If you own a Pontiac Solstice GXP or a Saturn Sky Redline, one of the most beneficial modifications that you could do for your motor is to upgrade the charge pipes. There are two charge pipes on the LNF engine that carry the air from the turbocharger to the intercooler, and then to the throttle body. General Motors did a pretty good job when they designed this Ecotec engine, but unfortunately they did not mandrel bend the factory charge pipes. What we are left with are factory pipes that look like a gorilla bent them in half over a cinder block wall.
During normal driving the factory charge pipes are not restrictive to airflow, simply because the car is not pushing enough volume during cruising to reach the full potential of the crush-bent factory charge pipes. The problem begins when the factory pipes reach their full capacity, which is somewhere shortly after 5,000 rpms at full throttle on the factory tune. If you have an aftermarket tune, like the GMPP Turbo Upgrade Kit (Commonly called the GM Stage 1 Tune) your charge pipes will reach their full airflow potential even sooner.
To work around this physical limitation, the factory tune and the GMPP Stage 1 tune are programmed to electronically limited to reduce the amount of airflow at high rpms. Well aware of their factory design flaw, GM opted to restrict performance at higher rpms rather than unleash more potential that is left on tap. After 4,800 to 5,000 rpms the stock tune and GMPP Stage 1 tune reduce the turbo pressure, which results in a reduction in airflow.
You can gain some performance, even on stock tune or GMPP Stage 1 tune by upgrading your factory charge pipes to the upgraded charge pipes that we manufacture. Some people upgrade the pipes simply because our color matched products look better under the hood too. If you are looking to get the most potential out of these charge pipes though, we strongly recommend opting for either our Stage 1 or Stage 2 tunes.
Our Stage 2 tune requires the use of our charge pipes due to the higher demanded airflow at higher rpms, and the stock pipes definitely become a restriction. We even raise the rev limiter on the car to 6,750 rpm to really take advantage of the widened power band up top.
We also produce a color code matching Cold Air Intake Kit to match the look and feel of your intake to your new RPM-Motorsports Upgraded Charge Pipes.
Is your LNF, LE5, or L61 throwing a check engine light for the following codes?
If so, relax....it's not a difficult problem to fix, but it is definitely not one that you will want to ignore. Continuing to drive the car with either of these conditions present will result in reduced fuel mileage, decreased performance, and possibly engine misfires that could be damaging to the components in your engine.
So what's the good news? For starters, the parts that you need to replace to fix this issue are very easy to replace. Despite the somewhat ominous name for the errors, changing out the Cam Actuators (also known as Control Valve Solenoids) is no more difficult that changing out a spark plug (in fact, it might even be easier).
The pricing on the replacement parts can vary depending on where you purchase them from, but generally speaking each Cam Actuator is around $35 to $65 each depending on where you buy it from. You will want to note that there are two different part numbers for the Cam Actuators, as one is designed to go towards the front of the engine to control the Intake cam phasing, and the other is designed to go toward the back of the engine to control the Exhaust cam phasing.
Some people will just go ahead and only replace the one part that is giving them the trouble codes, but we recommend replacing both of them at the same time. Often, these parts can be starting to fail without any codes being present, which cause an undesired loss of performance and fuel economy.
Part Numbers (Verify For Your Particular Vehicle, as Part Numbers have changed over the years):
Intake Cam Actuator: 12655420
Exhaust Cam Actuator: 12655421
You will notice that at the front of the Valve Cover on the top of the Engine, right next to Cylinder #1 there are two parts that look somewhat like a cross between a spark plug and a fuel injector. The Valve cover will even be stamped with a handy identifier next to each one in case you forget. The first one will be next to the stamp labeled "INT" (Short Code for Intake), the other one will be next to the stamp labeled "EXT" (Short Code for Exhaust).
To remove these parts disconnect the battery first, then simply unplug the wiring harness from the Cam Actuators, and make note of which plug went to the Intake Actuator and which plug went to the Exhaust actuator. If you feel more comfortable, simply take one out at a time to eliminate confusion. After you have unplugged them from the harness, you will need to loosen and remove the bolt that is holding them into place. That is the only thing holding these actuators in place. If needed, you can apply a tiny amount of force to help dislodge the actuator if it is a little bit stuck, but don't be forceful.
Before adding the new Cam Actuator, take a small amount of clean engine oil and rub it onto the part of the actuator that goes into the engine and slide it into place. Re-insert the bolt and tighten it down, then plug the harness back in. After replacing both, reconnect the battery and you should be good to go.
For the past 10 years that the LNF has been on the market with the Pontiac Solstice GXP, Saturn Sky Redline, Chevy Cobalt SS, and Chevy HHR SS there has been a lot of talk regarding the factory ECUs learndown feature. Up until this point, there has been very little public knowledge about the topic outside of casual discussion. Here is some information on the Learndown Feature as explained by our techs at RPM-Motorsports.
LTG ENGINE SPECIFICATIONS:
Type: 2.0L 4 Cylinder Turbocharged I4
Displacement: 1998 cc (150 cubic inches)
Bore x Stroke: 86 mm x 86 mm
Block: Cast aluminum 319 T7
Cylinder Head: Cast aluminum 356 T6 Rotocase
Chamber Volume: 44cc
Valve Configuration: Dual Overhead Valves Four per cylinder
Crankshaft: Steel, internally balanced
Connecting Rods: Forged Powdered Metal
Pistons: Hypereutectic aluminum
Camshaft: Hydraulic roller finger followers
Oil Pressure: (100 Deg C): 20-29 psig @ 700 RPM
Recommended Oil: 5w30 Dexos1
Oil Capacity: 5 quarts (with filter)
Oil Filter: AC Delco part # PF64
Fuel: Premium unleaded - 92 (R+M/2)
Maximum Engine Speed: 7000 RPM
Spark Plugs: GM 12647827 AC Delco # 41-115
Spark Plug Gap: .90 mm 0.035 inch
Firing Order: 1-3-4-2
Horsepower: 275hp @ 5,500rpm
Torque: 295tq @ 3,000rpm