Just because you take a test and pass it, doesn't mean you actually have any real word experience, just means you understand theory... If you wouild have done research, you would found there were alot of changes made to the LN2. Just because the "same lookiing" block, does not make it the same. And using a used headgasket? WTF are you thinking? And you have been through 4 engines in 2 months! Save yourself some money and have a pro build you one.....
Oh, BTW, its ECOTEC
P&P Tuning
420.5whp / 359.8wtq
SpeedWilly wrote:um just talked to a master tech. he teaches at a collage.. the heads are basicly the same.. uou can actually convert the 97 head to work on the 98.. all water slots on the block match the head.. think i had it air locked cause we sit out and let it run for 3 hours and its doing better.. just so much danm air in there.. but ya went and looked at a chilton book and got the timing marks. had it 180 out.. but you can swap heads. trust me. gm used the same 2.2 block from late 80's on till they switched to ecotechs
180* off... Man, you're lucky that the LN2 uses dual-tower DIS. Otherwise, you would have had a backfiring nightmare on your hands. And as for the running hot & chitty, that 180* off screwed-up the timing of the injector firing, so they wound-up spraying at a closed valve instead of a open one. That would've caused a lean situation, I'd imagine, which contributes to running hot.
I don't know who your tech instructor is, but none of the ones I had would have
ever suggested reusing gaskets that saw a highly-torqued clamping situation. You're not attending Lincoln Tech, are you? I've heard some nightmare stories from a friend about what some of the students attending there have done, so I went for my ASE elsewhere... Somewhere reputable. As in: Second best program in the state!
I guess it's true what they say: When it comes to education, you get what you pay for.
Go beyond the "bolt-on".
