I don’t really know what i’m talking about, but can’t think many good reasons to build a NA Ecotec other than a racing rule that bans forced induction. Even then, it seems just starting with a good LNF and removing the turbo would be more economical than a bottom-up build, which you need for 2.4 or you’ll just break it.

Probably not enough good used LNFs to go around though.

 

He has a new LE9 2.4 short block and a new 2.0 LNF head, so he wants to try it out, see if it works, then add the M62 or the KO4 set up

 

Typically, boosted engines have a lower static compression ratio to accommodate the turbo or supercharger.

I think the 2.2 and 2.4 have a compression ratio of 10.0:1, while the LNF has 9.2:1.

Removing the turbo on an LNF results in less power than the 2.4 since the compression ratio is lower.

Steve

 

I agree, a 2.4 block with a DI 2.0 head won’t do much for power maybe better fuel mileage. John just wants to see what he can see on the dyno.

 

Yeah, but direct injection has kinda been gradually breaking that rule, at least to a degree, right? Can’t get preignition if the fuel ain’t there yet. I don’t think higher CR is going to get you more horsepower in a turbo motor as much as it’ll get you better efficiency at low power.

But I can see your point. What would be the easiest way to increase the CR on an LNF? Wonder what happens when you put a Gen II L61 (2.2L) head on an LNF short block? Wonder where you’d go to find the volume of that head and LNF piston dome volume?

 

A measurement of fluid in the cavity, how many cc’s of water to fill it level.