New power goals
#76
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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.
#77
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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?
How high are you going to be revving?
#78
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
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
#79
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.
#80
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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
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
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.
#84
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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.
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.
#86
Senior Member
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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.
#98
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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
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