I didn't remove the block from the car so I couldn't get it decked or even inspected, but gave it the good ol eyeball (and flatness check with a "machinists level") and cleaned the mating surface as best I could. I then put on a 2.05mm Victor Reinz head gasket before installing the new head with new bolts and washers. Man that torque sequence was stressful. Also threw the old early model valve cover on, looked sick with the burns so I clear coated it just like the engine bay.
The last picture shows how warped the valve cover is, which will make a reappearance in the future (me from the future here, yea this became a massive headache).
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Oh also, I attended the Socal Vintage meet in Van Nuys, CA today, lovely turnout! Decided to go back to my roots and throw on the half-hood...hehe
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Now onto the assembly of the intake, starting with the injectors! As a part of the 2.7i upgrade, I've got myself a set of used late model M20B25 injectors, which I'm going to refresh with new filters and O-rings. Sourced a rebuilt kit from The Injector Shop for $17 that included new upper and lower O-rings, filters, the little plastic spacers, and pintle caps. Here's one with only the filter left to be removed:
I watched a few tutorials on how to remove the filters, which are pressed into the top of the colored side of the injector, and settled on the method of holding a screw in a vice, driving the filter onto it, and wiggling the injector body to remove it from the filter, leaving this behind on the vice:
The new filter is installed by inserting it into the injector, then lightly tapping the injector on the table to press it in flush. New upper O-ring then goes on, followed by the spacer, lower O-ring, and pintle cap. These refreshed injectors haven't been professionally cleaned or flow matched but I trust they'll do fine.
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(Another reminder that all the work in this thread was done in July 2022 when the fire happened, I'm merely adding updates here now as I should have back then
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New water pump and timing belt installed! FCP Euro came in clutch with their lifetime warranty, so even though I had replaced all this stuff less than a year ago, it was almost free to replace them again. Also, the idea of driving on a timing belt that had just been in a fire didn't sit well with me...
The 2.7i swap also involves all the late model M20B25 pulleys, including the crank pulley, which includes the retrofit of late model crank position sensors (one on the bracket 7 o'clock of the water pump pulley, as opposed to the two on the transmission in the early model setup). Those early model sensors burned up anyways, so I ripped out what was left and plugged the holes in the transmission with plugs from Turner Motorsport (PN#21111225047). New distributor rotor and lower timing cover installed too.
On the intake side of the engine, we've got the mangled and burnt remains of the fuel system. New soft fuel line was ordered, along with a new fuel filter (FCP Euro again). This stage is where I would've asked R3V about new fuel line routing for the late model system, but instead I resorted to the good 'ol interwebs for reference images. While I was sorting that out, I realized the engine harness is also routed on this side of the block under the intake manifold, so I laid it on the engine so I could begin mapping out exactly how it fits. Might as well throw on the new intake manifold now then too...
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