2.2l Ecotec??
01-22-2006, 12:01 AM
#1
registered user
Thread Starter
iTrader: (1)
Join Date: Aug 2005
Location: Hopkinsville, KY
Posts: 314
Likes: 0
Received 0 Likes
on
0 Posts
2.2l Ecotec?? Anyone know where I can find out how much a stock ecotec can take till it goes boom? I have been looking at the Cobalt boards but no one seems to know. The stock 2.4L SS have been making over 300 to the wheels with no probs.
Wife is getting a HHR instead of a SUV. Figure I need around 300whp to make it into the hi 13s. That would be a huge No2 shot, or a complex 2 stage (Robert???). Should be a fun lil project after the GTO is in the 12s.
Wife is getting a HHR instead of a SUV. Figure I need around 300whp to make it into the hi 13s. That would be a huge No2 shot, or a complex 2 stage (Robert???). Should be a fun lil project after the GTO is in the 12s.
01-23-2006, 08:11 AM
#4
TECH Regular
iTrader: (3)
Join Date: Sep 2004
Location: Vancouver, Washington
Posts: 433
Likes: 0
Received 0 Likes
on
0 Posts
I was pretty sure that the Cobalt SS is a supercharged 2.2L and the regular Cobalt is a 2.4L. I had an 04 Cavy with the 2.4L Ecotec and it was wonderful. Sorry I can't help answer your question of how much power can it take, but I think you may have swapped the numbers.
01-23-2006, 09:19 AM
#5
Staging Lane
iTrader: (1)
Join Date: Jul 2005
Location: Federal Way, Wa
Posts: 81
Likes: 0
Received 0 Likes
on
0 Posts
Originally Posted by Rockin C Racing
I was pretty sure that the Cobalt SS is a supercharged 2.2L and the regular Cobalt is a 2.4L. I had an 04 Cavy with the 2.4L Ecotec and it was wonderful. Sorry I can't help answer your question of how much power can it take, but I think you may have swapped the numbers.
02-03-2006, 03:07 AM
#7
Teching In
Join Date: Nov 2003
Location: Marysville Washington
Posts: 7
Likes: 0
Received 0 Likes
on
0 Posts
In the March 2002 issue of Turbo magazine there is a good article on the development process for the Ecotec when GM decided to go racing with the NOPI "tuner" guys and at Bonneville.
To answer your question (and then some) a stock motor on nitrous put out 283 hp (and then all the connecting rods broke).
With Crower rods and JE pistons (stock 10:1 compression) it made 370 hp. With the exhaust ports maxed -and a generally unhappy motor -on went a turbo.
Even though they put a destroked Crower crank in before going to the turbo (and setting displacement at 2.0 liters like the SS), they figured the stock crank is good for 500 hp.
With the turbo they hit 450 hp (and blew the gasket due to flexing of the head casting). In went studs (with 2 extra at each end of the head), to make 500 hp. The stock ignition was maxed out there so they converted to a distributor and hit 600 hp. At that point the head gaskets were leaking again so they O-ringed the block and put in a copper gasket. They also saw the wrist pins were flexing and the rings were no longer sealing properly. With thicker wall pins and Total seal rings they hit a reliable 650 hp (19 lbs of boost).
They put the screws to it and saw 700 hp, but ran into a whole bunch more problems, (piston scuffing, ring seal gone again, and rod bearing failures).
After addressing all that the final numbers listed in the article were 747 hp @ 8400 rpm with 24 lbs boost (on the stock block with just a Crower main girdle no less).
Probably just a bit more info than you were looking for(!), but I thought the story was interesting enough to warrant more than a single line reply...
To answer your question (and then some) a stock motor on nitrous put out 283 hp (and then all the connecting rods broke).
With Crower rods and JE pistons (stock 10:1 compression) it made 370 hp. With the exhaust ports maxed -and a generally unhappy motor -on went a turbo.
Even though they put a destroked Crower crank in before going to the turbo (and setting displacement at 2.0 liters like the SS), they figured the stock crank is good for 500 hp.
With the turbo they hit 450 hp (and blew the gasket due to flexing of the head casting). In went studs (with 2 extra at each end of the head), to make 500 hp. The stock ignition was maxed out there so they converted to a distributor and hit 600 hp. At that point the head gaskets were leaking again so they O-ringed the block and put in a copper gasket. They also saw the wrist pins were flexing and the rings were no longer sealing properly. With thicker wall pins and Total seal rings they hit a reliable 650 hp (19 lbs of boost).
They put the screws to it and saw 700 hp, but ran into a whole bunch more problems, (piston scuffing, ring seal gone again, and rod bearing failures).
After addressing all that the final numbers listed in the article were 747 hp @ 8400 rpm with 24 lbs boost (on the stock block with just a Crower main girdle no less).
Probably just a bit more info than you were looking for(!), but I thought the story was interesting enough to warrant more than a single line reply...
