Does anyone with these heads have the factory shop manual for it? That should have some if not all of this info.

~psguardian

 

i will have a 4ze1 head (complete) with no miles for sale soon. i bought the truck and the guy never got it running after putting a bran new head on it. the bottom of the motor is already sold. hit me with offers/questions if interested

-steve

 

BUMP for the Weekend Crew

Someone has to have some specs on these heads, please?
I have a used motors graveyard type warehouse (they pull apart & inspect everything then shelf it) locally that I can go pick through. but I need to know what the Pros/Cons are to these heads before I go that route.

~psguardian

 

Almost 200 reads & no input? c'mon 2.3L head owners represent ! lol please

~psguardian

 

sorry ill help bump, but i have co clue at all.

 

If you don't need the air pump connections you could use the later model small chamber E1 head on an older style flat piston short block. That setup will give about the same compression boost as a D1 head on the same short block. The best D1 head would be the EFI Impulse with the E1 valves.

 

I had these same thoughts, however I have some questions/reservations about them also lol. I also want to gather this info up because it would seem to make sense to have it all in 1 place since the engines are all basically the same soup stock, just different spices added to create diff dishes.

And Thank You for putting in your $0.02 worth (was starting to think I was the only one who had any input on the topic)

If you don't need the air pump connections you could use the later model small chamber E1 head on an older style flat piston short block.....

It was 93 that they changed the Combustion Chamber on the E1 right? so 88-92 = hemispherical / 93+ = kidney?
A.I.R. holes will be blocked if they are present, I'm getting a modern CAT. Will it will pass emissions with no pump + high new design CAT or do I need to get one specifically marked 'high-flow' ?

.....That setup will give about the same compression boost as a D1 head on the same short block. The best D1 head would be the EFI Impulse with the E1 valves.

Was that EFI D1 a turbo? I ask because I don't want to run a turbo CAM on a naturally aspirated engine. I'm told having NO int/exh overlap on the valve train is not good for N/A engines. (mind you I would LOVE to turbo this baby but that will have to be a later mod, I need her driving SOON)

~psguardian

 

This could be mixed up but the best I know is the 2.3 and the 2.6 shared about everything as far as the head. I have the 2.3 head from a carb. pickup. I just drilled and tapped the pushrod hole and screwed a pipe plug in it. As far as which head is the "best" I don't know that.
The camshaft specs I have show the cams in the pickups to be the same 2.3 or 2.6. As far as cams go though, just call Delta and get a cam, they are really cheap and work very good.

 

'88 & '89 non-turbo Impulse's ran a EFI (no fuel pump boss) 4ZD1 2.3L with the large valves and a slightly hotter cam. Clearwater can provide these heads except for the hotter cam if you specifically ask for them. The turbo Impulse's were 4ZC1 2.0L engines, don't know any particulars on the heads.

 

....I have the 2.3 head from a carb. pickup.....The camshaft specs I have show the cams in the pickups to be the same 2.3 or 2.6. As far as cams go though, just call Delta and get a cam, they are really cheap and work very good.

This is exactly the kind of info I'm looking for! So you have specs that show same cam in 2.3L & 2.6L that's good. So the only thing to watch out for is the Turbo model, anyone got specs on that cam?

~psguardian

 

'88 & '89 non-turbo Impulse's ran a EFI (no fuel pump boss) 4ZD1 2.3L with the large valves and a slightly hotter cam.....

Was that 'slightly hotter cam' aimed at higher RPMs by chance (seems as it would be since it was a sporty rig)?

Clearwater can provide these heads except for the hotter cam if you specifically ask for them. The turbo Impulse's were 4ZC1 2.0L engines, don't know any particulars on the heads.

Clearwater has them all listed with the same part # on their website & noone I can get on the phone or by email is willing to clear it up for me. Seems as though they are putting out ONE head for 3 or more 4Zxx applications. as for the C1 if thats the only turbo then that is the cam I am trying to avoid, the head would fit though since its in the same family (I have a good 2.6L cam so rebuilding a C1 would be an option for me).

~psguardian

 

Okay well my head says 4zd1/c1 on it. What exactly does this mean? Are they all like this?

 

Okay well my head says 4zd1/c1 on it. What exactly does this mean? Are they all like this?

Yes.
The same casting was used for both engine styles, some D1s were EFI, all C1s were.

 

My Impulse 2.3L head just says 4ZD1 with no C1 on it.

 

The one that I have is out of a 90 p'up carbureted. You guys obviously know why I bought it. But now I'm strongly considering putting stainless valves in the head using the whole thing. Carb and all.

 

When I initially did the swap to the 2.3L Impulse engine in my 86 I recall a conversation with Jerry Lemond where I believe he said the Imp head has larger diameter valves (same as the 2.6L) than the carb'd truck motors, but the valves were shorter in the 2.3L than the 2.6L. The idea I got was that the 2.3L head was somewhat shorter than the 2.6L head, and the valves for the 2.6L would not fit into my Impulse 2.3L head, despite the heads of the valves being the same size. Just something to be aware of if you are going to try to mix parts and get the larger valve diameter in the 2.3L head.

 

The one in Ericjette's trooper is a 4zd1 with 2.6 valves in it.

 

My research shows the 2.6 valves are about 2mm shorter overall length than the 2.3 valves, at least for Sealed Power brand. Valve stem caps or elephant foot adjusters would make up for the length difference if the stock adjuster starts running out of threads. Stem diameter is all 8mm. The outside diameter of the 2.6 valve seat inserts is larger than the 2.3, I don't know if the 2.3 seats can be ground enough to accept the 2.6 valve or if the 2.3 head must be machined to accept the larger 2.6 seats, but I suspect the latter. Former member Ericjette is running an over-bored 2.3 with 2.6 valves, so this mod can be done if you know how.
Something else my research showed: the 2.0L 4ZC1 EFI Turbo Impulse head used the standard 2.3 valves, not the larger valves found in the 2.3L 4ZD1 non-Turbo Impulse head, which to me seems odd.

 

i know this is an old thread....but i was looking for info as well.

i know i had a bad valve in my 88 Impulse 4zc1 turbo. i found a new, never mounted head on ebay. the head on ebay is stamped 4zc1/d1 the head on my car is 4zc1-s

i hope i can use it.....does anyone know the difference?

thanks!

 

Does it have ports/holes above the exhaust outlets for a smog pump manifold? If it does I'd guess its a Truck/Trooper 2.3L head. It will fit but I do not know if it would have the same combustion chamber size. That could alter your compression ratio and on a turbo that might just matter.

 

yes, it does have the holes for the smog pump piping.....

 

More importantly is it set up for EFI or a manual fuel pump? You'll have to block off the opening if the fuel pump boss has been punched out. If it is an EFI head it very well may have the larger valves. Chamber size should be the same. You'll want to use the special turbo Impulse head gasket. I'm not sure about turbo cam profile, if it's different you probably want to swap cams, you might want to check with JLEMOND to be sure. Bottom line you can use it but you may have fool with it a little first.

 

thanks for the replies.....i've never overhauled an engine before so a lot of this is new to me. i have the engine and trans out and am just beginning to strip down the engine so i can see what shape the bottom end is in.
i didn't see a hole for a mech fuel pump. that would be on the intake side, correct? i just don't want to put eveything back together and then have it run like molasses because the comb chamber is incorrect.
how do i know if the gasket kit has the turbo head gasket? also, i'm trying to locate the gasket for the turbo to the exhaust. i found one, but one hole is off.

 

The existing turbo engine will be EFI without a fuel pump opening, the 4ZC1 stamp confirms that. What about the new head? If it says 4ZC1/D1 that may mean it's an EFI head (no fuel pump opening), since MY new head says 4ZD1/C1 & DOES have the fuel pump opening, so maybe the first designator of a dual purpose head determines the intended application.
The head gasket is a special composition to withstand the higher boost pressures. It has a smaller cylinder bore opening so it can only be used on the 2.0L Turbo engines. It should say it is specifically for the 4ZC1, 2.0L Turbo or VIN engine code F or some combination. If not it's probably for the low compression 2.3L 4ZD1, VIN engine code L. rockauto.com lists the Fel-Pro head set #HS9529B for the turbo engine & it's a different set than for the 2.3L engine. I would think and overhaul gasket set or a head set specifically for the turbo engine would have all gaskets to the end of the exhaust manifold, including any needed turbo gaskets.

 

on the head that i bought the valves are 969 and 276...if that tells anyone anything....

also, tearing down the engine it looks like i may need to locate an exhaust manifold, mine is cracked. and the driver's side motor mount is starting to crack. anyone know where i might find those?

thanks!