a single is what comes stock. It is not better or safer and would decrease efficiency. Stick to the dual pass. Theres a reason GM went with the dual setup on their build.

 

http://www.atiracing.com/

Wouldn't run anything else, especially with a lighter flywheel.

 

Muncher, that sounds like it is going to be awesome! I have a concern about the balance shaft removal. The only two Atom's, that I know of, that have had that done are now regretting it. An Atom is very solidly mounted engine, I don't know your application, but, it is worth thinking about if it is very solidly mounted.

It sounds like I am doing a very similar build in an Atom here in the States. What injectors did you go with? I went with the 60 lb injectors and am curious when you step up to bigger, if you know.

 

My notes:

You are running the cams in the LSJ sandcast head, correct?

Please measure the base circle of the comp cams, this is the cause of many issues. I should be able to help shortly.

The Alternator on the LSJ runs the opposite direction of the 2.2L, as the blower causes the belts to be rerouted. Because of this, the alternators are not interchangable, and I do not believe MRZ makes a pulley that would actually work, as the alternator has a clutch built into it's stock pulley.

As said above- go with the Ati crank pulley/damper, There is NO aftermarket pulley that is of a decent quality other than the ATI, and that's what the professionals are using.

 

There is no cam sensor and yes I will be plugging the head, one guy who is pretty clever is running the lsj head already similar to how I will.

As for the balance shafts there don't seem to be any reported problems here doing it, if anything when running cams the engine is smoother. The vx engine isn't that tightly mounted so it shouldn't be an issue. I will check the rating on the injectors but they are the ones from a Vauxhall Astra VXR.

I have already ordered the pulleys from MRZ.... It's not the end of the world if the alternator pulley doesn't fit as I can get another made up here. I don't think there is a clutch in the 2.2 alternator which I'll be using as the one person here with a harrup has already changed that.

I will measure the cam base circles if you want.

 

I wasn't aware anyone had rerouted the serp belt to go the other direction. I'd be interested in seeing how they accomplished that, as it seems like a beneficial change.

I cannot find a 92# supertech valve spring, but 94# are available. Depending on the lift at the cam, and the base circle, you could run into some valvetrain stability issues, so, it's not a "if you want," it's a, "you better be sure what's up there."

 

He will be running the 2.0 LSJ engine with the 2,2 belt set-up. (Alternator and tensioner)
ECU wise he will probably use the 2,2 ecu with a modified crank triggerwheel, as for now this is the only available tuning option here in Europe.

Supertech has 78lbs, 76lbs and 94lbs springs.
What is the max rpm of these different options? To avoid unnecessary wear, I think you should run the "softest" available spring which still does the job for your rpm and cams.
Did Area47 not run to >7500rpm with the 78lb springs?

 

Sorry I meant 94lb springs, I'm open to advise on which to get, I don't really know which would be best really.

http://www.muncher.org.uk/supercharger for some pics of my current setup with the 2.2 and m62.

 

i spin the 78's to 8200 in my LSJ with no issue.

the lash adjusters and cams show no sign of premature wear.

what do you guys use for tuning support with the L61 (2.2L) ECU? the support for it here in the states is almost nothing.

if you need a hand dialing this motor in from a tune stand point, there are a few of us whom are quite good, and always willing to help on a project like this.

 

ahhh nice car!!! Top gearz Jearmy (spell check) said it handles better than a lotus I think.... someone check me on that well at least he said it turns in better and less understeer.

 

Nice ride!!!did this car not end up becoming the new Opel GT.... aka Saturn Sky in the US?

 

Not sure exactly which part # from comp cams you're looking at, I think the 113260, but regardless, if the rest of your valvetrain is setup properly, the 94# springs will reach coil bind at .395 lift at stock spring installed height. Better off going with the 76# springs if you're staying at reasonable rpms.

 

ditch the crank pulley idea. if your making big hp with lsj, having the lightweight pulley is bad on the bearings. OTT can confirm this

 

THATS INSANE!!!!!
Nice car though
it shouldn't be too hard though
but keep us updated

 

i see that your getting rid of the balance shafts as well which means you are going rev it out pretty good. 8k i assume? if you are, a lil over 8100rpm the stock cpu cant compute. a member recent cracked his sleeve from reving it so high on different cams... something to think about.

 

I probably won't need to rev it that high, I doubt more than 7,500rpm. The torque should be more than adequate for most situations, reliability is more important.

As for the crank pulley I needed one anyway as the new bottom end I have didn't include one and no 6 rib GM pulleys are available in the uk.

The Saturn Sky is a totally different (worse) car, only the Elise/Exige shares essentially the same chassis in the USA.

I'm not sure the ECU on the 2.2 in the states is the same as the VX one, but there are a few places who can map the ECU over here, some better than others.

 

if your only revvin it out to maybe 7500 you dont need to delete the balance shafts, your good to go to leave them in. as for reliability, keeping your revs down is good. but on the lsj the number one killer on it is heat as everyone knows. contrary to whatever everyone says about 2 heat exchangers being the best.... if you delete the stocker and run one big one like the OTTP h/e kit, people have had decreases in temps of about 10*s one person showing a drop of 14*s. another way to run it cooler is the option b, which is an extra tank to hold more coolant which is excellent if you delete the stocker. your good with the dual pass. there are even more way to keep it cool. a member (ralliartist) made a singlepass using dry ice i believe, resulting in really low iat2s but this is a temporary fix if your running the car for a while. another member switched to a higher flowing pump. ours' flows at 5gpm, his upgraded pump ran at 20gpm. there are no logs to prove it but the member said he dropped iat2s with this setup, makes sense since it removing the heat from the laminova cores faster. but like i said, heat will kill the engine and the reliability, smart move with the TVS as well since its an easy bolt on kit with lower temps than the m62....

 

um.. negative, stock is quad.

 

stock is quad-pass

EDIT: what he said ^

 

Intake temperatures should be ok. I'm not sure what your cars run in terms of cooling? I will be running a front mounted chargecooler radiator (about 12 inches by 26 inches) with dual fans and a reasonably charge coolant header tank in the boot.

 

I'll be using a coolant header tank like this in the boot:




Here's the charge cooler rad in front of the main radiator:





Here is where it sits in situ, air enters underneath and exits through the top.

 

Nice project you got there, just let us know if you need anything for this build, we ship internationally daily

 

I've already ordered a crank pulley and alternator pulley from you :p

The next thing I need help with is choosing some Pistons...

Ideally I think I need 8.9:1 (is this what you guys would choose?) but they old seem to be available from Wiseco and are a lot more expensive so the diamond 9.5:1 are the next best thing.

What do you guys think?

 

plenty of "us" run the diamond 9.5's.

i have a fellow engineer buddy that works there, thus it was a no brainier for me when i built my motor.

spring for the moly side coats and ceramic top coat. well worth it from a performance stand point.

the higher CR (vs the 8.9) will help make power even with the blowers small air volume. the torque number will improve and you'll generally have more area under the curve.

all good things.

 

the fluid goes in at the top and comes out the bottom. It goes through all the cores in one pass= single pass.