• Source: GM Ecotec engine

The GM Ecotec engine, also known by its codename L850, is a family of all-aluminium inline-four engines, displacing between 1.2 and 2.5 litres. Confusingly, the Ecotec name was also applied to both the Buick V6 Engine when used in Holden Vehicles, as well as the final DOHC derivatives of the previous GM Family II engine; the architecture was substantially re-engineered for this new Ecotec application produced since 2000. This engine family replaced the GM Family II engine, the GM 122 engine, the Saab H engine, and the Quad 4 engine. It is manufactured in multiple locations, to include Spring Hill Manufacturing, in Spring Hill, Tennessee, with engine blocks and cylinder heads cast at Saginaw Metal Casting Operations in Saginaw, Michigan.




Generation I



The "Ecotec" name was adopted in 1994 for the new generation of Family II engines (2000 in North America) . The name was already used for the Opel GM Family II engine, Family 1 and Family 0 ranges. GM intended this new Ecotec to become its global 4-cylinder, and it has already fully replaced their OHV I4 line.
The Ecotec engine is a DOHC 4-valve design with a lost foam cast aluminium block and head (L850 for 86 mm bore applications, and L880 for 88 mm bore), designed for displacements from 1.8 to 2.4 L. Development began in 1994, by an international team of engineers and technicians from Opel's International Technical Development Center in Rüsselsheim, Germany, GM Powertrain in Pontiac, Michigan, and Saab in Södertälje, Sweden. Much of the development work on this project was carried out by Lotus Engineering, Hethel, United Kingdom. The engine uses aluminium pistons and cast iron cylinder liners. Vibration is reduced with twin balance shafts.
The first engine in the Ecotec Gen I line-up was Ecotec 2.2 L61, introduced in May 1999.
The current Ecotec line is manufactured in Tonawanda, New York.




= 2.0

=



LK9


This engine is also known as B207 when used by Saab and Z20NET by Opel for use in the Vectra C and Signum.
LK9 is a turbocharged 2.0 L (1,998 cc) version of the L850 (86 mm bore) series Ecotec utilizing an all-new reinforced sand cast aluminium cylinder head and upgraded internal components. The engine features a five-bearing forged steel crankshaft, strengthened connecting rods, redesigned pistons, piston oil cooling jets, reprofiled camshafts and an integrated oil cooler. The exhaust valves are liquid sodium-cooled. All vehicles using this engine feature Saab's Trionic 8 (T8) engine management system as well as a revised valve train. The timing chain and timing gears are also new, along with Saab's Direct Ignition system. The reinforcements, turbocharging, intercooling, internals, dual overhead camshaft, and such were developed by GM Powertrain Sweden (Saab Automobile Powertrain). It features an 86 mm (3.4 in) bore and stroke and a 9.5:1 compression ratio. Maximum power is 210 hp (160 kW) at 5300 rpm and 221 lb⋅ft (300 N⋅m) of torque at 2500 rpm. Maximum boost is 12.3 psi (0.85 bar).
Applications:

2003–2014 Saab 9-3 – B207E, B207L, B207R
2003–2008 Opel Vectra – Z20NET (rebadged B207L)
2003–2008 Opel Signum – Z20NET (rebadged B207L)
2006–2010 Cadillac BLS – B207L, B207R



LSJ


The LSJ is a supercharged version of the LK9 Ecotec 2.0 L (1,998 cc) with an Eaton M62 Roots-type supercharger and air-to-liquid intercooler. The LSJ shares many of its components with the LK9 such as: piston cooling jets, oil cooler, pistons, connecting rods, crankshaft, oil pan, sodium-filled exhaust valves and cylinder head. It is rated at 205 hp (153 kW) at 5600 rpm and 200 lb⋅ft (271 N⋅m) at 4400 rpm with a compression ratio of 9.5:1 and a 6450 rpm redline. With the end of the Chevy Cobalt S/C SS and Saturn Ion Red Line, the LSJ was discontinued after 2007. In late 2005 Brammo Motorsports struck a deal with GM for the Supercharged 2.0 L Ecotec for their Ariel Atom. The engine came in various ratings from 205 hp (153 kW) to 300 hp (224 kW).
The LSJ was on the Ward's 10 Best Engines list for 2006.
This engine is used in:




= 2.2

=



L61


The basic Family II architecture was substantially re-engineered in 2000 to become the Ecotec Gen I. Unlike its notably harsh predecessor, the engine was designed for smoothness. Dual in-block balance shafts were integral to the design, the power-steering pump was mounted directly to the cylinder head and driven by the intake camshaft, the water-pump housing was cast into the block, and the A/C compressor and alternator were mounted directly on the block without brackets. The oil filter housing was cast into the block with a removable cover and replaceable paper element. It did not use an EGR valve. The Ecotec line is manufactured in Tonawanda, New York, and Kaiserslautern, Germany, and was also manufactured for Saturn in Spring Hill, Tennessee, until Saturn's discontinuation. In North America, this engine replaced both the Quad-4 and the GM 122 engines and first appeared in the 2000 Saturn L-Series.
The L61 is a 2.2 L (2,198 cc) version with a lost-foam cast aluminium cylinder head and block; it features an 86 mm (3.4 in) bore and 94.6 mm (3.72 in) stroke and either a 9.5:1 compression ratio or a 10.0:1. The engine is 665 mm (26.2 in) in length, 642 mm (25.3 in) in width, 655 mm (25.8 in) in height and approximately 139 kg (306 lb).
The Ecotec 2.2, model L61 first appeared in the 2000 Saturn LS1; the L61-powered Saturn Ion also replaced the Saturn-powered Saturn S-Series.
There are a few variations to the standard L61. The 2003 Saturn L-Series has a high output version with higher (10:1) compression and more aggressive camshaft. The 2004–2008 Chevrolet Malibu uses a version with electronic throttle control and a special unitized exhaust manifold and catalytic converter. The Malibu and Saturn versions also use return-less fuel injection. The 2002 Saturn VUE was the first North American variant of the L61 to be equipped with electronic throttle control, whereas other applications did not arise until 2005 in the Saturn ION and Chevrolet Cobalt. For 2007, introduced an updated version of the L61 based on the Gen II design.
The supercharger and inlet manifold from the 2.0 Ecotec LSJ engine can be purchased as an official kit from GM and along with modified software in the ECM, can create a 2.2 supercharged version of this engine.
The L61 was used in the following cars:

This engine also powered the Japanese-market Subaru Traviq, a badge-engineered Opel Zafira A.
Following the GM–Fiat agreement, the 2.2 L engine is also used in:

Fiat Croma unmodified
Alfa Romeo 159 heavy modified with Gasoline direct injection



Z22YH


A direct injection version of the 2.2 L (2,198 cc) Ecotec features 153 hp (114 kW) of power at 5600 rpm and 162 lb⋅ft (220 N⋅m) of torque at 3800 rpm with a compression ratio of 12.0:1, and has been available in:

2003 Opel/Vauxhall Vectra
2003 Opel/Vauxhall Signum
2005 Opel/Vauxhall Zafira
2006–2009 Holden Astra (Australia and New Zealand only)



L42

The Ecotec 2.2, model L42 is a version of the Ecotec 2.2 designed to run on compressed natural gas (CNG). It delivers 129 hp (96 kW) and 129 lb⋅ft (175 N⋅m). It is used in the 2003–2004 Chevrolet Cavalier.




Generation II






= 2.0 LNF (Z20NHH Opel)

=

A turbocharged direct-injected (redubbed Spark Ignition Direct Injection) Ecotec was introduced in the 2007 Pontiac Solstice GXP and Saturn Sky Red Line. In these applications, the engine is mounted longitudinally. Displacement is 2.0 L (1,998 cc) with a square 86 mm (3.4 in) bore and stroke. Compression is 9.2:1 and maximum boost is 20 psi (1.4 bar), delivering 260 hp (190 kW) at 5300 rpm and 260 lb⋅ft (350 N⋅m) of torque from 2500 to 5250 rpm. Engine redline is at 6300 rpm and premium fuel is recommended. The sodium filled exhaust valves were based on technology developed for the Corvette V8 powertrains. The sodium fuses and becomes a liquid at idle, which improves thermal conductivity and draws heat away from the valve face and valve guide towards the stem to be cooled by the engine oil circulating in this area. The camshaft-driven direct injection systems pressurizes the fuel to 450 psi (31 bar) at idle, and up to 2,250 psi (155 bar) at wide-open throttle. The "Gen II" block is similar to the 2.4 L and also features VVT technology. The Gen II block was developed using data from racing programs and computer simulations. The bore walls and bulkheads were strengthened with a weight increase of 2.5 lb (1.1 kg). The coolant jackets were expanded to improve heat transfer, resulting in a coolant capacity increase of 0.5 liters.
In December 2008, GM released a Turbo Upgrade Kit for the LNF engine which increases horsepower to 290 hp (220 kW) and torque to up to 340 lb⋅ft (460 N⋅m), depending on the model. The kit retailed for $650 and includes remapped engine calibration and upgraded 3 MAP sensors. The kit is covered by the cars' existing GM warranties. Boost pressure was increased from 18psi (1.24 bar) to 21psi (1.44 bar).
Unique LNF features include:

a twin-scroll turbocharger
cam-driven high-pressure gasoline direct injection fuel system
dual-camshaft continuously variable valve timing
sodium-filled stainless steel Inconel exhaust valves
low-friction cast aluminium pistons with oil squirters
forged steel crankshaft
forged steel connecting rods
cast stainless steel exhaust manifold
foam-cast Gen2 block
Bosch injectors (0 261 500 055) or slightly larger (0 261 500 089) injectors in 2010 models
This engine is used in:




= 2.0 LDK (A20NHT Opel)

=

An updated variant of the LNF (also with 9.2:1 compression ratio) was released in 2008, meeting the Euro 5 emission standard. This engine is also known as A20NHT by GM Powertrain Europe.
Unique LDK features include:

a twin-scroll turbocharger
cam-driven high-pressure gasoline direct injection fuel system
dual camshaft continuously variable valve timing
sodium-filled stainless steel Inconel exhaust valves
low-friction cast aluminium pistons with oil squirters
forged steel crankshaft
cast stainless steel exhaust manifold
foam-cast Gen2 block
Bosch injectors (0 261 500 055)
This engine is used in:




= LHU (A20NFT Opel)

=

LHU adds E85 flex-fuel capability to the LDK. This engine is also known as A20NFT by GM Powertrain Europe. Maximum engine speed is listed at 6350 rpm.
Unique LHU features include:

a twin-scroll turbocharger
cam-driven high-pressure gasoline direct injection fuel system
dual camshaft continuously variable valve timing
sodium-filled stainless steel Inconel exhaust valves
low-friction cast aluminium pistons with oil squirters
forged steel crankshafts
cast stainless steel exhaust manifold
sand-cast Gen3 block
Larger Bosch injectors (0 261 500 112) with ethanol-safe seals for flex-fuel compatibility

Note: The A20NFT engine in Opel Astra K TCR is a racing engine and swapped the original direct fuel injection for multi-point fuel injection.




= 2.2

=



L61

In 2007, the L61 received a multitude of changes, that originated from the LE5. It switched to the higher-strength Gen II block and received a revised cylinder head (enlarged exhaust ports) and camshaft design (increased exhaust valve duration). The engine also switched from wasted spark ignition to individual coil-on-plug ignition; this forced the cam cover to be redesigned. It was also switched to an E37 engine controller with new crank and cam sensors (replacing timing sensor previously found in ignition cassette). These changes increase horsepower slightly and allow the engine to meet PZEV standards. Compression ratio is 10.0:1.
The L61 was used in the following cars:



LAP

The LAP is a 2.2 L (2,198 cc) version of the Ecotec, based on the Gen II block with cylinder head improvements, new camshaft design, E37 engine control module, 58X crankshaft reluctor ring, dual variable valve timing, digital crank and cam sensors, individual coil-on-plug ignition, vented starter solenoid, new MAP sensor, new intake manifold seals, new oil filter element, a 32-bit computer, and improved emissions performance.
Bore and stroke are 86 mm (3.4 in) and 94.6 mm (3.72 in), the same as the 2.2 L L61. Compression ratio is 10.0:1. Major features that set it apart from the 2.2 L L61 are variable-valve-timing and other cylinder head improvements from the 2.4 L LE5.



LE8

The LE8 is an E85-compatible 2.2 L (2,198 cc) version of the LAP Ecotec. Bore and stroke remain the same 86 mm (3.4 in) and 94.6 mm (3.72 in). Compression ratio is 10.0:1 and the engine can run on both regular unleaded gasoline or E85.




= 2.4

=



LE5


The LE5 is a larger 2.4 L (2,384 cc) version of the Ecotec. Both the 88 mm (3.5 in) bore and 98 mm (3.9 in) stroke are larger, and Variable Valve Timing on the intake and exhaust improve low-end torque. Compression is 10.4:1. Power is 164–177 hp (123–132 kW) and torque is 159–170 lb·ft (215–230 N·m). The engine uses a reinforced "Gen II" block. Connecting rods are GKN-forged; C70 powdered metal was used from July 2007 on.

The LE5 is also used in the following overseas models:

2006 GM Taiwan Buick LaCrosse
2006 Shanghai GM Buick LaCrosse
Buick GL8
The LE5 or a close variant is also used in the Polaris Slingshot (announced July 27, 2014), coupled with a 5-speed manual transmission and a final belt drive. The Slingshot is a three-wheeled side-by-side street vehicle, classed as a motorcycle.



LAT

The LAT is the designation used for the 2.4 L LE5 when used in GM's BAS mild-hybrid vehicles.



LE9

The LE9 is an E85-compatible version of the 2.4 L (2,384 cc) LE5 Ecotec. Bore and stroke are 88 mm (3.5 in) and 98 mm (3.9 in) and has a compression ratio of 10.4:1, the same as the LE5.



LAF


The LAF is a direct injected 2.4 L. It uses technology based on GM's other four-cylinder direct-injection applications, but with unique features designed for its specific application. This includes an 11.2:1 compression ratio that helps build power, slightly dished pistons that increase combustion efficiency and injectors with an application-specific flow rate.



LEA

The LEA is an E85 compatible variant of the LAF. Bore, stroke, and compression ratio all remain the same. Maximum engine speed is listed at 7000 rpm.



LUK

The LUK is similar to the LAF, but adds the eAssist mild-hybrid system. Maximum engine speed is listed at 7000 rpm.




Generation III






= 2.0

=



LTG

A 2.0 L (1,998 cc) turbocharged direct-injection version of the Gen III Ecotec was available in the 2013 Cadillac ATS and Chevrolet Malibu. This engine is also available in the Cadillac XTS and Cadillac XT5 for the Chinese market. Bore and stroke are both 86.0 mm (3.39 in), and compression is 9.5:1. The engine uses a 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 a rotacast aluminium-alloy (A356T6) cylinder head with sodium-filled exhaust valves. Maximum engine speed is listed at 7000 rpm.



LSY

A successor to the LTG debuted in the 2019 Cadillac XT4 and the 2019 Cadillac CT6. The LSY adds Active Fuel Management and a start-stop system, putting more priority to fuel economy than performance. Peak output is lower than the LTG, but is achieved at lower rpm for both power and torque. Bore is 83.0 mm (3.27 in) and stroke is 92.3 mm (3.63 in). This engine is used in some GM vehicles in the U.S and as the standard engine option in China.




= 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 Engine 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 (52 bar) at idle and 2,250 psi (155 bar) 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-aluminium 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 aluminium 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 aluminium 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. Maximum engine speed is listed at 7000 rpm.
Displacement for the 2.5 L engine is 2,457 cc with an 88.0 mm (3.46 in) bore and 100.8 mm (3.97 in) stroke. Compression ratio is 11.3:1.



LKW

Same as the LCV but features Intake Valve Lift Control (IVLC) system provides two-stage variable valve lift in addition to continuous variable timing. Continuously commanded by the 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. It also features a start-stop system. Maximum engine speed is listed at 7000 rpm.




HCCI


At Tech Show Torino 2008, GM Powertrain Europe announced the ignition-less HCCI (Homogeneous Charge Compression Ignition) mode of the direct injection version of 2.2 L engine. The HCCI version is equipped with two-step adjustable valve lift with variable cam phasing and advanced ECU with cylinder pressure sensors, uses a lean-burn cycle similar to that of a diesel engine, and is claimed to further reduce fuel consumption by 15%.




References



Larry Webster. "Getting Rid of the H-Word". Car and Driver (May 2000): 93.

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