this but however we did supply the turbo

 

Yep and I love it lol. Should of went 6262 lol. That would prolly be a little to big for me tho at this point.

 

So what do you have for your current setup?

 

ZZP turbo kit with a pte5857, zzp intercooler, zzp charge pipes, zzp cams, wiseco pistons, k1 rods, arp headstuds, supertech springs, pte 46mm wastegate, tial q bov, 2.4 ecotec throttle body, side exit exhaust I made, Clutchmasters stage 4 with lightweight flywheel, powell stage two mounts, n2mb wotbox, there is prolly some things I missed but thats most of it. I am trying to figure out which way to go with the transmission now.

 

zzp trans with the factory gearing. thats what i'll be doing. i don't want the 4.45's i want the 3.82. i wanna shift as little as possible. and with my wheels, i can carry 1st past the 60' mark and not have to shift into 4th before the traps.

 

Only issue is I believe that will stress the hell out of third gear with the 3.82's. I would rather have the 4.45's to be honest over the 3.82. I wonder how the 4.05 would be with the zzp trans. Me and Matt have talked and I decided not to go up there for tuning untill I get a trans, he said people are breaking third with the big turbos.

 

well we'll find out how a stock trans holds of up to 600whp going down the track soon enough!!

its held up during many 160+ pulls already

 

So ur making 600+ HP?

 

Exsoccer has made 59x at the wheels so yes he is over 600hp. I plan to be there soon.

 

i can't wait to get a ported head and some bigger injectors. idk if i wanna stick with the billet wheel or go with a batmowheel. i messaged bullseye on the facebook group about a batmowheel upgrade and they haven't said anything back. i'll probably call them monday. cause with some of their turbos its a direct replacement, just gotta be balanced. but with other turbos, you have to by the WHOLE turbo with the batmowheel installed, not just a wheel replacement. kinda weird.

 

hell i'm at 650 with only 10% drivetrain loss if you want to go by bhp lol 700@19%

 

Dude that's awesome!

 

on an unported head.

 

heres a video of my idle if anyone was wondering what an lsj sounds like.


ZZP Cobalt Cammed Idle - YouTube

 

I've heard that the lnf head is hard to port but couldn't the casting slag be cleaned up? Just make the flow smother

 

Ryan's original trans with 3.82 made one trip to the track after he went twincharged. Then it broke 3rd gear. You will need a 4.45.

 

well you'll be gettin an old set back.. I purchased them last year in june.. they went in my car probably about 600 miles ago at most .. the issue has been rectified and i will be receiving new ones on tues or wednesday .. I want to thank zzp for the prompt action to fix the issue.. from what i've been told it was only an issue with the old springs (which i unfortunately had) so you guys will be able to see the springs at least but not the motor ..1 spring broke in 2 places (at the top and in the middle)

i'll delete this post if necessary

 

Factory Ports



Those are the factory Intake ports one pic from both sides. runner and chamber.
There is no casting slag really, and the texture on the runner is left to aid airflow in unboosted ranges. now i know you say what the **** is the eye looking thing from the chamber side. its a casting design in the intake runner just before the valve. the Direct INjection requires a specific swirl pattern to maximize fuel atomization in the cylinder. this gives the runner a ton of velocity but also a specific and highly complicated deisigned swirl of air into the chamber. if you modify that to say like the picture below.....which is how it would be done on sequential runner fuel injection engine you loose alot of tourque and the power is made in a completely different area of cam phasing. i know because i have the only head(as far as i know) that is 100% fully re-done and i found these problems out in testing.

 

wow - thanks for sharing that info;

I talked to a GM fwd guy last month who had the stance that posting about finds or what does/doesn't work is all about making one's self look good to the rest of the forum - and I didn't agree with that;
sharing info like what you did will help the community.

 

good to know. same with the 4.05??

i'm an lsj so i have no idea. but judging by the pictures above, i'd say youre right haha

 

4.05 is only 6% higher than 3.82. 4.45 is 16.5% higher than 3.82 and nearly 10% higher than 4.05. It is a significant increase in mechanical advantage.

 

i just want to put out that i am not trying to deter people from porting with my previous post....but i would like to warn you that a full port job without extensive 3d cad and simulation flow testing is not recommended. there is more going on in this head casting in reference to airflow into the cylinder matching the piston shape ect. than previous models for sure.

MAtt ZZP keep doing what you do we appreciates it

 

As far as porting an LNF intake port for large flow increases, we have posted about this several times. The intake runner was designed for specific flow patterns as overbooster pointed out. However, the issues that are introduced can not be fixed by merely altering the cam timing. While you can tune in some power, it comes with a loss of typical DI advantages such as increased fuel economy and improved knock threshold. When you attempt to combust more fuel outside of the bowl, combustion is inconsistent, slower, and less efficient. At the very least, you would need to re-design the piston as well.

edit- I was a little slow typing this post. I see overbooster commented on the piston design in his last post...

 

i like the rusty wrench.

 

i like it when i see myself on or somewhat on the same page as a leading shop.
excited