Dr Lee Robertson

 

Does he work for Lotus Engineering? The name doesn't sound familliar and I was on the LSJ program almost from the start.

 

keep the stock crank pulley, stock cams

 

The lighter flywheel may cause some timing chain dynamic issues. You will need to replace the crank sprocket with the L61 solid crank sprocket and a shim. This will help some but there will still be some chain issues with the lightweight flywheel.

 

if possible switch to an lsj pcm, and then he'll be able to tune it properly, and then he can use the stock relucter ring for a stock lsj crank.

really why the crappy pistons and week ass sleeves!

 

i've never had a sleeve issue........

 

i haven't yet either, but i know a few that have. You can't tell me with how much your making that you haven't sleeved that monster?!!!!

they should be the same, I wouldn't run them that high though, check the ecotec build book, but i think around 400 is the limit. Diamond 9.5:1 are great pistons for going that high.

 

stock block.

i'm a firm believer and prover that you can pump big numbers out of an lsj (SC or TC) with many stock parts as long as you tune nicely.

 

wow impressed, so you think all the guys with split sleeves is because of detonation? my sleeves are overbored .020 and are still going strong at my power levels, but i cryoed the block.

 

stock cams with the gmpp adjustable cam gears have been shown to have nice gains and torque in normal rev range, food for thought

 

good info ^^

have you seen any failures during testing because of this, or is it from calculations?

also on that, would you be able to run an ati damper for the 2.2 on the lsj (not sure if they are interchangeable) to help with it instead of the crank sprocket

 

On our higher RPM race engines it was an issue. So the LSJ springloaded damping sprocket was changed out on all of our race engines. We used the 2.2L sprocket with a machined spacer to take up the size difference. We used the LSJ damper, not the L61 damper. Any engine that was expected to go over 300 hp, we changed the pistons to forged Diamond Racing pistons and we never ever had any issue with sleeves!

 

ah ok thanks for the info again

 

Some good info here.
You probably talk about Wheel-HP? In the UK/Europe we are more used to Crank-HP, so when the OP talks about a 380-400HP Harrop engine, that should be right on/over the limit of the stock pistons...

To the Tuning: As I'm also busy with an identical project (LSJ in a VX220) and can tell you now that an LSJ-P12 ecu works perfect with the E-pedal set-up of the VX220.
A fellow VX driver has transplanted a complete LSJ engine + harness/ecu and it is running perfect.
He had some rewiring to do for the OBDII connection, but now his HPT can access the ecu and he can start some real tuning.

 

As a Powertrain Engineer I always talk crank HP, never wheel HP. So anytime we were going over 300 Crank HP we replaced the stock pistons with Diamond Racing forged pistons.

Did you resolve your issues with Diamond Racing on the pistons you ordered?

 

wonder if anyone can help I have been running my z22se (lsj) for some 2 years now with the tvs and getting 310bhp (flywheel) I tried smaller pulleys but 310 seems to be the end of the oem cams ability.

I originally had it running 370bhp with comp cams but couldn't get the fuelling correct on the original ecu. I upgraded the ecu , wrote out the need for cam sensor but I am still having trouble with the cams. Can someone tell me how good comp cams are? they are the blower grind 113250, however I had them checked professionally and the company stated they had the correct lift inlet and exhaust

Anyone had anything like this before inlet was marked 113251 and exhaust 113252. is this correct?


there are a load of people here with m62 and comp blower cams running fine also getting 300bhp I thought TVS + blower would give 380 wonder what my problem is?

All help REALLY appreciated, I would pull my hair out but have lost most of it already ..




wiseco 9.5:1 piston
ported head
Supertech 78lb valve springs
Uprated injectors
Comp Cams blower cams
Harrup TVS Supercharger with 80mm pulley
Dual Pass Mod
External crank trigger wheel (to work with the VX220 ECU z20let)
Pro Alloy Chargecooler
68mm throttle body
Lightweight flywheel
Uprated Clutch
Balancer shafts removed
3" Exhaust, 100 cell race cat and 4-1 Manifold

 

you "wrote out" the need for a CPS?
please explain how you did that....thats huge!

as for what your issue is, did you degree the cam in?
also, stock cams with adj cam gears have made the 380hp your looking for. Id put them back in with the GMR adj cam gears and go at it!

 

Here is one link about the camshaft sensor the chap writing the software for me has done it already she runs

Cam Sensor Info - VX220 Owners Club

The stock z22se cam have locating lugs I have replaced them with Saab B207 cam gear no lugs so I can time them like gm gears but cheaper. Its at the tuners now as they will try again to get the cams set up correctly again. any info around on degreeing the cams in correctly, so much easier with lugs..

 

You should clarify for the US guys that you don't have an LSJ, but run a build Z22SE engine (=L61 in US) with a Harrop and now fitted with a PCM from a different boosted engine (the european Z20LET engine)
And that "Z20LET pcm" runs without a cam sensor to allow for the L61 head (no cam sensor) and ignition module.

Edit: don't you have Wiseco 8,5 compression pistons? Never seen L61/Z22SE Wiseco's in 9,5

 

I haven't followed this up for a while as to be honest the parts have been sitting and waiting.

It's now getting assembled with the following spec. We're pretty confident everything will be well capable of handling the kind of power being put through it.

If you have any advice on minor tweaks, please let me know

LSJ Head B207 head (ported)
Saab Sodium filled valves
Supertech 78lb valve springs
New valve stem seals
Comp Blower Cams
Harrop TVS
Brand new LSJ Standard Bottom End + Under piston oil jets
Modified Oil Cooler/Filter path
Lightweight Billet Flywheel
Sports Clutch
Aluminium Alternator and crank pulleys (6 rib)

 

ive got to for you get rid of the sodium filled valves for better valves and the aluminium dampner and get the ati balancer that balancer the aluminum balancer does absolutley nothing for your engine and the stock balancer does nothing past 6500 rpm

Cobalt & Ion ---> ZZ Performance

 

Are there any modifications you would carry out to the block or head while it is apart?

 

i would put a good set valve springs in the head get the ati dampner and a set of zzp h-beam rods and a good set of pistons and rings

 

Why would you replace the rods?

The build book says they are good for what I am looking at power wise, the block would need to be re-bored (which means there's a chance the engine will consume oil and sound like a bag of spanners) and you would probably add £1,500 onto the cost of the engine, for no advantage that I could see.

Remember, this is going to be pulling a very light car as well so the load is much less than you guys would see.

 

well for one i wouldent bore the engine the sleeves are super thin they are around 20 thousands in thickness as for the rods its not about the weight of the car its about the rpm if you want to spin it for whats its worth the rods will handle it for a while you can get a good set of rods for 450.00 bucks from zzp Cobalt & Ion ---> ZZ Performance