some suggestions please , lets see if ths can be done
sure it can. take ALL the wiring, electrical components (ecm, bcm, gauges, radio, ANYTHING electronically controlled), mechanical components (transmission, axles, fuel tank + sending unit, brakes, steering system), as well as the body, wheels, tires, and all glass from the donor car (which can all be had cheap from the dealer [especially if you buy it all at once,like say a new solstice gxp]) back your j out of its parking spot and park said new parts in its place. cheapest, fastest, and most worthwhile way to swap an lnf.
JBO Stickers! Get yours today!
Excuse my aloofness, but what engine is the LNF (I try to keep-up, but no one is perfect.)?
Go beyond the "bolt-on".
2.2L OHV motor.
95-97 LN2
98-02 LN4
2.2L ecotec
02-XX LNF
F is the Vin letter for the Ecotec motor.
The VIN code has nothing to do with the RPO code.
The 02-05 2.2 Eco were L61. VIN code F
2.4 was LD9 VIN code T
2.3 Ho were LGO with VIN code A
W41's were LGO W41 VIN code A
2.2 were LN2 with VIN code 4, G and another one I think.
So what's an LNF?
You go to Wikipedia, you type in LNF and you end up with this to read :
LNF Engine
Gilles
2.3 Ho
LNF = Sky Redline, Solstice GXP, HHR SS and soon the Cobalt Turbo Engine
PS. It can be done, will anyone do it? No, to much money and time involved with making this work properly.
sorry cody, the LNF is not a 2.2 liter
L61 = 2.2 ecotec n/a found in jbodies and cobalts. although in 06+ a major revamp was done. 140hp 150tq
LSJ = 2.0 supercharged found in cobalt SS s/c and Ion Redline 205hp 200tq currently discontinued due to rising CAFE standards
LE5 = 2.4 ecotec n/a found in cobalt ss n/a and sport models.. as well as G5, hhr, etc variable valvetiming. 177hp 165tq
LNF = 2.0 SIDI turbo. direct injection, variable valve timing and turbocharged. 265hp 265tq
an LNF swap would be incredibly difficult to achieve in a jbody due to the direct injection and electronics required in order to run the car. The L61 is a much better option because of compatibility and availability in scrap yards around the country.
also, the money saved by attempting to swap an LNF in could be spent on modifying the L61 to have as much power if not more than an LNF has from the factory.
Edited 1 time(s). Last edited Saturday, February 16, 2008 12:22 PM
My dream swap would be the LE5...ECM's have been cracked, and, as Hahn has proven, the internals are good for over 400 crank HP. I love it in the solstice, but I would love it even more in a 2500lb cavalier
If the transmission hooked up to the LNF is anything near the size of the transmission on the LSJ.... (which has never been successfully swapped into a J.... because the trans is huge and just won't fit right....).... then I'd say it's probably not easily possible. I don't know the sizes....
I only know of one guy who actually tried stuffing the LSJ into a Cavalier.... 96 I think.... and it's still a swap in progress - too many things didn't work right. It just don't fit...
By the time you realize, hey, I'm gonna have to tube the front end of the car to make this work.... why bother with a piddly 4 banger? Go RWD V8... even the 3800 V6's fit without having to seriously modify the front frame.
...j
bah bum bum..... I gots owned. See even i still learn something new on here every day. Yet i knew what the LNF motor was, i don't know what i thought other wise.
Thanks for correcting me.
hmm it seems the LNF motor has a smaller compression than the l61...
i dont know about you guys but i'd rather have my L61
Brian Groza wrote:hmm it seems the LNF motor has a smaller compression than the l61...
i dont know about you guys but i'd rather have my L61
? Please tell me you're kidding.
L61 = 2.2L Ecotec, naturally aspirated = 140hp & 150tq
LNF = 2.0L Ecotec, twin-scroll turbo, SIDI and VVT = 260hp & 260tq
There is no comparison. You can keep the higher compression, I'll take the 120hp & 110tq, thank you very much!
...j
I'll take a 350hp engine with 8:1 compression before ANY engine with 350hp at 12:1.
Compression is not everything otherwise everybody would go with high compression.
Also, the LNF is TURBO. it's normal they lowered compression to get reasonable driving condition. It's not everybody that want to run race gas everyday.
Gilles
2.3 Ho
Also, the LNF sports a direct injection fuel system. Once the ECM is figured out (completely!!), this thing will be a beast.
We know the O/P probably is not serious about the swap, but I'm going to indulge and do some bench tuning/racing/dyno.
So far, every iteration of the Ecotec series has been capable of nearly double its factory HP rating with spot on tuning (you might argue that the L61 is not good for 280 BHP, but most who've destroyed it are not tuned to perfection). LE5 has been pushed past 400 BHP, and the LSJ, although a struggle to get there with the S/C, is also capable...although few have ditched the S/C for a T/C.
Now imagine a 520BHP LNF (260*2) in a mildly weight reduced cav base modle (~2500 lbs) mmMM.
/dream
Yes, for the cost of that swap, you could probably have a 500BHP L61 bla bla bla
its kinda pointless unless you like being limited to 300hp because all you can do that motor is intake/cooling and exhaust mods
cant upgrade the turbo because you cant provide enough fuel because you cannot swap the injectors because theres none that are compatible with the motor
no head or piston upgrades
sure you can mess with the pcm in hp tuners but theres not much gain to be made there
you can build a L61 cheaper and better
1989 Turbo Trans Am #82, 2007 Cobalt SS G85
yeah 300 horsepower aint enough for some
Im a Xbox 360 fanboy...and damn proud of it!!
Rodimus Prime wrote:its kinda pointless unless you like being limited to 300hp because all you can do that motor is intake/cooling and exhaust mods
cant upgrade the turbo because you cant provide enough fuel because you cannot swap the injectors because theres none that are compatible with the motor
no head or piston upgrades
sure you can mess with the pcm in hp tuners but theres not much gain to be made there
you can build a L61 cheaper and better
I thought the cam driven pump was the limiting factor in direct injection, not the injectors. Either way, PCM tuning is still not at 100% for the LNF
Realistically... very, very few people on here are EVER going to "build" an Ecotec up to 300hp. Even fewer will ever swap a motor.
And in the end, no one will actually swap an LNF into a 3rd-gen J-car.
(Just trying to be realistic here folks!)
...j
I cant say it ever wont be done but much easier ones such as the LE5 and LSj havent been done yet either so I doubt this will but honestly its cheaper and easier to mod the L61 motor
1989 Turbo Trans Am #82, 2007 Cobalt SS G85
LNF is awesome, i have one and it is capable of alot of power. $200 tune alone nets u over 300whp, some guys are getting 400hp on em already, thats about all it can do now because of fueling issues with direct injection, but they are working on it.
Currently, the record holds at some auto-engineering students working with GM to see what the absolute max possible with the LNF as 747hp. Yeah, I can't wait to see some goof build one like that to put in his FWD'er... only to have the trans-axle explode with the clutch assembly or torque converter giving him a surprise vasectomy when he decides to wholly get on it.
Go beyond the "bolt-on".
Nickelin Dimer wrote:Currently, the record holds at some auto-engineering students working with GM to see what the absolute max possible with the LNF as 747hp. Yeah, I can't wait to see some goof build one like that to put in his FWD'er... only to have the trans-axle explode with the clutch assembly or torque converter giving him a surprise vasectomy when he decides to wholly get on it.
Build list? The stock injectors and current tuning ability do not support those numbers by a long shot. 400whp is where things go to hell because the power is coming from a bigger swapped turbo, and it needs to rev higher. @ higher RPM, there is less time for the injection window, so the injection is carried over into the compression stroke and fuel is not atomized properly..
