Originally Posted by zinner
lets try to stay positive or just let this thread die
EcoTec 2.0 SuperCharged engine with 5 speed transmission
This engine package is possibly the best package you can put in your Fiero when it comes to power to weight ratio, vs dollar for dollar spent.
Could be California legal !
Companies are jumping on the bandwagon in support of the 4 cylinder EcoTec engine program that GM Racing has been developing the last 4-5 years. This little 4 cylinder supercharged package is from the Saturn Ion Redline, and the Chevrolet Cobalt SS. Did you notice Chevrolet was involved? Yes, when Chevrolet gets involved, everyone gets excited. GM supports a racing program, you know quality parts are coming for the product line. Specifications for this 2.0 supercharged engine do not appear impressive at first.
2006 Ecotec 2.0L I-4 Supercharged (LSJ)
Type: 2.0L I-4 supercharged
Displacement: 1998cc (122 ci)
Compression ratio: 9.5:1
dual overhead camshafts (4 valves per
Assembly site: Kaiserslautern, Germany
Valve lifters: hydraulic roller finger follower
Firing order: 1 - 3 - 4 - 2
Bore x stroke: 86 x 86mm
Fuel system: sequential fuel injection
Eaton Helical Roots M62 Supercharger @ 12
psi Boost pressure
Fuel shut off: 6500 rpm
Emissions controls: three-way catalyst
Applications: Chevrolet Cobalt SS
Saturn ION Red Line
Block: cast aluminum with cast iron cylinder liners
Cylinder head: cast aluminum
Intake manifold: aluminum
Exhaust manifold: cast iron
Crankshaft: forged steel with induction hardened fillet
Camshaft: cast iron
Connecting rods: forged steel
Additional features: high pressure ( 56 psi ) fuel pump
extended life platinum spark plugs
extended life coolant
electronic throttle control
Individual coil on plug high energy ignition
Now, at 205HP from the factory, if you go to the http://www.cobaltss.net/forums/
or the http://www.******************/index.php
you will find that most 2.0SC cars are dyno'ing 200 at the TIRES ! Yes, GM underrates on purpose sometimes to keep a car in an insurance bracket. Maybe its a honest mistake of bad dyno info that day too...
Now, what else makes this exciting? The factory is going to release UPGRADE kits to make this engine 250HP at the tires, and still keep the warranty. GM is going to allow a LSD upgrade and still maintain warranty on the transmission. GM has obliviously did its homework and found excellent results from the 5 speed manual transmission the Ion and Cobalt have.
The Stage 1 kit includes higher flow injectors and a new PCM calibration. The injectors give the engine enough fuel to rev higher, and the new engine calibration allows it all to happen by raising the rev limiter to 6700rpm. The new calibration also allows full boost instead of limiting it to a 205hp maximum with the stock PCM. Stage 1 would be a modest improvement over the stock configuration, but perhaps that’s because the best is yet to come.
Stage 2 adds the same injectors and calibration as Stage 1, but also includes a smaller 79mm supercharger pulley which increases boost by 2psi. According to Jim Minneker, Engineering Group Manager at GM HPVO, the Stage 1 calibration is configured to account for the smaller pulley if it is added, so there’s no need for different calibrations for each stage.
Factory release Stage 1 and Stage 2 upgrades that are currently undergoing CARB certification and will hopefully be released around SEMA time in November.
The kits are hitting the dealers by Dec 5th 2005 according to good rumors...
GM builds Ecotec 2.0 LSJ to 300HP
2006 F35 (MU3) <<< FastFiero's choice of transmissions for the 3800SC and LS1 future installs.
Type: transverse front wheel drive, five
speed manual transaxle ( optional
with limited slip differential )
Engine range: 2.0L I-4 supercharged
Maximum engine torque: 200 lb-ft ( 271 Nm )
Maximum gearbox torque: 258 lb-ft ( 350 Nm )
Gear ratios: MU3
Final Drive 4.05
Maximum validated gross vehicle weight: 5071 lb ( 2300 kg )
Case material: aluminum
Center distance: 76.5 mm
Fluid type: Castrol BOT 0063
Transmission weight: 45 kg ( 99 lb )
Fluid capacity (approximate): 1.7L / 2.0 qt ( dry )
Power take off: no
Applications: Chevrolet Cobalt SS
Saturn Ion Red Line
This transmission comes from European roots. It was designed for 5000lbs GVW packages. This transmission has an LSD already available from Quiafe. There is one coming from Torsen. The transmission was derived from the Saab F25 platform. The F25 has a 6 speed upgrade kit. The upgrade is not targeted to high speed racing however. It is more toward the road racing short course setups. This upgrade however, might be a great improvement for drag racing with this transmission on a LS1, or even a 3800SC.. That's another story however..
Speaking of stories. Here is an article at this GM website http://www.gm.com/company/racing/tec.../FWDEngine.htm
The Ecotec 2.2-liter four-cylinder engine is GM's first truly global powerplant. In production trim, the Ecotec delivers exceptional fuel economy and low exhaust emissions in a reliable, low-maintenance package. In racing trim, it delivers astounding horsepower.
"With the GM Ecotec global powerplant, we're making over 1,000 horsepower, and the majority of the engine components are production parts," said Josh Peterson, GM Racing Sport Compact program manager. It's simply amazing what can be done with this basic engine package.
Consider that the turbocharged Ecotec that powers the front-wheel-drive Cavalier drag racer produces more than 1,000 horsepower from only 127 cubic inches of piston displacement - a staggering 7.9 horsepower per cubic inch. If a naturally aspirated 500 ci Pro Stock engine had equivalent output, it would produce more than 3,900 horsepower.
"With the GM Ecotec global powerplant, we're making over 1,000 horsepower, and the majority of the engine components are production parts," said Josh Peterson, GM Racing Sport Compact program manager. "We're using a production block, production main bearing girdle, production cylinder heads, a production oiling system and a production drive chain. It's simply amazing what we can do with this basic engine package. We believe that we will ultimately reach more than 1,150 horsepower before we exceed the limits of the production parts."
Many of the heavy-duty Ecotec components developed by GM Racing for the Sport Compact drag racing program are now available to enthusiasts through GM Performance Parts. These include complete race-prepared blocks, ported cylinder heads, steel billet crankshafts, connecting rods, pistons, copper head gaskets, aluminum intake manifolds, racing camshafts, neutral-balanced countershafts and intake and exhaust manifold flanges.
The Ecotec debuted in the 2000 Saturn L-Series and is used in several European applications, including the Opel Vectra, Astra, Zafira and Speedster models. U.S. applications for Ecotec engines include Chevrolet Cavalier, Oldsmobile Alero, Pontiac Sunfire, Pontiac Grand Am and Saturn VUE. As installed in the 2003 Chevrolet Cavalier, this lightweight aluminum four-valve, DOHC engine is rated at 140 horsepower.
The race-prepared Ecotec engine enjoys certain advantages in addition to its pressurized induction system. First is its robust construction, a trait it inherited directly from its production counterpart. The Ecotec block's rigid bottom end resembles a classic racing engine, with a one-piece casting that incorporates the five main bearing caps (each retained by four fasteners) and mounts a structural cast-aluminum oil pan. The stock four-valve aluminum cylinder head's generously sized intake and exhaust ports provide excellent airflow (250 cfm at .400-inch intake valve lift), while a single centrally located spark plug in each pent-roof combustion chamber provides fast, efficient combustion. The two overhead camshafts actuate the inlet and exhaust valves via roller finger follower rocker arms - another design feature utilized by many high-rpm racing engines.
The Ecotec drag race engine builds on the strengths of these production components. Peterson and GM Racing engineer Russ O'Blenes retained the stock block and head castings. The block was modified with stainless steel O-rings and copper head gaskets to withstand the extreme cylinder pressure produced by turbocharging. The cylinder heads were ported and outfitted with dual-coil valve springs and titanium retainers; reground production camshafts actuate the valves through stock finger followers. The original camshaft drive gears were slotted to allow adjustments in camshaft phasing. The camshaft drive uses a stock timing chain, guides and hydraulic tensioner.
Heavy-duty components replaced the production crankshaft assembly.
A billet steel crankshaft, steel H-beam connecting rods with high-strength bolts, forged aluminum pistons and thick-wall piston pins were designed to GM Racing's specifications. The crankshaft rotates in production thick-wall main bearing inserts.
A custom-built dry-sump oiling system with a five-stage pump provides reliable lubrication at high rpm. An electronic fuel injection system meters methanol into a fabricated aluminum intake manifold. The production water pump and alternator are retained.
The initial goals of the Ecotec drag race engine program were to produce 650 horsepower, a power band that stretched from 5500 to 9200 rpm, and the durability to make 25 full-power passes between rebuilds while retaining stock components whenever possible. By exceeding every one of these objectives, the race-prepared Ecotec engine promises to make Chevy's Cavalier the frontrunner in Sport Compact drag racing and the forerunner of a new generation of GM four-cylinder performance engines.
Cobalt SS Supercharged Wins Time Attack on 'Street Tuner Challenge'
Besting a 801 HP Nissan Skyline and nitrous-charged Volkswagen Jetta
BUTTONWILLOW, Calif. - Timing is everything, and the timing of the new Cobalt SS Supercharged's introduction couldn't be better. As Chevy's new sport compact performance car debuts in dealer showrooms, it already has a record-setting pedigree. Driver John Heinricy piloted a race-prepared Cobalt SS Supercharged on a challenging road course at the Buttonwillow Raceway Park on July 21, 2005, besting both the legendary Nissan Skyline and the new Volkswagen Jetta by more than seven seconds. The Cobalt SS, which is based on Chevy's new factory-built front-wheel-drive Super Sport, posted a time of 1:58 around Buttonwillow's #13 track configuration, which was fast enough to eclipse the marks set by the All-Wheel-Drive, twin-turbo Skyline (2:05) and the nitrous-charged Jetta (2:07).
"It was an absolute blast to run the Cobalt SS Supercharged flat-out on the Buttonwillow track," said Heinricy, current SCCA driving champion and GM Performance Division's Director of High Performance Vehicle Operations. "GM Performance Division and the Powell Motorsports crew gave me a perfectly prepared car, and the Ecotec engine ran flawlessly."
A television crew from Speed Channel's Street Tuner Challenge was on hand to direct the day's competition at the track. The Street Tuner Challenge chose three vehicle makes representing North America (Chevrolet Cobalt SS), Europe (Volkswagen Jetta) and Asia (Nissan Skyline) and followed each team throughout a 13-week build competition. The Cobalt build team was comprised of engineers and designers from the GM Performance Division and Powell Motorsports, while the Nissan Skyline was built by XS Engineering and the Jetta was assembled by Autobahn Designs. The final time attack race served as the build completion and the culmination of Speed Channel's taping. For program times, please check Speed Channel's Web site at http:www.speedtv.com
The production Cobalt SS Supercharged has strong performance credentials in factory trim. Powered by a supercharged and intercooled 205-horsepower, 2.0-liter Ecotec DOHC four-cylinder engine and equipped with a tenacious suspension developed on Germany's famed Nurburgring race track, the production Cobalt SS Supercharged will bring more heat to the already red-hot sport compact segment.
GM Performance Division created the Cobalt SS for this time attack competition to demonstrate the ultimate capabilities of the four-cylinder, supercharged Ecotec engine and Chevy's new front-wheel-drive "tuner" car. The program was led by the GM Performance Division, in collaboration with Chevrolet, GM Powertrain, GM Performance Parts, and GM Design. Powell Motorsports in Blackstock, Ontario, Canada provided vehicle preparation and logistical support for the successful assault on the time attack.
"The Cobalt SS Supercharged surpassed every expectation we had going into this competition," said Heinricy. "We came to Buttonwillow to demonstrate the performance and reliability of the Ecotec engine on a very demanding track. The Cobalt SS and the entire team performed to the highest standards. We're out here to be the best, and today we proved that Chevy and GM Performance Division race to win."
Enthusiasts will be able to catch a live glimpse of the Time Attack Cobalt SS Supercharged this November at the Specialty Equipment Manufacturers Association (SEMA) show in Las Vegas. It will also run on Tuesday, Nov. 8, 2005 in Super Street magazine's Time Attack at Buttonwillow Raceway Park.
Time Attack Cobalt SS Supercharged Specifications
Two sided galvanized steel, carbon fiber doors, hood, decklid, rear wing, front splitter, roof
Two sided galvanized steel, carbon fiber roof
Macpherson strut, no front bar, increased spring rates, Ohlins adjustable struts
Twisting beam with adjustable sway bar, increased spring rate, Ohlins adjustable shocks
9.5 x 18, 9.5 x 17
245 40 17
Same as front
111.6 / 296 x 1.02 / 26; vented discs front 0.6 / 270 x .55 / 14; solid discs
ECOTEC LSJ Supercharged with larger injectors and 77.9 mm pulley
Engine displacement (cu. in / cc):
Horsepower maximum (hp / kw):
Torque maximum (lbs-ft / Nm)
F35 5 spd mt with 4.45 final drive
Height (in / mm):
Length (in / mm):
Width (in / mm):
Wheelbase (in / mm):
Front/rear (in / mm):
Weight (lbs / kg):
COBALT SS SUPERCHARGED: CONTENTS UNDER PRESSURE
The telltale is the A-pillar-mounted boost gauge. It’s the tip-off that the Cobalt SS Supercharged isn’t a car for everyone – only those whose pulse races with the swing of the gauge’s needle.
With more than 100 horsepower per liter – 1.68 horsepower per cubic inch – the 205-horse 2.0 SC engine of the Cobalt SS Supercharged delivers a level of performance that is unexpected. It also delivers an instant, exhilarating rush of power, thanks to its impressive, supercharger-induced 200 lb.-ft. of torque.
“The Cobalt SS Supercharged is one of the quickest, best looking and most affordable performance cars on the market,” said Brent Dewar, Chevrolet general manager. “This is the vehicle that sport compact enthusiasts have been begging us to build – and they know what that A-pillar gauge is for.”
More than a sport compact powerhouse, the Cobalt SS Supercharged is a satisfying driver’s car. It was bred with nimble handling, an aggressive exterior styling package that includes a distinctive wing-style rear spoiler, and a performance-oriented interior with leather appointments, a unique instrument cluster and that iconic A-pillar boost gauge.
The Cobalt SS Supercharged also comes with standard 18-inch aluminum wheels and performance tires, making it the only vehicle in its competitive set to offer a standard 18-inch wheel/tire combination. Other vehicle highlights include:
2.0 SC engine with 205 hp and 200 lb.-ft. of torque
High-flow 2.5 inch exhaust with 4-inch chrome outlet
Ground-effects front and rear fascias, rocker panels
Wing-style rear spoiler
FE5 sport suspension
18-inch forged aluminum wheels
215/45R18 93 W performance tires
4.05:1 final drive ratio
Large four-wheel-disc brakes with four-channel ABS
Unique instrument cluster
A-pillar boost gauge
Leather-covered seats with color-keyed inserts and leather covered steering wheel and shift knob
Uplevel audio system with CD/MP3 player and seven Pioneer premium amplified speakers
Optional roof rail air bags
Bred on the racetrack
Engineers had a running start when developing the sport-oriented FE5 suspension of the SS Supercharged, as it is based on the Delta architecture used in the Saturn ION Red Line. But while the vehicles share DNA of the chassis, the engineers had to develop a unique driving personality that balanced responsiveness and take-no-prisoners grip with driving comfort and a smooth ride quality.
The SS Supercharged’s standard FE5 suspension features aluminum L-shaped front control arms, sport-tuned struts and a 24-mm direct-acting front stabilizer bar. The rear suspension has monotube shocks and a 22-mm stabilizer bar. Sport-tuned springs at all four corners help reduce lean during cornering and lower the car 10 mm, giving the SS Supercharged a more aggressive stance. The electric power steering system is tuned to provide more feedback and a sportier feel.
Transferring its cornering capability to the tarmac is the SS Supercharged’s specific 18-inch wheel-and-tire combination. Great looking aluminum wheels are shod with 215/45R18 93 W performance tires that deliver both grip and comfort.
Integral with the race-bred suspension is a superior brake system that consists of large, four-wheel disc brakes and ABS. The vented front discs measure 11.6 inches in diameter (296 mm) and the rear solid discs measure10.6 inches across (270 mm). Performance brake pads are used to enhance stopping power. The ABS system uses integrated dynamic rear proportioning for improved stability and more effective use of the rear brakes when the vehicle is loaded.
To performance enthusiasts, a supercharger is known simply as a blower. The engine-driven device crams pressurized air into the combustion chambers – more air in means more power at the crankshaft. And, with the SS Supercharged, the effect is dramatic: The 2.0 SC produces 40 percent more horsepower and 33 percent more torque than the larger displacement 2.2L engine found in Cobalt base, LS and LT models.
A compact Eaton M62 Roots-type positive displacement supercharger is used because of its immediate response traits – there’s no “lag” when more power is called up by the driver. It makes a maximum of 12 psi of boost and is bolstered by an air-to-water intercooler. The intercooler cools the heated air charge before it reaches the engine, increasing the density of air to increase power and reducing the propensity of detonation at high rpm and high boost levels.
To support the high-performance characteristics and durability demands of the 2.0 SC engine, engineers incorporated numerous race-bred components and systems, including:
Forged steel crankshaft
Semi-permanent-mold cylinder head casting
Stainless steel intake valves with undercut stems
Sodium-filled exhaust valves
High-flow air intake
High-flow exhaust manifold
12.5-mm-wide chain cam drive
Six point five-quart oiling system with crankshaft-driven pump
Engine oil cooler
Coil-on-plug ignition with 58X crankshaft position encoder
The SS Supercharged’s cooling system is upgraded with a larger radiator core and larger cooling fans. When it came to exhaust, engineers sought to move out as much as the engine ingested, so they developed an exhaust system that incorporates a low-restriction catalytic converter and low-restriction muffler. The system lowers back pressure from the engine, enhancing the performance of the supercharged engine and giving the car a noticeable “voice” on the street.
The SS Supercharged uses a heavy-duty FGP (F35) five-speed manual transmission. . It has a higher torque capacity to withstand the increase in output from the engine. The gears are spaced in even increments to keep the engine in its “sweet spot” between shifts. A short-throw shifter quickens the shifts, too. The shifter’s travel is approximately 1 inch shorter than the shifter found in other Cobalt models.
Complementing the higher torque capacity transmission are two equal-length halfshafts with higher torque capacity. Their equal length helps limit the tendency of torque steer in this powerful front-drive application. The final drive ratio for the transaxle is 4.05:1.
The heavy-duty transmission and axle system support the engine’s increased torque, but also multiply the effectiveness of the power generated by the supercharger. In all, it’s a carefully balanced, uncompromising high-performance powertrain that is enabled by a racetrack-tested suspension.
“You don’t know what fun is until you’ve driven this car,” said Dewar.
A legacy of racing success based on strength and durability of 1,000-horsepower Ecotec drag racing engines helped engineers develop the 2.0 SC engine found in the Cobalt SS Supercharged. With 205 horsepower and 200 lb.-ft. of torque, the 2.0 SC engine is a compact powerhouse that delivers an immediate rush of power, thanks to the instant responsiveness of an Eaton supercharger.
The Roots-type supercharger is complemented by an air-to-water intercooler, which helps cool the pressurized air to build more power and guard against high-rpm detonation. Maximum boost is 12 psi (.8 bar).
The 2.0 SC engine features lower-compression pistons and other components necessary to handle the unique requirements of a supercharged application. It also is home to a host of high-performance components and systems, including:
Advanced cylinder head design featuring semi-permanent-mold technology to produce a higher-strength aluminum casting and enhanced air flow through the passages
Stainless steel intake valves with undercut stems to improve flow and reduce weight
Sodium-filled exhaust valves, which promote valve cooling for longer valve guide and seat life, as well as more complete combustion
Forged steel crankshaft with cross-drilled, chamfered oil passages for durability and excellent lubrication characteristics
An integral engine-mounted oil cooler provides additional cooling robustness to critical engine areas directly through the lubrication system
The pistons are directly cooled by high pressure oil jets
A high-flow air intake and a high-flow exhaust manifold tuned to move air quickly through the engine
Coil-on-plug ignition system that uses a 58X crankshaft position encoder to ensure accurate timing throughout the rpm band
The SS Supercharged’s cooling system is upgraded, too, with a larger radiator core and larger cooling fans. See the SS Supercharged section for more information.
The Cobalt’s standard transmission is a Getrag five speed manual. Known for smooth shifting and quiet operation, as well as world class durability, the Getrag transmission injects a sporty, European feel to the Cobalt’s driving experience.
The SS Supercharged is equipped with a FGP F35 five-speed manual transmission. A 4.05:1 axle ratio complements the performance-oriented transmission and performance characteristics of the engine, giving the Cobalt SS Supercharged an exhilarating feeling of acceleration.
Ecotec Supercharged 2.0L I-4 (LSJ) Car Engine
2005 Model Year Summary
Compact and lightweight modular design
Eaton M62 supercharger and intercooled air induction manifold
Robust head assembly
Upgraded stainless steel intake valves
Sodium filled exhaust valves
Chain cam drive
Robust piston and rod assembly
High flow exhaust
Ecotec engine management system
FULL DESCRIPTIONS OF NEW AND UPDATED FEATURES
Introduced in 2004 on the Saturn ION Red Line, the Ecotec 2.0L SC (supercharged) also powers the 2005 Chevrolet Cobalt SS Supercharged coupe.
COMPACT AND LIGHTWEIGHT MODULAR DESIGN
GM Powertrain’s Ecotec 2.0-liter SC (supercharged) four-cylinder engine delivers impressive power for its size and weight. The Ecotec 2.0L SC slams out a formidable (estimated) 200 horsepower at 5600 rpm and a matching (estimated) 200 lb.-ft. of torque at 4400 rpm.
The ECOTEC engines are compact and lightweight. Even though the 2.0L SC includes a supercharger and intercooler, the fully-dressed powertrain requires no more space within an engine bay than the standard 2.2L unit. And at 330 pounds (150 Kg), the 2.0L SC weighs only 23 pounds (10 Kg) more than the 2.2L.
EATON M62 SUPERCHARGER AND INDUCTION SYSTEM
The Eaton M62 supercharger adds 40 percent more power to the Ecotec 2.0L engine compared to a naturally aspirated version. With its 12 psi maximum boost, the new generation Eaton M62 produces blower efficiency at lower rpm for improved durability and reduced noise while delivering instantaneous response with plenty of top-end power. The M62 supercharger utilizes a helical roots compressor and integral pressure control for optimal efficiency and durability. The boosted intake flow exits into an all-new matched intake manifold with an integral air-to-liquid heat exchange intake charge cooler system. An all-new compact single-track, six-rib belt supercharger drive system utilizes a linear tensioning device to further strengthen the already impressive system performance and durability. A microprocessor manages the M62 supercharger, fuel, direct spark delivery systems and the engine’s 68-mm electronic throttle control (ETC) system. ETC delivers outstanding throttle response, improved reliability and better integration with cruise control electronics for greater overall performance and driveability.
ROBUST HEAD ASSEMBLY
The head assembly on the Ecotec 2.0L SC engine is an advanced design. Semi-permanent mold technology produces a higher strength aluminum casting with enhanced port flow for improved induction and more efficient air delivery to the combustion chamber.
STAINLESS STEEL INTAKE VALVES
The Ecotec 2.0L SC engine design includes upgraded stainless steel intake valves for improved strength and corrosion resistance. Undercut stems are used to improve flow and reduce weight.
SODIUM-FILLED EXHAUST VALVES
The exhaust valves on the Ecotec 2.0L SC engine have sodium-filled stems that promote valve cooling, resulting in longer valve guide and seat life and more thorough combustion.
At normal engine operating temperatures, the sodium inside the valve stem fuses and becomes liquid. The liquid sodium improves conductivity, promoting heat transfer away from the valve face and valve guide to the cooler end of the stem where it can more readily dissipate. This helps maintain a lower and more uniform exhaust valve temperature while reducing wear on the valve guide for better alignment and a more positive seal between the valve seat and the valve face.
CHAIN CAM DRIVE
The camshafts on the Ecotec 2.0L SC engine are driven by a single roller chain that is only 12.5-mm wide compared to the much wider-toothed rubber-belt drive systems. The chain’s smaller dimensions contribute to shorter overall engine length for improved packaging efficiency.
ROBUST PISTON AND ROD ASSEMBLY
The Ecotec 2.0L SC engine is designed from the inside out to handle the demands of a 200-horsepower supercharged engine. A 5.6-mm piston top ring land is utilized for piston strength, allowing optimization of engine performance. The pistons themselves are cooled and lubricated by targeted oil jets that keep their underside, along with the cylinder wall, in a continuous oil bath. The large 23-mm piston pin provides a larger bearing surface to better handle the increased loads of a supercharged engine. The connecting rods have been upgraded, incorporating a larger forged I-beam section for added strength.
ROBUST DROP FORGED STEEL CRANKSHAFT
Like the upper end of the engine, the lower end of the Ecotec 2.0L SC engine is also built to provide lasting performance and durability. The crankshaft is a drop forged steel design that incorporates induction heat-treated fillets for added strength, and cross-drilled, chamfered oil passages for excellent lubrication characteristics.
With supercharged engines it is especially important to maintain a high level of lubrication that is effectively distributed to all moving parts. To that end, the Ecotec 2.0L SC engine is built with a large seven-quart oil sump and a crankshaft-driven pump. A block-mounted oil cooler is included to ensure proper lubricant cooling that promotes long engine life.
To better utilize the advantages of a supercharged engine, the Ecotec 2.0L SC engine is equipped with sequential port fuel injection and a 380 KPa /19.0 g/s returnless fuel delivery system that helps keep fuel cooler for more efficient combustion.
Performance objectives are also evident with the Ecotec 2.0L SC engine’s coil-on-plug ignition system that delivers maximum voltage to the spark plug for optimal firing and combustion characteristics. The system utilizes a 58X crankshaft position encoder system to ensure ignition timing will be accurate throughout the operating range of this performance engine.
HIGH FLOW EXHAUST
Completing the Ecotec 2.0L SC engine’s performance enhancements is a thin wall, large runner 2.25-inch exhaust manifold for improved flow and reduced back-pressure. High exhaust flow is achieved by utilization of a large 2.5 inch system, combined with a catalytic converter borrowed from the GM Truck line, and a much increased muffler volume. Low exhaust backpressure is a key contributer to the Ecotec 2.0L SC engine’s impressive performance.
ECOTEC ENGINE MANAGEMENT SYSTEM
The Ecotec's engine management system computer precisely controls the ignition and fuel injection system based on feedback from two oxygen sensors. The engine control Module (ECM) computer manages many additional system integrated functions such as on-board diagnostics, traction control calculations that adjust engine spark & the electronic throttle (ETC) to avoid wheel slip, and advanced cruise control logic. An added feature provided by the ECM is the monitoring of crankshaft movement, automatically cutting off power to the starter when the engine is already running.
The 2.0L SC engine is built exclusively at the FGP (Fiat-GM Powertrain) Kaiserslautern, Germany, engine-manufacturing facility. This plant uses a die-cast production technique that yields a block that is well suited for high-stress applications including turbocharging and supercharging. Variations of this block are also found in various Saab and Opel models. Compared to the original 2.2-liter Ecotec, the 2.0L SC features the same cylinder bore with a shorter stroke (94.6mm vs. 86.0mm). The shorter stroke helps the engine rev quickly and deliver lively throttle response.
Often referred to as the Global Four Cylinder, the starting point for the 2.0L SC is the Ecotec 2.2L (RPO L61). This engine has leveraged GM Powertrain’s worldwide design and engineering capability by drawing on the best practices of technical centers in North America and Europe. The Ecotec 2.2L created a template for subsequent global powertrain development that laid the groundwork for engines such as Powertrain’s new Global 3.6L V6. Most important, the Ecotec 2.2L is a world-class gasoline engine with obvious benefits for the customer. At 307 pounds fully dressed, the L61 is the lightest engine GM has produced in its displacement class, and one of the most compact four-cylinders in the world.
By 2003, all three Ecotec 2.2L assembly plants—Tonawanda, N.Y, Spring Hill, Tenn., and Kaiserlautern, Germany—were on line. The same year, in its continued commitment to environmental concerns and alternative fuels, GM Powertrain introduced an Ecotec 2.2L capable of operating on compressed natural gas (RPO L42). Available in the Chevrolet Cavalier through 2004, this bi-fuel engine ran on either gasoline or CNG, and switched seamlessly for one fuel to the other.
In any form, this inline four delivers excellent performance without sacrificing smooth, unobtrusive operation, and it was designed for minimal maintenance. The Ecotec 2.2L features an innovative paper oil-filter cartridge in a thin plastic frame for easy replacement and disposal. A hydraulic tensioner keeps the timing chain adjusted for life, and extended-life spark plugs deliver 100,000 miles of service. The Ecotec 2.2L gives GM a stronger presence in one of the industry's largest volume, most competitive displacement classes.
One of the Ecotec 2.2L engine program’s most significant contributions is in the manufacturing sector. The engine’s unique “lost-foam” aluminum casting method is environmentally benign: almost 100 percent of the sand used in the casting process can be recycled. The lost foam method also has another benefit: it allows thinner cross-section in many areas and cast-in features, which ease the job of machining the engine blocks and cylinder heads.
For the customer, the Ecotec 2.2L delivers performance, efficiency, low maintenance and smooth operation with technology familiar in premium V-type engines, including hydraulic roller finger valve operation and electronic “drive-by-wire”' throttle. For General Motors, this engine delivers manufacturing economies, maximum flexibility and broad application.
Although there are many versions of the Ecotec with distinct hardware differences and performance characteristics, all share the Ecotec family’s solid basic architecture and all-aluminum construction with:
Dual overhead camshafts (DOHC) and four valves per cylinder
Twin counter-rotating balance shafts to cancel the second-order shaking forces that cause noticeable vibration in four-cylinder inline engines
Low-friction, roller-finger follower valvetrain with hydraulic lash adjusters
Zero-maintenance chain camshaft drive
Extremely compact dimensions and low mass
Direct mounting of all ancillaries to the engine structure to eliminate common sources of noise, vibration and harshness
• Full circle transmission attachment is more rigid than most 4-cylinder powertrains for reduced noise and vibration
• GM Oil Life System for optimum oil change frequency
No routine maintenance apart from oil/oil filter changes
Catalyst located close to the exhaust manifold to speed catalyst “light-off” and reduce hydrocarbon emissions
Currently, the Ecotec is produced in three displacements (2.0L, 2.2L, 2.4L) and features four forms of induction; natural aspiration, natural aspiration with direct injection (gasoline), turbocharging, and supercharging.
Before going into production, every Ecotec engine variant is subjected to the toughest and most comprehensive validation process ever carried out at GM, having to pass all of the dynamometer and vehicle tests traditionally run by various GM organizations worldwide, including the most severe trials. Coinciding with the rollout of the Ecotec program, general engine durability testing on lab dynamometers was increased by 60 percent. This has been carried forward to the new Ecotec supercharged engine.
In another grueling validation test — the Thermal Cycle test — the supercharged engine was run up to maximum operating temperature, then flushed with ice-cold coolant, shocking the powerplant and its components into sudden contraction. This procedure was performed for 1,000 hours.
Validation included extensive real-world road testing in normal as well as extreme climates. Extensive testing was conducted at GM’s Desert Proving Ground in Arizona, and test trips through Death Valley, GM’s winter proving grounds at Kapuskasing in Ontario, Canada and altitude conditions across the Rocky mountains. The customer benefit from this arduous validation and testing is a powertrain product that offers extended life, high reliability and low operating costs.
The ultimate result is an engine that delivers impressive performance, yet is remarkably smooth and quiet with dependable operation, good fuel economy, great performance and low emissions.