2.2 E head on a 2.0 N block

[2 Fast 4 U]

I'm having second thouths about using my 2.2 E engine, because I don't know anything about the engine. For starters when I turn the cranckpully around I don't feel any compression build up.
And about the FI system I don't know, I know my way around carburated engines a bit, and I'd have to buy a new liquidgas converter, witch reduses the chance of a backfire.

What I would like to know, what would happen if I would put the complete head of the 2.2 E on a 2.0 N engine

The stock 2.0 N engine has 90 ps @ 5200 rpm and 145 Nm @ 3000 - 3800 rpm, compression is 8.0 : 1, and uses the one barrel solex carb

Because of the hardend valveseats on the 2.2 E head I would like to use this head so I don't have to use an additive in the fuel and I can drive at higher speeds with LPG without having to readjust the valves every 2500 km.

I would like to use the Solex two barrel carb from a S engine with the 2.2 E head on the 2.0 N block, Making a fitting piece for the carbmanifold to the 2.2 head.

Wil I have an increase in ps and torque compairing to the 2.0N stock engine?

[RallyBob]

Originally Posted by 2 Fast 4 U What I would like to know, what would happen if I would put the complete head of the 2.2 E on a 2.0 N engine The stock 2.0 N engine has 90 ps @ 5200 rpm and 145 Nm @ 3000 - 3800 rpm, compression is 8.0 : 1, and uses the one barrel solex carb

Your compression will be a little bit lower...about 7.8:1. Inlet port airflow is better with the 2.2E head, but you will not get the full benefit of this airflow because of the restriction of the carburetor-type inlet manifold. So you might get a little bit better high-rpm power, but I think that even with the twin barrel carburetor the hp at lower rpms will probably not change much (if at all).

Bob

[2 Fast 4 U]

Originally Posted by RallyBob Inlet port airflow is better with the 2.2E head, but you will not get the full benefit of this airflow because of the restriction of the carburetor-type inlet manifold. Bob

And if I change the inlet manifold so it wil fit the 2.2 head, I mean cutting it in half and inserting an other piece to make the opening higher and making adjustments, like filling up the part direct under the carb, and making the opening bigger.

[GTJIM]

Better to use the 2.2 short block with the 2.0 head on it to bump up the compression a bit. Fresh up the 2.2 with new rings and bearings (if it is not too worn!) Fit some hardened exhaust seats to the 2.0 head and bolt on the early inlet manifold .... with a Weber 38 DGEV carb .... and a 2.0 or 2.2 injection exhaust manifold. You have most all the bits by the sound of it.
Fitting hard seats to the 2.0 head has to be less work & expense than trying to adapt intake manifolds .. and lots more use!
Got to get 125 to 135 hp out of that - even with a new standard cam.

[2 Fast 4 U]

Problem is I don't have the $ to do that GTJIM, maybe I can make a complete new inlet manifold from sheet metal and try to shorten the path that the gas / air mixture has to make to the 2.2 head, and make the modifications that Rally Bob made to an original inlet manifold to increase torque [the wedge at the bottom of the inlet manifold, right under the carb]. It will not be so difficult to get material because where I work we have all kinds of sheet - and strip metal and very important the right kind of welding equipment [tig / mig]
And the fact that I know the history of the 2.0 engine, it belonged to my brother who has droven the car for many years with out any problems.
I just would like some pointers and what do's and don'ts and maybe a useful hint or two