Update for you guys that have Ecotecs, maybe you can find interchangeable parts and may want to improve on it.
This will carry from the 2006 Ecotecs and on.
2006 improvements
ECOTEC 2.2L L4 (L61) CAR AND TRUCK ENGINE
2006 model year summary
• New application: Chevrolet HHR
• Acoustic cover for Chevrolet Cobalt and Saturn ION
• Larger intake plenum for HHR
• Block modifications for increased strength
• New emissions standards
• Teflon front and rear crankshaft seals
• Two mounting bosses added to oil pan for increased rigidity
Full descriptions of new or changed features
New application: Chevrolet HHR
The HHR Ecotec 2.2-liter (L61) is essentially the same variant used in the Saturn VUE sport utility vehicle. The HHR application uses electronic throttle control (ETC) and an electric power steering pump. Because the steering pump is powered by an electric motor, there is no parasitic loss on the engine when demand is high for steering assist. Both fuel economy and performance improve as a result.
Acoustic cover for Chevrolet Cobalt and Saturn Ion
A cover is added to block noise from the engine.
Larger intake plenum for HHR
Because of the additional space under the hood of the HHR body, the intake plenum was made larger, and interior volume is increased. The larger plenum volume reduces intake noise.
Block modifications for increased strength
The main bearing cap attachment points are enlarged to increase their strength, and the water jacket passages are extended inside the engine block to increase cooling ability.
New emissions standards
The BIN5/SULEV and LEV2 Enhanced Evaporation standards are applied to the Saturn Ion and Chevrolet Cobalt applications, and secondary air injection system is also used for SULEV applications. -
The mix of precious metals in the catalytic converters is optimized for SULEV applications as well. As in the VUE and Cobalt, the HHR Ecotec 2.2 also has a low-evaporation returnless fuel injection system.
Teflon front and rear crankshaft seals
The crankshaft seals are changed to Teflon to increase durability and extend the life of the seals during operating temperature extremes.
Two mounting bosses added to oil pan to increase rigidity
The oil pan is common between the 2.2-liter L61 and the new 2.4-liter LE5, and for 2006 two mounting bosses are added to the oil pan. This allows the oil pan to be rigidly connected to the lower part of the crankcase (also called the bedplate) which increases the torsional rigidity of the engine/transmission unit.
2007 improvements
2007 Ecotec 2.2L I4 ( L61 )
ECOTEC 2.2L I4 (L61) CAR AND TRUCK ENGINE
• Gen II Engine Block
• Cylinder Head Improvements
• New Camshaft Design
• E37 Engine Control Module
• 58X Crankshaft Reluctor Ring
• Digital Crank and Cam Sensors
• Individual Coil-on-Plug Ignition
• Vented Starter Solenoid
• New MAP Sensor
• New Intake Manifold Seals
• New Oil Filter Element
• Improved Emissions Performance
Full Description of New and Updated Features
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, as in the new Ecotec 2.0L direct-injection Turbo (RPO LNF) and better noise, vibration and harshness control.
Cylinder Head Improvements
The Ecotec 2.2L also benefits from cylinder head refinements introduced on the 2.4L VVT. The exhaust ports have been enlarged slightly with machining improvements to expel exhaust gas more efficiently. Both engines share a common nodular cast iron exhaust manifold, chosen for its durability and sound-deadening properties. The improvements to the cylinder head increase Ecotec 2.2L horsepower slightly in most applications (see specs).
New Camshaft Design
The exhaust cam has been re-profiled to take advantage of refinements in the cylinder head. Maximum exhaust valve lift does not change, but duration increases slightly. The cams also feature a new 4X timing reluctor, replacing timing sensors previously contained in the ignition-coil cassette (see Individual Coil-On-Plug ignition, below). The powder metal reluctor wheel is pressed onto the camshaft at the rear. The 4X reluctor improves ignition timing accuracy and maintains precise consistency over the life of the engine.
Individual Coil-On-Plug Ignition
The Ecotec 2.2.L is equipped with individual coil-on-plug ignition, or four separate coils. Each coil sits directly over a spark plug, with no wire in between. Previous Ecotec 2.2Ls had two coils in a single cassette, with each coil shared by two spark plugs. Individual coil-on-plug delivers maximum voltage and the most consistent spark density. The 2.2L’s cast aluminum cam cover has been redesigned to accommodate the four coils.
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 Powertrain’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. Powertrain 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.
58X Crankshaft Reluctor Ring
The Ecotec 2.2L has an advanced 58X crankshaft position encoder to ensure that ignition timing is accurate throughout its operating range. The 58X ignition system uses a unique crankshaft ring and sensor to provide the new E37 ECM more immediate information on the crankshaft’s position during rotation. This allows the controller to adjust ignition timing with greater precision, which optimizes performance and economy. Engine starting also is more consistent with reduced crank time. The powder metal 58X reluctor ring is bolted to a crankshaft counterweight.
Digital Crank and Cam Sensors
New digital sensors are common with the Ecotec 2.4L VVT and, with the 4X intake cam and 58X crank reluctors along with the new E37 ECM, they complete the ignition timing loop. This dual-position sensing system ensures extremely accurate timing for the life of the engine.
Vented Starter Solenoid
A new starter solenoid helps ensure starting performance in extreme cold temperatures. The solenoid case now has a micromesh-covered vent and an O-ring between the case and the starter motor. The mesh protects the solenoid from debris particles but prevents moisture buildup in the case. When the Ecotec 2.2L is warm, any moisture on the solenoid evaporates through the vent. The vented solenoid virtually eliminates the possibility of cold-start problems associated with solenoid icing.
New MAP Sensor
An advanced manifold absolute pressure (MAP) sensor completes upgrades to the Ecotec 2.2L’s control system. The MAP sensor is a variable resistor used to monitor the difference between atmospheric and manifold pressure, which tends to increase when the engine is operating under a higher load or at wide-open throttle. The ECM uses information from the MAP sensor to adjust spark timing and fuel delivery to optimize performance and minimize emissions. The new MAP sensor improves fidelity, or accuracy, and takes full advantage of the E37 ECM’s capabilities.
New Intake Manifold Seals
The Ecotec 2.2L is equipped with new intake manifold and throttle body sealing gaskets manufactured from a fluorocarbon material. The new gaskets are more resistant to most chemicals, for maximum durability, and particularly impermeable to hydrocarbon molecules. Gasoline vapor cannot penetrate the new seals, virtually eliminating evaporative emissions.
New Oil Filter Element
The paper element in the Ecotec 2.2L oil filter has been improved. The engine’s innovative filter design uses a replaceable cartridge without the conventional metal filter can, which traps waste oil that can not easily be removed. The cartridge can also be changed from under the hood, without getting under the car, and it virtually eliminates spillage during replacement. The new element filters particles from the oil more effectively without disrupting oil flow.
Improved Emissions Performance
The Ecotec 2,2L now meets BIN5 tailpipe emissions mandates in all applications. 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. With the new intake sealing gaskets, the 2.2L also meets PZEV (Partial Zero Emission Vehicle) Enhanced Evaporation standards.
2008 improvements
2008 Ecotec 2.2L I4 ( L61 )
ECOTEC 2.2L I4 (L61) CAR AND TRUCK ENGINE
2008 Model Year Summary
Carryover Key features from 2007 model year product
• Gen II Engine Block
• Cylinder Head Improvements
• Camshaft Design
• E37 Engine Control Module
• 58X Crankshaft Reluctor Ring
• Digital Crank and Cam Sensors
• Individual Coil-on-Plug Ignition
• Vented Starter Solenoid
• MAP Sensor
• Intake Manifold Seals
• Oil Filter Element
• Improved Emissions Performance
Full Description of Carryover Features and Benefits from 2007 model year.
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, as in the new Ecotec 2.0L direct-injection Turbo (RPO LNF) and better noise, vibration and harshness control.
Cylinder Head Improvements
The Ecotec 2.2L also benefits from cylinder head refinements introduced on the 2.4L VVT. The exhaust ports have been enlarged slightly with machining improvements to expel exhaust gas more efficiently. Both engines share a common nodular cast iron exhaust manifold, chosen for its durability and sound-deadening properties. The improvements to the cylinder head increase Ecotec 2.2L horsepower slightly in most applications (see specs).
Camshaft Design
In 2007, the exhaust cam has been re-profiled to take advantage of refinements in the cylinder head. Maximum exhaust valve lift does not change, but duration increases slightly. The cams also feature a new 4X timing reluctor, replacing timing sensors previously contained in the ignition-coil cassette (see Individual Coil-On-Plug ignition, below). The powder metal reluctor wheel is pressed onto the camshaft at the rear. The 4X reluctor improves ignition timing accuracy and maintains precise consistency over the life of the engine.
Individual Coil-On-Plug Ignition
The Ecotec 2.2.L is equipped with individual coil-on-plug ignition, or four separate coils. Each coil sits directly over a spark plug, with no wire in between. Previous Ecotec 2.2Ls had two coils in a single cassette, with each coil shared by two spark plugs. Individual coil-on-plug delivers maximum voltage and the most consistent spark density. The 2.2L’s cast aluminum cam cover has been redesigned to accommodate the four coils.
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 Powertrain’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. Powertrain 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.
58X Crankshaft Reluctor Ring
The Ecotec 2.2L has an advanced 58X crankshaft position encoder to ensure that ignition timing is accurate throughout its operating range. The 58X ignition system uses a unique crankshaft ring and sensor to provide the new E37 ECM more immediate information on the crankshaft’s position during rotation. This allows the controller to adjust ignition timing with greater precision, which optimizes performance and economy. Engine starting also is more consistent with reduced crank time. The powder metal 58X reluctor ring is bolted to a crankshaft counterweight.
Digital Crank and Cam Sensors
New digital sensors are common with the Ecotec 2.4L VVT and, with the 4X intake cam and 58X crank reluctors along with the new E37 ECM, they complete the ignition timing loop. This dual-position sensing system ensures extremely accurate timing for the life of the engine.
Vented Starter Solenoid
In 2007, we introduced a new starter solenoid which helps ensure starting performance in extreme cold temperatures. The solenoid case now has a micromesh-covered vent and an O-ring between the case and the starter motor. The mesh protects the solenoid from debris particles but prevents moisture buildup in the case. When the Ecotec 2.2L is warm, any moisture on the solenoid evaporates through the vent. The vented solenoid virtually eliminates the possibility of cold-start problems associated with solenoid icing.
MAP Sensor
In 2007, an advanced manifold absolute pressure (MAP) sensor completes upgrades to the Ecotec 2.2L’s control system. The MAP sensor is a variable resistor used to monitor the difference between atmospheric and manifold pressure, which tends to increase when the engine is operating under a higher load or at wide-open throttle. The ECM uses information from the MAP sensor to adjust spark timing and fuel delivery to optimize performance and minimize emissions. The MAP sensor improves fidelity, or accuracy, and takes full advantage of the E37 ECM’s capabilities.
Intake Manifold Seals
The Ecotec 2.2L is equipped with intake manifold and throttle body sealing gaskets manufactured from a fluorocarbon material. The gaskets are more resistant to most chemicals, for maximum durability, and particularly impermeable to hydrocarbon molecules. Gasoline vapor cannot penetrate the new seals, virtually eliminating evaporative emissions.
Oil Filter Element
In 2007, the paper element in the Ecotec 2.2L oil filter had been improved. The engine’s innovative filter design uses a replaceable cartridge without the conventional metal filter can, which traps waste oil that can not easily be removed. The cartridge can also be changed from under the hood, without getting under the car, and it virtually eliminates spillage during replacement. The new element filters particles from the oil more effectively without disrupting oil flow.
Improved Emissions Performance
The Ecotec 2,2L meets BIN5 tailpipe emissions mandates in all applications. 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. With the new intake sealing gaskets, the 2.2L also meets PZEV (Partial Zero Emission Vehicle) Enhanced Evaporation standards.
2009 improvements
2009 Ecotec 2.2L I-4 VVT ( LAP )
ECOTEC 2.2L I-4 (LAP) CAR ENGINE
2009 Model Year Features and Benefits Summary
• Gen II Engine Block
• New XFE models for Chevrolet Cobalt and Pontiac G5
• Cylinder Head Improvements
• E37 Engine Control Module
• Piston features
• Oil Pump NVH improvement
• Front Cover enhancement
• Intake manifold
• Secondary Air Injection ( S.A.I. ) for SULEV applications
• Variable Valve Timing
• Split Catalytic Converter
Full Description of Features and Benefits for 2009 model year.
New Engine for 2009 Chevrolet Cobalt and Pontiac G5 and Cobalt XFE and G5 XFE
The Ecotec 2.2L I-4 VVT (LAP) powers the Chevrolet Cobalt and Pontiac G5 for 2009 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 all new GM Powertrain engine rpo’s, the (LAP) will be SAE Certified for 2009 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 Improvements
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 LE8) 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 Powertrain’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. Powertrain 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.
New Piston Features
The 2009 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 Enhancements
For 2009, 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.
Intake manifold
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
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
2010 improvements
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 LE8) 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.
Piston features
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.
Intake manifold
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.
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-----The orginal Mr.Goodwrench on the JBO since 11/99-----
