2007 Ecotec 2.2L I4 ( L61 )
ECOTEC 2.2L I4 (L61) CAR AND TRUCK ENGINE
2007 Model Year Summary
• 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.
Overview
The upgrades for 2007 point out an ongoing theme for the Ecotec 2.2L I4: continuous improvement to a ground-breaking engine from a company with a long history of other ground-breaking engines and transmissions.
Since the model year 2000 launch of the Ecotec 2.2L, the innovative strategy behind its versatile design has been validated by successful variants like the Ecotec 2.4L VVT (RPO LE5) and the ultra-high performance 2.0L direct-injection Turbo (RPO LNF). The 2.2L laid the foundation for a line of engines that share core components with minimal casting changes, yet deliver unique performance and market characteristics with a range of displacements, induction and fuel-delivery systems, and front-, rear- drive applications in both cars and trucks.
Introduced in 2000, the Ecotec 2.2L is often referred to as the Global Four Cylinder. It has leveraged GM Powertrain’s worldwide design and engineering capability by drawing on the best practices of technical centers in North America and Europe. It also created a template for subsequent global powertrain development and laid the groundwork for engines such as Powertrain’s global V-6 VVT.
At 305 pounds fully dressed, the 2.2L is the lightest engine GM has produced in its displacement class, and one of the most compact four-cylinders in the world. It features durability enhancements and technology familiar in premium V-type engines, including low-friction hydraulic roller finger valve operation and electronic “drive-by-wire” throttle in most applications. A hydraulic tensioner keeps the timing chain adjusted for life, and extended-life spark plugs deliver 100,000 miles of service. Routine maintenance is limited to oil and filter changes, and even those are made as easy as possible with a paper filter replacement cartridge and GM’s industry-leading Oil Life Monitoring System, which determines oil-change intervals according to real-world operation rather than a predetermined mileage interval.
Every engine in the Ecotec line has aluminum-intensive construction, with dual overhead camshafts (DOHC) and four valves per cylinder. Twin counter-rotating balance shafts cancel the second-order vibration inherent in four-cylinder inline engines, while direct mounting of accessories like the alternator and compressor eliminate common sources of noise, vibration and harshness. Full-circle transmission attachment and a structural oil pan improve powertrain rigidity.
The 2.2L has undergone the toughest and most comprehensive validation process in GM history, passing all of the dynamometer and vehicle tests traditionally run by various GM organizations worldwide. Validation included thousands of miles of real-world road testing in an extreme range of climates. Since the 2.2L’s introduction, virtually every system or component has been reviewed for improvement. Continual development has included optimized rod and main bearing material and shape changes, polymer coated pistons, and a new piston profile that reduces noise. Refinements such as an electrically operated power steering pump have been added to most Ecotec applications. The timing chain tensioner has also been redesigned for quieter operation
For all its design and production efficiencies and multitude of applications, the Ecotec 2.2L succeeds for one reason. It’s a world-class four cylinder engine that delivers excellent performance without sacrificing durability, economy or smooth, quiet operation.
The Ecotec engine variants are built at plants in Tonawanda, N.Y., Spring Hill, Tenn., and Kaiserslautern, Germany.
interesting on the "more power thing" judging from the power J's on this site are producing the block is more than capable as it is. They probably want to do it for racing purposes.
Cool info tho
-Chris
If GM is redesigning a few things so that their race teams have stronger parts to work off of and still stay within their OE limitations.... well.. there are going to be a lot of GM race team parts for sale in the upcoming months.
Almost enough reason to say "screw the 2.0 turbo" and go ecotec.... almost.....
Cardomain|
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i thought the L61 was supposed to get killed off?
Arrival Blue 04 LS Sport
Eco
Turbo
Megasquirt
'Nuff said
killed off I think not the engine is in too many different cars its the GM base 4 banger now, sounds nice on paper but did they address the real issues that we are facing such as pistons and rods, thats what breaks, not cooling jackets
1989 Turbo Trans Am #82, 2007 Cobalt SS G85
Rodimus Prime wrote:killed off I think not the engine is in too many different cars its the GM base 4 banger now, sounds nice on paper but did they address the real issues that we are facing such as pistons and rods, thats what breaks, not cooling jackets
most people who are actually gonna add serious power to any car, the first thing they REPLACE are pistons and rods....
that is, if you are serious about it.
the pistons and rods are mroe than strong enogh for "stock" power
Sven you totally quarterloafed your computer..
Lance Sharpe wrote:hmmmm....interesting...
RIP JESSE GERARD.....Youll always be in my thoughts and prayers...
it just seems kinda silly that they would improve all of those other things when a simple change would make the motor stronger, they use forged stuff in the LSJ I mean why not use better rods and pistons as it is now 280-300 crank is where they bust the same thing every time ring land or rod, with that replaced theres really not any issues until mid 300s to 400 on power and that would be something incredible and make it one of the best.
1989 Turbo Trans Am #82, 2007 Cobalt SS G85
Rodimus Prime wrote:it just seems kinda silly that they would improve all of those other things when a simple change would make the motor stronger, they use forged stuff in the LSJ I mean why not use better rods and pistons as it is now 280-300 crank is where they bust the same thing every time ring land or rod, with that replaced theres really not any issues until mid 300s to 400 on power and that would be something incredible and make it one of the best.
better rods and pistons?
like said, for all the people who are actually serious, they will upgrade their own rods and pistons, raise or lower compression, stroker or otherwise....
the R & P currently handle pretty much DOUBLE of what stock is at 140 horse.
a block however is more crucial. its not like the average person is gonna do a "block upgrade" and not nearly as easy, or cost effective as pistons....
the avg person should be able to get pistons of any size, compression and rods to match for under 1000$ if that.....
can you imagine going to a machine shop and saying, i want to upgrade my block, outside of sleeving it.... for under 1000$....
not to mention as someone has already said..... how many legitament ecos are on here running 280-300hp..... REALISTICALLY. the select few who will get there will more than likely opt to get pistons of a way lower compression, especially since the current compression of an ecotec is 10:1..... sure many are running boost on it, but more will opt to lower compression to start with since its an N/A engine (aka higher compression) before they do anything drastic.
for what its built for, daily driver/grocery getter, its more than strong enough.
for those who are serious and not just playing "racer" there are more than enough options
gm's making a great move in my view. people who want a stronger motor will either upgrade or get a stronger motor...
this is what is supposed to differentiate you from a car enthusiast who can accomplish working on the engine and improve it and a reg joe schmoe....
