what im hooping to do is talk han first and see what they recomend then maybe be a test pilot for the autos

 

Umm...no. There are manuals with it as well.

People need to understand that a supercharger has nothing to do with your transmission type. The actual reflash does.

And the GM Supercharger for the 2.4 has NOTHING to do with what I was talking about. He said originally something about making one for automatics and I said that they more than likely wouldn't.

EDIT: I might be wrong about the reflash being transmission specific...if I'm wrong, someone correct me.

 

Correct your transmission effects alot on the reflash(shift points, TPS vs RPM for air/fuel, and alot more)

 

[QUOTE=NJHK]Umm...no. There are manuals with it as well.
/QUOTE]


your right! Perhaps early on before they came out--it was only going to auto.....? Oh well.

If they made one for the 2.4L Ecotec that'd be cool.

 

Good to know, thanks.

 

The Hahn kit for the Cobalt will be able to operate on either the Auto or the Manual trans. Hahn decided that about a year ago when they started development. The stage one kit will be safe for a stock auto. A Stage 2 user should upgrade their transmissions torque converter, pump, and get a cooler (like I did). There is one issue that high horsepower motors will have to deal with, clutch pack slip.

Our Cobalts have very different engine control electronics from one model to the next. It is proving to be the biggest hurdle. The SS/SC was easy, it had a nice simple PCM (powertrain control module) that existing aftermarket technology could support. The manual L61's (2.2L) are also easy, with just an ECM (engine control module).

The Auto L61 (2.2L) is a pain in the ass. It runs first through a TCM (transmission control module) which in turns controls a separate ECM. I am still VERY ignorant about a lot of the problems associated with this, and I have been trying to learn as much as I can.

The two things I have learned so far are that our stock ECM's don't work when the manifold pressure is higher then ambient pressure (a boosted engine). Apparently they just don't have fuel maps for that condition, and they basically shut off. I don't know what they are doing to fix that.

The second thing is the TCM will allow the clutch pack to slip during gear shifting. The TCM is programmed to work with a 145 HP engine. If you change your engine to have more then that, the TCM won't realize it, and it will still try to shift your gears smoothly during less-then-full throttle operation, resulting in a lot of slip. It apparently works just fine at WOT. The stock program, sensing WOT, performs a fast, firm shift.

It's completely an electronic issue. The trans itself can handle it just fine. The 4T45E was even designed to be manually controlled (I think I've heard the G6 has this feature, I don't know for sure) It's just our Cobalts don't have that controller.

 

If the 4T45E transmission is anything like the 4T40E in size, I don't think they can route the intercooler piping the same way. On my car, there was barely any room to have the piping route downwards and under the motor and back up to the throttle body and even the downpipe had to be specially made because the transmission takes up alot of space in the back of the motor. We had to route it fowards and cut up my engine bay:





and it routed fowards



This is how cluttered it is behind the motor:





Now, if they have 2 seperate kits, that I could understand...other than that, if the physical characteristics of the auto transmission are the same between the 4T40E and 4T45E, than I dont see it happening.

 

Yeah but now HP Tuner and soon EFI Live support the 2.2, 2.0 and the 2.4 Ecotec platforms so anything is possible now This is the whole reason Turbonetics is looking into working with the Ecotecs too, and why Magnuson(magnacharger) is looking also. It's alot easier to work with these engines when you have a chance for full access/control.

And the 2.0 had the most complicated computer of them all just ask the guys at Wester's Garage, Unichip, Vector's, and even HP Tuners, that motorola unit is a BIATCH!!!!
2.4 was the easiest apparently as HP Tuner's hand it handled by the time the 2.4 came out in the Cobalt SS, while they spent nearly 2years on the 2.2L, and about the same amount of hours(less days but more time to my understanding from Keith) on the 2.0(as it shares the same TCM/PCM design as the 3.5L in the Colorado/Canyon and H3.

 

i emailed them a few days ago and they said they were not sure if it would work on the auto, i wonder if they are that far behind in development or were just giving me the run around.

 

they better have this kit available for the auto or im gonna be pissed cuz i have the money right now im just waiting on the kit

 

I just talked to Brad at Hahn and he said it was unknown if the kit would fit the automatic, but that the engineers should already know so he would ask and get back to me.