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Not your typical 2G head on a 6 bolt block thread

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dang

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Discussion starter · #1 ·
YES, I've searched for an answer to this question. Every post I have come across has been focused on swapping a 6 bolt block into a 2G car, reusing their 2G head and getting sensors to work.

That is NOT what I want to do. I have a 6 bolt '92 Talon, and just bought a refurbed 2G head off of ebay to swap on after a snapped timing belt. So I have a 1G car, a 6 bolt block, and just want to fit the 2G head without too many issues. Here's the list of things I've found I need to do:

1. Bore out the main stud through holes on the head to accept 6 bolt (12mm) studs
2. Gasket match the 2G ports to my 1G manifold(s)

So now for my question...

Is that it? I'm assuming I should still order a 1G head gasket & seal kit, seeing as all my manifolds are still 1G? Or will I have to mix/match a bunch of seals for this hybrid motor?

Please no "just get a 6-bolt head" suggestions, I have these parts in hand and am building this motor on the smallest budget. Here's a thread with some pictures of the project:

http://www.dsmtalk.com/forums/showthread.php?t=215098

Thanks in advance for any help!
 
#2 ·
Skip #2, maybe port match the intake side of the head to the stock 2G gasket, and run either an EVO3 intake manifold or a SMIM with 2G size ports. If you think you need big 1G ports, take a look at what EVO 8-9 guys are doing with stock heads.
 
Discussion starter · #5 ·
I can't get a SMIM past the Lemons BS judges. I have to use the 1G IM unless someone wants to GIVE me an EVO3 or 2G IM. So my only real option is to try and port the 2G head out to a 1GIM or else just leave that huge step at the flange in place.

For a specific question, what is different between a 1G and 2G head gasket seals kit? Is the HG different? Obviously manifold gasket(s?) are different. What about spark plug or water outlet? If I get a 1G gasket set, am I going to come up short?
 
#6 ·
dang said:
I can't get a SMIM past the Lemons BS judges. I have to use the 1G IM unless someone wants to GIVE me an EVO3 or 2G IM. So my only real option is to try and port the 2G head out to a 1GIM or else just leave that huge step at the flange in place.

For a specific question, what is different between a 1G and 2G head gasket seals kit? Is the HG different? Obviously manifold gasket(s?) are different. What about spark plug or water outlet? If I get a 1G gasket set, am I going to come up short?
Click to expand...
I have a 2g manny I can donate. If interested PM me. Its from a 2Gb so it has an extra hose connection.
 
Discussion starter · #7 ·
Quick test for you guys... who can spot what's wrong in this picture?
Image

Heh, yeah. So it turns out I need a new short block.

Anybody have a lead on a cheap one near Los Angeles CA? I can't view the classifieds on this site.
 
#9 ·
mmm...


You revved the shit out of your motor while it was low on oil/oil pressure.

I got a block sitting in the garage someone else did the same thing to. I'm sure you will find somewhere with a cheap 7 bolt block.
 
Discussion starter · #11 ·
4g64fiero said:
mmm...


You revved the shit out of your motor while it was low on oil/oil pressure.

I got a block sitting in the garage someone else did the same thing to. I'm sure you will find somewhere with a cheap 7 bolt block.
Click to expand...
Bingo! Our shifter cables were busted so we were redlining 2nd gear around the highest speed corners of the track for ~10 seconds every ~1 minute lap.

I'm thinking it went something like this... #1 bearing spun -> applied twisty forces to rod -> rod bends -> rod breaks -> all hell breaks loose.
 
#12 ·
^No
There are two reasons why ''spun bearings'' happen.

1. Oil pressure. ( since that is #1 rod that not really practical since it has the most priority on oil pressure)

2. Rod bolt loses clamping force, causes bearing to be spun and welds it's self to the journal rod becomes part of the ''bending paper clip theory''. Rod cap decides to end it's marriage with connecting rod since it was cheating on it with the crank journal.
Rod cap and connecting rod have a fight crank journal jumps in and and punches connecting rod in the face and finishing it off with a punch to the mid section.
 
#14 ·
MidShipCivic said:
^No
There are two reasons why ''spun bearings'' happen.

1. Oil pressure. ( since that is #1 rod that not really practical since it has the most priority on oil pressure)

2. Rod bolt loses clamping force, causes bearing to be spun and welds it's self to the journal rod becomes part of the ''bending paper clip theory''. Rod cap decides to end it's marriage with connecting rod since it was cheating on it with the crank journal.
Rod cap and connecting rod have a fight crank journal jumps in and and punches connecting rod in the face and finishing it off with a punch to the mid section.
Click to expand...

Its more like a flacon punch but you had the idea.
 
#15 ·
I have gasket matched a 2g head to my 6bolt head and used a 1g gasket set. The thing ran 10x better than it did with the stock 6 bolt head when I was done with it. I would gasket match it. Just dont make the floor flat. It has to taper up so you still have a good short turn radius other wise your head will flow like poo.
 
#17 ·
MidShipCivic said:
^No
There are two reasons why ''spun bearings'' happen.

1. Oil pressure. ( since that is #1 rod that not really practical since it has the most priority on oil pressure)
Click to expand...
You say that like its impossible to spin that bearing due to loss of oil pressure. I've seen it happen. It does seem like if that one failed than others should have too. But thats not always the case either. Either way is probable, but I have never seen stock rod bolts stretch at stock boost/rpm levels. That to me, seems unlikely and more of a general truth you can apply to most normal cars. I dont believe a 4g63 would fail like that stock or even below 350 hp at a drag strip. But I guess he said he was tracking it around a road course, so who knows what his setup is.

Speaking of road courses....

More specifically, you lost oil pressure in a turn due to all the oil in your engine shifting to the other side. Turning at high speeds and high rpms= a need for an after market or modified oil pan. Thats my guess. It doesnt matter anyways since the op knows what happened.

Well I guess midship isnt around anymore to give a reply so....
 
#18 ·
Well I am doing the same thing an was wodering If I could drill the holes out my self. I am very capable of doing any machine work but was wondering if there would be side effects of me doing it myself. Also how much would it cost to get done by a shop?
 
Discussion starter · #19 ·
Quick project update: we've ordered our seal kit and will be piecing the various motor bits back together this week. Hopefully we can have the motor assembled and ready to go in the car this time next week.

Unfortunately I couldn't make it down to Tarantula's to get that free 2G intake manifold before it found the garbage can. Does anyone else in the LA area have a spare 2G intake manifold they could offer up? I'm in Costa Mesa/Tustin area now, but still have team mates up in Torrance as well. Right now all I have are 1G manifolds and a 2G head.

Thanks!
 
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dang
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