"G" head vs "Swirl" in a 2.2L

[anokabball24]

I'm building a T2 Omni, and currently have a few Swirl (782) heads to use, but have been throwing around the idea of running a "G" (287) head.

There are some pros and cons that come with both of the heads.

782-
Good: more torque
Bad: affected top end, less flow

287-
Good: better top end, better flow
Bad: less torque

I don't claim to have proven these characteristics, I've just read a bit about the heads on Minimopar, and Donovan's site.

Anyway, I'll be running a 2.2L with a stock Garrett running 15+ pounds of boost, and an A555 tranny. The 2.2 already gives up some in torque (vs a 2.5) but has better top end. Therefore I would think a Swirl head would be appropriate as it makes up some of the torque that the 2.2 gives up. And the 2.2 makes up for the top end that the Swirl head lacks. This even more so if I port the Swirl head.

I want a car that preforms well on the street, and isn't just a burnout machine. Also, sticking with what I have will save me some money to spend on other things.

What are your thoughts on this? Is it really going to hinder my quest for a 250 whp Omni?

2.2L & Swirl
2.2L & G

?

[contraption22]

What pistons are you going to be using?

[tryingbe]

G head with proper calibration.

[BadAssPerformance]

Not sure if you'll notice much difference really, stock vs. stock.

[turbovanman²]

I think with a stock turbo, you'll notice a loss and won't get your numbers at 15 psi, even with a swirl head. You'll have to run more boost due to the lower compression, if running swirl pistons.

You also need a cal.

[jl93sundance]

Not sure if you'll notice much difference really, stock vs. stock.

Unless you go g-head with swirl pistons, i think you bump the compression down some causing more lag unless you advance the timing

[GLHNSLHT2]

I like the swirl. I had no problem making plenty of power at 6000rpms with a 2.5 and a swirl head. And with the new ported swirl head and intake/exhaust setup she likes anything over 4grand and will cruise down the street at 6k

[OmniLuvr]

i just took my omni to the dyno, still needs some tuning and a new clutch, but sounds like we are trying for similar goals. the motor is getting tired too but with 86 t1, stage 2 comp, diode map clamp, 12 deg timing, 17psi, stock garret, 1 pc intake & tb, +18 injectors, adjustable fuel pressure reg set at 46 psi, stock ic, slider cam, swirl head, 3" sv and 3" mandrel out the drivers side i made 213 hp and 258 tq. that was a third gear pull because my clutch was slipping in 4th. i think i could have made more? it seemed both hp and tq peaked at 4200, hp stayed there till 5200 where they intersected, went down to 187 at 6000. it also had a af/r at 11.2 till boost leaned out to 12.5 at 4200, then dropped to 10.8 at 5000 and 10.2 at 6000. that setup was good enough to get me a 9.3 with a 2.4 60 foot in the eigth mile with bfg kdw on 16" bbs. doesnt help u much on a decision becuase i am still wondering if i want to run a g head too? i have both, but good luck.

[cordes]

I have had very good results with a swirl head. IIRC Stephan posted several times that he preferred the swirl heads with his 8v setups because he didn't have to pull as much timing per lb. of boost at higher boost levels.

If you were shooting for the lowest possible compression etc., then I would go with the G head, but otherwise I will stick with the swirl.

[anokabball24]

Thanks for all the info guys.

OmniLuvr, I want to talk to you more about your car. Seems like we're building similar Omnis.

[ShadowFromHell]

Ive had a few TDs that were inter cooled, had exhaust, more fuel and upped boost. 2 were swirl cars, and one had a g-head. Using the SOTP meter, both the swirl cars would have blown the doors off the g-head car.

I actually have a rebuild g-head in my garage that I have decided has no home...

[amoparacer]

Okay well the G head has bigger CC chamber IE lower cylinder pressure. So if you have lower cylinder pressure you could add more timing under higher boost with a G head. The swirl head has a smaller combustion Chamber IE higher cylinder pressure so under higher boost you would have to pull more time under higher boost on a swirl Head. On my 2.2 I am running a swirl head but my chambers are milled bathtub or G style so that I may run more timing at 26 pounds of boost to reduce 60 foot lag. This means 1.72 60 foot times with 91.4 mph ets on 1/8 th mile track that is with slicks I have not yet Dynoed the car. I am now working on a swirl head that I will not mill to G head chamber but will install 44 intakes and 36.8 exaust valves but I will raise the intake port 3/4s of an inch on the head by welding up the port and the top of head in valve area. Any way with the power you want Swirl head rules. This next trip to the the track I will be adding more timing a degree at a time till it knocks then retard one degree. Should really help my 60 foot times