i wish someone could come out with an nice tune or stand alone because it seems like the lsj setup would fit so easily on our motors

 

the LSJ setup should fit directly to a 2.4 motor just as it fits directly to a 2.2. As stated, the key is tuning, but i believe HPT supports the 2.4 now. The good news? Your rods are made of the same material as the LSJ rods, so your bottom end should be good to well over 300 hp. With the more aggressive cams, higher compression, extra displacement, and vvt, the 2.4 should be able to come up with 300 whp on the same 2.7" pulley setup that the 2.0's only see 270 or so hp out of.

The only thing I'd really be worried about is since the 2.7 pulley is at the edge of the M62's efficiency, it will be pushing hot air, which will make tuning to avoid detonation more difficult. Using the SS/SC's aftercooler, and preferably a bigger heat exchanger and reservoir, will probably be a must.

Head porting and cams would probably bring even further gains.

 

I'm waiting for Hahn Racecraft to come out with the Turbo Kit. I saw a review for it in a mag. Said about 244 whp. The supercharger mentioned above only adds 60! But hahn isnt even done tweaking it yet.

 

RSM's charger doesn't add jack, because its a leaky piece of **** with a reflash thats total BS. If you like seeing 6-8 psi on a totally stock computer/fuel system, go with RSM by all means. They're a bunch of thieving snakes.

 

Jerseyjay elaborate for us on that. How do you know this?

 

i have a gm supercharger on my z24 cavi

 

just thought i would revive this thread to see if there has been any progress with getting a s/c on the 2.4. and who has tunes to support this?

 

Our vvt is kind of a problem. Not to get off the subject but my car mas been at K&N also at AEM and for alot longer than normal to get the intake to work properly, with the vvt, it just takes a bit more work to get it perfect. I know my car is at K&N as I speak and they needed it a few more days to get this out and to give us gains they would like to put out on the market

 

All f/i applications can bennifit from a lower compression ratio, lower c/r = more boost, more boost= more power. Point blank!

 

I am not going to really argue that----but virtually every modern production F/I induction engine runs way more compression then they did in the past. Powerful computers and sensors to dected detonation and direct injection make this possible.

The high CR keeps the engine very responsive I beleive and helps combat the lag on a turbo

 

yes it does, but with advances in turbo technology (ie the dual-scroll turbo in the Solstice GXP, and the veriable geometry turbo's in the 911 turbo) They can nearly eliminate turbo-lag, all higher comperssion really does is hinders our progress when we are trying to make our cars faster for the least amount of time and money. Changing pistons for some low compression ones isn't cheep labor.

 

centrifugal sc. Basically a turbo modified to run off the crank pulley.

 

actually, more compression with the same boost will make more power. That's a fact. It is not as safe to run high compression, but im just letting you know for future reference more compression, more power. ALWAYS.

 

mine as well post mine up even though its for the 2.4 TC, m45



fins!

 

Yes that is true, but say you have a hypothetical 4 cylender engine with 10:1 compression and it makes 155hp, you add f/i (doesn't mater what kind) say 8psi, and that nets you, oh 220hp, and you up the compression, to say 11.8:1 and keep boost the same, and that nets you say 270hp, but you have reached the limit of how much boost you can push. BUT if you lower compression to say 8.5:1 and Keep the same boost you get, oh 170hp, turn up the boost to say 20psi, and that nets you, oh 290psi, and you still haven't reached your boost limit. LOWER compression allows for more boost, n/a engines can only get so powerful off compression alone, but if you add boost to a high compression engine you can only push a very small amount of boost before you brake something, but thie lower you go with your c/r, the more boost you can push. Boost will ALWAYS get you more power than with high c/r, so to allow higher boost levels you HAVE to lower your compression, unless you like breaking things. Yes your engine will loose power if you lower your c/r, but you can more than make up for that loss in boost, like 3-4 times at least.