Looks like a Garrett kit w/ a few extra parts...

 

Zoom just posted the ZZP vs. Hahn dyno chart a couple posts above yours.

 

Heres how is see things..

Yes, every vendor is trying to make their own, and that means alot of doing of what zoomer is, trying to backup their ****.

My only stand is that every vendor does the same thing. Each one will have a dyno graph that out beats the other one, a better product, a different entity within the kit to make it better than all the others.. its a big lame circle.

What im going by, are the number of #4 pistons losin it due to high HP. It just so happends that some of the people with that problem, corrected it with the Hahn intake manifold.

the twin charge is an awesome idea... it was one of my first choices. The fact that i have to drive to get it installed completely killed any thought of buying the product. I understand the reasons behind so, but there has to be another way.

Customers always exaggerate things, but a problem still has to occur for someone to say something negative, unless they are really lame. And i just cant see 85% of the people who had a problem with ZZP making it up, because they want to.

Im not to sure how a dynojet can be compared to a mustang dyno.

Thats one dyno. just one. There are way plenty more cars than just one to base my decisions from.

Nice #'s though. And that SC gives it a nice kick up front. That dyno of hahns is at 22psi, not 25 in which you were running.

 

you should def go turbo. ill take your supercarger

 

FWIW, that dyno was on our small turbo as well. Once we switched to the S256ET, we were over 400WHP at the same boost level, without any loss of torque.

For people posting that the KR was turned way down on our customer's twin-charge car, here is a pic of his stock file compared to the tuned file:


It's funny how I have heard of 3 diferent people that had to fix ZZPs tune on Chris' car. If this is true, then who's tune were person #2 and person #3 actually fixing? Maybe someone who should not have been poking around in Chris' PCM adjusted the KR after the car left our shop. I drove the car for 3 days and it was flawless when it left our shop.

 

To respond.

Yes, you are absolutely correct about every vendor saying theirs is the best and showing charts. We'll be backing our stuff up with the fastest cars and dyno's done at other facilities. We are familiar with the game and had to play it for a while in the 3800 market. Now everyone just knows we're the best.

How many #4 pistons have blown on turbo cars? Did you run an EGT in each exhaust cylinder before and after the manifold install? Did you run a wideband in each exhaust tube before and after the hahn intake install?

My guess is that you did not do any of these things. I'm assuming your method for 'knowing' that the factory intake is bad is because a lot of people broke a #4 piston and you haven't. This isn't science. This is a false assumption. In the 3800 market people were chipping 3 & 4 pistons and we went through the same theories running rampant. It wasn't until someone actually took the time to analyze the problem properly that we made headway on solutions. This market is no different. You cannot change a large # of variables and make assumptions as to why something did or did not happen.

Speaking of safety, our graph above is done on pump gas with our smaller turbo and 25psi. The hahn graph is done at 22 psi (as posted by you). Look at the KR. The hahn kit has KR, the twin charge kit does not. If you want to talk about evidence of safety, I think the dual intercooling is proving itself quite effective.

If you want to see our power levels with our extended tip turbo we did 440WHP on pump gas with some added timing. Without the dual intercooling, you cannot add timing without getting KR. On our customers car, we detuned a bit to ensure the highest levels of safety and still made over 400WHP at 25psi with the extended tip turbo.

http://www.zzperformance.com/miscftp...balt440WHP.mpg

 

That video is awesome, i will admit..

It is nice to have some feedback from you, as honestly, no one has taken the time to tell me good things about the zzp kit.

The main advantage obviously is the superchager, i mean, realistically, you could just get a larger turbo, and say **** it and go for 500 horses. That supercharger helps you get up there. Its awesome for the price as well...

Im not gonna lie and say no im a god i know everything... i have nothing but hearsay letting me know about blown #4s.... There was one person who this happend to, and did find the cause to be the oem mani.

Personally, i think you made a very good point in standing up for yourself and your product.

 

That one is alright, but this one is my favorite: http://www.youtube.com/watch?v=nLyOmjH1iu4

You are right. We did undersize the turbo a little considering how easily it spools with the blower engaged. We will be testing further with larger turbos going after 500WHP on pump gas. We would have already hit 500 on race gas, but the clutch was not going to have any part of that.

I would like to know more about the setup that had issues with #4 based on the intake manifold. What was he running for an upper intake? What turbo? What intercooler(s)?

 

port the head, flow like a ****, and slap on a gt35r with meth and run it on 25lbs...stock motor

 

Look at this it was just posted

http://www.******************/forums...ds-advice.html

 

Zoomer, Im not trying to bash you guys. I just think for a daily driver turbo would be a better choice.

Also just for the record, As ive already said, I have allot of respect for you guys for developing the twincharge to begin with.

Also i have to admit you have stood up for yourself very well in this thread.

And truth be told, Someday i may look into a twincharge kit. So dont stop making it

Im still standing by my first post though, For a daily driver i would just run a gt35r and call it good. Not a hahn kit, A custom kit with a gt35r.

 

It's personal preference for everyone but I can say that having driven both, the twin charged feels the best to me. We have let customers drive a build we've done and every one has prefered the drive of the twin charged to supercharged or turbo.

The main problem I would have on a Cobalt with a 35R is that you have no power under normal driving. At lower rpms and lower throttle % the car just isn't going to get out of it's own way. You have to really get in it to get power and then bam! the power is nuts. Some people like the all or nothing feel, I prefer to have however much power I want all the time at any rpm. Just personal preference.

 

Sub For Letter Studied, and pleas a link for buying some of the kits metion on this thread..

 

so where can i buy the garrett conversion kit from?

 

http://www.zzperformance.com/cobalt_...new1.php?id=40

http://www.zzperformance.com/cobalt_...=871&catid=143

 

THANKS...

 

www.turboaddictionparts.com

It is not listed on the site yet but will be before christmas.
It is available now by calling or emailing

 

i was gonna go with e the twincharge kit but driving there was my issue., but i did go with the zzp turbo mani and i think every car person in know that has seen it on my car and i mean people who constant work with peakboost and familiar cant stop talkin about the quality and looks of it. but i built my setup all custom. but good luck with whatever you decide to do there op and zzp keep up the good work.