rat said:You could, but why? The reason the cpi makes the power is mostly due to the camshaft, it is considerably more agressive.
That is the only advantage i see, and you can put a camshaft in a tbi. Also, tbi's have upgradeable injectors, and they don't have fuel leakage problems that the cpi units have. It is also easier to upgrade a tbi to better '96 up vortec heads than it is on a cpi injection setup.
Depends on how wild you are going. I would just replace them with stockers if you are going mild. If you are going to forced induction, or a big cam with some good flowing heads and intake manifold then you can upgrade to 350 injectors.socki said:Where is the best place to get those upgraded injectors i am having problems with mine right now and it seems that getting those and a new cam may be my best bet. Thanks
i beg to differ i am using my trucks stock 2.2 fuel pump with my CPI......Mix-n-Match said:...and you'd also need the CPI's high pressure fuel pump,
I've got the 94 CPI.
It's a very nice engine.
If your 2.2 had high pressure fuel injection this is obviosly ok. However going from a tbi to a cpi you are going from 13psi to 60psi, i don't think the pump will flow enough at this high pressure.TnHombre said:i beg to differ i am using my trucks stock 2.2 fuel pump with my CPI......
ive got the 93 CPI.
and YES its a very nice engine.
From: http://www.babcox.com/editorial/ar/ar40047.htms10ls said:where did you read this?
There have been five different pistons used in the 262 along with two versions of the lightweight piston.
1) The original, heavy piston used in the 262 was the same as the one that was used in the 350 V8 except that the pin boss was opened up slightly for the offset rod. It weighed about 745 grams with the pin and had a 9.1:1 compression ratio. It was used in all of the light duty engines without the balance shaft from ’85 through ’94 and in the VIN "Z" balance shaft motors from ’93 through part of ’95.
The parts catalog identifies the ’95 VIN "Z" engines with this heavy piston as the "second design" version even though they were built during the first part of the year. They will have one of the following engine codes: ALH, ALA, ALB, ALC, ALD, ALF, ALH, ALJ, ALL, ALP, ALS, AJS, AJT, AJW and AJU.
2) The lightweight piston weighs about 675 grams with a pin. It was used in all the high output, balance shaft engines (VIN "W") from ’92 through ’98 and in all the VIN "X" engines from ’96 through ’98. It was also used in the "first design" VIN "Z" engines that were built during the latter part of model year ’95, including those with the following engine codes: AAB, AAC, AAF, AAJ, AAK, AAL, AAP, AAS, AAW, AFC, AFD, AHC and AHD.
The lightweight piston was originally a Mahle, full-round design (p/n 2753), but GM switched to its own "RPM" (Revised Permanent Mold) design with a short slipper skirt and a narrower pin boss in ’95. Both of these pistons have very short skirts, so the clearance must be right or they tend to make noise at startup.
3) There was a heavy duty engine offered for trucks and vans with over 8500 GVW from ’89 through ’95. It used a heavy duty, Zollner piston that had an 8.3:1 compression ratio and weighed the same as the regular heavy piston.
4) There was also a high output, VIN "B" (LU2) engine offered in the Astro van in ’90 and ’91. It used a special, hypereutectic, strutless piston that is available from GM under p/n 10181389 in standard, or from Zollner as a H-8269-D. It weighs about 745 grams, just like the rest of the heavy pistons.
5) There was one more piston used in the 262. It’s a low compression (8.6:1), strutless, hypereutectic piston with a deeper dish that was used in the turbocharged Syclones and Typhoons from ’91 through ’93. The OEM standard piston is p/n 12508702 and the Zollner number is a H-8269-E.
All of these pistons are specific to the application, so they should not be interchanged. Building an engine with pistons that have the wrong weight or compression ratio will guarantee a comeback, so it’s better to play by the book.