so they can make corn cob pipes! duhhhhh lol

 

During the Great Depression, my great grandfather used corn cobs for tool handles for screwdrivers and ****.

 

With this zzp blower spacer do I still spray before the TVS?

 

it means meth after 4 years on the car. best to spray meth after the blower if you must use meth.\Harrop wont do anything for warranty if the blower has a meth install

 

That's why I don't want to do it.

 

the other thing (and that actually is the reason I pulled the blower off) the bypass valve shaft corroded in the housing and the valve stuck open yielding no boost.

Replacing the blower was cheaper than rebuilding it, but eventually I will have to do that...

I dont run meth on my TVS, I have lots of power and happy times. I think most people create monsters with their ecotecs, in search of big numbers and being different. Most of these people end up with an impractical, unreliable set up with way less than they figured for power, and way more trouble than they imagined.

Now "whyoumadson" had an awesome strong LNF Set up around 400 whp. It was always running whenever i saw him and it did long trips no problem. Same for Steddy and Dubbie. Thats all I know.

Oh and my tvs is trouble free...

 

Well what options does he have since he has No Corn Availability?

 

run pump 93 and be happy with 310 whp or so.

 

If the motor gets build up, do you think 350WHP is achievable?

 

You're asking a lot. Build it up, beef up the stock cooling and go with a trustworthy tuner that will tune to the limits of the car, not to your "goal" WHP. You MIGHT eek it out.

 

The whole "your rotor coating comes off running meth through the blower" seems to be a complete luck of the draw. 383stroker has put 70,000 miles on his TVS and ran meth for a good part of it with zero issues. I've run meth through my M62 for 2 years and my rotors are mint. All the pictures you see are on M62's as well. Running meth after the blower just isn't nearly as effective. Just my opinion. I've been researching A LOT the very same thing because I will be running meth, but pre or post blower is the question.

 

So far reading has been good and learning things you guys may already know. However, I'm having two problems right now.

1. Fit issue with my K&N Filter. It currently hits the PCM. So I'm not sure if there has been a fitment problem before with this filter or am I doing the installed incorrectly. Here are some pictures.















2. It appears I'm having cylinder misfire (still not sure). I'm seeing the CEL blink and the car spudders at high rpm. For example in 2nd gear if I go WOT, at almost 7K you can hear the spudder. Same situation at 3rd gear. Went to a GM dealer and for troubleshooting purposes the MAP sensor, MAF sensor, TB were replaced along with a new K&N Filter (a GM Tech 2 was used for monitoring parameters). My fujita F5 had a hole due to constant hitting of an edge of the PCM (another fit issue that I had). I notice the spudder was reduced when the MAF was changed but it still had the problem. So I started looking for causes using the DMAIC methodology. (Just for fun and this will be updated as the investigation goes on)

D = Define the problem. What is the problem or failure that needs to be solved?
M = Measure. Extension of the problem. Documenting the current process, validating how it is measured, and assessing baseline performance
A = Analyze. Why? When? and Where the failure occurred. In other words, find the root cause. You find the root cause when the problem is definitely solved. Some solutions may solved partially the problem.
I = Improve. How it can be fix? What we can do to avoid recurrence? Find preventive actions.
C = Control. Sustaining the changes made in the Improve phase to guarantee lasting results.

A. Define the problem

Cylinder misfire in 2nd gear and 3rd gear.

B. Measure

With the aid of a GM Tech 2, cylinder misfire was detected on the scanner during 2nd gear and 3rd gear at high rpm respectively. That is, between 6,500 and 7,000 rpm. A spudder sound can be heard during these events.

C. Analyze

Some of the possible causes of cylinder misfire are the following:

1. Spark plugs
2. Verify if code P0128 code is detected
3. Boost leak?
4. Mass Air Flow Sensor dirty or out of calibration? Already replaced with new. Problem still exist.
5. Bobbin???
7. cracked ringland???


D. Improve


Change spark plugs at regular intervals.

E. Control

Keep a set of spark plugs handy of the same brand so when the time comes the misfire can be avoided.


I need to gather more data. So I'm planning to visit, for the third time, the GM dealer. Don't have a scan tool.

Finally I got to say that this sucks. I'm just 3 months away from paying off my car. Comments and suggestions are always welcome.


Here's how the engine looks like right now. Yeah I know its dirty.

 

ZZPerformance - LSJ M62 Spacer Plate #ZZ-LSJM62SP

no, it goes between the blower and the intake mani

 

Today I left my car at a GM dealer for oil change. Spark plugs were changed. The misfire is gone.

Lately, been looking for a ported head from M2 Race systems.

M2 Race Systems Š - CNC Ported Cylinder Heads & Custom CNC Porting

M2 Race Systems Š - CNC Ported Cylinder Heads & Custom CNC Porting


Also, looking for the ZZP ported head plus valve springs.


http://shop.zzperformance.com/store/...&bw=600&bh=600


Both ported heads look very nice. However, there is no data on the ZZP ported head. I assume the CFM capacity should be close to the M2 race systems head. Now, zzp offers the valve springs with the ported head. I'm deciding what should be the best route here.


The GM Ecotec 2.0L guidelines suggest using performance valve springs at 1.290 inch height with 85 lb/in seat pressure and 190 lb/in over the nose pressure. These specs assume performance cams will be used.


More to come...

 

did you go to zzp's site? http://shop.zzperformance.com/store/...rted-Head.aspx

 

Nice man!, I guess I missed that. Will make a plot and compare it to the M2 race head


Here's the M2 race plot




Here's the ZZP plot. int. 35mm, exh. 30mm. Per website All flowed at 28", 3.5" bore plate, exh had a 1 5/8" flow tube, and stock valves




I'm still trying to understand the plots and make conclusions

 

Does someone know of much HP gains are achieved with the ZZP ported head? The M2 race ported head yields gains of 60hp and 30ft*lb of torque (taken from website). Of course this require tuning.

 

with your zzp graph, is that stg1 and stg2 or is that stock and stg1?

 

Good question and good observation. I just plot those numbers from above. So, for now, I'm assuming is the stock vs the ported head (stage 1). The spec on the zzp website mentions that the stage 2 gains are approximately 5% over stage 1. I'll contact ZZP for more info.

 

There is a website I'm using to estimate HP based on CFM. Not sure what to use as engine CID. The engine displacement can be calculated as:



Also, what value should I put on Maximum Flow CFM For One Cylinder (Intake)?

Test Pressure for CFM Measurement = 28"
Units For Test Pressure = Inches_water
Number of cylinders = 4

If I input 303 as the CFM per cylinder, it results in 311 HP @ 7967. How good is this number?

Website is here: Interactive Engine HP/RPM Computator Program

 

2.0l = 122cid


hpt says

0.49951 Liters per cyl


looks like the m2 still flows a bit better than the zzp stg2

 

meh i spray pre blower on my TVS and did on my m62 im slow though never had issues on both and sold my m62 as well rotors were mint

 

Ok, I got the same result (122 cid). Yeah that was my impression initially when I started comparing both plots. Looks like the M2 flows a bit more than zzp's.

 

have you put your car on a dyno? How much HP? Torque? Pulley size?

 

cars going on E85 soon and i will post dynos then. car is on a 2.7 pulley right now. 2.6 has been ordered. Will be going 11s this season