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2016 Europe Powertrain Product Portfolio

Select below to explore the many engines and transmissions that we offer.

Cylinder Block and Structural Oil Pan


The Ecotec 1.4L cylinder block is made of strong gray cast iron, with five reinforced main bearings. To minimize weight, it features hollow-frame construction, making it about 20 percent lighter than a conventional casting. The block also incorporates a gray cast iron bedplate that helps reduce engine vibration; and the cylinders within the block are triple-honed for a smoother finish that minimizes piston friction and overall wear, while also optimizing oil and fuel consumption.

An aluminum oil pan is designed as a key structural component of the engine, adding stiffness that helps improve vibration characteristics.

Variable-Flow Oil Pump


The Ecotec 1.4L uses a unique variable-flow oiling system that helps maximize fuel efficiency. Rather than the linear operation of a conventional fixed-flow pump, it is accomplished with a crankshaft-driven oil pump that matches the oil supply to the engine load. The Ecotec 1.4L's variable-flow pump changes its capacity based on the engine's demand for oil. This prevents using energy to pump oil that is not required for proper engine operation.

Variable Valve Timing


The dual-overhead camshaft arrangement of the engine employs dual, continuously variable cam phasing to adjust the engine valves' opening and closing timing for optimal performance, fuel efficiency and emissions across the rpm.

Cylinder Head


An aluminum cylinder head with dual-overhead camshafts and four valves per cylinder is used on the Ecotec 1.4L turbo. The head's intake port design optimizes performance, efficiency and emissions by promoting greater charge motion of the intake air and a more complete burn of the air/fuel mixture.

Hollow-Cast and Chain-Driven Camshafts


The pair of camshafts in the Ecotec 1.4L is hollow and lighter than conventional solid shafts. Along with helping reduce the overall weight of the engine, they lower the inertia of the valvetrain, allowing the engine to rev higher and more quickly. The camshafts are driven by durable chains.

Roller-Finger Camshaft Followers


A low-mass DOHC roller-finger camshaft follower is used to minimize friction and maintenance. It operates with very low frictional losses, helping enhance efficiency and lower emissions. The hydraulic lash adjusters and the chain cam drive require no maintenance during the life of the engine.

Electronically controlled thermostat


The coolant thermostat's operating point is electronically controlled to optimize engine temperatures during different phases of operation to enhance fuel efficiency. The engine control module monitors sensors and controls the thermostat based on mapping that takes into account the wide range of engine operating conditions, including temperature and load.

Coil-on-plug ignition and platinum-tipped spark plugs


Volt's Ecotec 1.4L engine features a coil-on-plug ignition system and platinum-tipped spark plugs, which reduce maintenance and promote optimal performance and efficiency. With the coil-on-plug design, individual ignition coils are connected via a short lead wire to the spark plugs over each cylinder. This direct ignition system design eliminates the need to route spark plug wires in the engine compartment, while ensuring maximum spark energy for each plug.

The platinum-tipped plugs are designed to last for 100,000 miles without the need for replacement, reducing the need for and cost of maintenance.



Overview

Natural aspirated small ECOTEC gasoline engines provide power to the transmission and drivetrain for the vehicle motion and provides energy for the occupant heat. The A10XEP (LDB) / A12XEL (LWD) / A12XER (LDC) / A14XEL (L2Z) / A14XER (LDD) are targeted at the customer in the economical small vehicle segment, who is rating low fuel consumption with highest priority. The A10XEP (LDB) is an in-line 3 cylinder, the A12XEL (LWD) / A12XER (LDC) / A14XEL (L2Z) / A14XER (LDD) are in-line 4 cylinder gasoline engines. The material of the cylinder block is grey cast iron and cylinder head is cast aluminium. The A10XEP (LDB) / A12XEL (LWD) / A12XER (LDC) / A14XEL (L2Z) / A14XER (LDD) engines are designed for the usage all over the world, capable to meet legal and performance requirements in the expected marketing regions.

Type: Fam. 0 1,0L Gasoline engine
Combustion System: Spark Ignition
Induction System: Naturally Aspirated
Displacement: 998cc (61 ci)
Engine Orientation: Transverse
Compression Ratio: 10,5:1
Valve Configuration: Dual Overhead Cam, hydraulic lash adjuster (maintenance free)
Valves per Cylinder: 4
Valve Timing Fixed
Assembly Site: Aspern / Austria
Firing Order: 1-3-2-
Bore x Stroke: 73.4 x 78.6mm
Maximum Engine Speed: 6250 RPM
Fuel System: returnless flow system; 380 kPa / 400 kPa
Fuel Type: 95 RON (91-98)
Biofuel Capable: E10
Engine Mass (kg/lbs) 87
Emissions Controls: Catalytic Converter
Electric linear EGR system
Euro 5
Applications Horsepower: hp (kw)
Opel Corsa 65hp (48kw) @ 5300rpm
Applications Torque: lb-ft. (Nm)
Opel Corsa 66 lb-ft (90Nm) @ 4000rpm
MATERIALS  
Block: Iron
Cylinder head: Aluminum
Intake manifold: Composite
Exhaust manifold: Nodular Iron
Crankshaft: Nodular Iron
Camshaft: Hollow Steel
Connecting Rods: Cast Iron
Additional features: Low-mass hollow-frame cast iron block
Chain-driven cams
Roller-finger camshaft followers
Coil on plug ignition
Opel Corsa

Cylinder Block and Structural Oil Pan


The Ecotec 1.4L cylinder block is made of strong gray cast iron, with five reinforced main bearings. To minimize weight, it features hollow-frame construction, making it about 20 percent lighter than a conventional casting. The block also incorporates a gray cast iron bedplate that helps reduce engine vibration; and the cylinders within the block are triple-honed for a smoother finish that minimizes piston friction and overall wear, while also optimizing oil and fuel consumption.

An aluminum oil pan is designed as a key structural component of the engine, adding stiffness that helps improve vibration characteristics.

Variable-Flow Oil Pump


The Ecotec 1.4L uses a unique variable-flow oiling system that helps maximize fuel efficiency. Rather than the linear operation of a conventional fixed-flow pump, it is accomplished with a crankshaft-driven oil pump that matches the oil supply to the engine load. The Ecotec 1.4L's variable-flow pump changes its capacity based on the engine's demand for oil. This prevents using energy to pump oil that is not required for proper engine operation.

Variable Valve Timing


The dual-overhead camshaft arrangement of the engine employs dual, continuously variable cam phasing to adjust the engine valves' opening and closing timing for optimal performance, fuel efficiency and emissions across the rpm.

Cylinder Head


An aluminum cylinder head with dual-overhead camshafts and four valves per cylinder is used on the Ecotec 1.4L turbo. The head's intake port design optimizes performance, efficiency and emissions by promoting greater charge motion of the intake air and a more complete burn of the air/fuel mixture.

Hollow-Cast and Chain-Driven Camshafts


The pair of camshafts in the Ecotec 1.4L is hollow and lighter than conventional solid shafts. Along with helping reduce the overall weight of the engine, they lower the inertia of the valvetrain, allowing the engine to rev higher and more quickly. The camshafts are driven by durable chains.

Roller-Finger Camshaft Followers


A low-mass DOHC roller-finger camshaft follower is used to minimize friction and maintenance. It operates with very low frictional losses, helping enhance efficiency and lower emissions. The hydraulic lash adjusters and the chain cam drive require no maintenance during the life of the engine.

Electronically controlled thermostat


The coolant thermostat's operating point is electronically controlled to optimize engine temperatures during different phases of operation to enhance fuel efficiency. The engine control module monitors sensors and controls the thermostat based on mapping that takes into account the wide range of engine operating conditions, including temperature and load.

Coil-on-plug ignition and platinum-tipped spark plugs


Volt's Ecotec 1.4L engine features a coil-on-plug ignition system and platinum-tipped spark plugs, which reduce maintenance and promote optimal performance and efficiency. With the coil-on-plug design, individual ignition coils are connected via a short lead wire to the spark plugs over each cylinder. This direct ignition system design eliminates the need to route spark plug wires in the engine compartment, while ensuring maximum spark energy for each plug.

The platinum-tipped plugs are designed to last for 100,000 miles without the need for replacement, reducing the need for and cost of maintenance.



Overview

Natural aspirated small ECOTEC gasoline engines provide power to the transmission and drivetrain for the vehicle motion and provides energy for the occupant heat. The A10XEP (LDB) / A12XEL (LWD) / A12XER (LDC) / A14XEL (L2Z) / A14XER (LDD) are targeted at the customer in the economical small vehicle segment, who is rating low fuel consumption with highest priority. The A10XEP (LDB) is an in-line 3 cylinder, the A12XEL (LWD) / A12XER (LDC) / A14XEL (L2Z) / A14XER (LDD) are in-line 4 cylinder gasoline engines. The material of the cylinder block is grey cast iron and cylinder head is cast aluminium. The A10XEP (LDB) / A12XEL (LWD) / A12XER (LDC) / A14XEL (L2Z) / A14XER (LDD) engines are designed for the usage all over the world, capable to meet legal and performance requirements in the expected marketing regions.

Type: Fam. 0 1,2L Gasoline engine
Combustion System: Spark Ignition
Induction System: Naturally Aspirated
Displacement: 1229cc (75 ci)
Engine Orientation: Transverse
Compression Ratio: 10,5:1
Valve Configuration: Dual Overhead Cam, double continuously variable cam phaser intake and exhaust (DCVCP)
Valves per Cylinder: 4
Valve Timing Variable
Assembly Site: Aspern / Austria
Firing Order: 1-3-4-2
Bore x Stroke: 73.4 x 72.6mm
Maximum Engine Speed: 6250 RPM
Fuel System: returnless flow system; 380 kPa / 400 kPa
Fuel Type: 95 RON (91-98)
Biofuel Capable: E10
Engine Mass (kg/lbs) 97
Emissions Controls: Catalytic Converter
Euro 5
Applications Horsepower: hp (kw)
Opel Corsa 70hp (51kW) @ 5600 rpm
Chevrolet Aveo/Sonic 70hp (51kW) @ 5600 rpm
Applications Torque: lb-ft. (Nm)
Opel Corsa 85 lb-ft. (115Nm) @ 4000 rpm
Chevrolet Aveo/Sonic 85 lb-ft. (115Nm) @ 4000 rpm
MATERIALS  
Block: Iron
Cylinder head: Aluminum
Intake manifold: Composite
Exhaust manifold: Nodular Iron
Crankshaft: Nodular Iron
Camshaft: Hollow Steel
Connecting Rods: Cast Iron
Additional features: Low-mass hollow-frame cast iron block
Chain-driven cams
Roller-finger camshaft followers
Variable-flow oil pump
Electronically controlled thermostat
Coil on plug ignition
Hollow cast crankshaft
Fully integrated blow-by system
Torsional vibration damper for better NVH
Opel Corsa
Chevrolet Aveo

Cylinder Block and Structural Oil Pan


The Ecotec 1.4L cylinder block is made of strong gray cast iron, with five reinforced main bearings. To minimize weight, it features hollow-frame construction, making it about 20 percent lighter than a conventional casting. The block also incorporates a gray cast iron bedplate that helps reduce engine vibration; and the cylinders within the block are triple-honed for a smoother finish that minimizes piston friction and overall wear, while also optimizing oil and fuel consumption.

An aluminum oil pan is designed as a key structural component of the engine, adding stiffness that helps improve vibration characteristics.

Variable-Flow Oil Pump


The Ecotec 1.4L uses a unique variable-flow oiling system that helps maximize fuel efficiency. Rather than the linear operation of a conventional fixed-flow pump, it is accomplished with a crankshaft-driven oil pump that matches the oil supply to the engine load. The Ecotec 1.4L's variable-flow pump changes its capacity based on the engine's demand for oil. This prevents using energy to pump oil that is not required for proper engine operation.

Variable Valve Timing


The dual-overhead camshaft arrangement of the engine employs dual, continuously variable cam phasing to adjust the engine valves' opening and closing timing for optimal performance, fuel efficiency and emissions across the rpm.

Cylinder Head


An aluminum cylinder head with dual-overhead camshafts and four valves per cylinder is used on the Ecotec 1.4L turbo. The head's intake port design optimizes performance, efficiency and emissions by promoting greater charge motion of the intake air and a more complete burn of the air/fuel mixture.

Hollow-Cast and Chain-Driven Camshafts


The pair of camshafts in the Ecotec 1.4L is hollow and lighter than conventional solid shafts. Along with helping reduce the overall weight of the engine, they lower the inertia of the valvetrain, allowing the engine to rev higher and more quickly. The camshafts are driven by durable chains.

Roller-Finger Camshaft Followers


A low-mass DOHC roller-finger camshaft follower is used to minimize friction and maintenance. It operates with very low frictional losses, helping enhance efficiency and lower emissions. The hydraulic lash adjusters and the chain cam drive require no maintenance during the life of the engine.

Electronically controlled thermostat


The coolant thermostat's operating point is electronically controlled to optimize engine temperatures during different phases of operation to enhance fuel efficiency. The engine control module monitors sensors and controls the thermostat based on mapping that takes into account the wide range of engine operating conditions, including temperature and load.

Coil-on-plug ignition and platinum-tipped spark plugs


Volt's Ecotec 1.4L engine features a coil-on-plug ignition system and platinum-tipped spark plugs, which reduce maintenance and promote optimal performance and efficiency. With the coil-on-plug design, individual ignition coils are connected via a short lead wire to the spark plugs over each cylinder. This direct ignition system design eliminates the need to route spark plug wires in the engine compartment, while ensuring maximum spark energy for each plug.

The platinum-tipped plugs are designed to last for 100,000 miles without the need for replacement, reducing the need for and cost of maintenance.



Overview

Natural aspirated small ECOTEC gasoline engines provide power to the transmission and drivetrain for the vehicle motion and provides energy for the occupant heat. The A10XEP (LDB) / A12XEL (LWD) / A12XER (LDC) / A14XEL (L2Z) / A14XER (LDD) are targeted at the customer in the economical small vehicle segment, who is rating low fuel consumption with highest priority. The A10XEP (LDB) is an in-line 3 cylinder, the A12XEL (LWD) / A12XER (LDC) / A14XEL (L2Z) / A14XER (LDD) are in-line 4 cylinder gasoline engines. The material of the cylinder block is grey cast iron and cylinder head is cast aluminium. The A10XEP (LDB) / A12XEL (LWD) / A12XER (LDC) / A14XEL (L2Z) / A14XER (LDD) engines are designed for the usage all over the world, capable to meet legal and performance requirements in the expected marketing regions.

Type: Engine Fam0 B12XEL (LDC)
RPO Code LDC
Displacement 1.229 cm3
Cylinder 4
Valves per Cylinder 4
Air Charging System Naturally aspirated
Maximum Power hp 70 hp @ 5600 1/min
Maximum Power KW 51,5 KW @ 5600 1/min
Maximum Torque Nm 115 Nm @ 4000 1/min
Bore 73,4 mm
Stroke 72,6 mm
Compression Ratio 10,5 : 1
Mass (DIN - 70020A) 97 kg
Dimensions 457 x 529 x 591 mm
Emission Euro 6
Block Material Cast iron
Cyl. Head Material Aluminium
Drivetrain Chain, DOHC, Double CVCamPhaser
Fuel Injection System MPFI, Port deactivation
Production Plant Aspern, Austria
Carline NG Corsa
Features:
  • 4 Cylinder engine design with high commonality (e.g. valvetrain components)
  • 16 valve cylinder head
  • Double camphaser (D-CVCP)
  • Port deactivation (PDA)
  • Inhouse EMS System (S0)
  • Hollow crankshaft & camshaft
  • Controlle oil pump
  • Chain drive; roller finger follower and hydraulic lash adjuster
  • Poly-V-Belt drive
  • Electric throttle control
  • Oil filter
  • Thermomanagement
Chevrolet Aveo/Sonic
Opel Corsa

Cylinder Block and Structural Oil Pan


The Ecotec 1.4L cylinder block is made of strong gray cast iron, with five reinforced main bearings. To minimize weight, it features hollow-frame construction, making it about 20 percent lighter than a conventional casting. The block also incorporates a gray cast iron bedplate that helps reduce engine vibration; and the cylinders within the block are triple-honed for a smoother finish that minimizes piston friction and overall wear, while also optimizing oil and fuel consumption.

An aluminum oil pan is designed as a key structural component of the engine, adding stiffness that helps improve vibration characteristics.

Variable-Flow Oil Pump


The Ecotec 1.4L uses a unique variable-flow oiling system that helps maximize fuel efficiency. Rather than the linear operation of a conventional fixed-flow pump, it is accomplished with a crankshaft-driven oil pump that matches the oil supply to the engine load. The Ecotec 1.4L's variable-flow pump changes its capacity based on the engine's demand for oil. This prevents using energy to pump oil that is not required for proper engine operation.

Variable Valve Timing


The dual-overhead camshaft arrangement of the engine employs dual, continuously variable cam phasing to adjust the engine valves' opening and closing timing for optimal performance, fuel efficiency and emissions across the rpm.

Cylinder Head


An aluminum cylinder head with dual-overhead camshafts and four valves per cylinder is used on the Ecotec 1.4L turbo. The head's intake port design optimizes performance, efficiency and emissions by promoting greater charge motion of the intake air and a more complete burn of the air/fuel mixture.

Hollow-Cast and Chain-Driven Camshafts


The pair of camshafts in the Ecotec 1.4L is hollow and lighter than conventional solid shafts. Along with helping reduce the overall weight of the engine, they lower the inertia of the valvetrain, allowing the engine to rev higher and more quickly. The camshafts are driven by durable chains.

Roller-Finger Camshaft Followers


A low-mass DOHC roller-finger camshaft follower is used to minimize friction and maintenance. It operates with very low frictional losses, helping enhance efficiency and lower emissions. The hydraulic lash adjusters and the chain cam drive require no maintenance during the life of the engine.

Electronically controlled thermostat


The coolant thermostat's operating point is electronically controlled to optimize engine temperatures during different phases of operation to enhance fuel efficiency. The engine control module monitors sensors and controls the thermostat based on mapping that takes into account the wide range of engine operating conditions, including temperature and load.

Coil-on-plug ignition and platinum-tipped spark plugs


Volt's Ecotec 1.4L engine features a coil-on-plug ignition system and platinum-tipped spark plugs, which reduce maintenance and promote optimal performance and efficiency. With the coil-on-plug design, individual ignition coils are connected via a short lead wire to the spark plugs over each cylinder. This direct ignition system design eliminates the need to route spark plug wires in the engine compartment, while ensuring maximum spark energy for each plug.

The platinum-tipped plugs are designed to last for 100,000 miles without the need for replacement, reducing the need for and cost of maintenance.



Overview

Natural aspirated small ECOTEC gasoline engines provide power to the transmission and drivetrain for the vehicle motion and provides energy for the occupant heat. The A10XEP (LDB) / A12XEL (LWD) / A12XER (LDC) / A14XEL (L2Z) / A14XER (LDD) are targeted at the customer in the economical small vehicle segment, who is rating low fuel consumption with highest priority. The A10XEP (LDB) is an in-line 3 cylinder, the A12XEL (LWD) / A12XER (LDC) / A14XEL (L2Z) / A14XER (LDD) are in-line 4 cylinder gasoline engines. The material of the cylinder block is grey cast iron and cylinder head is cast aluminium. The A10XEP (LDB) / A12XEL (LWD) / A12XER (LDC) / A14XEL (L2Z) / A14XER (LDD) engines are designed for the usage all over the world, capable to meet legal and performance requirements in the expected marketing regions.

Type: Fam. 0 1,4L Gasoline engine
Combustion System: Spark Ignition
Induction System: Naturally Aspirated
Displacement: 1398cc (85 ci)
Engine Orientation: Transverse
Compression Ratio: 10,5:1
Valve Configuration: Dual Overhead Cam, double continuously variable cam phaser intake and exhaust (DCVCP)
Valves per Cylinder: 4
Valve Timing Variable
Assembly Site: Aspern / Austria
Firing Order: 1-3-4-2
Bore x Stroke: 73.4 x 82,6mm
Maximum Engine Speed: 6250 RPM
Fuel System: Returnless flow system; 380 kPa / 400 kPa
Fuel Type: 95 RON (91-98)
Biofuel Capable: E10
Engine Mass (kg/lbs) 97
Emissions Controls: Catalytic Converter
Euro 5
Applications Horsepower: hp (kw)
Opel Corsa 87hp (64kW) @6000 rpm
Applications Torque: lb-ft. (Nm)
Opel Corsa 95 lb-ft. (130Nm) @ 4000 rpm
MATERIALS  
Block: Iron
Cylinder head: Aluminum
Intake manifold: Composite
Exhaust manifold: Nodular Iron
Crankshaft: Nodular Iron
Camshaft: Hollow Steel
Connecting Rods: Cast Iron
Additional features: Low-mass hollow-frame cast iron block
Chain-driven cams
Roller-finger camshaft followers
Variable-flow oil pump
Electronically controlled thermostat
Coil on plug ignition
Hollow cast crankshaft
Fully integrated blow-by system
Torsional vibration damper for better NVH
Opel Corsa

Cylinder Block and Structural Oil Pan


The Ecotec 1.4L cylinder block is made of strong gray cast iron, with five reinforced main bearings. To minimize weight, it features hollow-frame construction, making it about 20 percent lighter than a conventional casting. The block also incorporates a gray cast iron bedplate that helps reduce engine vibration; and the cylinders within the block are triple-honed for a smoother finish that minimizes piston friction and overall wear, while also optimizing oil and fuel consumption.

An aluminum oil pan is designed as a key structural component of the engine, adding stiffness that helps improve vibration characteristics.

Variable-Flow Oil Pump


The Ecotec 1.4L uses a unique variable-flow oiling system that helps maximize fuel efficiency. Rather than the linear operation of a conventional fixed-flow pump, it is accomplished with a crankshaft-driven oil pump that matches the oil supply to the engine load. The Ecotec 1.4L's variable-flow pump changes its capacity based on the engine's demand for oil. This prevents using energy to pump oil that is not required for proper engine operation.

Variable Valve Timing


The dual-overhead camshaft arrangement of the engine employs dual, continuously variable cam phasing to adjust the engine valves' opening and closing timing for optimal performance, fuel efficiency and emissions across the rpm.

Cylinder Head


An aluminum cylinder head with dual-overhead camshafts and four valves per cylinder is used on the Ecotec 1.4L turbo. The head's intake port design optimizes performance, efficiency and emissions by promoting greater charge motion of the intake air and a more complete burn of the air/fuel mixture.

Hollow-Cast and Chain-Driven Camshafts


The pair of camshafts in the Ecotec 1.4L is hollow and lighter than conventional solid shafts. Along with helping reduce the overall weight of the engine, they lower the inertia of the valvetrain, allowing the engine to rev higher and more quickly. The camshafts are driven by durable chains.

Roller-Finger Camshaft Followers


A low-mass DOHC roller-finger camshaft follower is used to minimize friction and maintenance. It operates with very low frictional losses, helping enhance efficiency and lower emissions. The hydraulic lash adjusters and the chain cam drive require no maintenance during the life of the engine.

Electronically controlled thermostat


The coolant thermostat's operating point is electronically controlled to optimize engine temperatures during different phases of operation to enhance fuel efficiency. The engine control module monitors sensors and controls the thermostat based on mapping that takes into account the wide range of engine operating conditions, including temperature and load.

Coil-on-plug ignition and platinum-tipped spark plugs


Volt's Ecotec 1.4L engine features a coil-on-plug ignition system and platinum-tipped spark plugs, which reduce maintenance and promote optimal performance and efficiency. With the coil-on-plug design, individual ignition coils are connected via a short lead wire to the spark plugs over each cylinder. This direct ignition system design eliminates the need to route spark plug wires in the engine compartment, while ensuring maximum spark energy for each plug.

The platinum-tipped plugs are designed to last for 100,000 miles without the need for replacement, reducing the need for and cost of maintenance.



Overview

Natural aspirated small ECOTEC gasoline engines provide power to the transmission and drivetrain for the vehicle motion and provides energy for the occupant heat. The A10XEP (LDB) / A12XEL (LWD) / A12XER (LDC) / A14XEL (L2Z) / A14XER (LDD) are targeted at the customer in the economical small vehicle segment, who is rating low fuel consumption with highest priority. The A10XEP (LDB) is an in-line 3 cylinder, the A12XEL (LWD) / A12XER (LDC) / A14XEL (L2Z) / A14XER (LDD) are in-line 4 cylinder gasoline engines. The material of the cylinder block is grey cast iron and cylinder head is cast aluminium. The A10XEP (LDB) / A12XEL (LWD) / A12XER (LDC) / A14XEL (L2Z) / A14XER (LDD) engines are designed for the usage all over the world, capable to meet legal and performance requirements in the expected marketing regions.

Type: Engine Fam0 B14XEL (LDD)
RPO Code LDD
Displacement 1.398 cm3
Cylinder 4
Valves per Cylinder 4
Air Charging System Naturally aspirated
Maximum Power hp 90 hp @ 6000 1/min
Maximum Power KW 66 KW @ 6000 1/min
Maximum Torque Nm 130 Nm @ 4000 1/min
Bore 73,4 mm
Stroke 82,6 mm
Compression Ratio 10,5 : 1
Mass (DIN - 70020A) 97 kg
Dimensions 457 x 529 x 591 mm
Emission Euro 6
Block Material Cast iron
Cyl. Head Material Aluminium
Drivetrain Chain, DOHC, Double CVCamPhaser
Fuel Injection System MPFI, Port deactivation
Production Plant Aspern, Austria
Carline Adam, NG Corsa, Meriva, Astra Sports Tourer
Features:
  • 4 Cylinder engine design with high commonality (e.g. valvetrain components)
  • 16 valve cylinder head
  • Double camphaser (D-CVCP)
  • Port deactivation (PDA)
  • Inhouse EMS System (S0)
  • Hollow crankshaft & camshaft
  • Controlle oil pump
  • Chain drive; roller finger follower and hydraulic lash adjuster
  • Poly-V-Belt drive
  • Electric throttle control
  • Oil filter
  • Thermomanagement
Chevrolet Aveo/Sonic
Opel Corsa
Opel Astra
Opel Meriva

Cylinder Block


The Ecotec 1.4L turbo's cylinder block is made of strong gray cast iron, with five reinforced main bearings. The block offers excellent thermal properties that suit the cylinder pressure and loads generated by a turbocharger system. To minimize weight, it features hollow-frame construction, making it about 20 percent lighter than a conventional casting.

Rotating Assembly


With a reinforced, solid-cast crankshaft, the Ecotec 1.4L offers strength and stiffness, particularly at higher rpm, to support the boosted cylinder pressure of the turbo system. The connecting rods are forged steel and the lightweight, hypereutectic pistons are designed with a thicker crown area and a unique ring pack to withstand the boost pressure and heat generated by the turbo system.

Variable-Flow Oil Pump


The Ecotec 1.4L turbo uses a unique variable-flow oiling system that helps maximize fuel efficiency. Rather than the linear operation of a conventional fixed-flow pump, it is accomplished with a crankshaft-driven oil pump that matches the oil supply to the engine load. The Ecotec 1.4L turbo's variable-flow pump changes its capacity based on the engine's demand for oil. This prevents using energy to pump oil that is not required for proper engine operation.

Structural Oil Pan


An aluminum oil pan is designed as a key structural component of the engine, adding stiffness that helps improve vibration characteristics.

Cylinder Head


An aluminum cylinder head with dual-overhead camshafts and four valves per cylinder is used on the Ecotec 1.4L turbo. The head's intake port design optimizes performance, efficiency and emissions by promoting greater charge motion of the intake air and a more complete burn of the air/fuel mixture. Sodium-filled exhaust valves are designed for the higher combustion temperatures of the turbo system.

Variable Valve Timing


The dual-overhead camshaft arrangement of the engine employs dual, continuously variable cam phasing to adjust the engine valves' opening and closing timing for optimal performance, fuel efficiency and emissions across the rpm.

Integrated Turbocharger and Exhaust Manifold


The Ecotec 1.4L turbo uses a unique, integrated turbocharger and exhaust manifold. The turbocharger size was chosen with an emphasis on low speed torque and throttle response. It requires fewer parts, is lighter than a conventional system, helps lower engine compartment temperatures and helps the engine warm up faster. The turbocharger is lubricated by engine oil and is liquid cooled for long-term reliability.

Electronically Controlled Thermostat


The coolant thermostat's operating point is electronically controlled to optimize engine temperatures during different phases of operation to enhance fuel efficiency. The engine control module monitors sensors and controls the thermostat based on mapping that takes into account the wide range of engine operating conditions, including temperature and load.



Overview

The turbocharged Ecotec 1.4L is part of GM's small-displacement, power-dense four-cylinder engines. The wide rpm range for maximum torque helps the engine deliver better driving experience and performance. This turbocharged engine's power-boosting advantage comes from forcing greater airflow into the engine. Its pressurized charge packs more air into the cylinders, allowing them to process the air and fuel of a larger engine for momentary driving situations.

The 1.4L's turbocharger is integrated within the exhaust manifold, for reduced weight and greater packaging flexibility in smaller vehicles. The engine incorporates numerous mass-reducing features, including a cast iron block with a hollow frame structure, hollow-cast camshafts and a plastic intake manifold.

Type: Fam. 0 Turbo 1.4l Gen.3
Combustion System: Spark Ignition
Induction System: Fixed Geometry Turbocharger
Displacement: 1364 cc (83ci)
Engine Orientation: Transverse
Compression Ratio: 9,5:1
Valve Configuration: Dual Overhead Cam, double continuously variable cam phaser intake and exhaust (DCVCP)
Valves per Cylinder: 4
Valve Timing Dual Independent Cam Phasing
Assembly Site: Aspern/Ausria
Firing Order: 1-3-4-2
Bore x Stroke: 72,5 x 82,6mm
Maximum Engine Speed: 6500 RPM
Fuel System: Sequential Fuel Injection
Fuel Type: 95 (91-98) RON
Biofuel Capable: E10
Engine Mass (kg/lbs) 115 kg
Emissions Controls: Catalytic Converter
Euro 5
Applications  
Opel Corsa 120hp (88kW) / 4800-6000rpm
Opel Meriva 120hp (88kW) / 4800-6000rpm
Opel Astra 120hp (88kW) / 4800-6000rpm
Opel Zafira 120hp (88kW) / 4800-6000rpm
Opel Cascada 120hp (88kW) / 4800-6000rpm
Applications  
Opel Corsa 148 lb-ft (200Nm) @ 1850-4200rpm
Opel Meriva 148 lb-ft (200Nm) @ 1850-4200rpm
Opel Meriva 148 lb-ft (200Nm) @ 1850-4200rpm, 163 lb-ft (220Nm) with Overboost depending on vehicle setup
Opel Astra 148 lb-ft (200Nm) @ 1850-4200rpm, 163 lb-ft (220Nm) with Overboost depending on vehicle setup
Opel Zafira 148 lb-ft (200Nm) @ 1850-4200rpm, 163 lb-ft (220Nm) with Overboost depending on vehicle setup
Opel Cascada 148 lb-ft (200Nm) @ 1850-4200rpm, 163 lb-ft (220Nm) with Overboost depending on vehicle setup
MATERIALS  
Block: Iron
Cylinder head: Aluminum
Intake manifold: Composite
Exhaust manifold: Nodular Iron
Crankshaft: Nodular Iron
Camshaft: Hollow Steel
Connecting Rods: Forged Steel
Opel Corsa
Opel Meriva
Opel Astra
Opel Zafira
Opel Cascada

Cylinder Block


The Ecotec 1.4L turbo's cylinder block is made of strong gray cast iron, with five reinforced main bearings. The block offers excellent thermal properties that suit the cylinder pressure and loads generated by a turbocharger system. To minimize weight, it features hollow-frame construction, making it about 20 percent lighter than a conventional casting.

Rotating Assembly


With a reinforced, solid-cast crankshaft, the Ecotec 1.4L offers strength and stiffness, particularly at higher rpm, to support the boosted cylinder pressure of the turbo system. The connecting rods are forged steel and the lightweight, hypereutectic pistons are designed with a thicker crown area and a unique ring pack to withstand the boost pressure and heat generated by the turbo system.

Variable-Flow Oil Pump


The Ecotec 1.4L turbo uses a unique variable-flow oiling system that helps maximize fuel efficiency. Rather than the linear operation of a conventional fixed-flow pump, it is accomplished with a crankshaft-driven oil pump that matches the oil supply to the engine load. The Ecotec 1.4L turbo's variable-flow pump changes its capacity based on the engine's demand for oil. This prevents using energy to pump oil that is not required for proper engine operation.

Structural Oil Pan


An aluminum oil pan is designed as a key structural component of the engine, adding stiffness that helps improve vibration characteristics.

Cylinder Head


An aluminum cylinder head with dual-overhead camshafts and four valves per cylinder is used on the Ecotec 1.4L turbo. The head's intake port design optimizes performance, efficiency and emissions by promoting greater charge motion of the intake air and a more complete burn of the air/fuel mixture. Sodium-filled exhaust valves are designed for the higher combustion temperatures of the turbo system.

Variable Valve Timing


The dual-overhead camshaft arrangement of the engine employs dual, continuously variable cam phasing to adjust the engine valves' opening and closing timing for optimal performance, fuel efficiency and emissions across the rpm.

Integrated Turbocharger and Exhaust Manifold


The Ecotec 1.4L turbo uses a unique, integrated turbocharger and exhaust manifold. The turbocharger size was chosen with an emphasis on low speed torque and throttle response. It requires fewer parts, is lighter than a conventional system, helps lower engine compartment temperatures and helps the engine warm up faster. The turbocharger is lubricated by engine oil and is liquid cooled for long-term reliability.

Electronically Controlled Thermostat


The coolant thermostat's operating point is electronically controlled to optimize engine temperatures during different phases of operation to enhance fuel efficiency. The engine control module monitors sensors and controls the thermostat based on mapping that takes into account the wide range of engine operating conditions, including temperature and load.



Overview

The turbocharged Ecotec 1.4L is part of GM's small-displacement, power-dense four-cylinder engines. The wide rpm range for maximum torque helps the engine deliver better driving experience and performance. This turbocharged engine's power-boosting advantage comes from forcing greater airflow into the engine. Its pressurized charge packs more air into the cylinders, allowing them to process the air and fuel of a larger engine for momentary driving situations.

The 1.4L's turbocharger is integrated within the exhaust manifold, for reduced weight and greater packaging flexibility in smaller vehicles. The engine incorporates numerous mass-reducing features, including a cast iron block with a hollow frame structure, hollow-cast camshafts and a plastic intake manifold.

Type: Engine Fam0 B14NET (LUJ)
RPO Code LUJ
Displacement 1.364 cm3
Cylinder 4
Valves per Cylinder 4
Air Charging System Turbo charger
Maximum Power hp 140 hp @ 4900 rpm
Maximum Power KW 103 KW @ 4900 rpm
Maximum Torque Nm 200 Nm @ 1850-4900 rpm
Bore 72,5 mm
Stroke 82,6 mm
Compression Ratio 9,5 : 1
Mass (DIN - 70020A) 109 kg
Dimensions 584 x 551 x 616 mm
Emission Euro 6/ULEV
Block Material Cast iron
Cyl. Head Material Aluminum
Drivetrain Chain, DOHC, Double CVCamPhaser
Fuel Injection System MPFI (ROZ 95/91); E10
Production Plant Aspern, Austria
Carline Adam, NG Corsa, Meriva, Astra, Cascada, Mokka, Zafira, Insignia
Features:
  • 4 Cylinder engine design with high commonality (e.g. valvetrain components)
  • 16 valve cylinder head w natrium cooled exhaust valves
  • Double camphaser (D-CVCP)
  • Turbo Charging
  • Inhouse EMS System (S0)
  • Hollow crankshaft & camshaft
  • Controlle oil pump
  • Chain drive; roller finger follower and hydraulic lash adjuster
  • Poly-V-Belt drive
  • Electric throttle control
  • Oil cooler and piston jets
  • Thermomanagement
Chevrolet Cruze
Opel Meriva
Opel Astra
Opel Zafira
Opel Insignia
Opel Mokka

Cylinder Block


The 1.8L's cylinder block is based on the proven hollow-frame concept. Gray cast iron provides an extremely durable foundation, optimized with a deep skirt that minimizes both wear and vibration. A structural aluminum oil pan further reduces noise, vibration and harshness, increasing the powertrain's rigidity and ensuring efficient heat transfer from the block. The 1.8L block supports greater loads than that used in previous generation engines, and it improves the overall rigidity of the engine/transmission assembly.

Less Reciprocating Mass


Like the pistons, other reciprocating components in the 1.8L were developed for an optimum mix of strength, balance and low weight. The result is less reciprocating mass inside the engine, increasing efficiency and enhancing the tactile feeling of performance as the engine builds revs.

The steel connecting rods incorporate a larger, forged I-beam cross section for added strength, without increasing weight.

Floating-Pin Pistons With Oil-Spray Cooling


The 1.8L pistons apply a floating-pin design. The wrist pins, which attach the piston to the connecting rod, "float" inside the rod bushing and pin bores in the piston barrel. Compared to a conventional fixed pin assembly, in which the connecting rod is fixed to the piston's wrist pin and the pin rotates in the pin bore, the floating pins reduce stress on the pin. They allow tighter pin to pin-bore tolerances and reduce noise generated as the piston moves through the cylinder. The benefit is less engine wear, improved durability and quieter operation.

The 1.8L's pistons also have oil-spray cooling. Each piston has its own individual directed jet that sprays oil toward its skirt, coating its underside and the cylinder wall with an additional layer of lubricant. The extra lubrication cools the pistons, reducing friction and helping ensure durability. Additional oil on the cylinder walls and wristpin also dampens noise emanating from the pistons.

Variable Valve Timing


Variable valve timing helps the Ecotec 1.8L deliver optimal performance and efficiency, with reduced emissions. It 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 driveability. It also provides another effective tool for controlling exhaust emissions and because it manages valve overlap at optimum levels, it eliminates the need for an Exhaust Gas Recirculation (EGR) system.

Hollow-Cast and Chain-Driven Camshafts


The pair of camshafts in the Ecotec 1.8L are hollow and lighter than conventional solid shafts. Along with helping reduce the overall weight of the engine, they lower the inertia of the valvetrain, allowing the engine to rev higher and more quickly.

Modified Variable Two Step Runner Length Intake Manifold


The lateral position of the throttle valve permits an optimum port formation of the single manifold runners in connection with a reduction of the losses in the fresh air section from the air filter to the intake valve.

The cross-section of the runners is constant over the entire length. The runner length in the power mode is 40 percent of the torque mode. In order to minimize the flow resistance at high speeds, a rotary sleeve was used instead of a flap-switching device. This solution guarantees the maximum possible cross-sectional area in the open position. Another advantage of the rotary sleeve design is that a high tightness can be reached in the closed position.

Improved Lubrication


To improve thermal management, and to ensure adequate oil supply for the cam phasers and piston jets, a liquid-to-liquid oil cooler is mounted on the exhaust side of the engine block. The cooler is compact and lightweight (less than three pounds), and provides a significant decrease in oil temperature without a decrease in average oil pressure. The oil cooler is cooled by the cooling system via a dedicated coolant passage in the engine block. While the design cools the oil in the normal operating temperature range, it also allows the oil to warm more quickly. That means optimal viscosity and friction reduction sooner after a cold start.

The oil pump's flow volume is matched to the engine. The pump is packaged in an assembly module with the water pump, timing belt cover and fastening points for accessories. This unique module reduces assembly time and improves build consistency.

Advanced Cooling System


The 1.8L features an electronically controlled thermostat in a lightweight, heat-resistant plastic housing. The electronic thermostat allows more precise temperature control than a conventional thermostat, and can be opened and closed by the engine control module (ECM), rather than at a default coolant temperature. The 1.8L's cooling circuit was developed using extensive Computational Fluid Dynamics analysis. The result is appropriate engine cooling with the least amount of coolant volume—and weight.

Stainless Steel Exhaust Manifold with Close-Coupled Catalytic Converter


The stainless steel manifold is lighter than conventional cast iron. It reduces friction and smoothes the flow of air so exhaust gas can be rapidly expelled.

The close-coupled catalyst substantially lowers emissions during cold starts, or the brief period when an engine operates at its highest emissions level. Because the exhaust ports and exhaust manifold heat more rapidly than any part of an engine, moving a smaller catalytic converter closer to the manifold allows the catalyst to heat more quickly. So positioned, the catalyst achieves light-off—the temperature at which exhaust emissions are most efficiently oxidized--sooner.



Overview

As part of GM's small-displacement, power-dense four-cylinder engines, the Ecotec 1.6L is helping GM deliver more efficient yet fun-to-drive vehicles. It delivers an excellent balance of performance and efficiency. This compact inline four-cylinder engine combines competitive output, with sophisticated technologies such as dual continuous variable cam phasing (DCVCP), variable-geometry intake manifold, electronically controlled thermostat, engine oil cooler, with low maintenance, low emissions and outstanding fuel economy.

Type: Engine Fam1 A16XER (LDE)
RPO Code LDE
Displacement 1.598 cm3
Cylinder 4
Valves per Cylinder 4
Air Charging System Naturally aspirated
Maximum Power hp 114 hp @ 6000 rpm
Maximum Power KW 85 kW @ 6000 rpm
Maximum Torque Nm 155 Nm @ 4000 rpm
Bore 79 mm
Stroke 81,5 mm
Compression Ratio 10,8:1
Mass (DIN - 70020A) 116 kg
Dimensions 614 x 555 x 643 mm
Emission EU 4&5, ULEV2 (MY11), KULEV (MY10,5), PZEV (MY12)
Block Material Cast Iron
Cyl. Head Material Aluminum
Drivetrain DOHC - direct acting
Fuel Injection System MPFI
Production Plant Hungary, Korea, China, Mexico
Carline Astra, Mokka
Features:
  • 16 valve cylinder head
  • Variable Intake Runner (VIM)
  • Plastik Intake Manifold
  • Double cam phaser (D_CVCP)
  • Closed coupled catalyst
Chevrolet Aveo
Chevrolet Cruze
Chevrolet Sonic
Opel Astra
Opel Zafira
Opel Insignia

Cylinder Block


The 1.8L's cylinder block is based on the proven hollow-frame concept. Gray cast iron provides an extremely durable foundation, optimized with a deep skirt that minimizes both wear and vibration. A structural aluminum oil pan further reduces noise, vibration and harshness, increasing the powertrain's rigidity and ensuring efficient heat transfer from the block. The 1.8L block supports greater loads than that used in previous generation engines, and it improves the overall rigidity of the engine/transmission assembly.

Less Reciprocating Mass


Like the pistons, other reciprocating components in the 1.8L were developed for an optimum mix of strength, balance and low weight. The result is less reciprocating mass inside the engine, increasing efficiency and enhancing the tactile feeling of performance as the engine builds revs.

The steel connecting rods incorporate a larger, forged I-beam cross section for added strength, without increasing weight.

Floating-Pin Pistons With Oil-Spray Cooling


The 1.8L pistons apply a floating-pin design. The wrist pins, which attach the piston to the connecting rod, "float" inside the rod bushing and pin bores in the piston barrel. Compared to a conventional fixed pin assembly, in which the connecting rod is fixed to the piston's wrist pin and the pin rotates in the pin bore, the floating pins reduce stress on the pin. They allow tighter pin to pin-bore tolerances and reduce noise generated as the piston moves through the cylinder. The benefit is less engine wear, improved durability and quieter operation.

The 1.8L's pistons also have oil-spray cooling. Each piston has its own individual directed jet that sprays oil toward its skirt, coating its underside and the cylinder wall with an additional layer of lubricant. The extra lubrication cools the pistons, reducing friction and helping ensure durability. Additional oil on the cylinder walls and wristpin also dampens noise emanating from the pistons.

Variable Valve Timing


Variable valve timing helps the Ecotec 1.8L deliver optimal performance and efficiency, with reduced emissions. It 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 driveability. It also provides another effective tool for controlling exhaust emissions and because it manages valve overlap at optimum levels, it eliminates the need for an Exhaust Gas Recirculation (EGR) system.

Hollow-Cast and Chain-Driven Camshafts


The pair of camshafts in the Ecotec 1.8L are hollow and lighter than conventional solid shafts. Along with helping reduce the overall weight of the engine, they lower the inertia of the valvetrain, allowing the engine to rev higher and more quickly.

Modified Variable Two Step Runner Length Intake Manifold


The lateral position of the throttle valve permits an optimum port formation of the single manifold runners in connection with a reduction of the losses in the fresh air section from the air filter to the intake valve.

The cross-section of the runners is constant over the entire length. The runner length in the power mode is 40 percent of the torque mode. In order to minimize the flow resistance at high speeds, a rotary sleeve was used instead of a flap-switching device. This solution guarantees the maximum possible cross-sectional area in the open position. Another advantage of the rotary sleeve design is that a high tightness can be reached in the closed position.

Improved Lubrication


To improve thermal management, and to ensure adequate oil supply for the cam phasers and piston jets, a liquid-to-liquid oil cooler is mounted on the exhaust side of the engine block. The cooler is compact and lightweight (less than three pounds), and provides a significant decrease in oil temperature without a decrease in average oil pressure. The oil cooler is cooled by the cooling system via a dedicated coolant passage in the engine block. While the design cools the oil in the normal operating temperature range, it also allows the oil to warm more quickly. That means optimal viscosity and friction reduction sooner after a cold start.

The oil pump's flow volume is matched to the engine. The pump is packaged in an assembly module with the water pump, timing belt cover and fastening points for accessories. This unique module reduces assembly time and improves build consistency.

Advanced Cooling System


The 1.8L features an electronically controlled thermostat in a lightweight, heat-resistant plastic housing. The electronic thermostat allows more precise temperature control than a conventional thermostat, and can be opened and closed by the engine control module (ECM), rather than at a default coolant temperature. The 1.8L's cooling circuit was developed using extensive Computational Fluid Dynamics analysis. The result is appropriate engine cooling with the least amount of coolant volume—and weight.

Stainless Steel Exhaust Manifold with Close-Coupled Catalytic Converter


The stainless steel manifold is lighter than conventional cast iron. It reduces friction and smoothes the flow of air so exhaust gas can be rapidly expelled.

The close-coupled catalyst substantially lowers emissions during cold starts, or the brief period when an engine operates at its highest emissions level. Because the exhaust ports and exhaust manifold heat more rapidly than any part of an engine, moving a smaller catalytic converter closer to the manifold allows the catalyst to heat more quickly. So positioned, the catalyst achieves light-off—the temperature at which exhaust emissions are most efficiently oxidized--sooner.



Overview

As part of GM's small-displacement, power-dense four-cylinder engines, the Ecotec 1.8L is helping GM deliver more efficient yet fun-to-drive vehicles. It delivers an excellent balance of performance and efficiency. This compact inline four-cylinder engine combines competitive output, with sophisticated technologies such as dual continuous variable cam phasing (DCVCP), variable-geometry intake manifold, electronically controlled thermostat, engine oil cooler, with low maintenance, low emissions and outstanding fuel economy.

Type Engine Fam1 A18XER (2H0)
RPO Code 2H0
Displacement 1.796 cm3
Cylinder 4
Valves per Cylinder 4
Air Charging System Naturally aspirated
Maximum Power hp 140 hp @ 6300 rpm
Maximum Power KW 103 kW @ 6300 rpm
Maximum Torque Nm 175 Nm @ 3800 rpm
Bore 80,5 mm
Stroke 88,2 mm
Compression Ratio 10,5 : 1
Mass (DIN - 70020A) 118 kg
Dimensions 608 x 566 x 656 mm
Emission EU4&5, ULEV II/Bin5
Block Material Cast Iron
Cyl. Head Material Aluminium
Drivetrain DOHC - mechanical tappet
Fuel Injection System MPFI
Production Plant Szentgotthard/Hungary
Carline Insignia
Features
  • 16 valve cylinder head
  • Variable Intake Manifold
  • Double variable cam phasing
  • Oil cooler module
  • mechanical tappet
  • MAP cooling
Chevrolet Cruze
Chevrolet Orlando
Chevrolet Astra
Chevrolet Zafira
Chevrolet Insignia
Chevrolet Small SUV

Cylinder Block


The 1.8L's cylinder block is based on the proven hollow-frame concept. Gray cast iron provides an extremely durable foundation, optimized with a deep skirt that minimizes both wear and vibration. A structural aluminum oil pan further reduces noise, vibration and harshness, increasing the powertrain's rigidity and ensuring efficient heat transfer from the block. The 1.8L block supports greater loads than that used in previous generation engines, and it improves the overall rigidity of the engine/transmission assembly.

Less Reciprocating Mass


Like the pistons, other reciprocating components in the 1.8L were developed for an optimum mix of strength, balance and low weight. The result is less reciprocating mass inside the engine, increasing efficiency and enhancing the tactile feeling of performance as the engine builds revs.

The steel connecting rods incorporate a larger, forged I-beam cross section for added strength, without increasing weight.

Floating-Pin Pistons With Oil-Spray Cooling


The 1.8L pistons apply a floating-pin design. The wrist pins, which attach the piston to the connecting rod, "float" inside the rod bushing and pin bores in the piston barrel. Compared to a conventional fixed pin assembly, in which the connecting rod is fixed to the piston's wrist pin and the pin rotates in the pin bore, the floating pins reduce stress on the pin. They allow tighter pin to pin-bore tolerances and reduce noise generated as the piston moves through the cylinder. The benefit is less engine wear, improved durability and quieter operation.

The 1.8L's pistons also have oil-spray cooling. Each piston has its own individual directed jet that sprays oil toward its skirt, coating its underside and the cylinder wall with an additional layer of lubricant. The extra lubrication cools the pistons, reducing friction and helping ensure durability. Additional oil on the cylinder walls and wristpin also dampens noise emanating from the pistons.

Variable Valve Timing


Variable valve timing helps the Ecotec 1.8L deliver optimal performance and efficiency, with reduced emissions. It 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 driveability. It also provides another effective tool for controlling exhaust emissions and because it manages valve overlap at optimum levels, it eliminates the need for an Exhaust Gas Recirculation (EGR) system.

Hollow-Cast and Chain-Driven Camshafts


The pair of camshafts in the Ecotec 1.8L are hollow and lighter than conventional solid shafts. Along with helping reduce the overall weight of the engine, they lower the inertia of the valvetrain, allowing the engine to rev higher and more quickly.

Modified Variable Two Step Runner Length Intake Manifold


The lateral position of the throttle valve permits an optimum port formation of the single manifold runners in connection with a reduction of the losses in the fresh air section from the air filter to the intake valve.

The cross-section of the runners is constant over the entire length. The runner length in the power mode is 40 percent of the torque mode. In order to minimize the flow resistance at high speeds, a rotary sleeve was used instead of a flap-switching device. This solution guarantees the maximum possible cross-sectional area in the open position. Another advantage of the rotary sleeve design is that a high tightness can be reached in the closed position.

Improved Lubrication


To improve thermal management, and to ensure adequate oil supply for the cam phasers and piston jets, a liquid-to-liquid oil cooler is mounted on the exhaust side of the engine block. The cooler is compact and lightweight (less than three pounds), and provides a significant decrease in oil temperature without a decrease in average oil pressure. The oil cooler is cooled by the cooling system via a dedicated coolant passage in the engine block. While the design cools the oil in the normal operating temperature range, it also allows the oil to warm more quickly. That means optimal viscosity and friction reduction sooner after a cold start.

The oil pump's flow volume is matched to the engine. The pump is packaged in an assembly module with the water pump, timing belt cover and fastening points for accessories. This unique module reduces assembly time and improves build consistency.

Advanced Cooling System


The 1.8L features an electronically controlled thermostat in a lightweight, heat-resistant plastic housing. The electronic thermostat allows more precise temperature control than a conventional thermostat, and can be opened and closed by the engine control module (ECM), rather than at a default coolant temperature. The 1.8L's cooling circuit was developed using extensive Computational Fluid Dynamics analysis. The result is appropriate engine cooling with the least amount of coolant volume—and weight.

Stainless Steel Exhaust Manifold with Close-Coupled Catalytic Converter


The stainless steel manifold is lighter than conventional cast iron. It reduces friction and smoothes the flow of air so exhaust gas can be rapidly expelled.

The close-coupled catalyst substantially lowers emissions during cold starts, or the brief period when an engine operates at its highest emissions level. Because the exhaust ports and exhaust manifold heat more rapidly than any part of an engine, moving a smaller catalytic converter closer to the manifold allows the catalyst to heat more quickly. So positioned, the catalyst achieves light-off—the temperature at which exhaust emissions are most efficiently oxidized--sooner.



Overview

As part of GM's small-displacement, power-dense four-cylinder engines, the Ecotec 1.6L Turbo is helping GM deliver more efficient yet fun-to-drive vehicles. It delivers an excellent balance of performance and efficiency. This compact inline four-cylinder engine combines competitive output, with sophisticated technologies such as KKK exhaust manifold, integrated turbo charger, dual continuous variable cam phasing (DCVCP), variable-geometry intake manifold, electronically controlled thermostat, engine oil cooler, with low maintenance, low emissions and outstanding fuel economy.

Type: Engine Fam1 A16LET (LLU)
RPO Code LLU
Displacement 1.598 cm3
Cylinder 4
Valves per Cylinder 4
Air Charging System Turbo Charger
Maximum Power hp 180 hp @ 5500 rpm
Maximum Power KW 132 kW @ 5500 rpm
Maximum Torque Nm 230 Nm @ 2200-5500 rpm
Bore 79 mm
Stroke 81,5 mm
Compression Ratio 8,8 : 1
Mass (DIN - 70020A) 131 kg
Dimensions 608 x 566 x 656 mm
Emission EU4 (EU5 MY9,5)
Block Material Cast Iron
Cyl. Head Material Aluminium
Drivetrain DOHC - mechanical tappet
Fuel Injection System MPFI
Production Plant Szentgotthard/Hungary
Carline Astra, Corsa
Features:
  • 16 valve cylinder head
  • Turbo charger
  • Pre catalyst & underfloor catalyst
  • Electronic throttle control
  • Mechanical valve adjustment
  • Natriumfilled exhaust valves
Opel Astra
Opel Insignia

Cylinder Block


The 1.8L's cylinder block is based on the proven hollow-frame concept. Gray cast iron provides an extremely durable foundation, optimized with a deep skirt that minimizes both wear and vibration. A structural aluminum oil pan further reduces noise, vibration and harshness, increasing the powertrain's rigidity and ensuring efficient heat transfer from the block. The 1.8L block supports greater loads than that used in previous generation engines, and it improves the overall rigidity of the engine/transmission assembly.

Less Reciprocating Mass


Like the pistons, other reciprocating components in the 1.8L were developed for an optimum mix of strength, balance and low weight. The result is less reciprocating mass inside the engine, increasing efficiency and enhancing the tactile feeling of performance as the engine builds revs.

The steel connecting rods incorporate a larger, forged I-beam cross section for added strength, without increasing weight.

Floating-Pin Pistons With Oil-Spray Cooling


The 1.8L pistons apply a floating-pin design. The wrist pins, which attach the piston to the connecting rod, "float" inside the rod bushing and pin bores in the piston barrel. Compared to a conventional fixed pin assembly, in which the connecting rod is fixed to the piston's wrist pin and the pin rotates in the pin bore, the floating pins reduce stress on the pin. They allow tighter pin to pin-bore tolerances and reduce noise generated as the piston moves through the cylinder. The benefit is less engine wear, improved durability and quieter operation.

The 1.8L's pistons also have oil-spray cooling. Each piston has its own individual directed jet that sprays oil toward its skirt, coating its underside and the cylinder wall with an additional layer of lubricant. The extra lubrication cools the pistons, reducing friction and helping ensure durability. Additional oil on the cylinder walls and wristpin also dampens noise emanating from the pistons.

Variable Valve Timing


Variable valve timing helps the Ecotec 1.8L deliver optimal performance and efficiency, with reduced emissions. It 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 driveability. It also provides another effective tool for controlling exhaust emissions and because it manages valve overlap at optimum levels, it eliminates the need for an Exhaust Gas Recirculation (EGR) system.

Hollow-Cast and Chain-Driven Camshafts


The pair of camshafts in the Ecotec 1.8L are hollow and lighter than conventional solid shafts. Along with helping reduce the overall weight of the engine, they lower the inertia of the valvetrain, allowing the engine to rev higher and more quickly.

Modified Variable Two Step Runner Length Intake Manifold


The lateral position of the throttle valve permits an optimum port formation of the single manifold runners in connection with a reduction of the losses in the fresh air section from the air filter to the intake valve.

The cross-section of the runners is constant over the entire length. The runner length in the power mode is 40 percent of the torque mode. In order to minimize the flow resistance at high speeds, a rotary sleeve was used instead of a flap-switching device. This solution guarantees the maximum possible cross-sectional area in the open position. Another advantage of the rotary sleeve design is that a high tightness can be reached in the closed position.

Improved Lubrication


To improve thermal management, and to ensure adequate oil supply for the cam phasers and piston jets, a liquid-to-liquid oil cooler is mounted on the exhaust side of the engine block. The cooler is compact and lightweight (less than three pounds), and provides a significant decrease in oil temperature without a decrease in average oil pressure. The oil cooler is cooled by the cooling system via a dedicated coolant passage in the engine block. While the design cools the oil in the normal operating temperature range, it also allows the oil to warm more quickly. That means optimal viscosity and friction reduction sooner after a cold start.

The oil pump's flow volume is matched to the engine. The pump is packaged in an assembly module with the water pump, timing belt cover and fastening points for accessories. This unique module reduces assembly time and improves build consistency.

Advanced Cooling System


The 1.8L features an electronically controlled thermostat in a lightweight, heat-resistant plastic housing. The electronic thermostat allows more precise temperature control than a conventional thermostat, and can be opened and closed by the engine control module (ECM), rather than at a default coolant temperature. The 1.8L's cooling circuit was developed using extensive Computational Fluid Dynamics analysis. The result is appropriate engine cooling with the least amount of coolant volume—and weight.

Stainless Steel Exhaust Manifold with Close-Coupled Catalytic Converter


The stainless steel manifold is lighter than conventional cast iron. It reduces friction and smoothes the flow of air so exhaust gas can be rapidly expelled.

The close-coupled catalyst substantially lowers emissions during cold starts, or the brief period when an engine operates at its highest emissions level. Because the exhaust ports and exhaust manifold heat more rapidly than any part of an engine, moving a smaller catalytic converter closer to the manifold allows the catalyst to heat more quickly. So positioned, the catalyst achieves light-off—the temperature at which exhaust emissions are most efficiently oxidized--sooner.



Overview

As part of GM's small-displacement, power-dense four-cylinder engines, the Ecotec 1.6L Turbo is helping GM deliver more efficient yet fun-to-drive vehicles. It delivers an excellent balance of performance and efficiency. This compact inline four-cylinder engine combines competitive output, with sophisticated technologies such as KKK exhaust manifold, integrated turbo charger, dual continuous variable cam phasing (DCVCP), variable-geometry intake manifold, electronically controlled thermostat, engine oil cooler, with low maintenance, low emissions and outstanding fuel economy.

Type: 1.6L I-4 Fam1 Gen3 ( LDW )
Displacement: 1598cc ( 98 ci )
Engine Orientation: L ( longitudinal ) T ( transverse ) T
Compression ratio: 8.8:1
Valve configuration: V configuration, Dual Overhead Camshafts
valves per cylinder: 4
Assembly site: St. Gotthard - Hungary
Valve lifters: Direct acting tappet with hydraulic lash adjuster
Firing order: 1 - 3 - 4 - 2
Bore x stroke: 79 x 81.5 mm
Fuel system: Sequential fuel injection
Fuel Type: 95 (91 - 98) RON
Engine Mass (kg/lbs) 131 kg (289 lbs)
Applications: Horsepower: hp ( kW )
Opel Corsa OPC 192 hp ( 141 kW ) @ 5850 rpm SAE Certified
Applications: Torque: lb-ft. ( Nm )
Opel Corsa OPC 170 lb.-ft. ( 230 Nm ) @ 1980-5850 rpm SAE Certified
Maximum Engine Speed: 6500 rpm
Emissions Summary: EURO 5
MATERIALS  
Block: Cast Grey Iron ( hollow frame )
Cylinder head: Cast Aluminum
Intake manifold: Cast Aluminum
Exhaust manifold/turbo charger: Integrated exhaust manifold/turbo charger
Crankshaft: Cast Nodular Iron
Camshaft: Cast Chilled Iron
Connecting rods: Forged Steel
Additional features: Electronic Throttle Control
Cylinder Selective Adaptive Knock Control
Engine Oil Cooler with Individual Piston Cooling Jets
Coil on Plug High Energy Ignition
Extended Life Coolant
3 Layer Sheet Metal Cylinder Head Gasket
Belt Driven Camshaft
Long life (60000 km) spark plugs
Opel Corsa OPC

Cylinder Block


The 1.8L's cylinder block is based on the proven hollow-frame concept. Gray cast iron provides an extremely durable foundation, optimized with a deep skirt that minimizes both wear and vibration. A structural aluminum oil pan further reduces noise, vibration and harshness, increasing the powertrain's rigidity and ensuring efficient heat transfer from the block. The 1.8L block supports greater loads than that used in previous generation engines, and it improves the overall rigidity of the engine/transmission assembly.

Less Reciprocating Mass


Like the pistons, other reciprocating components in the 1.8L were developed for an optimum mix of strength, balance and low weight. The result is less reciprocating mass inside the engine, increasing efficiency and enhancing the tactile feeling of performance as the engine builds revs.

The steel connecting rods incorporate a larger, forged I-beam cross section for added strength, without increasing weight.

Floating-Pin Pistons With Oil-Spray Cooling


The 1.8L pistons apply a floating-pin design. The wrist pins, which attach the piston to the connecting rod, "float" inside the rod bushing and pin bores in the piston barrel. Compared to a conventional fixed pin assembly, in which the connecting rod is fixed to the piston's wrist pin and the pin rotates in the pin bore, the floating pins reduce stress on the pin. They allow tighter pin to pin-bore tolerances and reduce noise generated as the piston moves through the cylinder. The benefit is less engine wear, improved durability and quieter operation.

The 1.8L's pistons also have oil-spray cooling. Each piston has its own individual directed jet that sprays oil toward its skirt, coating its underside and the cylinder wall with an additional layer of lubricant. The extra lubrication cools the pistons, reducing friction and helping ensure durability. Additional oil on the cylinder walls and wristpin also dampens noise emanating from the pistons.

Variable Valve Timing


Variable valve timing helps the Ecotec 1.8L deliver optimal performance and efficiency, with reduced emissions. It 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 driveability. It also provides another effective tool for controlling exhaust emissions and because it manages valve overlap at optimum levels, it eliminates the need for an Exhaust Gas Recirculation (EGR) system.

Hollow-Cast and Chain-Driven Camshafts


The pair of camshafts in the Ecotec 1.8L are hollow and lighter than conventional solid shafts. Along with helping reduce the overall weight of the engine, they lower the inertia of the valvetrain, allowing the engine to rev higher and more quickly.

Modified Variable Two Step Runner Length Intake Manifold


The lateral position of the throttle valve permits an optimum port formation of the single manifold runners in connection with a reduction of the losses in the fresh air section from the air filter to the intake valve.

The cross-section of the runners is constant over the entire length. The runner length in the power mode is 40 percent of the torque mode. In order to minimize the flow resistance at high speeds, a rotary sleeve was used instead of a flap-switching device. This solution guarantees the maximum possible cross-sectional area in the open position. Another advantage of the rotary sleeve design is that a high tightness can be reached in the closed position.

Improved Lubrication


To improve thermal management, and to ensure adequate oil supply for the cam phasers and piston jets, a liquid-to-liquid oil cooler is mounted on the exhaust side of the engine block. The cooler is compact and lightweight (less than three pounds), and provides a significant decrease in oil temperature without a decrease in average oil pressure. The oil cooler is cooled by the cooling system via a dedicated coolant passage in the engine block. While the design cools the oil in the normal operating temperature range, it also allows the oil to warm more quickly. That means optimal viscosity and friction reduction sooner after a cold start.

The oil pump's flow volume is matched to the engine. The pump is packaged in an assembly module with the water pump, timing belt cover and fastening points for accessories. This unique module reduces assembly time and improves build consistency.

Advanced Cooling System


The 1.8L features an electronically controlled thermostat in a lightweight, heat-resistant plastic housing. The electronic thermostat allows more precise temperature control than a conventional thermostat, and can be opened and closed by the engine control module (ECM), rather than at a default coolant temperature. The 1.8L's cooling circuit was developed using extensive Computational Fluid Dynamics analysis. The result is appropriate engine cooling with the least amount of coolant volume—and weight.

Stainless Steel Exhaust Manifold with Close-Coupled Catalytic Converter


The stainless steel manifold is lighter than conventional cast iron. It reduces friction and smoothes the flow of air so exhaust gas can be rapidly expelled.

The close-coupled catalyst substantially lowers emissions during cold starts, or the brief period when an engine operates at its highest emissions level. Because the exhaust ports and exhaust manifold heat more rapidly than any part of an engine, moving a smaller catalytic converter closer to the manifold allows the catalyst to heat more quickly. So positioned, the catalyst achieves light-off—the temperature at which exhaust emissions are most efficiently oxidized--sooner.



Overview

As part of GM's small-displacement, power-dense four-cylinder engines, the Ecotec 1.6L TURBO CNG is helping GM deliver more efficient yet fun-to-drive vehicles. This "Dual-Fuel" engine delivers an excellent balance of performance and efficiency. This compact inline four-cylinder engine combines best-in-class output, with sophisticated technologies such as exhaust manifold integrated "Dual Scroll" turbo charger, dual continuous variable cam phasing (DCVCP), variable-geometry intake manifold, electronically controlled thermostat, engine oil cooler, with low maintenance, low emissions and outstanding fuel economy.

Type: Engine Fam1 A/B16XNT (LGE)
RPO Code LGE
Displacement 1.598 cm3
Cylinder 4
Valves per Cylinder 4
Air Charging System Turbo Charger
Maximum Power hp 150 hp @ 5000 rpm
Maximum Power KW 110 kW @ 5000 rpm
Maximum Torque Nm 210 Nm @ 2300-5000 rpm
Bore 79 mm
Stroke 81,5 mm
Compression Ratio 10,5 : 1
Mass (DIN - 70020A) 134 kg
Dimensions 608 x 566 x 656 mm
Emission Euro 5+6
Block Material Cast Iron
Cyl. Head Material Aluminium
Drivetrain DOHC - mechanical tappet
Fuel Injection System MPFI
Production Plant Szentgotthard/Hungary
Carline Zafira, Zafira Tourer
Features:
  • 16 valve cylinder head
  • Turbo charger
  • Pre catalyst & underfloor catalyst
  • Electronic throttle control
  • Hydraulic valve adjustment
  • Natriumfilled exhaust valves
Opel Zafira

Cylinder Block


Gray cast iron provides an extremely durable foundation, optimized with a deep skirt that minimizes both wear and vibration. A structural aluminum oil pan further reduces noise, vibration and harshness, increasing the powertrain's rigidity and ensuring efficient heat transfer from the block.

Direct Fuel Injection


Common rail (1400 - 1600 bar) central direct injection, with the injector positioned in the middle of the cylinder and a "bowl" in the piston serving as the combustion chamber. This enables a high 16.8:1 compression ratio that enhances power and combustion efficiency.

Turbocharger


Variable-nozzle turbocharger that is mounted close to the exhaust outlet of the engine for quicker "spool up" of the turbine and faster "light off" of the exhaust catalyst. Liquid-to-air intercooling system produces a cooler, denser air charge for greater power from relatively small displacement.

Fuel Efficiancy


SDE is one of the smallest Diesel engine worldwide. Relatively small displacement combined with highly efficient Turbo technology results best-in-class fuel consumption.




Product Highlights

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I13DTJ (LDV)

Z13DTC (LDV)

Z13DTJ (LDV)

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Overview

The turbocharged SDE 1.3L Turbo Diesel is part of GM's small-displacement, power-dense four-cylinder engines. Relatively small displacement combined with highly efficient Turbo technology results best-in-class fuel consumption. This turbocharged engine's power-boosting advantage comes from forcing greater airflow into the engine. Its pressurized charge packs more air into the cylinders, allowing them to process the air and fuel of a larger engine for momentary driving situations.

The SDE 1.3L Turbo Diesel's turbocharger is integrated within the exhaust manifold, for reduced weight and greater packaging flexibility in smaller vehicles. The engine incorporates numerous mass-reducing features, including a cast iron block with a hollow frame structure, hollow-cast camshafts and a aluminium cylinder head.

Type: Engine SDE I13DTJ (LDV)
RPO Code LDV
Displacement 1.248 cm3
Cylinder 4
Valves per Cylinder 4
Air Charging System Fixed Geometry Turbocharger
Maximum Power Hp 75 hp @ 4000 rpm
Maximum Power KW 55 kW @ 4000 rpm
Maximum Torque Nm 190 Nm @ 1750 rpm
Bore 69,6 mm
Stroke 82,0 mm
Compression Ratio 16,8 : 1
Weight 138-140 kg
Dimensions 714 x 589 x 557 mm
Emission BS4 (Euro 4 equivalent)
Block Material Cast Iron
Cyl. Head Material Aluminium
Drivetrain DOHC
Fuel Injection System Common Rail 1600 bar
Production Plant Talegaon, India
Carline G1NC / (Chevy Spin PM7)
Features: 1600 bar Multi-injection CR system
16 V Alu cyl.head w. Integrated swirl port
Closed coupled DOC
Chain driven valve train with RFF
Camshaft driven by Cam to Cam gears
Cooled EGR system w. By pass & DC motor actuation
Bosch EMS system
transversal engine installation
Type: Engine SDE Z13DTC (LDV)
RPO Code LDV
Displacement 1.248 cm³
Cylinder 4
Valves per Cylinder 4
Air Charging System Fixed Geometry Turbocharger
Maximum Power Hp 75 hp @ 4000 rpm
Maximum Power KW 55 kW @ 4000 rpm
Maximum Torque Nm 190 Nm @ 1750 rpm
Bore 69,6 mm
Stroke 82,0 mm
Compression Ratio 16,8 : 1
Weight 138-140 kg
Dimensions 700 x 553 x 547 mm
Emission BS4 (Euro 4 equivalent)
Block Material Cast Iron
Cyl. Head Material Aluminium
Drivetrain DOHC
Fuel Injection System Common Rail 1400 bar
Production Plant Talegaon, India
Carline 21JC & 21SC / Chey SAIL & SAIL UVA
Features: 1400 bar Multi-Injection CR System
16 V Alu cyl.head w. Integrated swirl port
Closed coupled DOC
Chain driven valve train with RFF
Camshaft driven by Cam to Cam gears
Cooled EGR system w. By pass & DC motor actuation
Bosch EMS system
transversal engine installation
Type: Engine SDE Z13DTJ (LDV)
RPO Code LDV
Displacement 1.248 cm³
Cylinder 4
Valves per Cylinder 4
Air Charging System Fixed Geometry Turbocharger
Maximum Power Hp 75 hp @ 4000 rpm
Maximum Power KW 55 kW @ 4000 rpm
Maximum Torque Nm 170 Nm @ 1750 rpm
Bore 69,6 mm
Stroke 82,0 mm
Compression Ratio 16,8 : 1
Weight 138-140 kg
Dimensions 700 x 553 x 547 mm
Emission BS4 (Euro 4 equivalent)
Block Material Cast Iron
Cyl. Head Material Aluminium
Drivetrain DOHC
Fuel Injection System Common Rail 1400 bar
Production Plant Talegaon, India
Carline CN 100 / Chevy Enjoy
Features: 1400 bar Multi-Injection CR System
16 V Alu cyl.head w. Integrated swirl port
Closed coupled DOC
Chain driven valve train with RFF
Camshaft driven by Cam to Cam gears
EGR system w/o EGR Cooler
In House EMS system
longitudinal engine installation
Opel Corsa
Opel Meriva
Chevrolet Aveo

Cylinder Block


Gray cast iron provides an extremely durable foundation, optimized with a deep skirt that minimizes both wear and vibration. A structural aluminum oil pan further reduces noise, vibration and harshness, increasing the powertrain's rigidity and ensuring efficient heat transfer from the block.

Direct Fuel Injection


Common rail (1400 - 1600 bar) central direct injection, with the injector positioned in the middle of the cylinder and a "bowl" in the piston serving as the combustion chamber. This enables a high 16.8:1 compression ratio that enhances power and combustion efficiency.

Turbocharger


Variable-nozzle turbocharger that is mounted close to the exhaust outlet of the engine for quicker "spool up" of the turbine and faster "light off" of the exhaust catalyst. Liquid-to-air intercooling system produces a cooler, denser air charge for greater power from relatively small displacement.

Fuel Efficiancy


SDE is one of the smallest Diesel engine worldwide. Relatively small displacement combined with highly efficient Turbo technology results best-in-class fuel consumption.


Product Highlights

Click below for more information

1.3L I-4 Turbo Diesel (LSF)


Overview

The turbocharged SDE 1.3L Turbo Diesel is part of GM's small-displacement, power-dense four-cylinder engines. Relatively small displacement combined with highly efficient Turbo technology results best-in-class fuel consumption. This turbocharged engine's power-boosting advantage comes from forcing greater airflow into the engine. Its pressurized charge packs more air into the cylinders, allowing them to process the air and fuel of a larger engine for momentary driving situations.

The SDE 1.3L Turbo Diesel's turbocharger is integrated within the exhaust manifold, for reduced weight and greater packaging flexibility in smaller vehicles. The engine incorporates numerous mass-reducing features, including a cast iron block with a hollow frame structure, hollow-cast camshafts and a aluminium cylinder head.

Type: 1.3L I-4 SDE ( LSF )
Displacement: 1248cc ( 76 ci )
Induction System Turbocharger with variable nozzle and intercooler
Engine Orientation: L ( longitudinal ) T ( transverse ) T
Compression ratio: 16.8:1
Valve configuration: Dual Overhead Camshafts (DVCVP)
Valves per cylinder: 4
Assembly site: Bielsko Biala - Poland
Valve lifters: Hydraulic "mini-lash" adjusters with roller fingers
Firing order: 1 - 3 - 4 - 2
Bore x stroke: 69.6 x 82 mm
Fuel system: Common Rail direct injection
Fuel Type: Diesel EN 590
Engine Mass (kg/lbs) 140 kg (309 lbs)
Applications: Horsepower: hp ( kW )
Opel Corsa 95 hp ( 70 kW ) @ 4000 rpm SAE Certified
Chevrolet Aveo 95 hp ( 70 kW ) @ 4000 rpm SAE Certified
Applications: Torque: lb-ft. ( Nm )
Opel Corsa 155 lb.-ft. ( 210 Nm ) @ 1750-2500 rpm SAE Certified
Chevrolet Aveo 155 lb.-ft. ( 210 Nm ) @ 1750-2500 rpm SAE Certified
Maximum Engine Speed: 5200 rpm
Emissions Summary: EURO 5+
MATERIALS  
Block: Cast Grey Iron ( hollow frame )
Cylinder head: Cast Aluminum
Intake manifold: Composite
Exhaust manifold: Fabricated Stainless Steel Maniverter 4-1
Crankshaft: Cast Nodular Iron
Camshaft: Cast Chilled Iron
Connecting rods: Forged Steel
Additional features: Double Continuous Variable Cam Phasing ( DCVCP )
Integrated exhaust manifold / turbocharger
Electronic Throttle Control
Electronic Controlled Cooling System
Hydraulic Tappets
Cylinder Selective Adaptive Knock Control
Engine Oil Cooler with Individual Piston Cooling Jets
Individual Coil on Plug High Energy Ignition
Extended Life Coolant
3 Layer Sheet Metal Cylinder Head Gasket
Chain Driven Drivetrain
Long life (100,000-mile) spark plugs
Chevrolet Aveo
Opel Corsa

Cylinder Block


Gray cast iron provides an extremely durable foundation, optimized with a deep skirt that minimizes both wear and vibration. A structural aluminum oil pan further reduces noise, vibration and harshness, increasing the powertrain's rigidity and ensuring efficient heat transfer from the block.

Direct Fuel Injection


Common rail (1400 - 1600 bar) central direct injection, with the injector positioned in the middle of the cylinder and a "bowl" in the piston serving as the combustion chamber. This enables a high 16.8:1 compression ratio that enhances power and combustion efficiency.

Turbocharger


Variable-nozzle turbocharger that is mounted close to the exhaust outlet of the engine for quicker "spool up" of the turbine and faster "light off" of the exhaust catalyst. Liquid-to-air intercooling system produces a cooler, denser air charge for greater power from relatively small displacement.

Fuel Efficiancy


SDE is one of the smallest Diesel engine worldwide. Relatively small displacement combined with highly efficient Turbo technology results best-in-class fuel consumption.


Product Highlights

Click below for more information

1.3L I-4 Turbo Diesel (LSF & 5EA)

Click image to enlarge


Overview

The turbocharged SDE 1.3L Turbo Diesel is part of GM's small-displacement, power-dense four-cylinder engines. Relatively small displacement combined with highly efficient Turbo technology results best-in-class fuel consumption. This turbocharged engine's power-boosting advantage comes from forcing greater airflow into the engine. Its pressurized charge packs more air into the cylinders, allowing them to process the air and fuel of a larger engine for momentary driving situations.

The SDE 1.3L Turbo Diesel's turbocharger is integrated within the exhaust manifold, for reduced weight and greater packaging flexibility in smaller vehicles. The engine incorporates numerous mass-reducing features, including a cast iron block with a hollow frame structure, hollow-cast camshafts and a aluminium cylinder head.

Type: 1.3L I-4 SDE ( LSF & 5EA )
Displacement: 1248cc ( 76 ci )
Induction System Turbocharger with variable nozzle and intercooler
Engine Orientation: L ( longitudinal ) T ( transverse ) T
Compression ratio: 16.8:1
Valve configuration: Dual Overhead Camshafts (DVCVP)
Valves per cylinder: 4
Assembly site: Bielsko Biala - Poland
Valve lifters: Hydraulic "mini-lash" adjusters with roller fingers
Firing order: 1 - 3 - 4 - 2
Bore x stroke: 69.6 x 82 mm
Fuel system: Common Rail direct injection
Fuel Type: Diesel EN 590
Engine Mass (kg/lbs) 140 kg (309 lbs)
Applications: Horsepower: hp ( kW )
Opel Corsa 95 hp ( 70 kW ) @ 4000 rpm SAE Certified
Opel Meriva 95 hp ( 70 kW ) @ 4000 rpm SAE Certified
Opel Astra 95 hp ( 70 kW ) @ 4000 rpm SAE Certified
Chevrolet Aveo 95 hp ( 70 kW ) @ 4000 rpm SAE Certified
Applications: Torque: lb-ft. ( Nm )
Opel Corsa 140 lb.-ft. ( 190 Nm ) @ 1750-3250 rpm SAE Certified
Opel Meriva 140 lb.-ft. ( 190 Nm ) @ 1750-3250 rpm SAE Certified
Opel Astra 140 lb.-ft. ( 190 Nm ) @ 1750-3250 rpm SAE Certified
Chevrolet Aveo 140 lb.-ft. ( 190 Nm ) @ 1750-3250 rpm SAE Certified
Maximum Engine Speed: 5200 rpm
Emissions Summary: EURO 5+
MATERIALS  
Block: Cast Grey Iron ( hollow frame )
Cylinder head: Cast Aluminum
Intake manifold: Composite
Exhaust manifold: Fabricated Stainless Steel Maniverter 4-1
Crankshaft: Cast Nodular Iron
Camshaft: Cast Chilled Iron
Connecting rods: Forged Steel
Additional features: Double Continuous Variable Cam Phasing ( DCVCP )
Integrated exhaust manifold / turbocharger
Electronic Throttle Control
Electronic Controlled Cooling System
Hydraulic Tappets
Cylinder Selective Adaptive Knock Control
Engine Oil Cooler with Individual Piston Cooling Jets
Individual Coil on Plug High Energy Ignition
Extended Life Coolant
3 Layer Sheet Metal Cylinder Head Gasket
Chain Driven Drivetrain
Long life (100,000-mile) spark plugs
Variable Displacement Oil Pump (VDOP)
Opel Corsa
Opel Meriva
Opel Astra
Chevrolet Aveo

Variable Intake Manifold


The variable intake manifold optimizes the air charge mixture motion in the cylinders for a more-efficient combustion — which enhances performance and reduces emissions.

Central Direct Injection


The injector is positioned in the middle of the cylinder with a "bowl" in the piston serving as the combustion chamber. This enables a high 16.5:1 compression ratio that enhances power and combustion efficiency.

Piezo Fuel Injectors


Piezo fuel injectors create multiple injections per combustion for greater performance, combustion efficiency and quietness.

Variable-Nozzle Turbocharger


The variable-nozzle turbocharger is mounted close to the exhaust outlet of the engine for quicker "spool up" of the turbine and faster "light off" of the exhaust catalyst.

Variable-Displacement Oil Pump


The variable-displacement oil pump helps save fuel by enabling a lower-viscosity engine oil, which reduces friction.

Ceramic Glow Plugs


Ceramix glow plugs provide greater cold-start performance over metal glow plugs.

Belt-Driven Camshafts


A belt-driven camshaft is quieter than a chain drive.



Overview

The GM / OPEL 2.0L turbo diesel is a powerful and silent engine. The availability of torque at low RPMs and fun to drive characteristics make the GM / OPEL 2.0L turbo diesel one of the most successful diesel-engines used in European mid and compact size vehicles. In Western and Central Europe the GM / OPEL 2.0L turbo diesel makes up 80% of the entire mid and compact size vehicle sales volume.

The quiet, smooth performance is enabled by a number of features on and around the engine, including balance shafts, an acoustic oil pan cover and even the common rail fuel injection system. The engine also has a unique valvetrain configuration that features a camshaft carrier installed over the valve followers and rocker arms. A liquid-to-air intercooling system produces a cooler, denser air charge for greater power and low fuel consumption.

Type: Fam. B 2.0L Diesel engine
Combustion System: Compression Ignition
Induction System: Fixed Geometry Turbocharger
Displacement: 1956 cc (119 ci)
Engine Orientation: Transverse
Compression Ratio: 16,5:1
Valve Configuration: Dual overhead camshafts
Valves per Cylinder: 4
Valve Timing Fixed
Assembly Site: Kaiserslautern, Germany
Firing Order: 1-3-4-2
Bore x Stroke: 83.00 x 90.04mm
Maximum Engine Speed: 5100 RPM
Fuel System: Direct Injection
Fuel Type: DIESEL EN 590
Biofuel Capable: B10
Engine Mass (kg/lbs) 174 kg (384 lb)
Emissions Controls: Diesel Particulate Filter
Cooled Exhaust Gas Recirculation Valve
Crankcase Ventilation with oil separator
Application Horsepower: hp (kw)
Opel Insignia (Manual and Automatic transmission) 110hp (81kW) @ 4000 rpm
Opel Astra/Zafira (Manual and Automatic transmission) 110hp (81kW) @ 4000 rpm
Applications Torque: lb-ft. (Nm)
Opel Insignia (Manual and Automatic transmission) 192 lb-ft (260Nm)@ 1750 rpm
Opel Astra/Zafira (Manual and Automatic transmission) 192 lb-ft (260Nm)@ 1750 rpm
MATERIALS  
Block: Iron
Cylinder head: Aluminum
Intake manifold: Plastic
Exhaust manifold: Nodular Iron
Crankshaft: Forged Steel
Camshaft: Nodular Iron
Connecting Rods: Forged Steel
Additional features: aluminium cam carrier (die cast) with 2 ball bearings and 3 needle bearings for lower friction
poly-V belt accessory drive
oil pan with integrated oil suction pipe
oil level sensor integrated in the oil pan
Forged connecting rods
metallic low voltage glow plugs with cylinder pressure sensor integrated (2 pressure sensor in general. Special Ecoflex application got 4 pressure sensor integrated)
EGR cooling system with by-pass throttle and DC motor actuated flow-rate valve; system integrated with thermostat
Piston with pinoffset
Scissor gears
Euro 5 emission compliant
close loop control on electonic throttle valve
New Bosch ECU Generation EDC17
Direct injection, common rail (1600 bar)
oil cooler module with oil green filter
Variable displacement oil pump (VDOP) (only on specific ecoflex application)
Oil pressure sensor ( to allow VDOP diagnosys)
Bidirectional cranck sensor (only on MT application)
CRIP 2.2 MI injector
airmass flow meter sensor with air temperature sensor integrated
intercooler
Opel Insignia
Opel Astra

Variable Intake Manifold


The variable intake manifold optimizes the air charge mixture motion in the cylinders for a more-efficient combustion — which enhances performance and reduces emissions.

Central Direct Injection


The injector is positioned in the middle of the cylinder with a "bowl" in the piston serving as the combustion chamber. This enables a high 16.5:1 compression ratio that enhances power and combustion efficiency.

Piezo Fuel Injectors


Piezo fuel injectors create multiple injections per combustion for greater performance, combustion efficiency and quietness.

Variable-Nozzle Turbocharger


The variable-nozzle turbocharger is mounted close to the exhaust outlet of the engine for quicker "spool up" of the turbine and faster "light off" of the exhaust catalyst.

Variable-Displacement Oil Pump


The variable-displacement oil pump helps save fuel by enabling a lower-viscosity engine oil, which reduces friction.

Ceramic Glow Plugs


Ceramix glow plugs provide greater cold-start performance over metal glow plugs.

Belt-Driven Camshafts


A belt-driven camshaft is quieter than a chain drive.



Overview

The GM / OPEL 2.0L turbo diesel is a powerful and silent engine. The availability of torque at low RPMs and fun to drive characteristics make the GM / OPEL 2.0L turbo diesel one of the most successful diesel-engines used in European mid and compact size vehicles. In Western and Central Europe the GM / OPEL 2.0L turbo diesel makes up 80% of the entire mid and compact size vehicle sales volume.

The quiet, smooth performance is enabled by a number of features on and around the engine, including balance shafts, an acoustic oil pan cover and even the common rail fuel injection system. The engine also has a unique valvetrain configuration that features a camshaft carrier installed over the valve followers and rocker arms. A liquid-to-air intercooling system produces a cooler, denser air charge for greater power and low fuel consumption.

Type: Fam. B 2.0L Diesel engine
Combustion System: Compression Ignition
Induction System: Fixed Geometry Turbocharger
Displacement: 1956 cc (119 ci)
Engine Orientation: Transverse
Compression Ratio: 16,5:1
Valve Configuration: Dual overhead camshafts
Valves per Cylinder: 4
Valve Timing Fixed
Assembly Site: Kaiserslautern, Germany
Firing Order: 1-3-4-2
Bore x Stroke: 83.00 x 90.04mm
Maximum Engine Speed: 5100 RPM
Fuel System: Direct Injection
Fuel Type: DIESEL EN 590
Biofuel Capable: B10
Engine Mass (kg/lbs) 174 kg (384 lb)
Emissions Controls: Diesel Particulate Filter
Cooled Exhaust Gas Recirculation Valve
Crankcase Ventilation with oil separator
Application Horsepower: hp (kw)
Opel Insignia (Manual and Automatic transmission) 130hp (96kW) @ 4000 rpm
Opel Astra/Zafira (Manual and Automatic transmission) 130hp (96kW) @ 4000 rpm
Applications Torque: lb-ft. (Nm)
Opel Insignia (Manual and Automatic transmission) 221 lb-ft (300Nm) @ 1750 rpm
Opel Astra/Zafira (Manual and Automatic transmission) 221 lb-ft (300Nm) @ 1750 rpm
MATERIALS  
Block: Iron
Cylinder head: Aluminum
Intake manifold: Plastic
Exhaust manifold: Nodular Iron
Crankshaft: Forged Steel
Camshaft: Nodular Iron
Connecting Rods: Forged Steel
Additional features: aluminium cam carrier (die cast) with 3 bearings for lower friction
poly-V belt accessory drive
oil pan with integrated oil suction pipe
oil level sensor integrated in the oil pan
Forged connecting rods
metallic low voltage glow plugs with cylinder pressure sensor integrated (2 pressure sensor in general. Special Ecoflex application got 4 pressure sensor integrated)
EGR cooling system with by-pass throttle and DC motor actuated flow-rate valve; system integrated with thermostat
Piston with pinoffset
Scissor gears
Euro 5 emission compliant
close loop control on electonic throttle valve
New Bosch ECU Generation EDC17
Direct injection, common rail (1600 bar)
oil cooler module with oil green filter
Variable displacement oil pump (VDOP) (only on specific ecoflex application)
Oil pressure sensor ( to allow VDOP diagnosys)
CRIP 2.2 MI injector
airmass flow meter sensor with air temperature sensor integrated
intercooler
Opel Insignia
Opel Astra

Variable Intake Manifold


The variable intake manifold optimizes the air charge mixture motion in the cylinders for a more-efficient combustion — which enhances performance and reduces emissions.

Central Direct Injection


The injector is positioned in the middle of the cylinder with a "bowl" in the piston serving as the combustion chamber. This enables a high 16.5:1 compression ratio that enhances power and combustion efficiency.

Piezo Fuel Injectors


Piezo fuel injectors create multiple injections per combustion for greater performance, combustion efficiency and quietness.

Variable-Nozzle Turbocharger


The variable-nozzle turbocharger is mounted close to the exhaust outlet of the engine for quicker "spool up" of the turbine and faster "light off" of the exhaust catalyst.

Variable-Displacement Oil Pump


The variable-displacement oil pump helps save fuel by enabling a lower-viscosity engine oil, which reduces friction.

Ceramic Glow Plugs


Ceramix glow plugs provide greater cold-start performance over metal glow plugs.

Belt-Driven Camshafts


A belt-driven camshaft is quieter than a chain drive.



Overview

The GM / OPEL 2.0L turbo diesel is a powerful and silent engine. The availability of torque at low RPMs and fun to drive characteristics make the GM / OPEL 2.0L turbo diesel one of the most successful diesel-engines used in European mid and compact size vehicles. In Western and Central Europe the GM / OPEL 2.0L turbo diesel makes up 80% of the entire mid and compact size vehicle sales volume.

The quiet, smooth performance is enabled by a number of features on and around the engine, including balance shafts, an acoustic oil pan cover and even the common rail fuel injection system. The engine also has a unique valvetrain configuration that features a camshaft carrier installed over the valve followers and rocker arms. A liquid-to-air intercooling system produces a cooler, denser air charge for greater power and low fuel consumption.

Type: Fam. B 2.0L Diesel engine
Combustion System: Compression Ignition
Induction System: Variable Geometry Turbocharger
Displacement: 1956 cc (119 ci)
Engine Orientation: Transverse
Compression Ratio: 16,5:1
Valve Configuration: Dual overhead camshafts
Valves per Cylinder: 4
Valve Timing Fixed
Assembly Site: Kaiserslautern, Germany
Firing Order: 1-3-4-2
Bore x Stroke: 83.00 x 90.04mm
Maximum Engine Speed: 5100 RPM
Fuel System: Direct Injection
Fuel Type: DIESEL EN 590
Biofuel Capable: B10
Engine Mass (kg/lbs) 174 kg (384 lb)
Emissions Controls: Diesel Particulate Filter
Cooled Exhaust Gas Recirculation Valve
Crankcase Ventilation with oil separator
Application Horsepower: hp (kw)
Opel Insignia (Manual and Automatic transmission) 160hp (118kW) @ 4000 rpm
Opel Astra/Zafira (Manual and Automatic transmission) 160hp (118kW) @ 4000 rpm
Applications Torque: lb-ft. (Nm)
Opel Insignia (Manual and Automatic transmission) 258 lb-ft (350Nm) @ 1750 rpm
Opel Astra/Zafira (Manual and Automatic transmission) 258 lb-ft (350Nm) @ 1750 rpm
MATERIALS  
Block: Iron
Cylinder head: Aluminum
Intake manifold: Plastic with variable swirl integrated
Exhaust manifold: Nodular Iron
Crankshaft: Forged Steel
Camshaft: Nodular Iron
Connecting Rods: Forged Steel
Additional features: aluminium cam carrier (die cast) with 2 ball bearings and 3 needle bearings for lower friction
poly-V belt accessory drive
turbocharger with variable geometry nozzle of third generation
oil pan with integrated oil suction pipe
oil level sensor integrated in the oil pump
Forged connecting rods
metallic low voltage glow plugs with cylinder pressure sensor integrated
EGR cooling system with by-pass throttle and DC motor actuated flow-rate valve; system integrated with thermostat
Piston with pinoffset
Scissor gears
Euro 5 emission compliant
close loop control on electonic throttle valve
New Bosch ECU Generation EDC17
Direct injection, common rail (1600 bar)
Variable swirl closed loop control
Variable displacement oil pump (VDOP) (only on specific ecoflex application)
Oil pressure sensor ( to allow VDOP diagnosys)
Bidirectional cranck sensor (only on MT application)
oil cooler module with oil green filter
CRIP 2.2 MI injector
airmass flow meter sensor with air temperature sensor integrated
intercooler
Opel Insignia
Opel Astra

Cylinder Block


The 1.8L's cylinder block is based on the proven hollow-frame concept. Gray cast iron provides an extremely durable foundation, optimized with a deep skirt that minimizes both wear and vibration. A structural aluminum oil pan further reduces noise, vibration and harshness, increasing the powertrain's rigidity and ensuring efficient heat transfer from the block. The 1.8L block supports greater loads than that used in previous generation engines, and it improves the overall rigidity of the engine/transmission assembly.

Less Reciprocating Mass


Like the pistons, other reciprocating components in the 1.8L were developed for an optimum mix of strength, balance and low weight. The result is less reciprocating mass inside the engine, increasing efficiency and enhancing the tactile feeling of performance as the engine builds revs.

The steel connecting rods incorporate a larger, forged I-beam cross section for added strength, without increasing weight.

Floating-Pin Pistons With Oil-Spray Cooling


The 1.8L pistons apply a floating-pin design. The wrist pins, which attach the piston to the connecting rod, "float" inside the rod bushing and pin bores in the piston barrel. Compared to a conventional fixed pin assembly, in which the connecting rod is fixed to the piston's wrist pin and the pin rotates in the pin bore, the floating pins reduce stress on the pin. They allow tighter pin to pin-bore tolerances and reduce noise generated as the piston moves through the cylinder. The benefit is less engine wear, improved durability and quieter operation.

The 1.8L's pistons also have oil-spray cooling. Each piston has its own individual directed jet that sprays oil toward its skirt, coating its underside and the cylinder wall with an additional layer of lubricant. The extra lubrication cools the pistons, reducing friction and helping ensure durability. Additional oil on the cylinder walls and wristpin also dampens noise emanating from the pistons.

Variable Valve Timing


Variable valve timing helps the Ecotec 1.8L deliver optimal performance and efficiency, with reduced emissions. It 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 driveability. It also provides another effective tool for controlling exhaust emissions and because it manages valve overlap at optimum levels, it eliminates the need for an Exhaust Gas Recirculation (EGR) system.

Hollow-Cast and Chain-Driven Camshafts


The pair of camshafts in the Ecotec 1.8L are hollow and lighter than conventional solid shafts. Along with helping reduce the overall weight of the engine, they lower the inertia of the valvetrain, allowing the engine to rev higher and more quickly.

Modified Variable Two Step Runner Length Intake Manifold


The lateral position of the throttle valve permits an optimum port formation of the single manifold runners in connection with a reduction of the losses in the fresh air section from the air filter to the intake valve.

The cross-section of the runners is constant over the entire length. The runner length in the power mode is 40 percent of the torque mode. In order to minimize the flow resistance at high speeds, a rotary sleeve was used instead of a flap-switching device. This solution guarantees the maximum possible cross-sectional area in the open position. Another advantage of the rotary sleeve design is that a high tightness can be reached in the closed position.

Improved Lubrication


To improve thermal management, and to ensure adequate oil supply for the cam phasers and piston jets, a liquid-to-liquid oil cooler is mounted on the exhaust side of the engine block. The cooler is compact and lightweight (less than three pounds), and provides a significant decrease in oil temperature without a decrease in average oil pressure. The oil cooler is cooled by the cooling system via a dedicated coolant passage in the engine block. While the design cools the oil in the normal operating temperature range, it also allows the oil to warm more quickly. That means optimal viscosity and friction reduction sooner after a cold start.

The oil pump's flow volume is matched to the engine. The pump is packaged in an assembly module with the water pump, timing belt cover and fastening points for accessories. This unique module reduces assembly time and improves build consistency.

Advanced Cooling System


The 1.8L features an electronically controlled thermostat in a lightweight, heat-resistant plastic housing. The electronic thermostat allows more precise temperature control than a conventional thermostat, and can be opened and closed by the engine control module (ECM), rather than at a default coolant temperature. The 1.8L's cooling circuit was developed using extensive Computational Fluid Dynamics analysis. The result is appropriate engine cooling with the least amount of coolant volume—and weight.

Stainless Steel Exhaust Manifold with Close-Coupled Catalytic Converter


The stainless steel manifold is lighter than conventional cast iron. It reduces friction and smoothes the flow of air so exhaust gas can be rapidly expelled.

The close-coupled catalyst substantially lowers emissions during cold starts, or the brief period when an engine operates at its highest emissions level. Because the exhaust ports and exhaust manifold heat more rapidly than any part of an engine, moving a smaller catalytic converter closer to the manifold allows the catalyst to heat more quickly. So positioned, the catalyst achieves light-off—the temperature at which exhaust emissions are most efficiently oxidized--sooner.



Overview

As part of GM's small-displacement, power-dense four-cylinder engines, the Ecotec 1.6L is helping GM deliver more efficient yet fun-to-drive vehicles. It delivers an excellent balance of performance and efficiency. This compact inline four-cylinder engine combines competitive output, with sophisticated technologies such as dual continuous variable cam phasing (DCVCP), variable-geometry intake manifold, electronically controlled thermostat, engine oil cooler, with low maintenance, low emissions and outstanding fuel economy.

Type: 1.8L I-4 Fam1 Gen3 ( LFH )
Displacement: 1796cc ( 110 ci )
Engine Orientation: L ( longitudinal ) T ( transverse ) T
Compression ratio: 10.5:1
Valve train configuration: V configuaration, Dual Overhead Camshafts (DVCVP)
valves per cylinder: 4
Assembly site: St. Gotthard - Hungary
Valve lifters: Direct acting tappet with hydraulic lash adjuster
Firing order: 1 - 3 - 4 - 2
Bore x stroke: 80.50 x 88.2 mm
Fuel system: Sequential fuel injection
Fuel Type: E22 to E100 Ethanol Engine
Engine Mass (kg/lbs) 119 kg (262 lbs)
Applications: Horsepower: hp ( kW )
Chevrolet Small SUV 145 hp ( 107kW ) @ 6300 rpm SAE Certified
Chevrolet Cruze 145 hp ( 107 kW ) @ 6300 rpm SAE Certified
Applications: Torque: lb-ft. ( Nm )
Chevrolet Small SUV 140 lb.-ft. ( 185 Nm ) @ 3800 rpm SAE Certified
Chevrolet Cruze 140 lb.-ft. ( 185 Nm ) @ 3800 rpm SAE Certified
Maximum Engine Speed: 6500 rpm
Emissions Summary: Proconve L5 Brazil
MATERIALS  
Block: Cast Grey Iron ( hollow frame )
Cylinder head: Cast Aluminum
Intake manifold: Composite
Exhaust manifold: Fabricated Stainless Steel Maniverter 4-1 with close coupled catalyst
Crankshaft: Cast Nodular Iron
Camshaft: Cast Chilled Iron
Connecting rods: Forged Steel
Additional features: Double Continuous Variable Cam Phasing ( DCVCP )
Varible Two Step Runner Length Intake Manifold
Electronic Throttle Control
Gasoline cold start rail, for low ambient temperatures
Cylinder Selective Adaptive Knock Control
Engine Oil Cooler with Individual Piston Cooling Jets
Coil on Plug High Energy Ignition
Extended Life Coolant
3 Layer Sheet Metal Cylinder Head Gasket
Belt Driven Camshaft
Long life (60000 km) spark plugs
Chevrolet Small SUV
Chevrolet Cruze

Cylinder Block


The 1.8L's cylinder block is based on the proven hollow-frame concept. Gray cast iron provides an extremely durable foundation, optimized with a deep skirt that minimizes both wear and vibration. A structural aluminum oil pan further reduces noise, vibration and harshness, increasing the powertrain's rigidity and ensuring efficient heat transfer from the block. The 1.8L block supports greater loads than that used in previous generation engines, and it improves the overall rigidity of the engine/transmission assembly.

Less Reciprocating Mass


Like the pistons, other reciprocating components in the 1.8L were developed for an optimum mix of strength, balance and low weight. The result is less reciprocating mass inside the engine, increasing efficiency and enhancing the tactile feeling of performance as the engine builds revs.

The steel connecting rods incorporate a larger, forged I-beam cross section for added strength, without increasing weight.

Floating-Pin Pistons With Oil-Spray Cooling


The 1.8L pistons apply a floating-pin design. The wrist pins, which attach the piston to the connecting rod, "float" inside the rod bushing and pin bores in the piston barrel. Compared to a conventional fixed pin assembly, in which the connecting rod is fixed to the piston's wrist pin and the pin rotates in the pin bore, the floating pins reduce stress on the pin. They allow tighter pin to pin-bore tolerances and reduce noise generated as the piston moves through the cylinder. The benefit is less engine wear, improved durability and quieter operation.

The 1.8L's pistons also have oil-spray cooling. Each piston has its own individual directed jet that sprays oil toward its skirt, coating its underside and the cylinder wall with an additional layer of lubricant. The extra lubrication cools the pistons, reducing friction and helping ensure durability. Additional oil on the cylinder walls and wristpin also dampens noise emanating from the pistons.

Variable Valve Timing


Variable valve timing helps the Ecotec 1.8L deliver optimal performance and efficiency, with reduced emissions. It 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 driveability. It also provides another effective tool for controlling exhaust emissions and because it manages valve overlap at optimum levels, it eliminates the need for an Exhaust Gas Recirculation (EGR) system.

Hollow-Cast and Chain-Driven Camshafts


The pair of camshafts in the Ecotec 1.8L are hollow and lighter than conventional solid shafts. Along with helping reduce the overall weight of the engine, they lower the inertia of the valvetrain, allowing the engine to rev higher and more quickly.

Modified Variable Two Step Runner Length Intake Manifold


The lateral position of the throttle valve permits an optimum port formation of the single manifold runners in connection with a reduction of the losses in the fresh air section from the air filter to the intake valve.

The cross-section of the runners is constant over the entire length. The runner length in the power mode is 40 percent of the torque mode. In order to minimize the flow resistance at high speeds, a rotary sleeve was used instead of a flap-switching device. This solution guarantees the maximum possible cross-sectional area in the open position. Another advantage of the rotary sleeve design is that a high tightness can be reached in the closed position.

Improved Lubrication


To improve thermal management, and to ensure adequate oil supply for the cam phasers and piston jets, a liquid-to-liquid oil cooler is mounted on the exhaust side of the engine block. The cooler is compact and lightweight (less than three pounds), and provides a significant decrease in oil temperature without a decrease in average oil pressure. The oil cooler is cooled by the cooling system via a dedicated coolant passage in the engine block. While the design cools the oil in the normal operating temperature range, it also allows the oil to warm more quickly. That means optimal viscosity and friction reduction sooner after a cold start.

The oil pump's flow volume is matched to the engine. The pump is packaged in an assembly module with the water pump, timing belt cover and fastening points for accessories. This unique module reduces assembly time and improves build consistency.

Advanced Cooling System


The 1.8L features an electronically controlled thermostat in a lightweight, heat-resistant plastic housing. The electronic thermostat allows more precise temperature control than a conventional thermostat, and can be opened and closed by the engine control module (ECM), rather than at a default coolant temperature. The 1.8L's cooling circuit was developed using extensive Computational Fluid Dynamics analysis. The result is appropriate engine cooling with the least amount of coolant volume—and weight.

Stainless Steel Exhaust Manifold with Close-Coupled Catalytic Converter


The stainless steel manifold is lighter than conventional cast iron. It reduces friction and smoothes the flow of air so exhaust gas can be rapidly expelled.

The close-coupled catalyst substantially lowers emissions during cold starts, or the brief period when an engine operates at its highest emissions level. Because the exhaust ports and exhaust manifold heat more rapidly than any part of an engine, moving a smaller catalytic converter closer to the manifold allows the catalyst to heat more quickly. So positioned, the catalyst achieves light-off—the temperature at which exhaust emissions are most efficiently oxidized--sooner.



Overview

As part of GM's small-displacement, power-dense four-cylinder engines, the Ecotec 1.6L is helping GM deliver more efficient yet fun-to-drive vehicles. It delivers an excellent balance of performance and efficiency. This compact inline four-cylinder engine combines competitive output, with sophisticated technologies such as dual continuous variable cam phasing (DCVCP), variable-geometry intake manifold, electronically controlled thermostat, engine oil cooler, with low maintenance, low emissions and outstanding fuel economy.

Type: 1.8L I-4 Fam1 Gen3 ( LUW )
Displacement: 1796cc ( 110 ci )
Engine Orientation: L ( longitudinal ) T ( transverse ) T
Compression ratio: 10.5:1
Valve train configuration: V configuaration, Dual Overhead Camshafts (DVCVP)
valves per cylinder: 4
Assembly site: St. Gotthard - Hungary
Valve lifters: Direct acting tappet with hydraulic lash adjuster
Firing order: 1 - 3 - 4 - 2
Bore x stroke: 80.50 x 88.2 mm
Fuel system: Sequential fuel injection
Fuel Type: 95 (91 - 98) RON with E0 to E10
Engine Mass (kg/lbs) 119 kg (262 lbs)
Applications: Horsepower: hp ( kW )
Chevrolet Sonic 140 hp ( 103 kW ) @ 6300 rpm SAE Certified
Chevrolet Cruze 140 hp ( 103 kW ) @ 6300 rpm SAE Certified
Applications: Torque: lb-ft. ( Nm )
Chevrolet Sonic 129 lb.-ft. ( 175 Nm ) @ 3800 rpm SAE Certified
Chevrolet Cruze 129 lb.-ft. ( 175 Nm ) @ 3800 rpm SAE Certified
Maximum Engine Speed: 6500 rpm
Emissions Summary: US PZEV (SULEV + Zero EVAP) + OBD 2
MATERIALS  
Block: Cast Grey Iron ( hollow frame )
Cylinder head: Cast Aluminum
Intake manifold: Composite
Exhaust manifold: Fabricated Stainless Steel Maniverter 4-1 with close coupled catalyst
Crankshaft: Cast Nodular Iron
Camshaft: Cast Chilled Iron
Connecting rods: Forged Steel
Additional features: Secondary Air system for fast catalyst light off
Double Continuous Variable Cam Phasing ( DCVCP )
Varible Two Step Runner Length Intake Manifold
Electronic Throttle Control
Electronic Controlled Cooling System
Cylinder Selective Adaptive Knock Control
Engine Oil Cooler with Individual Piston Cooling Jets
Coil on Plug High Energy Ignition
Extended Life Coolant
3 Layer Sheet Metal Cylinder Head Gasket
Belt Driven Camshaft
Long life (100000 mile) spark plugs
Chevrolet Cruze
Chevrolet Sonic

Cylinder Block


The 1.8L's cylinder block is based on the proven hollow-frame concept. Gray cast iron provides an extremely durable foundation, optimized with a deep skirt that minimizes both wear and vibration. A structural aluminum oil pan further reduces noise, vibration and harshness, increasing the powertrain's rigidity and ensuring efficient heat transfer from the block. The 1.8L block supports greater loads than that used in previous generation engines, and it improves the overall rigidity of the engine/transmission assembly.

Less Reciprocating Mass


Like the pistons, other reciprocating components in the 1.8L were developed for an optimum mix of strength, balance and low weight. The result is less reciprocating mass inside the engine, increasing efficiency and enhancing the tactile feeling of performance as the engine builds revs.

The steel connecting rods incorporate a larger, forged I-beam cross section for added strength, without increasing weight.

Floating-Pin Pistons With Oil-Spray Cooling


The 1.8L pistons apply a floating-pin design. The wrist pins, which attach the piston to the connecting rod, "float" inside the rod bushing and pin bores in the piston barrel. Compared to a conventional fixed pin assembly, in which the connecting rod is fixed to the piston's wrist pin and the pin rotates in the pin bore, the floating pins reduce stress on the pin. They allow tighter pin to pin-bore tolerances and reduce noise generated as the piston moves through the cylinder. The benefit is less engine wear, improved durability and quieter operation.

The 1.8L's pistons also have oil-spray cooling. Each piston has its own individual directed jet that sprays oil toward its skirt, coating its underside and the cylinder wall with an additional layer of lubricant. The extra lubrication cools the pistons, reducing friction and helping ensure durability. Additional oil on the cylinder walls and wristpin also dampens noise emanating from the pistons.

Variable Valve Timing


Variable valve timing helps the Ecotec 1.8L deliver optimal performance and efficiency, with reduced emissions. It 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 driveability. It also provides another effective tool for controlling exhaust emissions and because it manages valve overlap at optimum levels, it eliminates the need for an Exhaust Gas Recirculation (EGR) system.

Hollow-Cast and Chain-Driven Camshafts


The pair of camshafts in the Ecotec 1.8L are hollow and lighter than conventional solid shafts. Along with helping reduce the overall weight of the engine, they lower the inertia of the valvetrain, allowing the engine to rev higher and more quickly.

Modified Variable Two Step Runner Length Intake Manifold


The lateral position of the throttle valve permits an optimum port formation of the single manifold runners in connection with a reduction of the losses in the fresh air section from the air filter to the intake valve.

The cross-section of the runners is constant over the entire length. The runner length in the power mode is 40 percent of the torque mode. In order to minimize the flow resistance at high speeds, a rotary sleeve was used instead of a flap-switching device. This solution guarantees the maximum possible cross-sectional area in the open position. Another advantage of the rotary sleeve design is that a high tightness can be reached in the closed position.

Improved Lubrication


To improve thermal management, and to ensure adequate oil supply for the cam phasers and piston jets, a liquid-to-liquid oil cooler is mounted on the exhaust side of the engine block. The cooler is compact and lightweight (less than three pounds), and provides a significant decrease in oil temperature without a decrease in average oil pressure. The oil cooler is cooled by the cooling system via a dedicated coolant passage in the engine block. While the design cools the oil in the normal operating temperature range, it also allows the oil to warm more quickly. That means optimal viscosity and friction reduction sooner after a cold start.

The oil pump's flow volume is matched to the engine. The pump is packaged in an assembly module with the water pump, timing belt cover and fastening points for accessories. This unique module reduces assembly time and improves build consistency.

Advanced Cooling System


The 1.8L features an electronically controlled thermostat in a lightweight, heat-resistant plastic housing. The electronic thermostat allows more precise temperature control than a conventional thermostat, and can be opened and closed by the engine control module (ECM), rather than at a default coolant temperature. The 1.8L's cooling circuit was developed using extensive Computational Fluid Dynamics analysis. The result is appropriate engine cooling with the least amount of coolant volume—and weight.

Stainless Steel Exhaust Manifold with Close-Coupled Catalytic Converter


The stainless steel manifold is lighter than conventional cast iron. It reduces friction and smoothes the flow of air so exhaust gas can be rapidly expelled.

The close-coupled catalyst substantially lowers emissions during cold starts, or the brief period when an engine operates at its highest emissions level. Because the exhaust ports and exhaust manifold heat more rapidly than any part of an engine, moving a smaller catalytic converter closer to the manifold allows the catalyst to heat more quickly. So positioned, the catalyst achieves light-off—the temperature at which exhaust emissions are most efficiently oxidized--sooner.



Overview

As part of GM's small-displacement, power-dense four-cylinder engines, the Ecotec 1.6L is helping GM deliver more efficient yet fun-to-drive vehicles. It delivers an excellent balance of performance and efficiency. This compact inline four-cylinder engine combines competitive output, with sophisticated technologies such as dual continuous variable cam phasing (DCVCP), variable-geometry intake manifold, electronically controlled thermostat, engine oil cooler, with low maintenance, low emissions and outstanding fuel economy.

Type: 1.8L I-4 Fam1 Gen3 ( LUW )
Displacement: 1796cc ( 110 ci )
Engine Orientation: L ( longitudinal ) T ( transverse ) T
Compression ratio: 10.5:1
Valve train configuration: V configuaration, Dual Overhead Camshafts (DVCVP)
valves per cylinder: 4
Assembly site: St. Gotthard - Hungary
Valve lifters: Direct acting tappet with hydraulic lash adjuster
Firing order: 1 - 3 - 4 - 2
Bore x stroke: 80.50 x 88.2 mm
Fuel system: Sequential fuel injection
Fuel Type: 95 (91 - 98) RON with E0 to E85
Engine Mass (kg/lbs) 119 kg (262 lbs)
Applications: Horsepower: hp ( kW )
Chevrolet Sonic 140 hp ( 103 kW ) @ 6300 rpm SAE Certified
Chevrolet Cruze 140 hp ( 103 kW ) @ 6300 rpm SAE Certified
Applications: Torque: lb-ft. ( Nm )
Chevrolet Sonic 129 lb.-ft. ( 175 Nm ) @ 3800 rpm SAE Certified
Chevrolet Cruze 129 lb.-ft. ( 175 Nm ) @ 3800 rpm SAE Certified
Maximum Engine Speed: 6500 rpm
Emissions Summary: US Bin 4 w OBD 2
MATERIALS  
Block: Cast Grey Iron ( hollow frame )
Cylinder head: Cast Aluminum
Intake manifold: Composite
Exhaust manifold: Fabricated Stainless Steel Maniverter 4-1 with close coupled catalyst
Crankshaft: Cast Nodular Iron
Camshaft: Cast Chilled Iron
Connecting rods: Forged Steel
Additional features: Double Continuous Variable Cam Phasing ( DCVCP )
Varible Two Step Runner Length Intake Manifold
Electronic Throttle Control
Electronic Controlled Cooling System
Cylinder Selective Adaptive Knock Control
Engine Oil Cooler with Individual Piston Cooling Jets
Coil on Plug High Energy Ignition
Extended Life Coolant
3 Layer Sheet Metal Cylinder Head Gasket
Belt Driven Camshaft
Long life (100000 mile) spark plugs
Chevrolet Cruze
Chevrolet Sonic

Cylinder Block and Structural Oil Pan


The Ecotec 1.4L cylinder block is made of strong gray cast iron, with five reinforced main bearings. To minimize weight, it features hollow-frame construction, making it about 20 percent lighter than a conventional casting. The block also incorporates a gray cast iron bedplate that helps reduce engine vibration; and the cylinders within the block are triple-honed for a smoother finish that minimizes piston friction and overall wear, while also optimizing oil and fuel consumption.

An aluminum oil pan is designed as a key structural component of the engine, adding stiffness that helps improve vibration characteristics.

Variable-Flow Oil Pump


The Ecotec 1.4L uses a unique variable-flow oiling system that helps maximize fuel efficiency. Rather than the linear operation of a conventional fixed-flow pump, it is accomplished with a crankshaft-driven oil pump that matches the oil supply to the engine load. The Ecotec 1.4L's variable-flow pump changes its capacity based on the engine's demand for oil. This prevents using energy to pump oil that is not required for proper engine operation.

Variable Valve Timing


The dual-overhead camshaft arrangement of the engine employs dual, continuously variable cam phasing to adjust the engine valves' opening and closing timing for optimal performance, fuel efficiency and emissions across the rpm.

Cylinder Head


An aluminum cylinder head with dual-overhead camshafts and four valves per cylinder is used on the Ecotec 1.4L turbo. The head's intake port design optimizes performance, efficiency and emissions by promoting greater charge motion of the intake air and a more complete burn of the air/fuel mixture.

Hollow-Cast and Chain-Driven Camshafts


The pair of camshafts in the Ecotec 1.4L is hollow and lighter than conventional solid shafts. Along with helping reduce the overall weight of the engine, they lower the inertia of the valvetrain, allowing the engine to rev higher and more quickly. The camshafts are driven by durable chains.

Roller-Finger Camshaft Followers


A low-mass DOHC roller-finger camshaft follower is used to minimize friction and maintenance. It operates with very low frictional losses, helping enhance efficiency and lower emissions. The hydraulic lash adjusters and the chain cam drive require no maintenance during the life of the engine.

Electronically controlled thermostat


The coolant thermostat's operating point is electronically controlled to optimize engine temperatures during different phases of operation to enhance fuel efficiency. The engine control module monitors sensors and controls the thermostat based on mapping that takes into account the wide range of engine operating conditions, including temperature and load.

Coil-on-plug ignition and platinum-tipped spark plugs


Volt's Ecotec 1.4L engine features a coil-on-plug ignition system and platinum-tipped spark plugs, which reduce maintenance and promote optimal performance and efficiency. With the coil-on-plug design, individual ignition coils are connected via a short lead wire to the spark plugs over each cylinder. This direct ignition system design eliminates the need to route spark plug wires in the engine compartment, while ensuring maximum spark energy for each plug.

The platinum-tipped plugs are designed to last for 100,000 miles without the need for replacement, reducing the need for and cost of maintenance.



Overview

Natural aspirated small ECOTEC gasoline engines provide power to the transmission and drivetrain for the vehicle motion and provides energy for the occupant heat. The A10XEP (LDB) / A12XEL (LWD) / A12XER (LDC) / A14XEL (L2Z) / A14XER (LDD) are targeted at the customer in the economical small vehicle segment, who is rating low fuel consumption with highest priority. The A10XEP (LDB) is an in-line 3 cylinder, the A12XEL (LWD) / A12XER (LDC) / A14XEL (L2Z) / A14XER (LDD) are in-line 4 cylinder gasoline engines. The material of the cylinder block is grey cast iron and cylinder head is cast aluminium. The A10XEP (LDB) / A12XEL (LWD) / A12XER (LDC) / A14XEL (L2Z) / A14XER (LDD) engines are designed for the usage all over the world, capable to meet legal and performance requirements in the expected marketing regions.

Type: Fam. 0 1,4L Gasoline engine
Combustion System: Spark Ignition
Induction System: Naturally Aspirated
Displacement: 1398cc (85 ci)
Engine Orientation: Transverse
Compression Ratio: 10,5:1
Valve Configuration: Dual Overhead Cam, double continuously variable cam phaser intake and exhaust (DCVCP)
Valves per Cylinder: 4
Valve Timing Variable
Assembly Site: Aspern / Austria
Firing Order: 1-3-4-2
Bore x Stroke: 73.4 x 82,6mm
Maximum Engine Speed: 6250 RPM
Fuel System: returnless flow system; 380 kPa / 400 kPa
Fuel Type: 95 RON (91-98)
Biofuel Capable: E20
Engine Mass (kg/lbs) 98
Emissions Controls: Catalytic Converter
Euro 5
Applications Horsepower: hp (kw)
Chevrolet Aveo / Sonic 100hp (74kW) @6000 rpm
Applications Torque: lb-ft. (Nm)
Chevrolet Aveo / Sonic 95 lb-ft. (130Nm) @ 4000 rpm
MATERIALS  
Block: Iron
Cylinder head: Aluminum
Intake manifold: Composite
Exhaust manifold: Nodular Iron
Crankshaft: Nodular Iron
Camshaft: Hollow Steel
Connecting Rods: Cast Iron
Additional features: Low-mass hollow-frame cast iron block
Chain-driven cams
Roller-finger camshaft followers
Variable-flow oil pump
Electronically controlled thermostat
Coil on plug ignition
Hollow cast crankshaft
Fully integrated blow-by system
Torsional vibration damper for better NVH
Chevrolet Aveo/Sonic


Product Highlights

Engine HFV6 2.8L V-6 (LAU)

Click image to enlarge


Overview

Type: Engine HFV6 2.8L V-6 (LAU)
RPO Code LAU
Displacement 2.8L Turbo, 2.792 cm3
Cylinder 6
Valves per Cylinder 4
Air Charging System Twin scroll turbocharger
Maximum Power hp 320 hp @ 5500 rpm
Maximum Power KW 239 kW @ 5500 rpm
Maximum Torque Nm 400 Nm @ 2000 rpm
Bore 89 mm
Stroke 74,8 mm
Compression Ratio 9,5 : 1
Mass (DIN - 70020A) 172 kg w/ automatic trans, 183 kg w/ manual trans
Dimensions 720mm x 761 mm x 738 mm
Emission Euro 6c
Block Material Sand cast aluminum (319) with cast in iron bore liners
Cyl. Head Material 356 aluminum
Drivetrain DOHC
Fuel Injection System SFI
Production Plant Melbourne, Australia
Carline Insignia OPC
Features: Dual continuously variable cam phasing
Torque-based engine management system
Secondary throat cut inlet ports
Fuel rail with internal pressure damper
Internal front cover damper plates
Cartridge style oil filter
Extended life spark plugs
Extended life coolant
Extended life accessory drive belts
7.7mm IT chain system for all HFV6 applications
5W30 (GM4718M, Dexos)


Product Highlights

Engine SGE 10XFT (LE1)

Click image to enlarge


Overview

Type: Engine SGE 10XFT (LE1)
RPO Code LE1
Displacement 1.0 L Turbo, 999 cm3
Cylinder 3
Valves per Cylinder 4
Air Charging System Turbo Charger
Maximum Power hp 115 hp @ 5000 rpm
Maximum Power KW 85 KW @ 5000 rpm
Maximum Torque Nm 170 Nm @ 1800-4500 rpm
Bore 74,0 mm
Stroke 77,4 mm
Compression Ratio 10,5 : 1
Mass (DIN - 70020A) 104,5 kg
Dimensions L: 361 mm W: 539 mm H: 674 mm
Emission Euro 6
Block Material Aluminium
Cyl. Head Material Aluminium
Drivetrain DOHC, Chain, Double CVCamPhaser
Fuel Injection System Direct Injection Common rail (200 bar)
Production Plant Szentgotthard/Hungary
Carline Adam, Corsa, Astra
Features: Central Spark Ignited Direct Injection
Turbocharging
Intake and exhaust cam phasers
Integrated exhaust manifold
Lightweight aluminum components
Thermal management
Components optimized for noise and vibrations


Product Highlights

Engine SGE 14XFT (LE2)

Click image to enlarge


Overview

Type: Engine SGE 14XFT (LE2)
RPO Code LE2
Displacement 1.4 L Turbo, 1.399 cm3
Cylinder 4
Valves per Cylinder 4
Air Charging System Turbo Charger
Maximum Power hp 140 hp @ 5600 rpm
Maximum Power KW 104 KW @ 5600 rpm
Maximum Torque Nm 235 Nm @ 2000-4000 rpm
Bore 74,0 mm
Stroke 81,3 mm
Compression Ratio 10,0 : 1
Mass (DIN - 70020A) 115 kg
Dimensions L: 584 mm W: 579 mm H: 677 mm
Emission Euro 6
Block Material Aluminium
Cyl. Head Material Aluminium
Drivetrain DOHC, Chain, Double CVCamPhaser
Fuel Injection System Direct Injection Common rail (200 bar)
Production Plant Szentgotthard/Hungary
Carline Mokka, Astra
Features: Direct Injection
IEM (Integrated Exhaust Manifold)
Turbo charger
Dual Independent Cam Phasing
All Aluminium Construction
Electronically controlled fluid management system: electronically controlled oil pump and thermostat
Mechanical Vacuum pump


Product Highlights

Engine XSDE Z10DT (LEB)

Click image to enlarge


Overview

Type: Engine XSDE Z10DT (LEB)
RPO Code LEB
Displacement 936 cm3
Cylinder 3
Valves per Cylinder 4
Air Charging System Turbo Charger FGT
Maximum Power Hp 57 hp
Maximum Power KW 42 KW
Maximum Torque Nm 140 Nm
Bore 69,615 mm
Stroke 82,0 mm
Compression Ratio 16.8:1
Mass (DIN - 70020A) 130 kg
Dimensions L: 553.3 mm W: 547.3 mm H: 700.5 mm
Emission Bharat Stage 4
Block Material Cast Iron
Cyl. Head Material Aluminium
Drivetrain DOHC
Fuel Injection System common rail 1600 bar
Production Plant Talegaon - India
Carline M300
Features: 1600 bar Multi-injection CR system
Balancer shaft system integrated into bedplate
Closed coupled DOC
Chain driven valve train with RFF
Plastic intake manifold
EGR recirculation valve and cooler
Vacuum controlled turbocharger actuation


Product Highlights

Engine LDE B20DTH (LFS)

Click image to enlarge


Overview

Type: Engine LDE B20DTH (LFS)
RPO Code LFS
Displacement 1.956 cm3
Cylinder 4
Valves per Cylinder 4
Air Charging System Turbo Charger VGT
Maximum Power Hp 170hp
Maximum Power KW 127 KW
Maximum Torque Nm 400Nm
Compression Ratio 16:1
Mass (DIN - 70020A) 180 kg
Dimensions L: 683,7 mm W: 641 mm H: 720 mm
Emission Euro 6
Block Material Cast Iron
Cyl. Head Material Aluminium
Drivetrain DOHC
Fuel Injection System Common Rail 2000 bar
Production Plant Kaiserslautern
Carline Zafira, Cascada, Insignia
Features: Specific intake ports design
Optimized bowl profile
Intake manifold port design
Axial integrated swirl system
Insulated intake manifold
Optimized water circuit
New water jacket design
New plastic cam cover
Low leakage injector architecture
Injector fuel filtering
High Pressure Fuel Pump bracket
Water cooled Turbocharger
VGT actuator
2 piece Oil Pan design
Mass balancer Module
Closed Couple Diesel Particulate Filter (CCDPF)
Selective Calalitic Reduction (SCR)


Product Highlights

Engine MGE 1.8YHY (LKN)

Click image to enlarge


Overview

Type: Engine MGE 1.8YHY (LKN)
RPO Code LKN
Displacement 1.796 cm3
Cylinder 4
Valves per Cylinder 4
Air Charging System Naturally aspirated
Maximum Power hp 122 hp @ 5000 rpm
Maximum Power KW 91 KW @ 5000 rpm
Maximum Torque Nm 175 Nm @ 4750 rpm
Bore 80,5 mm
Stroke 88,2 mm
Compression Ratio 11,5 : 1
Mass (DIN - 70020A) 109 kg
Dimensions L: 583 mm W: 643 mm H: 701 mm
Emission ULEV, Euro 6.1
Block Material Cast iron w/ aluminium bedplate
Cyl. Head Material Aluminium
Drivetrain DOHC, Roller Finger Follower, Dual CV CamPhaser
Fuel Injection System Central Direct Injection
Production Plant Szentgotthard/Hungary
Carline Chevrolet Malibu
Features: Central injection, naturally aspirated & dual CV cam phaser
NVH optimized engine structure
Cylinder block w/ aluminium bedplate
Chain driven valve train with RFF
Integrated exhaust manifold
Cooled external EGR


Product Highlights

Engine LGE 2.0NHT (LTG)

Click image to enlarge


Overview

Type: Engine LGE 2.0NHT (LTG)
RPO Code LTG
Displacement 2.0 L Turbo, 1.998 cm³
Cylinder 4
Valves per Cylinder 4
Air Charging System Turbo Charger
Maximum Power hp 247 hp @ 5400 rpm
Maximum Power KW 184 KW @ 5400 rpm
Maximum Torque Nm 400 Nm @ 2500-4000 rpm
Bore 86 mm
Stroke 86 mm
Compression Ratio 9,5 : 1
Mass (DIN - 70020A) FWD-MT: 162.0; AWD-MT: 162.9; FWD-AT: 149.8; AWD-AT: 150.7
Dimensions L: 614 mm W: 688 mm H: 692 mm
Emission Euro 6.1
Block Material Aluminum
Cyl. Head Material Aluminum
Drivetrain DOHC
Fuel Injection System Direct Injection
Production Plant Tonawanda, NY and Springhill, TN
Carline Insignia
Features: Engine Block
Rotating Assembly
Rotocast Aluminum Cylinder Head with Sodium Filled Exhaust Valves
DOHC with Continuously Variable Valve Timing
Direct Injection
Cam-Driven High-Pressure Fuel Pump
Two-Stage, Variable-Displacement Oil Pump
Twin-Scroll Turbocharger
Air-to-Air Intercooler
Cam-Driven Vacuum Pump


Product Highlights

Engine SGE 14XE (LV7)

Click image to enlarge


Overview

Type: Engine SGE 14XE (LV7)
RPO Code LV7
Displacement 1.4 L, 1.399 cm3
Cylinder 4
Valves per Cylinder 4
Air Charging System Naturally aspirated
Maximum Power hp 100 hp @ 6200 rpm
Maximum Power KW 74 KW @ 6200 rpm
Maximum Torque Nm 130 Nm @ 4800 rpm
Bore 74,0 mm
Stroke 81,3 mm
Compression Ratio 10,6 : 1
Mass (DIN - 70020A) 101,9 kg
Dimensions L: 580 mm W: 557 mm H: 678 mm
Emission Euro 6
Block Material Aluminium
Cyl. Head Material Aluminium
Drivetrain DOHC, Chain, Double CVCamPhaser
Fuel Injection System Multi Point Fuel Injection (MPFI)
Production Plant Szentgotthard/Hungary
Carline Astra
Features: Dual CVCamPhaser (D-CVCP)
Integrated exhaust manifold
Variable displacement oil pump
Chain drive, roller finger follower & hydraulic lash adjuster
Oil cooler and piston jets
Thermo management
PVD coated piston rings


Product Highlights

Engine MDE B1.6DTR (LVK)

Click image to enlarge


Overview

Type: Engine MDE B1.6DTR (LVK)
RPO Code LVK
Displacement 1.598 cm3
Cylinder 4
Valves per Cylinder 4
Air Charging System Turbo Charger Two-stage
Maximum Power Hp 160 hp
Maximum Power KW 119 KW
Maximum Torque Nm 350 Nm
Compression Ratio 16:1
Mass (DIN - 70020A) 164 kg (MT)
Dimensions L: 495.5 mm W: 585 mm H: 684 mm
Emission Euro 6; DPF+DOC, LNT
Block Material Aluminium
Cyl. Head Material Aluminium
Drivetrain DOHC
Fuel Injection System Common rail 2000bar
Production Plant Szentgotthard (Ungary)
Carline next Gen. Astra
Features: 2,000 bar Multi-injection CR system
Variable displacement oil pump & ECU controlled piston cooling jets
CC LNT-DPF
On-off water pump
Aluminium cylinder block
Aluminium bedplate with cast iron inserts
Start & Stop
New combustion system (with variable swirl)


Product Highlights

Engine MDE B16DTH (LVL)

Click image to enlarge


Overview

Type: Engine MDE B16DTH (LVL)
RPO Code LVL
Displacement 1.598 cm3
Cylinder 4
Valves per Cylinder 4
Air Charging System Turbo Charger VGT
Maximum Power Hp 136 hp
Maximum Power KW 101 KW
Maximum Torque Nm 320 Nm
Compression Ratio 16:1
Mass (DIN - 70020A) 152 kg (MT)
Dimensions L: 495.5 mm W: 585 mm H: 684 mm
Emission Euro6; DPF+DOC; LNT or SCR depending on appl.
Block Material Aluminium
Cyl. Head Material Aluminium
Drivetrain DOHC
Fuel Injection System Common rail 2000bar
Production Plant Szentgotthard (Ungary)
Carline Astra, Zafira, Insignia, next Gen. Astra, next Gen. Antara
Features: 2,000 bar Multi-injection CR system
Variable displacement oil pump & ECU controlled piston cooling jets
CC LNT-DPF
On-off water pump
Aluminium cylinder block
Aluminium bedplate with cast iron inserts
Start & Stop
New combustion system (with variable swirl)


Product Highlights

Engine MDE B16DTL/E (LVM/LWQ)

Click image to enlarge


Overview

Type: Engine MDE B16DTL/E (LVM/LWQ)
RPO Code LVM/LWQ
Displacement 1.598 cm³
Cylinder 4
Valves per Cylinder 4
Air Charging System Turbo Charger FGT
Maximum Power Hp 110 hp
Maximum Power KW 82 KW
Maximum Torque Nm <300 Nm
Compression Ratio 16:1
Mass (DIN - 70020A) 148 kg (MT)
Dimensions L: 495.5 mm W: 585 mm H: 684 mm
Emission Euro6; DPF+DOC; LNT or SCR depending on appl.
Block Material Aluminium
Cyl. Head Material Aluminium
Drivetrain DOHC
Fuel Injection System Common rail 2000bar
Production Plant Szentgotthard (Ungary)
Carline Meriva, Astra, next Gen. Astra, Insignia
Features: 2,000 bar Multi-injection CR system
Variable displacement oil pump & ECU controlled piston cooling jets
CC LNT-DPF
On-off water pump
Aluminium cylinder block
Aluminium bedplate with cast iron inserts
Start & Stop
New combustion system (with variable swirl)


Product Highlights

Engine MGE 1.6SHT (LWC)

Click image to enlarge


Overview

Type: Engine MGE 1.6SHT (LWC)
RPO Code LWC
Displacement 1.6 L Turbo, 1.598 cm³
Cylinder 4
Valves per Cylinder 4
Air Charging System Turbo Charger
Maximum Power hp 200 hp @ 5500 rpm (DIN)
*Detuned: 170 hp @ 4750 - 6000 rpm (DIN)
Maximum Power KW 147 kW @ 5500 rpm
*Detuned:125 KW @ 4750 - 6000 rpm
Maximum Torque Nm 280 Nm / 1,650-5000 rpm w/o overboost
300 Nm / 1,700 – 4,700 rpm with overboost
(*Detuned: 260 Nm / 280 Nm with / w/o overboost)
Bore 79,0 mm
Stroke 81,5 mm
Compression Ratio 9,5 : 1
Mass (DIN - 70020A) 142 kg (MT version w/o balancers)
132 kg (AT version)
Dimensions L: 638 mm W: 564 mm H: 701 mm
Emission Euro 6.1 / Euro 6c / ULEV
Block Material Cast iron with aluminium bedplate
Cyl. Head Material Aluminium
Drivetrain DOHC, Roller Finger Follower
Fuel Injection System Central Direct Injection (SIDI)
Production Plant Szentgotthard/Hungary
Carline Astra, Cascada, Zafira, Insignia*
Features: Cylinder block with aluminium bedplate
Chain driven valve train with RFF
Central SIDI
2-stage oil-/switchable water pump


Product Highlights

Duramax 2.8L Turbo Diesel (LWN)

Click image to enlarge


Overview

Type: Duramax 2.8L Turbo Diesel (LWN)
RPO Code LWN
Displacement 2776 cm3
Cylinder 4
Valves per Cylinder 4
Air Charging System Variable Geometry Turbocharger
Maximum Power Hp 200 hp @ 3400 rpm
Maximum Power KW 147 kW @ 3400 rpm
Maximum Torque Nm 500 Nm @ 2000 rpm
Bore 94 mm
Stroke 100 mm
Compression Ratio 16,5 : 1
Mass (DIN - 70020A) 236 kg
Dimensions L: 641, H: 920, W: 708 mm
Emission Euro 4/5 - US Bin125
Block Material Grey Cast Iron
Cyl. Head Material Aluminium
Drivetrain Euro4: CC DOC
Euro5: CC DOC and UF DPF
US Bin125: CCDOC, UF DPF, SCR
Fuel Injection System Direct Injection Common Rail
Production Plant Rayong (Thailand), Brazil
Carline Chevy Colorado, GMC Canyon
Features: low fuel consumtion and CO2 emissions
optimized for noise, vibration and harshness
compatible with global emission requirements

One-Piece Aluminum Housing with Separate Composite Bearing Plate


The F17 manual transmission has a one-piece, aluminum housing with a separate composite bearing plate and integrates the differential within the compact and lightweight housing.

Lightweight Two-Shaft Design


The two-shaft design of the transmission places all of the gears behind one another, with a housing extension that covers the fifth gear set.

Triple-Cone Synchronization


The synchromesh system for the gears uses triple-cone synchronizers for first and second gears, for enhanced low-gear engagement that manifests as smoothers and easier launch and shifting characteristics for the driver. All of the F17's forward gears and final drive are hard-machined for greater durability.


F17 FIVE-SPEED MANUAL TRANSMISSION (M25)

Click image to enlarge


Overview

General Motors' F17 5-speed is a robust yet compact five-speed manual transmission for front-wheel drive vehicles with a transversely mounted engine. Its design incorporates the axle differential for easier packaging in smaller vehicles. Premium features include triple-cone synchronizers for first and second gears and a new synchronizer system for a high-quality shift feel. All forward gears are synchronized. All of the forward gears and final drive in the differential are hard-machined for durability.

The F17 uses conventional gear oil and no maintenance is required under normal operating conditions. Fluid changes are recommended for severe duty. A hydraulic clutch eliminates adjustments throughout the lifespan of the transmission.

Type: Front wheel drive, transversal, 5 speed with integrated differential
Configuration: Single piece housing, two covers, two shafts
Engine range: FAM 0 1.4L - FAM 1 1.8L - Gasoline
Maximum engine torque: 129 lb.-ft. (175Nm) (A18XER)
Maximum gearbox torque: 140 lb.-ft. (190 Nm)
Center distance: 180mm
Gear ratios: M25
First: 3.73
Second: 1.96
Third: 1.41
Fourth: 1.12
Fifth: 0.89
Reverse: 3.63
Final Drive Ratio: 3.94 for 1.8Fam1 Zafira application
All forward gears and final drive hard machined
Case material: aluminium, single piece housing with separate bearing plate
Fluid type: BOT 303 mod
Transmission weight: dry: 32.5kg
Synchronization: 1st & 2nd: Triple Cone
3rd/4th/5th: Single Cone
All forward gears synchronized.
Clutch actuation: Hydraulic or mechanical clutch actuation
Whole Length 365 mm
Shifting System: rod or cable shift system optional
Assembly Site: Aspern; Austria
Applications: OPEL Corsa, Astra, Zafira
Opel Corsa
Opel Astra
Opel Zafira

One-Piece Aluminum Housing with Separate Composite Bearing Plate


The F17 manual transmission has a one-piece, aluminum housing with a separate composite bearing plate and integrates the differential within the compact and lightweight housing.

Lightweight Two-Shaft Design


The two-shaft design of the transmission places all of the gears behind one another, with a housing extension that covers the fifth gear set.

Triple-Cone Synchronization


The synchromesh system for the gears uses triple-cone synchronizers for first and second gears, for enhanced low-gear engagement that manifests as smoothers and easier launch and shifting characteristics for the driver. All of the F17's forward gears and final drive are hard-machined for greater durability.


F17 FIVE-SPEED MANUAL TRANSMISSION (MDG)

Click image to enlarge


Overview

General Motors' F17 5-speed is a robust yet compact five-speed manual transmission for front-wheel drive vehicles with a transversely mounted engine. Its design incorporates the axle differential for easier packaging in smaller vehicles. Premium features include triple-cone synchronizers for first and second gears and a new synchronizer system for a high-quality shift feel. All forward gears are synchronized. All of the forward gears and final drive in the differential are hard-machined for durability.

The F17 uses conventional gear oil and no maintenance is required under normal operating conditions. Fluid changes are recommended for severe duty. A hydraulic clutch eliminates adjustments throughout the lifespan of the transmission.

Type: Front wheel drive, transversal, 5 speed with integrated differential
Configuration: Single piece housing, two covers, two shafts
Engine range: FAM 0 1.4L - FAM 1 1.6L - Gasoline
Maximum engine torque: 114 lb.-ft. (155Nm) (A16XER)
Maximum gearbox torque: 140 lb.-ft. (190 Nm)
Center distance: 180mm
Gear ratios: MDG
First: 3.91
Second: 2.14
Third: 1.41
Fourth: 1.12
Fifth: 0.89
Reverse: 3.77
Final Drive Ratio: 3.94 for 1.4 Fam0 ADAM application
3.94 for 1.6 Fam1 Astra application
4.63 for 1.4 Fam0 Astra application
  All forward gears and final drive hard machined
Case material: aluminium, single piece housing with separate bearing plate
Fluid type: BOT 303 mod
Transmission weight: dry: 32.5kg
Synchronization: 1st & 2nd: Triple Cone
3rd/4th/5th: Single Cone
All forward gears synchronized.
Clutch actuation: Hydraulic or mechanical clutch actuation
Whole Length 365 mm
Shifting System: rod or cable shift system optional
Assembly Site: Aspern; Austria
Applications: OPEL ADAM, Corsa, Astra
Opel ADAM
Opel Corsa
Opel Astra

One-Piece Aluminum Housing with Separate Composite Bearing Plate


The F17 manual transmission has a one-piece, aluminum housing with a separate composite bearing plate and integrates the differential within the compact and lightweight housing.

Lightweight Two-Shaft Design


The two-shaft design of the transmission places all of the gears behind one another, with a housing extension that covers the fifth gear set.

Triple-Cone Synchronization


The synchromesh system for the gears uses triple-cone synchronizers for first and second gears, for enhanced low-gear engagement that manifests as smoothers and easier launch and shifting characteristics for the driver. All of the F17's forward gears and final drive are hard-machined for greater durability.


F17 FIVE-SPEED MANUAL TRANSMISSION (M7Q)

Click image to enlarge


Overview

General Motors' F17 5-speed is a robust yet compact five-speed manual transmission for front-wheel drive vehicles with a transversely mounted engine. Its design incorporates the axle differential for easier packaging in smaller vehicles. Premium features include triple-cone synchronizers for first and second gears and a new synchronizer system for a high-quality shift feel. All forward gears are synchronized. All of the forward gears and final drive in the differential are hard-machined for durability.

The F17 uses conventional gear oil and no maintenance is required under normal operating conditions. Fluid changes are recommended for severe duty. A hydraulic clutch eliminates adjustments throughout the lifespan of the transmission.

Type: Front wheel drive, transversal, 5 speed with integrated differential
Configuration: Single piece housing, two covers, two shafts
Engine range: SDE 1.3L - Diesel
Maximum engine torque: 140 lb.-ft. (190Nm) (A13DTE)
Maximum gearbox torque: 140 lb.-ft. (190 Nm)
Center distance: 180mm
Gear ratios: M7Q
First: 3.73
Second: 2.14
Third: 1.32
Fourth: 0.89
Fifth: 0.67
Reverse: 3.63
Final Drive Ratio: 3.94 for 1.3 SDE Meriva application
3.74 for 1.3 SDE Corsa application
  All forward gears and final drive hard machined
Case material: aluminium, single piece housing with separate bearing plate
Fluid type: BOT 303 mod
Transmission weight: dry: 32.5kg
Synchronization: 1st & 2nd: Triple Cone
3rd/4th/5th: Single Cone
All forward gears synchronized.
Clutch actuation: Hydraulic or mechanical clutch actuation
Whole Length 365 mm
Shifting System: rod or cable shift system optional
Assembly Site: Aspern; Austria
Applications: OPEL Corsa, Meriva
Opel Corsa
Opel Meriva

One-Piece Aluminum Housing with Separate Composite Bearing Plate


The F17 manual transmission has a one-piece, aluminum housing with a separate composite bearing plate and integrates the differential within the compact and lightweight housing.

Lightweight Two-Shaft Design


The two-shaft design of the transmission places all of the gears behind one another, with a housing extension that covers the fifth gear set.

Triple-Cone Synchronization


The synchromesh system for the gears uses triple-cone synchronizers for first and second gears, for enhanced low-gear engagement that manifests as smoothers and easier launch and shifting characteristics for the driver. All of the F17's forward gears and final drive are hard-machined for greater durability.


F17 FIVE-SPEED MANUAL TRANSMISSION (MKG)

Click image to enlarge


Overview

General Motors' F17 5-speed is a robust yet compact five-speed manual transmission for front-wheel drive vehicles with a transversely mounted engine. Its design incorporates the axle differential for easier packaging in smaller vehicles. Premium features include triple-cone synchronizers for first and second gears and a new synchronizer system for a high-quality shift feel. All forward gears are synchronized. All of the forward gears and final drive in the differential are hard-machined for durability.

The F17 uses conventional gear oil and no maintenance is required under normal operating conditions. Fluid changes are recommended for severe duty. A hydraulic clutch eliminates adjustments throughout the lifespan of the transmission.

Type: Front wheel drive, transversal, 5 speed with integrated differential
Configuration: Single piece housing, two covers, two shafts
Engine range: SDE 1.3L - Diesel
Maximum engine torque: 140 lb.-ft. (190Nm) (A13DTE)
Maximum gearbox torque: 140 lb.-ft. (190 Nm)
Center distance: 180mm
Gear ratios: MKG
First: 3.73
Second: 1.96
Third: 1.32
Fourth: 0.89
Fifth: 0.67
Reverse: 3.63
Final Drive Ratio: 3.55 for 1.3 SDE Corsa application
  All forward gears and final drive hard machined
Case material: aluminium, single piece housing with separate bearing plate
Fluid type: BOT 303 mod
Transmission weight: dry: 32.5kg
Synchronization: 1st & 2nd: Triple Cone
3rd/4th/5th: Single Cone
All forward gears synchronized.
Clutch actuation: Hydraulic or mechanical clutch actuation
Whole Length 365 mm
Shifting System: rod or cable shift system optional
Assembly Site: Aspern; Austria
Applications: OPEL Corsa
Opel Corsa

One-Piece Aluminum Housing with Separate Composite Bearing Plate


The F17 manual transmission has a one-piece, aluminum housing with a separate composite bearing plate and integrates the differential within the compact and lightweight housing.

Lightweight Two-Shaft Design


The two-shaft design of the transmission places all of the gears behind one another, with a housing extension that covers the fifth gear set.

Triple-Cone Synchronization


The synchromesh system for the gears uses triple-cone synchronizers for first and second gears, for enhanced low-gear engagement that manifests as smoothers and easier launch and shifting characteristics for the driver. All of the F17's forward gears and final drive are hard-machined for greater durability.


F17 FIVE-SPEED MANUAL TRANSMISSION (MEM)

Click image to enlarge


Overview

General Motors' F17 5-speed is a robust yet compact five-speed manual transmission for front-wheel drive vehicles with a transversely mounted engine. Its design incorporates the axle differential for easier packaging in smaller vehicles. Premium features include triple-cone synchronizers for first and second gears and a new synchronizer system for a high-quality shift feel. All forward gears are synchronized. All of the forward gears and final drive in the differential are hard-machined for durability.

The F17 uses conventional gear oil and no maintenance is required under normal operating conditions. Fluid changes are recommended for severe duty. A hydraulic clutch eliminates adjustments throughout the lifespan of the transmission.

Type: Front wheel drive, transversal, 5 speed with integrated differential
Configuration: Single piece housing, two covers, two shafts
Engine range: SDE 1.3L - Diesel
Maximum engine torque: 140 lb.-ft. (190Nm) (A13DTE)
Maximum gearbox torque: 140 lb.-ft. (190 Nm)
Center distance: 180mm
Gear ratios: MEM
First: 3.91
Second: 2.14
Third: 1.32
Fourth: 0.89
Fifth: 0.67
Reverse: 3.76
Final Drive Ratio: 3.94 for 1.3 SDE Astra application
  All forward gears and final drive hard machined
Case material: aluminium, single piece housing with separate bearing plate
Fluid type: BOT 303 mod
Transmission weight: dry: 32.5kg
Synchronization: 1st & 2nd: Triple Cone
3rd/4th/5th: Single Cone
All forward gears synchronized.
Clutch actuation: Hydraulic or mechanical clutch actuation
Whole Length 365 mm
Shifting System: rod or cable shift system optional
Assembly Site: Aspern; Austria
Applications: Opel Astra
Opel Astra


M32 6-SPEED MANUAL TRANSMISSION (MZ7)

Click image to enlarge


Overview

The M32 manual transmission (MZ7) is a front wheel drive, six-speed transmission and is part of the M20/32 manual transmission family. It is one of the manual transmissions used in GM's small cars. The M32 manual transmission family features a three-axis transverse layout, with fully synchronized gears and compact packaging. It features higher torque capacity with smooth-running performance.

The design features include triple-cone synchronizer on 1st and 2nd gears, double-cone synchronizers for 3rd and 4th. Single-cone synchronizers for 5th, 6th and reverse.

Type: front wheel drive, six-speed manual transmission
Configuration: Transversal, three shafts
Engine range: SDE 1.3L - Turbo Diesel
Maximum engine torque: 155 lb.-ft. (210Nm) (A13DTR)
Maximum gearbox torque: 155 lb.-ft. (210Nm)
Center distance: 181mm
Gear ratios: MZ7
First: 4.27
Second: 2.16
Third: 1.30
Fourth: 0.96
Fifth: 0.74
Sixth: 0.61
Reverse: 3.82
Final Drive Ratio: 3.72 for 1.3 SDE Corsa / Aveo application
Maximum validated gross vehicle weight: 1568 kg (3457 lbs.)
Case material: alumnium, 3 piece housing
Fluid type: BOT 303
Transmission weight: dry: 44 kg (98 lbs.)
Fluid capacity: 1.9L (2.0 qt)
Synchronization: 1st & 2nd: Triple Cone
3rd/4th: Single Cone
5th/6th/rev: Single Cone
Clutch actuation: Hydraulic clutch actuation
Whole Length: 339mm
Shifting System: cable shift system
Assembly Site: Aspern; Austria
Applications: OPEL Corsa
Chevrolet Aveo
Opel Corsa
Chevrolet Aveo


M32 6-SPEED AWD MANUAL TRANSMISSION
(M7Y & F46)

Click image to enlarge


Overview

The M32 manual transmission (MY7 & F46) is an all wheel drive drive, six-speed transmission and is part of the M20/32 manual transmission family. It is one of the manual transmissions used in GM's small cars. The M32 manual transmission family features a three-axis transverse layout, with fully synchronized gears and compact packaging. It features higher torque capacity with smooth-running performance.

The design features include triple-cone synchronizer on 1st and 2nd gears, double-cone synchronizers for 3rd and 4th. Single-cone synchronizers for 5th, 6th and reverse.

Type: ALL wheel drive, six-speed manual transmission
Configuration: Transversal, three shafts
Engine range: FAM0 1.4L - Turbo Gasoline
Maximum engine torque: 148 lb-ft. (200 Nm) (FAM 0 1.4L)
Maximum gearbox torque: 236 lb-ft (320Nm); 1st/rev. gear 260Nm; 2nd gear 290Nm
Center distance: 197mm
Gear ratios: M7Y & F46
First: 3.82
Second: 2.35
Third: 1.48
Fourth: 1.07
Fifth: 0.88
Sixth: 0.74
Reverse: 3.55
Final Drive Ratio: 3.83
Maximum validated gross vehicle weight: 2280kg (5026 lbs.)
Case material: alumnium, 3 piece housing
Fluid type: BOT 0303
Transmission weight: dry: 49 kg (108 lbs.)
Fluid capacity: 1.9L (2.0 qt)
Synchronization: 1st & 2nd: Triple Cone
3rd/4th: Single Cone
5th/6th/rev: Single Cone
Clutch actuation: Hydraulic clutch actuation
Whole Length: 339mm
Shifting System: cable shift system
Assembly Site: Aspern; Austria
Applications: Chevrolet TRAX
OPEL MOKKA
Chevrolet TRAX
OPEL MOKKA


M32 6-SPEED AWD MANUAL TRANSMISSION
(MZ4 & F46)

Click image to enlarge


Overview

The M32 manual transmission (MZ4 & F46) is an all wheel drive drive, six-speed transmission and is part of the M20/32 manual transmission family. It is one of the manual transmissions used in GM's small cars. The M32 manual transmission family features a three-axis transverse layout, with fully synchronized gears and compact packaging. It features higher torque capacity with smooth-running performance.

The design features include triple-cone synchronizer on 1st and 2nd gears, double-cone synchronizers for 3rd and 4th. Single-cone synchronizers for 5th, 6th and reverse.

Type: ALL wheel drive, six-speed manual transmission
Configuration: Transversal, three shafts
Engine range: Cicle L 1.7L - Turbo Gasoline
Maximum engine torque: 221 lb-ft. (300 Nm) (Circle L 1.7L)
Maximum gearbox torque: 236 lb-ft (320Nm); 1st/rev. gear 260Nm; 2nd gear 290Nm
Center distance: 197mm
Gear ratios: MZ4 & F46
First: 3.82
Second: 2.05
Third: 1.30
Fourth: 0.96
Fifth: 0.74
Sixth: 0.61
Reverse: 3.55
Final Drive Ratio: 3.65
Maximum validated gross vehicle weight: 2280kg (5026 lbs.)
Case material: alumnium, 3 piece housing
Fluid type: BOT 0303
Transmission weight: dry: 49 kg (108 lbs.)
Fluid capacity: 1.9L (2.0 qt)
Synchronization: 1st & 2nd: Triple Cone
Synchronization: 3rd/4th: Single Cone
Synchronization: 5th/6th/rev: Single Cone
Clutch actuation: Hydraulic clutch actuation
Whole Length: 339mm
Shifting System: cable shift system
Assembly Site: Aspern; Austria
Applications: Chevrolet TRAX
OOPEL MOKKA
Chevrolet TRAX
OPEL MOKKA


M32 6-SPEED MANUAL TRANSMISSION (MZ0)

Click image to enlarge


Overview

The M32 manual transmission (MZ0) is a front wheel drive, six-speed transmission and is part of the M20/32 manual transmission family. It is one of the manual transmissions used in GM's small cars. The M32 manual transmission family features a three-axis transverse layout, with fully synchronized gears and compact packaging. It features higher torque capacity with smooth-running performance.

The design features include triple-cone synchronizer on 1st and 2nd gears, double-cone synchronizers for 3rd and 4th. Single-cone synchronizers for 5th, 6th and reverse.

Type: front wheel drive, six-speed manual transmission
Configuration: Transversal, three shafts
Engine range: FAM1 1.6 & 1.8L - Gasoline
MGE 1.6L - Gasoline
FAM0 1.4L - Gasoline
ECOTECH 2.2 & 2.4L - Gasoline
Maximum engine torque: 221 lb-ft. (300 Nm) (MGE 1.6L)
Maximum gearbox torque: 236 lb-ft (320Nm); 1st/rev. gear 260Nm; 2nd gear 290Nm
Center distance: 197mm
Gear ratios: MZ0
First: 3.82
Second: 2.16
Third: 1.48
Fourth: 1.07
Fifth: 0.88
Sixth: 0.74
Reverse: 3.55
Final Drive Ratio: 3.94
Maximum validated gross vehicle weight: 2280kg (5026 lbs.)
Case material: alumnium, 3 piece housing
Fluid type: BOT 303
Transmission weight: dry: 47 kg (104 lbs.)
Fluid capacity: 1.9L (2.0 qt)
Synchronization: 1st & 2nd: Triple Cone
Synchronization: 3rd/4th: Single Cone
Synchronization: 5th/6th/rev: Single Cone
Clutch actuation: Hydraulic clutch actuation
Whole Length: 339mm
Shifting System: cable shift system
Assembly Site: Aspern; Austria
Applications: Chevrolet Cruze, Malibu, Orlando
OPEL Corsa, Astra, Meriva, Zafira
Chevrolet Cruze
Chevrolet Malibu
Chevrolet Orlando
Opel Corsa
Opel Astra
Opel Meriva
Opel Zafira


M32 6-SPEED MANUAL TRANSMISSION (MZ4)

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Overview

The M32 manual transmission (MZ4) is a front wheel drive, six-speed transmission and is part of the M20/32 manual transmission family. It is one of the manual transmissions used in GM's small cars. The M32 manual transmission family features a three-axis transverse layout, with fully synchronized gears and compact packaging. It features higher torque capacity with smooth-running performance.

The design features include triple-cone synchronizer on 1st and 2nd gears, double-cone synchronizers for 3rd and 4th. Single-cone synchronizers for 5th, 6th and reverse.

Type: front wheel drive, six-speed manual transmission
Configuration: Transversal, three shafts
Engine range: FAM0 1.4L - Turbo Gasoline
FAM1 1.6L - Turbo Gasoline
Circle L 1.7L - Diesel
Maximum engine torque: 221 lb-ft. (300 Nm) (Cycle L)
Maximum gearbox torque: 236 lb-ft. (320Nm); 1st/rev. gear 260Nm; 2nd gear 290Nm
Center distance: 197mm
Gear ratios: MZ4
First: 3.82
Second: 2.05
Third: 1.30
Fourth: 0.96
Fifth: 0.74
Sixth: 0.61
Reverse: 3.55
Final Drive Ratio: 3.65
Maximum validated gross vehicle weight: 2280kg (5026 lbs.)
Case material: alumnium, 3 piece housing
Fluid type: BOT 0303
Transmission weight: dry: 47 kg
Fluid capacity: 1.9L (2.0 qt)
Synchronization: 1st & 2nd: Triple Cone
Synchronization: 3rd/4th: Single Cone
Synchronization: 5th/6th/rev: Single Cone
Clutch actuation: Hydraulic clutch actuation
Whole Length: 339mm
Shifting System: cable shift system
Assembly Site: Aspern; Austria
Applications: Chevrolet Aveo, Cruze
OPEL Corsa, Astra
Chevrolet Aveo
Chevrolet Cruze
Opel Astra
Opel Corsa


M32 6-SPEED MANUAL TRANSMISSION (MF3)

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Overview

The M32 manual transmission (MF3) is a front wheel drive, six-speed transmission and is part of the M20/32 manual transmission family. It is one of the manual transmissions used in GM's small cars. The M32 manual transmission family features a three-axis transverse layout, with fully synchronized gears and compact packaging. It features higher torque capacity with smooth-running performance.

The design features include triple-cone synchronizer on 1st and 2nd gears, double-cone synchronizers for 3rd and 4th. Single-cone synchronizers for 5th, 6th and reverse.

Type: Front wheel drive, six-speed manual transaxle
Configuration: Transversal, three shafts
Engine range: FAM0 1.4L - Turbo Gasoline
Circle L 1.7L - Diesel
Fam B 2.0L - Turbo Diesel
Maximum engine torque: 221 lb-ft. (300 Nm) (Fam B)
Maximum gearbox torque: 236 lb-ft. (320Nm); 1st/rev. gear 260Nm; 2nd gear 290Nm
Center distance: 197mm
Gear ratios: MF3
First: 4.73
Second: 2.16
Third: 1.30
Fourth: 0.96
Fifth: 0.74
Sixth: 0.61
Reverse: 3.82
Final Drive Ratio: 3.83 for 1.4 FAM 0 Cruze application,
3.35 for 1.7 & 2.0 Diesel Astra & Insignia applications
Maximum validated gross vehicle weight: 2280kg (5026 lbs.)
Case material: alumnium, 3 piece housing
Fluid type: BOT 303
Transmission weight: dry: 47 kg
Fluid capacity: 1.9L (2.0 qt)
Synchronization: 1st & 2nd: Triple Cone
Synchronization: 3rd/4th: Single Cone
Synchronization: 5th/6th/rev: Single Cone
Clutch actuation: Hydraulic clutch actuation
Whole Length: 339mm
Shifting System: cable shift system
Assembly Site: Aspern; Austria
Applications: Chevrolet Cruze
OPEL Astra, Zafira, Insignia
Chevrolet Cruze
Opel Astra
Opel Zafira
Opel Insignia


M32 6-SPEED MANUAL TRANSMISSION (MR5)

Click image to enlarge


Overview

The M32 manual transmission (MR5) is a front wheel drive, six-speed transmission and is part of the M20/32 manual transmission family. It is one of the manual transmissions used in GM's small cars. The M32 manual transmission family features a three-axis transverse layout, with fully synchronized gears and compact packaging. It features higher torque capacity with smooth-running performance.

The design features include triple-cone synchronizer on 1st and 2nd gears, double-cone synchronizers for 3rd and 4th. Single-cone synchronizers for 5th, 6th and reverse.

Type: front wheel drive, six-speed manual transmission
Configuration: Transversal, three shafts
Engine range: FAM0 1.4L-Turbo Gasoline
FAM 1 1.6L Turbo Gasoline
MGE 1.6L Gasoline
Maximum engine torque: 207 lb-ft. (280 Nm) (MGE)
Maximum gearbox torque: 236 lb-ft. (320Nm); 1st/rev. gear 260Nm; 2nd gear 290Nm
Center distance: 197mm
Gear ratios: MR5
First: 4.27
Second: 2.35
Third: 1.48
Fourth: 1.07
Fifth: 0.88
Sixth: 0.74
Reverse: 3.82
Final Drive Ratio: 3.83 for 1.4 FAM 0 Aveo, Cruze application,
3.94 for 1.6 FAM 1 Insignia applications
Maximum validated gross vehicle weight: 2280kg (5026 lbs.)
Case material: alumnium, 3 piece housing
Fluid type: BOT 0303
Transmission weight: dry: 47 kg
Fluid capacity: 1.9L (2.0 qt)
Synchronization: 1st & 2nd: Triple Cone
Synchronization: 3rd/4th: Single Cone
Synchronization: 5th/6th/rev: Single Cone
Clutch actuation: Hydraulic clutch actuation
Whole Length: 339mm
Shifting System: cable shift system
Assembly Site: Aspern; Austria
Applications: Chevrolet Aveo, Cruze
OPEL Insignia
Chevrolet Aveo
Chevrolet Cruze
Opel Astra
Opel Insignia


M32 6-SPEED MANUAL TRANSMISSION (M06)

Click image to enlarge


Overview

The M32 manual transmission (M06) is a front wheel drive, six-speed transmission and is part of the M20/32 manual transmission family. It is one of the manual transmissions used in GM's small cars. The M32 manual transmission family features a three-axis transverse layout, with fully synchronized gears and compact packaging. It features higher torque capacity with smooth-running performance.

The design features include triple-cone synchronizer on 1st and 2nd gears, double-cone synchronizers for 3rd and 4th. Single-cone synchronizers for 5th, 6th and reverse.

Type: front wheel drive, six-speed manual transmission
Configuration: Transversal, three shafts
Engine range: Circle L 1.7L - Diesel
Maximum engine torque: 221 lb-ft. (300 Nm) (Cycle L)
Maximum gearbox torque: 236 lb-ft. (320Nm); 1st/rev. gear 260Nm; 2nd gear 290Nm
Center distance: 197mm
Gear ratios: M06
First: 3.82
Second: 2.16
Third: 1.35
Fourth: 0.96
Fifth: 0.77
Sixth: 0.61
Reverse: 3.55
Final Drive Ratio: 3.65
Maximum validated gross vehicle weight: 1890 kg (4167 lbs.)
Case material: alumnium, 3 piece housing
Fluid type: BOT 0303
Transmission weight: dry: 47 kg
Fluid capacity: 1.9L (2.0 qt)
Synchronization: 1st & 2nd: Triple Cone
Synchronization: 3rd/4th: Single Cone
Synchronization: 5th/6th/rev: Single Cone
Clutch actuation: Hydraulic clutch actuation
Whole Length: 339mm
Shifting System: cable shift system
Assembly Site: Aspern; Austria
Applications: OPEL Meriva
Opel Meriva


F40 6-Speed AWD Manual Transmission (MK6 & F46)

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Overview

The F40 manual transmission (MK6 & F46) is an all wheel drive, six-speed transmission and is part of the F40 manual transmission family. It is one of the manual transmissions used in GM's small to mid-size cars. The F40 manual transmission family features a three-axis transverse layout, with fully synchronized gears and compact packaging. It features higher torque capacity with smooth-running performance.

The design features include triple-cone synchronizer on 1st and 2nd gears, double-cone synchronizers for 3re , 4th and reverse. Single-cone synchronizers for 5th and 6th.

Type: F40-6 AWD
Max torque 400Nm
Torque limitations: 300Nm 1st=4,167, R=3,917
Torque limitations: 330Nm 1st=3,917, R=3,750
Torque limitations: 280Nm 1st=3,769/3,917 R=3,538/3,750
Torque limitations: 2nd gear: 400Nm (all)
Torque limitations: 4th gear: 400Nm (all)
Transmission Orientation: L (longitudinal), T( Transverse ) All wheel drive & transversal set up
Engine range: ECOTEC 2.0L - Turbo Gasoline
HFV6 2.8L - Tubo Gasoline
Configuration 3-piece housing
No. of gears 6 + rev.
No. of shafts 3
Shift system (cable/rod) cable
Clutch actuation system (hydraulical/mechanical) hydraulic
Center distance Input/Differential F40: 197mm
Length 354mm
Weight (dry): F40 (AWD): 55kg
Clutch size: 240mm and 250mm
Synchronization: 1st-2nd: 3 cone, 3rd-4th: 2 cone, 5th-6th: 1 cone, rev.:2 cone
Transmission fluid: BOT 303 mod
Assembly site: Russelsheim, Germany
Applications:  
OPEL Insignia
OPEL Insignia OPC
 
Gearsets MK6 & F46
1st: 3.917
2nd 2.040
3rd 1.365
4th 1.048
5th 0.846
6th: 0.740
R: 3.750
Final Drives  
GY6 3.762 for 2.0 ECOTEC Insignia application
FW4 3.895 for 2.8L HFV6 Insignia OPC application
Opel Insignia
Opel Insignia OPC


F40 6-Speed Manual Transmission (MR6)

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Overview

The F40 manual transmission (MR6) is a front wheel drive, six-speed transmission and is part of the F40 manual transmission family. It is one of the manual transmissions used in GM's small to mid-size cars. The F40 manual transmission family features a three-axis transverse layout, with fully synchronized gears and compact packaging. It features higher torque capacity with smooth-running performance.

The design features include triple-cone synchronizer on 1st and 2nd gears, double-cone synchronizers for 3re , 4th and reverse. Single-cone synchronizers for 5th and 6th.

Type: F40-6 FWD (AWD capable)
Max torque 400Nm
Torque limitations: 300Nm 1st=4,167
Torque limitations: 330Nm 1st=3,917
Torque limitations: 280Nm 1st=3,769
Torque limitations: 2nd gear to 6th gear: 400Nm (all)
Torque limitations: 4th gear: 400Nm (all)
Torque limitations: FD 4.176 usage limited to max. nominal input torque of 255 Nm
Transmission Orientation: L (longitudinal), T( Transverse ) front wheel drive & transversal set up
Engine range: ECOTEC 2.0L - Turbo Gasoline
Fam B 2.0L - Bi-Turbo Diesel
Configuration 3-piece housing
No. of gears 6 + rev.
No. of shafts 3
Shift system (cable/rod) cable
Clutch actuation system (hydraulical/mechanical) hydraulic
Center distance Input/Differential F40: 197mm
Length 354mm, 372mm
Weight (dry): F40 (FWD): 54 kg; F40 (AWD): 55kg
Clutch size: 240mm and 250mm
Synchronization: 1st-2nd: 3 cone, 3rd-4th: 2 cone, 5th-6th: 1 cone, rev.:2 cone
Transmission fluid: BOT 303 mod
Assembly site: Russelsheim, Germany
Applications:  
Buick Regal
Buick Regal GS
Buick Verano
OPEL Astra, Insignia, Zafira
Chevrolet Malibu
 
Gearsets MR6
1st: 3,917
2nd 2,040
3rd 1,321
4th 0.954
5th 0.755
6th: 0.623
R: 3,750
Final Drives  
GY6 3.762 for 2.0 ECOTEC Regal, Insignia application
FP9 3.55 for Fam B Insignia application
FX2 3.90 for Fam B Zafira application
Buick Regal
Buick Regal GS
Buick Verano
Opel Astra
Opel Insignia
Opel Zafira
Chevy Malibu


F40 6-Speed Manual Transmission (MK6)

Click image to enlarge


Overview

The F40 manual transmission (MR6) is a front wheel drive, six-speed transmission and is part of the F40 manual transmission family. It is one of the manual transmissions used in GM's small to mid-size cars. The F40 manual transmission family features a three-axis transverse layout, with fully synchronized gears and compact packaging. It features higher torque capacity with smooth-running performance.

The design features include triple-cone synchronizer on 1st and 2nd gears, double-cone synchronizers for 3re , 4th and reverse. Single-cone synchronizers for 5th and 6th.

Type: F40-6 FWD (AWD capable)
Max torque 400Nm
Torque limitations: 300Nm 1st=4,167
Torque limitations: 330Nm 1st=3,917
Torque limitations: 280Nm 1st=3,769
Torque limitations: 2nd gear to 6th gear: 400Nm (all)
Torque limitations: 4th gear: 400Nm (all)
Torque limitations: FD 4.176 usage limited to max. nominal input torque of 255 Nm
Transmission Orientation: L (longitudinal), T( Transverse ) front wheel drive & transversal set up
Engine range: ECOTEC 2.0L - Turbo Gasoline
Configuration 3-piece housing
No. of gears 6 + rev.
No. of shafts 3
Shift system (cable/rod) cable
Clutch actuation system (hydraulical/mechanical) hydraulic
Center distance Input/Differential F40: 197mm
Length 354mm, 372mm
Weight (dry): F40 (FWD): 54 kg; F40 (AWD): 55kg
Clutch size: 240mm and 250mm
Synchronization: 1st-2nd: 3 cone, 3rd-4th: 2 cone, 5th-6th: 1 cone, rev.:2 cone
Transmission fluid: BOT 303
Assembly site: Russelsheim, Germany
Applications:  
OPEL Astra  
Gearsets MK6
1st: 3.917
2nd 2.040
3rd 1.365
4th 1.048
5th 0.846
6th: 0.740
R: 3.750
Final Drives  
FV2 4.176 for 2.0 ECOTEC Astra application
Opel Astra


F40 6-Speed Manual Transmission (MYJ)

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Overview

The F40 manual transmission (MYJ) is a front wheel drive, six-speed transmission and is part of the F40 manual transmission family. It is one of the manual transmissions used in GM's small to mid-size cars. The F40 manual transmission family features a three-axis transverse layout, with fully synchronized gears and compact packaging. It features higher torque capacity with smooth-running performance.

The design features include triple-cone synchronizer on 1st and 2nd gears, double-cone synchronizers for 3re , 4th and reverse. Single-cone synchronizers for 5th and 6th.

Type: F40-6 FWD (AWD capable)
Max torque 400Nm
Torque limitations: 300Nm 1st=4,167
Torque limitations: 330Nm 1st=3,917
Torque limitations: 280Nm 1st=3,769
Torque limitations: 2nd gear to 6th gear: 400Nm (all)
Torque limitations: 4th gear: 400Nm (all)
Torque limitations: FD 4.176 usage limited to max. nominal input torque of 255 Nm
Transmission Orientation: L (longitudinal), T( Transverse ) front wheel drive & transversal set up
Engine range: Fam Z 2.0L - Turbo Diesel
Fam B 2.0L - Turbo Diesel
Configuration 3-piece housing
No. of gears 6 + rev.
No. of shafts 3
Shift system (cable/rod) cable
Clutch actuation system (hydraulical/mechanical) hydraulic
Center distance Input/Differential F40: 197mm
Length 354mm (Epsilon1), 372mm (GMC)
Weight (dry): F40 (FWD): 54 kg; F40 (AWD): 55kg
Clutch size: 240mm and 250mm
Synchronization: 1st-2nd: 3 cone, 3rd-4th: 2 cone, 5th-6th: 1 cone, rev.:2 cone
Transmission fluid: BOT 303
Assembly site: Russelsheim, Germany
Applications:  
Chevrolet Cruse, Orlando
OPEL Astra, Insignia, Zafira
 
Gearsets MYJ
1st: 4.167
2nd 2.130
3rd 1.321
4th 0.954
5th 0.755
6th: 0.623
R: 3.917
Final Drives  
FP9 3.55 for Fam B & Fam Z all applications
Opel Astra
Opel Insignia
Opel Zafira
Opel Antara
Chevy Cruze
Chevy Orlando
Chevy Captiva


F40 (MXS)

Click image to enlarge


Overview

The F40 manual transmission (MR6) is a front wheel drive, six-speed transmission and is part of the F40 manual transmission family. It is one of the manual transmissions used in GM's small to mid-size cars. The F40 manual transmission family features a three-axis transverse layout, with fully synchronized gears and compact packaging. It features higher torque capacity with smooth-running performance.

The design features include triple-cone synchronizer on 1st and 2nd gears, double-cone synchronizers for 3re , 4th and reverse. Single-cone synchronizers for 5th and 6th.

Type: F40-6 FWD (AWD capable)
Max torque 400Nm
Torque limitations: 300Nm 1st=4,167
Torque limitations: 330Nm 1st=3,917
Torque limitations: 280Nm 1st=3,769
Torque limitations: 2nd gear to 6th gear: 400Nm (all)
Torque limitations: 4th gear: 400Nm (all)
Torque limitations: FD 4.176 usage limited to max. nominal input torque of 255 Nm
Transmission Orientation: L (longitudinal), T( Transverse ) front wheel drive & transversal set up
Engine range: ECOTEC 2.4L - Gasoline
Configuration 3-piece housing
No. of gears 6 + rev.
No. of shafts 3
Shift system (cable/rod) cable
Clutch actuation system (hydraulical/mechanical) hydraulic
Center distance Input/Differential F40: 197mm
Length 354mm (Epsilon1), 372mm (GMC)
Weight (dry): F40 (FWD): 54 kg; F40 (AWD): 55kg
Clutch size: 240mm and 250mm
Synchronization: 1st-2nd: 3 cone, 3rd-4th: 2 cone, 5th-6th: 1 cone, rev.:2 cone
Transmission fluid: BOT 303 mod
Assembly site: Russelsheim, Germany
Applications:  
Chevrolet Captiva  
OPEL Antara  
Gearsets MXS
1st: 4.167
2nd 2.208
3rd 1.480
4th 1.155
5th 0.920
6th: 0.740
R: 3.917
Final Drives  
FV2 4.18 for ECOTEC application
Opel Astra
Chevrolet Captiva


M32 (M60)

Click image to enlarge


Overview

The M32 manual transmission (M06) is a front wheel drive, six-speed transmission and is part of the M20/32 manual transmission family. It is one of the manual transmissions used in GM's small cars. The M32 manual transmission family features a three-axis transverse layout, with fully synchronized gears and compact packaging. It features higher torque capacity with smooth-running performance.

The design features include triple-cone synchronizer on 1st and 2nd gears, double-cone synchronizers for 3rd and 4th. Single-cone synchronizers for 5th, 6th and reverse.

Type: front wheel drive, six-speed manual transmission
Configuration: Transversal, three shafts
Engine range: Fam0 1.4L Turbo - Gasoline
Maximum engine torque: 148 lb-ft. (200 Nm) (Fam0)
Maximum gearbox torque: 236 lb-ft. (320Nm); 1st/rev. gear 260Nm; 2nd gear 290Nm
Center distance: 197mm
Gear ratios: M60
First: 4.27
Second: 2.35
Third: 1.57
Fourth: 1.15
Fifth: 0.94
Sixth: 0.81
Reverse: 3.82
Final Drive Ratio: 3.65
Maximum validated gross vehicle weight: 1890 kg (4167 lbs.)
Case material: alumnium, 3 piece housing
Fluid type: BOT 0303
Transmission weight: dry: 47 kg
Fluid capacity: 1.9L (2.0 qt)
Synchronization: 1st & 2nd: Triple Cone
Synchronization: 3rd/4th: Single Cone
Synchronization: 5th/6th/rev: Single Cone
Clutch actuation: Hydraulic clutch actuation
Whole Length: 339mm
Shifting System: cable shift system
Assembly Site: Aspern; Austria
Applications: OPEL Zafira
Chevrolet Orlando
Opel Meriva
Chevrolet Orlando

One-Piece Aluminum Housing with Separate Composite Bearing Plate


The F17 manual transmission has a one-piece, aluminum housing with a separate composite bearing plate and integrates the differential within the compact and lightweight housing.

Lightweight Two-Shaft Design


The two-shaft design of the transmission places all of the gears behind one another, with a housing extension that covers the fifth gear set.

Triple-Cone Synchronization


The synchromesh system for the gears uses triple-cone synchronizers for first and second gears, for enhanced low-gear engagement that manifests as smoothers and easier launch and shifting characteristics for the driver. All of the F17's forward gears and final drive are hard-machined for greater durability.


F17 (M26)

Click image to enlarge


Overview

General Motors' F17 5-speed is a robust yet compact five-speed manual transmission for front-wheel drive vehicles with a transversely mounted engine. Its design incorporates the axle differential for easier packaging in smaller vehicles. Premium features include triple-cone synchronizers for first and second gears and a new synchronizer system for a high-quality shift feel. All forward gears are synchronized. All of the forward gears and final drive in the differential are hard-machined for durability.

The F17 uses conventional gear oil and no maintenance is required under normal operating conditions. Fluid changes are recommended for severe duty. A hydraulic clutch eliminates adjustments throughout the lifespan of the transmission.

Type: Front wheel drive, transversal, 5 speed with integrated differential
Configuration: Single piece housing, two covers, two shafts
Engine range: Fam 0 Gen 3
Maximum engine torque: 140 lb.-ft. (190Nm)
Maximum gearbox torque: 140 lb.-ft. (190 Nm)
Center distance: 180mm
Gear ratios: M26 WR
First: 3.73
Second: 1.96
Third: 1.32
Fourth: 095
Fifth: 0.76
Reverse: 3.63
Final Drive Ratio: 4.19 for Corsa & Meriva Fam0 application
  All forward gears and final drive hard machined
Case material: aluminium, single piece housing with separate bearing plate
Fluid type: BOT 303 mod
Transmission weight: dry: 32.5kg
Synchronization: 1st & 2nd: Triple Cone
3rd/4th/5th: Single Cone
All forward gears synchronized.
Clutch actuation: Hydraulic or mechanical clutch actuation
Whole Length 365 mm
Shifting System: rod or cable shift system optional
Assembly Site: Aspern; Austria
Applications: OPEL Corsa, Meriva
Opel Corsa
Opel Meriva

One-Piece Aluminum Housing with Separate Composite Bearing Plate


The F17 manual transmission has a one-piece, aluminum housing with a separate composite bearing plate and integrates the differential within the compact and lightweight housing.

Lightweight Two-Shaft Design


The two-shaft design of the transmission places all of the gears behind one another, with a housing extension that covers the fifth gear set.

Triple-Cone Synchronization


The synchromesh system for the gears uses triple-cone synchronizers for first and second gears, for enhanced low-gear engagement that manifests as smoothers and easier launch and shifting characteristics for the driver. All of the F17's forward gears and final drive are hard-machined for greater durability.


Product Highlights

Click below for more information

F17 – 5 Speed ( Gen II )

Click image to enlarge


Overview

Type: Transverse front wheel drive, five-speed manual transaxle
Engine range: SDE, Fam0, Fam 1
Maximum gearbox torque: 190 Nm ( 170Nm/150Nm(SR) for 1st/rev )
Gear ratios: SR CR WR ER FR UR
First: 3.909 3.727 3.909
Second: 2.136 1.96 2.136 1.96 2.136
Third: 1.414 1.323
Fourth: 1.121 0.946 0.892
Fifth: 0.892 0.756 0.674
Reverse: 3.308
Final Drive: 3,550/3,737/3,944/4,188/ 4,625 ( MY11.5)
Transmission weight (dry): 32,4 kg
Center distance: Center Dist. Input/Diff: 180 mm, Center Input/ Main Shaft: 65 mm
Length: 365 mm
Clutch size: 216 mm
Fluid capacity approx.: 1.6ltr
Synchronization: 1&2 triple cone, 3&4 double cone &5 single cone, single cone @rev.gear
Production plant: Aspern (Austria)
Applications: GM Carlines: Corsa, Astra, Astra Classic, Meriva, Zafira Classic, Global Small, Adam (MY13,5)
Features: Rod or cable shift system
Clutch actuation mech. or hydraulical
All gears hard machined except reverse
Single piece housing (two pieces housing w 2 covers)
DMF optional / SMF for SDE MY11
Two-shaft design
Opel Corsa
Astra
Astra Classic
Meriva
Zafira Classic
Global Small
Adam (MY13,5)

One-Piece Aluminum Housing with Separate Composite Bearing Plate


The F17 manual transmission has a one-piece, aluminum housing with a separate composite bearing plate and integrates the differential within the compact and lightweight housing.

Lightweight Two-Shaft Design


The two-shaft design of the transmission places all of the gears behind one another, with a housing extension that covers the fifth gear set.

Triple-Cone Synchronization


The synchromesh system for the gears uses triple-cone synchronizers for first and second gears, for enhanced low-gear engagement that manifests as smoothers and easier launch and shifting characteristics for the driver. All of the F17's forward gears and final drive are hard-machined for greater durability.


Product Highlights

Click below for more information

F40 – 6 Speed

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Overview

Type: Transverse FWD and AWD, six-speed manual transaxle
Engine range: Fam B, L850, HFV6, Fam Z
Maximum gearbox torque: 400 Nm (1st /R: 330 Nm and 300 Nm)
Gear ratios: CR WR
First: 3,917 / 3,769 / 4,167
Second: 2,040 / 2,130
Third: 1,365 / 1,48 1.321
Fourth: 1,048 / 1,115 0.954
Fifth: 0,846 / 0,92 0.755
Sixth: 0,740 / 0,707 0.623
Reverse: 3,54 / 3,75 (AWD) / 3,92 3,75 / 3,92
Final drive:   3,091 / 3,348 / 3,545 / 3,762 / 3,895 / 4,176
Transmission weight (dry): FWD: 54kg, AWD: 55kg
Center distance: Center Dist. Input/Diff: 197 mm
Center Dist. Input/ Output 1: 83 mm
Center Dist. Input /Output 2: 108 mm
Length: 354 mm (Eps.1) / 372 mm (GMC)
Clutch size: 240 mm and 250 mm
Fluid capacity approx.:
Synchronization: 1&2 (3-cone), 3&4 (2-cone), 5&6 (1-cone), R (2-cone)
Production plant: Rüsselsheim (Germany)
Platforms: Global Mid Size, Global Compact
Theta
Saab 903, Saab 905
Features: Cable shift system
Clutch actuation hydraulic.
Two pieces housing (transm. and clutch housing)
DMF required.
Three-shaft design
Global Mid Size
Global Compact
Theta
Saab 903
Saab 905

One-Piece Aluminum Housing with Separate Composite Bearing Plate


The F17 manual transmission has a one-piece, aluminum housing with a separate composite bearing plate and integrates the differential within the compact and lightweight housing.

Lightweight Two-Shaft Design


The two-shaft design of the transmission places all of the gears behind one another, with a housing extension that covers the fifth gear set.

Triple-Cone Synchronization


The synchromesh system for the gears uses triple-cone synchronizers for first and second gears, for enhanced low-gear engagement that manifests as smoothers and easier launch and shifting characteristics for the driver. All of the F17's forward gears and final drive are hard-machined for greater durability.


Product Highlights

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M20/32 - 6 speed

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Overview

Type: Transverse front wheel drive, six-speed manual transaxle
Engine range: GM Engines: SDE, CircleL ,Fam B, Fam 0, Fam 1, Fam 2, L850, SGE, MDE, MGE, C-DOHC
Maximum gearbox torque: M20: Up to 210 Nm
M32: Up to 320 Nm
Gear ratios: H I J K N P R S T
First: 3.818 4.273 3.818 4.273 3.818 4.273
Second: 2.158 2.053 2.353 2.158 2.353
Third: 1.475 1.302 1.571 1.349 1.302 1.302 1.475 1.475 1.571
Fourth: 1.067 0.959 1.151 0.959 0.959 0.959 1.067 1.067 1.151
Fifth: 0.875 0.744 0.943 0.744 0.744 0.875 0.875 0.943
Six: 0.744 0.614 0.861 0.614 0.744 0.744 0.805
Reverse: 3.545 3.818 3.545 3.818
Final drive: M20: 3,722; 4,133, (3.818 under development)
M32: 3,350; 3,650; 3,833; 3,941; 4,176
Trm. weight (dry): M20: 44,5 kg
M32: 46,7 kg
Center distance: Center Dist. Input/Diff: M20: 181 mm, M32: 197 mm
Length: 341 …345 mm (variations due to different clutch housings)
Clutch size: 216- 242 mm
Fluid cap. appr.: 1,9 l
Synchronization: All gears synchronized, incl. reverse with short shift travel
1st & 2nd equipped with a third lining per gear
5th, 6th and reverse gear do not feature those synchronization rings
Production plant: Aspern (Austria)
Applications: OPEL: Corsa, Astra, Meriva, Zafira, Insignia, Mokka, Combo
  CHEVROLET: Cruze, Sonic, Aveo, Malibu, Orlando
  BUICK: Regal
Features: Cable shift system
Hydraulic clutch actuation
Three piece housing
Provision for dual mass flywheel
Three-shaft design M20: FWD MT M32: FWD MT, AWD MT Modular structure
Opel Corsa
Opel Astra
Opel Meriva
Opel Zafira
Opel Insignia
Opel Mokka
Opel Combo
Chevrolet Cruze
Chevrolet Sonic
Chevrolet Aveo
Chevrolet Malibu
Chevrolet Orlando
Buick Regal





Product Highlights

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F17MTA

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Overview



Type: Transverse front wheel drive, five-speed manual transaxle automated
Engine range: GM Engines Gasoline: B14XEL, SGE 1.0
GM Engines Diesel: SDE B13DTC
Maximum gearbox torque: Up to 190 Nm
Gear ratios: ER CR
First: 3.727
Second: 2.136
Third: 1.323 1.414
Fourth: 0.892 1.121
Fifth: 0.674 0.892
Reverse: 3.308
Final drive: 4,188 3.55 4.625 3.94
Transmission weight (dry) 31,7 kg + 6 kg
Center distance: Center Dist. Input/Diff: 180 mm (identical with MT)
Length: Identical with MT
Clutch size: Identical with MT
Fluid capacity approx.: 1,6 l
Synchronization: identical with MT
Production plant: Aspern (Austria)
Applications: GM Carlines: Corsa, Adam , Astra, Cruze
Features: Hydraulic shift and clutch actuation
Hydraulic fluid prefilled
Clutch identical with MT
CSC with sensor
Delivered as complete sub-assembly
Different driving modes available: eg. Eco, Sport
Stop+Start capable
Manual and Automatic mode
Several adaptive features available
Corsa
Adam
Astra
Cruze





Product Highlights

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M1X

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Overview



Type: Transverse front wheel drive, six-speed manual transaxle
Engine range: SGE-LE1 & LE2, CSS-Prime, CSS 33T & 45T, CVG 1.0T
Maximum gearbox torque: M1x/M24 up to 240Nm
Gear ratios: NEDC
GS51 GS55
First: 3.917 3.917
Second: 2.292 2.08
Third: 1.556 1.355
Fourth: 1.167 1.05
Fifth: 0.93 0.844
Sixth: 0.759 0.698
Reverse: 3.833 3.833
Spread: 5.2 6
Final drive: 3,188 / 3,375 / 3,563 / 3,688 / 3,875 / 4,133
Transmission weight (dry) 38,5 KG
Center distance: Center Dist. Input/Diff: 180 mm
Length: 374,9 mm (SMF) / 396,6 mm (DMF) / 404,6 mm (CSS)
Clutch size: SGE/CSS - 228 mm
Fluid capacity approx.: 1,5ltr
Synchronization: 1st & 2nd triple cone, 3rd - 6th single cone, rev. single cone
Production plant: SAGW, Yantai, China
Features: Cable shift system
Synchronized Reverse Gear
Hydraulic clutch actuation
Two piece housing with bearing plate
Two and half-shaft design
All information included on this web site was valid at the time of posting. We reserve the right to change at any time.