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Old 02-12-2017, 11:22 AM   #21
Razzles
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2002 L-Series 2.2L Sedan
2000 L-Series 3.0L Sedan
Happy Re: Twim charged l200

The '04 Ion 2.0L engine was the first for factory turbocharging. Specs state 9.5 compression ratio.[/QUOTE]

I didn't know that, I thought the 04 2.0 was supercharged (LSJ) and we didn't get 2.0 turbo until 07(?)/08 in the LNF with the sky/solstice and maybe cobalt..? Or hhr lol.

Either way, I chose a L61 (our 2.2L). I confirmed it does have 10:1, as it does not have our stock 9.5:1 dished pistons. These ones are flat top.

I purchased ARP head studs and a cometic gasket with a thickness of .051" over the stock .040".
With ARP head stud 231-4701 the kit only includes the 10 main 7/16 headstuds for the block. There are 14 bolts total to hold the head down. The last 4 smaller diameter "front" bolts/ studs do not come with the ARP kit. As a workaround I am purchasing extra stock front head bolts, as they are recommended to replace (tty). I assume the front ones are more to maintain the seal than actual clamping force as they aren't over the combustion chamber or water jacket area.

So I'm back on the road next week for the second time this year. Tuning software is on order now, so it should be here in a few weeks. Hoping to get up to 200hp before boosting and not break my transmission or anything else for right now. I'll stop there until I get either a spare engine, or rods/pistons.
This was a junkyard engine, I've done timing and gaskets so far. It's been running great otherwise.

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Old 02-13-2017, 12:08 PM   #22
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2001 L-Series 3.0L Wagon
Default Re: Twim charged l200

The 4T-40E is only good up to about 190 ft lbs before you start blowing parts out the side. Recommend you do some upgrades there too.

...
Jerry N

"Politics is the art of looking for trouble, finding it, misdiagnosing it and then misapplying the wrong remedies."

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Old 02-22-2017, 11:03 PM   #23
Razzles
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2002 L-Series 2.2L Sedan
2000 L-Series 3.0L Sedan
Default Re: Twim charged l200

There's a aftermarket shift kit I'm looking at. Supposedly I'm able to modify the shift pressure when I get my tuning, that may help. So far it hasn't shown any signs of slipping or struggling, aside from traction control kicking in a lot. Right now a new used transmission is $150 with a one year warranty... so... I'm kind of taking my chances on this one. I'm right at 200lb-ft of torque, I think as long as I don't push it too hard for awhile I'll be alright a bit longer.
I just put the new head gasket on. Forgot to put sealant on the head studs so I need to do that. I should be running tomorrow as long as it doesn't rain. I have to open the side cover up for timing, and that's the only thing I can't do in the rain.

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Old 04-23-2017, 03:23 PM   #24
Razzles
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2000 L-Series 3.0L Sedan
Default Re: Twim charged l200

So the car has been running for a while now.
I made one mistake with the new gasket. The old one was actually .027" thick, I replaced it with .050" thick... raising my head a mil or two. It made my timing so tight on install t scared me, once I cranked it over a few times though the tensioner adjusted.
Because of the gasket thickness quench distance has been effected negatively. Ideal is .040" or so. I already surpassed that with the .050" gasket, not mentioning how deep the pistons are in the hole. Without measurements, I would estimate .010" in the hole seeing as the previous gasket for the 10:1 was .027" thick, and 9.5:1 was .040" thick. If that is the case, I would assume the 9.5:1 sits actually nearly level with the block deck. From what I can remember by looking at both engines, this is correct or close (ay id only be off by .0xx" lmao)

This is only based off the theory that GM also engineered this engine for that ideal .040" quench.

so, essentially I am getting a "slow burn" and I got misfires for the first short while.
I had to adjust the screw on my throttle body (I adjusted it like a carb) in order to put my PCM into the range that it can 'relearn my idle'. It runs great now, aside from a lobey sounding idle, but at least no misfires. 850ish rpm idle, it does fluctuate by about 40rpm when I get small misses.
My idle load is somewhere like 48%. In gear with 2% throttle I'm at 36% lol. So idle still isn't quite right, but I just ordered Hptuners so I can get injectors, wideband o2, EGT gauge and then put the blower on. As soon as I am boosted this problem should correct itself.
Right now the motor pulls really hard at 4K+. I have almost all my torque by 2.5-3k. Something is limiting my HP, I beleive it's the injectors- or I need an actually good tune. It wants to go, but there is a slight hesistation or it's not giving it all it's got.

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Old 04-26-2017, 12:45 PM   #25
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2003 L-Series 2.2L Sedan
1996 SC1
Default Re: Twim charged l200

hey just now caught wind of this^
Are you running the L200 PCM ?
Hp tuners only covers so much support for Editable tables on the p11 pcm... it is an absolutely terrific scanning software however
You should be able to override the o2 sensor & ECT data that would otherwise cause it to lean out if you are adding upgrades. I'm not sure about PE and VE tables as I did not get that far and sold most turbo related, including wideband 🙁. I could probably upload some images if u like( hp tuners engine calibration screenshots)
I took a reading a while back with stock injectors and stock upstream o2 alongside headers, comp Cams, and 2.4 intake with slightly larger tb... and it definitely needed to be tuned warmed up.

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Old 04-26-2017, 12:48 PM   #26
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Default Re: Twim charged l200

Hey speaking of off topic,
Razzles you wouldn't by any chance have stock camshafts for Saturn l200 that I could purchase??

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Old 04-26-2017, 02:18 PM   #27
Razzles
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2002 L-Series 2.2L Sedan
2000 L-Series 3.0L Sedan
Default Re: Twim charged l200

Depends, do you want power steering?
I have the cam from the Ion when I pulled the engine. It's one of the electric/magnetic power steering ones though, ie it doesn't have our hex fitting to drive our power steering pump. It's got around 120k and I don't remember what it looks like. Probably just needs to be cleaned up a little. I'd sell it cheap, but like I said no hex fitting for PS.
Yes I am using the L200 PCM. Any challenges I might face? I get it Friday so any heads up will save me a little confusion down the road. I got Hp tuners because of the mass array of vehicles I can service with it. I'm excited.
My car isn't leaning out too bad yet I don't think. It runs good timing up top. But that idle is lean, and I do see it pull timing. I will order a EGT, and wideband this week. Have bungs ready to install too.
So, when I get HP tuners I will do a stock tune and see where it gets me. Will do some trans shift point stuff too, if I can.

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Old 10-25-2017, 08:42 PM   #28
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2000 L-Series 3.0L Sedan
Default Re: Twim charged l200

So alright, still going on with the project.
I have nearly everything installed except the blower, injectors, and my wideband. Iíve added a 06 L61 manifold, it has longer runners. As well as a 58mm throttle body. A much cleaner Ďstyleí, doesnít have all the junk on the backside of it- plugs into the manifold instead.
I have been playing with my tuning software quite a bit. Mainly shiftpoints and a little bit of timing. Just got a full exhaust from a shop, running a catcon now. A clean 2.5Ē all the way through with a mangaflow muffler. Only $750 with two weld in bungs for the wideband and an exhaust temperature gauge. My wideband just came today, so I will be able to touch VE tables and do some real tuning. So far so good, most of my questions have been answered and I do not see anything preventing success.

In the coming weeks Iím going to get familiar with my wideband, order the injectors and swap a 2.4 manifold on, then tune that. If there are no problems, the blower will go on just in time for Christmas. Maybe a cam too.

I believe I am at the 170hp mark or around there. The car most definitely moves quick. I believe I have around 200lb-ft of torque. We ran a dyno simulator through the OB2 using 1/4 mile times. So, give or take a little. I have no problem breaking the wide tires and the 0-60 is down from 12.9 (recorded stock @160k miles) vs 9.1 ( @196k miles).

The best upgrades I have done so far have been my exhaust, intake and tires.
The throttle body and manifold gave my car incredible throttle response, however I still need to pull some fuel because it bogs down by running rich.
The tires are 17Ēx7.7Ē from the 06 ion I believe. When I first drove the car too hard through corners I had understeer issues like no other. There was no going hard through corners. My new tires/ rims hold on the the curves for dear life. I would however recommend a smaller tire for fuel economy (these ones lose me about 3-4mph), maybe 16ís from a Saab which has a wide selection of cool rims. The stock exhaust manifold and entire system stink. 2.5Ē has not cost me ANY low end at all. My torque curve peaks lower and stays high. I am running a long tube header, I believe equal length. This was the most derestricting upgrade. The stock cat and exhaust are simply too small.

And I still get 24mpg city, while running noticeably rich, with big tires.
Iím going to continue devoting a lot of time and effort into this project, I started this thread when I actually got serious about it. For a record. Itís been a thought of mine for a little longer than this.
I will add pics of the car and engine as well as some more stats this weekend.

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Old 07-15-2019, 12:47 PM   #29
Razzles
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2002 L-Series 2.2L Sedan
2000 L-Series 3.0L Sedan
Default Re: Twim charged l200

The car is supercharged now. I have got up to a max of 12psi at 80% throttle by 4k rpm. I am still in the process of tuning high RPM. The blower makes boost by 2k rpms. I dropped my rev limit to 5500 since my blower is stage 3 (2.7" pulley vs stock 3.1") and I don't want to over-rev it.

A few notes about supercharger fitment;

1. Hood does not close. I will cut a hole in it. It's due to the throttle body sensors. The new hood scoop will be approx 8" up from front edge of hood and 15" in from each side. A hole is only needed on driver's side.

2. Had to get multiple throttle body (tb) adapters. LE5->LSJ and LSJ spacer. I am running a LE5 drive by cable tb.

3. LE5 tb requires TPS rewire AND IAC extension.

4. Far placement of TB requires a new throttle cable.

5. I relocated the battery to the trunk. It can be done without but would be a tight fit. The supercharged air intake faces the battery.

6. I did NOT upgrade my MAP to a 2bar because our fueling is TPS vs RPM based. I modified the injector pulse width to open the injectors 15% longer when I hit boost as a safety margin. As soon as I get an adjustable FPR with boost reference I expect this not to be an issue.
With the 2bar or 2.5bar you lose idle resolution- but gain spark control in boost. The 25 bar TMAP sensor also provides IAT's from within the manifold- this is extraordinarily helpful for accurate air temp readings. I may switch later, it was just too hard to tune from stock to stage 3 with new injectors, manifold, AND MAP. Once I have the VE tables dialed in I can much more easily tune the new MAP sensor.

7. I bought a front mount heat exchanger from ZZP. It works great, but I also had to cut the middle section out of my front bumper (exposed intercooler style).

8. To install the wideband gauge you need a switched power source AND a fuse. I just tapped the radio fuse, the only issue I have is a shutoff and restart of the gauge when I key on. I will eventually wire that to its own hot 12v power source.
Some people us the A/C, and this is a great one to use. I did not, even though I don't use the A/C. I intend on adding some other gadgets so I made a separate fuse box and buss-bar with the intention of hooking up a 12v hot from battery to it. The 12v hot has not been hooked up but the other circuitry is complete.

9. Belt size. I am not sure what size belt I actually went with, I think the ZZP 705 belt. It's a 5 rib. The LSJ uses a 6 rib with ribs on each side.
I ran my 5 rib and it's fine.. I may have had to create ribs on the opposite side... and that stunk at first but it seems to be solid and no signs of tearing. I just let it run at idle until it made sufficient grooves. Some other suggestions I read about were using the 6 rib pulley and cutting a rib off.

Tuning is sort of hard for our cars, but not impossible. I am a complete novice when it come to tuning. This is my first car I've tuned. Be patient AND creative. Read lots and lots. Dialing in the injector constant was my biggest issue. It just demands so little fuel at idle and SO MUCH when you get into boost. The VE tables are fairly steep, but smooth.

Now that the blower is on I am going to fab up the turbo manifold and run it without a turbo until I have forged internals.
My long tube header is too big (now?) and sits on the power steering rack and caused a leak. Could also be due to worn engine mounts and a busted tranny mount. Not sure there. It was fine for the first 2 years.

__________________________________________________ ___________
Mods:
Eaton Roots M62 blower
ZZP intake phenolic spacer
ZZP M62 spacer plate
AEM high flow fuel pump
ZZP LE5 throttle body adapter plate
LSJ 2.5 bar TMAP sensor (uninstalled)
AEM Wideband
AEM boost gauge
LSJ intercooler pump + bracket
LSJ alternator backet
LSJ alternator
ZZP adjustable tensioner
LSJ tensioner (static- replaces our stock belt tensioner [below engine mount])
42lb Lucas injectors
ZZP serpentine belt size 705 (I think- I tried a few.)
NGK LTR7IX-11-4 spark plugs
ZZP S3 heat exchanger

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Old 08-09-2019, 08:27 PM   #30
hacadacalopolis
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2003 L-Series 2.2L Sedan
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Default Re: Twim charged l200

Itís been quite a bit since I got back on here, but you caught my eye after I broke off....and I got to say Iím interested in your last post.
Have you uploaded anything on the web? Starts??, any street testing 😁?


I had a difficult time setting up the scanner (HPTUNERS) with Histogram monitoring on the l I tried to build. It is now almost stock btw. but I think I setup a trash- average VE & PE tune, honestly idfk...
It runs, drives, accelerates hard! Could def be better tho

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