Since a lot of people have been asking what the stock LNF turbo is, I did the research.

Update: BW K04 Compressor Map

http://i165.photobucket.com/albums/u43/ArchienBalt/k04-0025.jpg?t=1193423760
Thanks go to NJHK, Witt, and Beau (solstice forums)

Borg Warner K04 Turbo

Maximum flow:......... .21 kg/s or 380.6 cfm
Optimum output:....... 185 kW or 248chp

It looks like a possible upgrade would be swapping to a K24 turbo (I will be doing more research on this swap: bolt patterns, size, etc)

Borg Warner K24 Turbo

Maximum flow:......... .30 kg/s or 543 cfm
Optimum output:....... 250 kW or 335chp

They both have an efficiency range of 15-25psi.

These two turbochargers are both twin scroll, both have the same type of surgevalve, and both are good to 1050 degrees C.

To give a comparison of turbos, the BW K24 turbo is approximately equal to the flow and power levels as the APS SR30. This is a common street/low hp upgrade for the WRX STI.

Instead of the K24, you could swap to a different brand of turbo rated for higher flow levels, but nothing has been tried yet either way, so all of this is uncharted territory. Currently Hahn is working on a turbo upgrade.

GM will have a e85 fueled 500 hp version of this 2.0 engine at Sema in a street rod concept . It'll be nice to see how thier upgrading too .

great news...does anyone know what else is changing on the new cobalt?? trans?? body?? anything?? besides the engine and turbo.... also did GM fianlly put forged pistons or cheap ones again??

Wow awsome info...+ imaginary rep

Isn't the K04 the stock WRX turbo?

i hope that they drop i six speed in that bad boy

Jebus. I got some stuff to look forward to :)

Isn't the K04 the stock WRX turbo?

i think it's also on the ms3

How exactly does a "twin-scroll" work? Im in the dark here....

word ^^

How exactly does a "twin-scroll" work? Im in the dark here....

pretty sure it's something to do with keeping the boost, and having less lag. the first scroll is used at lower speeds, and the 2nd scroll is used at higher speeds to let more air go through. i think anyways. basically it's to make it more efficient.

My basic understading of a twinscroll was that the exhaust made two passes over the turbine instead of the traditional one pass. Anyone care to elaborate with details?

it thought it was,the exhaust gas from 2 cylinders drives each scroll to more efficiently drive the turbocharger.

I think personally there is a smaller turbine and then a bigger one.

Who knows, i'm probably wrong.

twin scroll has the exhaust inlet on the turbo seperated into two sections....same with the exhaust manifold. It is divided into two runners, two cylinders per runner...so when each cylinder when it fires has a constant down flow into the turbo. Basically it always has constant pressure to spool the turbo to minimize lag.

no seriously lol, i think it takes the exhuast gas is split 2 and 2 until the turbo,http://www.airpowersystems.com/wrx/aps_turbo/twin_scroll/tsr70.jpg

^thanks google

Thank Wikipedia and this thread over at http://www.supercars.net/PitLane?viewThread=y&gID=6&fID=3344&tID=70114

Sequential twin-turbo

Sequential twin-turbo refers to a set up in which the motor can utilize only one turbocharger for lower engine speeds, and both turbochargers at higher engine speeds. During low to mid engine speeds, when available spent exhaust energy is minimal, only one turbocharger (the primary turbocharger) is active. During this period, all of the engine's exhaust energy is directed to the primary turbocharger only, lowering the boost threshold, and increasing power output at low engine speeds. Towards the end of this cycle, the secondary turbocharger is partially activated (both compressor and turbine flow) in order to pre-spool the secondary turbocharger prior to its full utilization. Once a preset engine speed or boost pressure is attained, valves controlling compressor and turbine flow through the secondary turbocharger are opened completely. At this point the engine is functioning in a full twin-turbocharger form, providing maximum power output. Sequential twin-turbocharger systems provide a way to decrease turbo lag without compromising ultimate boost output and engine power. Examples of cars with a sequential twin-turbo setup include the 1993-2009 Toyota Supra Turbo (JZA8x), the 1992-2002 Mazda RX-7 Turbo (FD3S), and the 1986-1988 Porsche 959. With recent advancements in turbocharger design, sequential twin turbo systems have fallen out of favor because they are seen as unnecessarily costly and complex.

yes, that is a twin turbo set up....meaning two turbos.....

the LNF has a Twin-Scroll turbo.....meaning 1 turbo with a twin scroll design :)

Twin scroll trubos work like this:
There are 2 exhaust entry paths into the turbine housing to drive the turbo. At low-medium speeds one is closed off. This causes a higher exhuast velocity, thus resulting in a quick spin-up. At a predetermined engine speed, the second path opens up, allowing full boost.
Of course there is almost no lag with these turbos, but you won't see full boost until higher engine speeds. Small trade off.

it doesn't block any passage off

They use K04's on the old Audi RS4. GT28RS would be an awesome bump up.

The 2.0 turbocharger has two scolls, each is fed by seperate exhaust passage. One passage from cylinders 1 and 4, the other from 2 and 3. On a four cylinder endine, the firing order for the motor is 1-3-4-2...cylinder 1 is ending it's power stroke and opening it's exhaust valve while cylinder 2 still has it's exhaust valve open (cylinder 2 is in it's overlap period). In a conventional exhaust manifold the pressure pulse from cylinder 1's exhaust blowdown event is more likley to contaminate cylinder 2 with high pressure exhaust gas. This not only hurts cylinder 2's ability to breath propery, but this pulse energy would have better been utilized in the turbine....

seperates by firing order to prevent pressure bleeing off of the turbo...allowing for constant pressure to the turbine to minimize lag at low engine speeds....

it doesn't block any passage off


Meh... that's how the old mazda twin scrolls worked...

The 2.0 turbocharger has two scolls, each is fed by seperate exhaust passage. One passage from cylinders 1 and 4, the other from 2 and 3. On a four cylinder endine, the firing order for the motor is 1-3-4-2...cylinder 1 is ending it's power stroke and opening it's exhaust valve while cylinder 2 still has it's exhaust valve open (cylinder 2 is in it's overlap period). In a conventional exhaust manifold the pressure pulse from cylinder 1's exhaust blowdown event is more likley to contaminate cylinder 2 with high pressure exhaust gas. This not only hurts cylinder 2's ability to breath propery, but this pulse energy would have better been utilized in the turbine....

seperates by firing order to prevent pressure bleeing off of the turbo...allowing for constant pressure to the turbine to minimize lag at low engine speeds....

Correct!!

The WRX uses the mitsu TD04 turbo.

The K04 is also used on the Audi TT 225 1.8t.

Cars that are using the K04 as an upgrade are the Golf, Jetta, Beetle, but all of them make power to about 230-250whp and then make a bigger upgrade. The LNF is more efficient than those cars, but I expect only around 300-310whp on the stock turbo before it is toast, and an upgrade is necessary.

wow, some of you are way off.

twin scroll/sectional exhaust housing. two exhaust entry points, not just one.
in a nut shell.

^^ yes in a nutshell.....I felt the need to give a long winded explination I guess haha

Hehe found something cool. Wonder what kind of innercooler n stuff will come with this motor. Also this motor will have the pulleys up front and the turbo off to the side?

http://us.tnpv.net/2005/WKA200512/WKA2005123182907_pv.jpg

Google Images + LNF = fun

Hehe found something cool. Wonder what kind of innercooler n stuff will come with this motor. Also this motor will have the pulleys up front and the turbo off to the side?

http://us.tnpv.net/2005/WKA200512/WKA2005123182907_pv.jpg

Google Images + LNF = fun

isnt that he sky/solstice set up?

^^ Yea that is.

Another question. What flange will this turbo be using? If i do trade in i will almost immediately be looking to upgrade turbos. I have a feeling a GT2871rs would be a very nice swap for this car. Fast spooling and good for some nice power.

In order to upgrade to a bigger turbo, you need more fuel. Where do you guys plan on finding bigger direct injection 2000 psi injectors? I'm sure you could get them made, but not everyone has $2000 just sitting around.

In order to upgrade to a bigger turbo, you need more fuel. Where do you guys plan on finding bigger direct injection 2000 psi injectors? I'm sure you could get them made, but not everyone has $2000 just sitting around.

not always the case. im sure someone out there has swapped the turbo already

I can't wait until the turbo balt comes out! Seeing the guys going around like they are hot shit, then they see me. Then after I destroy them while smoking the tires, they go trade for a SC cobalt :lol: :lol: :lol:

I can't wait until the turbo balt comes out! Seeing the guys going around like they are hot shit, then they see me. Then after I destroy them while smoking the tires, they go trade for a SC cobalt :lol: :lol: :lol:

....And $10000 in random engine components. And a new blower.
Yeah, no big deal.

In order to upgrade to a bigger turbo, you need more fuel. Where do you guys plan on finding bigger direct injection 2000 psi injectors? I'm sure you could get them made, but not everyone has $2000 just sitting around.

You do understand that the stock LNF injectors are nowhere near maxed out, unlike the LSJ, the LNF injectors are at about 65-70% duty cycle stock.

....And $10000 in random engine components. And a new blower.
Yeah, no big deal.

Most of his parts were free. I believe the only thing he has had to pay for so far was cam blanks. I'm sure he will also have to pay for a new blower as well.

I could see it sucking a big one if an injector decides to fail...

I guess at 2000 psi fuel pressure tuning is out:lol: I really hope changing injector sizes isn't going to cost $2000...

Even so I'll bet we'll still be able to tune via seperate injectors and such.

no, fuel tuning is not out.....they run a similar set up to a diesel trust. A low pressure pump (60 psi) from the fuel tank up to the high pressure pump (2173 psi man) which injects into the cylinders......there is certainly plenty of tuning availabe for a diesel truck, I'm sure there will be tuning for the LNF also :)

no, fuel tuning is not out.....they run a similar set up to a diesel trust. A low pressure pump (60 psi) from the fuel tank up to the high pressure pump (2173 psi man) which injects into the cylinders......there is certainly plenty of tuning availabe for a diesel truck, I'm sure there will be tuning for the LNF also :)

I have no doubt that we'll be able to tune the pulse-width and such. I'm just wondering what's going to happen when we max those injectors out.

Nothing, you will just have to sit where ever you get to, and just be happy with it. Unless you don't mind paying thousands for new ones.

Nothing, you will just have to sit where ever you get to, and just be happy with it. Unless you don't mind paying thousands for new ones.

I disagree with that

Doesn't the new ms3 have direct injection?? I believe they have companies making turbo kits for them already...making really good power...We should see what they are doing with the fuel

Bump for compressor map on first post.

I can't wait until the turbo balt comes out! Seeing the guys going around like they are hot shit, then they see me. Then after I destroy them while smoking the tires, they go trade for a SC cobalt :lol: :lol: :lol:

for a guy who has blown (up) engine you should know how to talk smack right away. we'll have to see what kind of torque and times you get with your setup. already they talk 14.1 with the stock 08 SS. when it is 290 and 310 torque as stated in for GMS2 for Soltice then that can take off a whole second. low 13 cobalt LOL that is funny. I would be happy with that.

any way can you prove your engine before you talk smack.... that would be the smart thing to do. you have to admit that the new SS is quite an improvement. I am jumping to it for a reliable ride with warranty and I like to get a new car. nothing more. I will miss the SC whine.

The K04 is currently only used on Audi & VW cars, and that's it at this time. There's a really impressive Diesel version of the K04 with variable fin geometry (the new 911 Turbo is the only car to have gasoline safe variable geometry turbos because they're so fricken expensive and were specifically designed for that car). It's only diesel so far because gasoline versions burn much hotter and the technology is pretty expensive to make it work with those temps.

The 2.0 turbocharger has two scolls, each is fed by seperate exhaust passage. One passage from cylinders 1 and 4, the other from 2 and 3. On a four cylinder endine, the firing order for the motor is 1-3-4-2...cylinder 1 is ending it's power stroke and opening it's exhaust valve while cylinder 2 still has it's exhaust valve open (cylinder 2 is in it's overlap period). In a conventional exhaust manifold the pressure pulse from cylinder 1's exhaust blowdown event is more likley to contaminate cylinder 2 with high pressure exhaust gas. This not only hurts cylinder 2's ability to breath propery, but this pulse energy would have better been utilized in the turbine....

seperates by firing order to prevent pressure bleeing off of the turbo...allowing for constant pressure to the turbine to minimize lag at low engine speeds....

This is the correct answer for what Twin-Scroll is on the LNF engine. It helps flatten out the pulses causing in essence a more constant flow to the turbo instead of choppy exhaust pulses.

for a guy who has blown (up) engine you should know how to talk smack right away. we'll have to see what kind of torque and times you get with your setup. already they talk 14.1 with the stock 08 SS. when it is 290 and 310 torque as stated in for GMS2 for Soltice then that can take off a whole second. low 13 cobalt LOL that is funny. I would be happy with that.

any way can you prove your engine before you talk smack.... that would be the smart thing to do. you have to admit that the new SS is quite an improvement. I am jumping to it for a reliable ride with warranty and I like to get a new car. nothing more. I will miss the SC whine.

Hey man, he lives 4 miles from my house. His engine build is for real. I've seen half of the parts in person. Fully forged internals, uber ported/polished head, larger valves/backcut, high rpm springs(9K), knife edged crank, s2 axles, and a bitchin' clutch. Oh and he's thinkin about swapping to some bigger blower. Just search for the 20page Blown 4-Banger engine build thread.

Hmmm, based on that compressor map I predict one thing: Cobalt owners will buy bigger turbo's. I hate to say it but the only car with a decent stock turbo that I can think of off the top of my head(there may be others but that's the only one I can think of) is the Evo. This turbo looks to put Cobalt owners in the same boat as WRX owners, the boat that needs a bigger turbo. Maybe the LNF will be more efficient than the EJ20 or EJ255, but at the end of the day small turbo FTL.

so 25 PSI would be about 300WHP then? if so then if u change a turbo then might as well get pistons bc the stockers wont go much higher than that so you think about it you'll have to get a new turbo after300whp and a new s/c after 350whp. your engine wont like the constant heat of a s/c compared to a turbo. The twinscroll turbo might be what $2000 for an aftermarket one that will hold 400hp and a twinscrew s/c might be $3500 but will hold 550 hp and both are twins their fraternal lol And that aint including the clutch, new/built tranny, axles(hopefully different axles in 08 balt), and the brakes used to slow the f**k back down

I can't wait until the turbo balt comes out! Seeing the guys going around like they are hot shit, then they see me. Then after I destroy them while smoking the tires, they go trade for a SC cobalt :lol: :lol: :lol:


AMEN!

$2000 bucks is a little high for a turbo. To reach 400hp you can spend half that or maybe less.

i guarantee that there will be tons of upgrades just as quick as they had them for the ss/sc. larger turbos are not a problem at all, and somebody will offer injectors after youve maxed urs out but with direct injection (from what i heard from a performance shop so idk if its true) you dont get knock or it is very unlikely. so just once somebody finds injectors and possibly pump (if they reach that high of hp) then you are good to go for a while and for lots of hp over stock

i guarantee that there will be tons of upgrades just as quick as they had them for the ss/sc.
Well the LNF has been in use for around 2 years now. Where are they then?

and another thing no return-less fuel system

$2000 bucks is a little high for a turbo. To reach 400hp you can spend half that or maybe less.

Turbo's sold individually aren't all that expensive, but by the time you factor in everything else you need you'll be lucky to get out a 400hp set up for $3-$5k. Cheap Power is an oxymoron.

great news...does anyone know what else is changing on the new cobalt?? trans?? body?? anything?? besides the engine and turbo.... also did GM fianlly put forged pistons or cheap ones again??


it has cast pistons

pretty sure it's something to do with keeping the boost, and having less lag. the first scroll is used at lower speeds, and the 2nd scroll is used at higher speeds to let more air go through. i think anyways. basically it's to make it more efficient.

No you are thinking of a variable vane turbo.

In order to upgrade to a bigger turbo, you need more fuel. Where do you guys plan on finding bigger direct injection 2000 psi injectors? I'm sure you could get them made, but not everyone has $2000 just sitting around.
x2... LNF has a shitty fuel system. Thank God the srt-4 doesnt have that shit.
ms3 are having problems funning over 300hp because of their fuel system.

You do understand that the stock LNF injectors are nowhere near maxed out, unlike the LSJ, the LNF injectors are at about 65-70% duty cycle stock.

Most of his parts were free. I believe the only thing he has had to pay for so far was cam blanks. I'm sure he will also have to pay for a new blower as well.

That is the limit of injectors, i would never run mine past 75%. They can easly fail after that.



There is no way in hell that turbo will do 25 psi to anywhere near redline. I will put 1000 bucks on it.

i doubt there is gonna be a 6 speed in the turbo. the turbo hhr has an optional 5 speed and i personally dont like all the shifting involved in a six speed unless your pushing 350hp and up.

That is the limit of injectors, i would never run mine past 75%. They can easly fail after that.

There is no way in hell that turbo will do 25 psi to anywhere near redline. I will put 1000 bucks on it.

Then how is it that the LSJ stage 2 puts most injectors to 110-120% duty cycle, and GM still warranties it. If they were gonna fail very easily, then I don't think it would be under warranty.

Also, GM had the stock LNF turbo running 26psi, sure it was surging like a mofo, and one of the three car's turbos blew up after qualifying, and the others all blew up almost immediately after the race, but it can run 26psi.:lol::lol:

Seriously though, a better I/C, and better flowing piping, and a decent port job on the turbo, and I am sure 25psi can be done reliably.

Then how is it that the LSJ stage 2 puts most injectors to 110-120% duty cycle, and GM still warranties it. If they were gonna fail very easily, then I don't think it would be under warranty.

Also, GM had the stock LNF turbo running 26psi, sure it was surging like a mofo, and one of the three car's turbos blew up after qualifying, and the others all blew up almost immediately after the race, but it can run 26psi.:lol::lol:

Seriously though, a better I/C, and better flowing piping, and a decent port job on the turbo, and I am sure 25psi can be done reliably.


why would you go through all that when you can just buy a better turbo and FMIC and call it a day a turbo swap will get yo a better outcome in the long run anyway.. why run something out of it's range when you could do it right and have a reliable setup that can make more power?

why would you go through all that when you can just buy a better turbo and FMIC and call it a day a turbo swap will get yo a better outcome in the long run anyway.. why run something out of it's range when you could do it right and have a reliable setup that can make more power?

Porting a turbo usually only costs a couple hundo. Plus, some of us will want to maintain the look of a stock turbo, you know, warranty reasons.
And all the piping will be a good upgrade when the warranty runs out, and you are ready for a larger turbo anyways.

True, I will probably swap turbos later anyways. But this way, I would be able to make some pretty decent power with the stock turbo, while I let all the other guys pave the way to finding out what works and what doesn't. :D

Do most of you know that the same engine is in the Solstice GXP and SKY Redline? Most of these issues and questions have allready been proven or cast aside in those cars.

The BSR tuning on a Redline or GXP has yielded pretty good gains but the internal wastegates have problems keeping even 23psi bottled up.


Is 26psi possible witha K04 100% yes hell it could do 30psi, but is that usable boost NO.


I thinl most of us, some of us well a few of us know that peaks and spikes don't mean jack shit. A nice consistant level of boost will make the most power and the most reliable power.

Then how is it that the LSJ stage 2 puts most injectors to 110-120% duty cycle, and GM still warranties it. If they were gonna fail very easily, then I don't think it would be under warranty.

Also, GM had the stock LNF turbo running 26psi, sure it was surging like a mofo, and one of the three car's turbos blew up after qualifying, and the others all blew up almost immediately after the race, but it can run 26psi.:lol::lol:

Seriously though, a better I/C, and better flowing piping, and a decent port job on the turbo, and I am sure 25psi can be done reliably.

where did you get this info?

link please.

Then how is it that the LSJ stage 2 puts most injectors to 110-120% duty cycle, and GM still warranties it. If they were gonna fail very easily, then I don't think it would be under warranty.

Also, GM had the stock LNF turbo running 26psi, sure it was surging like a mofo, and one of the three car's turbos blew up after qualifying, and the others all blew up almost immediately after the race, but it can run 26psi.:lol::lol:

Seriously though, a better I/C, and better flowing piping, and a decent port job on the turbo, and I am sure 25psi can be done reliably.

How do you run "MOST" injectors at 110 to 120? Didnt stage 2 come with new injectors?

26 was not hold. Maybe spike. I dont rate my shit in spike, only what it can hold at the cars given redline.

How do you run "MOST" injectors at 110 to 120? Didnt stage 2 come with new injectors?

26 was not hold. Maybe spike. I dont rate my shit in spike, only what it can hold at the cars given redline.

Search around, and you will see all the threads of people pissed off at GM because the s2 tune is crappy and their injectors are beyond maxed out. Hell, I've heard of people logging their cars stock and seeing 95%+.

True, it probably was just spiking. But I've never driven one of GM's race solstices. And I have never heard this situation

Person 1: "I'm running 10psi."
Person 2: "Really that's all?"
Person 1: "Well, I can hit 26, but 10 is what It usually holds."

Everyone talks about max numbers, if nothing else but for ego's sake.

I don't have a link on where the GM racers said they were runnin 26psi, and having the turbo's blow up, but I believe Brentil posted it somewhere a while ago. They were also talking about how everytime during the race, when they eased off of the gas even a little bit, the car would start to buck as if the turbo was pissed off for not flooring it. Making 26 psi on the stocker not really streetable, especially in wet weather.

K04 is the same turbo used in the Audi TT 1.8T I believe, my buddy upgraded is his 04 Jetta GLI 1.8T to a K04 from a TT. They tend to grenade under high boost,lol. He went through 3 of them.

K04 is the same turbo used in the Audi TT 1.8T I believe, my buddy upgraded is his 04 Jetta GLI 1.8T to a K04 from a TT. They tend to grenade under high boost,lol. He went through 3 of them.

Apparently, it is the same name, and housing, but not exactly the same on the inside. But since the housing is the same, that would mean that maximum flow would also be about the same.

And I have never heard this situation

Person 1: "I'm running 10psi."
Person 2: "Really that's all?"
Person 1: "Well, I can hit 26, but 10 is what It usually holds."

Everyone talks about max numbers, if nothing else but for ego's sake.

Most people do talk max numbers, but smart people may ask what it tapers to.

Person 1: "I'm running 18psi"
Person 2: "Are you holding that to redline?"
Person 1: "No it tapers down to about 12 by redline"

Most people do talk max numbers, but smart people may ask what it tapers to.

Person 1: "I'm running 18psi"
Person 2: "Are you holding that to redline?"
Person 1: "No it tapers down to about 12 by redline"

Nobody ever asks what the exhaust manifold pressure is either...

I thought I read somewhere that the LNF Turbo has coolant running through it... is there any truth to that?

if you're spending 200 bucks to port a turbo. you're out in left field. you can do it yourself for 20 bucks. then again, i don't expect people to understand what they are doing with them.

99% of the turbo's on factory applications have coolant running through them.

Search around, and you will see all the threads of people pissed off at GM because the s2 tune is crappy and their injectors are beyond maxed out. Hell, I've heard of people logging their cars stock and seeing 95%+.


you are confused and/or misinformed. GMS2 complaints are of running rich. stock cars with GMS2 tune and GMS2 parts are running less than 90% duty cycle. when you put on 2.8 then the duty cycle gets scary.

Most people do talk max numbers, but smart people may ask what it tapers to.

Person 1: "I'm running 18psi"
Person 2: "Are you holding that to redline?"
Person 1: "No it tapers down to about 12 by redline"

Cant stand people that say that shit!
Other guy: I am running 20 psi.
Me: Wierd i am running 15 and i still whooped your ass!
Other guy: Well it falls to 10 at redline.

Drives me insane!

you are confused and/or misinformed. GMS2 complaints are of running rich. stock cars with GMS2 tune and GMS2 parts are running less than 90% duty cycle. when you put on 2.8 then the duty cycle gets scary.

You are confused/misinformed. There is at least one data log here of a GM Stage 2 tuned car with a GMPP header and catback running well over 110% IDC.

Cant stand people that say that shit!
Other guy: I am running 20 psi.
Me: Wierd i am running 15 and i still whooped your ass!
Other guy: Well it falls to 10 at redline.

Drives me insane!

heh heh. Small turbo syndrome.:lol:

You are confused/misinformed. There is at least one data log here of a GM Stage 2 tuned car with a GMPP header and catback running well over 110% IDC.



heh heh. Small turbo syndrome.:lol:

Yup! Pretty Much.

You are confused/misinformed. There is at least one data log here of a GM Stage 2 tuned car with a GMPP header and catback running well over 110% IDC.

show me. GM would not set up a kit with warranty and let it run IDC that high. and if it were that high on just one log I question the data. after all it is just numbers and numbers are often twisted.

mine does not run that high. Hightest with GMS2 pulley at redline is 92%. rest of the time is all under 86% generally. I had to run to 7,000rpm to produce 92%. I ran with ZZP header and 3" exhaust right through.

i know i'm maxin my injectors i have stg 2 and was running 17lbs one night when it was cold about 37-38 and the car was beastin...... then it misfired, and i got scared. it does that close to redline i know 255whp on dynojet w/o tune is maxin my injectors. It's dangerous and i am too scared to even get in it all the way anymore or i just shift at 6

Why would you switch from one tiny ass turbo, to another tiny ass turbo? You don't see SRT-4 guys doin that. If your doin a turbo swap, do a turbo swap (ie, GT28 or larger).

Just performed a PDI on a new HHR ss the turbo sounds sweet, the recirculating valve is a different but cool sound, once you get an intake on that thing it will sounds nice, i was boosting to around 18 psi, can't wait tell my cobalt

show me. GM would not set up a kit with warranty and let it run IDC that high. and if it were that high on just one log I question the data. after all it is just numbers and numbers are often twisted.

mine does not run that high. Hightest with GMS2 pulley at redline is 92%. rest of the time is all under 86% generally. I had to run to 7,000rpm to produce 92%. I ran with ZZP header and 3" exhaust right through.

your idc table was set up wrong.

Tri turbo that bitch!

ill wait for gm to come out with stage kits n be a happy camper with my work beater lol. i put 1800 miles on it on just my trip ta work. i need the warranty. anyone hear anything on gm parts for em?

i hope k&n or sombody builds intakes quickly for the ss/tc. i definitly will not buy another gmpp intake. the one for my 2.4L was very unsatisfying. the k&n typhoon on the other hand was very fulfilling.

nice research, can't wait until people actually get their hands on the SS/TC and actually do some testing :]

anyone a fabricator lol. i got a broken right forearm with 6 titanium skrews in it n i ordered a turbo cobalt thats sopposed to be in soon lol how am i gunna shift fast.grr

can someone fabricate me a shifting device so i can do it with my elbow

anyone a fabricator lol. i got a broken right forearm with 6 titanium skrews in it n i ordered a turbo cobalt thats sopposed to be in soon lol how am i gunna shift fast.grr

can someone fabricate me a shifting device so i can do it with my elbow

yeah I just saw your other post, that fucking sucks bro

and haha its ok ill come and drive you around until your arm is healed. =)

great news...does anyone know what else is changing on the new cobalt?? trans?? body?? anything?? besides the engine and turbo.... also did GM fianlly put forged pistons or cheap ones again??

the cast pistons are stronger than many think.. Heat is the problem, if Intake/exhaust temps are low, which are more controllable with use of turbos, high power levels can be achieved without sacrificing as much reliability. Forged pistons are better nonetheless.

Soooo.....

Was it in fact confirmed that the '08-'09 have the "TWIN-SCROLL" turbo?

....I'm thinking of getting some custom license plates.....

PM me if you have any specific info., THANKS!

Yes sir, it's a Twin-Scroll all right!

Allow me to add a bit more detail on the Twin-Scroll concept (mentioned much earlier in the thread):

The Twin-Scroll divides the entire inside of the turbine housing into two discrete sections, right on up to where the exhaust gases impinge on the turbine wheel. The turbine wheel has different leverage ratios at different fin regions.

During initial spool-up with a conventional (non twin-scroll) turbo, exhaust gases tend to favor the lower-leverage sectors of the wheel geometry while flow is low. The Twin-Scroll ensures that 50% of the available exhaust energy must pass over the highest leverage portion of the wheel, thus accelerating the wheel harder.

Cool and easy, for it requires no moving parts or control strategies.

This concept is also called 'Divided Volute' in some applications.

Yes sir, it's a Twin-Scroll all right!

Allow me to add a bit more detail on the Twin-Scroll concept (mentioned much earlier in the thread):

The Twin-Scroll divides the entire inside of the turbine housing into two discrete sections, right on up to where the exhaust gases impinge on the turbine wheel. The turbine wheel has different leverage ratios at different fin regions.

During initial spool-up with a conventional (non twin-scroll) turbo, exhaust gases tend to favor the lower-leverage sectors of the wheel geometry while flow is low. The Twin-Scroll ensures that 50% of the available exhaust energy must pass over the highest leverage portion of the wheel, thus accelerating the wheel harder.

Cool and easy, for it requires no moving parts or control strategies.

This concept is also called 'Divided Volute' in some applications.


Thanks!

So how are things looking so far Mr. Hahn?
Think the new SS turbo's is good for good numbers 350-400whp or is def. too small?

And another thing since im already threadjacking. since im in the market for 22-28k cars. Used C5 vettes are right in there. How those TT builds looking?
Lemme know

So how are things looking so far Mr. Hahn?
Think the new SS turbo's is good for good numbers 350-400whp or is def. too small?
Way too small.

Way too small.

Agreed. 300 WHP is pushing the stock turbo to its safe RPM limits.

And another thing since im already threadjacking. since im in the market for 22-28k cars. Used C5 vettes are right in there. How those TT builds looking?
Lemme know
Ah yes, keep us posted if you pick up a Vette. We are just finishing up a TwinTurbo Z06. Should be most tasty!

Agreed. 300 WHP is pushing the stock turbo to its safe RPM limits.


Ah yes, keep us posted if you pick up a Vette. We are just finishing up a TwinTurbo Z06. Should be most tasty!

I thought it would be pushing it to much.

I can't wait to see this bad boy in action lol. The vette im actually looking at right now is a 2001 Z06 Ill def. keep you guys posted