Hey guys I was thinkin about building an ohv motor and I heard that you can use small block chevy pistons in it, Is this true?
I have did some searchs on the different performance mods on these motors and i didnt see anything about it, I just seen that you can use the rocker arms from a V8.
JBO Member since 2006.
i thought it was v6 rocker arms... (comp. cams 1.6 fulcrum magnum tipped roller rocker arms)
would like to hear about the pistons
Speedline02 (GME Chat!!) wrote:Quote:
Comp Cams
The Magnum Roller Tip Rockers are made of ultra strong chrome-moly steel. They don't flex, unlike stock stamped steel rockers do and the are "ratio accurate". They do still have the pivot ball fulcrum, which produces friction and heat.
1413-12 The 60 deg.V6 rockersin 1.52 ratio. Use on the 2.2 w/ the 60deg V6 rocker arm studs(10mm)$113 for a set of 12(buy 2 sets and split them 3 ways)
1414-12 same as 1413-12, except in 1.6 ratio and is $136 for 12.
1412-16 1.52 ratio, 3/8" stud for 2.2, $143 for 16.
1417-16 1.52 ratio for 2200(self-guided), $190 for 16.
1416-16 1.6 ratio for 2.2, $145 for 16.
1418-16 1.6ratio for 2200(self-guided), $190 for 16.
i used those
Would I have to any other type of upgrade to go along with those?
JBO Member since 2006.
Rich Grayo Jr. wrote:smal block pistons are 4+" (depending on overbore size) diameter. the ones in the ln2 are SIGNIFICANTLY smaller.
I see, I may have to do a lot more research on what may or may not be interchangable.
JBO Member since 2006.
you have to get the 10 mm studs from GM but they werent all that expensive...
i didnt think the pistons were interchangeable but i kept my mouth shut because i didnt know for sure... i know out of the Vega (circa 1970s) they had the Iron Duke 4 cyl (i wanna say 2.4 l) that was half of a v8 litterally... all the 350 internals would fit.
Ok, I will look into those rockers and studs.
Does anyone know how much a P&P will run me?
JBO Member since 2006.
look into a few hundred to around a grand for a good pnp. i would flow before and after too.
Dave De Stefano wrote:look into a few hundred to around a grand for a good pnp. i would flow before and after too.
Ok thanks, Ill also check into some of the local machine shops and see what they might charge as well.
JBO Member since 2006.
the Ln2 pitsions and the 2200 pistions are diffrent, the have a diffrent compression height, and the dish volumes are doffrent too.
When in doupt, grub.
greg wrote:the Ln2 pitsions and the 2200 pistions are diffrent, the have a diffrent compression height, and the dish volumes are doffrent too.
Good info, but im going for performance. If the 350 pistons will work, then i will get a set of forged pistons for a 350 for $48.
JBO Member since 2006.
you know the make forged pistions for you motor right? but they are around 600 for a set with rings.
When in doupt, grub.
^^^^^ What he said. The low compression pistions from IPP are VERY close to the '96 pistion, with some minor machining it would work. the compression height need to be lowered, and the dish volume need to be enlarged for it to work in that '96.
When in doupt, grub.
greg wrote:you know the make forged pistions for you motor right? but they are around 600 for a set with rings.
Yea I know they make a set of aftermarket pistons, but honestly that price is rediculous considering you can prolly build 2-3 V8's for the price of 1 of these motors. Cause from what I seen most of the aftermarket parts are cheaper for a V8 versus a 4cyl. LOL
I will do some more research on what I can possibly modify in order to work.
JBO Member since 2006.
I have a built ohv i went with importperformanceparts and mantapart and im running mid 15's with my ohv n/a
Erik Packard
my P&P on the LN2 cost 150 bucks... my p&p on the LD9 cost 650... done by the same shop... same level of P&P
Speedline02 (GME Chat!!) wrote:you have to get the 10 mm studs from GM but they werent all that expensive...
i didnt think the pistons were interchangeable but i kept my mouth shut because i didnt know for sure... i know out of the Vega (circa 1970s) they had the Iron Duke 4 cyl (i wanna say 2.4 l) that was half of a v8 litterally... all the 350 internals would fit.
I've
gotta field this one...
The pre-'79 Iron Duke you speak of was also known as The Little Indian (IIRC), intro'd in the rear-transaxle'd Tempest in '60. Yes, it was just a V-8 minus one bank... But it was based on the Pontiac V-8, not the Chevy. And The Poncho 350 didn't appear until the late-'60s, and it was... and still is... viewed by Pontiac performance enthusiasts as a dog. A waste of time. Not as much as the notorious 301, but you'd still be lucky to find
any performance parts for it... Let alone the Little Indian. The Iron Duke (2.5L) was introduced in the early-'70s, slated as replacement for the little Indian, and saw duty in "Super-thrifty" trim-level RWD X-bodies (Power-nothing, 3-spd manual) as well as replacement for the "calculation-error" misdesigned Vega iron-sleeved aluminum block (GM's first foray into CAD, and they miscalculated the thermal-expansion rate!) in the mid-'70s, along with usage in the new RWD J-body replacements offered by all divisions except Cadillac (<-Hey! Coincidence!).
In '79 it was redesigned to be of a "cross-flow" valve arrangement, to help improve performance in upper RPMs (Hey... You typically gotta wind small engines to get performance outta them!). This improvement was picked-up on by circle-track small-engine builders & lead to Pontiac offering factory support in terms of aftermarket parts. I think GMPP still offers them. The high-point was when a modified version was built & installed a Indy Pace-car Fiero (What year was that again?). It saw alot of installations in GM's FWD X-cars (Citation), J-cars & W-cars (Celebrity), as well as S-trucks (2WD, beginning in '85 (I had one!)) and, ironically, the '82-'86(87?) F-body (Camaro) in attempt to met CAFE mandates in those years. And yes, it was still a Pontiac engine... But no, it didn't interchange parts with any V-8s. It did receive a increase in stroke (3.0L) for use in commercial & marine apps, but like the S-truck versions after '86-'87... I don't think they ever got GM's Twin-tower DIS like all the FWD apps did. So, no crankshaft trigger-wheel.
And no, it don't interchange parts with the LN2. If it did, I'd go with the camshaft gear-drive the 'Duke used instead of just boltin'-on the factory replacement chain-set.
Go beyond the "bolt-on".
ya the v8 pistons are a nogo, but if you are going all motor than drop the 2200 pistons in a 2.2 block do soem head and cam work and you got a quick lil engine
Nickelin Dimer wrote:Speedline02 (GME Chat!!) wrote:you have to get the 10 mm studs from GM but they werent all that expensive...
i didnt think the pistons were interchangeable but i kept my mouth shut because i didnt know for sure... i know out of the Vega (circa 1970s) they had the Iron Duke 4 cyl (i wanna say 2.4 l) that was half of a v8 litterally... all the 350 internals would fit.
I've gotta field this one...
The pre-'79 Iron Duke you speak of was also known as The Little Indian (IIRC), intro'd in the rear-transaxle'd Tempest in '60. Yes, it was just a V-8 minus one bank... But it was based on the Pontiac V-8, not the Chevy. And The Poncho 350 didn't appear until the late-'60s, and it was... and still is... viewed by Pontiac performance enthusiasts as a dog. A waste of time. Not as much as the notorious 301, but you'd still be lucky to find any performance parts for it... Let alone the Little Indian. The Iron Duke (2.5L) was introduced in the early-'70s, slated as replacement for the little Indian, and saw duty in "Super-thrifty" trim-level RWD X-bodies (Power-nothing, 3-spd manual) as well as replacement for the "calculation-error" misdesigned Vega iron-sleeved aluminum block (GM's first foray into CAD, and they miscalculated the thermal-expansion rate!) in the mid-'70s, along with usage in the new RWD J-body replacements offered by all divisions except Cadillac (
oh i see.... im not a v8 guy... i just work with them, and i have one who talks about an "Iron duke motor being half a v8 and all the internals interchange) all the time...
Bob Guptill wrote:ya the v8 pistons are a nogo, but if you are going all motor than drop the 2200 pistons in a 2.2 block do soem head and cam work and you got a quick lil engine
So the 2200 pistons will actually be helpful as far as some performance goes?
JBO Member since 2006.
Speedline02 (GME Chat!!) wrote:my P&P on the LN2 cost 150 bucks... my p&p on the LD9 cost 650... done by the same shop... same level of P&P
Wow sounds like you got away pretty cheap. I spent over $4,000 on my 2200 build up a couple years back. Granted a lot of it was parts but the port work alone was $1,300.
Block:
Bored .30 over
Balanced
Blue printed
Decked
Cryo treated
Head:
3 Angle valve job
Comp Cams CS 1.6 narrow body self aligning aluminum full roller rockers(#249-1016-1)
Mantapart Titanium valves
Mantapart Valve Springs
Custom Valve retainers
Custom valve guides
Mantapart Sport Cam shaft
Cometic MLS .073 head gasket
Internals:
Eagle rods
Childs and Albert custom made 8.5:1 Pistons
Custom wrist pins
Crane pushrods
lightened and knife edged crank shaft
