mexi_loco

iTrader: (7)

it's not about power that determines the size of your injectors. It's about fueling, and that was an early misconception about the lsj: that each cylinder was being fueled equally. This concept, and in addition to Hahn's attempt at making more profit, led to them using the 60lbs/hr injectors in their kit. They figured that by offering a mild tune with their kit, those injectors were sufficient enough to fuel their engine. Then people started consistently blowing out the same cylinder every time (not necessarily on their turbo kit though). That's why people started using return systems and bigger fuel injectors. The more fuel flowing through the system, the less of a possibility of blowing up a cylinder at higher revs. Perhaps a tuner can step in here, but I'm sure when you're looking at IDC's, it's not telling you the individual IDC of every injector, because then you would notice what I'm talking about.

c130aviator

iTrader: (8)

Comparing horsepower or psi, or another variable, when would you go with a return system. You make a good point on why number 3 cyl blows first, it runs out of fuel supposedly.

mexi_loco

iTrader: (7)

generally, if you're looking for high hp numbers (~350+hp), I would recommend getting it done. Most people would tell you 400+. And it's number 4 that would blow.

c130aviator

iTrader: (8)

I still feel though hahn is not at fault. They are not the only one making a turbo kit without these mods. Its up to the customer to touch on these when power reaches that level.

mexi_loco

iTrader: (7)

what other companies (besides zzp) make turbo kits for our cars? And on some level, you're right. But when you advertise that your kit has the ability to reach a high horsepower levels, they're still responsible for being knowledgeable about that platform to inform the customer about safely achieving those numbers. It's this issue that Hahn really dropped the ball, and where ZZP excelled, to the point where they even developed their own rsfs.

c130aviator

iTrader: (8)

Taking notes man, i am really being careful with my build, that was why hpt was the first thing i bought, and i found it on craigslist locally for cheap. Anyway I want to know what my car is doing on all levels of fueling, not just taking a canned tune.

c130aviator

iTrader: (8)

Hey i must be part texmex, i dont pay full price for nothing either. My entire list of mods was had for about 2g's. Lol

mexi_loco

iTrader: (7)

well, here's some more notes if you want some more advice:

(1) make sure to use copper gasket spray on the intake mani to block, throttle body, and exhaust mani gaskets.

(2) Use Black RTV on every bolt, and anti-seize as well.

(3) Don't forget to use some form of catch can on your pcv system, as well as a breather for excess crankcase pressure, or completely rework the pcv system (it completely sucks for the lsj).

(4) Check your spark plugs often. They can help you figure out things that data logging barely touches on

(5) Ditch the internal waste gate if possible and go external. You'll eventually run into boost spike when you want to amp up the boost.

(6) Ditch the 60's and get an rsfs and bigger injectors (80's). The rsfs will also make it easier for tuning since you will gain the ability to adjust fuel pressure from the regulator.

(7) Ditch the stock map sensor and get a 3 bar from the gm stage 1 kit that they sell for the lnf. This way you won't have much of anything holding you back when you want to boost 25psi or higher.

c130aviator

iTrader: (8)

^ awesome

mexi_loco

iTrader: (7)

did you also have the 2.2 parts ready as well? And what about your alternator?

c130aviator

iTrader: (8)

Got a tensioner, need a belt still and i will weld my alt

Killa SS

iTrader: (1)

make sure you do a full weld. i had a few spot welds on my alt, yeaaa they broke lol.

c130aviator

iTrader: (8)

Did long welds but left space inbetween to keep from burning up bearings or warping the pulley. If I can find a LNF turbo alt with bolts I am going to use that.

Called Hahn today and got a message back very quickly. I needed a new stud for my tubo manifold and bought some other misc hardware. Got a great response and customer service from them.

I also have chevycobaltss3 looking over my tune, he got 398 hp out of the kit on the LNF. I hope to get similar results on 93 octane.

Chevycobaltss3

iTrader: (2)

Lnf and lsjs are completely different power wiSe capabilities WITH TURBOS ( those numbers are on 89/91 and on slow ramp.

c130aviator

iTrader: (8)

Yes I know that is why I posted it was on the LNF. Just dreaming of the 400 mark.

Chevycobaltss3

iTrader: (2)

its Ok to reach that mark but depending on how you drive is how long the engine lasts!!

c130aviator

iTrader: (8)

noted, I hope it doesnt come to that, but this is why we have engine builders like zzp.

jittjoey

iTrader: (1)

haha thats james' favorite company to deal with zzp and him get along like cops and anarchist lol

but james is one hell of a tuner and is the biggest help to me when it comes to getting my lil lady on the road again...