put NITROUS in it!!!!














lol j/k

but seriously though maybe some higher compression pistons and some head work and cams will get you there

 

Change to Short Ram Induction; Stage II Water Methyl Injection from AIS, configured for pre AND post TB manifold injection, high Methyl Alcohol percentage, MAF initiated injection, ECU re-tuned for max HP under Methyl injection. See thread https://www.cobaltss.net/forums/2-4l-le5-performance-tech-46/water-methyl-alcohol-injection-na-le5-98426/

Changing to cams with higher lifts MAY cause piston contact with the valves under some phase conditions... costly. A regrind to achieve faster open / close rates should also include valve spring upgrades too. Only the GM LNF exhaust cam swaps into a LE5, all other current ECOTEC cams require changing from VVT.

Take a look at the new build book and the Rousch Marine racing engine for ideas.
Good luck!

 

what about increasing displacement? how much work/gain would that be?

 

It'll be what is known as major work. See the "build book" https://www.cobaltss.net/forums/2-4l-le5-performance-tech-46/new-build-book-325-hp-naturally-aspirated-96811/
for the how to. Make sure you get the entire book ( http://tunersource.gmblogs.com/Racer...mplete-web.pdf) as you'll need to be ready for a complete engine removal and disassembly, a bore out, liner insert, a stroker kit, reassembly, etc. ... Lots of time and money!!

 

funny cuz i was tossing this idea around the other day.. lol


my ideas were to do a port match to the head 3 angle valve job bump the rev limiter to 7.5K or so and get every bolt on possible with a good tune.. also cams but then i realized it's pointless considering eventually I want to still go blown.. so unless there's a good cam setup that'll work for na as well as sc'd and will be worth it for both.. or even one that'll work for being blown well and work ok for na..

cams are totally way above my head lol

judging from redfocz/s dyno numbers some minor port/ polishing and a higher rev limiter should get you to 200 whp..

witt do you know of any place that would be good to go in our area (tri state area) for port and polish as well as valve job ?

and car the stock valves really not get to a 7K rev?

 

what does port match mean?

 

the intake and exhaust ports on the head are small ... especially the exhaust... so you port it out so it's the same size as the manifold holes.

if i understand correctly that is

 

Yeah I am curious about the head itself and what gains can be made from a good port and polish? I mean are the heads pretty good from the factory or could they really come alive with a little work?

 

i'm going based on the lsj heads and their work that people have done.. and their heads blow *****

i dunno about the 2.4's

supposedly the exhaust ports on the 2.0 head are only big enough to fit a thumb in

 

Mine were bigger than that, from what I remember when I had the manifold off.
I am pretty sure the head is for the most part different, but any better IDK?
Does anyone have pictures of the head removed?

 

mvp might.. he did a 2.0 2.4 hybrid ecotec but i dunno which part is which but i do know he made 260 whp on 10 psi on a stock pulley

 

anyone know the cost and time involved with blue printing an engine? what about just getting higher compression pistons?

 

to blueprint and balance a rotating assy. your looking at prolly a whole days work and whatever theyre labor rate is. bumping the comp to 11:1, and cams.

if youre gonna port and polish you should really know what your doing. if you open them up to much you will lose air flow (CFM) which will then cause a power loss. if your gonna bring it somewhere make sure they know what theyre doing.

 

is this engine drop in ready or do you need to ad fi to get 300 out of it and does it include a head

 

the 2.4 in stock form can handle 300whp...

 

hey i just wandered if we can rais the rev limiter can we lower the gear ratios i bet that would help alot. you know get more power to the ground or mabey a new tranny with a close ratio 6 speed. does any one make one of these yet. Be good for road courses. Does anyone on here race in nasa or scca?

 

before we go too far with this, i would like to bring up a point on the 5 speed tranny in these 2.4 cars since i hasnt been addressed yet in this topic.

The 5 speed in the 2.4L is only rated up to 170ft lbs of torque from the factory, there is a member on here by the name of Beck with a supercharched 2.4 that has gone through 2 F23 trannies since swapping in the supercharger, his car producing more then 170 lb lbs of torque and he has killed 2 transmissions because of it.

If you are going for 220 whp, your going to also need to invest into transmission upgrades also or you wont have much fun with it.

Heres a thread with some info on the transmissions:

https://www.cobaltss.net/forums/show...ansmission+170

 

I thought the 08 tranny was a diferent one i really don't know? If not will the ss tranny swap into it since the blocks are similar. and what about the axles will they hold up

 

Also look at it this way the J-body cars have been running the F23 tranny for years with well over 170TQ, Hahn is the perfect example of this. The F23 is a strong transmission if taken care of.

 

taken care of how? you dont even have to do maintence on them, they are filled for life lol

 

Meaning not beating the **** out of them grinding sincros and things of that nature. Plus your putting such a large stero type on the transmissing based off of a single person. NOw if 10-15 other people where going through transmission it might have some weight behind that statement. But seeing the Cavi and Sunfire guys running alot more HP and TQ compard to Beck for alot loger of a time frame.

Just my two peso's

 

Port matching is the process of creating an equal pattern of flow from the air leaving part #1 and entering part #2. When I weld up an intake, I intentionally weld the intake with extra material around the opening where the intake will meet the intake runner on the head. The excess material for both openings is removed until the two openings are exactly the same shape, meaning there is no "bumps" the air has to pass over on it's way by the valves. However, for those who perform the work, this can be done improperly. The concept isn't just make it bigger so the holes match. The concept is to make the air go "FASTER". In a NA engine, when you enlarge the runner volume without accounting for runner design, it slows down the air speed of the incoming air/fuel mixture. You can make this into an area that is too large, which kills the speed of the incoming air (at that section of the runner) so much, you can sacrifice as much as 45 to 50 ft/lb of torque in a 500 ci engine between 4000 to 6000 rpm. If you port match just an area say 3/4" into both runners (intake and head), you may create a "dead zone" where air will slow down substantially during the flow. This process is brutal to maintaining low rpm power (horsepower and torque). In the DRCE engines we work with, we buy used Pro Stock technology and put it into cars that will see 8000 rpm through the lights and not 9400 to 9700 (what they run now). We have to actually lower the runner volume using epoxy in the runners to keep the powerband in a lower RPM (if we wish) and then lightly grind the epoxy in the head to match the epoxy in the intake (common in NASCAR R&D heads). The goal is to make the air not realize that it left the intake and entered the head but keep the air flowing at maximum speed. The transition should be so smooth that the air experiences no resistance, but the runner volume should match your rpm goals. The same thought process works from the exhaust runner in the head to the header or exhaust manifold. For a naturally aspriated car with with a rev limiter set at 6000 RPM, you should be extremely careful with this procedure. At higher RPM (6000+), a poorly port-matched system can use it's high RPM to ensure the velocity of the air stays high in the runner (resulting in higher CFM). With a lower RPM power-band, this is very unforgiving.

BTW, Crower cams make exceptional camshafts. Call them and you often times will be directed to an expert on the matter, rather than just someone who reads off a computer screen to tell you which part number is best. They assisted me in the custom design of my cam in my Chevelle, and I have a well-mannered streetable car that still pulls past 7100 RPM with a "worked" dual plane manifold and a hydraulic-roller cam. If you chose to go with them, you will not be disappointed.

MLRTYME
08 Sport Coupe
www.wannaberacing.com

 

yea. the only reason i understand what your saying is cause they did a huge write up in super chevy on porting a nd polishing about 2 months ago

 

automatic trannys are stronger

 

80% with a good tune...