why a distributor? and what are you going to be running for a computer?

 

It's getting a 2.2 head, I don't want to deal with the vairable valve timing.


Good reason. The Eagles I have are for a 2.2, so they are even shorter than 2.4 rods
So does anyone have a set of LSJ rods for sale? I need to finalize this before I order pistons.

Distributor is because there is no Computer. This is all oldschool The fuel injection is Hilborn Mechanical Injection. Basically the fuel pump spins as fast as the motor, so the faster the motor goes, the more fuel it gets (its a little more complicated than that, but not much).

 

nice build i'll be tagging along and throwing in info were i think needed. but like stated above you know well more than half this site already and i think your doing just fine...

i will say that the supertech springs and retainers are very well choice (im running them to 8k+) and as far as cams bates is also a good decision other than that your doing fine. bates will be able to help you on prety much everything, it seems you have the tools already! you can get the knowledge and info from him and make your own, ray is cool like that. he loves to talk!

 

No they are not
I thought that too, especially after reading the good topic about rod ratio on j-body.org... but the data were wrong for the L61 length

For cams for your applications :
Schrick cams or Catcams (catcams.be).

If you use a 2.4 crank, don't rev more than 8000 rpm, you'll gain nothing due to the rod ratio
What kind of fuel are you using ?

 

Piper UK also make numerou grinds for the 2.2 ECO. I dont know that I would go so far as to ay rod length will not gain you anything.......Ill have to see if i can find my specs, and the source, I have been under the impresion for some time now that LSJ rod were longer (cant remember exact length.....

 

A properly tuned intake manifold well help you achieve very high volumetric efficiencies. May even want to consider an ITB setup.

 

Well, if he really wants 300 hp he will have to look after any lost hp anywhere but you already know that.
Without a full featured standalone and running sequential he is already loosing many many hp so well...

Piper already do one grind for the 2.2, road oriented, similar to comp stage 1
Schrick do the best cam for hydro lifters (actually a bit better than the comp stage 3), also do springs and all, but that needs machining the old way. These are expensive too as these are top quality.
Catcams does loads of silly grinds for the 2.2, not road oriented at all ( catcams.be / Cams / Opel / 2.2 roller ... stupid old website, IE compliant only)

slowswap is right about a tuned plenum, but well, this is not something you can tune on a DIYer basis, needs loads of calculation and real situation tuning.
ITBs are by comparison a lot easier to tune, it is "just" trying different trumpet lengths.

Btw, for my engine I just got my hands on some interesting stuff for intakes :
Old prototypes from the BTCC program

 

Last time I looked into Piper they did quite a few grinds, and some of their higher end, solid adjuster grinds were truly nasty, just the sort of kit you'd be looking for to achieve 300+hp.

I am familiar with CAT, and yes their site sucks, and their cams are very close to Comp bits.


That BTCC stuff is really trick, I didnt know they ran the Z22/Z20N in those cars.....I thought they always used the rear breathing Z20L engines.....cool.

 

BTCC ran the z22se (L61) from 2000 to 2003
then Z20NET (the Saab 2.0 similar to the LSJ) from 2004 to 2009
All N/A
From 260 hp the first years to 305 hp in 2009 (Super 2000 reg limited : 2.0l, 11:1, 11mm lift, 8500 rpm, no ITBs)

This is not engineered by GM, but by a French company (Sodemo).


The GM official WTCC Chevrolet uses the old iron block similar to the Z20Lxx

 

oh how i miss working in a machine shop

 

Gotcha, I knew Sodemo is who was building the engines but I just got my WTCC and BTCC specs mixed up

 

Well, I just looked up the rod length issue. According to Carrillo the lengths go like this.
2.0 LNF 5.709
2.0 LSJ 5.728
2.2 L61 5.768
2.4 LE5 5.659

So... it appears the Eagle 2.2 rods I alread have are the best bet.
As for intake, I have an Individual Runner manifold. The motor will spend some time on a dyno figuring out what length the runners really want to be.

Thanks for the ideas guys.

Eric

 

Still interested in knowing what kind of fuel you'll use.

Also when ordering the pistons I'll deeply suggest you upgrade to DLC pins for this application

 

I run Methanol. If it takes a little Nitro, that's available too

Why the DLC pins? I wouldn't think the cylinder pressure would be very high.. not like Nitrous or blown.

 

DLC is not for strength as it is just a coating, you can have DLC on a weak pin, but for friction and jamming protection (is this the correct english word) at high rpm which is mandatory and used even in OE application with high RPM engines.
(especially if you don't have oil squirters, which are actually even better NOT to have for very high RPM)

DLC pins + graphite coating on the piston skirt are a must have for any high rpm application with reliability in mind

 

*click*

 

as far as ITB's, i know Roush got together with Kinsler for there NA boat engines(10k revs, 340bhp+)

I'm sure Dan and Kyle from Roush and Scott from Kinsler could lend a hand with this. if you can provide some good engine / head / cam info to the kinsler guys, they could sim it and return a best fits tuneing pack for the intake runners if you go ITB.

ps- its nice to see some tech talk going on. mmmm rod ratio, mechi fuel injection, plenum sizing, ect. just like the good ole days.

 

u really fail at reading dont u?

 

I looked at the Kinsler intake to begin with. I am using on from Revolution Racing instead. The Kinsler has some rather large runners, and we felt that the one from Revolution fit my RPM range better. One of the guys I race with has the Kinsler intak, and its a nice piece. But his motor does seem to give up some bottom end. I ran the RRE intake on my old 2.2 for a couple of races last year, and it has plenty of bottom end. And there was no end to the top end. We kept adding fuel every time we put it on the track, and it just kept putting down more power each time.

Eric

 

maybe he was just lacking on the tuning side of it?

not sure, i mean his kinsler piece should at least be able to match your Revo unit. i assume at least...

 

I'm sure the Kinsler will (or could) make more max power than my setup. But it is a tradeoff between Torque & HP, and I still need Torque for getting off the corners & restarts. It's a little different from Drag Racing.

 

any updates to this build, I would LOVE to hear this thing run!!

 

Im assuming not because ur the only one posting.

 

LOL! I was hoping someone besides the owner would know...

 

doubtful. The guy only has 20 posts, and the last one was on 12/5.


He did visit the site on 1/18, so maybe hell pop in here again