ecotec swap (Page 46/98)
coppertop_01 JAN 26, 03:25 PM
how much boost are you making?

currently in my DD setup with a 2.6" pulley on the stock M62 blower I am making just under 18 psi boost (I would be making more boost if my intake and exhaust weren't so free flowing), and even with meth/water injection, twin intercoolers, dual pass endplate, and a high flow water pump I still can hit 48-50 degrees on my charge side.

Jer
Austrian Import JAN 26, 03:36 PM
coppertop_01, I can see the benefits, but why would you want to give up all the benefits of direct injection?

You'll lose all the low end torque, and I have a feeling some of the hp as well..

Can't you just use the ECU from the DI motor? If you use all the wiring from the donor car, I don't see how DI is more complicated than regualr injection. (a bit naiive, I know. - but everything outside the motor is pretty much the same regarding fuel pressure as non DI motors)
coppertop_01 JAN 26, 04:35 PM
getting rid of the DI because of the lack of larger injectors, cost of injectors and all related hardware (ie, cam driven fuel pump delivering 2300psi pressure, fuel rail, fuel lines), and the problem of parts being few and far between forcing me to look at dealerships for parts.

I realize the benefits of DI, but with the relative costs and hard to find parts it was simpler to go with the LSJ head and standard off the shelf injectors/fuel system required with it.

Jer
wftb JAN 28, 03:09 PM
the beauty of the DI setup is you dont need larger injectors to up the boost .the high pressure pump and all the HP lines are bolted right on the engine .lines from the tank are fairly low pressure , nothing unusual .stock boost on the 2.0 turbo is 20 psi .trouble is if you dont get all the donor cars wiring and computer stuff , you are never going to make it work .i would like to get the 2.0 supercharged motor because i can run it with my 2.2 wiring .i would ditch the supercharger and run a turbo setup .now that i have had a turbo on the car and worked the bugs out , i dont think a supercharger would do it for me . on the various forums , you see cobalt and cavalier ecotec guys selling SC setups a lot to switch to turbos .my boost maxes out at about 11.5 , just running the stock spring and no controller .i am happy with that boost level and the power the car puts out .the 2.0 SC block comes with better rods , crank and piston oil squirters .2.2 and 2.0SC heads are identical .2.4 heads have the V V R but the castings are still the same .there is a lot of mixing and matching that can be done with these motors .
coppertop_01 JAN 28, 06:49 PM
yeah thats the beauty of the ecotec motors, is the interchangeability within all the different versions, hell in europe they have a diesel version of the ecotec.

The 2.0 LNF block that I got has even better block and crank than the LSJ's, the oil jets are a wonderful upgrade to the LSJ/LNF blocks over the 2.2L variants. You can still max out the DI injectors though, granted it would be with so much boost that it would only be a race vehicle, but still finding all the bits and pieces to get the LNF with DI head working properly would be much harder than I am looking to make my project. A LSJ head is good enough for me, and still the amount of options I have for custom/high performance parts on the LSJ is better than the LNF head currently.

As for supercharger or turbo's, I have had both, superchargers is better for a daily driver IMO as boost builds right down low, whereas some turbo's setups spool too long making daily driving a pain in the ass........really it depends all on your driving style and what you want in a car.

Jer


Jer
ccfiero350 JAN 28, 06:51 PM
The DI pistons have a funky domes to direct the fuel spray at cold start up. Be sure to double check clearances if you don't swap the pistons too.

I'm not sure how many lbs/hour those DI's can move, but there is a factory tune that can get you 30 hp and 80 ft/lbs more and keep the warranty and pass emissions. So I bet they left a smiggin more on the table.

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yellow 88 GT, not stock
white 88 notchie, 4 banger

ccfiero350 JAN 28, 07:08 PM
Actually the LSJ and LNF heads started out as the same net shape sand cast (circa 2006), the lesser varities have lost foam cast heads (same as the block). The LSJ has the bosses for variable cam phasing and the DI injectors but are not machined.

I would bet the LNF heads have been tweaked some more since the SS Cobalts and HHR's have gone LNF.

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yellow 88 GT, not stock
white 88 notchie, 4 banger

coppertop_01 JAN 28, 07:47 PM
ccfiero, yes I am swapping the pistons and rods out as well as the head. Currently my engine has no rotating components save the crank for mounting into my subframe.

From what I have seen the castings are slightly different between LSJ and LNF (maybe not cam locations, exhaust ports, etc) but there is a big difference with the intake ports, and the LNF has ports for the DI, the intake ports are angled upwards to allow for the injectors to go under it, the LSJ head intake ports are a angled straight out.

If I could figure a way to plug the DI ports, I would look into that and keep the LNF head.

Jer
ccfiero350 JAN 29, 09:15 AM
You could just leave the injectors in place as a plug. Or send the head to a good welder and weld up the holes then check the heads for straightness.

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yellow 88 GT, not stock
white 88 notchie, 4 banger

coppertop_01 JAN 29, 09:18 PM
I was thinking about that as well..........just not too sure if I trust plug welding the head.

Jer