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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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

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.

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.

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.

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.

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.

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.

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.

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

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.

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.

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.

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.

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.

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.

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 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.

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.

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.

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.

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.

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.

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.

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.

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 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.

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.

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.

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.

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.

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.

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.

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.

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 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.

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.

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.

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.

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.

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.

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.

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.

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 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.

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.

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.

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.

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.

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.

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.

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.

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 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.

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.

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.

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.

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.

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.

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.

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.

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.

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

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.

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.

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.

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

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.

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.

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.

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

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

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

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.

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

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

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

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

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

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.

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

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

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

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

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

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.

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

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

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

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.