Pistons, cams, and a gt28

[Bestdayever]

Okay, so I'm gonna snag some DR pistons.
Another question just popped up. I know the motor is an SS motor. what about the flywheel and everything after that.
Would an aftermarket SS clutch bolt right up?
cause i think it's dumb Spec wants 1k+ for it and they have it for like 600 for the cobalt without the flywheel.


and, currently I'm running the stock bpv. I have a block off plate, but when i tried to put it on, my ssqv wouldnt open unless it was under 15psi.
does the synchronic bov really work better? and how the heck does that work.

[pacotaco]

Originally Posted by Bestdayever

Okay, so I'm gonna snag some DR pistons.
Another question just popped up. I know the motor is an SS motor. what about the flywheel and everything after that.
Would an aftermarket SS clutch bolt right up?
cause i think it's dumb Spec wants 1k+ for it and they have it for like 600 for the cobalt without the flywheel.


and, currently I'm running the stock bpv. I have a block off plate, but when i tried to put it on, my ssqv wouldnt open unless it was under 15psi.
does the synchronic bov really work better? and how the heck does that work.

did you try adjusting the bov, im pretty sure if you adjust the screw on the back it will allow it to open sooner or later. my syncronic works great, the only issue i have is that it does open a bit delayed under low boost i think thats only because of electric bypass noid.

[rb88]

It's not that you need 80lbs, Paco can correct me but I think his point was it's safer to have some leeway in them. Like I stated above the math says that a 60lb injector is running at 100% at a tune that makes 402bhp on an I4. 100% is bad because injectors get dirty. So if your injector gets dirty and you start running lean you're gonna go boom and your friends are gonna be like dude what happened while you sit there palming your forehead. If they're affordable it's always wise to have an injector stay below 80" capacity. This will give you 20% to play with. Eventually you would need a new fuel pump as your power demands increase but so far seems like saab's is well enough. Good thing about a turbo application is that you can actually clean injectors by using high test gasoline.. but they'll still be dirty eventually.

[20Tsaabsteve]

Cams really wouldn't be a bad idea. The one downside is that you would have to have someone who knows these computers fly out and tune you. Or I found on here that there is a program to tune the T8's (trionic 8 suite) so if you found a tuner who can use it then you would be set. I have the factory cam specs if you would like to know what they are. I also have the factory LSJ cam specs if interested.

As far as pistons go, these are pricey but I would recommend them:
http://shop.zzperformance.com/store/...r-LSJ-LE5.aspx

For the turbo manifold, you can run zzp's:
http://shop.zzperformance.com/store/...-Manifold.aspx

It is cheap. And you can also use the bullseye s256 turbo they have in one of their kits for the LSJ as it bolts on to that manifold, so I would assume that if it clears the firewall in the cobalts, it should be fine in the saab. It also has a flange for your aftermarket wastegate, just hook up a dump pipe to the wastegate and done. You could also get the turbo kit they have for the LSJ's, although I am not sure if the charge piping would fit 100%.

As far as clutches go (don't quote me on this) but everything that I have researched shows the B207 block and the LSJ block to be the same. The heads are also the same, minus the cams. They also use the same crank. So I imagine that a clutch for a cobalt ss would bolt up (5-speeds, I am not sure on the 6-speeds). I am sure you could get a Cobalt flywheel just to be safe, that way you know it should bolt up.

Here is a very affordable clutch for the 5-speeds:
http://shop.zzperformance.com/store/...-Clutches.aspx

I might check tomorrow or sometime this week to see what the differences are between the 5-speed and the 6-speed as far as clutches are concerned (I am a GM tech, so I can check the parts catalog and possibly check to see if there are spline differences).

Another thing that I will research in my spare time is the differences in the ECM's. If the Cobalt ECU would work in the Saab after rewiring then that would open up a ton of possibilities for Saab owners as you can tune with HPTuners, which is an extremely popular software. The hard part would be to make sure the Cobalt ECU would be able to communicate to the rest of the car.

Has anyone switched to a blow-thru MAF setup? (i.e. MAF in cold pipe) This could be done (would also need to be tuned) and could also open up an array of possibilities.

I will see where my research brings me. Sorry for the OT .