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How do you plan to bolt these blowers up to the intake manifold? Custom intake manifold? Adapter plate?

 

Troll thread started:

04-14-2011


It's:

05-09-2011


Thread is still a bunch trolling.

Actually since I've joined these forums it has to be the most worthless thread I've seen.

Don't get me wrong it's great trying to do the impossible when it comes to car modding - but at what point does your thread about your awd destroying cobalt (lol in itself) need to have any proof of this goal being obtained.

Almost a month later, where is the pictures of the car and all the parts? Progress...showing the trolls they are wrong? Why is this thread a bunch of shoulda woulda coulda will do won't do can work won't work... Like fml.

Continue on... In for more lulz

 

You know he does have some good points......

 

subd

 

The intake manifold will probably be much the same when I'm done, but increased volume for a more potent system. The baseline will be done in July as is track setup (read modest).

I have a wife, which consequently takes a bit of life out of things. But that has been fixed for now, and without her pulling funds I should be able to move foreword with upgrades and get closer to the real deal.

I can put up with the "I want pictures" dilemma, but really 25k is not just a poof deal, said the build would take awhile and I'm sorry I didn't win the lotto, or win you the lotto.

 

very well put

900 fwhp from ryan's lsj didn't happen over night

years and years of development from zzp's side.

 

The advantage I have is I've seen a few builds, I'm not going that far with it, that'd be an easy 50k plus build with alot of work on my part to keep costs down.

Realisticly by the end of 2012 I expect the 05 Cobalt SS to have the powertrain and drivetrain mostly done, suspension may or may not be ready but at least something to look at.

 

That was some good ****!!!
the last couple of days I have been wondering why no one has made real big horsepower like 600 with a supercharger this thread did absolutely nothing to answer that question but it was entertaining

 

The car is ready I just have not been in the states for over two years I got deployed overseas which is why I stopped posting.

If I can get the right parts from Whipple the supercharger will mount to the drive belt pretty easy. The primary holdup is to upgrade the intercooler system with the new supercharger, or just adapt the mount to facilitate the Whipple's install.

It'd be easy to make 600+ hp on a good supercharger build, that isn't where the 140AX is going at first. It'd be alittle hard pressed for that power level. For 600 you'd need about a 2.1L supercharger, which is going to cause a massive surge problem for anyone foolish enough to try driving it without being fairly talented on the throttle.

Another concern that came up is maybe pushing a much larger throttle body inlet into the system, something 80-85mm. But tuning is going to be the problem, the HP tuner suite should fill most that but I'm not sure if the available throttle bodies I have will accept the Drive by wire on the Cobalt.

 

Damn, long time no see

 

Lol :thisthreadisworthlesswithoutpics:

 

It's called being foreword deployed I havn't been doing anything with the cobalt mostly aside from some little steps, I have the diagrams for supercharger figure out. What I need now is to get back to car and do some prep mods. Primarily will be making it put down the power. From there need to see what clears the hood so can decide to make a spacer type adapter or a simple flush adapter.

From what I have seen on some of the fd's I have been working with is displacement is not a huge factor on fixed displacement superchargers but the surge from that large volume is going to probably require a hefty bypass valve. So I am going to start very low boost when I get it on and gradually after surge is contained bring up the psi to 24. Which with a much more efficient much more filling supercharger should deliver significantly more power then a TVS. I will try and get the theory math out when I get the computer on. iPhone is bit hard to deal with.

Edit:
First displacement in 2nd paragraph is about vehicle engine, the next reference was to the type of superchargers we use. Which are roots (Eaton stock, TVS (Harrop), and Twin Scew (Kennebell or Whipple). I will share the diagram for the supercharger tonight and sometime in May I will be able to measure and get a rough idea how this is going to work. Whipple sells 80% of what's needed for the kit just need to figure out physical numbers under the hood to draft up the adapter, if it is too much for stock inter cooler I will go from there.

 

Update,

Just waiting on the engine, and when I get the Forged Gen three it shouldn't be more than about 3 months for my machinist to get the right plate, I'm waiting for Whipple to deliver on a C-body type supercharger, and some bypass modification tuner kit items. It's not a kit for our car, but it gives me an inlet that doesn't curve foreword like on the Corvette or Camaro, or I'd have to fabricate an inlet which is pretty expensive. When that get's done it'll be a pretty easy bolt on with the plate, I'm really just waiting on the engine for the build so if there is a boost spike on start up the engine should hold while I get the system settled down.

By no means am I saying I'm waiting to strap it on and roll, I'm just saying the hardest part I've got right now is adapting a 95mm throttle body from a Corvette to the Cobalt, which is going to take some time if it's possible I'm still researching but that's what I'm looking at. Whipple might be offering a supercharger special throttle body which makes less guesswork. It's going to one hell of a wire job. The LS4 will work, just feel a bit robbed if 75mm is all it's got. Something around 80mm would be enough, the supercharger kit will be built for 95mm though so that's what I want to bolt up. Then there is the MAF, no idea where that's at, but once I figure out what throttle body I'm using I'll have a plan of action for that too.

Cost for the supercharger side is still little over 4.5K, not including any prep mods like fuel, engine, tranny, or suspension items to be ready to whipple up. I think it'll work just have to get the inlet diagram from Whipple to be sure it doesn't make contact in the bay.

I expect to make a ton more progress starting in May when I get back from Japan, probably won't be to much of an improvement until around October when I should have the money to buy parts and the right plate adapters and jury rigging materials.

 

I really like where this is going. Sounds like a really neat build. Im gonna subscribe

 

nice man. after seeing this thread a while back i tossed the idea around.

but since the thread was started we all have made huge gains with the tvs and even the m62.
theres r several now that should be into 400whp and my 2.4 im hoping to see close to 500whp

 

Which went the way I said it would, efficiency is what makes boost attractive, the low compression high cube motor the Gen 3 is going to now provide where the Gen 2 failed is all I've been waiting for.

I'm going to be honest it's going to be a battle with the wife to find the money, so progress will be slow.

Hopefully around May I'll show some of the basic mods most of us are familiar with which is prep work for the actual swap. Hoping for nice set of Corbeau's and tighten the suspension before the end of the year. From there it's new block, worked head, and just getting the C-body type supercharger to clear.

Wiring the TB to our pedal may prove the hardest part of the build, if the C-body inlet doesn't clear I'm hoping to be able to dremmel it, if that fails it's going to be a long project. With a 90mm throttle body though this car is going to hopefully do what no Cobalt on a supercharger has done. If it all works out I'll be posting everything as it goes.

I'll be doing throttle body adapting as early as November. The more cross chassis wiring the Vette's body allows the easier it'll be, I may just have to con the computer to accept a Vette gas pedal, or con a vette ECU to accept a constant 4 cylinder loss, I don't know yet but that's what's on the table worrying me.

Whipple is releasing new bypasses and the kit for the C-body resolved most the stuff I was worrying about fingers crossed with installing this system. Surge may still be a problem but it'll be a tune fix not a design fix.

I'm aiming to put in a 11:1 AFR on 9.5:1 compression, which if I had my way I'd drop the compression to 8.5:1 and bring the boost to a radical 30psi because the car would no longer generate enough heat to worry about running 93octane. It'd drive miserably slow without getting into boost though, but under boost that wouldn't matter. It's what I have done with Camaro and Mustang alike, so I'm trying to rinse and wash into a Cobalt version of the Doctrane I was taught. Low Compression + High Boost = 93 Octane High Horsepower street cars, that build + meth or other handicap = ability to approach the high numbers.

Patience is requested, I am military, and I've been deployed awhile, but the research I've looked at across numerous platforms says it can be done. It'll be really cool see how it goes, if I fail no one else will have to fail the same stuff.

 

Theres a new tuning program or ecu out that works on our cars unfortunately i forgot what its called

 

Sounds like this is going to be nice when done. I wish Whipple made a kit for the LSJs. If they did, I'd be on it like a fat kid at an all you can eat buffet

 

When I started this there was more than a couple Whipple employees who where telling me they'd sell me a kit, and then there was another brand same thing twin screw that was trying to sell to me, it just never went anywhere/I refused a smaller kit.

The C-body is adaptable, it's just ganna be a pain, it's just matter of getting Whipple to release only the parts I want or it's 5k in on a kit I'm mostly throwing away. From the standpoint I'm at this isn't hard, I'm just deployed to Japan, so my hands are wrapped up in waiting, and only so much prep work can be trusted to my family back home. Alot of my car is nightmares of problems from prior owners LOL but it's been good, some stuff good some stuff bad. I'm going to make it, this kit is all within my ability now the few hard parts I've already done before on a Camaro with the throttle body swap so just got to get the Cobalt to talk.

 

E67 ECU from a 2.4 SS. I've been trying to get in contact with lwrs10 for more info on this for my base model...

Either way, this is a cool idea, really hope to see it work out.

 

That's two different options: using an E67 or that guys new software for the P12.


Using an E67 would be best but the P12 is perfectly capable of anything a bigger blower could throw at it, maybe not ideal but capable.

 

2 years and no wrench time yet...

 

If supporting 2 years of deployment where I've responded to both the PI and Japan. Perhaps I'm supposed to have time my wife hasn't had in four years.

Some people