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Axel · 06-11-2006, 03:56 PM

part 2:

DUAL CAM PHASING

The dual camshafts of the turbo Ecotec are equipped with phasers (we will resist the urge to insert a “Star Trek” reference) that allow for the intake and exhaust valve timing to be constantly varied. Through the use of cam position sensors, the engine control module can precisely modulate the timing of the valve and this allows for the combustion process to be optimized. According to Guard it also allows for generous overlap to be used at low RPM levels that in turn decrease the response time of the turbocharger and gives a “more immediate feeling and power”. This is yet another technology that works well with the direct injection and dual-scroll turbo to meet the goals of the Ecotec program.

OIL-COOLED PISTONS

Below each piston lies an oil cooling jet. These jets spray oil directly into the channels that are cast into the bottom of the oil-galley pistons. This helps to reduce piston temperatures by as much as 95 degrees. The system continuously delivers pressurized oil for cool and lubrication. This reduces noise, friction and greatly adds to the durability of the engine at high power levels. The oil pump used in this engine is the same as that found in all other Ecotec engines and it was designed from the onset to support future high-performance applications.

LET THE WRENCHING BEGIN!

The immediate problem with modifying the new turbo Ecotec will be the uniqueness of the design. Even though many parts are shared with other members of the Ecotec family, many of the power-making parts are not. The cylinders head was built specifically for the SIDI fuel injectors so there are no immediate replacement performance heads. The cast pistons are unique due to their internal channels for the oil squirters. If you were to swap in existing aftermarket forged pistons, you would loose most of the benefits of the oil cooling and since the top of the piston is dished specifically for SIDI, it’s doubtful they would work at all. Because of the design of the phasers and variable valve timing, a swap of the cams would be tricky as well. Even the computer, which is based on the new 58-tooth reluctor wheel, is something that the aftermarket is just now starting to figure out how to tune. Like all new technologies, there’s a learning curve involved and this engine is all about cutting-edge teach. Now for the good news. Over the last four years, GM has made good on its promise to turn the Ecotec into the “small block Chevy” of the compact crowd. GM Performance Parts has successfully built a line of serious speed parts for the first-Generation Ecotec- stuff like block, cranks, and cylinder head. Camshafts, pistons, and intakes. We’re regularly seeing over 800 hp from the First-Generation Ecotec architecture and it’s only going to go higher with the new turbo version, which already has an upgraded block and a forged steel crank.

Based on the engineered-in margin of past turbocharged GM mills such as the 4.3-liter V-6 Cyclone / Typhoon and the 3.8-liter LC2 Buick V-6, it’s not a stretch to imagine 350 easy hp out of the turbo Ecotec with only a turbo upgrade, bigger injectors and a computer re-flash. And unlike a naturally aspirated engine, a turbocharged one has potential to respond to minor tweaks in a big way. Dodge’s four-cylinder SRT-4, for instance, is boosted from 225 hp to 355 hp with its stage 3R kit, which consist only of a reprogrammed computer, large injectors, wastegate actuator, a few sensors, a large turbo, and a bigger fuel pump. The two big differences between the dodge and the Turbo Ecotec is that the Ecotec start with 35 more hp, and all that power drives the rear wheel for maximum effect. Coupled to world-class, fully independent suspension and dropped into an easy-to-wrench-on engine compartment. The tubo Ecotec and Solstice GXP already have us salivating.

BOTTOM LINE

GM feels this is a “no compromise” package and they have gone through all the validation processes to show it will hold up to real-world use. The folk at GM are understandably proud of their accomplishment with the new turbo Ecotec and the synergy of various technologies employment. “The 2.0 liter turbo is the pinnacle of Ecotec performance to date, with additional growth planned. The ground-work for its capabilities was laid on the drawing table at the very beginning of the Ecotec’s development,” said Groff. “Prior work and a far thinking engine design continue to help GM respond to market demand around the globe more quickly and with greater accuracy.”

Put all these technologies together and what you end up with is a look at the future of modern high-performance engines. While these technologies help GM’s newest four-banger make good power for its diminutive size, just imagine what they could do to pump up the power in the next generation of V-8 mills. Guard had this say:“ No decision has been made at this point, but we’re proud of this engine and we’re always looking for additional ways to get it to the marketplace, so stay tuned.”

06-11-2006, 03:56 PM	#8 (permalink)
Axel First 2000 Sr. Member Join Date: Sep 2005 Location: Charlotte, NC Posts: 342 My Photos: (0)	part 2: DUAL CAM PHASING The dual camshafts of the turbo Ecotec are equipped with phasers (we will resist the urge to insert a “Star Trek” reference) that allow for the intake and exhaust valve timing to be constantly varied. Through the use of cam position sensors, the engine control module can precisely modulate the timing of the valve and this allows for the combustion process to be optimized. According to Guard it also allows for generous overlap to be used at low RPM levels that in turn decrease the response time of the turbocharger and gives a “more immediate feeling and power”. This is yet another technology that works well with the direct injection and dual-scroll turbo to meet the goals of the Ecotec program. OIL-COOLED PISTONS Below each piston lies an oil cooling jet. These jets spray oil directly into the channels that are cast into the bottom of the oil-galley pistons. This helps to reduce piston temperatures by as much as 95 degrees. The system continuously delivers pressurized oil for cool and lubrication. This reduces noise, friction and greatly adds to the durability of the engine at high power levels. The oil pump used in this engine is the same as that found in all other Ecotec engines and it was designed from the onset to support future high-performance applications. LET THE WRENCHING BEGIN! The immediate problem with modifying the new turbo Ecotec will be the uniqueness of the design. Even though many parts are shared with other members of the Ecotec family, many of the power-making parts are not. The cylinders head was built specifically for the SIDI fuel injectors so there are no immediate replacement performance heads. The cast pistons are unique due to their internal channels for the oil squirters. If you were to swap in existing aftermarket forged pistons, you would loose most of the benefits of the oil cooling and since the top of the piston is dished specifically for SIDI, it’s doubtful they would work at all. Because of the design of the phasers and variable valve timing, a swap of the cams would be tricky as well. Even the computer, which is based on the new 58-tooth reluctor wheel, is something that the aftermarket is just now starting to figure out how to tune. Like all new technologies, there’s a learning curve involved and this engine is all about cutting-edge teach. Now for the good news. Over the last four years, GM has made good on its promise to turn the Ecotec into the “small block Chevy” of the compact crowd. GM Performance Parts has successfully built a line of serious speed parts for the first-Generation Ecotec- stuff like block, cranks, and cylinder head. Camshafts, pistons, and intakes. We’re regularly seeing over 800 hp from the First-Generation Ecotec architecture and it’s only going to go higher with the new turbo version, which already has an upgraded block and a forged steel crank. Based on the engineered-in margin of past turbocharged GM mills such as the 4.3-liter V-6 Cyclone / Typhoon and the 3.8-liter LC2 Buick V-6, it’s not a stretch to imagine 350 easy hp out of the turbo Ecotec with only a turbo upgrade, bigger injectors and a computer re-flash. And unlike a naturally aspirated engine, a turbocharged one has potential to respond to minor tweaks in a big way. Dodge’s four-cylinder SRT-4, for instance, is boosted from 225 hp to 355 hp with its stage 3R kit, which consist only of a reprogrammed computer, large injectors, wastegate actuator, a few sensors, a large turbo, and a bigger fuel pump. The two big differences between the dodge and the Turbo Ecotec is that the Ecotec start with 35 more hp, and all that power drives the rear wheel for maximum effect. Coupled to world-class, fully independent suspension and dropped into an easy-to-wrench-on engine compartment. The tubo Ecotec and Solstice GXP already have us salivating. BOTTOM LINE GM feels this is a “no compromise” package and they have gone through all the validation processes to show it will hold up to real-world use. The folk at GM are understandably proud of their accomplishment with the new turbo Ecotec and the synergy of various technologies employment. “The 2.0 liter turbo is the pinnacle of Ecotec performance to date, with additional growth planned. The ground-work for its capabilities was laid on the drawing table at the very beginning of the Ecotec’s development,” said Groff. “Prior work and a far thinking engine design continue to help GM respond to market demand around the globe more quickly and with greater accuracy.” Put all these technologies together and what you end up with is a look at the future of modern high-performance engines. While these technologies help GM’s newest four-banger make good power for its diminutive size, just imagine what they could do to pump up the power in the next generation of V-8 mills. Guard had this say:“ No decision has been made at this point, but we’re proud of this engine and we’re always looking for additional ways to get it to the marketplace, so stay tuned.”