2013 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: 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 85hp (62kW) @ 5600 rpm
Chevrolet Aveo / Sonic 85hp (62kW) @ 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
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: 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 100hp (74kW) @6000 rpm
Opel Astra 100hp (74kW) @6000 rpm
Opel Meriva 100hp (74kW) @6000 rpm
Chevrolet Aveo / Sonic 100hp (74kW) @6000 rpm
Applications Torque: lb-ft. (Nm)
Opel Corsa 95 lb-ft. (130Nm) @ 4000 rpm
Opel Astra 95 lb-ft. (130Nm) @ 4000 rpm
Opel Meriva 95 lb-ft. (130Nm) @ 4000 rpm
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
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: 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) 117 kg
Emissions Controls: Catalytic Converter
Euro 5
Applications  
Opel Meriva 140hp (103kW) / 4900-6000 rpm
Opel Astra 140hp (103kW) / 4900-6000 rpm
Opel Zafira 140hp (103kW) / 4900-6000 rpm
Opel Insignia 140hp (103kW) / 4900-6000 rpm
Opel Mokka 140hp (103kW) / 4900-6000 rpm
Chevrolet Cruze 140hp (103kW) / 4900-6000 rpm
Application  
Opel Meriva 148 lb-ft (200Nm) @ 1850-4900 rpm, 163 lb-ft (220Nm) with Overboost depending on vehicle setup
Opel Astra 148 lb-ft (200Nm) @ 1850-4900 rpm, 163 lb-ft (220Nm) with Overboost depending on vehicle setup
Opel Zafira 148 lb-ft (200Nm) @ 1850-4900 rpm, 163 lb-ft (220Nm) with Overboost depending on vehicle setup
Opel Insignia 148 lb-ft (200Nm) @ 1850-4900 rpm, 163 lb-ft (220Nm) with Overboost depending on vehicle setup
Opel Mokka 148 lb-ft (200Nm) @ 1850-4900 rpm, 163 lb-ft (220Nm) with Overboost depending on vehicle setup
Chevrolet Cruze 148 lb-ft (200Nm) @ 1850-4900 rpm
MATERIALS  
Block: Iron
Cylinder head: Aluminum
Intake manifold: Composite
Exhaust manifold: Nodular Iron
Crankshaft: Nodular Iron
Camshaft: Hollow Steel
Connecting Rods: Forged Steel
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: 1.6L I-4 Fam1 Gen3 ( LDE )
Displacement: 1598cc ( 98 ci )
Engine Orientation: L ( longitudinal ) T ( transverse ) T
Compression ratio: 10.8:1
Valve train configuration: V configuaration, Dual Overhead Camshafts (DVCVP)
valves per cylinder: 4
Assembly site: St. Gotthard - Hungary
Valve lifters: Direct acting mechanical tappets
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) 116 kg (256 lbs)
Applications: Horsepower: hp ( kW )
Opel Astra 116 hp ( 85 kW ) @ 6000 rpm SAE Certified
Opel Zafira 116 hp ( 85 kW ) @ 6000 rpm SAE Certified
Opel Insignia 116 hp ( 85 kW ) @ 6000 rpm SAE Certified
Chevrolet Aveo 116 hp ( 85 kW ) @ 6000 rpm SAE Certified
Chevrolet Cruze 116 hp ( 85 kW ) @ 6000 rpm SAE Certified
Applications: Torque: lb-ft. ( Nm )
Opel Astra 114 lb.-ft. ( 155 Nm ) @ 4000 rpm SAE Certified
Opel Zafira 114 lb.-ft. ( 155 Nm ) @ 4000 rpm SAE Certified
Opel Insignia 114 lb.-ft. ( 155 Nm ) @ 4000 rpm SAE Certified
Chevrolet Aveo 114 lb.-ft. ( 155 Nm ) @ 4000 rpm SAE Certified
Chevrolet Cruze 114 lb.-ft. ( 155 Nm ) @ 4000 rpm SAE Certified
Maximum Engine Speed: 6500 rpm
Emissions Summary: EURO 5 and 6 (from MY15 onwards) , KULEV
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 (60000 km) spark plugs
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: 1.8L I-4 Fam1 Gen3 ( 2H0 )
Displacement: 1796cc ( 110 ci )
Engine Orientation: L ( longitudinal ) T ( transverse ) T
Compression ratio: 10.5:1
Valve configuration: V configuration, Dual Overhead Camshafts (DVCVP)
valves per cylinder: 4
Assembly site: St. Gotthard - Hungary
Valve lifters: Direct acting mechanical tappets
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
Engine Mass (kg/lbs) 119 kg (262 lbs)
Applications: Horsepower: hp ( kW )
Opel Astra 140 hp ( 103 kW ) @ 6300 rpm SAE Certified
Opel Zafira 140 hp ( 103 kW ) @ 6300 rpm SAE Certified
Opel Insignia 140 hp ( 103 kW ) @ 6300 rpm SAE Certified
Opel Small SUV 140 hp ( 103 kW ) @ 6300 rpm SAE Certified
Chevrolet Orlando 140 hp ( 103 kW ) @ 6300 rpm SAE Certified
Applications: Torque: lb-ft. ( Nm )
Opel Astra 129 lb.-ft. ( 175 Nm ) @ 3800 rpm SAE Certified
Opel Zafira 129 lb.-ft. ( 175 Nm ) @ 3800 rpm SAE Certified
Opel Insignia 129 lb.-ft. ( 175 Nm ) @ 3800 rpm SAE Certified
Opel Small SUV 129 lb.-ft. ( 175 Nm ) @ 3800 rpm SAE Certified
Chevrolet Orlando 129 lb.-ft. ( 175 Nm ) @ 3800 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: 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 (60000 km) spark plugs
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: 1.6L I-4 Fam1 Gen3 ( LLU )
Displacement: 1598cc ( 98 ci )
Engine Orientation: L ( longitudinal ) T ( transverse ) T
Compression ratio: 8.8:1
Valve train 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 Astra 180 hp ( 132 kW ) @ 5500 rpm SAE Certified
Opel Insignia 180 hp ( 132 kW ) @ 5500 rpm SAE Certified
Applications: Torque: lb-ft. ( Nm )
Opel Astra 170 lb.-ft. ( 230 Nm ) @ 2200-5500 rpm SAE Certified
Opel Insignia 170 lb.-ft. ( 230 Nm ) @ 2200-5500 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: Integrated exhaust manifold/turbo charger
Crankshaft: Cast Nodular Iron
Camshaft: Cast Chilled Iron
Connecting rods: Forged Steel
Additional features: Close coupled catalyst, direct after Turbo charger
Electronic Throttle Control
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
Belt Driven Camshaft
Long life (60000 km) spark plugs
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: 1.6L I-4 Fam1 Gen3 ( LGE )
Displacement: 1598cc ( 98 ci )
Induction System Dual Scroll Turbocharger
Engine Orientation: L ( longitudinal ) T ( transverse ) T
Compression ratio: 10.5:1
Valve configuration: 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: 79 x 81.5 mm
Fuel system: CNG / Sequential fuel injection
Fuel Type: Dual Fuel: CNG H-Gas / Gasoline 95 (91 - 98) RON
Engine Mass (kg/lbs) 132.5 kg (292 lbs)
Applications: Horsepower: hp ( kW )
Opel Zafira 150 hp ( 110 kW ) @ 5000 rpm SAE Certified
Applications: Torque: lb-ft. ( Nm )
Opel Zafira (CNG-Mode) 155 lb.-ft. ( 210 Nm ) @ 2300-5000 rpm SAE Certified
Opel Zafira (Gasoline-Mode) 133 lb.-ft. ( 180 Nm ) @ 2300-5000 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: Integrated exhaust manifold/turbo charger
Crankshaft: Cast Nodular Iron
Camshaft: Cast Chilled Iron
Connecting rods: Forged Steel
Additional features: Close coupled catalyst, direct after Turbo charger
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 Drivetrain
Long life (60000 km) spark plugs
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

Click below for more information

1.3L I-4 Turbo Diesel (LDV)

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 ( LDV )
Displacement: 1248cc ( 76 ci )
Induction System Fix Geometry Turbocharger with 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 75 hp ( 55 kW ) @ 4000 rpm SAE Certified
Opel Meriva 75 hp ( 55 kW ) @ 4000 rpm SAE Certified
Chevrolet Aveo 75 hp ( 55 kW ) @ 4000 rpm SAE Certified
Applications: Torque: lb-ft. ( Nm )
Opel Corsa 140 lb.-ft. ( 190 Nm ) @ 1750-2250 rpm SAE Certified
Opel Meriva 140 lb.-ft. ( 190 Nm ) @ 1750-2250 rpm SAE Certified
Chevrolet Aveo 140 lb.-ft. ( 190 Nm ) @ 1750-2250 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
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

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)

Click image to enlarge


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)

Click image to enlarge


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)

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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
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)

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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)

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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
All information included on this web site was valid at the time of posting. We reserve the right to change at any time.