Alright guys i just got off the phone with mr. Bill Hahn, basically im just starting this thread so he can personally address the subject. Also when i was speaking to him he asked if we could post a link to the whole number 4 piston problem, he has something he'd like to add to that thread as well. Personally it has been a while since we have heard anything about the turbo 2.0 but i think its worth the wait. Cant rush the R&D on these things. So for all you that have questions start posting, and please keep on the subject.

 

sounds great. experienced opinion on the 4th piston mystery would be welcome im sure.

subscribed.

 

I like this thread.

 

I think this is that thread you were talking about:

https://www.cobaltss.net/forums/show...ghlight=piston

 

Just emailed the link to Bill Hahn

 

i would also like to keep up with this

subscribed

 

I will keep checkin in on this thread also!

 

with the word "Blaze" in your sig. is that subliminal advertising for me to smoke weed?

glad to help

 

hellz yeah i want to keep up with this stuff as well

 

rofl!. you know in the months ive had that your the first to say anythin.
its just a watermark from the GIF creater I used

 

like to see where this thread goes...

 

Looks and sounds promising from what we spoke. That and all their products are great and customer service is awsome,so i dont mind waiting and being patient.

 

Hi everyone!

Let me begin by offering an update on our progress to date with the TwinCharger system. I've worked on this on and off for over a year now, and while it's been extremely educational, I am unwilling to release it to the public in its current state. Why, you may ask? Well...it's just not ready for prime time, in that there are a number of rough edges that I have run out of time to smooth out. I'm a madman for details that make our products exceptional, and this one's just not up to snuff. For now, I've moved it to the back burner while we develop other systems we consider to be more viable.

For competitive reasons, I am tight lipped about just what I don't like about it. Suffice to say, we've come to a point in the development process where we are doubting that the complexity and cost of the final result will be justified by the results achieved. I think I have better work to do with this car series, work that is only being delayed by continuing to flog this (admittedly bizarre) solution. So, mothballs for now. Will it return? With the discontinuation of the supercharged car looming, the chances grow dim.

As some of you may have seen on these pages recently, our 2.4 turbosystem is most definitely ready for prime time! I agonized about releasing this system, for it was my sworn intention to get the TwinCharger out there first...since it was started first, and I didn't want to start 'camp wars' between the 2.0 SC and 2.4 groups, I delayed the intro of the 2.4 systems for quite some time. But, as many of you may also know, we've attained significant success with the 2.4 in our Solstice/Sky turbosystem line, and I could not hold back on the 2.4 'Balts any longer.

So, while we did manage to get some tasty exhaust components out there for you SC guys, the next product to emerge will be...the all-turbo conversion. We've been quietly advancing this setup, and will have systems ready for the public this summer.

I'd request you folks to ask questions on this new 2.0 turbo setup, and I will answer those that I can. I humbly request your patience with me should I decline to answer a particular question for reasons of competitive secrecy.

As for the #4 cylinder issue...my opinion is this. The problem is the #4 cylinder running leaner than the others!!

Wow! What a revelation, eh? Ah, but here's the rub...it's not getting less fuel. It's getting...more air. The design of the 2.0 SC intake manifold is simultaneously a packaging feat and an airflow disaster. I give props to the engineers who packed so many items into such a tight space, but they never intended it for much more than stock airflow, and I find it to be one of the most convoluted, odd flowing pieces I've ever come across.

Let's start here. Your turn!

 

i've been looking in the #4 piston..a larger fuel rail and ..even converting to a returnline system would do a great job for this...please correct me if i'm wrong...

 

cant wait......

 

I really don't think the fuel rail is at fault, and we've run big HP on other returnless cars such as SRT-4.

The 2.0 SC fuel rail has immense internal volume. They are even used on the 1400HP GMRacing cars. Of course, they use 2, as they have 8 injectors, but even then, the rail is proven effective at 700HP.

There are some basic physics and fluid dynamics at play here...as gasoline, like most fluids, is virtually incompressible, it cannot exist at two different pressures in a common vessel (in this case, the fuel rail).

 

finally more options for us, do you recomend running a standard intake like the custom one you guys sell, and just ditch the air to water intercooler system all together, or are you planning on making us a better one? also price range on the all turbo conversion......., the reason i haven't bought the competitors product yet, way to overpriced.

 

what would be the price and power level for the turbo conversion?

 

What tuning method or program will you be using to tune the cars with. Will customers with HP Tuner be able to tune the car after the intial setup up and tune. ex maybe upgrading cams, valves springs, boost and timing, retune or send to you for a flash?

 

I have used Hahns kit on my eclipse 420a they make awesome stuff and there products are top notch

 

Agreed, id rather wait for their kit and get something that is quality and reliable. Plus they already have experience turboing the EcoTec.

 

Bill,

I to have thought about the extra air flow thats possible on that side of the block, the intake is a "hodgepodge" of parts crammed together.....

my question is simple....

with your turbo kit will you be useing an empty blower case as a intake hat or will you be makeing a custom pice?

my guess is custom but then we run into the issue of electrical system charging, with the LSJ alt only able to spin one direction(the pulley is clutched) how will you solve this issue?

the other 2.2/2.4 alts are a lower amp output(cobalts are actually a bit better then there sister model ions due to different manufacturers) with the lower out put the car wont reach a full 14.4v system change(i know this because of a close working relationship with DJT and the turbo redline) his only hits 13.4-13.6 while moving and drops in traffic

whats your thoughts/plan on this issue?

thanks for your time and a hopeful answer.

 

I will predict now for all here that the full turbo swap will have no problem with the #4 piston. IMPO the #4 problem is heat/cooling. The m62 is just making the air toooo hot and the #4 piston gets the warmest coolant, so it fails. But as seen by Jon's turbo kit, his IAT2 never goes above 115 @ WOT forever. THE PROBLEM IS THE M62 .

Cant' wait for this.................Turbo owns

 

i wanna do a turbo swap but i live in cali..so i dont know bout smog ...i still think a return line would be the best bet..like the srt 4's

 

We will be replacing the entire intake/supercharger/intercooler assembly in our system with one of our StreetRace sheetmetal manifolds.

These items are yet to be determined. We will strive to keep it affordable, and as powerful as can safely be achieved.

This system will be end-user tunable. To what extent is yet to be determined, but as we've already demonstrated with our product for Solstice/Sky and now 2.4 Cobalt, we aren't locking you in to canned tunes that aren't capable of compensating for every possible modification and/or climate.