the problem, as others have said before, with the 2.4L is RPM and airflow. You can spin the valvetrain faster but not the pistons, even if you do that the head will become the choke point.

And the one thing that i'm suprised no one has mentioned is that the S2000 is a torqueless wonder. it only makes 162 ft/lb and thats at 6800 RPM. you have to run it all the way up there to just get any grunt out of it. The LE5 atleast peaks torque around 4500 RPM which is a much more streetable configuration.

And for 237 HP at 7800 RPM the math is actually almost linear if you could get an LE5 to breath well enough and run up there. soooo, whats the big deal? Boosting is a much more economical way to go, and the s2000 motor is pretty much tapped out from the factory.

exactly. that's why it needs to stay in the S2k. It's a marvel, no doubt, but if you want that kind of performance there is already a car ready for you.


that's what i thought at first but it really is more cost-effective to swap in an all-aluminum LSx. I was all for a DIV6TT but it wouldn't save much weight over the chevy block and you can find LS1s all over the place.

Can someone overlay the S2k's torque curve with the LE5's curve? It has been said that the S2k is basically the same as a civic below like 4-5krpm. It would be a good visual to show everyone the huge difference between these two powerplants. As far as the LE5's ability to rev, it's not that it cannot rev, it's the fact that it is just not breathing past peak hp.

There's a guy (well a couple guys) with ecotec cavaliers (2.2 L61) who have installed cams and a well ported head and rev to 8k+ rpm on the stock bottom end. And many consider the L61 bottom end to be inferior to other ecotecs. So, once the engine can breath - next will be tuning. The cavalier ECU is SEVERELY limited in tuning. It cannot even be tuned past 7k rpm as far as spark and fuel maps go. I've not seen whats available in HP tuners for the LE5, but its gotta be better than the cavaler.

We have the advantage of variable valve timing which i have yet to see exploited and explained in aftermarket tunes. Do the canned tunes manipulate the VVT? Do Hahn's turbo tunes or DDM's S/C tunes change it? Basically we are blessed with being able to move the powerband on the fly, its just a matter of someone jumping in and learinng the tables/software if its available.

Yea so I'm thinking out loud again, but this is just my take on N/A tuning the LE5. Its a matter of flow and some very savy tuning!

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2008 BRAZEN GXP - 5M Loaded

2006 SLY 2.4 Comfort and Power - TRADED 28-Aug-2008

so the best answer to the Solstice/sky N/A problem is port and polish?? Any chance of being able to shave the head to up the compression a little? but also being able to de stroke the motor can help with the RPM's. i would be curious what would happen around 9000rpm... hmmmm "screeeeeaaaaaaaaaammmmmm" "POP!" no more motor
If the vette conversion wasnt so expensive i would just do that but mallett wants to charge you your first born son and $10000 for the conversion.

what is your deal with NA? if you want low-end torque get a supercharger or a gxp turbo.

if you want a larger engine, find a used ls1 for a couple grand and pay a shop to swap it in. it won't be cheap but it will be more fun than a s2k motor.

thelen has a good write-up on what it took to do it himself (although he had full access to a machine shop).

I like the mallett set up because from what I understand they ballance out better than stock. My big deal about n/a is the power an engine can make on its own.