Diamond Forged Pistons
08-02-2011, 02:15 AM
#1
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Diamond Forged Pistons
Ok so I'm on the website at OTTP.com and its asking me for the compression ratio and Idk which one to choose.. The options 10:5:1, 10:1, 9:5:1. I just want the right one I guess.! Thanks!
08-02-2011, 02:20 AM
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Honestly I have no clue about the compression.. But here are my mods and my car is tuned from a friend of my brothers.. But I have an CAI, header, catless exhaust, downpipe, 2.8 pulley, zzp stage 3 heat exchager, and 80lb injectors.!
08-02-2011, 02:40 AM
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When you finish the build you should probably get a new tuner. Just a thought considering he tuned you and doesnt know anything about cobalts. Thats probably why your motor blew lol
08-02-2011, 03:36 AM
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Lol I honestly don't think it was cuz of the tune.. There is a **** load of other cobalts that have had a problem with cylinder four... Well I've about 5 but its all the same cylinder number 4.. I wonder why?? But who would be a good tuner?? He's always done a good job on my brothers cars lol
08-02-2011, 03:44 AM
#8
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man i would not go to a guy that hase never tutched a balt/lsj/lnf... it is easy as **** to tune through email i know a guy that has over 100k tuned with onebadbluebarry aka m-dub who is my fave tuner... dont think he hangs out an css anymore though.... but yeah byt/term 2 vince would all be better then some guy can tuning... these guys have done hundrds and hundreds of balts.... just sayin
08-02-2011, 08:32 AM
#9
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lol there are a bunch of us running Stage 2 or 3 and then some on our cars with higher miles and they are fine. Personally I'm at 88.4k and have had stage 3 for a bit over 6k not one problem. It's ALL in your tune on how these cars run, and live. Your supposed good tuner tuned 5 other balts and all did the same thing?
08-02-2011, 09:08 AM
#10
lol there are a bunch of us running Stage 2 or 3 and then some on our cars with higher miles and they are fine. Personally I'm at 88.4k and have had stage 3 for a bit over 6k not one problem. It's ALL in your tune on how these cars run, and live. Your supposed good tuner tuned 5 other balts and all did the same thing?
I literally beat the living **** out of my car... and anyone who knows me, or has cruised with me can verify that.
I did 40k on GM Stg2 with a 2.8"... then 20k on the same set-up, but aggressively tuned... and then 25k with a turbo set-up pumping out mid-300's... and then another 10k with a different turbo set-up and a VERY aggressive tune pumping out low-400's. I finally got too aggressive and melted some stuff.
Car hit boost every day of its life.
08-02-2011, 12:28 PM
#11
It is a true testament to these engines.
To the OP.
If you are going to run E85, then a small bump in CR wouldn't hurt. If you are going to run dino fuel then stick with the stock CR.
08-02-2011, 01:45 PM
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Lol I honestly don't think it was cuz of the tune.. There is a **** load of other cobalts that have had a problem with cylinder four... Well I've about 5 but its all the same cylinder number 4.. I wonder why?? But who would be a good tuner?? He's always done a good job on my brothers cars lol
08-03-2011, 08:39 AM
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ok well i was just saying what others have said i have heard it alot so i thought it was true
maybe enlighten us with the real answer then?
maybe enlighten us with the real answer then?
Last edited by blake05SS; 08-03-2011 at 08:39 AM. Reason: Automerged Doublepost
08-03-2011, 09:22 AM
#21
Thank you.
Gen II Engine Block
The Gen II ecotec starts with a refined engine block, introduced for 2006 with the Ecotec 2.4L VVT (RPO LE5). The Gen II block was developed with data acquired in racing programs and the latest math-based tools. Both the bore walls and bulkheads, or the structural elements that support the crank bearings, have been strengthened, with only a minimal weight increase (approximately 2.5 pounds). The coolant jackets have been expanded, allowing more precise bore roundness and improving the block's ability to dissipate heat. Coolant capacity increases approximately .5 liter.
The cylinder block is the enginess foundation, and crucial to its durability, output and smooth operation. For GM, the common Gen II Ecotec block increases assembly efficiency. For the customer, the result is more efficient cooling, more strength to accommodate additional power, as in the new Ecotec 2.0L direct-injection Turbo (RPO LNF) and better noise, vibration and harshness control.
Coolant passages increased most around the #4 cylinder.
That is like people saying that a lot of people have broken 300whp on the M62 and stock long block.... Just because people say it does not make it true.
Gen II Engine Block
The Gen II ecotec starts with a refined engine block, introduced for 2006 with the Ecotec 2.4L VVT (RPO LE5). The Gen II block was developed with data acquired in racing programs and the latest math-based tools. Both the bore walls and bulkheads, or the structural elements that support the crank bearings, have been strengthened, with only a minimal weight increase (approximately 2.5 pounds). The coolant jackets have been expanded, allowing more precise bore roundness and improving the block's ability to dissipate heat. Coolant capacity increases approximately .5 liter.
The cylinder block is the enginess foundation, and crucial to its durability, output and smooth operation. For GM, the common Gen II Ecotec block increases assembly efficiency. For the customer, the result is more efficient cooling, more strength to accommodate additional power, as in the new Ecotec 2.0L direct-injection Turbo (RPO LNF) and better noise, vibration and harshness control.
Coolant passages increased most around the #4 cylinder.
That is like people saying that a lot of people have broken 300whp on the M62 and stock long block.... Just because people say it does not make it true.
08-05-2011, 10:37 PM
#23
GM learned a lot from the LSJ cars. They made quite a few improvements to the block and made a few improvements to the transmission, as well (made the case thicker, as a lot of people had problems cracking cases due to wheel hop... which they also "fixed" with the LNF's trans mounts). The improvements to the block help with cooling, along with the ability to hold power. The cylinder sleeve is actually the same between the LSJ and LNF... but because of block design, the LSJ's are only rated to 400-500hp, while the LNF's are rated to 600-700hp. The cooling modifications help to do what? Cool the cylinders better. Now think about how most people that "pop" #4, are melting pistons. The tune plays a huge roll in this: leaner AFRs along with a lot of timing is a recipe for disaster when used incorrectly. But there is a reason its damn near always Cylinder #4.
08-05-2011, 11:26 PM
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ok you make alot of good points but listen to ur last sentence leaner afr meaning since #4 is the last to get fuel if ur running lean #4 will get the least fuel...just my .02 cents man
08-05-2011, 11:30 PM
#25
No. Just because you are COMMANDING a Leaner AFR, doesn't mean that you are starving the system of fuel. Its a lot easier for the Fuel System to run a 12.0AFR than it is an 11.0AFR.
Its a pressurized system. Even distribution throughout. You S/C'd turds pushing 250whp aren't even stressing the fuel pump either.
Its a pressurized system. Even distribution throughout. You S/C'd turds pushing 250whp aren't even stressing the fuel pump either.
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