Why does ZZP promote the S252ET for and LNF upgrade and S256/S256ET for the LSJ?

What are the distinguishable differences in spool rpm and max hp?

According to a recent visitor to ZZP.

So it sounds like the S252et can support hp levels up to 530whp. Is the S256et better suited for more then 530whp?

 

LNF S252ET put down 425 whp with pump gas and 450 whp with high octane gas.
https://www.cobaltss.net/forums/2-0l-lnf-performance-tech-153/lnf-r-d-updates-200854/

LNF wisth S256ET put down 530whp.
https://www.cobaltss.net/forums/2-0l-lnf-performance-tech-153/zzp-lnf-turbo-upgrade-first-dyno-session-192648/

Read the whole threads to understand better

 

Hey so what is your sky redline putting down for numbers with your setup and which part of eastern europe are you from?

 

First you are hi-jacking the topic
Second my car is Opel GT even is very same with Saturn Sky Redline I don't like to be called in a different way, would you?
Third around here the numbers on dyno are way different than US dynos, to answer your question on a Mustang dyno I pulled 189KW (253whp on imperial system and 257 in metric system) and 308 lbs-ft. To understand why I'm telling the numbers are different, I did best time 13.30s with this power on an unprep track and stock tires
As you can see in my profile I'm from Eastern Europe - Romania to be more exact.

 

Thanks for the links.

 

^^^^

I am actually subscribed to both those threads...

So what I was able to gather is (on the LNF) the S252et is good for a maximum of around 450whp. It also comes to full spool just after 3000rpms! That is insane! Then the HP and TQ start to level off around 6500rpms.



The S256et has a higher maximum (which is unknown on the 2.0 ecotec right now) and comes to full spool around 3800rpms.

The S256et is about $50 more then the S252et.

 

If anything, the numbers seem backwards. You should be able to run a larger turbo with less lag on the LNF than the LSJ.

 

I snuck in a quote from Matt M that addresses that.

So he is saying that the LNF can spool larger tubos faster then the LSJ. He was refering to the S256et

 

The LNF should be able to spool a turbo faster, and it should be able to hide the fact that the turbo isn't helping with torque at low rpms better, as that is what DI accels at.

The real question is how can we use the ability to spray fuel after combustion to spool faster (as the LNF does to accelerate getting into closed loop)?

 

I'm running an S252et on an lsj I'll let you know what I find

 

As far as I know, DI is the only way to supply fuel directly into the combustion camber with the intake valves closed.

Cool.

 

We use the 256 on LSJs when they are twincharged. On the LNF, we wanted to size the turbo a little smaller for quick response. This is especially important when most people buying our LNF turbo upgrade can hit 22+ psi at 3500 RPM on the stock turbo. Installing a laggy turbo would be a serious down-side. The 252 fit the bill perfectly and easily surpassed the 450whp goal we set for this kit.

Our LSJ turbo kit coming out soon will also use the S252et, and possibly an S250et option as well.

 

Right, I was refering to the LNF, wondering how well it's setup can be manipulated to spool the turbo even faster.