I started a poll about the rumored GM ECU modification... but what other parts have people heard about possibly coming out soon for the Cobalt SS?

Add on turbo kit by psi-fi motorsports.

Add on turbo kit by psi-fi motorsports.
A good turbo kit would be awesome.

If the crank is steel and the pistons are forged, that will be a good combo for turbo. I wonder how crappy the rods will be, it is a GM afterall. Maybe someone at Oliver decided to provide rods to GM for this car. :p

pretty sure this motor will be stout....

Psi-Fi twin charged the Mini Cooper S -- so.... lets see, a turbo kit + supercharger, that would be a sweet combo. Lets see if we can get the Psi-Fi guys over here and give us some insight.

Psi-Fi twin charged the Mini Cooper S -- so.... lets see, a turbo kit + supercharger, that would be a sweet combo. Lets see if we can get the Psi-Fi guys over here and give us some insight.

Good idea...back to the srtforums we go......

Sounds promising. I only hope the hype & rumors become reality.




Ruben F.

Sounds promising. I only hope the hype & rumors become reality.




Ruben F.
Oh it's not hype....they just got a S Redline to prototype the turbo kit, and from what I have read they already have the powerpaq working on it.

Oh it's not hype....they just got a S Redline to prototype the turbo kit, and from what I have read they already have the powerpaq working on it.


Correct Nivo,

we have the powerpaq working on the car and we have our prototype pulleys on the way to us. as far as the twincharge project is concerned we have flanges,and materials to make the header and the custom turbo(specifically sized for this application) has been spec'd out and is being built :D

things are a rolling ;)

I think the big question here is, Will GM release it's own eyebrows for this car or will owners have to go aftermarket. (this is in performance mods section because I believe eyebrows add 10-12 HP at the wheels)
-side note-
Sorry to jack the thread by being an ass, I am quite interested in this car, but the only info I have to offer is what I make up at this point.

The rods in the 2.0L SC engine are stout!! They are forged steel like the old small block pink rod. They have floating pins with bronze bushings and 23 mm od. I have heard these rods have run over 450HP with no issues.

One of the guys on our forum talked tech to tech with someone at GM Performance and the GM guy said that the bottom end of the engine is built to handle in the area of 700 hp.

That's insane! We'll see if that holds up.

-Jack

Correct Nivo,

we have the powerpaq working on the car and we have our prototype pulleys on the way to us. as far as the twincharge project is concerned we have flanges,and materials to make the header and the custom turbo(specifically sized for this application) has been spec'd out and is being built :D

things are a rolling ;)



Umm Am I reading this right You as a company is making a Turbo kit to go with the S/C on the Cobalt SS :D

I really need to talk to you seriuosly

Also what PSI are you talking about with the Turbo and the Turbo/SC setup are we talking about. I want to buy a new PSI guage because the stock 20 psi gueage in not enough for me ;)

What is the R/S like on the engine?

It may not be a good decision to twin charge it.

One of the guys on our forum talked tech to tech with someone at GM Performance and the GM guy said that the bottom end of the engine is built to handle in the area of 700 hp.

Ok, my bad the rods are good to around 350-450.

Ok, my bad the rods are good to around 350-450.

Are they capable of a DD 450? I wonder if long run the rods can sustain twin charging.

My main concern is how Efficent a twin boosted engine would be with a Turbo&S/C combo.

I have talked to many people about this. And they said it is a waste of money. But if I am able to see Numbers and maybe right ups on this I would really like to look more into this.

Also is Psi-fi located in or near Phillidelphia I am guessing with the 215 area code. If this is for real I have no promblem Driving 7 hours to go check out the shop.

My main concern is how Efficent a twin boosted engine would be with a Turbo&S/C combo.

With a big enough intercooler and nitrous oxide sprayer to cool it, it should be fairly efficient.

I couldn't find any r/s ratio info anywhere. I'd really like to see it to see if the stress would be manageable.

Sick dude so now i can put a blow off valve on my car

You probably have some sort of diverter valve on there now. It isn't as important on a supercharged car because supercharger screws are beefier than a turbos impeller.

Do the superchargers have a means of releasing excess pressure in your intake lines?

No man i said a blow off valve, I dont have one now u cant put a blow off valve on a supercharged car everybody knows that!

You definitely can. For instance, the Bahn Brenner Motorsports supercharger for the VW 2.0L Crossflow egine comes with a recirculated BOV. VWs cannot be equipped with a BOV that vents to atmosphere because of their MAF sensors.

Please do a little research before yopu post this nonsense.

As far as I know you can put a BOV on a Super Charged motor :shrug:

My other concern with this S/C & Turbo set up is that ok the S/C can help spool up the turbo but once the turbo gets going wouldn't the S/C get in the way of the Turbo blocking it's full FI potential. Or would the turbo have it's own inlet into the intake manifold or something along that line?

I have seen engines that were twin charged with each piece being independent of one another. I'd mention who made the engine, but I'd be told it is junk...(read: H22)

Mad Mike, you have to do an entire sawp. You cannot put vtec on a car. Do you evren know what vtec is or how it works?

Damn Mad Mike what is your problem

GM has VVT on the I-6 engines that you will find in the 360 platform SUV's Trailblazer. Envoy, Assender, Rainer, etc.

Also the 2.4L Ecotec will have a VVT

Jesus Christ Mad Mike you are Hard Headed.

http://www.gmenthusiast.com/gallery/sema2003/2.4_ecotec.php

NEW ECOTEC 2.4-LITER ENGINE DELIVERS CLASS-LEADING TORQUE, SOPHISTICATED DRIVING APPEAL

PONTIAC, Mich. – GM Powertrain’s new Ecotec 2.4-liter four-cylinder engine, launching in the all-new 2005 Chevrolet Cobalt, slightly modifies that well-used adage, “There’s no substitute for cubic inches.”

In the case of this slightly larger version of the original Ecotec 2.2-liter, one of GM’s highest-volume engine families, there are a few more cubic inches found in the new 2.4-liter variant. But along with the larger displacement, which has become vital in the increasingly competitive compact-car segment, the 2.4-liter for the first time brings variable valve timing(VVT) to the Ecotec modular engine family.

“We have added technology to improve low-end torque and continue to reduce emissions,” said Jay Subhedar, Ecotec global four-cylinder engine assistant chief engineer. “For the new Ecotec, variable valve timing(VVT) helps deliver 90 percent of the torque peak at as low as 2400 rpm. That sort of responsiveness enormously enhances engine response.”

The combination of slightly more displacement and variable valve timing(VVT) enables the Ecotec 2.4-liter to achieve one of the highest torque ratings – an estimated 170 lb.-ft. – for a 2.4-liter normally aspirated four-cylinder in the United States And the Ecotec 2.4-liter’s 170 horsepower at 6000 rpm also is one of the highest specific-power outputs for any non-boosted four-cylinder of any size sold in the U.S., according to Ward’s 2003 market data.

The new Ecotec 2.4-liter engine’s torque-rich power delivery and its designed-in refinement deliver a driving experience that will please both performance-oriented buyers and those simply seeking a more sophisticated feel from a compact-car powertrain.

Intelligent technology as important as cubic inches
Increasing displacement is perhaps the most-proven technique to improve horsepower and torque, and that’s where GM Powertrain engineers started when developing the Ecotec 2.4-liter.

For the new 2.4-liter variant, both cylinder bore and stroke are increased in relation to the original Ecotec 2.2-liter engine. The new engine’s bore is 88 mm and stroke is 98 mm, versus the 2.2-liter’s 86-mm bore and 94.6-mm stroke. These increases, multiplied by each of the Ecotec 2.4-liter’s four cylinders, yield a total displacement of 2,384 cubic centimeters versus the original 2.2-liter’s 2,189 cubic centimeters.

But equally important to delivering class-leading torque is the Ecotec 2.4-liter’s new variable valve timing system, developed to enhance the low- and midrange torque output of the new engine.

The new variable valve timing(VVT) system uses electronically controlled hydraulic camshaft phasers to alter the relationship of the intake and exhaust camshafts as much as 50 degrees relative to the crankshaft. Yet the system adds little weight or assembly complexity to the basic Ecotec DOHC architecture because the Ecotec family was designed from the beginning to easily accept technology advances such as variable camshaft phasing.

But the new Ecotec 2.4-liter’s technology story hardly stops there. The new Ecotec enjoys a host of new technical enhancements:

Electronic throttle control. The ETC system eliminates the physical connection between the accelerator pedal and the engine throttle. This well-proven “drive-by-wire” control allows for remarkably precise engine control and response, while simultaneously enhancing the engine’s interface with other vehicle systems.
An all-new, engine control module (E67). The Ecotec 2.4-liter is one of the first GM engines to employ this sophisticated new controller that leverages 32-bit processing power. It incorporates 32 megabytes of burst flash memory and 32 kilobytes of external RAM and 36 kilobytes of internal RAM, as well as a high-speed CAN bus to deliver optimal networking capability.
All engine-related sensors for the Ecotec 2.4-liter are digital rather than analog. “Digital sensors are more accurate and provide improved reliability,” said Subhedar of this emerging trend in engine-monitoring technology. The digital sensors improve information processing and reliability, which in turn means more-efficient engine performance.
Individual coil-on-plug ignition modules improve upon the two-coil “cassette” of the original Ecotec design. The individual ignition modules for each spark plug enhance combustion and engine energy efficiency.
Twin counter-rotating balance shafts, inherent in the Ecotec engine architecture, spin at twice the speed of the engine crankshaft to cancel the second-order vertical shaking forces experienced by inline four-cylinder engines. The balance shafts are driven by the quiet and efficient, zero-maintenance chain-drive system that operates the engine’s camshafts and water pump
Ecotec’s robust design, structure enhanced for new 2.4-liter variant
Along with significant new technology additions, the new Ecotec 2.4-liter enjoys numerous upgrades to the robust basic Ecotec engine architecture. The Ecotec design, already noted for impressively low levels of noise and vibration, includes features like a structural oil pan; full-circle transmission mounting flange; a highly rigid lower crankcase with four-bolts at each bulkhead; long cylinder-head bolts to assure robust clamping of the cylinder head to the engine block; and direct-mounted accessories to eliminate these traditionally large contributors to engine noise, vibration and harshness.

The Ecotec 2.4-liter’s basic structure has been enhanced in several significant ways to ensure the engine’s increased displacement and power do not compromise the Ecotec’s high levels of inherent refinement.

“In the global engine family, we look at various engine components to evaluate which are the right ‘fit’ for any given engine application,” said Subhedar. “Commonality is a vital part of the Ecotec program – it’s like an interlocking puzzle. We try to choose the best combination of components from the myriad of available technologies.”

Thus the Ecotec 2.4-liter leverages several heavy-duty components and systems borrowed from the high-performance Ecotec supercharged 2.0-liter engine program, plus many that are unique to the new 2.4-liter variant:

An auxiliary oil cooler that is approximately 30 percent smaller than similar-capacity oil coolers used on other engines.

Piston-cooling oil jets spray the underside of each piston with a continuous bath of engine oil, increasing longevity by reducing engine operating temperatures.

Redesigned cylinder head with structural improvements and new multi-layer steel gasket.
New camshafts with optimized lobe profiles .
Enhanced lubrication system to provide for the extra requirements of the camshaft phasers and piston-cooling jets, along with a deeper oil sump to handle the higher potential cornering forces possible with the Ecotec 2.4-liter-equipped Cobalt.
The Ecotec 2.4-liter will be built at GM Powertrain’s Spring Hill, Tenn., assembly facility.

GM Powertrain is a global producer of engines, transmissions, castings and components for GM vehicles and other automotive, marine, and industrial OEMs. Headquartered in Pontiac, GM Powertrain has operating and coordinating responsibility for General Motors powertrain manufacturing plants and engineering centers in North America, South America, Europe, and the Asia-Pacific region.

General Motors Corp. (NYSE: GM), the world's largest vehicle manufacturer, employs 342,000 people globally in its core automotive business and subsidiaries. Founded in 1908, GM has been the global automotive sales leader since 1931. GM today has manufacturing operations in 32 countries and its vehicles are sold in more than 190 countries. In 2002, GM sold more than 8.6 million cars and trucks, nearly 15 percent of the global vehicle market. GM's global headquarters is at the GM Renaissance Center in Detroit. More information on GM and its products can be found on the company's consumer web site at www.gm.com.






http://www.gmfleet.com/us/about/news/articles/121504.html


GM's Vortec 4200 I-6 Named 2005 Ward's 10 Best Engine
Popular SUV Engine Honored Each Year Since Inception In 2001
December 15, 2004

PONTIAC, Mich. - For the fourth consecutive year, General Motors' Vortec 4200 inline six-cylinder engine has been recognized as a Ward's Communications "10 Best Engine."

When it was introduced in 2002 model year vehicles, the Vortec 4200 was the first inline six-cylinder engine in GM Powertrain's engine portfolio in almost 20 years. Recognized by Ward's at that time, the engine has continued to garner their praise, earning 10 Best recognition in 2002, 2003, 2004 and now again for 2005.

The Vortec 4200 is a 4.2-liter, inline six-cylinder, all-aluminum, dual-overhead-cam, four-valves-per-cylinder design engine. Using a range of advanced engine technologies, like variable valve timing(VVT) , electronic throttle control, and coil-on-plug ignition, the engine delivers 275 hp and 275 lb-ft of torque, providing customers the power of a V-8 with the efficiency of a six-cylinder.

"We designed the Vortec 4200 to be a benchmark engine in power, performance, and refinement," says Ron Kociba, chief engineer, Vortec inline engines. "We're honored that the judges of the Ward's 10 Best continue to recognize the engine for these characteristics."

Since its introduction, the Vortec 4200 has been a proven sales success in GM's midsize sport utility vehicles, demonstrating the engine-building craftsmanship of the UAW Local 659 employees at GM's Flint South Engine plant. Today, it is the standard powerplant in the 2005 Buick Rainier, Chevrolet TrailBlazer and TrailBlazer EXT, GMC Envoy, Envoy XL and Envoy XUV, and Saab 9-7x.

In 2005, GM Powertrain engineers further refined the popular engine with numerous improvements, including an improved cam phaser, more immediate throttle response, and noise reducing materials that make the Vortec 4200 one of the quietest, smoothest six-cylinder truck engines in production today.

GM engineers also reduced engine emissions with the addition of a returnless fuel injection system and new intake manifold and throttle body gaskets, enabling it to meet federal and California state near-zero evaporative emissions standards mandated for 2007.

In addition to advanced engine technologies, the Vortec 4200 is built using advanced manufacturing processes. The cast aluminum six-cylinder engine blocks and aluminum cylinder heads are produced using the "lost foam" casting process at GM's Saginaw Metal Casting Operation. This process allows more exact dimensional control while reducing machining efforts in oil galleries, coolant and other internal passages.

Umm...did u expect me to read all that?

Umm...did u expect me to read all that?


If you want to learn anything.

You just seem to waist all of your time bitching and arguing just to get your post count up. Atleast learn something and make an half ass educated post.

Man im not bitching im just asking questions dude im trying to learn!

Man im not bitching im just asking questions dude im trying to learn!

then read that...

I am assuming someone will release a different size supercharger pulley for this setup.