Engine | LNF | LSJ | LE5 | LE5 | LE5 | LAP | LAP | L61 | L61 | L61 | |
Aka | Z22SE | ||||||||||
E85 Version | LE8 | ||||||||||
Generation | 2 | 1 | 2 | 1 | 1 | ||||||
Aspiration | Turbo | Supercharged Eaton M62 | Natural | Natural | Natural | Natural | Natural | Natural | Natural | Natural | |
Displacement cc | 1998 | 1998 | 2384 | 2384 | 2384 | 2198 | 2198 | 2198 | |||
Bore mm | 86 | 86 | 88 | 88 | 88 | 86 | 86 | 86 | 86 | ||
Stroke mm | 86 | 86 | 98 | 98 | 98 | 94.6 | 94.6 | 94.6 | 94.6 | ||
Compression ratio | 9.2:1 | 9.5:1 | 10.4:1 | 10.4:1 | 10.4:1 | 10:1 | 10:1 | 10:1 | 10:1 | ||
weight kg | 139 | ||||||||||
block cast | foam cast | lost-foam process | lost-foam cast | ||||||||
Year(s) | 2008 – 2010 | 2005 – 2007 | 2006 – 2007 | 2008 | 2006 – 2008 | 2009 – 2010 | 2009 | 2007 - 2008 | 2005 – 2006 | 2005 – 2006 | |
Model | Chevrolet Cobalt SS Turbo | Chevrolet Cobalt SS Supercharged and Saturn Ion Red Line | Chevrolet Cobalt SS | Chevrolet Cobalt Sport | Pontiac G5/Pursuit | Chevrolet Cobalt | Pontiac G5 | Chevrolet Cobalt | Chevrolet Cobalt | Pontiac Pursuit/G5 | |
Power | hp | 260 | 205 | 173 | 171 | 171 | 155 | 155 | 148 | 145 | 145 |
Power | kW | 194 | 153 | 129 | 128 | 128 | 116 | 116 | 110 | 108 | 108 |
Power | rpm | 5300 | 5600 | 6200 | 6200 | 5800 | 6100 | 6100 | 5600 | 5600 | 5600 |
Torque | ft lb | 260 | 200 | 163 | 167 | 167 | 150 | 150 | 152 | 155 | 155 |
Torque | Nm | 353 | 271 | 221 | 226 | 226 | 203 | 203 | 205 | 210 | 210 |
Torque | rpm | 2500-5250 | 4400 | 4800 | 4800 | 4500 | 4900 | 4900 | 4200 | 4000 | 4000 |
Redline | rpm | 6300 | |||||||||
Boost | psi | 20 | |||||||||
bar | 1.4 | ||||||||||
Piston cooling jets | Yes | ||||||||||
Pistons | Up to 250hp standard | ||||||||||
Forged rods | Yes | Yes | GKN Forged | GKN Forged | GKN Forged | Up to 250hp standard | |||||
Injection | Direct | SFI | SFI | SFI | |||||||
Injectors | 32lbs/hr until 2006 42lbs/hr 2007 | ||||||||||
VVT | Yes | Yes | Yes | Yes | Yes | Yes | |||||
Gearbox | F35 | F35 | F35 | F35 | |||||||
OEM Stage kit available | 1 | supercharger and inlet manifold from LSJ and ECU Software update | |||||||||
Power | hp | 290 | |||||||||
Power | kW | 216 | |||||||||
Power | rpm | ||||||||||
Torque | ft lb | 340 | |||||||||
Torque | Nm | 460 | |||||||||
Torque | rpm | ||||||||||
ECU | E69 | P12 | E67 | E37 | E37 | E37 | E16A | E16A | |||
O2 Sensor | Wideband | Narrowband | Narrowband | Narrowband | Narrowband | Narrowband | Narrowband | Narrowband | Narrowband | Narrowband |
Have I missed where you have said what you are intending the car for? Or some idea of what your driving experience/skill is? These cars will hurt you quick when you make big horsepower without the ability to handle it.I wonder if an LE5 before 2007 ( I guess in 2007 they changed and put in weaker internals ) would not be the ultimate best engine if you want to go higher Hp. You have 2.4L displacement, fit a turbo on that and the F23 ? Opinions?
The initial supercharger install was fairly simple and problem free. After I upgraded it and pulleyed down the belt gave me trouble. I went mega overkill and swapped to an LSJ 6 rib double sided belt system. Its been rock solid, but so was the single sided belt before I messed with it.Well, it's such a difficult decision. Almost everything on the LNF is better. ECU, Wideband, Internals, Reachable HP,... Finding a good donor with LNF in South Florida, could take a while... When I talk to people, they say: In a Goblin you will be happier with a Supercharger, since the power is there instantly. I guess that's not wrong....
I had the compression tested on my engine yesterday, all cylinders are good.
When I read @jirwin build log, it seems like adding the SC is not as easy if you do not have any parts left over from the donor.
decisions, decisions, decisions.
All I can say, the 155HP Goblin is OK to drive, but it's not mind blowing. I would not even race against my daily driver. However, the fun factor is there. I just miss the real push the Goblin should bring. My driving is barley over 75mph, mostly up to 4th gear and never under 2200 rpm, to keep it half way enjoyable. Keeping the Goblin in drift when shifting from 1st to 2nd is a hand full! More power would for sure make that easier.
Another reason why I never go under 2200rpm is the vibration. I can't believe that people eliminate balancing shafts in the engine. How bad is that?
The larger turbos may not build boost right away but the K04 has no lag whatsoever and provides instant power."When I talk to people, they say: In a Goblin you will be happier with a Supercharger, since the power is there instantly. I guess that's not wrong.... ".
Actually, check your table in post #67. The SC full torque (205 ft.lb. stock) peaks at 4400 RPM after ramping up to that point. The TC full torque (260 ft.lb. stock) starts at 2500 RPM and is pretty much flat up to 5000 RPM - and is 200 ft.lb. at 2100 RPM or same as a SC peak torque at 1/2 the RPM.
Upgrades to the SC and TC will obviously affect the torque and HP curves and affect when the torque comes on with any particular engine build.