Are you going to upgrade your clutch? Axles? Return style fuel system? I assume you will. I have already an Exedy stage 3 and a return style fuel system. I'm doing probably your mods with slight changes. Well keep us posted. I'm keeping my eyes on this thread.

 

If the head flows similar to the 2.4l the exhaust side is a big restriction. I port matched the exhaust side to my header and did extensive porting to reduce the short turn radius, throat and the valve seat can be cut down a lot. My gasket was even causing a restriction as it was covering up the exhaust port a small amount. The intake side I just opened up the throat/valve seat and took a little out of the short turn radius. Even after my port the intake side is still much larger. Make sure you lap your valves after you get your head back. Are there gains to be made with the mani port?

How high are you going to be revving?

 

Yes, I'm considering a new clutch after all is said and done, looks like i may need it. Holding strong @ about 280whp currently, so we'll see.

From my understanding with the LSJ, the intake manifold is a piece of crap, meaning, extremely restrictive, port matching it with the head will definitely increase the flow of the air being shoved into it by the 1.3l harrop

 

return fuel is probably going to happen, i might be able to get my hands on some 1200cc's but i'm not sure how well that would work out.
and axles.. hmmn, depends on how often i'll be tracking it, It would be a smart idea to have an extra set with me if I ever go.. Just in case.

 

Dang 1 minute response time!

I added how high are you revving? as you responded lol. Just wondering if neutrals/delete is needed.

I am using the LSJ mani...I should have looked closer when I had it out.

 

I probably won't be going any higher than 7500

 

Are you just doing neutrals to free up a little hp then? 7500 w/balance shafts seems like it should be fine unless your going to be up there for extended periods.

 

It's recommended with stage 3 cams, i think the delete might be better

 

ok just found that info...though you probably already seen this... it looks like Stage 3 cams are out of most peoples league here:


Looks like you should get into the stage 2


ZZP cams


-The Stage 1 cams are recommended for most supercharged builds, these cams will raise your powerband about 500rpm.

-The Stage 2 cams are the next step, they will raise your powerband about 700-1000rpm, they will make peak power around 7500-7800rpm! They will require neutral balance shafts.

-The Stage 3 cams are recommended for all out race cars, not intended for street cars due to their high rpm powerband.

They were designed for our all out drag car with the 2.4L stroker engine. These are the cams that Turbo Tim runs in his 400whp, stock blower, 2.4L stroked Saturn Redline that makes peak power at 8500rpm. So on a 2.0L they should make peak power at 9500+rpm which would require a highly modified valvetrain to support.

 

It also recommends TVS setups for stage 3..
I'm torn between the two

I will probably be going with the stage 2 though

 

Ha ok I see that now too lol. Still seems like the power will still be beyond your rpm limit. Personally I wouldn't even if I had a TVS knowing they are grinds for a track car.

Kewl beans.

I installed their cams on my 2.4l and it was a very noticeable difference and thats the only cam they offer. I don't have any before/after numbers though.

 

Yeah
conflicting information
Stage 2 is probably better suited anyways

Hopefully in the next couple weeks all of this will be getting put together.
i have to go to poland for a week, so more than likely after I get back

 

I still gotta' resolve why I cannot access the ZZP website from Germany
No one here can

 

maybe you should ask zzp about the stage 3 cams. if they are recommended for the tvs there has to be a reason.
ill be getting the stage 3 cams next year when i do the top end

 

you still running air to air with good results?

 

If you are not going to be running E85 there is no need for injectors bigger than 80#

 

Port matching the head is going to do very little, the restriction is in the valve bowls and runners. I'm assuming you mean a real port job when you say port matching?

 

That's just what I was told, as far as porting and polishing goes, what I was told was that I could get a ported and polished head and a port match on the intake and exhaust side.

 

If i don't sound like what I'm talking about exactly, it's probably because I don't. LOL
It's a learning process, but I have some good mentors that will help me succeed.

 

subd.

 

port match, not gasket match?

 

gasket match? meaning?

 

when you port the head, you match the size or the port to the opening in the gasket that you are using

a lot lsj guys have done this to their exhaust side them selves...wont yield numbers as high as a proper full p&p job, but its cheap and a bit better than the stock size

 

Hmmn, I'll look into that, thanks
added a ls4 tb and 3"catless dp to the list

 

look at you readin other threads haha