Ive done A high boost pull looking at the DI pressure on my DH on it didnt budge a wink off 2200psi.
I dont think we'll need the quadlobe. I have havent seen it run out of fuel yet so I may change my tune a few hundred horse from now.
It seems like one extra fwap back and forth might be too much at high r's. But again we might not need to turn those either.
Ive done A high boost pull looking at the DI pressure on my DH on it didnt budge a wink off 2200psi.
I dont think we'll need the quadlobe. I have havent seen it run out of fuel yet so I may change my tune a few hundred horse from now.
It seems like one extra fwap back and forth might be too much at high r's. But again we might not need to turn those either.
I just had to do it.
We have been to the 350 whp threshold with no lack of fuel. I have a feeling the mechanicals are going to be the first physical limit.
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Im going to agree. From what Ive seen, I think I'd have to shake the supervising engineers hand and buy him a 12 pack of brew for the fuel system they gave us.
Last edited by BaldTurboFreak : 02-14-2008 at 11:56 AM.
Reason: horrendous early morning grammer/spelling.
Why Im cold, I'll just put my heavy brass zipper legd coveralls on and work on the wifes car. - Here's my sign.
So there's a nice dig in the damn rocker on the drivers side now. Right down to the zinc.
Looks like I should start looking into some rockers/side exhaust sooner than later.
We have the opportunity with side exhaust to build a velocity tunnel under the car where the exhaust used to reside along with a diffuser out back. (HehllOOOOOO Downforce!!! (wolf whistles))
There are several high temp epoxies that will work over a sidepipe without melting. esp with ceramic mat between the steel,painted rockers and the new sidepanels and exhaust.
I have been thinking about the exhaust. Dual 2.5" is sufficient area for 550-600whp. Since the place for the exhasut will be oddly shaped it would be best to bend up our own shape with a metal brake and tig the seam. how to baffle? hmm. Dual cats perhaps?
They are great mufflers. They cost virtually zero power when sized right, the highflow varietes have realtivly small case sizes.
Just kicking some ideas around. I like clean, soot free power. maybe we could vent a large reciculating BOV into the exhaust (one way valve) to provide additonal clean air for catilization? and reduce cat temps??
Just rambling..stupid abstract brain...
Heh, I either just had a stroke of evil genius or a serious brainfart & Im not doing the math right.
If I plumb a large recicluating BOV directly into the turbine housing, using a draw thru MAF, efficient turbo and can get the ECM to play ball (perhaps a port motor would be a best first try) You basically will turn your turbo system into a small jet engine every time you shift leaving the turbo at maxiumum set pressure all the time. The engine will simply serve as the starter and ignitor.
moohoo hahahaa! help me Rochester winter is making me craszy!!! lol.
Last edited by BaldTurboFreak : 02-14-2008 at 12:27 PM.
You are a mad scientist indeed! I've been reading this thread from the beginning and am amazed at the knowledge that spews forth! Don't understand any of it - but it's great reading!
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Starlight red I/C pipes and coil cover
GReddy Profec B Boost Controller, HKS BOV
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Werks radiator / Precision billet grilles
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Lol thanks bud.
Well we drove the hell right outta the sol last night for valentine's dinner and shoppin' afterward (yay, lol) put maybe 60miles of stop,go,floorin', aimless driving,etc. Then put it on the dyno this morning- same ponies wihtin a few.
Without boost control I dont think the ecm can limit torque, or it's so far out of parameter it's saying fk it.
The timing is staying ont he ragged edge, I cant confirm cam timing but I can confirm that changes made to the table have a direct effect on the shape of the power curve.
Allow me to play devils advocate on the exhaust. An exposed on the side exhaust system will be very costly, both to you and the consumer. If its exposed it has to have perfect welds and be really shiney. A second cat will add a couple hundred too. Final thought on the matter would be that the majority of the solstice modding community already have aftermarket exhausts and you would have to prove to them that its worth it for them to throw out their old ones for your new one.
OK all that crap out of the way. I love the idea and concept. I think you should make one for your car. While I dont think it will be profitable for you to make production runs of them you may be able to do them by order.
INdeed, the side exhaust has been intended to be mine only. As you said the amount of 26ga stainless sheet and labor involved will be intensive. (I like Tig welding- I dont wanna hate it)
The molds I will need for the Rockers for the (covered) exhaust are longer than the travel of my machine. That means either a multi piece interlocking metal mold ($$$$ eek), or composite molds that are hand finished. They last maybe 10 parts before the quality begins to go downhill and lots of after prep is required.
Resins that can handle very high temps also need alot of consilidation pressure and heat (post curing) That beats the hell outta the molds. Unless they are metal, and at that an alloy that doesnt warp or expand too much under that particular resin's curing heat.
I ONLY wanna see the exits before the wheel. I also remeber, as a little kid, getting really bad burns on my legs from dad's nova. Not something I miss.
On that note, I have seen any data yet that the exhaust is very restrictive at this powerlevel. No cat has a large component to that. I'd like it a little quieter, back to near stock levels.
back to the intake side of things. The simple 4" intake (2 mild steel elbows from the truck store) fits alot better with a little 30deg elbow near the turbo. I daresay it looks alright or at least will after powdercoating. I gotta call New Era and see what the 4" inlet c6 filters will cost me.
After that we can stick a fork in it. (cause it'll be done,lol)
Last edited by BaldTurboFreak : 02-15-2008 at 09:01 AM.
I'm going to say no on those cams being available for the DI 2.0L; reasoning is it says applications for 2.0L and 2.2L ecotec; they haven't made a DI 2.2L. There are no diff. in part numbers for either displacement, so we must conclude when they say 2.0L they mean the 2.0L LSJ found in the redline/cobalt ss.
Soon friends, soon. With the cobalt getting the LNF this model year, it'll be a matter of time before Comp gets off their anus to grind us some cams.
You likely right. However from what I can see the extra lobe wouldnt be an issue on the non-DI head. So physically they could interchange. I know the exhasut cam interchanges between the LNF and LE5.
Beau, I'll post the latest tune on the temp area of my site. Basically you go searching for power in the overlap and exhaust cam position. The factory retards it off in the top end to figth skyrocketing TIP, in this instance we can bring that cam phase back tothe advace side of things.
I havent done too much in the way of sub-3K power. that will be my next focus. Look into the cold start cam timing to see what the factory is doing as far as pumping fresh air/unburned fuel/raw cyl pressure out the exhaust. The turbo s pretty jumpy below it's threshold when in coldstart. I will be trying to mimic the cam timing in the low rpm/high load area to provide raw products for the turbine to use.
If it appears "unfinished" in some areas of the maps, it's likely cause I havent loaded it there yet.
Use teh compare function to have HPT compile a list of changes. notice the MAF vs voltage table. This is what's required to keep most negative ltft's in a 3' blow thru pipe.
I will post a pic of the finished 4" mild steel intake today. I like it.
I'm going to say no on those cams being available for the DI 2.0L; reasoning is it says applications for 2.0L and 2.2L ecotec; they haven't made a DI 2.2L. There are no diff. in part numbers for either displacement, so we must conclude when they say 2.0L they mean the 2.0L LSJ found in the redline/cobalt ss.
Soon friends, soon. With the cobalt getting the LNF this model year, it'll be a matter of time before Comp gets off their anus to grind us some cams.
I'm pretty sure those are LSJ 2.0 cams and not LNF 2.0 cams.
If it appears "unfinished" in some areas of the maps, it's likely cause I havent loaded it there yet.
Use teh compare function to have HPT compile a list of changes. notice the MAF vs voltage table. This is what's required to keep most negative ltft's in a 3' blow thru pipe.
I will post a pic of the finished 4" mild steel intake today. I like it.
BTF:
why can't I save your file, I have the Pro version. One more question, why only change the PE at 100%, that KR everyone gets is much lower?
