Turbo Kits for the 2.4?
Thread Starter
Member
Joined: 08-23-2006
Posts: 25
From: Texas
Cool deal man. Thanks for the info. I have been in talks with them anyways since I just got a turbo kit for my Solstice. I think I may call my rep over there and see what we might have coming out for our cars!
Member
Joined: 09-25-2006
Posts: 37
From: Hendersonville, TN
No turbo kit for either motor as of yet like they said but if you really wanted to get ballsy, you could do your own custom experiment. You'd of course have to go standalone and I don't know how comfortable you are with boosting a new car.
Thread Starter
Member
Joined: 08-23-2006
Posts: 25
From: Texas
Very comfortable. I boosted my xB and Solstice within 10 grand in miles in each. Warranties are worthless now-a-days for the most part anyways. Not really wanting to mess with building up one myself anymore. Getting to old. Just wanna go out and bolt on one that has already had the R&D done on it.
Senior Member
Joined: 01-13-2006
Posts: 1,059
From: Tucson, AZ
like was said above, Hahn Racecraft has released a stage 2 kit for the 2.4 Cobalts. However, pipe fitment and intercooler placement is the only real thing you would have to modify. HPTuners has a tuning program out that will hack the 2.4 computer. Its not cheap but if you don't want to go standalone then this is the way to go. Try www.HPTuners.com and look for the info for the 2.4 cobalt. Same engine, same computer.
Senior Member
Joined: 10-14-2005
Posts: 5,359
From: SoCal
Let me just step in and say a few things about this subject. The HP Tuners kit runs $500 for the software, and you need a laptop. Although the software is available, there is no "tune" per se for the HHR (specifically) - each individual user will have to "play around" with the hundreds of various settings to acheive this. It can be a good thing, but if you are not well versed in:
Adaptive Idle RPM
Stall Savers
PID Delays
Injector Control
Fuel Cutoff
Enrichment Rate
Piston Protection
Transient Fuel
Knock Sensor Levels
Minimum Spark Advance
You have a good chance of making several incompatible settings, the results of which could ruin your HHR's driveability. Here's an example of the adjustable parameters for setting dynamic airflow for wide open throttle:
Dynamic Airflow
WOT Entry Max Airflow: If yes then set predicted airmass to ideal (maximum) cylinder airmass when entering WOT (Zone #1).
MAP/TPS Airflow Filter: This filter is used to filter the MAF airmass in response to a MAP or TPS failure. It is also used to filter the MAF airmass when the engine RPM is greater than the High RPM Disable limit.
High RPM Disable: Above this RPM use filtered MAF airmass for airmass prediction calculations.
High RPM Hysteresis: Hysteresis subtracted from High RPM Disable to re-enable dynamic airmass calculation.
Initial Zone: Zone is initialized to this value when engine is started.
WOT Zone - TPS %: Throttle position greater than or equal to this value is regarded as WOT and sets zone to #1 (WOT Zone).
Idle Zone - VSS: Vehicle speed must be below this to set Idle Zone (zone #2).
Idle Zone - TPS %: Throttle position speed must be below this to set Idle Zone (zone #2).
Zone RPM Boundaries: RPM boundaries that define different zones (horizontal boundaries).
Zone RPM Hysteresis: Hystersis applied to RPM zone transitions to prevent oscillation between zones.
Zone MAP Boundaries: MAP boundaries that define different zones (vertical boundaries).
Zone MAP Hysteresis: Hystersis applied to MAP zone transitions to prevent oscillation between zones.
Maximum Limit Factor:
Deep Decel - MAP: Below this MAP activates deep decel strategy and enables steady state.
Dynamic Air Filter: Filters the current airmass value before prediction filtering. If in steady state the current airmass value is MAF based, if in unsteady state the current airmass is VE based (using an offset based on the last calculated VE Correction Factor).
EGR Test Disable Time: Time to disable dynamic airmass calculation after an EGR test.
Cranking to Run Time: Time to transition and ramp from cranking airmass to dynamic airmass calculations.
Those are a lot of interacting parameters to adjust to properly change the dynamic airflow rate at wide open throttle.
Here's another example; the fuel system and rev limiters on the HHR are both in control of the maximum allowable rpm of the engine. (*the rev limiter shuts of at one rpm, and the fuel system has a safety shutoff at another.) So if someone decides to raise their "redline" rpm just a bit, and then runs into the fuel shutoff range, it becomes a recipe for disaster.
If it sounds complicated, that's because it is. (*And we haven't even gotten into the transmission settings yet!)
As they say on their site:
"• Hundreds of editable parameters"
You had better know what you want to modify and how that affects the rest of the Engine Management system! This type of program is best left in the hands of a professional who performs these tunes daily (like TuneTime Performance, one of our vendors), rather than an HHR owner who is "guessing" to try and tune his vehicle. Instead of enhancing performance, one might end up with a vehicle that has very poor driveability and even destroying their engine.
We have been working with manufacturers for nearly a year to bring a hand-held programmer to market. One with simple "yes/no" confirmations and a fixed set of parameters for power enrichment, rev limiting, shift firmness, etc. These programmers offer a range of safety to owners, since the parameters have lab-proven compatibility, and eliminate oddball choices. Developing these units takes time, but it's really the way to go for the do-it-yourselfer.
The HP Tuner method can net some great results, but only if performed by a knowledgeable technician who is well-versed in the parameters and their functions.
Adaptive Idle RPM
Stall Savers
PID Delays
Injector Control
Fuel Cutoff
Enrichment Rate
Piston Protection
Transient Fuel
Knock Sensor Levels
Minimum Spark Advance
You have a good chance of making several incompatible settings, the results of which could ruin your HHR's driveability. Here's an example of the adjustable parameters for setting dynamic airflow for wide open throttle:
Dynamic Airflow
WOT Entry Max Airflow: If yes then set predicted airmass to ideal (maximum) cylinder airmass when entering WOT (Zone #1).
MAP/TPS Airflow Filter: This filter is used to filter the MAF airmass in response to a MAP or TPS failure. It is also used to filter the MAF airmass when the engine RPM is greater than the High RPM Disable limit.
High RPM Disable: Above this RPM use filtered MAF airmass for airmass prediction calculations.
High RPM Hysteresis: Hysteresis subtracted from High RPM Disable to re-enable dynamic airmass calculation.
Initial Zone: Zone is initialized to this value when engine is started.
WOT Zone - TPS %: Throttle position greater than or equal to this value is regarded as WOT and sets zone to #1 (WOT Zone).
Idle Zone - VSS: Vehicle speed must be below this to set Idle Zone (zone #2).
Idle Zone - TPS %: Throttle position speed must be below this to set Idle Zone (zone #2).
Zone RPM Boundaries: RPM boundaries that define different zones (horizontal boundaries).
Zone RPM Hysteresis: Hystersis applied to RPM zone transitions to prevent oscillation between zones.
Zone MAP Boundaries: MAP boundaries that define different zones (vertical boundaries).
Zone MAP Hysteresis: Hystersis applied to MAP zone transitions to prevent oscillation between zones.
Maximum Limit Factor:
Deep Decel - MAP: Below this MAP activates deep decel strategy and enables steady state.
Dynamic Air Filter: Filters the current airmass value before prediction filtering. If in steady state the current airmass value is MAF based, if in unsteady state the current airmass is VE based (using an offset based on the last calculated VE Correction Factor).
EGR Test Disable Time: Time to disable dynamic airmass calculation after an EGR test.
Cranking to Run Time: Time to transition and ramp from cranking airmass to dynamic airmass calculations.
Those are a lot of interacting parameters to adjust to properly change the dynamic airflow rate at wide open throttle.
Here's another example; the fuel system and rev limiters on the HHR are both in control of the maximum allowable rpm of the engine. (*the rev limiter shuts of at one rpm, and the fuel system has a safety shutoff at another.) So if someone decides to raise their "redline" rpm just a bit, and then runs into the fuel shutoff range, it becomes a recipe for disaster.
If it sounds complicated, that's because it is. (*And we haven't even gotten into the transmission settings yet!)
As they say on their site:
"• Hundreds of editable parameters"
You had better know what you want to modify and how that affects the rest of the Engine Management system! This type of program is best left in the hands of a professional who performs these tunes daily (like TuneTime Performance, one of our vendors), rather than an HHR owner who is "guessing" to try and tune his vehicle. Instead of enhancing performance, one might end up with a vehicle that has very poor driveability and even destroying their engine.
We have been working with manufacturers for nearly a year to bring a hand-held programmer to market. One with simple "yes/no" confirmations and a fixed set of parameters for power enrichment, rev limiting, shift firmness, etc. These programmers offer a range of safety to owners, since the parameters have lab-proven compatibility, and eliminate oddball choices. Developing these units takes time, but it's really the way to go for the do-it-yourselfer.
The HP Tuner method can net some great results, but only if performed by a knowledgeable technician who is well-versed in the parameters and their functions.
Last edited by SoCalHHR; Sep 26, 2006 at 03:52 PM.
Senior Member
Joined: 07-01-2006
Posts: 298
From: WiChita stationd, San Diego HoMe,
before then they'll have the 2.4 turbo for the cobalts check out cobaltss.net they have a 2.4 putting around 334hp on a stock motor theres alot of info just waiting but i dont like turbos or sups or noz.........sorry not my cup of tea
