i have been searching and am still a little bit confused on a good head build, i have found lots of info just trying to put it together
miller or 2.3 cams
stainless valves in either stock or 1mm oversized
ported and polished with 3 angle valve job
im confused cause some people are using 2.3 HO valves and other are using 2.4, is there a difference between the two. by that i mean if you use the 2.3 valves do you need the 2.3 towers as well? one person i have found is using 2.3HO valves and 2.4 retainers
im open to suggestions and other info and if someone could further explain head compatabilities it would be greatly appreciated
thanks
listening...
HP Tuners | Garrett T3/T04B | 2.5" Charge Pipes | 2.5" Downpipe | 650 Injectors | HO Manifold | Addco front/rear | Motor Mounts | HKS SSQV | Spec stage 3 | AEM UEGO Wideband | Team Green LSD | FMIC | 2.3 cams | 2.3 oil pump swap | 280WHP | Now ECOTECED
2.3 springs, 2.3 retainers, 2.3 seats, 2.4 keepers, 2.4 valves... you may want to verify that in the performance forum, the info is floating around there.
2.3 cams are readily available and can make a lot of power with boost, especially if you have adjustable cam gears. The head bottle-necks inside pretty bad. If you aren't going really big with the ports, you don't need to oversize the valves. The most restrictive part is the exhaust ports. First bore out a larger mouth about 1" deep, then knife-edge the devider between the 2 valves in each cylinder. After that you can clearly see how much you need to take off of the side-walls inside to get rid of the bottle-necking. Also make sure you open up the lower portion of each port right near the valve.. The rest of the port should jsut be deburred.
I always mirror polish the exhaust ports and leave the intake ports rough. Leaving the intake ports rough creates a thin layer of stationary air which acts as a lubricant while high Volumes of air are being pushed in.
Cardomain|
Myspace
M I N I O N - Sinbird wrote:2.3 springs, 2.3 retainers, 2.3 seats, 2.4 keepers, 2.4 valves... you may want to verify that in the performance forum, the info is floating around there.
2.3 cams are readily available and can make a lot of power with boost, especially if you have adjustable cam gears. The head bottle-necks inside pretty bad. If you aren't going really big with the ports, you don't need to oversize the valves. The most restrictive part is the exhaust ports. First bore out a larger mouth about 1" deep, then knife-edge the devider between the 2 valves in each cylinder. After that you can clearly see how much you need to take off of the side-walls inside to get rid of the bottle-necking. Also make sure you open up the lower portion of each port right near the valve.. The rest of the port should jsut be deburred.
I always mirror polish the exhaust ports and leave the intake ports rough. Leaving the intake ports rough creates a thin layer of stationary air which acts as a lubricant while high Volumes of air are being pushed in.
thank you!!!!
im still curious though, with using the 2.3 springs/retainers/seats and the 2.4 keepers/valves i can still use my stock cam towers and everything?
i will admit with the whole porting part im still looking up more info on that just so i have an understanding on it but i will not be doing the work myself, my friends dad does that kind of work for a living so im leaving it up to him.
thanks for the help, anyone have any other info as well?
You can use your stock cam towers or swap to 2.3 cam towers. The 2.3 cam towers use 2mm larger lifters. I'm usure of the weight difference. It's always recomended to use new lifters when changing camshafts which can be pricey. An alternative would be to get the lifters, towers and cams as a set from a junkyard and as long as you keep each original lifter in its bore or just number them, you don't have to replace them. That is the only acception. chanign around lifters causes premature wear and the very upper lobe of your new cams will start to wear off quickly.
More info, the 2.3 springs are rated at 84lbs where 2.4 springs are only rated at 60lbs.
Cardomain|
Myspace
i might as well keep my stock towers unless there is a huge advantage of using the 2.3's, i will be using new lifters though
where can a person buy the head parts from?
karo @ car customs has the valves
mantapart for the bronze guides
any help on locating these now would be great
listening also..
2010 Subaru Impreza WRX Limited
1999 Cavalier Z24 Supercharged
1999 Grand AM SE (Beater Car)
1997 GMC Sierra
2007 Honda CBR 600RR
2005 Honda TRX450R
just came to mind,
how well do the stock 2.4 lifters take the higher hp? or is there a known upgrade for these as well?
sorry for all the ?'s but just wanting to do this right the first time around to save downtime and hassle in the future
I got of my bronze valve guides from TTR, ssvalves from Karo, I got my 2.4 stiffer valve springs from Mantapart(use at them at your own discretion) I personally never had a problem with them.. I received my springs in a months turn around time. I also got my new OEM seats, retainers and keeprs from GM.
www.turbotechracing.com
~2014 New Z under the knife, same heart different body~
______________________
WHITECAVY no more
2012 numbers - 4SPD AUTOMATIC!!
328 HP
306 TQ
WHITECAVY wrote:I got of my bronze valve guides from TTR, ssvalves from Karo, I got my 2.4 stiffer valve springs from Mantapart(use at them at your own discretion) I personally never had a problem with them.. I received my springs in a months turn around time. I also got my new OEM seats, retainers and keeprs from GM.
www.turbotechracing.com
you ran 2.4 springs? which oem seats/retainers/keepers the 2.3 or 2.4?
^^Yes all those you mentioned are OEM. There arent TOO many aftermarket options for those that I know of. All 2.4 Im using with the 2.3 cams.
~2014 New Z under the knife, same heart different body~
______________________
WHITECAVY no more
2012 numbers - 4SPD AUTOMATIC!!
328 HP
306 TQ
Lafngas, I have the exact same situation. I am preparing to rebuild my 2.4L head for use with the GM S/C.
I have been warned by many about Mantapart.
JBody Performance has 2.4L head parts but they are expensive and I have not found anyone with experience ordering from them. They list 2.4L Heavy Duty springs but once again, I don't know anyone using them.
So far I'm considering having the head and supercharger port & polished at the same place. Then rebuild the head with s/s valves, 2.4 springs/lifters/locks/etc, and 2.3 HO cams.
Does anyone have the GM p/n for the HO 2.3 camshafts or is that the p/n listed in the "Secret cams" post?
OD1 Z24
OD1 Z24 wrote:Lafngas, I have the exact same situation. I am preparing to rebuild my 2.4L head for use with the GM S/C.
I have been warned by many about Mantapart.
JBody Performance has 2.4L head parts but they are expensive and I have not found anyone with experience ordering from them. They list 2.4L Heavy Duty springs but once again, I don't know anyone using them.
So far I'm considering having the head and supercharger port & polished at the same place. Then rebuild the head with s/s valves, 2.4 springs/lifters/locks/etc, and 2.3 HO cams.
Does anyone have the GM p/n for the HO 2.3 camshafts or is that the p/n listed in the "Secret cams" post?
OD1 Z24
you can't use HO cams.... the intake cam is off a 95 2.3 and exhaust is from a 90-94 lo
go with the 23 springs though as they are rated at roughly 80ish lbs while the 2.4's are only 60lbs
You can use the HO or W41 cams if you have them modified for the ps hex and the intake cam position sensor, I'm doing that right now for my 2.3/2.4 turbo engine. You will also need either HP Tuners or a stand alone computer system to get the engine to run without codes, I'm going to be using HP Tuners for my setup, also on the valves the 2.3 uses 1.44 intake & 1.24 exhaust with 7mm stems and the 2.4 uses 1.4 intake and 1.14 exhaust with 6mm stems.
2000 Z24 5spd header & catback for now.
Guys remember 1 thing.. with the s/c you are limitted by flow. cfm + fuel will always = the same amount of power (ok over generalizing but think limitted returns). Getting your motor to flow more then keeping the intake air the same won't net the synergizing results I think you guys are going for. Think of porting the s/c and look at the flow of it before and after. If you make your motor flow more than the s/c well then you just made a great NA motor
IMO the m45 is not the kind of flow where you wanna port the head. Port the charger if needed. Add the secret cams but I doubt HP/$ after those type mods on the m45 will net the returns you want. obviously this is my opinion but I'd just like you guys to think about it first.
Sven you totally quarterloafed your computer..
well then flow won't be your problem
Sven you totally quarterloafed your computer..
Sorry for bringing this back from the dead, but I hated to start a new thread. I am building the head of my 2.4L up for an upcoming turbo project. This is what I plan on using: 2.3 springs, 2.3 retainers, 2.3 seats, 2.4 keepers, 2.4 1mm oversize valves. Does anyone have part numbers for all of the 2.3L items?
2010 Subaru Impreza WRX Limited
1999 Cavalier Z24 Supercharged
1999 Grand AM SE (Beater Car)
1997 GMC Sierra
2007 Honda CBR 600RR
2005 Honda TRX450R
jesterz413 wrote:can anyone help me out with the 2,3 spring seats
Anyone??
2010 Subaru Impreza WRX Limited
1999 Cavalier Z24 Supercharged
1999 Grand AM SE (Beater Car)
1997 GMC Sierra
2007 Honda CBR 600RR
2005 Honda TRX450R
