Alirght the z is up for sale and as soon as its sold i will be ordering my turbo kit for the sunfire. I have a problem though i really want the Hahn kit because its comes with intercooler and everything i need for 2500$ So i called and he said for manuals only well mine is a auto. Does anyone know if it will all work on the auto and if so can i turn the boost down to like 6 psi to run safely for the moment?
the stage one does NOT come with an intercooler or a fuel system of any kind. thats what makes the stage 2 a upgrade. if you want the IC and fuel system you have to buy the stage2 kit...accounting for the added cost
I used to race cars, now I race myself.
5K PB: 24:50
10K PB: 54:26
really i figured that because on their site it says this complete kit includes it doesnt say anything about stage 1,2,3,etc. well i guess i will call tommorow and see what all get for 2500.
Quote:
Alirght the z is up for sale and as soon as its sold i will be ordering my turbo kit for the sunfire. I have a problem though i really want the Hahn kit because its comes with intercooler and everything i need for 2500$ So i called and he said for manuals only well mine is a auto. Does anyone know if it will all work on the auto and if so can i turn the boost down to like 6 psi to run safely for the moment?
hyspy is right. stage I is bare. stage II comes with fmu, 320cc injectors, inline fuel pump and fmic. the "stage III" probley comes with everythign above and the portfueler.
to help answer your question...the hahn kit is only made for manual transmissions. but i'm pretty sure that the kit will fit the auto if you redo the IC pipes.
Blown.
Damn well how much is it to get the fuel mods and ic?
^^^cheaper if u buy the stage II. ususally an intercooler kit with the FMIC and all the piping alone is around 700. unless u buy your own and have someone make the charge pipes. if u have a good hookup that can do it, then go for it, but most people like havin something complete where they dont have to @!#$ with anything.
buy the stage 2 kit....and get it from me
its a good kit as you can see by looking at my times. the only thing i have above the kit is a boost control...and thats an extra $100 or so. nothing major.
I used to race cars, now I race myself.
5K PB: 24:50
10K PB: 54:26
hypsy wrote:buy the stage 2 kit....and get it from me
its a good kit as you can see by looking at my times. the only thing i have above the kit is a boost control...and thats an extra $100 or so. nothing major.
How much is the stage II kit from you?
trust me you want the stage 2. Even if you have to wait a few months its worth it.
Your going to hate your self for not getting it.
or you can buy a Johnny Racecar intercooler for $200 and do the piping yourself (you are going to have to do piping yourself with the eco auto anyways) and save money
I was a retard, and now I'm permanently banned.
well i called and hahn they must be bsing becuase the salesman i spoke to just said "it will not work on a auto"
it wont...as is. im a friend of the guys over at Hahn and I keep telling them that if they let me try I can get it to work...they havent found me a car to try it on yet though
oh and from me its 3895 (if i remember right) + shipping. shipping is like a hundred or so...even for me when i bought the kit. 6 big ole boxes adds up fast. LOL.
I used to race cars, now I race myself.
5K PB: 24:50
10K PB: 54:26
3895 thats almost 1500$ for a intercooler and some fuel mods
intercooler, pump, 4 injectors, FMU, new piping, stronger wastegate.
yes its 1500 more but its 1500 well invested
I used to race cars, now I race myself.
5K PB: 24:50
10K PB: 54:26
What do i do about the charge pipes? Cant i get this direct from hahn for cheaper?
Will i get a discount since the pipes wont work?
Couple notes (just got back from NOPI nats, catching up):
Pricing changes from time to time, so always call us, or check our website, for accurate pricing.
Stage I (non-intercooled) kits DO include a 100% complete fuel system. It is the most effective and easiest to install of any available turbosystem due to our very complete hardware, combined with extensive testing and detailed instructions.
Stage I systems do not include larger injectors like a Stage II due to the reduced fuel requirements of a Stage I. The basic difference between I and II is the boost (and thus power) level, and huge Front Mount Intercooler and related piping and hardware.
Both systems are 100% expert-designed complete solutions, with nothing else to cobble together / experiment on / or purchase seperately.
Neither Stage I or II fit the automatic transmission car. While one may be able to physically adapt the system to fit an auto car, we are uncomfortable with the automatic's durability when faced with the huge torque increase any of our systems will provide. Should this shortcoming be addressed in the future by products that can improve the auto's capability (internals, PCM reflash, or some combination thereof), then we will address offering an auto-compatible turbosystem. We want to do it just as much as you folks want to see it, but we just cannot, in good conscience, provide a product that causes expensive driveline failure.
Bill Hahn Jr.
Hahn RaceCraft
World's Quickest and Fastest Street J-Bodies
Turbocharging GM FWD's since 1988
www.turbosystem.com
Quote:
Neither Stage I or II fit the automatic transmission car. While one may be able to physically adapt the system to fit an auto car, we are uncomfortable with the automatic's durability when faced with the huge torque increase any of our systems will provide. Should this shortcoming be addressed in the future by products that can improve the auto's capability (internals, PCM reflash, or some combination thereof), then we will address offering an auto-compatible turbosystem. We want to do it just as much as you folks want to see it, but we just cannot, in good conscience, provide a product that causes expensive driveline failure.
Where do you come up with the fact that the auto would be less reliable? I always thought that the auto tranny was supposed to handle more Hp and Tq? Maybe I'm just miss understanding what your saying.
Jason
Boosted by Thurs. (auto)
USACi =>146.9db
14.88 @ 90.73MPH =>GM Charger, Motor Mounts, Catback exhaust
Glad you asked!
We've determined this the best way possible...in our own testing. It's always our goal to find out the weak points on a new turbosystem application BEFORE our potential new customers do. As a result, our R&D costs are likely the highest in our industry, for we put our prototypes through more abuse than you can imagine before we deem a turbosystem (and the car it's installed upon) worthy. We break stuff...so you don't have to! It's been an effective formula for years, as we've pioneered many vehicles that have never before been put to the power levels we've achieved. And yes, we've driven a couple of J-automatics to destruction in testing.
In this instance, the problem is complex. Based purely upon published torque ratings, the auto may look stronger than the manual in Ecotec J's. But upon close examination, several factors interfere with this simple comparison.
One is cooling...while easily remedied, heat abuse can drastically shorten an automatic's effective life, and the torque converters in these transaxles develop excessive heat when faced with such prodigious power increases. On its own, this would not be a reason to not proceed, but...
Two is part-throttle upshift characteristics. An effectively designed turbosystem can develop gigantic torque increases at part throttle. The programming of the transmission is designed to provide mellow, smooth upshifts at part throttle. This programming leads to destructive clutch-pack slippage when turbocharged. Once this starts, it's the beginning of the end of the trans, as the clutch discs then become heat-glazed, and also shed terribly abrasive materials into the trans fluid that then affect every other moving part of the unit. A trans that has been slipping like this for a while will be junk inside...every single component will be scored and damaged.
Three is the tendency to try and stall-torque (brake torque) the trans to achieve effective launches. It's one of the irresistible aspects of owning a turbo automatic...and we've had input shafts shear in half from it! As if this catastrophic failure wasn't bad enough, even if the shaft does not break, the heat buildup from the torque converter is immense during this process (see item one above).
Meanwhile, we've proven that the Getrag F23 manual trans can take significant abuse without failure. Our own Sunfire has 90 11- and 12-second passes on one, and we've heard of no problems in the field with this manual transaxle.
I won't go as far as to say you won't find successful applications of turbocharging to the J-auto trans. But, as we base our product offerings on worst-case scenarios, these isolated cases just aren't sufficient to make us ignore our own findings. We do err on the side of safety...and this conservative approach has worked very well for us.
Bill Hahn Jr.
Hahn RaceCraft
World's Quickest and Fastest Street J-Bodies
Turbocharging GM FWD's since 1988
www.turbosystem.com
One aspect I didn't cover...our testing has revolved around the torquey 2.4 LD9 and 2.2L Ecotec engines.
The lower torque and HP rating of the OHV 2.2 LN2 means the auto trans has a much better chance of acceptable durability when turbocharging this engine.
Bill Hahn Jr.
Hahn RaceCraft
World's Quickest and Fastest Street J-Bodies
Turbocharging GM FWD's since 1988
www.turbosystem.com
