I bought a Hahn Stage V LSJ.
#26
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it's not about power that determines the size of your injectors. It's about fueling, and that was an early misconception about the lsj: that each cylinder was being fueled equally. This concept, and in addition to Hahn's attempt at making more profit, led to them using the 60lbs/hr injectors in their kit. They figured that by offering a mild tune with their kit, those injectors were sufficient enough to fuel their engine. Then people started consistently blowing out the same cylinder every time (not necessarily on their turbo kit though). That's why people started using return systems and bigger fuel injectors. The more fuel flowing through the system, the less of a possibility of blowing up a cylinder at higher revs. Perhaps a tuner can step in here, but I'm sure when you're looking at IDC's, it's not telling you the individual IDC of every injector, because then you would notice what I'm talking about.
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what other companies (besides zzp) make turbo kits for our cars? And on some level, you're right. But when you advertise that your kit has the ability to reach a high horsepower levels, they're still responsible for being knowledgeable about that platform to inform the customer about safely achieving those numbers. It's this issue that Hahn really dropped the ball, and where ZZP excelled, to the point where they even developed their own rsfs.
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well, here's some more notes if you want some more advice:
(1) make sure to use copper gasket spray on the intake mani to block, throttle body, and exhaust mani gaskets.
(2) Use Black RTV on every bolt, and anti-seize as well.
(3) Don't forget to use some form of catch can on your pcv system, as well as a breather for excess crankcase pressure, or completely rework the pcv system (it completely sucks for the lsj).
(4) Check your spark plugs often. They can help you figure out things that data logging barely touches on
(5) Ditch the internal waste gate if possible and go external. You'll eventually run into boost spike when you want to amp up the boost.
(6) Ditch the 60's and get an rsfs and bigger injectors (80's). The rsfs will also make it easier for tuning since you will gain the ability to adjust fuel pressure from the regulator.
(7) Ditch the stock map sensor and get a 3 bar from the gm stage 1 kit that they sell for the lnf. This way you won't have much of anything holding you back when you want to boost 25psi or higher.
(1) make sure to use copper gasket spray on the intake mani to block, throttle body, and exhaust mani gaskets.
(2) Use Black RTV on every bolt, and anti-seize as well.
(3) Don't forget to use some form of catch can on your pcv system, as well as a breather for excess crankcase pressure, or completely rework the pcv system (it completely sucks for the lsj).
(4) Check your spark plugs often. They can help you figure out things that data logging barely touches on
(5) Ditch the internal waste gate if possible and go external. You'll eventually run into boost spike when you want to amp up the boost.
(6) Ditch the 60's and get an rsfs and bigger injectors (80's). The rsfs will also make it easier for tuning since you will gain the ability to adjust fuel pressure from the regulator.
(7) Ditch the stock map sensor and get a 3 bar from the gm stage 1 kit that they sell for the lnf. This way you won't have much of anything holding you back when you want to boost 25psi or higher.
#38
Called Hahn today and got a message back very quickly. I needed a new stud for my tubo manifold and bought some other misc hardware. Got a great response and customer service from them.
I also have chevycobaltss3 looking over my tune, he got 398 hp out of the kit on the LNF. I hope to get similar results on 93 octane.
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but james is one hell of a tuner and is the biggest help to me when it comes to getting my lil lady on the road again...
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