sexy engine...(big pics, long post)
#1
05-18-2006, 04:47 PM
sexy engine...(big pics, long post)
2nd generation 2.0T Ecotec
[IMG]
^^ GMs new car for the Forumla D circuit 500hp drifter, I love the hardtop over the roadster
[quote]2006 Los Angeles Auto Show: Solstice GXP Engine In-Depth
Source: GM
What They Say: Advanced Combustion Technology Improves Power and Efficiency in the 2007 Pontiac Solstice GXP
What It Means: Here's an engine every Cobalt SS owner is going to want.
Full Release: PONTIAC , Mich. — General Motors introduces the Ecotec 2.0-liter Turbo engine in the 2007 Pontiac Solstice GXP, making it GM's first direct injection offering in North America . Gasoline direct injection technology helps the Ecotec engine produce more power while maintaining the lower fuel consumption of a small displacement port-injected engine. It produces 260 horsepower (194 kW) and 260 lb.-ft. of torque (353 Nm),* making it GM's highest specific output engine ever, at 2.1 horsepower per cubic inch of displacement (130 hp / 97 kW per liter), and the most powerful production engine in the Ecotec family.
Variable valve timing and an intercooled, twin-scroll turbocharging system are used to optimize the Ecotec 2.0-liter Turbo engine's performance. It was developed with the global resources of GM Powertrain in the United States and Europe , drawing on expertise from the naturally aspirated Ecotec 2.2-liter direct injection engine used in some European applications and the 2.0-liter turbocharged engines already in production.
With direct injection, fuel is delivered directly to the combustion chamber to create a more complete burn of the air/fuel mixture. Less fuel is required to produce the equivalent horsepower, especially at normal cruising speeds, of a conventional port-injection combustion system.
"Direct injection technology works well with turbocharging and helps deliver a great balance of power and economy," said Ed Groff, assistant chief engineer, Ecotec 2.0-liter Turbo engine. "The Ecotec 2.0-liter Turbo produces the power expected of a V-6, but in a smaller, more efficient package — and the driving response is simply terrific."
A dual-scroll turbocharger with a lightweight turbine provides nearly instant power and an air-to-air intercooling system bolsters the turbo's performance by reducing inlet temperatures. Dual cam phasing complements the turbocharging system by optimizing valve timing at lower rpm for best turbo response and quick engine torque build-up time.
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. The cylinder block bulkheads — the areas where the main bearing caps are attached — and the bore 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.
Highlights of the Ecotec 2.0-liter Turbo engine include:
•Steel crankshaft
•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
•Dual-scroll turbocharger
Components including the steel crankshaft, forged connecting rods and forged pistons are high-strength items that provide strength and enhance durability. Jet-spray oil cooling directed toward an oil-galley piston help reduce piston temperatures. The system delivers pressurized oil to continuously lubricate and cool the pistons, which reduces friction and noise and ensures durability for the engine's higher power levels. To enhance combustion, the piston tops feature a dish shape that deflects injected fuel toward the spark plugs.
To accommodate the direct injection system, the Ecotec 2.0-liter Turbo has a unique cylinder head and intake manifold. The cylinder head incorporates mounting locations for the fuel injectors — which are typically mounted in the intake ports or intake manifold on port injection engines. A high-pressure fuel pump delivers fuel to a variable-pressure fuel rail. Fuel enters the combustion chamber through precision multi-hole fuel injectors. The fuel pump, fuel rail pressure, fuel injection timing, and injection duration are controlled by the engine control module. In this way, fuel is metered and delivered in a finely atomized spray.
Apart from the mounting positions of the fuel injectors, the cylinder head has conventional port and combustion chamber designs, although both are optimized for direct injection and high boost pressures. The sodium-filled exhaust valves and stainless steel exhaust manifold are durable components designed to stand up to the high-performance capability of the engine.
The unique cylinder head, fuel system, pistons, intake manifold, and the dual-scroll turbocharger are the only major components that differentiate the 2.0-liter Turbo from other members of the Ecotec engine family. Mobil 1 synthetic engine oil is installed at the factory. Synthetic oil was selected for its friction-reducing capabilities and high-temperature performance.
How direct injection works
Gasoline direct injection differs from the fuel delivery process of a conventional engine by delivering fuel directly into the combustion chamber, where it is mixed with air drawn in to the chamber. The combustion process of conventional fuel injected engines uses air and fuel that are mixed in the intake port or intake manifold prior to being introduced into the combustion chamber. Direct injection is a continuation of the evolutionary process of moving the fuel introduction point closer to the combustion location to improve control.
With the Ecotec 2.0-liter Turbo, fuel is introduced directly to the combustion chamber during the intake stroke. As the piston approaches top-dead center, the mixture is ignited by the spark plug, giving the name spark ignition direct injection (SIDI). The fuel injectors are located beneath the intake ports. SIDI allows the mixture to be "leaner" — less fuel, more air — at full power. SIDI also permits a slightly higher compression ratio than if the fuel were delivered with conventional fuel injection. The result is better fuel consumption at part and full throttle. The engine uses conventional spark plugs similar to other Ecotec engines.
A high-pressure, returnless fuel system is employed. It features a high-strength stainless steel fuel line that feeds a variable-pressure fuel rail. Direct injection requires higher fuel pressure than conventional fuel injected engines and an engine-driven high-pressure fuel pump is used to supply up to 1,276 psi (150 bar) of pressure. The system regulates lower fuel pressure at idle — approximately 752 psi (50 bar) and higher pressure at wide-open throttle. The cam-driven high-pressure pumps works in conjunction with a conventional fuel tank-mounted supply pump.
Direct injection's precise fuel delivery enables more complete combustion to help reduce emissions, particularly on cold starts — the time when most engine emissions are typically created. Also, direct injection permits higher a compression ratio in the engine which is a positive influence on fuel economy. At certain power levels, the boosted SIDI engine can provide significant fuel economy benefits to the vehicle compared to a larger displacement naturally aspirated engine.
Turbocharging system
A unique,
[IMG]
^^ GMs new car for the Forumla D circuit 500hp drifter, I love the hardtop over the roadster
[quote]2006 Los Angeles Auto Show: Solstice GXP Engine In-Depth
Source: GM
What They Say: Advanced Combustion Technology Improves Power and Efficiency in the 2007 Pontiac Solstice GXP
What It Means: Here's an engine every Cobalt SS owner is going to want.
Full Release: PONTIAC , Mich. — General Motors introduces the Ecotec 2.0-liter Turbo engine in the 2007 Pontiac Solstice GXP, making it GM's first direct injection offering in North America . Gasoline direct injection technology helps the Ecotec engine produce more power while maintaining the lower fuel consumption of a small displacement port-injected engine. It produces 260 horsepower (194 kW) and 260 lb.-ft. of torque (353 Nm),* making it GM's highest specific output engine ever, at 2.1 horsepower per cubic inch of displacement (130 hp / 97 kW per liter), and the most powerful production engine in the Ecotec family.
Variable valve timing and an intercooled, twin-scroll turbocharging system are used to optimize the Ecotec 2.0-liter Turbo engine's performance. It was developed with the global resources of GM Powertrain in the United States and Europe , drawing on expertise from the naturally aspirated Ecotec 2.2-liter direct injection engine used in some European applications and the 2.0-liter turbocharged engines already in production.
With direct injection, fuel is delivered directly to the combustion chamber to create a more complete burn of the air/fuel mixture. Less fuel is required to produce the equivalent horsepower, especially at normal cruising speeds, of a conventional port-injection combustion system.
"Direct injection technology works well with turbocharging and helps deliver a great balance of power and economy," said Ed Groff, assistant chief engineer, Ecotec 2.0-liter Turbo engine. "The Ecotec 2.0-liter Turbo produces the power expected of a V-6, but in a smaller, more efficient package — and the driving response is simply terrific."
A dual-scroll turbocharger with a lightweight turbine provides nearly instant power and an air-to-air intercooling system bolsters the turbo's performance by reducing inlet temperatures. Dual cam phasing complements the turbocharging system by optimizing valve timing at lower rpm for best turbo response and quick engine torque build-up time.
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. The cylinder block bulkheads — the areas where the main bearing caps are attached — and the bore 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.
Highlights of the Ecotec 2.0-liter Turbo engine include:
•Steel crankshaft
•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
•Dual-scroll turbocharger
Components including the steel crankshaft, forged connecting rods and forged pistons are high-strength items that provide strength and enhance durability. Jet-spray oil cooling directed toward an oil-galley piston help reduce piston temperatures. The system delivers pressurized oil to continuously lubricate and cool the pistons, which reduces friction and noise and ensures durability for the engine's higher power levels. To enhance combustion, the piston tops feature a dish shape that deflects injected fuel toward the spark plugs.
To accommodate the direct injection system, the Ecotec 2.0-liter Turbo has a unique cylinder head and intake manifold. The cylinder head incorporates mounting locations for the fuel injectors — which are typically mounted in the intake ports or intake manifold on port injection engines. A high-pressure fuel pump delivers fuel to a variable-pressure fuel rail. Fuel enters the combustion chamber through precision multi-hole fuel injectors. The fuel pump, fuel rail pressure, fuel injection timing, and injection duration are controlled by the engine control module. In this way, fuel is metered and delivered in a finely atomized spray.
Apart from the mounting positions of the fuel injectors, the cylinder head has conventional port and combustion chamber designs, although both are optimized for direct injection and high boost pressures. The sodium-filled exhaust valves and stainless steel exhaust manifold are durable components designed to stand up to the high-performance capability of the engine.
The unique cylinder head, fuel system, pistons, intake manifold, and the dual-scroll turbocharger are the only major components that differentiate the 2.0-liter Turbo from other members of the Ecotec engine family. Mobil 1 synthetic engine oil is installed at the factory. Synthetic oil was selected for its friction-reducing capabilities and high-temperature performance.
How direct injection works
Gasoline direct injection differs from the fuel delivery process of a conventional engine by delivering fuel directly into the combustion chamber, where it is mixed with air drawn in to the chamber. The combustion process of conventional fuel injected engines uses air and fuel that are mixed in the intake port or intake manifold prior to being introduced into the combustion chamber. Direct injection is a continuation of the evolutionary process of moving the fuel introduction point closer to the combustion location to improve control.
With the Ecotec 2.0-liter Turbo, fuel is introduced directly to the combustion chamber during the intake stroke. As the piston approaches top-dead center, the mixture is ignited by the spark plug, giving the name spark ignition direct injection (SIDI). The fuel injectors are located beneath the intake ports. SIDI allows the mixture to be "leaner" — less fuel, more air — at full power. SIDI also permits a slightly higher compression ratio than if the fuel were delivered with conventional fuel injection. The result is better fuel consumption at part and full throttle. The engine uses conventional spark plugs similar to other Ecotec engines.
A high-pressure, returnless fuel system is employed. It features a high-strength stainless steel fuel line that feeds a variable-pressure fuel rail. Direct injection requires higher fuel pressure than conventional fuel injected engines and an engine-driven high-pressure fuel pump is used to supply up to 1,276 psi (150 bar) of pressure. The system regulates lower fuel pressure at idle — approximately 752 psi (50 bar) and higher pressure at wide-open throttle. The cam-driven high-pressure pumps works in conjunction with a conventional fuel tank-mounted supply pump.
Direct injection's precise fuel delivery enables more complete combustion to help reduce emissions, particularly on cold starts — the time when most engine emissions are typically created. Also, direct injection permits higher a compression ratio in the engine which is a positive influence on fuel economy. At certain power levels, the boosted SIDI engine can provide significant fuel economy benefits to the vehicle compared to a larger displacement naturally aspirated engine.
Turbocharging system
A unique,
#4
05-18-2006, 09:15 PM
RE: sexy engine...(big pics, long post)
ORIGINAL: Patrick
...they finally get a shot at what dodge and mitsubishi offered in the 80s...
...they finally get a shot at what dodge and mitsubishi offered in the 80s...
#5
05-19-2006, 12:34 AM
RE: sexy engine...(big pics, long post)
lol, sorry to nit pick, but you have come to expect that from me...
I hope your not forgetting the Buick Grand National and GNX, or maybe the Turbo Trans Am (still the quickest turbo'd American made car to date), or certinly not my personal favorite the Syclone, or the Typhoon. You can say the Sy and the Ty were 90s cars, but take a look at the economy in 1990 and 1991, and it can fit right inthere with 88 and 89 lol
I hope your not forgetting the Buick Grand National and GNX, or maybe the Turbo Trans Am (still the quickest turbo'd American made car to date), or certinly not my personal favorite the Syclone, or the Typhoon. You can say the Sy and the Ty were 90s cars, but take a look at the economy in 1990 and 1991, and it can fit right inthere with 88 and 89 lol
#6
05-19-2006, 09:58 AM
RE: sexy engine...(big pics, long post)
i retract all previous statements. that is one sick as hell engine.
#7
05-19-2006, 10:12 AM
RE: sexy engine...(big pics, long post)
i meant more along the lines of a turbocharged 4 in a compact..but the turbo6s are/were healthy *** cars...ive had no involvement or exposure to the turbo trucks, so i have no comment on them..but the GN/T-Type/GNXs were pretty quick...
and for the record, thats not a sick *** engine...thats another underpowered slug from GM, with a turbo bolted on....
this is a sick *** engine.
and for the record, thats not a sick *** engine...thats another underpowered slug from GM, with a turbo bolted on....
this is a sick *** engine.
