which head?

[MitchE]

well i finally got some time to steal the work truck and bring my engines home.
and im having trouble with deciding on which head to use for my hybrid ive got two 2TG head one is stamped 11111-88260 and the other 11111-88222.
i know the differences are posted here i just want it confirm which one is the better if there is any difference?

[lojik]

search and ye shall find....
check out this thread as a starting point: http://toymods.net/forums/showthread.php?p=291486

edit: that thread also references this one, which has lots of nice pics: http://www.toymods.net/forums/showth...ight=2tg+heads

2nd edit: this one looks useful too: http://www.geocities.com/Colosseum/4883/2tg-info.html

Isn't searching fun!

I didn't pull any "search-ninja" tricks either, all I did was google "11111-88260 head"

[MitchE]

thank alot mate had a look on here and all i coud figure out was that they had a different cam cover.
also foun something about exra meat arround valves, somethin or other?

[lojik]

From my glancing at one of the links I posted, the later head has double valve springs. I'm not sure about the earlier.

Prob just use whichever is in the best condition?

[Rodger]

MitchE

As I see it in least order of cost.

Measure the head CC's pick the one with the least capacity to give the highest compression on the block you have.

If one has double valve springs, then put them in the the above head. Take the bigger set of valves (if any) and add them too. This will require all the needed machining that goes into head work, valve guides, valve seats re-cut etc.

Don't worry too much about port sizing or extra webbing because you can always port it out a bit when you clean it up.

The extra nice things like the extra webbing are there if you plan to run it in full competition and run it all day at max revs.

Of course if the head with the extra webbing has it all then clean it up and bolt it on.

Regards

Rodger

[MitchE]

ok thanks rodg
both heads have the same size valves so ill just get them reseated and put the new double valve springs that cane with the engine installed.

chears
Mitch

[Starfire]

I'm in the same boat.

I have 2 old 2TGs, both of which need rebuilding. As the car is a '74 TA22, I'mm tempted to go with the 88222 as it is more 'period correct' and I think the alloy timing cover looks a lot nicer and more old school but the 88260 will probably win out as it has the bigger valves and (possibly - I havnt checked yet) double valve springs. It also appears to have no corrosion problems in the cooling galleries, which is an important consideration with old alloy heads.

Don't forget Mitch, the most important thing about a head is whether or not it is serviceable. If it needs major welding and machining to get it back in to half decent shape, use the other one. Neither are particularly rare or valuable.

[MitchE]

im pretty sure both heads have the same size valves and both seem to be in similar condition also, the earlier head has already had the valves removed and has been cleaned so im guessing the previous owner planed to install the dual valve springs and use that head which is the way i have decided to go.
anybody have any suggestions on whare to find cam berings?

chears
Mitch

[Rodger]

Mitch.

Are you saying the cam bearing caps are not there? 2T-Gs are set up not to run bearing shells like big ends or mains do, just the alloy itself provides the bearing surface.

If you have a need to do any head work, one of the tasks is to "close and hone/bore" the cam tunnels. The machine shop takes a bit off the caps to lower/close the inner diameter then runs a boring tool along to cut it back to the inner size required.

If any of the surfaces are really damaged then it is possible to bore an oversize tunnel and then build up and grind the cam journals to a larger size. Then if things are really, really bad a good fitter/machinist can make up bronze bearing shells.

Regards

Rodger

[Starfire]

They may also build up the bearing surfaces on the cam itself using chrome plating, but this is expensive.