Upgrade from GM coming soon!
Senior Member
Joined: 05-14-08
Posts: 1,023
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From: around the world
One of the gm engineers has this kit on his solstice gxp, he talks about it here.
Not sure if the cobalt gets the same torque output.
2007 & 2008 Solstice/Sky Manual Trans: 290 HP@5200 rpm \ 340 lb-fts@3600 rpm
2007 & 2008 Solstice/Sky Auto Trans: 290 HP@5200 rpm \ 325 lb-fts@3600 rpm
2007 & 2008 Solstice/Sky Auto Trans: 290 HP@5200 rpm \ 325 lb-fts@3600 rpm
Senior Member
Joined: 01-02-08
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From: Metro Detroit, Mi
One of the gm engineers has this kit on his solstice gxp, he talks about it here.
Not sure if the cobalt gets the same torque output.
Not sure if the cobalt gets the same torque output.
They were talking about it a little on there about the drivetrain loss on RWD being a little greater than FWD...
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Joined: 03-30-08
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From: Omaha, NE
Drivetrain loss doesn't matter. It is rated at the flywheel.
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Joined: 12-17-06
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From: Michigan
Here is an update from the Solstice forum
http://www.solsticeforum.com/forum/f...-review-52407/
pls read the entire thread before asking questions
http://www.solsticeforum.com/forum/f...-review-52407/
pls read the entire thread before asking questions
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Joined: 05-30-08
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From: San Clemente, Ca
Here is an update from the Solstice forum
http://www.solsticeforum.com/forum/f...-review-52407/
pls read the entire thread before asking questions
http://www.solsticeforum.com/forum/f...-review-52407/
pls read the entire thread before asking questions
Senior Member
Joined: 12-17-06
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From: Michigan
Senior Member
Joined: 05-14-08
Posts: 1,023
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From: around the world
New Member
Joined: 10-17-07
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From: Rochester, New York
the pricing came out the other day, I dont have it in front of me but I know it retails for $800. I also had my parts guy call and he was told it will be able for shippment on Dec 2.
SO, call you local Dealer and ORDER.....
Aaron
SO, call you local Dealer and ORDER.....
Aaron
Senior Member
Joined: 12-17-06
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From: Michigan
What part #s? The dealers say they still can't pull anything up yet.
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Joined: 07-03-08
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From: NJ
i got the hookup at the dealer i got my car at i will be getting it at cost if it ever comes out that is....
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From: East Windsor, NJ & Scranton, PA
I am thrilled to hear this. Explain how one would go about ordering it though. Does this need to be done through a dealer or can it be purchased elsewhere? Also does the dealer have to install this to keep the warranty valid?
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Joined: 03-26-08
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From: Wichita, KS
Very interesting info here:
Originally Posted by Flash's owner
Regarding what the GMPP Exhaust and other improvements, in general they should be quite effective.
Here's why:
The stock production calibration is a sophisticated torque-based control system. It is constantly looking at all of the inputs - air temperature and pressure, charge air cooler efficiency, estimating density of intake air, and where the settings are for all the systems relative to a spark map to ensure the engine is protected for knock and detonation. It also estimates turbine speed with some very accurate modeling for given output to protect the turbo unit from overstress.
The goal of all of this control is to provide very consistent 260 ft lb/260 hp for all cars. If you make a change to the system such as improving the exhaust efficiency, then the control system will relearn with each key cycle that it is overproducing torque, and will "learn down" the torque back to stock level. If you do a back-to-back change that a dynomometer shows a gain of 15 ft-lbs, in a handful of key cylcles, long after you have left your dyno shop, the engine will learn back down to 260 ft-lbs. If you encounter a situation, such as a very hot day or you use 87 octane fuel, which requires an immediate spark retard to protect the motor, the good news is that the engine will "learn up" back to stock torque. But only back up to stock torque.
That is how the production system works.
In simple terms, the Performance Upgrade Kit turns off the learn down portion. You still have all of the protection features for the engine, such asg spark knock protection, turbine overspeed, or if you play with the wastegate link (which will, incidentally, probably set a boost fault).
So, essentially the PUpgrade you can think of as limited by turbine speed to protect the turbo from overstress and failure. At max turbine speed, whatever you can do to increase torque will be effective at producing more torque and power at a given RPM. This boils down to getting more molecules of air into and out of the engine. You can improve intake system efficiency by trying to make it less restrictive, including all of the flow path from fresh air intack to the turbo compressor intake, through the compressor outlet, through the charge air cooler (which also can be improved both through flow efficiency and cooling efficiency), into the intake manifold and through the cylinder head port and even intake valve openings. The easiest place to start is the air cleaner/intake pipes up to the turbo, BUT you must be careful when you start changing these things, as it is easy to create small areas of turbulence in the intake system which cause erratic readings on the MAP and MAF sensors and will set intake rationality codes.
The same thing applies to the exhaust side, from the exhaust valves. Legally, the catalytic converter must stay in place for the compliance to be legally valid. Improvements and lower restrictive exhaust in the cat-back section, such as what is available through GM Performance Parts should also be effective.
With the PUpgrade, these gains will not "learn out" like they do in the production calibration.
Here's why:
The stock production calibration is a sophisticated torque-based control system. It is constantly looking at all of the inputs - air temperature and pressure, charge air cooler efficiency, estimating density of intake air, and where the settings are for all the systems relative to a spark map to ensure the engine is protected for knock and detonation. It also estimates turbine speed with some very accurate modeling for given output to protect the turbo unit from overstress.
The goal of all of this control is to provide very consistent 260 ft lb/260 hp for all cars. If you make a change to the system such as improving the exhaust efficiency, then the control system will relearn with each key cycle that it is overproducing torque, and will "learn down" the torque back to stock level. If you do a back-to-back change that a dynomometer shows a gain of 15 ft-lbs, in a handful of key cylcles, long after you have left your dyno shop, the engine will learn back down to 260 ft-lbs. If you encounter a situation, such as a very hot day or you use 87 octane fuel, which requires an immediate spark retard to protect the motor, the good news is that the engine will "learn up" back to stock torque. But only back up to stock torque.
That is how the production system works.
In simple terms, the Performance Upgrade Kit turns off the learn down portion. You still have all of the protection features for the engine, such asg spark knock protection, turbine overspeed, or if you play with the wastegate link (which will, incidentally, probably set a boost fault).
So, essentially the PUpgrade you can think of as limited by turbine speed to protect the turbo from overstress and failure. At max turbine speed, whatever you can do to increase torque will be effective at producing more torque and power at a given RPM. This boils down to getting more molecules of air into and out of the engine. You can improve intake system efficiency by trying to make it less restrictive, including all of the flow path from fresh air intack to the turbo compressor intake, through the compressor outlet, through the charge air cooler (which also can be improved both through flow efficiency and cooling efficiency), into the intake manifold and through the cylinder head port and even intake valve openings. The easiest place to start is the air cleaner/intake pipes up to the turbo, BUT you must be careful when you start changing these things, as it is easy to create small areas of turbulence in the intake system which cause erratic readings on the MAP and MAF sensors and will set intake rationality codes.
The same thing applies to the exhaust side, from the exhaust valves. Legally, the catalytic converter must stay in place for the compliance to be legally valid. Improvements and lower restrictive exhaust in the cat-back section, such as what is available through GM Performance Parts should also be effective.
With the PUpgrade, these gains will not "learn out" like they do in the production calibration.
