Ecotec 2.0 Supercharged
ECOTEC 2.0L (LSJ) Supercharged
**Ward's 10 Best Engine: 2006**
Assembly Site: Kaiserslautern, Germany
Configuration: Dual Overhead Camshaft (4 valves per cylinder)
Horsepower: 205 @ 5600 rpm
Torque: 200 lb-ft @ 4400 rpm
Applications: Chevrolet Cobalt SS
Features: High-Pressure fuel pump
Platinum spark plugs
Last edited by OBZ; 10-06-2009 at 07:16 PM.
ECOTEC 2.2L (L61)
Assembly Site: Spring Hill, Tennessee
Configuration: Dual Overhead Camshaft (4 valves per cylinder).
149 @ 5600 rpm (HHR, Vue)
144 @ 5600 rpm (Malibu Classic)
148 @ 5600 rpm (Cobalt)
152 lb-ft @ 4000 rpm (Cobalt, HHR)
155 lb-ft @ 4000 rpm (Malibu Classic)
Features: Electronic Throttle Control
ECOTEC 2.4L (LE5)
Assembly Site: Spring Hill, Tennessee
Configuration: Dual Overhead Camshafts (4 valves per cylinder)
164 hp @ 6400 rpm (G6)
169 hp @ 6400 rpm (Aura, Malibu)
169 hp @ 6200 rpm (Vue)
171 hp @ 5800 (Cobalt, G5)
172 hp @ 5800 rpm (HHR)
173 hp @ 5800 rpm (Solstice, Sky)
156 lb-ft @ 5000 (G6)
160 lb-ft @ 4500 rpm (Aura, Malibu)
161 lb-ft @ 5100 rpm (Vue)
167 lb-ft @ 4500 rpm (Cobalt, HHR, G5, Solstice, Sky)
Features: Variable Valve Timing
Electronic Throttle Control
Cobaltkrazy: Turning aftermarket parts to dust, since 2006!!!
Here's some tidbits I found about the turbocharger. And although it talks about a vacuum pump towards the bottom, I read somewhere that everything with the LNF will be transitioning to hydroboost.
Turbocharger Description and Operation
A turbocharger is a compressor that is used to increase the power output of an engine by increasing the mass of the oxygen and therefore the fuel entering the engine. This BorgWarner dual-scroll turbocharger is mounted on the exhaust manifold and the lightweight turbine is driven by the waste energy generated by the flow of the exhaust gases. The turbine is connected by a shaft to the compressor which is mounted in the induction system of the engine. The compressor vanes compress the intake air above atmospheric pressure, thereby greatly increasing the density of the air entering the engine. The turbocharger is capable of producing up to 20 psi or 1.40 bar, of power-enhancing boost.
The turbocharger incorporates a wastegate that is controlled by a pressure differential, that is determined by the engine control module (ECM) by means of a PWM solenoid, in order to regulate the pressure ratio of the compressor. A compressor bypass valve also controlled by the ECM by utilizing a remotely mounted solenoid is integrated into the unit to prevent compressor surging and damage from vibrations by opening during abrupt closed throttle conditions. When the valve is open during closed throttle deceleration conditions, the bypass valve allows the air to recirculate in the turbocharger and maintain compressor speed. Within a calibrated range during the closed throttle event, or upon a wide open throttle command the valve will then close to optimize turbo response.
The turbocharger is connected to the engine oiling system by a supply and drain tube and Mobil 1 synthetic oil is installed at the factory. Synthetic oil is required for its friction-reducing capabilities and high-temperature performance. There is a cooling system circuit in the turbocharger that utilizes the engine coolant to further reduce operating temperatures.
Charge Air Cooler Description
The turbocharger is supported by an air-to-air charge air cooler (CAC) system, which uses fresh air drawn through a heat exchanger to reduce the temperature of the warmer compressed air forced through the intake system. Inlet air temperature can be reduced by up to 100°C (180°F), enhancing performance because cooler air is denser in oxygen and promotes optimal combustion. The CAC is connected to the turbocharger and to the throttle body by flexible ductwork that requires the use of special high torque fastening clamps. In order to prevent any type of air leak when servicing the ductwork, the tightening specifications and proper positioning of the clamps is critical, and must be strictly adhered to.
Benefits of Dual Cam Phasing
The camshafts of the Ecotec 2.0 liter turbocharged engine have camshaft position (CMP) sensors and CMP actuators that the ECM uses to accurately control the continuously variable intake and exhaust valve timing. This allows the combustion process to be optimized by the ECM to increase the response of the turbocharger, providing a more immediate feeling of power to the driver.
Benefits of Gasoline Direct Injection
In the Ecotec 2.0 liter turbocharged engine, the fuel is introduced directly into the combustion chamber during the intake stroke. As the piston approaches top-dead center, the mixture is ignited by the spark plug, thereby giving the name spark ignition direct injection (SIDI). SIDI allows the mixture to be leaner, with less fuel and more air at full power. SIDI also allows a slightly higher compression ratio, resulting in improved fuel consumption at part and full throttle.
The fact that the fuel is injected after the exhaust valve closes allows particularly high valve overlap values in certain engine operating ranges. This enhances the turbocharger response time. This would not be possible in a port fuel injection (PFI) engine due to the fact that unburned fuel would escape through the open exhaust valve.
Direct injections precise fuel delivery enables more complete combustion which reduces emissions particularly on cold starts.
Electronic Vacuum Pump
The purpose of the electronic vacuum pump is to keep the vacuum in the brake booster at an acceptable level under various operating conditions. The ECM monitors the input signal from the brake booster pressure sensor. When the vacuum in the brake booster is not in an acceptable range the ECM will command the relay ON that controls the vacuum pump.
2010 Ecotec 2.2L I-4 VVT ( LAP )
ECOTEC 2.2L I-4 (LAP) CAR ENGINE
2010 Model Year Features and Benefits Summary
• Gen II Engine Block
• XFE model for Chevrolet Cobalt
• Cylinder Head features
• E37 Engine Control Module
• Piston features
• Oil Pump NVH feature
• Front Cover features
• Intake manifold
• Secondary Air Injection ( S.A.I. ) for SULEV applications
• Variable Valve Timing
• Split Catalytic Converter
Full description of features and benefits for 2010 model year.
Ecotec engine for Chevrolet Cobalt and Cobalt XFE
The Ecotec 2.2L I-4 VVT (LAP) powers the Chevrolet Cobalt for 2010 model year. This Ecotec engine is installed transversely, and equipped with either a Hydra-Matic 4T45 (MN5) FWD automatic or a Getrag F23/5 (M86) manual transmission. Horsepower improvements of up to seven horsepower gain will be realized in these applications and consistent with GM engine rpo’s, the (LAP) is SAE Certified for 2010 model year. Additionally, the XFE models are now available which incorporate mechanical, aerodynamic, and mass reducing enhancements to deliver improved fuel economy.
Gen II Engine Block
The Ecotec 2.2L starts with a refined engine block, introduced for 2006 with the Ecotec 2.4L VVT (RPO LE5). The Gen II block was developed with data acquired in racing programs and the latest math-based tools. Both the bore walls and bulkheads, or the structural elements that support the crank bearings, have been strengthened, with only a minimal weight increase (approximately 2.5 pounds). The coolant jackets have been expanded, allowing more precise bore roundness and improving the block’s ability to dissipate heat. Coolant capacity increases approximately .5 liter.
The cylinder block is the engine’s foundation, and crucial to its durability, output and smooth operation. For GM, the common Gen II Ecotec block increases assembly efficiency. For the customer, the result is more efficient cooling, more strength to accommodate additional power, and better noise, vibration and harshness control.
Cylinder head features
The Ecotec 2.2L VVT I-4 also benefits from cylinder head refinements introduced on the 2.4L VVT. The exhaust ports have been enlarged slightly to expel exhaust gas more efficiently. The improvements to the cylinder head increase Ecotec 2.2L horsepower slightly in most applications (see specs). A semi –permanent mold (SPM), casting process with improved material properties was selected for these new heads. Upgraded valve seats on both the intake and exhaust ports improve durability and allow the flex fuel version of the LAP (RPO LE to run on E85 fuel. Both engines share a common High Silicon Molybdenum cast nodular iron exhaust manifold, chosen for its durability and sound-deadening properties.
E37 Engine Control Module
An advanced controller manages the multitude of operations that occur within the Ecotec 2.2L every split second. The E37 is the S-3 Controller within GM’s new family of three engine control modules (ECM) that will direct nearly all the engines in GM’s line-up. The E37 is the high-value variant, yet it’s anything but basic. It features 32-bit processing, compared to the conventional 16-bit processing in previous Ecotec 2.2Ls. It operates at 59 MHz, with 32 megabytes of flash memory, 128 kilobytes of RAM and a high-speed CAN bus, and it synchronizes several dozen functions, from spark timing to cruise control operation to traction control calculations. The E37 works roughly 50 times faster than the first computers used on internal combustion engines in the late 1970s, which managed five or six functions.
The family strategy behind GM’s new ECMs allows engineers to apply standard manufacturing, software and service procedures to all powertrains, and quickly upgrade certain engine technologies and calibration capabilities while leaving others alone. It creates both assembly and procurement efficiencies, as well as volume sourcing. In short, it creates a solid, flexible, efficient foundation, allowing engineers to focus on innovations and get them to market more quickly. The family of controllers means the ECM and corresponding connectors can be packaged and mounted identically in virtually every GM vehicle. GM creates all the software for the three ECMs, which share a common language and hardware interface that’s tailored to each vehicle.
The E37 also applies a new, rate-based monitoring protocol sometimes known as run-at-rate diagnostics. Rate-based diagnostics improve the robustness of the Onboard Diagnostics System (OBD II) and ensure optimal performance of emissions control systems. The new software increases the frequency at which the ECM checks various Ecotec 2.2L systems, and particularly emissions-control systems such as the catalytic converter and oxygen sensors. Rate-based diagnostics more reliably monitor real-world operation of these systems, and allow regulatory agencies to more easily measure and certify emissions compliance.
The 2010 LAP pistons have valve pockets to allow full use of the variable cam phaser and an anodized upper ring groove for improved durability. The oil control ring has lower tension for reduced friction and the upper compression ring is made of a new, more durable material, compatible with E85 fuel.
Front cover features
For 2010, all Ecotec engine front covers incorporate a more efficient “Goosehead" port oil pump design, reducing cavitation at higher engine speeds and results in a measurable reduction in noise at the customer's ear, especially in cold-start and drive-away operation. The oil pump also includes a pressure-balanced oil relief valve, further improving the durability and reliability of the lubrication system, as well as a lower friction crank seal.
The (LAP) intake manifold features a LE5 style welded seam composite manifold which contributes to engine mass reduction and NVH improvements while maintaining the
improved flow characteristics for improved engine performance numbers.
Secondary Air Injection ( S.A.I. ) for SULEV applications
The secondary air injection system for the Ecotec 2.2L I-4 VVT ( LAP ) is common with the LE5 hardware and will contribute to reduced emissions for those designated SULEV applications.
Variable Valve Timing ( VVT )
Variable Valve Timing (VVT) is included in these applications, and allows the powertrain system to take advantage of dual independent continuously variable valve timing for greater efficiency. Dual Independent VVT eliminates the compromise inherent in conventional fixed valve timing and allows a previously unattainable mix of low-rpm torque, even torque delivery over a broad range of engines speeds, and free-breathing high-rev horsepower.
The dual-independent cam phasers adjust intake and exhaust camshaft timing independent from one another for both intake and exhaust valves. A vane-type phaser is installed on the cam sprocket of both the intake and exhaust camshafts to turn these camshafts relative to the sprockets, thereby adjusting the timing of the valve operation. The vane phaser is actuated by hydraulic pressure from engine oil, and managed by a solenoid that controls oil pressure on the phaser. The phaser uses a wheel or rotor with five vanes (like a propeller) to turn the camshaft relative to the cam sprocket, which turns at a fixed rate via chain from the crankshaft. The solenoid directs oil to pressure ports on either side of the five phaser vanes; the vanes, and camshaft, turn as directed by this pressure. The more pressure, the more the phaser and camshaft turn. The engine control module directs the phaser to advance or retard cam timing, depending on driving demands. The dual-independent phasers can turn their respective camshafts over a range of 25 degrees relative to the cam sprocket, or 50 cam degrees from their parked positions.
The benefits are considerable. The cam phasers change valve timing on the fly, maximizing engine performance for given demands and conditions. At idle, for example, the intake cam is retarded and the exhaust cam is advanced which minimizes valve overlap, and allows for exceptionally smooth idling. Under other operating demands, the phasers adjust to deliver optimal valve timing for performance, drivability and fuel economy. At high rpm, the intake phaser might retard intake timing to maximize airflow through the engine and increase horsepower. At low rpm, the intake phaser advances to increase torque. Under a light load (say, casual everyday driving), the phasers are calibrated to select the optimum valve centerlines to maximize fuel economy. Without cam phasing, a cam design and valve timing must be biased toward one strength or another—high-end horsepower or low-end torque, for example—or profiled at some median level that maximizes neither.
The cam phaser is timed to hold the intake valve open a short time longer than a normal engine, allowing a reverse flow into the intake manifold. This reduces the effective compression ratio, allowing the expansion ratio to increase while retaining normal combustion pressures. Efficiency is gained because the high expansion ratio delivers a longer power stroke and reduces the heat wasted in the exhaust. This increase in efficiency comes at the expense of some power from the lower effective compression ratio, but that can be compensated for by the overall higher mechanical compression ratio.
Variable valve timing allows linear delivery of torque, with near-peak levels over a broad rpm range, and high specific output (horsepower per liter of displacement) without sacrificing overall engine response, or drivability. It also provides another effective tool for controlling exhaust emissions because it manages valve overlap at optimum levels.
Split Catalytic Converter (Improved Emissions Performance)
The Ecotec 2.2L I-4 VVT (LAP) engine mates up with a split converter architecture system in order to meet emission / diagnostic requirements. Ecotec engines meet BIN5 tailpipe emissions mandates in all applications. Bin 4 emissions levels in E85 equipped packages, and SULEV emissions levels in certain select applications for California. To achieve this standard, the mix of precious metals in the catalytic converter has been reformulated. Metals such as platinum, palladium and rhodium in the converter’s catalytic substrate create the chemical reaction that turns the majority of exhaust emissions into harmless gases and water vapor. The 2.2L also meets PZEV (Partial Zero Emission Vehicle) Enhanced Evaporation standards.
Since the model year 2000 launch of the Ecotec 2.2L, the innovative strategy behind its versatile design has been validated by successful variants like the Ecotec 2.4L VVT (RPO LE5) and the ultra-high performance 2.0L direct-injection Turbo (RPO LNF). The 2.2L laid the foundation for a line of engines that share core components with minimal casting changes, yet deliver unique performance and market characteristics with a range of displacements, induction and fuel-delivery systems, and front and rear drive applications in both cars and trucks.
Introduced in 2000, the Ecotec 2.2L is often referred to as the Global Four Cylinder. It has leveraged GM’s worldwide design and engineering capability by drawing on the best practices of technical centers in North America and Europe. It also created a template for subsequent global powertrain development and laid the groundwork for engines such as GM’s global V-6 VVT.
At 305 pounds fully dressed, the 2.2L is the lightest engine GM has produced in its displacement class, and one of the most compact four-cylinders in the world. It features durability enhancements and technology familiar in premium V-type engines, including low-friction hydraulic roller finger valve operation and electronic “drive-by-wire” throttle in most applications. A hydraulic tensioner keeps the timing chain adjusted for life, and extended-life spark plugs deliver 100,000 miles of service. Routine maintenance is limited to oil and filter changes, and even those are made as easy as possible with a paper filter replacement cartridge and GM’s industry-leading Oil Life Monitoring System, which determines oil-change intervals according to real-world operation rather than a predetermined mileage interval.
Every engine in the Ecotec line has aluminum-intensive construction, with dual overhead camshafts (DOHC) and four valves per cylinder. Twin counter-rotating balance shafts cancel the second-order vibration inherent in four-cylinder inline engines, while direct mounting of accessories like the alternator and compressor eliminate common sources of noise, vibration and harshness. Full-circle transmission attachment and a structural oil pan improve powertrain rigidity.
The 2.2L has undergone the toughest and most comprehensive validation process in GM history, passing all of the dynamometer and vehicle tests traditionally run by various GM organizations worldwide. Validation included thousands of miles of real-world road testing in an extreme range of climates. Since the 2.2L’s introduction, virtually every system or component has been reviewed for improvement. Continual development has included optimized rod and main bearing material and shape changes, polymer coated pistons, and a new piston profile that reduces noise. Refinements such as an electrically operated power steering pump have been added to most Ecotec applications. The timing chain tensioner has also been redesigned for quieter operation
For all its design and production efficiencies and multitude of applications, the Ecotec 2.2L succeeds for one reason. It’s a world-class four cylinder engine that delivers excellent performance without sacrificing durability, economy or smooth, quiet operation.
The Ecotec engine variants are built at plants in Tonawanda, N.Y., Spring Hill, Tenn., and Kaiserslautern, Germany.
General Overview of the Ecotec
"Courtesy of Wikipedia, the free encyclopedia".
(The only edits I made were eliminating links and pictures and font color)
GM Family II engine
The Family II is a straight-4 piston engine that was originally developed by Opel in the early 1970s. It was used in the Opel Ascona and Opel Kadett and their corresponding sister models the Vauxhall Cavalier and Vauxhall Astra. In the US the SOHC engine was available from 1982-1990 including a turbocharged version known as LT3.
Over time, the engine evolved to include many modern features such as DOHC and Gasoline direct injection. Family II has also expanded to include a range of Opel derived 6 cylinder engines. Many General Motors subsidiaries, including Holden, GM do Brasil and recently GM Powertrain have adopted this design. It is also starting to be used in hot rods as an engine swap.
20NE, 20SE, 20SEH, C20NE, C20GET
These engines formed the basis of the modern Family II lineup. Configuration was limited to a single over head cam, and 2 Valves per cylinder (8 valves total). The 20NE served as the base, where later Family II engines evolved.
Common features include:
Cast iron block
6 bolt flywheel
1998 cc, 86 mm x 86 mm bore/stroke
Engine Power Torque Ratio Engine Management (Other)
20NE 116 horsepower (87 kW) @ 5200 rpm 175 N·m (129 lb·ft) @ 2600 rpm 9.2:1 Motronic ML 4.1
20SE 122 horsepower (91 kW) @ 5400 rpm 175 N·m (129 lb·ft) @ 2600 rpm 10.0:1 Motronic ML 4.1 High compression pistons
20SEH 130 horsepower (97 kW) @ 5600 rpm 180 N·m (130 lb·ft) @ 4600 rpm 10.0:1 Motronic ML 4.1 High compression pistons; More aggressive camshaft than 20SE
C20NE 115 horsepower (86 kW) @ 5200 rpm 170 N·m (130 lb·ft) @ 2600 rpm 9.2:1 Motronic 1.5/Motronic 1.5.2 Catalytic converter; Lambda sensor.
C20GET 165 horsepower (123 kW) @ 5600 rpm 175 N·m (129 lb·ft) @ 4000 rpm 8.0:1 Most likely Motronic 1.5 Turbocharged
A South African derivative of the 20SEH engine was used until 1999 in the Astra/Kadett models featuring 10:1 compression ratio and a Bosch Motronic 1.5.4 engine management system. Quoted power was 95 kW (129 PS; 127 hp) and 180 N·m (130 lb·ft) of torque.
The 2 liter 8v OHC engines is used in the base versions of:
Opel Astra F
Opel Omega A
Opel Kadett E
Opel Ascona C
Opel Frontera A
Opel Vectra A-A2-B
20XE, 20XEJ, C20XE, C20LET
The naturally-aspirated 16-valve version of the 2.0 L— 1,998 cc (121.9 cu in)—cast iron block engine is the successor to the OHC-engines and a predecessor to the 16-valve Ecotec-line of engines.
This lineup features the same block as the OHC based engines with an 86 mm (3.4 in) bore & stroke and a Cosworth-developed DOHC cylinder head (Cosworth Project KB). The cylinder heads were manufactured by either Cosworth or, at a latter date, Kolbenschmidt. In general, the heads from this lineup are supposed to flow appreciablу better than their Ecotec successors. Power output is rated at 110 kW (150 hp) at 6000 rpm and 196 N·m at 4600 rpm (C20XE) or 156 hp (20XE).
-1,998 cc (121.9 cu in); 86 Χ 86 mm (3.4 Χ 3.4 in) bore x stroke
-Cast iron block
-Aluminium oil pan with cooling fins
-Air mass flow meter
-8 bolt flywheel
- 157 hp (117 kW)
- 198 N·m (146 lb·ft)
-Compression ratio: 10.8-1
-Engine Management: Bosh Motronic 2.5
- 150 bhp (112 kW; 152 PS) @ 6000 rpm
- 196 N·m (145 lb·ft) @ 4600 rpm
-Compression ratio: 10.8-1
-Engine Management: Bosh Motronic 2.8
- 204 hp (152 kW) @ 5600 rpm
- 280 N·m (210 lb·ft) @ 2400 rpm
- 102 bhp/litre
-Compression ratio: 9.0-1
-Turbo pressure: 0.6 bars (8.7 psi) continuous with a 0.8 bars (12 psi) overboost
-Engine Management: Bosch Motronic M2.7
-The map sensor is built into the ECU.
-Turbo used in the C20LET: KKK16, integral water cooling and oil lubrication.
These engines were used in:
Opel Kadett GSI 16v
Opel Vectra 2000
Opel Vectra GT 16V
Opel Vectra Turbo
Opel Calibra Turbo
Opel Calibra 16V
Opel Astra GSi 16v
Opel Astra Irmscher caravan
The turbocharged version of the C20XE, branded C20LET was also offered in the Opel/Vauxhall Calibra and Vectra Turbo. The C20LET is essentially the same as the C20XE, bar the lower compression, forged Mahle pistons turbocharger, Bosh Motronic M2.7 with a MAP sensor. There are also slight revisions to the block which provide an oil inlet/outlet for the turbocharger.
Opel later developed a 2.5 liter V6 engine based on the C20XE's design. The GM 54-Degree V6 engine featured four camshafts and 4 valves per cylinder. The C25XE found use in the V6 Calibra/Vectra A/A2.
- 2,498 cc (152.4 cu in)
- 170 hp (127 kW) @ 6000 rpm
- 226 N·m (167 lb·ft) @ 4200 rpm Engine Management Bosch Motronic 2.8
The first engine Opel branded as Ecotec, a mass-market successor to the C20XE with a Lotus-developed cylinder head. The new cylinder head had a smaller valve angle compared to the older C20XE, which was supposed to give more torque in the lower revs. It is a 1,998 cc (121.9 cu in) naturally aspirated engine with 16 valves and belt driven double overhead camshafts (DOHC). 86 mm (3.4 in) bore and stroke in cast iron OHC-derived cylinder block and aluminium cylinder head. X20XEV was equipped with exhaust gas recirculation (EGR) to reduce nitrogen dioxide emissions and air injection reactor (AIR) to speed up the warming up of the catalytic converter and to reduce unburnt hydrocarbons and carbon monoxide. Power 100 kW / 136 hp.
This engine was used in:
Opel Calibra 94-
Opel Vectra 94-
Opel Astra 94-
Opel Omega 94-
A GM 54-Degree V6 engine - essentially an Ecotec version of the C25XE. It has similar design features to the X20XEV - particularly the cylinder heads and emission reduction hardware. This engine was used in the Opel Omega B and for the first few years in the C
The X25XE was also used in Later Models of Vectra B from 2000 until 2002. It was to prove popular in Police Vehicles in the UK.
The Ecotec name was adopted in 2000 for the new generation of Family II engines. The name was already used for the Opel GM Family II engine, Family 1 and Family 0 ranges. GM intends this new Ecotec to become its global 4-cylinder, and it has already fully replaced their OHV I4 line.
The Ecotec Family II is a DOHC 4-valve design with an aluminum block and head (L850 for 86 mm bore applications, and L880 for 88 mm bore), designed for displacements from 1.8 to 2.4 L. It was developed by an international team of engineers and technicians from Opel's International Technical Development Center in Rόsselsheim, Germany, GM Powertrain in Pontiac, Michigan, and Saab in Trollhδttan, Sweden. the ECOTEC was developed by SAAB engineers in 1987 with the help of GM & Opel, to replace the SAAB 9000 L4 engine, as per the video Press release in 1989 of the 50/50 agreement of SAAB & GM. Much of the development work on this project was carried out by Lotus Engineering, Hethel, United Kingdom. The engine uses aluminum pistons and cast iron cylinder liners. Vibration is reduced with twin balance shafts.
The current Ecotec line is manufactured in Tonawanda, New York and Kaiserslautern, Germany. Until the discontinuation of Saturn, it was also produced at a plant in Spring Hill, Tennessee.
Opel/Vauxhall offers a turbocharged version of the 2.0 L—1,998 cc (121.9 cu in)—Ecotec (the Z20LET) in a cast iron block; it features a square 86 millimetres (3.4 in) bore and stroke, 9.5:1 compression, 200 hp (150 kW) and 195 lb·ft (264 N·m) of torque. fuel economy 14.6 L/100 km (16.1 mpg-US) This engine is used in:
From 2005, the Z20LET engine was revised for the Astra H and Zafira B, to three different model designations, Z20LEL, Z20LER and Z20LEH. The differing designations denote the engine power output, 170 hp, 200 hp and 240 hp. Further revisions to the original design include the deletion of the contrarotating balancer shafts in the 240 hp Z20LEH engine, to reduce mechanical losses.
This engine is also known as a Z20NET in other countries such as The United Kingdom and Australia
LK9 is a turbocharged 2.0 L— 1,998 cc (121.9 cu in)—version of the L850 series ECOTEC utilizing a reinforced sand cast aluminum cylinder head and reinforced internal components. It features an 86 millimetres (3.4 in) bore and stroke and a 9.5:1 compression ratio. Power is 210 horsepower (160 kW) at 5300 rpm and 220 lb·ft (298 N·m) of torque at 2500 rpm. Maximum boost is 12.3 psi (0.85 bar).
2003–present Saab 9-3
2003–2008 Opel Vectra
2006–present Cadillac BLS
A turbocharged direct injected (redubbed Spark Ignition Direct Injection) Ecotec was introduced in the 2007 Pontiac Solstice GXP and Saturn Sky Red Line. In these applications, the engine is mounted longitudinally. Displacement is 2.0 L—1,998 cc (121.9 cu in)—with a square 86 millimetres (3.4 in) bore and stroke. Compression is 9.2:1 and maximum boost is 1.4 bar (20.0 psi), delivering 260 hp (190 kW) at 5300 rpm and 260 lb·ft (350 N·m) of torque from 2500–5250 rpm. Engine redline is at 6300 rpm and premium fuel is recommended. The sodium filled exhaust valves were based on technology developed for the Corvette V8 powertrains. The sodium fuses and becomes a liquid at idle, which improves conductivity and draws heat away from the valve face and valve guide towards the stem to be cooled by the engine oil circulating in this area. The camshaft-driven direct injection systems pressurizes the fuel to 52 bar (750 psi) at idle, and up to 155 bar (2,250 psi) at wide-open throttle. The "Gen II" block is similar to the 2.4 L and also features VVT technology. The Gen II block was developed using data from racing programs and computer simulations. The bore walls and bulkheads were strengthened with a weight increase of 1 kg (2.5 pounds). The coolant jackets were expanded to improve heat rejection, resulting in a coolant capacity increase of 0.5 liters.
In December 2008, GM released a Turbo Upgrade Kit for the LNF engine which increases horsepower to 290 hp and torque to up to 340 lb.-ft, depending on the model. The kit retails for $650 and includes remapped engine calibration and upgraded MAP sensors. The kit is covered by the cars' existing GM warranties.
Unique LNF features include:
a twin-scroll turbocharger
cam-driven high pressure gasoline direct injection fuel system
dual camshaft continuously variable valve timing
sodium-filled stainless steel Inconel exhaust valves
low-friction cast aluminum pistons with oil squirters
forged steel crankshaft
forged steel connecting rods
cast stainless steel exhaust manifold
This engine is used in:
2007–2009 Opel GT
2007–2009 Pontiac Solstice GXP
2007–2009 Saturn Sky Red Line
2008-2010 Chevrolet HHR SS
2008-2010 Chevrolet Cobalt SS
2010 Fisker Karma
2009 Elfin T5
This or a similar engine is used in:
2011 Buick Regal GS Concept
A high-end direct injection version of the 2.2 L Ecotec is available for:
A high-end direct injected 2.4 L Ecotec is available for the 2010 Chevy Equinox. This engine makes 180 hp (130 kW; 180 PS) and 172 ft·lbf (233 N·m) of torque, partly due to an 11.4:1 compression ratio.
Last edited by DROPPEDATBIRTH; 09-22-2010 at 06:14 PM.
Ecotec L61 installed in a 2003 Chevrolet Cavalier
This engine is also known as a Z22SE in other countries such as The United Kingdom and Australia
The basic Family II architecture was substantially reengineered in 2000, becoming the Ecotec 2.2, model L61 (or L42 for the CNG version). First appearing in the 2000 Saturn LS1, the L61 spread throughout North American GM products, displacing the Quad 4 and its descendants.
Unlike its notably harsh predecessor, the L61 was designed for smoothness - however in the nearly 20 years since the demise of the Oldsmobile engineered Quad 4, no other GM 4-cylinder has exceeded the output of the 190 hp (142 kW) 1991 W41 Quad 4. Only recently the Ecotec LAF exceeded the high volume 180 hp (134 kW) LG0 Quad 4. Dual in-block balance shafts were integral to the design, and all accessories were mounted directly to the engine block to reduce vibration. The oil filter was cast into the block with a removable cover and replaceable paper element.
Displacement for the 2.2 L engine is 2,196 cc (134.0 cu in) with an 86 millimetres (3.4 in) bore and 94.6 millimetres (3.72 in) stroke. Compression is 10:1, delivering 135 to 147 hp (101 to 110 kW) and 142 to 152 lb·ft (193 to 206 N·m) of torque. The Ecotec line is manufactured in Tonawanda, New York and Kaiserslautern, Germany, and was also manufactured for Saturn in Spring Hill, Tennessee until Saturn's discontinuation. The L61-powered Saturn Ion replaced the Saturn-powered Saturn S-Series.
There are a few variations to the standard L61. The new Chevrolet Malibu uses a version with electronic throttle control and a special unitized exhaust manifold and catalytic converter. The 2003 Saturn L-Series has a high output version with higher (10:1) compression and more aggressive camshaft. The Malibu and Saturn versions also use return-less fuel injection. The 2002 Saturn VUE was the first North American variant of the L61 to be equipped with electronic throttle control, whereas other applications did not arise until 2005 in the Saturn ION and Chevrolet Cobalt. The supercharger and inlet manifold from the 2.0 Ecotec engine can be purchased as an official kit from GM and along with modified software in the ECM, can create a 2.2 supercharged version of this engine.
On engines produced before 2007, spark was produced via 2 coils in a cassette that bolted to the top of the valve cover which contained the boots for each spark plug on the bottom of it, eliminating the need for wires. In 2007 the L61 was upgraded with a second generation cylinder case, coil on plug ignition, 58x crankshaft position sensing and a 32-bit computer.
The 2.2 L Ecotec is used in the following cars:
Year(s) Model Power Torque
2002–2005 Chevrolet Cavalier 140 hp (100 kW) @ 5600 rpm 150 lb·ft (203 N·m) @ 4000 rpm
2004 Chevrolet Classic (Malibu) 144 hp (107 kW) @ 5600 rpm 155 lb·ft (210 N·m) @ 4000 rpm
2005–2006 Chevrolet Cobalt 145 hp (108 kW) @ 5600 rpm 155 lb·ft (210 N·m) @ 4000 rpm
2007–2008 148 hp (110 kW) @ 5600 rpm 152 lb·ft (206 N·m) @ 4200 rpm
2006 Chevrolet HHR 143 hp (107 kW) @ 5600 rpm 150 lb·ft (203 N·m) @ 4000 rpm
2007–2008 Chevrolet HHR 149 hp (111 kW) @ 5600 rpm 152 lb·ft (206 N·m) @ 4000 rpm
2002–2004 Oldsmobile Alero 140 hp (100 kW) @ 5600 rpm 150 lb·ft (203 N·m) @ 4000 rpm
2002–2005 Pontiac Grand Am 140 hp (100 kW) @ 5600 rpm 150 lb·ft (203 N·m) @ 4000 rpm
2002–2005 Pontiac Sunfire 140 hp (100 kW) @ 5600 rpm 150 lb·ft (203 N·m) @ 4000 rpm
2005–2008 Pontiac G5/Pursuit 145 hp (108 kW) @ 5600 rpm 155 lb·ft (210 N·m) @ 4000 rpm
2003–2005 Saturn L-Series (high output) 140 hp (100 kW) @ 5600 rpm 145 lb·ft (197 N·m) @ 4000 rpm
2003–2007 Saturn Ion 140 hp (100 kW) @ 5600 rpm 145 lb·ft (197 N·m) @ 4000 rpm
2002–2007 Saturn VUE 143 hp (107 kW) @ 5600 rpm 155 lb·ft (210 N·m) @ 4000 rpm
2001–2005 Vauxhall VX220/Opel Speedster 147 hp (110 kW) @ 5800 rpm 150 lb·ft (203 N·m) @ 4000 rpm
Opel/Vauxhall/Holden Zafira/Subaru Traviq
Following the GM-Fiat agreement, the 2.2 L engine is also used in
Alfa Romeo 159
The Ecotec 2.2, model L42 is the CNG version of the Ecotec 2.2. It delivers 129 hp (96 kW) and 129 lb·ft (175 N·m).
Ecotec LSJ engine in a 2006 Saturn Ion Red Line
The LSJ is a supercharged version of the LK9 Ecotec with an Eaton M62 Roots-type supercharger and air-to-liquid intercooler. It is rated at 205 hp (153 kW) at 5600 rpm and 200 lb·ft (271 N·m) at 4400 rpm with a compression ratio of 9.5:1 and a 6500 rpm redline. With the end of the Chevy Cobalt S/C SS and Saturn Ion Red Line, the LSJ was discontinued after 2007.
The LSJ was on the Ward's 10 Best Engines list for 2006.
This engine is used in:
Year(s) Model Power Torque
2004–2007 Saturn Ion Red Line 205 hp (153 kW) @ 5600 rpm 200 lb·ft (271 N·m) @ 4400 rpm
2005–2007 Chevrolet Cobalt SS Supercharged Coupe 205 hp (153 kW) @ 5600 rpm 200 lb·ft (271 N·m) @ 4400 rpm
Ecotec LE5 engine in a 2006 Pontiac Solstice
The LE5 is a larger 2.4 L—2,376 cc (145.0 cu in)—version of the Ecotec. Both the 88 mm (3.5 in) bore and 98 mm (3.9 in) stroke are larger, and Variable Valve Timing on the intake and exhaust improve low-end torque. Compression is 10.4:1. Power is 164-177 hp (123-132 kW) and torque is 159-170 lb·ft (215-230 N·m). The engine uses a reinforced "Gen II" block.
Year(s) Model Power Torque
2006–2007 Chevrolet Cobalt SS 173 hp (129 kW) @ 6200 rpm 163 lb·ft (221 N·m) @ 4800 rpm
2008 Chevrolet Cobalt Sport 171 hp (128 kW) @ 6200 rpm 167 lb·ft (226 N·m) @ 4800 rpm
2006–2008 Chevrolet HHR 175 hp (130 kW) 165 lb·ft (224 N·m)
2006–2008 Pontiac G5/Pursuit 171 hp (128 kW) @ 5800 rpm 167 lb·ft (226 N·m) @ 4500 rpm
2006–2009 Pontiac G6 169 hp (126 kW) @ 6300 rpm 162 lb·ft (220 N·m) @ 4500 rpm
2006–2009 Pontiac Solstice 173 hp (129 kW) @ 5800 rpm 164 lb·ft (222 N·m) @ 4500 rpm
2006–2009 Saturn Sky 173 hp (129 kW) @ 5800 rpm 166 lb·ft (225 N·m) @ 4800 rpm
2006–2007 Saturn Ion 175 hp (130 kW) @ 6200 rpm 164 lb·ft (222 N·m) @ 4800 rpm
2008–2009 Saturn Aura 169 hp (126 kW) 162 lb·ft (220 N·m)
2008–present Chevrolet Malibu 169 hp (126 kW) 162 lb·ft (220 N·m)
2008–2009 Saturn Vue 169 hp (126 kW) @ 6200 rpm 161 lb·ft (218 N·m) @ 5100 rpm
The LE5 is also used in the following overseas models:
2006 GM Taiwan Buick LaCrosse
2006 Shanghai GM Buick LaCrosse
The LAT is the designation used for the 2.4 L LE5 when used in GM's mild hybrid vehicles.
Year(s) Model Power Torque Fuel economy (average; 63 mph)
2007–2009 Saturn Aura Green Line Hybrid 164 hp (122 kW) @ 6400 rpm 159 lb·ft (216 N·m) @ 5000 rpm
2007 Saturn Vue Green Line Hybrid 170 hp (130 kW) @ 6600 rpm 162 lb·ft (220 N·m) @ 4200 rpm
2008 Saturn Vue Green Line Hybrid 172 hp (128 kW) @ 6500 rpm 167 lb·ft (226 N·m) @ 4500 rpm
2008–2009 Chevrolet Malibu Hybrid 164 hp (122 kW) @ 6400 rpm 159 lb·ft (216 N·m) @ 5000 rpm
The LE9 is an E85 compatible version of the 2.4 L—2,384 cc (145.5 cu in)—LE5 Ecotec. Bore and stroke are 88 mm (3.5 in) and 98 mm (3.9 in) and has a compression ratio of 10.4:1, the same as the LE5.
Year(s) Model Power Torque
2009–present Chevrolet HHR 172 hp (128 kW) @ 5800 rpm (gasoline) 167 lb·ft (226 N·m) @ 4500 rpm (gasoline)
176 hp (131 kW) @ 5800 rpm (E85) 170 lb·ft (230 N·m) @ 5000 rpm (E85)
2010 Chevrolet Malibu (fleet only) 175 hp (130 kW) @ 5800 rpm (E85) 170 lb·ft (230 N·m) @ 5000 rpm (E85)
The LAP is a 2.2 L—2,189 cc (133.6 cu in)—version of the Ecotec, based on the Gen II block. Bore and stroke are 86 mm (3.4 in) and 94.6 mm (3.72 in), the same as the 2.2 L L61. Compression ratio is 10.0:1. Major features that set it apart from the 2.2 L L61 are variable-valve-timing and other cylinder head improvements from the 2.4 L LE5.
Year(s) Model Power Torque
2009–2010 Chevrolet Cobalt 155 hp (116 kW) @ 6100 rpm 150 lb·ft (203 N·m) @ 4900 rpm
2009 Pontiac G5 155 hp (116 kW) @ 6100 rpm 150 lb·ft (203 N·m) @ 4900 rpm
The LE8 is an E85 compatible 2.2 L—2,189 cc (133.6 cu in)—version of the LAP Ecotec. Bore and stroke remain the same 86 mm (3.4 in) and 94.6 mm (3.72 in). Compression ratio is 10.0:1 and the engine can run on both regular unleaded gasoline or E85.
Year(s) Model Power Torque
2009–present Chevrolet HHR 155 hp (116 kW) @ 6100 rpm (gasoline) 150 lb·ft (203 N·m) @ 4800 rpm (gasoline)
160 hp (120 kW) @ 6000 rpm (E85) 158 lb·ft (214 N·m) @ 4600 rpm (E85)
The LAF is a direct injected 2.4 L. It uses technology based on GM’s other four-cylinder direct injection applications, but with unique features designed for its specific application. This includes an 11.4:1 compression ratio that helps build power, slightly dished pistons that increase combustion efficiency and injectors with an application-specific flow rate.
Year(s) Model Power Torque
2010–present GMC Terrain
Chevrolet Equinox 182 hp (136 kW) @ 6700 rpm (gasoline) 172 lb·ft (233 N·m) @ 4900 rpm (gasoline)
2010–present Buick LaCrosse 182 hp (136 kW) @ 6700 rpm 172 lb·ft (233 N·m) @ 4900 rpm
2011 Buick Regal 182 hp (136 kW) @ 6700 rpm 172 lb·ft (233 N·m) @ 4900 rpm
The LUJ is a 1.4L turbocharged engine with VVT. Unique features include a cast iron block with 5-bolt mains and hollow frame construction that reduces weight by 20 percent. Connecting rods that are forged, piston cooling jets to calm high boost temperatures, an on-board oil cooler, and VVT in the head.
Year(s) Model Power Torque
2011 Chevrolet Cruze
138 hp (103 kW) (gasoline) 148 lb·ft (201 N·m) (gasoline)
Holden makes various Family II engines for GM India and GM Daewoo at its Melbourne plant. Variations include displacements from 1.8 L to 2.4 L. Unlike the Ecotec engines, the block is made of iron.
This is the 2.0 L—1,998 cc (121.9 cu in)—variant of the engines, featuring an 86 mm (3.4 in) bore and 86 mm (3.4 in) stroke. Power is 119 hp (89 kW) at 5400 rpm and torque is 126 lb·ft (171 N·m).
The engine has been used on following vehicles:
1.8 L - Chevrolet Lacetti, Chevrolet Nubira, Chevrolet Rezzo
C24SE, *2.4 L SOHC - Isuzu Rodeo
2.4 L DOHC - Chevrolet Captiva, Opel Antara
GM do Brasil
General Motors do Brasil specializes in older SOHC FlexPower (alcohol and petrol powered) iron block engines.
X20XE—2.0 L SFI SOHC 8V FlexPower
X24XF—2.4 L MPFI SOHC 8V FlexPower
X24SFD—2.4 L SFI DOHC 16V FlexPower
In 2004, a 2.0 L MultiPower engine was made available for the taxi market which could use gasoline, alcohol and natural gas.
A 2.0 L FlexPower engine is available for the current Chevrolet Astra and Vectra. The 2006 Chevrolet Vectra also received a 2.4 L 16V FlexPower engine.
In late 2005 Brammo Motorsports struck a deal with GM for a Supercharged 2.0 L Ecotec for their Ariel Atom. The engine came in various ratings from 205 hp (153 kW) to 300 hp (220 kW). Jay Leno received the very first Atom for commercial sale in the US by Brammo.
Hope this helps with some insite on our Ecotec history.
Last edited by DROPPEDATBIRTH; 09-22-2010 at 06:16 PM.
L61 Ecotec Overview, Torque, Fluid, and Engine Specs
L61 Ecotec - Overview, Torque, Fluid, and Engine Specs
Courtousy of the "GM Sport Compact Performance Build Book"
The engine is the heart of a competition car. It must be capable of delivering full power reliably run-after-run on race day, at engine and vehicle speeds far in excess of those encountered in normal driving. Every part of a competition engine must be as nearly perfect as possible the slightest failure can put you out of the running or even out of the race.
Since 1955, the Small Block Chevy has proven its versatility, durability, and performance potential with automotive performance enthusiasts. The ECOTEC engine has all the basic mechanical components to repeat this success. A sound base engine structure, excellent airflow capability, easy serviceability, compact size and low weight. These qualities, along with the very successful race program, demonstrate the ECOTEC is a driving force in the Sport Compact Segment.
GMs ECOTEC engine has proven to be a reliable and competitive engine for use in the Sport Compact Drag Racing Series. It has also proven its superior durability in grueling five mile runs at the Bonneville Salt Flats with speeds over 300 MPH and in showroom stock endurance road racing competition. The number of stock components utilized in the race engine demonstrates the robust design of the ECOTEC engine.
The ECOTECs outstanding feature to performance enthusiasts is its impressive strength. GM Racing dynamometer tests confirm that major horsepower gains are possible with minimal modifications. For instance, when building an ECOTEC engine to the 400 hp power level, no modifications to the cylinder head, block, main girdle or crankshaft are required.
The production ECOTEC engine block is manufactured out of aluminum using a lost-foam casting process. This process allows for both a stronger and lighter part. Flanged, thin-wall iron cylinder sleeves are press-fit into a semi-floating aluminum support structure. The ECOTEC block is supported by a massive die-cast aluminum girdle/ main cap assembly and structural oil pan for noise and vibration suppression. The main-cap structures are each supported with six fasteners. Extra-thick main bearings resist the differential thermal expansion of the nodular iron crank and aluminum block.
All ECOTEC blocks are cast with passages for piston-cooling jets and an oil cooler for high-output turbocharged applications. The fully-boxed block requires no windage tray, even on applications up to 600 horsepower. An auxiliary chain drives the water pump and balance shafts from the crank.
To reduce the risk of hot spots, pressure-cast, non-squish dished pistons are manufactured without valve reliefs. The symmetrical, barrel-faced moly-coated top ring fits in an anodized ring-groove below a super-thin 3mmtop ring land, creating a low crevice volume for reduced emissions. The pistons deliver power through full-floating piston pins and powder-metal or forged steel connecting rods.
The ECOTEC twin-cam cylinder head uses low-friction hydraulic roller finger-followers, which have been proven reliable and effective up to 11,000 rpm. Head fastener placement permits cylinder head removal and installation without removing the camshafts. The camshafts are driven directly off the crank by a chain. The design includes provisions for future upgrading to variable cam phasing. The finger-follower design permits a light-weight narrow profile and reduced valve angles(the intake valve is 18 degrees from vertical and the exhaust valve 16 degrees).
The design of the intake manifold eliminates the need for variable-length intake runners and consideration has been made for conversion to gasoline direct-injection.
The ECOTEC engine management system uses a port-EFI design with cassette waste-spark ignition. An integral compression-sense ignition module eliminates the need for a cam position sensor.
-Engine configuration inline 4 cylinder gas engine
-Valve train DOHC 16 valve with hydraulic roller finger followers
-Displacement - 2.2 Liter (134 CID) (2189 CC)
-Bore x Stroke 86 mm x 94.6 mm
-Vin code F
-HP 140 @ 5600 RPM
-TQ 145 @ 4000 RPM
-Oil pressure @1,000 RPM 50-80 psi
-Engine cranking compression pressure - 185-225 psi
-Compression ratio - 10:1
-Firing order- 1-3-4-2
-Ignition cassette waste spark
-Recommended octane 87
-Fuel Delivery Sequential fuel injection (SFI)
-Fuel pressure key on engine off 50-60 psi
-EPA rated fuel economy (manual trans) 26 MPG City & 37 MPG highway 30 MPG combined
-Generator rated output 105 A
-Generator load test output 73 A
-Thermostat opening temperature 180 degrees F
-Emissions Low emissions vehicle equipt with single Catalyst
*****Fluids and Capacities*****
-Brake Fluid Delco Supreme II or equivalent Dot 3 brake fluid
-Clutch fluid - Hydraulic Clutch Fluid (GM Part No. U.S. 12345347, in Canada 10953517) or equivalent DOT-3 brake fluid
-Engine Oil - SAE 5W-30 is the only viscosity grade recommended for your vehicle.
Use only oils which have the API Starburst symbol and which are also identified as SAE 5W-30.If the temperature range is 0°F (-18°C) or above SAE 10W-30 oil which has the API Starburst symbol is acceptable if SAE 5W-30 oil is not available. Areas where the temperature falls below -20°F (-29°C), it is recommended either an SAE 5W-30 synthetic oil or and SAE 0W-30 oil. Both will provide easier cold starting and better protection for the engine at extremely low temperatures. Do not use other viscosity grade oils, such as SAE 10W-40 or SAE 20W-50 under any conditions.
-Engine oil capacity 5 qts
-Coolant Dexcool antifreeze 50/50 mix with drinkable water
-Coolant capacity - 8.6 qts
-Auto trans fluid - DEXRON-III Automatic Transmission Fluid
-Auto trans fluid capacity bottom pan removal 6.9 qts, complete overhaul - 9.5 qts
-A/C refrigerant R134a
-Power steering fluid - GM Power Steering Fluid GM P/N 89021184 (Canadian P/N 89021186) or equivalent
*****Torque Specs *****
Courtesy of Darkstars at Ecotec Forum
NOTE- some specs are FOOT pounds, some are INCH pounds, do not confuse the two. And keep in mind some common sense is your best friend, if you come across something that says valve cover is torqued to 75 lb ft common sense should tell you that is way to much, torque spec listings are not always 100% accurate, just use your head. And BTW I did not copy and paste this list cause I find it somewhere, I looked it all up and recorded them (hand typed them) one at a time, you guys better get some use out of this LOL.
-A/C compressor to block bolt . .. 20 N-m / 15 lb ft
-Balance shaft adjustable chain guide bolt 10 N-m / 89 lb in
-Balance shaft bearing carrier to block bolt .. ..10 N-m / 89 lb in
-Balance shaft fixed chain guide bolt ... .10 N-m / 89 lb in
-Balance shaft sprocket bolt ...50 N-m / 37 lb ft
-Block heater bolt ... ...10 N-m / 89 lb in
-Cam cover to cylinder head bolt ..10 N-m / 89 lb in
-Cam cover to ground cable bolt 10 N-m / 89 lb in
-Cam cover to ground cable stud 10 N-m / 89 lb in
-Camshaft bearing cap bolt .10 N-m / 89 lb in
-Camshaft sprocket bolt
First pass ............ 85 N-m / 63 lb ft
Second pass .......... 30 degrees
-Camshaft timing chain tensioner ..75 N-m / 55 lb ft
-Chain guide plug ..... ..80 N-m / 59 lb ft
-Connecting rod bolt
First pass .............. 25 N-m / 18 lb ft
Second pass ............. ...100 degrees
-Crankshaft bearing lower crankcase to block
First Pass ............... 20 N-m / 15 lb ft
Second pass ............. 70 degrees
-Crankshaft position sensor bolt ... 10 N-m / 89 lb in
-Crankshaft pulley bolt
First pass ............... 100 N-m / 74 lb ft
Second pass .............. 75 degrees
-Cylinder head bolt
First pass ............... .30 N-m / 22 lb ft
Second pass ............... 155 degrees
-Cylinder head front crankcase bolt ..... 35 N-m / 26 lb ft
-Cylinder head oil gallery plug ...... 35 N-m / 26 lb ft
-Dipstick guide to intake manifold bolt ..... ...10 N-m / 89 lb in
-Drive belt tensioner bolt ....... .45 N-m / 33 lb ft
-E.G.R. cover bolt ......... 25 N-m / 18 lb in
-Elek. ICM cover bolt .......... ..10 N-m / 89 lb in
-Engine coolant temp sensor ........ 22 N-m / 16 lb ft
-Engine lift bracket front bolt ........ ...25 N-m / 18 lb ft
-Engine lift bracket rear bolt ....... .25 N-m / 18 lb ft
-EVAP emission canister valve nut ...... ..22 N-m / 16 lb ft
-Exhaust manifold to cylinder head nut ..... 12 N-m / 9 lb ft
-Exhaust manifold to cylinder head stud ..... ..10 N-m / 89 lb in
-Exhaust manifold pipe flange stud ....... 16 N-m / 12 lb ft
-Flex plate (AMT) bolt
First pass .................... 53 N-m / 39 lb ft
Second pass .................. 25 degrees
-Flywheel (SMT) bolt
First pass ................................... . .53 N-m / 39 lb ft
Second pass . .................................. 25 degrees
-Front cover to block bolt ........... 25 N-m / 18 lb ft
-Fuel pipe bracket bolt ...........10 N-m / 89 lb in
-Fuel rail bracket stud .......... ..10 N-m / 89 lb in
-Generator to block bolt ............ ..20 N-m / 15 lb ft
-Heat shield to exhaust manifold bolt ..........10 N-m / 89 lb in
-Intake camshaft rear cap bolt ...........25 N-m / 18 lb ft
-Intake manifold to cylinder head bolt .......... 10 N-m / 89 lb in
-Intake manifold to cylinder head nut ...........10 N-m / 89 lb in
-Intake manifold to cylinder head stud ...........6 N-m / 53 lb in
-Knock sensor bolt ..............25 N-m / 18 lb ft
-Lower crankcase to block peripheral bolt ........ .25 N-m / 18 lb ft
-Oil gallery plug . ...............35 N-m / 26 lb ft
-Oil gallery plug rear ............. 60 N-m / 44 lb ft
-Oil filter housing cover .............. ..22 N-m / 16 lb ft
-Oil pan drain plug .............. ...25 N-m / 18 lb ft
-Oil pan to block bolts ............. .25 N-m / 18 lb ft
-Oil pressure switch ............ .10 N-m / 89 lb in
-Oil pump cover bolt .............. .6 N-m / 53 lb in
-Oil pump pressure relief valve plug .......... ...40 N-m / 30 lb ft
-Oxygen sensor ............. 42 N-m / 31 lb ft
-Power steering pump bolt .......... ...25 N-m / 18 lb ft
-Spark plug ............. ...20 N-m / 15 lb ft
-Starter motor to block bolt ........... ..40 N-m / 30 lb ft
-Thermostat housing to block bolts ............ ..10 N-m / 89 lb in
-Throttle body bolt .................10 N-m / 89 lb in
-Throttle body nut .............. 10 N-m / 89 lb in
-Throttle body stud ............... 6 N-m / 53 lb in
-Timing adjustable chain guide bolt .......... 10 N-m / 89 lb in
-Timing chain oil nozzle bolt ................10 N-m / 89 lb in
-Timing fixed chain guide bolt .............. 10 N-m / 89 lb in
-Timing upper chain guide bolt ...............10 N-m / 89 lb in
-Vent tube to cylinder head ............. .15 N-m / 11 lb ft
-Water pump access cover bolt ........... .7 N-m / 62 lb in
-Water pump / balance shaft chain tensioner bolt ..........10 N-m / 89 lb in
-Water pump bolt ...............25 N-m / 18 lb ft
-Water pump sprocket bolt .............. .10 N-m / 89 lb in
Last edited by DROPPEDATBIRTH; 09-23-2010 at 05:11 PM.
This is for all the Ecotec Engines and information about them.
'09 SS/TC - Stolen
Mods - Injen CAI, CIA MAF Relocate CP's, Dejon FMIC,
Custom 3" DP, 3" Exhaust, GT3076R, Pioneer AVH-4100DVD, Hurst STS, ZZP triple pod, Autometer Cobalt boost/DPIC/WB gauges, Nitto NT05 245/40/18's, H&R Springs, 80:20 Meth Spray
Future - KSport Kontrol Pro Coilovers, 10% Tint, FMIC spray
538whp/501wtq @38 psi on meth and 93 oct on stock ish motor
06 EVO IX MR/SE - Sold
Mods - *Updated 10/6/13* AEM TRUboost EBC, 4in custom TBE, SD dual 93/e85 tune, ETS 4in Race Core FMIC, Dual Aeromotive 400lph Fuel Pumps, T4 Tubular Manifold w/ dual WG's, FP Super99HTZ DBB Turbo, GSC 274 mivec cams, ARP headstuds/rod studs, FIC 2150cc Injectors, Aeromotive FPR, Aeromotive Fuel Rail, catch can, Mini Battery Kit, Slim Coolant Fan, Kiggly Racing high pressure valve Springs/Titanium Retainers, Supertech Stainless Steel Valves, Dual VTA Tial 44mm WG's, 4g64 Stroker Manley Pistons, 155mm 2.4 LR Manley Turbo Plus I Beam Rods with ARP 625 Studs, 100mm forged non-billet Manley Crankshaft, Full H/E PNP with Port Matching, Kiggly Racing Girdle, Dual Tial 50mm BOV's, Excedy Triple Disc Carbon HD Clutch, AEM EMS
'95 Ram 2500 Diesel
Mods - 5in TBE, Boost Elbow set to 28psi, Adjusted fuel pump, Open Turbo.
Future Mods- Super Street Clutch (rated @1400ftlbs tq), 67mm turbo, 160lb valve springs, added timing, tubular exhaust manifold, larger injectors, possible 6 spd swap.
Master ASE Certified Gasoline/Diesel Technician since 2004
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