*****Overview*****

“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.

GM’s ECOTEC engine has proven to be a reliable and competitive engine for use in the Sport Compact Drag Racing Series. It has also proven it’s 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 ECOTEC’s outstanding feature to performance enthusiasts is it’s 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.” – GM Sport Compact Performance Build Book


*****The basics*****


-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
-RPO – L61
-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 – return less 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 *****


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



-------------------------------------------------------------------------------------------------------------------------------------------------------


I started to type out the actual measurements and clearances of moving parts internal to the engine but ran into 2 problems. 1- Conflicting information. And 2- no one really has any need for the info, any good machine shop / machinist has access to all the specs and clearances. So after a good hour and a half of work I scraped the progress on that.

Information taken for 2004 Chevrolet Cavalier

nice info

Congrats on the sticky ryan, i didnt know the CR was 10:1 i thought it was 9.5:1 or 9.7:1....ehh learn something new everyday. well nice info.

Quote:

-Fuel Delivery – return less Sequential fuel injection (SFI)

Are you sure?

FstCavZ24 (M62 ECO) wrote:

Quote:

-Fuel Delivery – return less Sequential fuel injection (SFI)

Are you sure?

I'm preaty sure it is not a returnless system, if I remeber correctly it has suply line going into the rail and a return line coming out of the fuel pressure regulator, would would mean its not a returnless system. But I am to lazzy to go out and look for sure to double check, so untill somone does go out to double check it wont get edited

cavaliers have a return line on the fuel rail yes

not sure about saturns.. i'm pretty sure some of them are the ones with the returnless fuel systems

i guess your car's been in storage for a long time eh =P

yeah hahahahah

DaFlyinSkwirl (PJ) wrote:cavaliers have a return line on the fuel rail yes

not sure about saturns.. i'm pretty sure some of them are the ones with the returnless fuel systems

i guess your car's been in storage for a long time eh =P

Correct.


Now if I can just find out where I put the oil at......

USJDM.....GOT YA B!TCH! wrote:Congrats on the sticky ryan, i didnt know the CR was 10:1 i thought it was 9.5:1 or 9.7:1....ehh learn something new everyday. well nice info.

The Saturn L200 had a compression ratio of 9.5:1 I believe.

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



bwhahahahahahah

I lost it when I read this


"boobs now with Riboflabin"

why do you think the ring lands like to snap off under boost LMAO

Anyone tired putting an MSD DIS-2 on an Ecotec?


Project Resurrection is in full swing!

Rodumis has and has a how to also.



PRND321 Till I DIE
Old Motor: 160whp & 152ft/lbs, 1/4 Mile 15.4 @88.2
M45 + LD9 + 4T40-E, GO GO GO

What is the difference in block weight (stripped block) compared to the LD9, I have been searching and can't find any info.


HP Tuners | Garrett T3/T04B | 2.5" Charge Pipes | 2.5" Downpipe | 650 Injectors | HO Manifold | Addco front/rear | Motor Mounts | HKS SSQV | Spec stage 3 | AEM UEGO Wideband | Team Green LSD | FMIC | 2.3 cams | 2.3 oil pump swap | 280WHP | Now ECOTECED

It's significant, but I don't know the exact weight. I *think* I remember hearing something that the eco cars weigh about 200 lbs less in the front end, but that can't be all block weight. It's not much of a struggle for 2 guys to lift the eco motor and it seems like 3 of us had a fun time lifting a 92 HO motor with the same amount of parts as the eco.

Sup all?
I have a 96 2.2L and looking to put an ECOTEC in it. I just can't find anything other than specs on it. I want to know if it will even fit into a 96, what "upgrades" are needed if any to do so? Computer, harnesses.... Any help much appreciated!!!!

Thanks,
Brian

search for eco swap, might even be a sticky, basically you swap out all the electronics, fuel lines, tank, BCM, PCM, then install new engine, tranny, wiring.. not too bad, but you need a donor car or lots of knowledge. there is countless threads about it.


HP Tuners | Garrett T3/T04B | 2.5" Charge Pipes | 2.5" Downpipe | 650 Injectors | HO Manifold | Addco front/rear | Motor Mounts | HKS SSQV | Spec stage 3 | AEM UEGO Wideband | Team Green LSD | FMIC | 2.3 cams | 2.3 oil pump swap | 280WHP | Now ECOTECED

Is it worthwhile including the stock ecotec camshaft profiles here? I've searched and cannot find them easily. But this sticky has already helped me in other ways

-MD- LD9 wrote:Rodumis has and has a how to also.

Were can i find that info?!?!?! and is it really worth it to go thru the effort of rewiring stuff to make the MSD DISII work? like, is there that much of a performance gain?



Myspace

"Emissions – Low emissions vehicle equipt with single Catalyst"

Um, yaeh, the catalyst was one of the first things to go on my Sunfire

"-HP – 140 @ 5600 RPM
-TQ – 145 @ 4000 RPM"

I thought it was 145 HP and 150 TQ?


Caution: Redneck Posting
MMMM, HIDs

Is that compression pressure right 180-225 psi? Also has anyone on here ever put darton sleeves in an ecotec block,man those things look bad ass.
THANKS

Darkstars wrote:-Clutch fluid - Hydraulic Clutch Fluid (GM Part No. U.S. 12345347, in Canada 10953517) or equivalent DOT-3 brake fluid

so you can use brake fluid as clutch fluid?

yes it works the same.

ok
my clutch fluid resivior tipped over so its almost empty and i wasnt sure where to get the fluid at, but at the same time i really didnt look

but if brake fluid works the same ill use that then

thanks

2004 Chevrolet Malibu {2.2L d.o.h.c.}
Trying to find the Factory recommended [internal] Cylinder Head Spec.s for this Ecotec Engine ? have look'd BUT nobody seems to have 'rebuild spec.s :Install Valve{intake & exhaust} height & all of the other Factory spec.s GM calls for when Rebuilding this cylinder Head ! So if there are any Helpful Souls out there that would share this information , we Would be Very Grateful for the HELP
THANK U
butch @butch's auto&diesel machine shop
1327 Washington St
Alex. , La.71301-6848
318-787-6049
gasdieselengine@suddenlinkmail.com