A lot of development work went into this new version of the Ecotec; it wasn't simply a matter of plunking a turbo on the engine. Indeed, every major casting was redesigned to provide a heightened level of reliability, though the engine was originally designed for use in forced-induction applications.
As with the new supercharged Northstar engine in the new Cadillac XLR, the displacement of the Solstice GXP's is slightly smaller than the normally aspirated version. Both feature a reduced bore size to increase cylinder-wall thickness. The Ecotec Turbo's stroke is also reduced and features a beefy, forged-steel crankshaft for additional durability. Bore and stroke are 86x86 mm (3.38x3.38 inches) for a total displacement of 1,998 cc's or 122 ci.
The Ecotec 2.0-liter Turbo uses a stronger "Gen II" Ecotec engine block, which was developed with input from racing experience to support increased horsepower and torque. Cylinder-block bulkheads -- the areas where the main bearing caps are attached -- and the cylinder walls are enlarged for strength. Other areas of the engine were enhanced to reinforce the structure, and the water jacket is deeper for added cooling capacity and improved cylinder-bore roundness. This architecture is shared with the 2.4-liter Ecotec engine that debuted in the Pontiac Solstice roadster.
Its bottom end is also upgraded to handle the additional boost. In addition to the forged-steel crankshaft, the Ecotec Turbo also employs forged connecting rods and cast pistons. The pistons feature a dish shape that deflects injected fuel toward the spark plugs. They are cooled with a jet-spray of oil on their undersides that directs the oil into a cast-in channel inside the piston, further resisting detonation.
Additionally, the Ecotec 2.0-liter Turbo four benefits from variable valve timing and an intercooled, twin-scroll turbocharger system to provide boost. A dual-scroll design is used on the exhaust turbine and speeds up velocity and response, much in the same way a two-plane intake manifold performs the identical function. The result is a nearly lag-free system, one that gives the 2.0-liter four the feel of a much larger engine. Dual cam phasing complements the turbocharging by optimizing valve timing at lower rpm for best turbo response and quick engine build-up time. "There is virtually no lag with this system," says Ed Groff, assistant chief engineer, Ecotec 2.0-liter Turbo engine. "Throttle response is immediate. The engine acts like it has a larger displacement engine."
Its turbocharger provides up to approximately 20 pounds of boost. It is matched to the engine's displacement and performance objectives, and is supported by the air-to-air intercooling system, which reduces inlet temperature pf the turbo-compressed air by approximately 212 degrees (100 degrees C), enhancing performance because cooler air is denser.
Well then, that explains it..Axel said:TorqueIT,
Some of the answer lies in part of a mag review of this engine:
Use what ya got!TorqueIT said:Well then, that explains it..
Although the original Ecotec has been able to withstand 750hp with aftermarket mods, so I still wonder why they didn't just keep the extra displacment and modify it from there.
Wonder what it would take to push this new engine into the 300 range? :thumbs:
Surely you jest!Way2Fast said:Cast pistons in the turbo....penny pinchers !!!!!!!!!!!!!!
That's forged, I say FORGED pistons, boy! (With apologies to Foghorn Leghorn.)GM Press Release said:Highlights of the Ecotec 2.0-liter Turbo engine include:
•Forged connecting rods
•Forged oil-galley pistons
•Jet-spray piston cooling
•9.2:1 compression ratio
•Aluminum cylinder head with sodium-filled exhaust valves
•High-pressure engine-driven fuel pump
•Variable pressure fuel rail
jimbo said:Surely you jest!
That's forged, I say FORGED pistons, boy! (With apologies to Foghorn Leghorn.)
My thoughts exactly, I hope some day you can just tune what GM provided to get some reasonable gains. I would love to see somebody like Edge or Diablo step up and provide a tuner.BlueSkyRL said:OK guys,
The ecotec 2.0L engine is the one the racing poeple have been perfecting over the last couple of years. With a short stroke you get a more responsive engine (shorter piston travel - enertia). This engine is designed to take upwards of 500 or more horse as is _GM quoted engineer. The ECM - parameters, valve timing duration, and fuel injection will need to be changed to increase the hp/tq. The direct injectors are not running at full load on the stock engine. They are PWM controlled and the duty cycle will need to be increased. The mechanical fuel pump is running at about 1250 psi and is camamble of running near 2500 psi. There will be some limits on how far we can change the engine parameters because octane of the fuel sorce will become an issues(knocking/ preignition) and premium fuel won't be enough. Becaues there are direct injectors, there are alot of ways to help increse the output and decrease knock by pre injectiing and post injecting fuel around the main injection of fuel. Remenember we can inject fuel at any time in the cycle. I have done this with deisel engines and the priciple is the same.
PLEASE keep in mind my numbers quoted may be a little off (from memory).
PS The ECM uses a Oak series of Freescale processor which I use in engineering. It is very powerful - cumputerwise and will have no problem keeping everything timed just right.
My two cents
I think Motor Trend is spying on our threads, August 2006 issue, page 18, "260 horsepower and 20 to 28 mpg from the 2.0-liter Ecotec turbo four in the 2007 Saturn Sky Redline, Pontiac Solstice GXP, and Opel GT sounds impressive. But GM"s already testing Ecotec turbos with over 300 horses."Delnari said:Tuners on the GM 2.0L engine are testing upgrades now. I have hear reports out of GM Performance division that over 330 hp was made running premium fuel. Maybe this will pass down through the GM performance accessories as stage upgrades.
It's intercooled. You're not going to be pushing 20psi without intercooling it. The main modification to the front nose of the Solstice was to permit proper airflow to the intercooler itself.Robotech said:I see nothing listed about an Intercooler...am I reading that right?
Come on GM, I thought you learned this with the Grand Prix after I saw an IC on the Cobalt...
An Intercooler would take care of that pesky knock issues. So too would a larger throttle body or cams with a different lift...unless the VVT takes care of lift too...I just saw duration and overlap mentioned.