Is this 2-Liter Cylinder Head Any Good?, Has pitting, can it be fixed? Options

[jjs3rd914]

We got a 1973 GA series 2-liter motor that had low miles but sat for a long time. The pistons and cylinders are gone, crank probably just needs ground, case is good, the 039-101-371A cylinder heads look great EXCEPT for one of the chambers. It is badly pitted from corrorsion.

Can it be used as is? Is there anyway to repair it without costing a small fortune? As one can see there are no usual cracks showing.

We want to rebuild the motor and replace the 1.7L in our 1972. I have the 2-liter injection system and want to keep it mostly stock. We will have to replace the pistons and cylinders. Any recommendations on which ones to buy? I would like to end up with about 100+ HP.

Thanks
jjs3rd914

[HAM Inc]

Unlike water-cooled heads, air-cooled heads can run for some time with cracks, and quite often do! The problems begin when the cracks spread far enough to reach a valve seat (on T4 heads these usually begin under the ex. studs) or until they migrate up the spark plug threads (big problem on the 2.0 heads) and the plug blows out or carbon wicks up the crack and interlocks the sparkplug to the head. That's when the head strips during plug changes.

BTW there is a second crack in the photo that Mark is using to point out a crack. Look over at about 2 0'clock on the plug threads. There is another crack forming that, left unrepaired, will head up the plug threads and toward the ex. seat.

It's one thing to drive around with cracks that are yet to be discovered, but to reassemble an engine using heads that have cracks known to cause trouble is gambling.

If I had a dollor for every 2.0 head I've worked on that had 0 cracks it wouldn't have paid for my lunch today!

[TJB/914]

Unlike water-cooled heads, air-cooled heads can run for some time with cracks, and quite often do! The problems begin when the cracks spread far enough to reach a valve seat (on T4 heads these usually begin under the ex. studs) or until they migrate up the spark plug threads (big problem on the 2.0 heads) and the plug blows out or carbon wicks up the crack and interlocks the sparkplug to the head. That's when the head strips during plug changes.

BTW there is a second crack in the photo that Mark is using to point out a crack. Look over at about 2 0'clock on the plug threads. There is another crack forming that, left unrepaired, will head up the plug threads and toward the ex. seat.

It's one thing to drive around with cracks that are yet to be discovered, but to reassemble an engine using heads that have cracks known to cause trouble is gambling.

If I had a dollor for every 2.0 head I've worked on that had 0 cracks it wouldn't have paid for my lunch today!

Ham Inc,

Just wondering something about yourself. Tell me about your company & services & how you fit into the type-IV cylinder head business??? I often see your posts & was wondering what you do for Jake??? I assume you are one of Jake's trusted outside service people.

Hope you can give us a business dog & pony update what you do. The reason I am asking is I am going to do a side by side comparsion of new heads I purchased through Jake on LN Engineering Leading Edge 180 CNC 2.0 914 replica heads and my origianl 2.0 liter take off heads in a few weeks.

Tom (IMG:style_emoticons/default/type.gif)

BTW: Everyone have a wonderful 4th. of July Holiday. I am out of here tomorrow for the holiday.