Does anybody know if there is any difference between the 2.2 head and 2.4 head? I want to swap a 2.4 block in and use the 2.2 head. IM not worried about the computer cause im going to be using a Haltech EMS. If anybody knows i would appreciate it.
kinda like the k20 head on a k24 block? makes me wonder too... The honda guys get a serious n/a monster when they do that. Hatchs run instant 10's
well i was wodnering because you can use the 2.4 intake manifold on a 2.2 car, so there can't be that much physical difference. Like i said im going stand alone engine management and if it will bolt up then im getting my hands on a 2.4 block!
I like the feeling of more low end torque.
All the Ecotec engines have te same block. So, on paper at least, it should bolt right up. I'm just wondering if the cam and ignition timing would have to be modified with the different bore and stroke of the 2.4 block...
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450WHP Turbo Ecotec swap in the works...
The blocks are not 100% identical. The heads are definitely going to require some modification to make work. Just use the L61 block and head together, that's already a proven deadly combo. I really don't get the fascination with using the 2.0 and 2.4 blocks.
I used to race cars, now I race myself.
5K PB: 24:50
10K PB: 54:26
All the ecos use the same gen2 block as of 2007
The L61 can use LSJ pistons and rods as a direct bolt in, gm build book states this is good for 400hp
The LSJ is pretty much bulletproof as is till 400hp, Gm states the supercharger and pistons arent good past 300, this has been recently disproven as turbo builds are exceeding 400whp on completely stock internals
The 2.4 is very different than the other ecos as it uses a diff crank and slightly bigger piston bore, vvt head of course, this motor turboed as well is putting out near 400whp in completely stock form, like the LSJ it has forged rods
LNF is pretty much only shares the gen2 block, pretty much everything else is different being direct injection, nobody has really checked what kinda power it can make as its not very moddable being direct injection and all
1989 Turbo Trans Am #82, 2007 Cobalt SS G85
just a thought, you could compare head gaskets...
HP Tuners | Garrett T3/T04B | 2.5" Charge Pipes | 2.5" Downpipe | 650 Injectors | HO Manifold | Addco front/rear | Motor Mounts | HKS SSQV | Spec stage 3 | AEM UEGO Wideband | Team Green LSD | FMIC | 2.3 cams | 2.3 oil pump swap | 280WHP | Now ECOTECED
Rodimus Prime wrote:All the ecos use the same gen2 block as of 2007
The L61 can use LSJ pistons and rods as a direct bolt in, gm build book states this is good for 400hp
The LSJ is pretty much bulletproof as is till 400hp, Gm states the supercharger and pistons arent good past 300, this has been recently disproven as turbo builds are exceeding 400whp on completely stock internals
The 2.4 is very different than the other ecos as it uses a diff crank and slightly bigger piston bore, vvt head of course, this motor turboed as well is putting out near 400whp in completely stock form, like the LSJ it has forged rods
LNF is pretty much only shares the gen2 block, pretty much everything else is different being direct injection, nobody has really checked what kinda power it can make as its not very moddable being direct injection and all
I know a lot of people from cobaltss.net that have had piston issues when they get to around 280-300 whp, I wouldn't say the LSJ is bulletproof.
The reason that the #4 piston melts around 280ish is the supercharger itself. Most of the ppl that have blown up were running under 2.7 pullies which is simply way out of the specs for max rpm on the blower. Also many were careless and didnt upgrade the heat exchanger which is a virtual must when going smaller than the stock pulley as well as not taking advantage of water injection. Also blower porting for Stagmier (sp?) helps out a ton with IATs. Its also been confirmed that the intake manifold is poorly designed and flows significantly more air to the #4. This is why from the factory and with GM stage 2 they are pig rich, its done to keep things safe. Most of the folks with blown engines were running 11:8 or higher on air fuel. Obviously your wideband is a collective reading of all 4 primaries so you never realize theres a problem with an individual cylinder. The problem can be corrected with a stand alone that allows for different fueling per cylinder. Sadly thats just not something you can do with HP tuners.
The engine itself really isnt the problem its the combination thats used because the TAG racecraft turbo which is a GT287R never sees above 120 on IAT, just to give you some numbers it made 323 on 10psi and 409 at 17psi, thats on a totally stock engine. By comparison 17psi on the stock supercharger with all the above mentioned cooling mods MIGHT get you 260 to the wheels at best because the heat and parasitic loss is so bad. Eatons are horribly inefficient, they are cheap though which is why they are used by OEM as the choice of pretty much any factory supercharged engine from any manf.
Hahn is working on a turbo kit for the LSJ that will replace the intake manifold totally with the log style and gets rid of the whole water to air system, thats when your going to really see what the engine is able to do.
1989 Turbo Trans Am #82, 2007 Cobalt SS G85
Doesn't the 2.4 have variable valve timing? If so, there might be some compatibility issues there.
yes it does... which is why it was posted already
