2.2 perfornace mods?

[911-m5]

I did a few searches and didn't come up with much. What would you do if you had a spare 2.2 case laying around? - besides just making a stock 2.4 out of it. I once read somewhere that there isn't much you can do to it. Can somebody tell me otherwise?

Thanks

[jluetjen]

You can do lots of things with it. A 2.2S or a 2.4S would be cool. You can even build a 2.7 out of it, it just may not last as long as a 7R case. And then there are the unconventional uses, coffee table, wine rack, ...

It's not like there are any special abilities or atributes of that model case. It's stronger then the earlier Mag cases, and not as strong as the later ones. But at the end of the day it does the same things as all of the other cases; hold the crank and cylinders, provides a place for the oil pump and various other lesser tasks.

The question is: what do you want to do?

[Halm]

For my money, I'd do a 2.5 short stroke.

[Grady Clay]

John is right on. What do you want to do?

One on my 35-year friends has a 2.2 that he races in SCCA, PCA, vintage, DE and more. It is very low, fast, and a real sleeper. What appear to be Zenith carbs are EFI throttle bodies. The suspension is so raised in the chassis that the engine had to be raised in the rear. At about 1800# he thinks he can get another 200# off it this winter.

With a 2.2T crank, he turns it 8300 all the time and has been very reliable with GE80 cams. No, it isn’t as fast as a 935 but it is fun, reliable, and relatively inexpensive. One thing he hasn’t done is go out any buy every trick widget. It is very Spartan. If it isn’t there, it doesn’t weigh anything.

Best,
Grady

[911-m5]

It would be for the street and some track days. What kind of power does a 2.5 put out? About how much would it cost to build one? I'd love to go vintage racing, but right now it is just too expensive and time consuming.

[Grady Clay]

What Hal is referring to is keeping most everything the same except using larger (90 mm) cylinders. That is a good option and will work well for your 2.2.

When you improve the performance level of a given 911 engine there are three things that are first considered:
Larger displacement.
Higher compression ratio.
Improved mass air flow.

Of course many choose to swap to larger displacement and more powerful engines. There are many more subtle improvements and up-dates available.

For this discussion, I’ll stay at the reasonable changes you can make to a 2.2.

First:
What is the engine you have (2.2T, E, S?)
Is your 911 the same as the engine (does it have a front oil cooler?)

A well running ’70-’71 2.2 is pretty good in stock form. What are your desires and budget? Is there some reason the engine must come apart?

Is your 911 a coupe or Targa?

This forum has lots of expertise that is available to you.

Best,
Grady

[Scott Clarke]

If all you have is a case, I'd say you would be better off starting from some other base. I started with a 2.2E, and decided on the short-stroke 2.5 option. It soon became obvious that it would be cheaper to find a 2.7 case than messing with mine. Many 2.2 cases do not have piston squirters, and mine didn't even have both intermediate shaft bearings, even though 2.2s are supposed to have them. 7R cases are a dime a dozen, and you get piston squirters, intermediate shaft bearings, spigots sized for 90mm cylinders, and if you're really lucky, the oil bypass modification AND the case is much stronger.

On the other hand, If you have good 2.2 pistons and cylinders (which don't require piston squirters), you can find a 2.4/2.7 crank and rods fairly easilly. In conjunction with the 2.2 pistons, this results in a 2.4 with somewhat higher compression than stock. Not a bad way to go, at all.
-Scott

[911-m5]

I am just speculating. I saw a 2.2 case fro sale cheap. I think its $100. I have a '70 2.2T Coupe. It is all stock down to the 15 x 5.5 steel wheels. It has a little over 100K miles on it. Which, I am told is close to rebuild time and judging by the puffs of smoke every now and then on the down shift it at least needs valve seals/guides. Anyway, given that the car is in good original shape, I don't want to do anything permanant to it. I know it is just a "T". It's not a money thing - it's just that so many of them are getting chopped up and flared and 3.2's etc. not to mention they are getting snapped up and shipped off to new European homes. So, there it is. I am not in a big hurry - and quite honestly I am not working right now. I am job hunting - come to think of it I wouldn't mind relocating. Anybody hiring? Lol. This build would just be a part here a part there until I had it all together - Unless I get a fabulous job.

Thanks

[304065]

Spend the money on driver's ed and keep your right foot to the floor.

Just a T? No such thing. A PORSCHE none the less.

Grady, your pal uses the non-counterweighted crank at 8300?

[jeff1hughes]

Originally posted by Halm
For my money, I'd do a 2.5 short stroke.

I agree! as far as piston squiters you need a 71 2.2 for those. I don't know if they were only on the 'S' or not. get the engine serial number off the case and post it, we'll be able to tell you what year and type it is. I had a 71 2.2 S, besides dumping lots of fuel and air (Webers and K&Ns) in and out (preformance exhaust), there's not too much more you can get out of them. My 'S' with webbers and K&Ns put out about 215hp at the crank.

[Grady Clay]

John,

Yes, and it raised my eyebrows.

When he was an undergraduate, he was welcome in the shop (Rennenhaus) and built all sorts of innovative things. He made water cooled heads for us in the early ‘70s.

A few weeks ago he stuffed his 911 into the wall at Pueblo while leading a race. My mission is to help him recover and make it much better. He is probably one of the best MEs in the world specializing in industrial processes.

Best,
Grady