GM Ecotec engine#LDK

{{Infobox automobile engine

| name = Generation I

| aka =

| production = 1999–2012

| fuelsystem = {{ubl

| Sequential multi-point fuel injection

| Gasoline direct injection

}}

| fueltype = {{ubl

| Gasoline

| CNG

| E85

}}

| image =

| displacement = {{ubl

| {{cvt|1998|cc|L|1|order=flip}}

| {{cvt|2198|cc|L|1|order=flip}}

}}

| bore = {{cvt|86|mm|in}}

| stroke = {{ubl

| {{cvt|86|mm|in}}

| {{cvt|94.6|mm|in}}

}}

| compression = {{ubl

| 8.8:1

| 9.5:1

| 10.0:1

}}

| management =

| power =

| specpower =

| torque =

| length = {{cvt|665|mm|in}}

| width = {{cvt|642|mm|in}}

| height = {{cvt|655|mm|in}}

| weight = {{cvt|139|-|150|kg|lb}}{{cite web |url=http://archives.media.gm.com/division/2005_prodinfo/powertrain/whats%20new/Ecotec/_2005%20LSJ.doc |title=Ecotec Supercharged 2.0L I-4 (LSJ) Car Engine |format=DOC |access-date=22 December 2019 |archive-url=https://web.archive.org/web/20111027072512/http://archives.media.gm.com/division/2005_prodinfo/powertrain/whats%20new/Ecotec/_2005%20LSJ.doc |archive-date=27 October 2011}}

}}

The "Ecotec" name was adopted in 1994 for the new generation of Family II engines (2000 in North America) . The name was already used for the Opel GM Family II engine, Family 1 and Family 0 ranges. GM intended this new Ecotec to become its global 4-cylinder, and it has already fully replaced their OHV I4 line.

The Ecotec engine is a DOHC 4-valve design with a lost foam cast aluminium block and head (L850 for 86 mm bore applications, and L880 for 88 mm bore{{Citation needed|date=August 2014}}), designed for displacements from 1.8 to 2.4 L. Development began in 1994, by an international team of engineers and technicians from Opel's International Technical Development Center in Rüsselsheim, Germany, GM Powertrain in Pontiac, Michigan, and Saab in Södertälje, Sweden.{{cite web|title=GM's Ecotec 2.2-Liter 4-Cylinder Engine Delivers|url=http://www.theautochannel.com/news/2002/02/07/035471.html|work=The Auto Channel|access-date=15 March 2013|location=Pontiac, Michigan}} Much of the development work on this project was carried out by [https://web.archive.org/web/20060227023927/http://www.grouplotus.com/eng/ Lotus Engineering], Hethel, United Kingdom. The engine uses aluminium pistons and cast iron cylinder liners. Vibration is reduced with twin balance shafts.

The first engine in the Ecotec Gen I line-up was Ecotec 2.2 L61, introduced in May 1999.

The current Ecotec line is manufactured in Tonawanda, New York.

File:gm ecotec LK9 saab93.jpg]]

This engine is also known as B207 when used by Saab and Z20NET by Opel for use in the Vectra C and Signum.

LK9 is a turbocharged {{cvt|1998|cc|L|1|order=flip}} version of the L850 (86 mm bore) series Ecotec utilizing an all-new reinforced sand cast aluminium cylinder head and upgraded internal components. The engine features a five-bearing forged steel crankshaft, strengthened connecting rods, redesigned pistons, piston oil cooling jets, reprofiled camshafts and an integrated oil cooler.{{cite web |author= |date=12 May 2016 |url=http://saabworld.net/wp/2003-saab-9-3-sport-sedan-press-release/ |title=2003 Saab 9-3 Sport Sedan – Press Release |website=saabworld.net }} The exhaust valves are liquid sodium-cooled. All vehicles using this engine feature Saab's Trionic 8 (T8) engine management system as well as a revised valve train. The timing chain and timing gears are also new, along with Saab's Direct Ignition system. The reinforcements, turbocharging, intercooling, internals, dual overhead camshaft, and such were developed by GM Powertrain Sweden (Saab Automobile Powertrain). It features an {{cvt|86|mm|in}} bore and stroke and a 9.5:1 compression ratio. Maximum power is {{cvt|210|hp|kW}} at 5300 rpm and {{cvt|221|lbft|Nm|0}} of torque at 2500 rpm. Maximum boost is {{cvt|12.3|psi|bar}}.

Applications:

• 2003–2014 Saab 9-3 – B207E, B207L, B207R
• 2003–2008 Opel Vectra – Z20NET (rebadged B207L)
• 2003–2008 Opel Signum – Z20NET (rebadged B207L)
• 2006–2010 Cadillac BLS – B207L, B207R

File:2006 Saturn Ion Red Line engine.jpg]]

The LSJ is a supercharged version of the LK9 Ecotec {{cvt|1998|cc|L|1|order=flip}} with an Eaton M62 Roots-type supercharger and air-to-liquid intercooler. The LSJ shares many of its components with the LK9 such as: piston cooling jets, oil cooler, pistons, connecting rods, crankshaft, oil pan, sodium-filled exhaust valves and cylinder head.{{cite web|url=http://archives.media.gm.com/division/2005_prodinfo/powertrain/index.html|access-date=16 April 2014 |title=Site Maintenance }} It is rated at {{cvt|205|hp|0}} at 5600 rpm and {{cvt|200|lbft|Nm|0}} at 4400 rpm with a compression ratio of 9.5:1 and a 6450 rpm redline. With the end of the Chevy Cobalt S/C SS and Saturn Ion Red Line, the LSJ was discontinued after 2007. In late 2005 Brammo Motorsports struck a deal with GM for the Supercharged 2.0 L Ecotec for their Ariel Atom. The engine came in various ratings from {{cvt|205|hp|0}} to {{cvt|300|hp|0}}.

The LSJ was on the Ward's 10 Best Engines list for 2006.

This engine is used in:

File:Chevrolet classic engine.jpg]]

File:2003 Pontiac Sunfire Ecotec.JPG

File:2003CavalierL61Engine.jpg]]{{Hatnote|This engine is also known as a Z22SE in other countries such as the United Kingdom, Australia, and Europe.}}

The basic Family II architecture was substantially re-engineered in 2000 to become the Ecotec Gen I. Unlike its notably harsh predecessor, the engine was designed for smoothness. Dual in-block balance shafts were integral to the design, the power-steering pump was mounted directly to the cylinder head and driven by the intake camshaft, the water-pump housing was cast into the block, and the A/C compressor and alternator were mounted directly on the block without brackets. The oil filter housing was cast into the block with a removable cover and replaceable paper element. It did not use an EGR valve. The Ecotec line is manufactured in Tonawanda, New York, and Kaiserslautern, Germany, and was also manufactured for Saturn in Spring Hill, Tennessee, until Saturn's discontinuation. In North America, this engine replaced both the Quad-4 and the GM 122 engines and first appeared in the 2000 Saturn L-Series.

The L61 is a {{cvt|2198|cc|L|1|order=flip}} version with a lost-foam cast aluminium cylinder head and block; it features an {{cvt|86|mm|in}} bore and {{cvt|94.6|mm|in}} stroke and either a 9.5:1 compression ratio or a 10.0:1. The engine is {{cvt|665|mm|in}} in length, {{cvt|642|mm|in}} in width, {{cvt|655|mm|in}} in height and approximately {{cvt|139|kg|lb}}.

The Ecotec 2.2, model L61 first appeared in the 2000 Saturn LS1; the L61-powered Saturn Ion also replaced the Saturn-powered Saturn S-Series.

There are a few variations to the standard L61. The 2003 Saturn L-Series has a high output version with higher (10:1) compression and more aggressive camshaft. The 2004–2008 Chevrolet Malibu uses a version with electronic throttle control and a special unitized exhaust manifold and catalytic converter. The Malibu and Saturn versions also use return-less fuel injection. The 2002 Saturn VUE was the first North American variant of the L61 to be equipped with electronic throttle control, whereas other applications did not arise until 2005 in the Saturn ION and Chevrolet Cobalt. For 2007, introduced an updated version of the L61 based on the Gen II design.

The supercharger and inlet manifold from the 2.0 Ecotec LSJ engine can be purchased as an official kit from GM and along with modified software in the ECM, can create a 2.2 supercharged version of this engine.

The L61 was used in the following cars:

This engine also powered the Japanese-market Subaru Traviq, a badge-engineered Opel Zafira A.{{cite web | url = http://gazoo.com/meishakan/meisha/shousai.asp?R_ID=8502 | work = Gazoo.com | title = 検索結果: 2001年 スバル トラヴィック Sパッケージ |trans-title=Great Car Pavilion: 2001 Subaru Traviq S-package | language = ja | publisher = Toyota Motor Corporation | access-date = 2012-05-22 | url-status = dead | archive-url = https://web.archive.org/web/20081011215226/http://gazoo.com/meishakan/meisha/shousai.asp?R_ID=8502 | archive-date = 2008-10-11 }}

Following the GM–Fiat agreement, the 2.2 L engine is also used in:

• Fiat Croma unmodified
• Alfa Romeo 159 heavy modified with Gasoline direct injection

{{anchor|DI}}

A direct injection version of the {{cvt|2198|cc|L|1|order=flip}} Ecotec features {{cvt|114|kW|hp|0|order=flip}} of power at 5600 rpm and {{cvt|220|Nm|lbft|0|order=flip}} of torque at 3800 rpm with a compression ratio of 12.0:1, and has been available in:

• 2003 Opel/Vauxhall Vectra
• 2003 Opel/Vauxhall Signum
• 2005 Opel/Vauxhall Zafira
• 2006–2009 Holden Astra (Australia and New Zealand only)

The Ecotec 2.2, model L42 is a version of the Ecotec 2.2 designed to run on compressed natural gas (CNG). It delivers {{cvt|129|hp|kW}} and {{cvt|129|lbft|N.m}}. It is used in the 2003–2004 Chevrolet Cavalier.

{{Infobox automobile engine

| name = Generation II

| aka =

| production = 2006–present

| fuelsystem = {{ubl

| Sequential multi-point fuel injection

| Gasoline direct injection

}}

| fueltype = {{ubl

| Gasoline

| E85

}}

| image =

| displacement = {{ubl

| {{cvt|1998|cc|L|1|order=flip}}

| {{cvt|2198|cc|L|1|order=flip}}

| {{cvt|2384|cc|L|1|order=flip}}

}}

| bore = {{ubl

| {{cvt|86|mm|in}}

| {{cvt|88|mm|in}}

}}

| stroke = {{ubl

| {{cvt|86|mm|in}}

| {{cvt|94.6|mm|in}}

| {{cvt|98|mm|in}}

}}

| compression = {{ubl

| 9.2:1

| 10.0:1

| 10.4:1

| 11.2:1

| 11.4:1

}}

| management =

| power =

| specpower =

| torque =

| length =

| width =

| height =

| weight =

}}

File:Car show 013.jpg]]

A turbocharged direct-injected (redubbed Spark Ignition Direct Injection) Ecotec was introduced in the 2007 Pontiac Solstice GXP and Saturn Sky Red Line. In these applications, the engine is mounted longitudinally. Displacement is {{cvt|1998|cc|L|1|order=flip}} with a square {{cvt|86|mm|in}} bore and stroke. Compression is 9.2:1 and maximum boost is {{cvt|1.4|bar|psi|order=flip}}, delivering {{cvt|260|hp|kW}} at 5300 rpm and {{cvt|260|lbft|N.m}} of torque from 2500 to 5250 rpm. Engine redline is at 6300 rpm and premium fuel is recommended. The sodium filled exhaust valves were based on technology developed for the Corvette V8 powertrains. The sodium fuses and becomes a liquid at idle, which improves thermal conductivity and draws heat away from the valve face and valve guide towards the stem to be cooled by the engine oil circulating in this area. The camshaft-driven direct injection systems pressurizes the fuel to {{cvt|31|bar|psi|order=flip}} at idle, and up to {{cvt|155|bar|psi|order=flip}} at wide-open throttle. The "Gen II" block is similar to the 2.4 L and also features VVT technology. The Gen II block was developed using data from racing programs and computer simulations. The bore walls and bulkheads were strengthened with a weight increase of {{cvt|2.5|lb}}. The coolant jackets were expanded to improve heat transfer, resulting in a coolant capacity increase of 0.5 liters.

In December 2008, GM released a Turbo Upgrade Kit for the LNF engine which increases horsepower to {{cvt|290|hp|kW}} and torque to up to {{cvt|340|lbft|N.m}}, depending on the model. The kit retailed for $650 and includes remapped engine calibration and upgraded 3 MAP sensors. The kit is covered by the cars' existing GM warranties.{{cite web|author= Chris Shunk |url=http://www.autoblog.com/2008/12/18/gm-releases-turbo-upgrade-kit-for-solstice-gxp-sky-redline-and/ |title=GM releases turbo upgrade kit for Solstice GXP, Sky Redline and HHR SS |publisher=Autoblog.com |access-date=2012-01-24}} Boost pressure was increased from 18psi (1.24 bar) to 21psi (1.44 bar).

Unique LNF features{{cite web|url=http://autoweek.com/apps/pbcs.dll/article?AID=/20060403/FREE/60403004/1024/LATESTNEWS|title=Big Power, Small Package|work=AutoWeek|access-date=April 4, 2006}} include:

• a twin-scroll turbocharger
• cam-driven high-pressure gasoline direct injection fuel system
• dual-camshaft continuously variable valve timing
• sodium-filled stainless steel Inconel exhaust valves
• low-friction cast aluminium pistons with oil squirters
• forged steel crankshaft
• forged steel connecting rods
• cast stainless steel exhaust manifold
• foam-cast Gen2 block
• Bosch injectors (0 261 500 055) or slightly larger (0 261 500 089) injectors in 2010 models

This engine is used in:

{{anchor|A20NHT}}

An updated variant of the LNF (also with 9.2:1 compression ratio) was released in 2008, meeting the Euro 5 emission standard. This engine is also known as A20NHT by GM Powertrain Europe.

Unique LDK features include:

• a twin-scroll turbocharger
• cam-driven high-pressure gasoline direct injection fuel system
• dual camshaft continuously variable valve timing
• sodium-filled stainless steel Inconel exhaust valves
• low-friction cast aluminium pistons with oil squirters
• forged steel crankshaft
• cast stainless steel exhaust manifold
• foam-cast Gen2 block
• Bosch injectors (0 261 500 055)

This engine is used in:

{{anchor|A20NFT}}

LHU adds E85 flex-fuel capability to the LDK. This engine is also known as A20NFT by GM Powertrain Europe. Maximum engine speed is listed at 6350 rpm.

Unique LHU features include:

• a twin-scroll turbocharger
• cam-driven high-pressure gasoline direct injection fuel system
• dual camshaft continuously variable valve timing
• sodium-filled stainless steel Inconel exhaust valves
• low-friction cast aluminium pistons with oil squirters
• forged steel crankshafts
• cast stainless steel exhaust manifold
• sand-cast Gen3 block
• Larger Bosch injectors (0 261 500 112) with ethanol-safe seals for flex-fuel compatibility

Note: The A20NFT engine in Opel Astra K TCR is a racing engine and swapped the original direct fuel injection for multi-point fuel injection.

In 2007, the L61 received a multitude of changes, that originated from the LE5. It switched to the higher-strength Gen II block and received a revised cylinder head (enlarged exhaust ports) and camshaft design (increased exhaust valve duration). The engine also switched from wasted spark ignition to individual coil-on-plug ignition; this forced the cam cover to be redesigned. It was also switched to an E37 engine controller with new crank and cam sensors (replacing timing sensor previously found in ignition cassette). These changes increase horsepower slightly and allow the engine to meet PZEV standards.{{cite web|title=2008 Ecotec 2.2L I4 ( L61 )|url=http://g5.wrath.org/08_L61.doc|access-date=30 July 2014}} Compression ratio is 10.0:1.

The L61 was used in the following cars:

The LAP is a {{cvt|2198|cc|L|1|order=flip}} version of the Ecotec, based on the Gen II block with cylinder head improvements, new camshaft design, E37 engine control module, 58X crankshaft reluctor ring, dual variable valve timing, digital crank and cam sensors, individual coil-on-plug ignition, vented starter solenoid, new MAP sensor, new intake manifold seals, new oil filter element, a 32-bit computer, and improved emissions performance.

Bore and stroke are {{cvt|86|mm|in}} and {{cvt|94.6|mm|in}}, the same as the 2.2 L L61. Compression ratio is 10.0:1. Major features that set it apart from the 2.2 L L61 are variable-valve-timing and other cylinder head improvements from the 2.4 L LE5.

The LE8 is an E85-compatible {{cvt|2198|cc|L|1|order=flip}} version of the LAP Ecotec.{{Cite web|url=https://www.chevyhhr.net/forums/general-hhr-4/why-2010-2011-le8-more-fuel-effeciant-longevity-greater-48353/|title=Why the 2010-2011 LE8 is more fuel effeciant and longevity is greater}} Bore and stroke remain the same {{cvt|86|mm|in}} and {{cvt|94.6|mm|in}}. Compression ratio is 10.0:1 and the engine can run on both regular unleaded gasoline or E85.

File:2006 Pontiac Solstice Ecotec LE5 engine.jpg]]

The LE5 is a larger {{cvt|2384|cc|L|1|order=flip}} version of the Ecotec. Both the {{cvt|88|mm|in|1}} bore and {{cvt|98|mm|in|1}} stroke are larger, and Variable Valve Timing on the intake and exhaust improve low-end torque. Compression is 10.4:1. Power is 164–177 hp (123–132 kW) and torque is 159–170 lb·ft (215–230 N·m). The engine uses a reinforced "Gen II" block. Connecting rods are GKN-forged; C70 powdered metal was used from July 2007 on.

The LE5 is also used in the following overseas models:

• 2006 GM Taiwan Buick LaCrosse
• 2006 Shanghai GM Buick LaCrosse
• Buick GL8

The LE5 or a close variant is also used in the Polaris Slingshot (announced July 27, 2014), coupled with a 5-speed manual transmission and a final belt drive. The Slingshot is a three-wheeled side-by-side street vehicle, classed as a motorcycle.{{Cite web|url=http://www.polaris.com/en-us/slingshot|title = Slingshot : Open-air Roadster - 3 Wheel Motorcycle | Polaris}}

The LAT is the designation used for the 2.4 L LE5 when used in GM's BAS mild-hybrid vehicles.

The LE9 is an E85-compatible version of the {{cvt|2384|cc|L|1|order=flip}} LE5 Ecotec. Bore and stroke are {{cvt|88|mm|in}} and {{cvt|98|mm|in}} and has a compression ratio of 10.4:1, the same as the LE5.

File:Chevrolet ecotec 2.4.jpg

The LAF is a direct injected 2.4 L. It uses technology based on GM's other four-cylinder direct-injection applications, but with unique features designed for its specific application. This includes an 11.2:1 compression ratio that helps build power, slightly dished pistons that increase combustion efficiency and injectors with an application-specific flow rate.{{cite web|url=http://www.gminsidenews.com/forums/f63/naias-09-2010-ecotec-2-4l-sidi-73038/ |title=NAIAS 09: 2010 ECOTEC 2.4l SIDI |date=22 January 2010 |publisher=Gminsidenews.com |access-date=2012-01-24}}{{cite news |last=Roth |first=Dan |date=2008-12-17 |title=DI FTW: GM unveils new direct-injection 2.4 L EcoTec and 3.0 L V6 |work=autoblog.com |url=http://www.autoblog.com/2008/12/18/di-ftw-gm-new-direct-inject-2-4l-ecotec-and-3-0l-v6 |access-date=2008-12-17}}

The LEA is an E85 compatible variant of the LAF. Bore, stroke, and compression ratio all remain the same. Maximum engine speed is listed at 7000 rpm.

The LUK is similar to the LAF, but adds the eAssist mild-hybrid system. Maximum engine speed is listed at 7000 rpm.

{{Infobox automobile engine

| name = Generation III

| aka =

| production = 2013–present

| fuelsystem = Spark Ignition Direct Injection (SIDI)

| fueltype = Gasoline

| image =

| displacement = {{ubl

| {{cvt|1998|cc|L|1|order=flip}}

| {{cvt|2457|cc|L|1|order=flip}}

}}

| bore = {{ubl

| {{cvt|86|mm|in}}

| {{cvt|88|mm|in}}

}}

| stroke = {{ubl

| {{cvt|86|mm|in}}

| {{cvt|100.8|mm|in}}

}}

| compression = {{ubl

| 9.5:1

| 11.3:1

}}

| management =

| power =

| specpower =

| torque =

| length =

| width =

| height =

| weight =

}}

A {{cvt|1998|cc|L|1|order=flip}} turbocharged direct-injection version of the Gen III Ecotec was available in the 2013 Cadillac ATS and Chevrolet Malibu. This engine is also available in the Cadillac XTS and Cadillac XT5 for the Chinese market. Bore and stroke are both {{cvt|86.0|mm|in}}, and compression is 9.5:1. The engine uses a twin-scroll turbocharger with electronically-controlled wastegate/bypass valve, air-to-air intercooler, stainless-steel dual-scroll (1–4, 2–3) exhaust manifold designed to withstand {{cvt|980|C|F}} turbine temperature, and a rotacast aluminium-alloy (A356T6) cylinder head with sodium-filled exhaust valves. Maximum engine speed is listed at 7000 rpm.

A successor to the LTG debuted in the 2019 Cadillac XT4 and the 2019 Cadillac CT6. The LSY adds Active Fuel Management and a start-stop system, putting more priority to fuel economy than performance. Peak output is lower than the LTG, but is achieved at lower rpm for both power and torque. Bore is {{cvt|83.0|mm|in}} and stroke is {{cvt|92.3|mm|in}}.{{Cite web|url=http://media.cadillac.com/media/us/en/cadillac/vehicles/xt4/2019.tab1.html|title = 2019 Cadillac XT4 Crossover}} This engine is used in some GM vehicles in the U.S and as the standard engine option in China.

First appearing in the 2013 Chevrolet Malibu and 2013 Cadillac ATS, the 2.5 L Gen III block has been reworked to reduce engine noise and vibrations, while improving fuel economy and low-end torque.{{Cite web|url=http://media.gm.com/media/us/en/gm/news.detail.html/content/Pages/news/us/en/2012/Sep/0920_malibu_turbo_eng.html|title = New 2.0L Turbo Engine Gives the 2013 Chevrolet Malibu Enhanced Performance and Refinement|date = 20 September 2012}}{{Cite web|url=http://media.gm.com/media/us/en/gm/news.detail.html/content/Pages/news/us/en/2011/Sep/0919_ecotec_25_efficient|title = New Ecotec 2.5L Engine More Efficient, Refined and Powerful|date = 19 September 2011}}{{Cite web|url=http://media.gm.com/media/us/en/chevrolet/news.detail.html/content/Pages/news/us/en/2011/Sep/0919_malibu_noise_vibration|title=All-New Ecotec 2.5L Powers Chevrolet Malibu's Quest for Quietness|date=19 September 2011}} LCV is scheduled to replace the direct-injected 2.4 L throughout North American GM products within a year.{{cite web |url=http://blog.caranddriver.com/gm-to-replace-2-4-liter-fours-with-2-5-liters-across-the-range/ |title=Car and Driver Blog » GM to Replace 2.4-liter Fours with 2.5-liters Across the Range |website=blog.caranddriver.com |url-status=dead |archive-url=https://web.archive.org/web/20120113054212/http://blog.caranddriver.com/gm-to-replace-2-4-liter-fours-with-2-5-liters-across-the-range |archive-date=2012-01-13}} Engine production started in April 2012 at GM's Tonawanda Engine plant.

The new combustion system developed with GM's proprietary computational fluid dynamics (CFD) analysis software features a higher compression ratio which helps improve fuel efficiency and has improved knock resistance. The engine features dual overhead camshafts with continuously variable valve timing and increased-authority cam phasing (increased phase rotation angle), a high-pressure returnless direct-injection fuel system with camshaft-driven fuel pump delivering {{cvt|750|psi|bar}} at idle and {{cvt|2250|psi|bar}} at full load, higher-flowing intake and exhaust ports in the cylinder head, electronic throttle control and pistons with jet-spray oil cooling. The engine redline is 7000 rpm.

The balance shafts are relocated from the cylinder block to oil pan module. The two-piece steel-aluminium oil pan features in-pan integrated oil-pump assembly driven by the balance shaft with a shorter inverted-tooth chain. Other improvements include inverted-tooth chain driving the camshaft, forged steel crankshaft, cast aluminium bedplate with main bearing cap inserts made of iron, high-pressure fuel rail with rubber-isolated assembly, acoustically shielded plastic cover for the intake manifold, and structurally enhanced aluminium camshaft cover and front cover. These improvements helped reduce noise intensity by 40% compared to the 2.4 L engine and change the noise signature into a higher frequency above 2,000 Hz. The engine also uses a variable-displacement oil pump and an actively controlled thermostat. Direct injection reduces emissions by 25%, while continuous cam phasing eliminates the need for an EGR system. Maximum engine speed is listed at 7000 rpm.

Displacement for the 2.5 L engine is 2,457 cc with an {{cvt|88.0|mm|in}} bore and {{cvt|100.8|mm|in}} stroke. Compression ratio is 11.3:1.

Same as the LCV but features Intake Valve Lift Control (IVLC) system provides two-stage variable valve lift in addition to continuous variable timing. Continuously commanded by the engine control unit, the valve rocker arm switches between high-lift and low-lift profiles on the camshaft, actuated by an oil control valve through a two-feed stationary hydraulic lash adjuster, allowing for either 4.0 or 10.5 mm lift.{{Cite web|url=http://media.gm.com/media/us/en/gm/news.detail.html/content/Pages/news/us/en/2012/Sep/0917_intakevalve.html|title = 2014 Impala Engine Gets a High-Tech Lift|date = 17 September 2012}} It also features a start-stop system. Maximum engine speed is listed at 7000 rpm.

At Tech Show Torino 2008, GM Powertrain Europe announced the ignition-less HCCI (Homogeneous Charge Compression Ignition) mode of the direct injection version of 2.2 L engine.{{cite web | url=http://mediaassets.gmeuropearchive.info/viewcatalogue.php?catid=108560&lng=EN|title = A Look Into the Future of Engines and Transmissions| author=General Motors Europe|date=May 2008|at= CONTROLLED AUTO-IGNITION HCCI}} The HCCI version is equipped with two-step adjustable valve lift with variable cam phasing and advanced ECU with cylinder pressure sensors, uses a lean-burn cycle similar to that of a diesel engine, and is claimed to further reduce fuel consumption by 15%.{{cite web|title=HOMOGENEOUS CHARGE COMPRESSION IGNITION – HCCI|url=http://archives.media.gm.com/us/gm/en/technology/advanced_technology/fuels/hcci.doc|website=media.gm.com|access-date=30 July 2014}}

{{Reflist}}

• {{cite journal|journal=Car and Driver|issue=May 2000|page=93|title=Getting Rid of the H-Word|author=Larry Webster}}

{{commons cat}}

{{GM late engine timeline}}

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