68 replies to this topic

[FLD]

Yep it is indeed a bit affected by the rod angle.

honestly a Gen 1 block will not last long at 500 or 600... but apparently the Gen 2 block are very capable to run these kind of power levels without the need for resleeving, which is impressive

Thats interesting. How do you tell the difference between the blocks?

I thought the issue was cylinders flexing. The OE cylinders are supported only at the bottom. GM tried a deck plate which cracked the external block wall, Darton and Bates bothe make wet liners that have support round the top. All of this suggests its the cylinders moving wrt the head. Perhaps a small support plate would do in place of a full deck plate? I found a thicker iron liner but I dont think that solves the problem.

[alanoo]

That's exactly what I tried to found out over there : http://www.cobaltss....2-block-254827/

[FLD]

That's exactly what I tried to found out over there : http://www.cobaltss....2-block-254827/

Hmmm, looks like we need to find pictures of this extra bracing etc so we can clearly identify blocks.

[FLD]

There's no stat in the VX sandwich plate. It may be possible to connect the VX cooler to the saab stat (if the LSJ has this??) or, as you say, use the saab style cooler. I think its down to personal choice.

[Exmantaa]

So the standard sandwich plate routes the VX oil flow always to the cooler, even when stone cold... The LSJ and Saab block use a KTM plate cooler that is bolted onto the take-off plate and the thermostat in that plate bypasses the cooler below ~120*C. I keep the standard water pump and don't want to re-route to much hoses in my car, so will use the standard 2,2 water thermostat housing on the LSJ together with the standard VX oilcooler. (For now...) Just have to fab 2 connections on that take-off plate to connect the oil hoses and job done. (I think...) @ Vocky; You said that this engine will not use the VX sandwich plate and you modded/blocked the Saab cooler routing, so where do you connect the VX cooler hoses now??

Edited by Exmantaa, 14 July 2011 - 09:08 AM.

[Exmantaa]

Just read the TIS:
http://www.speedster...il%20Cooler.pdf

According to this the VX cooler is thermostatic controlled (what seems logic). But where is this oil thermostat???
Or is the bypass maybe in the oil cooler itself?

Edited by Exmantaa, 14 July 2011 - 11:07 AM.

[techieboy]

Isn't the bypass the little sprung thing inside the filter housing? The bit that you have to be careful not to lose at it isn't available from Vauxhall.

[vocky]

The standard vx220 NA oil cooler does not have a thermostat To retain the Saab oil cooler would require the vx220 coolant system pipework to be modified due to the location of the radiator return hose etc, not really a problem but extra work. Muncher decided he wanted to keep the original vx220 oil cooler and coolant pipework but wanted to get rid of the oil filter adaptor housing. The easiest way to do that was to fit the oil pressure switch and vx220 oil cooler pipe take off fitting where the Saab oil cooler originally mounted. On the 2.2 Saab engines I remove the Saab oil cooler internal thermostat and make it work the same as the original vx220, ie constant oil flow.

Edited by vocky, 14 July 2011 - 07:38 PM.

[Exmantaa]

What's the reasoning for removing the oil thermostat on the Saab blocks?

Edited by Exmantaa, 15 July 2011 - 08:20 AM.

[FLD]

What's the reasoning for removing the oil thermostat on the Saab blocks?

I'd have thought this was beneficial even if you then mod the stat to use the OE VX cooler???

[vocky]

Just to keep it the same as original, so the oil gets warmed up as well as cooled down

[alanoo]

I still don't understand why someone would fit a thermostat on a water/oil exchanger but I'm sure there must be a silly reason (most likely emissions related)

[Winstar]

I still don't understand why someone would fit a thermostat on a water/oil exchanger but I'm sure there must be a silly reason (most likely emissions related)

yes euroIV onwards has a warm up part to it, the quicker it warms up the lower the HC emissions during warm up.

[vocky]

The bottom end is now rebuilt with a Courtenay Vectra V6 lightened flywheel fitted.

The Saab sump (which replaces the LSJ one)



The oil pump internals, all looks good



The pistons refitted and the crank going in



The finished bottom end



Made a start on porting the head, hopefully will get that finished by next weekend

[Exmantaa]

I'm curious to why you changed out the LSJ sump for a Saab one, as that one looks mighty similar (minus the level sensor) to my LSJ sump. Is it because of that sensor? (And I thought Muncher had a new block, so wondering why you teared it apart?)

[Muncher]

Just because of that sensor, I have one at the moment and want to retain in in the new engine as an insurance policy. It is a brand new block, it was taken apart to balance everything.

[Exmantaa]

I'm trusting the GM manufacturing on balance, so fitting my LSJ "as it is". Even keep the stock balance shafts for now, as I want to focus first on the ecu programming without too many other variables. When I got that all under control it's Harrop time with a GMR ported head. (Just removed a knackered Z22SE lump out of my project. Anybody know how to remove that oil adapter that's screwed below the filter into the block's oil gally?? Or has a spare?)

[alanoo]

So using the full LSJ rotating assembly in the end ?

[Exmantaa]

So using the full LSJ rotating assembly in the end ?

If you're referring to me, than yes. Going "full std LSJ" in my yellow project car.
I start with the std 2.0l engine with a lightened C20LET flywheel, an M62 with GM st. 2 pulley (3.05") and the 42lb injectors. And the original LSJ ecu with modified GM st 2 tune.

[alanoo]

Nop was about vocky's pics, forgot to quote