I was wondering does anyone have a n/a 2.2 running 14's in the 1/4. I have searched the board and can't find any.
Only cars with power adders seem to get there.

I have a 1997 2.2. I ported the head ,added a header and exhaust and CAI. The car seems to get a boost of power around 3000rpm and pulls strong now. I know i don't have a 14 sec car probably not even a 15 sec car. But the mods made a difference that i could feel.

I opted not to raise the compression with a thinner head gasket, cause i read here that the engine would ping and knock. However, my next mods are gonna be a cam regrind, more compression, and top feed injectors.

I would like to know if the ecu can be taken out and flashed according to my mods just to make it run a little better does not have to be perfect. I read on another forum that a company in Colorado does this for S10's 2.2's. Can it be done for the Cavs? Or is HPtuners the only way to tune it.

One more thing I picked up a set of 1.6 Crane roller rockers with the studs. Can I use these with the stock valve springs on the 2.2? I think I read on here that the stock 2.2 v spring is good to .510 lift. Is that true?


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im sure it's possible...

with slicks, every mod imaginable and a completely gutted chassis.



Are you scared of the changes coming? The answer is on the inside.

PJ ran a 14.0 with a 2.2 ecotec......

he meands the ln2 i am pretty sure...he said his car is a 97...

You are talking about some MASSIVE modifications... but it is possible...


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I'm sorry, but i meant can the OHV 2.2 n/a get into the 14's?

I read the Best 1/4 Times Honor Roll (Top 10) post and I knew that the 2.2 Ecotec can do it. But i don't see any n/a OHV 2.2 in the 14's.




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Byron Clemens did it. He actually ran a 13.9XX, which wasn't posted. Event has more info as far as that run is concerned. Those runs were before many of the newer upgrades have been developed. IIRC, Scruffdog had some runs (N/A) that were in the 14s, the 13s came on the juice.

Raising the compression by reducing the piston to head clearance is actually a better way to increase compression. The ideal range is about .035"-.045". The stock gasket is .055" thick and (IIRC) there is still about .021" deck clearance. Tighter quench cools the piston top better than large quench areas. The act of squeezing the air/fuel charge from between the piston crown and the head deck cools the piston, reducing the ping or knock. The problem is the only thinner HGs for the "97 & older motors are the copper HGs buy Hussy and SCE. It's recommended that you O-ring the block and head when using the copper HGs, not necessary, but recommended.

A '97 PCM can use HP Tuners to tune it. No need to pull anything, just pug it in and hack away! (if you don't know what your doing, there are plenty who do, so you don't blow the motor.) Many Dyno shop now tune with it. Most mail off tunes are generic, you'll be better off with a knowledgeable tuner doing the work.

The stock springs might go up to .510" lift, but I wouldn't do it!! Here's what I posted in the LSX Spring Article-- Potentially LN2/OHV Related Thread:

MadJack wrote:I found these, they'll fit the '97 & older heads without any machining, using the stock locks and retainers.


Comp Cams Part #26981 (Beehive™) Valve Springs
• Designed for hydraulic or solid flat tappet cams well as hydraulic rollers
• .525 maximum lift
• 1.240” O.D. , .825" I.D. Bottom
• 1.065" O.D. , .650" I.D. Top
• 110 lbs @ 1.70" seat pressure
• 292 lbs @ 1.175" open pressure
• 1.115 Coil Bind Height
• 347 lbs/inch Spring Rate

You will lose about 3.5 lbs of seat pressure, because of the stock installed hight of 1.71" on the OHV. Your motor will never notice the difference!

The Part number for the set of eight is 26981-8. they are available from Summit Racing.

They can also be used with the '98+ 2200s , if you use valves with +0.100" valve stems and +0.100" pushrods. The VC will need to be spaced up also. Make a spacer out of 1/8" thick material (steel or aluminum) the same shape as the valve cover rail on the head.. Use RTV silicone to seal it to the valve cover rail on the head. The valve cover screws will need to be appropriately longer to fit the spacer.

As for the top feed injector conversion, you will most-likely not need it, if you stay N/A. Only the most extreme N/A, boosted and dry nitrous set ups need bigger injectors.

Well, I'm not sure about the air-shrouded injectors as I don't know their flow rate, Jack, but PJ found on his eco that even at bone stock, the injectors were almost maxxed out. Once he added the ported head and cams, he legitimately required bigger injectors (although he wound up using waaaaay bigger than was actually necessary). Ideal duty cycle is somewhere in the 80/90% range, by 7000 rpm he was seeing I think 95 or so stock... I'll ask him when I see him at work tonight to confirm that. So potentially, bigger injectors may be necessary for the OHV guys too. Even NA.




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Eco
Turbo
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'Nuff said

on a stock engine, when I tried tuning for a proper air fuel ratio (stock with PE enabled it was around 14.2:1 at wide open) I noticed the injector duty cycle was 105% @ 6200rpm. This was on an internally STOCK engine (all I had was an intake and exhaust work).

I upped it to a set of green top 440cc injectors I had lying around, and the highest IDC I ever saw with them was 55% or so. Like Jay said, they were way too large for my purposes, but it was the size I had available to me at the time.

I'm not sure what the IDC of an old 2.2 is, but don't be so sure that the injector size is adequate just because modifications are minimal. I was surprised to see the ecotec's stock injectors were severely limited, even on a relatively untouched engine.

The Volumetric Efficiency (VE) of a four valve motor is going to be much greater at the higher rpms than an equivalently prepped two valve motor. The VE on a two valve motor is greater at the low to mid range rpms, compared to an equivalently prepped four valve motor, especially when the two valve motor is long stroke, short rod combo, such as the 2.2/2200 OHV (rod-to-stroke ratio of 1.62:1). You can push the OHV to 7k, but even well built it wouldn't have the same demand for fuel, due to the reduced air flow. With the valve limitations and the r:s ratio, you wouldn't make do much better at 7k than at about 6.4-6.6k, which is where the best, reasonable (short of a billet roller cam and custom intake manifold) set-ups that I've been able to come up with peak at.

A top-feed isn't necessary, but a decent AFPR might be a good idea to get a little more fuel in there.





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Thanks guys for the info.


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Hopefully after you finished with your project it will give us guys with 2.2 ohv a little hope. Besides anythings possible!! LOL!!!

im finding that whole car funny. and it says in the mods "tubular" '1.75" exhaust". lol

Working on obtainting an M-Class license... ?? Hint: 2 wheels.

That would be the header primaries. As opposed to the 1.5" primary header you get anywhere else.

Look closely, you'll see a custom intake with dual throttle bodies.The power steering pump is gone and the alternator is mounted on a custom bracket where the PS pump was. The ignition module is mounted where the coolant reservoir was. The brake power booster is gone, as is the stock master cylinder, replaced with aftermarket brake MC. Not to mention the braided hoses in various places, with the AN fittings. (I know some of this is listed in the description)

He shed quite a bit of weight from that car and it still has a steel body! It's 300+ lbs lighter and has a full roll cage in it.

BTW, that listing is from January 1997! Just imagine what could be done with what we've learned since then!

LOOK HERE It says he ran a 13.60 @ 100mph.


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HERE


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I knew there was another posting for him. And I was thinking it was a 13.9XX he ran. Guess I inverted the 6!

whuts the 1/4 time for an all stock 2.2l OHv with a 3speed auto?
anyone know off hand?

thanks!

probably close to 18.xx.



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with a 5-speed and a good driver, you could get it down to the low 17's, possibly high 16's. bone stock best I did was a 17.2. haven't tested it yet this year though.