The Ultimate ECOTEC Related Turbo FAQ!
10-03-2006, 06:41 AM
#26
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Originally Posted by NJHK
I think you're confussed as to what I was saying...
The quesion was "what fuel injectors can I use?" my statement was
No where in this thread I was talking about swapping the motors. Totally different topic.
But thank you again for the compliment.
The quesion was "what fuel injectors can I use?" my statement was
No where in this thread I was talking about swapping the motors. Totally different topic.
But thank you again for the compliment.
VERY NICE WRITE UP!
10-03-2006, 08:00 AM
#27
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Originally Posted by 05REDROCKET
OH Ok that makes perfect sense.
VERY NICE WRITE UP!
VERY NICE WRITE UP!
And thank you again.
10-05-2006, 12:40 AM
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heres another question for you guys. is there a good time and bad time to f/i your car? I E car has over 100,000 miles=bad idea to f/i....15,000 miles= good time to f/i. these are just examples. but hope you get he question
10-05-2006, 12:41 AM
#29
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Originally Posted by Halfcent
No. In fact its a really bad idea. With no way of changing the fuel pressure or pulse width, you would really screw things up.
10-06-2006, 04:56 PM
#30
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Originally Posted by artawesome
ok i m still learn this stuff. i m sucking you guys of your knowledge, if you cant tell yet
10-06-2006, 04:57 PM
#31
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Originally Posted by artawesome
heres another question for you guys. is there a good time and bad time to f/i your car? I E car has over 100,000 miles=bad idea to f/i....15,000 miles= good time to f/i. these are just examples. but hope you get he question
10-16-2006, 03:16 PM
#32
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has anyone attempted to route IC piping on a cobalt?
how much room is behind the motor to stash a turbo, piping, and manifold?
should i not even think about having an equal length manifold made?
my civic had 130k miles on it when i boosted.
compression was perfect, 210 in each cylinder and the leak down tests returned pretty good.
just dont slap on a turbo and drive the car to hell. no 5th gear pulls on the highway. try to stay out of boost on long trips and have the car tuned properly for your style of driving.
how much room is behind the motor to stash a turbo, piping, and manifold?
should i not even think about having an equal length manifold made?
my civic had 130k miles on it when i boosted.
compression was perfect, 210 in each cylinder and the leak down tests returned pretty good.
just dont slap on a turbo and drive the car to hell. no 5th gear pulls on the highway. try to stay out of boost on long trips and have the car tuned properly for your style of driving.
10-16-2006, 06:35 PM
#33
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Originally Posted by Listerman
has anyone attempted to route IC piping on a cobalt?
how much room is behind the motor to stash a turbo, piping, and manifold?
should i not even think about having an equal length manifold made?
my civic had 130k miles on it when i boosted.
compression was perfect, 210 in each cylinder and the leak down tests returned pretty good.
just dont slap on a turbo and drive the car to hell. no 5th gear pulls on the highway. try to stay out of boost on long trips and have the car tuned properly for your style of driving.
how much room is behind the motor to stash a turbo, piping, and manifold?
should i not even think about having an equal length manifold made?
my civic had 130k miles on it when i boosted.
compression was perfect, 210 in each cylinder and the leak down tests returned pretty good.
just dont slap on a turbo and drive the car to hell. no 5th gear pulls on the highway. try to stay out of boost on long trips and have the car tuned properly for your style of driving.
You SHOULD have enough room to route things, what would make things more difficult is when you have an automatic. The transmissioin takes up so much room that it isn't even funny.
10-16-2006, 07:46 PM
#34
I'm old school
Hahn has a running kit on a 2.4. That one is manual however. There is plenty of room for the turbo itself, the intake, and the exhaust. The charge pipe on the auto is the tough one. Getting it under the trans and forward to the intercooler is tight.
10-17-2006, 12:27 AM
#35
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Originally Posted by NJHK
What model care do you have and what transmission type do you have?
You SHOULD have enough room to route things, what would make things more difficult is when you have an automatic. The transmissioin takes up so much room that it isn't even funny.
You SHOULD have enough room to route things, what would make things more difficult is when you have an automatic. The transmissioin takes up so much room that it isn't even funny.
10-17-2006, 12:56 AM
#36
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Originally Posted by Listerman
i have an 06 Cobalt LT. 5 speed. 2.2l
Yeah, my statement stands. You should be fine with room to route things.
11-06-2006, 05:23 PM
#40
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Originally Posted by Listerman
superb write up. ccfab split up didnt they? i wanted a manifold like yours but i guess i wont be able to get ahold of one now.
11-06-2006, 05:36 PM
#42
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Originally Posted by Listerman
so hes still producing mani's?
12-02-2006, 04:54 PM
#43
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Updated, added question:
Question: I'm worried about spool timing on my Turbocharger setup, how can I insure that I have good spool timing?
I wrote this sticky to answer this question. Here are 4 basic ways of having good spool timing without touching your engine: http://www.ecotecforum.com/forums/showthread.php?t=1856
Question: I'm worried about spool timing on my Turbocharger setup, how can I insure that I have good spool timing?
I wrote this sticky to answer this question. Here are 4 basic ways of having good spool timing without touching your engine: http://www.ecotecforum.com/forums/showthread.php?t=1856
03-09-2007, 10:19 AM
#44
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Holy monkies...damn, NJHK! that is incredible FAQ. So much info, it's took me a few days to get through this! Thanks for all the hard work, you can never learn too much, especially if it keeps your engine from blowing up on you, hahah. 
03-09-2007, 05:29 PM
#45
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I'm going to be updating it soon, if you have any suggestions, post it here:
https://www.cobaltss.net/forums/forced-induction-50/turbo-faq-possible-what-should-i-add-49865/
08-15-2007, 11:56 PM
#47
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08-16-2007, 01:00 PM
#48
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lol welcome to club ...i myself have began this journey as well....if you want i could probably help with this subject too...seeing as i now have pretty decent knowledge of this subject thanks to NJHK
10-01-2007, 01:39 PM
#50
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2.4 VVT Cam Issues?
First of all compliments on a very complete write up. However there still remains a problem for the 2.4L NA VVT engine owner to consider when going to a turbo or supercharger upgrade: That is the 2.4L NA LE5 VVT CAM is engineered for Natural Aspiration NOT Forced Induction!
The difference is the LE5 CAMS open the intake valves earlier before the exhaust valves close and this lowers the exhaust temperature lowering turbo efficiency. IAT temperatures and exhaust temperatures will run lower than they should as the result of "combustion chamber blow through" caused by this intake - exhaust overlap.
In a normally aspirated engine, the intake valves are opened earlier before the exhaust valve close to take advantage of the momentum of the exiting exhaust gases which help "pull in" the fresh air (and fuel in port injection or carburated engines).
In a Forced Induction engine such as the LNF VVT engine, the cams are designed to close the exhaust valves before the intake valves open, avoiding "combustion chamber blow through' and lowered exhaust gas temperatures.
More information regarding ECOTEC 5 CAMS may be found at:http://tunersource.gmblogs.com/Racer...FO-SHEET-2.pdf
Since the LNF engine is a "Direct Injection" engine, its standard ECU programming can "call for fuel injection" while the intake valve is closed (during the compression stroke instead of during the intake stroke). If the LNF head is not swapped for "Direct Injection" the LNF ECU programming should not be used.
Please also consider the effect of CAM "advance" or "phasing" on valve overlap as the result of Variable Valve Timing in both the LE5 and the LNF CAMS .
This information is provided by "an old mechanic", trained and experienced with turbo charged and supercharged engines running 850 HP to 1500 HP. I apologize for any incorrect information given as the result of confusion or senility!
The difference is the LE5 CAMS open the intake valves earlier before the exhaust valves close and this lowers the exhaust temperature lowering turbo efficiency. IAT temperatures and exhaust temperatures will run lower than they should as the result of "combustion chamber blow through" caused by this intake - exhaust overlap.
In a normally aspirated engine, the intake valves are opened earlier before the exhaust valve close to take advantage of the momentum of the exiting exhaust gases which help "pull in" the fresh air (and fuel in port injection or carburated engines).
In a Forced Induction engine such as the LNF VVT engine, the cams are designed to close the exhaust valves before the intake valves open, avoiding "combustion chamber blow through' and lowered exhaust gas temperatures.
More information regarding ECOTEC 5 CAMS may be found at:http://tunersource.gmblogs.com/Racer...FO-SHEET-2.pdf
Since the LNF engine is a "Direct Injection" engine, its standard ECU programming can "call for fuel injection" while the intake valve is closed (during the compression stroke instead of during the intake stroke). If the LNF head is not swapped for "Direct Injection" the LNF ECU programming should not be used.
Please also consider the effect of CAM "advance" or "phasing" on valve overlap as the result of Variable Valve Timing in both the LE5 and the LNF CAMS .
This information is provided by "an old mechanic", trained and experienced with turbo charged and supercharged engines running 850 HP to 1500 HP. I apologize for any incorrect information given as the result of confusion or senility!