So today, after discussing a few options with my close friend and machine shop owner with a bottle of Jack Daniels in tow, we didn't get completely hammer but close to it .. I came up with a few ideas to replace my block, since I wanted to get to 700-900HP/TQ level. With a new block and with new goodies I've designed.. It's possible to reach the power goals at hand..

[All new block with an LNF Head/ECU]

- 2.5 @88mm [The new LCV** Gen III block & bored to 90mm]
- 2.0 @86mm [The new LTG* Gen III block & bored to 88mm]

- 2.4 @90mm [LE5 Gen II block]
- 2.1 @88mm [LNF Gen II block]
- 2.0 @86mm [LNF Gen II block]

*The LTG head as exhaust phasing [the same as the LHU head] and the LCV head as Intake Valve Lift Control (IVLC) which is the smartest idea to come out of GM.. but since it's new technology and HPTuners hasn't had time to write code for both these new applications, it wouldn't make sense to use it, so until then, the LNF head would be the smart choice for now.

**LTG block is alot beefier block compared to LNF and LSJ blocks [which both the LNF and LTG blocks are almost the same blocks], the cylinders walls are alot thicker and can be bore out an addition 1mm - 2mm out.. and the exterior coolant jacket is thicker as well..



Quoted from: Wikipedia.com

Ecotec Gen III

2.0 LTG

A 2.0 L (1998 cc) turbocharged direct injection version of the gen III Ecotec will be available in 2013 Cadillac ATS and Chevrolet Malibu. Bore and stroke are both 86.0 millimetres (3.39 in), compression is 9.5:1. The engine uses twin-scroll turbocharger with electronically controlled wastegate/bypass valve, air-to-air intercooler, stainless steel dual-scroll (1-4, 2-3) exhaust manifold designed to withstand 980 °C (1,800 °F) turbine temperature, and A356T6 rotocast aluminum cylinder head with sodium-filled exhaust valves.

Year/Model
2013 Cadillac ATS - 272 hp (203 kW) @ 5500 rpm & 260 lb·ft (353 N·m) @ 1700-5500 rpm
2013 Chevrolet Malibu - 259 hp (193.21 kW) @ 5300 rpm & 260 lb·ft (353 N·m) @ 1700-5500 rpm

2.5 LCV

First appearing in the 2013 Chevrolet Malibu and 2013 Cadillac ATS, the 2.5 L Gen III block has been reworked to reduce engine noise and vibrations, while improving fuel economy and low-end torque. LCV is scheduled to replace the direct-injected 2.4 L throughout North American GM products within a year. Engine production started in April 2012 at GM's Tonawanda, New York plant.

The new combustion system developed with GM's proprietary computational fluid dynamics (CFD) analysis software features a higher compression ratio which helps improve fuel efficiency and has improved knock resistance. The engine features dual overhead camshafts with continuously variable valve timing and increased-authority cam phasing (increased phase rotation angle), a high-pressure returnless direct-injection fuel system with camshaft-driven fuel pump delivering 750 psi at idle and 2250 psi at full load, higher-flowing intake and exhaust ports in the cylinder head, electronic throttle control and pistons with jet-spray oil cooling. The engine redline is 7000 rpm.

The balance shafts are relocated from the cylinder block to oil pan module. The two-piece steel-aluminum oil pan features in-pan integrated oil-pump assembly driven by the balance shaft with a shorter inverted-tooth chain. Other improvements include inverted-tooth chain driving the camshaft, forged steel crankshaft, cast aluminum bedplate with main bearing cap inserts made of iron, high-pressure fuel rail with rubber-isolated assembly, acoustically shielded plastic cover for the intake manifold, and structurally enhanced aluminum camshaft cover and front cover. These improvements helped reduce noise intensity by 40% compared to the 2.4 L engine and change the noise signature into a higher frequency above 2,000 Hz. The engine also uses a variable-displacement oil pump and an actively controlled thermostat. Direct injection reduces emissions by 25%, while continuous cam phasing eliminates the need for an EGR system.

For 2013, Intake Valve Lift Control (IVLC) system provides variable valve lift in addition to continuous variable timing. Continuously commanded by engine control unit, the valve rocker arm switches between high-lift and low-lift profiles on the camshaft, actuated by an oil control valve through a two-feed stationary hydraulic lash adjuster, allowing for either 4.0 or 10.5 mm lift.
Displacement for the 2.5 L engine is 2,457 cc (149.9 cu in) with an 88.0 millimetres (3.46 in) bore and 100.8 millimetres (3.97 in) stroke. Compression ratio is 11.3:1.

Year/Model
2013 Cadillac ATS - 202 hp (150.69 kW) @ 6300 rpm & 190 lbf·ft (257.85 N·m) @ 4400 rpm
2013 Chevrolet Malibu - 197 hp (146.96 kW) @ 6300 rpm & 190 lbf·ft (257.85 N·m) @ 4400 rpm
2014 Chevrolet Impala - 195 hp (145 kW) @ 6700 rpm & 187 lb·ft (254 N·m) @ 4900 rpm

 

Dude, that is some serious work. Is it not possible on the LNF?? I would think it would be a fueling issue before having to build a new engine with a different block and LNF head etc.

 

subd. ^ was thinking the same as this guy

 

we've tested the idea last night, and the LNF head fit on a 2.4, but the head bolt pattern on some, not all of the ecotec blocks are the same, as for the fueling issues i have already worked it out, i've tested & design a "6th" injector & intake manifold setup to overcome the fueling issues already..

 

Um, I hate to burst your bubble but the 2.4 is 88mm. Its the block zzp uses for their 2.1L. I know because I have one. No oil cooler ports on the block, no oil return in the main girdle(the oil pan is tapped).

 

this is good to know.. i didn't know zzp was using 2.4 to convert it to a 2.1..

 

Good luck man

 

thanks.. it may take a long road to get there, but once i get there it's all worth it..

 

post some pics of all ur cars damnnnnn

 

It takes *****, money, and skill to do something like this. I have your support man lol.

 

Their not using the 2.4 at all anymore. Only the Gen 3 block is suitable. The old 2.4 had a flaw in the casting which caused coolant to leak into the oil.

 

Thank you Jeff, I would have spend a $hit load of money, to find this out later..

 

Yeah, the one I have is unfortunately the Gen 2. They changed like a few months after I ordered my engine.

 

so found out all of the ringlands on each piston are shot, each piston ring on each piston is cracked in half.. the only thing that was holding compression was the oil rings.. and the cylinder walls have to be severely bored to even save the block, i will find out on wednesday by how much it needs to be bored out..

thanks to mongorat427 for helping out / holding on to "rainy day parts"...

 

Ouch, that sucks man. High hp will cause that I suppose.