Hahns 2.4 turbo Cobalt debuts at Great Lakes Dragaway!
06-14-2007 | 09:20 AM
#28
Senior Member
Joined: 11-30-06
Posts: 3,505
Likes: 0
From: West Memphis, AR
I would think at 260 WHP that this turboed car would have an easier time getting into 13s. Guess it's mostly in the tires and the weight though. Awesome work guys. I think we got some SS/SC guys attention on this project. Maybe we'll see some converted thinkers coming soon.
06-14-2007 | 09:34 AM
#31
Senior Member
Joined: 03-31-07
Posts: 1,294
Likes: 0
From: Milwaukee, WI
very cool...... u know how much money they would make if they produced that return line kit lol.... im still contemplating the idea of turboing for pure power.... just waiting to see results of the twin screw swap first
06-14-2007 | 09:36 AM
#32
Former Vendor
Joined: 07-07-06
Posts: 1,430
Likes: 0
From: Chicago, IL
The system was converted to a return-style system using little more than a BoostFueler and the necessary plumbing as highlighted above. Air to Fuel ratio was adjusted with a simple turn of the knob.
The blow-off valve is plumbed back to the intake, so there is no blow-off noise. The valve appeared to work just fine, however it was a tiny plastic part. If you wanted to do anything with different boost levels or vent the blow off to the atmosphere, you would need an aftermarket valve.
The BoostFueler that Hahn was using was mounted to the plastic ECM cover. That didn't seem like a very good spot, especially since that cover just sits loosely over the ECM. A better mounting location might be a good idea.
The stock fuel pump is retained. However, I forgot to ask if any modification is made to the stock pressure regulator in the tank. With the BoostFueler, I have to believe something was done.
The whole kit was super clean. Looking at it, it looked like it could be installed with a small collection of hand tools and a couple days effort. There was nothing difficult to the eye about it.
Thanks to Bill and Adam for letting me join them! I look forward to seeing them again soon.
The blow-off valve is plumbed back to the intake, so there is no blow-off noise. The valve appeared to work just fine, however it was a tiny plastic part. If you wanted to do anything with different boost levels or vent the blow off to the atmosphere, you would need an aftermarket valve.
The BoostFueler that Hahn was using was mounted to the plastic ECM cover. That didn't seem like a very good spot, especially since that cover just sits loosely over the ECM. A better mounting location might be a good idea.
The stock fuel pump is retained. However, I forgot to ask if any modification is made to the stock pressure regulator in the tank. With the BoostFueler, I have to believe something was done.
The whole kit was super clean. Looking at it, it looked like it could be installed with a small collection of hand tools and a couple days effort. There was nothing difficult to the eye about it.
Thanks to Bill and Adam for letting me join them! I look forward to seeing them again soon.
A couple of details and clarifications:
"...little more than a BoostFueler..." barely scratches the surface of what's going on behind the scenes in this system, but externally, that's all one can see, of course. The return fuel system with BoostFuler is, in actuality, very highly developed, and a key component of our unprecedented 'stacked' approach of combining BoostFueler with PCM reflash. We've done an extremely detailed job of integrating the reflash of the PCM with the inclusion of the BoostFueler, and they dovetail together flawlessly. Considerable development effort went into this component 'stacking' integration, and the results are evident! The BoostFueler has internal features developed and perfected by Hahn RaceCraft that make it do distinctly unique tasks in this application
The blow-off valve should not be opened to atmosphere, as this will create instabilities with the MAF system. We are confident in this valve up to 15 PSI, so a different valve is simply not needed. It's easy to get 'blow-off valve envy' from all the overpriced and oversized units out there these days...in most cases, all you're buying is looks, and in all too many cases, reduced functionality. The valve we provide is most optimal!
Yes, the BoostFueler mounting location as seen on this prototype will be revised to a more secure location as we enter production; we don't like that PCM cover mount either
Yes, we provide complete documentation on how to modify the fuel system to enable return capability and support BoostFueler.
06-14-2007 | 09:36 AM
#33
Banned
Joined: 12-18-05
Posts: 17,838
Likes: 1
From: North Jersey
also keep in mind that this was the first set of runs, stock tires, and everything else stock except the catback. a few other mods and i bet that time will jump down.
most people with auto 2.4's are around the 15.7 or so mark. this kit took 2 seconds off their time! that's damn good.
looking forward to see the progress on this.
06-14-2007 | 10:19 AM
#34
Senior Member
Joined: 07-09-06
Posts: 7,451
Likes: 0
From: PA
That is a great point. Can you imagnine forged pistons and stronger headgasket with all the other little stuff like main studs and head studs so you can run more boost. Run 12-14psi and you will see a 12 second balt. With traction that is.
06-14-2007 | 10:21 AM
#35
Senior Member
Joined: 10-12-06
Posts: 3,089
Likes: 0
From: Saskatchewan
a stage 2 cobalt put's down about 100 more hp than a 2.4. there's MANY people on here with stage 2 that don't run 13.7. but, when people are putting together a kit, or whatever they're putting together, (talking about manufactureres not end users) the goal is most likely NOT to beat the ss/sc. plus it's an auto.
also keep in mind that this was the first set of runs, stock tires, and everything else stock except the catback. a few other mods and i bet that time will jump down.
most people with auto 2.4's are around the 15.7 or so mark. this kit took 2 seconds off their time! that's damn good.
looking forward to see the progress on this.
also keep in mind that this was the first set of runs, stock tires, and everything else stock except the catback. a few other mods and i bet that time will jump down.
most people with auto 2.4's are around the 15.7 or so mark. this kit took 2 seconds off their time! that's damn good.
looking forward to see the progress on this.
06-14-2007 | 10:33 AM
#36
Former Vendor
Joined: 07-07-06
Posts: 1,430
Likes: 0
From: Chicago, IL
For those who are new to this topic and would like to see the thread describing the system itself:
https://www.cobaltss.net/forums//showthread.php?t=62253
https://www.cobaltss.net/forums//showthread.php?t=62253
06-14-2007 | 10:51 AM
#38
Former Vendor
Joined: 07-07-06
Posts: 1,430
Likes: 0
From: Chicago, IL
You bet there's more potential here!
While the 13.7 first time out was certainly a great debut, I'd like to point out that we have left quite a bit on the table for you guys:
The conditions were edgy...hot, humid.
Boost was conservative, averaging 8.5 PSI. Another PSI or two is possible with this system.
Traction was SERIOUSLY limited with the stock tires.
This car is still breathing through the stock catalytic converter.
AFR was very soft, ranging from 10.9:1 to 11.3:1. There's more power available there as well, for those who run WB02's. And adjusting this, as Geoff pointed out, is just a turn of a screw with BoostFueler!
Even with these handicaps, this car will still smack on a stock SRT-4. I even had an SRT-4 guy there last night express amazement when he asked after watching the car go, "Is that thing an automatic? WOW!" This same fellow had been running 13.50's @ 112 MPH, way more power than our 'Balt, but he was frustrated from spinning tires all the way to half-track. He really admired how well composed the Turbo Auto 'Balt was!
We pounded out 7 or 8 passes in 3 1/2 hours, so she really never had a chance to cool off and catch her breath. Then we rewarded her for her track excellence with a 1.5 hour hell-run back home on the expressways at 75-85 MPH! But we are adamant that such torture-testing be a part of our mandatory development triad of dyno/street/track abuse, for if we don't push it to the limits and beyond, we risk customers learning nasty surprises on their own.
Good numbers aside, the best advantage of this car at the track could well be in bracket racing. With some nice tires, the consistency of this combo (compared to a manual trans car) may well prove to be lethal in brackets.
I'd like to also commend my son, Adam, for doing such a great job in assembling and driving this car
So, there it is, guys and gals. Rather than optimize this car to the Nth degree, we just wanted to show you all what's possible. Now, y'all take the ball and run with it, and let's see just how deep into the 13's one of these can go!
The conditions were edgy...hot, humid.
Boost was conservative, averaging 8.5 PSI. Another PSI or two is possible with this system.
Traction was SERIOUSLY limited with the stock tires.
This car is still breathing through the stock catalytic converter.
AFR was very soft, ranging from 10.9:1 to 11.3:1. There's more power available there as well, for those who run WB02's. And adjusting this, as Geoff pointed out, is just a turn of a screw with BoostFueler!
Even with these handicaps, this car will still smack on a stock SRT-4. I even had an SRT-4 guy there last night express amazement when he asked after watching the car go, "Is that thing an automatic? WOW!" This same fellow had been running 13.50's @ 112 MPH, way more power than our 'Balt, but he was frustrated from spinning tires all the way to half-track. He really admired how well composed the Turbo Auto 'Balt was!
We pounded out 7 or 8 passes in 3 1/2 hours, so she really never had a chance to cool off and catch her breath. Then we rewarded her for her track excellence with a 1.5 hour hell-run back home on the expressways at 75-85 MPH! But we are adamant that such torture-testing be a part of our mandatory development triad of dyno/street/track abuse, for if we don't push it to the limits and beyond, we risk customers learning nasty surprises on their own.
Good numbers aside, the best advantage of this car at the track could well be in bracket racing. With some nice tires, the consistency of this combo (compared to a manual trans car) may well prove to be lethal in brackets.
I'd like to also commend my son, Adam, for doing such a great job in assembling and driving this car
So, there it is, guys and gals. Rather than optimize this car to the Nth degree, we just wanted to show you all what's possible. Now, y'all take the ball and run with it, and let's see just how deep into the 13's one of these can go!
06-14-2007 | 11:59 AM
#41
Former Vendor
Joined: 07-07-06
Posts: 1,430
Likes: 0
From: Chicago, IL
With the automatic, the consistency should pick WAY up!
So, if we do the simple math, just that 60 foot would make the 13.7 a 13.4. But it's a fact that a substantial improvement in 60 foot always plays out to even more of an improvement in 1/4 mile ET, so we might even see a 13.3.
Now, ya take a couple of the other advantages we've left, like a hi-flow cat, a PSI or two of boost, a little bit of tuning, maybe some simple weight redux...can you smell what I am cooking?
06-14-2007 | 12:05 PM
#42
Senior Member
Joined: 08-12-06
Posts: 12,764
Likes: 1
From: here
I think so, yes. Maybe more. Consider...on our other FWD cars, we've achieved 1.8 60 foot times on drag radials (Adam coaxed out a 2.09 on the stock 'Balt tires). Granted, these others were manual trans, and required some fancy footwork, but 1.8's are do-able, and repeatable with practice...yet, did leave a bit to be desired in terms of consistency.
With the automatic, the consistency should pick WAY up!
So, if we do the simple math, just that 60 foot would make the 13.7 a 13.4. But it's a fact that a substantial improvement in 60 foot always plays out to even more of an improvement in 1/4 mile ET, so we might even see a 13.3.
Now, ya take a couple of the other advantages we've left, like a hi-flow cat, a PSI or two of boost, a little bit of tuning, maybe some simple weight redux...can you smell what I am cooking?
With the automatic, the consistency should pick WAY up!
So, if we do the simple math, just that 60 foot would make the 13.7 a 13.4. But it's a fact that a substantial improvement in 60 foot always plays out to even more of an improvement in 1/4 mile ET, so we might even see a 13.3.
Now, ya take a couple of the other advantages we've left, like a hi-flow cat, a PSI or two of boost, a little bit of tuning, maybe some simple weight redux...can you smell what I am cooking?
Oh God spray on it and this is an 11 sec car! Ok so who builds performance trannys to handle the new found power?
06-14-2007 | 12:06 PM
#43
now everything is starting to come together that is what i like to see aftermarket support with progress being made. I can't wait for some of the products that are on the way. Note to self watch out for slepper 2.4 lol.
06-14-2007 | 12:09 PM
#44
Senior Member
Joined: 08-12-06
Posts: 12,764
Likes: 1
From: here
LMFAO!! This is gonna be great!
06-14-2007 | 01:15 PM
#48
Senior Member
Joined: 02-28-06
Posts: 950
Likes: 0
From: Greensburg (PA)
X2 I mean can we get in in-car hell run video to get a feel for how it drives. C'mon Bill and Adam...feed the fish..
I am thinking that my 5 speed sedan without leather, sunroof and side bags is VERY light. I had traction problems on my 15. 0 quarer mile pass and barely got a 2.2 60 foot. 2 second off this with exhaust, flywheel, and traction mods would be edging 12s..(yummy)
06-14-2007 | 01:26 PM
#50
videos or ban!!! haha man.. a full exhaust would do wonders for this set up... plus a few more pounds of boost... between 10-12.. drag radials, and a tranny cooler and that thing would probably be running mid 12s