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Discussion Starter #1
Any ideas on how to get more power out of the 2.0L DI turbo engine than the rated 260HP? :cool:

Reports of the early test Solstice GXP with this engine said it was producing 325HP and that it was cut back to 260HP for production. :confused:
 

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Sky_Flyer said:
Any ideas on how to get more power out of the 2.0L DI turbo engine than the rated 260HP? :cool:

Reports of the early test Solstice GXP with this engine said it was producing 325HP and that it was cut back to 260HP for production. :confused:
I would say it was all done with computer programming , if that is true about the 325 HP... unless you are going racing you will have plenty of power to get into any trouble you may want to get into... "Not recommended for street use" LOL
 

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Three HUNDRED and Twenty Five Horse POWER:drool:
 

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Sky_Flyer said:
Any ideas on how to get more power out of the 2.0L DI turbo engine than the rated 260HP? :cool:

Reports of the early test Solstice GXP with this engine said it was producing 325HP and that it was cut back to 260HP for production. :confused:
Early reports were not 325HP. The "Weekend Racer" concept at SEMA had 325HP but that was not the DI engine. The only way you're going to get more HP out of the DI Ecotec engine is with more boost and/or better flow. Intake and exhaust mods can really help a turbo car if it's choked. The problem about adding more boost is that you'll need bigger injectors and more fuel pressure at the very least. Considering the turbo is fairly small and putting out 20psi already, the stock turbo may be at the limit of its efficiency.
 

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Discussion Starter #5
Mallard said:
The "Weekend Racer" concept at SEMA had 325HP but that was not the DI engine.
I did some searching to refresh my memory and you are definitely right that the prototype vehicle with 325HP is the "Weekend Racer" and not a GXP prototype as I thought. However I am still not convinced about the engine. The specs listed for the Weekend Racer powerplant say 2.0L turbo charged four cylinder. It does not say whether this engine is Direct Injection (DI) or not. Seems like if it was 2.0L that it would be the DI engine.

http://www.fast-autos.net/pontiac/pontiacsolsticewcr.html

http://www.motortrend.com/autoshows/coverage/112_05sema_autoshow/index10.html#1

Does anybody know for sure?? :confused:
 

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Sky_Flyer said:
I did some searching to refresh my memory and you are definitely right that the prototype vehicle with 325HP is the "Weekend Racer" and not a GXP prototype as I thought. However I am still not convinced about the engine. The specs listed for the Weekend Racer powerplant say 2.0L turbo charged four cylinder. It does not say whether this engine is Direct Injection (DI) or not. Seems like if it was 2.0L that it would be the DI engine.

http://www.fast-autos.net/pontiac/pontiacsolsticewcr.html

http://www.motortrend.com/autoshows/coverage/112_05sema_autoshow/index10.html#1

Does anybody know for sure?? :confused:
Look at the pics of the engine. The intake manifold looks to be from the regular ecotec (non-DI). The intake pipe enters the manifold from the top, whereas the GXP engine has the intake pipe enter from the bottom side.
 

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Discussion Starter #7
Mallard said:
Look at the pics of the engine... QUOTE]

Mallard, where are these pics? All of the web searches I have done only come up with exterior pics of the car and a writeup, no pictures of engine or interior. :confused:

Please post a link. Thanks! :D
 

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I'd be willing to bet that the weekend racer is a none too subtle hint by GM of what we might be able to expect from them once they start releasing staged performance kits. If GM is making them for the Coblat SS Supercharged there is no reason that we should think that they will do any less for the turbo 2.0.
 

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Discussion Starter #11
Interesting pictures, thanks for posting them. I see what you mean about the intake, this still leaves me with more questions than answers though... :eek:

Several souces reporting on the SEMA show list the engine as a 2.0 liter, which makes sense because apparently a square bore engine (bore=stroke) is better for turbo charging. So is this the port injection engine with a smaller bore, or the DI engine with a different air intake that aligned better with the intercooler that they chose to use? :confused:

Another question is if this is a port injection 2.0L engine that is making 325HP, than could the DI 2.0L make more than 325HP with tuning and/or turbo mods?

I also wonder if pump gas is still being used to get to this power level?
 

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I'm 90 % sure the 2.0 in the Weekend Racer was a GEN I not GEN II block, meaning it was not DI. Also IF the 325hp rating was on pump gas it was probably 93, but since the name is weekend racer, it might have been tuned on race fuel of 100+ octane.

GM donesn't make cars that are maxed out from the factory, running anything at 90% all the time would cause it to fail, the turbo & fuel system w CAI, exhaust and tuning could probably hit 280-300hp w/o any major problems.... after that you will probably have to add more feul, better IC, and more tuning to hit 325, maybe even a larger / rebuilt turbo. We won't know until the cars come ou though.
 

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Sky_Flyer said:
Interesting pictures, thanks for posting them. I see what you mean about the intake, this still leaves me with more questions than answers though... :eek:

Several souces reporting on the SEMA show list the engine as a 2.0 liter, which makes sense because apparently a square bore engine (bore=stroke) is better for turbo charging. So is this the port injection engine with a smaller bore, or the DI engine with a different air intake that aligned better with the intercooler that they chose to use? :confused:

Another question is if this is a port injection 2.0L engine that is making 325HP, than could the DI 2.0L make more than 325HP with tuning and/or turbo mods?

I also wonder if pump gas is still being used to get to this power level?
The Cobalt SS/Ion Redline and the Saab 9-3 engine are all 2.0L and square bore/stroke. They could have taken the short block from a number of places and remained port injection. Sadly all that aluminum covers the engine and turbo or else there would be more evidence. The best bet would be to look for more pics of the intake manifolds on the cars I just listed.

A square engine is not better necessarily for a turbo, but it is good for a high revving engine.
 

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According to members at the Solstice forum that were at the show the engine in the weekend racer is some sort of SAAB engine apparently.

Now the current Turbocharged SIDI 2.0L VVT ECOTEC making 260HP is the production level trim. This means an engine that has meet QA/longevity and emmisions requirments. I can easily see future revisions gaining more power as they refine the tuning to get more power while using the existing hardware.

Simple upgrades to the current engine could be a reflash to the ECU with larger fuel injectors. Simple upgrades like that could be a Stage upgrade like GM offers for the LSJ engine now and MOPAR offers for the SRT-4.
 

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With minor mods the DI Turbo should be able to hit 300. With some more work 350, if you want to replace the internals and do some serious modding I can see 400 HP. I'll be happy with minor mods to get me to 300 HP. A 300 HP RWD 2 Seater. Talk about a death trap.... I LOVE IT!:lol:
 

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PCM tuning and a boost controller. That's the basics really. That should be enough to make 300+HP. That is of course dependent on the stock injectors and turbo. I don't see any need to change the internals at all, besides maybe camshafts and valvetrain components to run higher RPMs safely. Other mods should include detonation ruducers, such as better exhaust and intakes.

Too much horsepower doesn't kill engines, detonation does from lean conditions, however caused. It's all in the tuning.

I think that once the aftermarket for the 2.0L turbo/supercharged Ecotech really gets going you guys are going to have it easy.
 

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Discussion Starter #18
From the GM SPORT COMPACT Performance Build Book:

http://www.gm.com/company/gmtunersource/html/race_shop_build_book.htm

**************************************************
The ECOTEC engine is the perfect starting point for performance enthusiasts. Power levels of up to 400 HP can be achieved with the installation of connecting rods and pistons, a new head gasket and head bolts, adjustable cam gears, and a tubo kit or nitrous oxide system. No modifications to the cylinder head, block, main girdle, or crankshaft are required.
**************************************************
:driving: :drool: :driving: :drool: :driving: :drool: :driving: :drool:


This build book is for the Gen I ECOTECH in the cobalt. The DI engine has VVT so it probably wouldn't need the adjustable cam gears and I seem to recall that forged rods and pistons are used in this engine as well. Maybe the DI engine would be good for 400 HP just with more boost!? :thumbs:

I wonder if the stock turbo is physically limited to 20 psi, or if the waste gate is setting the limit?

Also wonder if the waste gate is electronically controlled by the computer or by a spring?
 

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The easiest way to get to 300 HP on this engine is a larger turbo back exhust, larger intake system, and more agressive caming (with a PCM flash). Basically the only thing that would take "Work" is the exahust system, the rest of it could be done by joe blow with a wrench and socket set (yes I have completly taken apart and rebuilt an engine with a wrench and socket set and maybe a few tricks....:D )
 
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