A few years ago I eventually purchased my first engine to rid the 2T issue. Having not known much about engine installs I got help from others to do the 2TG install and get the car driving. The 2TG had been purchased from someone who commented on its great running order as it showed. With my head high proud to get the engine running nicely, 2 weeks after I started the car to the sound of grinding chinks in the engine. Trying again it made crappy sounds clicking and crunching. Taking it to be looked at, the mechanic found twisted reminence of an inner filter nut that must have been loose and worked its way into the block.
Wrecking the top of the piston, scratching the bore and valve damage. Spewing at the chances I decided if it was to be rebuilt it would be done so with a suggestion of 3T crank, bored to 1.8, lightened and balanced crank and flywheel, H.Comp. pistons and recon. head. Happy that I chose to as it runs sweet pulling mid 15's on the qtr. and 66kW at rear. Not huge compared to my 3TG but good power to have for about $2500 outlay on a daily driver.
Warning to 2TG owners, check your inner air filter nuts, they are nasty away from home!!!
Sun, 23 March 2003 13:57
A few years ago I eventually purchased my first engine to rid the 2T issue. Having not known much about engine installs I got help from others to do the 2TG install and get the car driving. The 2TG had been purchased from someone who commented on its great running order as it showed. With my head high proud to get the engine running nicely, 2 weeks after I started the car to the sound of grinding chinks in the engine. Trying again it made crappy sounds clicking and crunching. Taking it to be looked at, the mechanic found twisted reminence of an inner filter nut that must have been loose and worked its way into the block. 
