im thinkin about buying a Matrix with the 180hp engine but i would like more low end power. is there a supercharger available for this engine? if so what are the specs?
I bought the the XR as the XRS 180 hp model is so high strung, not nearly enough torque at anything below the peak at 6,200 RPM. DO not quote me on this but it is my understanding the 180 motor has very high compression making presurized power not easy to achieve and maintian.
I am very satisfied with my Matrix XR (XRS body kit) stock for now, well not really, already at E.L Prototypes for some tweaks Actually I am letting them, to both our benifit for sure, use mine to prototype intake, headers, turbo kit, etc.
For such a tall vehicle it handles remarkably as well. Will be lowered soon and more aggresive wheels, tires as well.
There are some in the works for it but not available for another month or so. I could always just heat them with a torck and let them sag onto some blocks for the right height :smile: I have actually seen that done many years ago when I was a kid, not to smart of course.
On 2002-02-20 23:27, RAAMaudio wrote:
I bought the the XR as the XRS 180 hp model is so high strung, not nearly enough torque at anything below the peak at 6,200 RPM. DO not quote me on this but it is my understanding the 180 motor has very high compression making presurized power not easy to achieve and maintian.
Dude if you'd just look at a dyno of the
2ZZ-GE engine you'll see that the torque curve is FLAT, so I don't know where you got that belief that the engine has no USABLE torque... and I don't even know where to start with your "making pressurized power" comment... sorry, but that one is jokes...
"The volume of the cylinder before divided by the volume at the time the fuel explodes is called the compression ratio."
Higher compression ratio = better efficiency = greater power produced than the exact same engine with a lower compression ratio.
I did not have any exact info to go on, only recommended to me by a highly regarded tuner and I took his word on it. A torque peak at 6,200 RPM of only 130 ft lbs does not translate into a motor with alot of bottom end. Since I am building this into an audio competition/show car I need torque. I was unaware of the "flat torque curve".
As for a high compresion ratio, I agree, produces more power. I my application it will not be normally aspirated, and even though not aware of the exact compresion ratio, I was informed there was a large increase for the 180 HP motor, not a good thing for a boosted motor. I need bottom end and midrange muscle, not screaming 8k RPM power.
Would I like to have the XRS? Sure! Did it make sense for my application? No.
I have already scaled back the weight of my audio system now that I have seen how much fun this thing is to drive! I have to keep a fair amount of gear in it but will do some rather difficult and expensive light weight mods for sound deadening to keep the weight as low a possible.
On 2002-02-26 22:17, RAAMaudio wrote:
I did not have any exact info to go on, only recommended to me by a highly regarded tuner and I took his word on it. A torque peak at 6,200 RPM of only 130 ft lbs does not translate into a motor with alot of bottom end. Since I am building this into an audio competition/show car I need torque. I was unaware of the "flat torque curve".
As for a high compresion ratio, I agree, produces more power. I my application it will not be normally aspirated, and even though not aware of the exact compresion ratio, I was informed there was a large increase for the 180 HP motor, not a good thing for a boosted motor. I need bottom end and midrange muscle, not screaming 8k RPM power.
Would I like to have the XRS? Sure! Did it make sense for my application? No.
I have already scaled back the weight of my audio system now that I have seen how much fun this thing is to drive! I have to keep a fair amount of gear in it but will do some rather difficult and expensive light weight mods for sound deadening to keep the weight as low a possible.
Yes you are correct, 130 lb-ft peak torque is not alot of bottom end, but just looking a car's torque peak is deceiving. I was just trying to point out that a car with a steady torque curve making close to the torque peak throughout the rpm range is better than a car with a high peak torque number but peaky torque curve. So basically my point in that blurb is that looking at an engine's torque peak only doesn't tell you the whole story.
The 2ZZ-GE has an 11.5:1 compression ratio. For boost applications, this would not be an ideal ratio to start with(detonation), but it is not impossible to do with some lower compression pistons, for example (see XS Enginnering's turbo kit for the 2ZZ-GE).
So is the 1zz-fe a better choice? Maybe, probably. But my point here is that it doesn't make THAT much difference if one is bothering to go forced induction (spending time, money, etc)
Anyway, enough blabbering from me today.
Lates.
You had me there for a second. I was gonna claim like the guy who misshifted the RSX "Ohhhh oh... shiiiit"
BUT.. hehe, there are always buts:
But because the dyno of the gts you posted is sorta skewed to "portrait" instead of "landscape", it seems like the engine is peaky indeed. However, check out some more dynos and decide for oneself, looks more flat to me than the one you posted(aside from the cam switch at 6k).
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Actually I am letting them, to both our benifit for sure, use mine to prototype intake, headers, turbo kit, etc. 
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