Turbodon1776

Not quite a Cobalt, but shares a few parts and lots of fun to drive!

A have a 1965 VW Baja Bug that I did a 2.4L LE5 swap on a few years ago (its out of an 06 Pontiac G6) It's mated to a VW Bus transaxle with an adapter kit. A few of you are probably reading this and thinking I'm crazy But the Ecotec swap is extremely popular in the "Buggy" community.

What's not popular is Supercharging them (in the offroad community)

I decided I wanted to pick up a couple horsepower so I decided to go for an M62 Blower Swap.

Last week I Ebay'd a "top swap kit" that included LSJ Manifold, blower, throttle body, fuel rail, injectors, alternator, pulley tensioner, Intercooler pump with mount and hoses.
I think that's about it. Everything is from a wrecked SS Cobalt.

I know I need to order some stuff up, and have been browsing the ZZ Performance site, and had the pleasure of speaking with one of their guys today.

Was planning to order the following, Please correct me if it does not sound like I'm on the right track. I'm very much a newb to this swap but am trying to gather information as quick as i can.

ZZP adjustable idler pulley
NGK 1 level colder plugs gapped around ~.035"
GM 2 Bar Map Sensor
Throttle Body Adapter Harness
Siemens 60lb injectors with EV6 conn
Blower oil and needle bearing grease
Laminova O-rings
A handful of gaskets.
LSJ Belt

I couple things I could use some input on,

Do I need to get a different crank pulley so I can run a 6 rib belt system, or should I leave it 5 rib and cut a rib of the belt?

Does anyone know what fuel psi is ideal to run with the 60lb injectors?

The LSJ alt that came with the kit looks pretty crusty and gross, can I run the alt on my LE5 and let it spin backwards?

Should I tap my endplate and convert to "dual pass" or is the factory config ok for smaller pulleys

Also, not sure if i want to try this first with the stock 3.35" pulley or just switch to modular pulley system with 3.1 or 3.0 pulley right off the get-go.

Also, when this is complete, it will be going straight to the dyno for tuning

Turbodon1776

Here are some pictures:

heeter_33

I can't help with any of the questions. I'm just here to say hell ya!!

Slowbalt2000

iTrader: (1)

Cutting a rib off the belt is fine, thats how mine is

Fuel pressure doesnt matter really, just keep in mind that the flow changes with pressure (they are 60lb/hr at 3bar)

I also have my stock alternator running backwards, works fine

Dual pass isnt necessary for stock pulley but id recommend it anyway because youre probably going to be wot a lot of the time

klotzy_550

iTrader: (1)

I would recommend the Bosch 2.5BAR TMAP sensor, it contains an integrated intake air temp sensor. This is the OEM sensor that is used on the supercharged cobalt and mounts directly to the intake manifold with OEM fit.

I had tap'd my endplate converting it to dual pass back in the good ole days and never had an issue with it. Would recommend for the cost of doing it yourself and the added heat transfer.

Henry3959

I would like to shed some additional light on this as it can be an issue. Although an alternator will create the same AC current and rectify it to DC regardless of the direction it is rotated, the fans inside the alternator (and many today have 2) are designed to be rotated one way to pull the air through the back and cool the rectifying diodes first. The air then cools the less critical stator windings and rotor windings.

If spun in reverse, that style of fan does very poorly at functioning at all and what air it does move is pulled through the front, superheated by the rotor and stator heat and then moved past the diodes. Some have stated their alternator worked fine but just didn't put out as much. I am not sure what they were measuring, current or voltage but just the heating of any conductor which the alternator has a lot of increases resistance which lowers current output.

When I was with GM heads rolled in the late 90's over high alternator failures and they are over engineered today which is why they are surviving being rotated backwards but don't be surprised if you have premature failures or lower output.

Slowbalt2000

iTrader: (1)

People have been spinning them backwards for years. Ever since people started putting m62s on cavaliers. Never heard of anyone post about them failing, as stated ive been running mine backwards for about a year. Obviously its up to you OP.

Henry3959

Exactly... it's up to the owner and I am doing the same. Mine has 120K on it so I will run it till it dies. The alternator is not cheap and should it fail for what ever reason I would go with the correct alternator the second time just to get the air speed up. What is helping the type of alternator on the cobalt is it is a dual fan design. The dual fan designs pull air in like this when spun correctly so as you can see, it doesn't move all the air through the front superheating it and then take it past the diodes.

The down side of the cobalt or CS D Alternators being spun backwards is the efficiency of the fan drops significantly and the air cooling the rectifier assembly goes past some of the stator windings first. The nut loosening shouldn't be an issue but was in the past.

Turbodon1776

Dropped my harness and computer off today to have some stuff switched around.
I was previously running a Mefi 5 computer, I am now going to the OE style E67 computer. The harness needs a few things re-worked to accommodate the E67

A question came up about the MAP sensor and injectors I will be running.
I was under the impression most guys were running the 2.5 Bar LSJ TMAP in the manifold (The Bosch 0 261 230 042) while others recommend A GM 2 bar map ( GM 12615136 ) .......
Needless to say, I'm a little confused on the Map sensors, if someone could clarify, that would be great.

Also The harness guy thought I should run a Ford green top 42lb truck injector.
Can anyone confirm this or make an injector recommendation.
I will be running pump gas with a 3.1" or 3" pulley.

Thanks.

Slowbalt2000

iTrader: (1)

Id use the 2.5bar, you can take the iat wire from the maf and put it on tbe tmap to get an accurate reading.

Most people use either 60 or 80lb/hr injectors because the data is relatively easy to find.

Turbodon1776

For those who are running the 2.5 Bar OE Bosch T-Map, where can i source the correct connector for this sensor?

Thanks.

Sharkey

iTrader: (1)

rock auto lists them, but ouch they are expensive. 2 number they list,

standard motor products p1559
acdelco pt1863

Slowbalt2000

iTrader: (1)

I found he part number and ordered it off some random website for $20. The nice thing is it fits the three bar map as well.

ItalianJoe1

iTrader: (10)

I have a couple extra ones, brand new AC Delco, if you need.

klotzy_550

iTrader: (1)

Ditto we use them at work, Bosch PN though

ItalianJoe1

iTrader: (10)

I actually bought a bunch off rock auto when they had a clearance, at the time people were looking for them. I think I sold two, but still have like 4 left. They are all brand new sealed in the AC Delco bags.

Turbodon1776

For those using factory style LSJ tensioner system, did you have to clearance the head where the factory LE5 engine hoist eyelet would bolt onto. Tried digging around in the archives, but didnt turn anything up.
Thanks.

Attached a picture of what I'm talking about.

Sharkey

iTrader: (1)

i had to grind that lug down on the 2.2 i s/c swapped.

Slowbalt2000

iTrader: (1)

I use the factory tensioner and let that one ride against the alternator, either way works

Henry3959

I did everything I could to keep that there and ended up grinding it down to clear the movement of the tensioner.

Crav3

iTrader: (1)

My alternator has been spinning backwards for about 3 years and has not failed me yet (knock on wood) also i had a very hard time finding data for 60lb injectors. Even now im not sure i found correct data.

​​​​​​​also you do have to grind down the head for lsj tebsioner to work. I had to grind down my alternator too as it was a different design for some reason.

klotzy_550

iTrader: (1)

Fuel Injector Flow Testing

If you have the time to allow, this is the proper way to characterize your injectors. $15/injector + shipping. That is dirt cheap and they will supply you the data in a format that is copy / paste friendly for HPTuners. Realistically, to build the map you would only need to send 1 injector.

Crav3

iTrader: (1)

​​​​​​​that is awesome! Would help a lot when we use different injectors like the gt500 injectors for LS applications. You sure know your stuff