Cylinder heads

Does a anyone know if a 2.0L cylinder head can blot on to a 1.9L block. I was also wondering what kind of gain in HP there might be.

Thanks

As far as I can remember they are not interchangable.

What 2.0 head? There are several.
There's the Zetec 2.0, SPI 2.0, Pinto 2.0, YB, Duratec 2.0, plus I'm sure I missed a few.

I am wondering about the split port induction head?

Yes, the 2.0 SPI head will fit the 1.9 block. The power gains can be considerable, depending on what's done with the engine/computer

Thanks for the reply. What kind of gains and what sort of engine/computer work is needed.

You'll need the computer/wiring harness for the 2.0, and probably the ignition system, and the necessary sensors. Remember, though, that putting a 2.0 head on a 1.9 block will result in an interference engine, meaning if your timing belt breaks or skips, your engine is junked. One suggestion, also, is to bore out the 1.9 by 1 mm, making it 1904cc, instead of 1858. It helps improve the torque curve down low. If you have the head milled, try to get the combustion chambers down to around 36 cc's...that'll give you around a 10.25:1 compression ratio. You'll need to run premium gas, but you'll have a nice clean combustion, and damn good torque. Also, use the 1.6 head gasket, because the 2.0 head gasket is just too big for the 1.9 block. It'll seal just fine, but the gap is too big. A 1.6 head gasket will fit everything tightly, and allow for the least gap. The best gasket would be a copper 1.6 gasket, as it's about half as thick as a typical Felpro one, which is .06" thick....way too thick.....

And the 1.9 HO exhaust manifold will bolt right onto the spi head. The manifold is a equal length 4-2-1 pipe header, and good for bypassing the cat, if necessary.

I just remembered that you'll also need the SPI intake, as it's the only one that'll really work right for the SPI head.

If you do all the above work, you'll probably get around 150 hp at the flywheel, possibly more....

Yes it can work. But you will loose power. The 2.0 SPI uses pop top pistons while the 1.9 uses dished. Your compression will be about 8:1,

Don't the 2.0SPI and 1.9CFI heads have the same combustion chambers (D shaped, as opposed to dome, like the HO 1.9 head)? If that's the case, then what difference would pop top vs. dished pistons be? Pop top has a raised center, and lower sides, while dished has higher sides and lower center? Just a thought.

the sides are the same. not taller in one than the other.

So you're saying the pistons have the same height? Alright, then how could a "pop top" style piston be different than a "dished" piston in these engines?

Don't the 2.0SPI and 1.9CFI heads have the same combustion chambers
Same shape, but not the same size. Not only is the SPI bore larger (larger cylender head shape to match) but the SPI head is deeper, probly because the valves are larger. The 1.9 has 9:1 compression while the SPI has 9.2:1. But the SPI pistons need to be pop top to match the shape of the head to keep the comression high.

http://memimage.cardomain.net/member_images/11/web/419000-419999/419565_155_full.jpg

http://memimage.cardomain.net/member_images/11/web/419000-419999/419565_26.jpg

Ahh, alright. I know the 2.0's have a 3.46" bore, opposed to the 3.23" on the 1.9. I didn't know the combustion chambers were larger, too. I'd been looking at head pictures, and comparing 1.9 CFI and HO heads to the SPI ones, and I didn't notice a real difference in space between the intake and exhaust valves on the HO and SPI....
Do you have combustion chamber cc specs on the HO, CFI, and SPI heads? I have a CFI on my car, and it's got 37cc D shaped chambers. It's got 2.37" pistons (bored .04" over), but they're 9:1 stock style CFI pistons.

Oh, and this is totally off the topic, but while you're reading this, do you know the main and rod journal specs of the SPI crank? I've heard it was an 8 counterweight crank, which is supposed to be superior to the 1st gen's 4, right? Well, if all that was done was bore out a 1.9 to the extreme, did they change the crank journals, too?
And, for a closing book, if the 2.0 SPI crank does fit in the 1.9 block, what are the chances of Zetec conrods fitting said SPI crank? Just some thoughts since Zetec rods are slightly longer than CVH ones, providing less cylinder ride, and they're forged, as far as I know...so wouldn't all of this work together with stock bearings, or be made to somehow?

The 1.9L
3.23 Bore
3.465 Stroke
3.614 Bore center spacing
2.383 Main journal dia.
1.7283 Rod journal dia.
5.1945 ConRod
8.378 Crankshaft centerline to deck
1.451 Compression distance Piston pin to top of piston

The SPI
3.339 Bore
3.465 Stroke
3.614 Bore center spacing
2.383 Main journal dia.
1.7283 Rod journal dia.
5.1945 ConRod
8.378 Crankshaft centerline to deck
1.451 Compression distance Piston pin to top of piston

The Zetec
3.339 Bore
3.465 Stroke
3.614 Bore center spacing
2.2831 Main journal dia.
1.8465 Rod journal dia.
5.3168 ConRod
8.378 Crankshaft centerline to deck
1.3012 Compression distance Piston pin to top of piston

There's some numbers for you.

I don't have combustion chamber specs though, unfortunately.

Thanks a lot, man, that info really helps me out. So, I'm guessing Zetec parts won't fit the CVH, unless some serious modding is done, such as adding onto a crank, which I've not heard of, and don't think is wise.
I was hoping the Zetec rods would work out....bummer. Oh, are the rumors about 2.0 SPI cranks having 8 weights, no 4, true?

yup

Yay! I hear a smooth revver.

I know this thread is several years old but what would you think of using a spacer between the mains and the crankshaft maybe help in place by a pin or dowel and then used with the crank bearings to make the zetec crank work in a cvh block. Also what benefit is there to using a zetec crank, over an spi. Also what do you guys think of tuffride treating an spi crank do you know where to get is done?

Also what benefit is there to using a zetec crank, over an spi.
There are no benefits to swapping to zetec crank.

Also what do you guys think of tuffride treating an spi crank do you know where to get is done?
Why would you need to do any thing at all to the crank? It's the strongest part of the motor. It can handle more power then anybody on this forum can make.

Also what benefit is there to using a zetec crank, over an spi.
There are no benefits to swapping to zetec crank.

Also what do you guys think of tuffride treating an spi crank do you know where to get is done?
Why would you need to do any thing at all to the crank? It's the strongest part of the motor. It can handle more power then anybody on this forum can make.

Also what benefit is there to using a zetec crank, over an spi.
There are no benefits to swapping to zetec crank.

Also what do you guys think of tuffride treating an spi crank do you know where to get is done?
Why would you need to do any thing at all to the crank? It's the strongest part of the motor. It can handle more power then anybody on this forum can make.

I stumbled across this thread while researching mods for my 94 lx, and was responding with my thoughts on what unexploded cow had posted earlier about trying to swap a zetec crank.:2cents: