Single overhead cam to dual overhead cams?

[ZABMANN]

does anyone know if you can swap a single overhead cam from a 4g64 with a 4g63t dual overhead cam? i dont like my single cam because of the way it makes the engine function with the pistons. help?

 

[97GSTAUTO]

I think you mean 4g63t. Yes you can swap the turbo head to the non turbo block. Take a look at the stroker section in the forums.

 

[ZABMANN]

yeah thats what i meant. =\ typo..thanks for pointing that out. do you know the advantage of a dual over a single?

 

[Defiant]

You're the one saying you "dont like my single cam because of the way it makes the engine function with the pistons."

Perhaps you could explain it to us. WTF

 

[viperlp01]

With dual overhead you have 4 valves per cylinder. That means more air in more exhaust out. Just better all in all.

 

[EPerkins]

What? I don't understand what you're going for here?? You don't like how the SOHC (designed for your N/A economy engine) makes the engine function with the pistons so you're wanting to do a DOHC (from a performance oriented turbo engine). Perhaps a little more clarification of what your problem is and why you would want to do this to your N/A engine anyway?

 

[soulweaver]

I think he wants more power.

 

[Cs4g63]

If you are just wanting to perform the head swap it is rather simple. You just need to make sure you have all the parts needed. It isnt really any harder than changing a headgasket.
4G64 FAQ
raycer97's 4G64 Performance

Someone that swapped a 4g64 into his AWD 2g. More information than you need for a simple head swap but it is still good information.
Project 4G64

 

[delta448]

The DOHC head will allow you to use upgraded cams, and is more studied for performance aspects. With a DOHC head, the valve overlap of the intake and exhaust valves can be varied (using adjustable cam gears), and the intake or exhaust can be advanced/retarded independant of one another. With a SOHC obviously, to change the valve overlap or advance/retard either set of valves, you'd have to have another camshaft custom ground. The SOHC head was designed for a N/A larger displacement engine, so you may find (I don't know for sure) that the SOHC head might be less restrictive to airflow or require less porting to reach a better flow level. That's just speculation, but I'd love to know how much truth is in that as I've heard it mentioned elsewhere.

With dual overhead you have 4 valves per cylinder. That means more air in more exhaust out. Just better all in all.

The SOHC are 16 valve as well.

 

[ZABMANN]

what i am aiming for is basically more power. there are more thing to do to a dual overhead where as you are limited to your options on a single from what i have been noticing.


okay, well lets just say that i do swap heads...what else should i swap out to get more power with the head? should i go with a new intake manifold, rods (for boost), ect.? because i was wondering if i did that then will i need new sensors? and if i do then where would i get them?

 

[mattdev]

Well, first off, you will basically have a 2.4 stroker 4g63 (if that makes sense). It's not all that uncommon for 4g63 guys to swap the 4g64 block in, effectively creating a 2.4l stroker.

The pison/rod combo in the n/a motor won't take to boost as well as a 4g63 pison/rod (specifically the rod). If you really want to go BIG, you'd have to get 2.4l pistons and rods, the good old 2.4l Weisco Piston/100mm Stroke Eagle Rod combo.

The 2.4l setup will spool a huge turbo (gt35,37,40, etc) quicker than the 2.0l 4g63, with sacrificed RPM range (about 7500 on 2.4l and about 9k on 2.0 (w/ built head...))

You can find more info in the links "Cs4g63" provided, as you are effectively making a stroker 4g63...

 

[delta448]

Well, first off, you will basically have a 2.4 stroker 4g63 (if that makes sense). It's not all that uncommon for 4g63 guys to swap the 4g64 block in, effectively creating a 2.4l stroker.

Generally, it's not a "stroker" unless the crank stroke is longer than the stock crank for whatever block you're using. Since the 100mm crank is stock in a 64 block it's not technically as much a stroker as it is a hybrid engine.

The pison/rod combo in the n/a motor won't take to boost as well as a 4g63 pison/rod (specifically the rod). If you really want to go BIG, you'd have to get 2.4l pistons and rods, the good old 2.4l Weisco Piston/100mm Stroke Eagle Rod combo.

You're half right. The stock 2.4 cast pistons are not known to be well suited to big boost, they are 9:1 CR and they can handle 10-12psi fairly well -maybe a tad more on a really good tune. The rods, however, are the exact same ones used in the stock 63, and even the weaker 7 bolt rods have held 500whp in some (rare) cases.

The 2.4l setup will spool a huge turbo (gt35,37,40, etc) quicker than the 2.0l 4g63, with sacrificed RPM range (about 7500 on 2.4l and about 9k on 2.0 (w/ built head...))

The 2.4 can be set up to run almost as high range as a 2.0 can; the key is using lightweight stroker style pistons (which have a 6mm shorter compression height) with 6mm longer (156mm) rods. That or shortening the crank stroke by using a "destroker" crank such as the 88mm 4G63 crank, 92mm Magnus crank, one of many 94mm aftermarket cranks available or the 97mm Crower crank. All options I know of are listed here.

Another thing to consider is that the 2.0 will have to rev up to 9k rpm in order to flow the exact same amount of air as the 2.4 (with identical mods) will flow at 7500rpm, and will do so with more lag and less low end torque. The 2.4 IMO is ideal for street use, where I believe the 2.2 or 2.1 destrokers are the superior engines for track use.

 

[Pipor]

I thought the 2.4 L was a (G) 4G64, the 2.0 turbo (F) 4G63 and the 2.0 naturally aspirated
(Y) 420A. Please correct me if I'm wrong.

 

[DSM1G90]

Wow .. digging up a 5 yr old thread ...