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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Fri Jan 07, 2011 10:16 pm 
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Location: west kentucky
bradley59dzl wrote:
wildcatoffroad9606 wrote:
It is a 2.2 hoping to get complete car fo less than $500

That would be a nice pick.. Id be sure to replace timing chain and tensioner before install.[/quote

That is a must. Already check into prices, I work at a parts store.


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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Wed Feb 09, 2011 10:54 pm 
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Did alittle search on the differences from 2002-2005 L61 ecotec and found this from another forum.

Ecotec differences 2002-2005
O.k some of you guys wanted to know what was new or revised on the Ecotec since it first appeared on the Js in mid-2002 model year. I post this because maybe some will like to retrofit the new items, would like to update it,or just have more knowledge on what is the latest.
For the record, the Ecotec that we all know started life in the Saturn L-series in 2000 model year.
Enjoy!


2005 Improvements

-Improved Block Structure
-Improved main and rod bearing material and shape
-Added polymer coating to piston and changed piston profile for noise reduction
-Added boss on oil pan for powertrain stiffening
-Acoustic cover for (Chevrolet Cobalt)
-Electronic throttle (Saturn ION and Chevrolet Cobalt)
-New fuel rail supplier (Chevrolet Cobalt.)
-Modified timing chain tensioner for noise improvement.
-New evap valve and tube.
-E16A controller (Chevrolet Cobalt and Saturn ION)

The Ecotec 2.2-liter (L61) gets one new application for model year 2005, starting with the all-new, Chevrolet Cobalt . The Cobalt Ecotec 2.2 is essentially the same as the variant used in the Saturn VUE sport utility vehicle, and it features electronic throttle control (ETC) and an electric power steering pump. As in the VUE and Saturn ION, the Cobalt Ecotec 2.2 also has a low-evaporation ``returnless’’ fuel injection system.

The Cobalt Ecotec 2.2-also features an electrically operated power steering pump, rather than a hydraulic pump driven by a camshaft gear. A cam-driven pump is the most efficient hydraulic system available, but the electric pump goes one better. Because the pump is operated by electricity from the vehicle’s charging system, there is no parasitic power loss running the power steering system. Fuel economy and performance are improved.

The Ecotec 2.2 will be the base engine in the 2005 Cobalt; GM Powertrain’s new Ecotec 2.4L I-4 and Ecotec 2.0L Supercharged I-4 engines will be offered as options. The Ecotec 2.2 will be the only engine offered in the Chevrolet Cavalier and Pontiac Sunfire, which continue in 2005. They have mechanical throttle control, hydraulic power steering and fuel injection with return lines.

MORE EFFICIENT CATALYTIC CONVERTERS IN UNDER-FLOOR APPLICATIONS
The Ecotec 2.2s in the Chevrolet Cobalt and Saturn ION have a new catalytic converter. The converter’s size and volume do not change. The difference lies in the mix of precious metals used in the catalyst’s “brick.’’

A combination of metals such as platinum, palladium and rhodium in the converter’s catalytic substrate create the chemical reaction the turns exhaust emissions into oxygen and water vapor. For 2005, the Ecotec 2.2s in the Cobalt and ION, the combination has been reformulated for improved catalytic converter performance

2004 Improvements

-Standard engine in the 2004 Chevrolet Malibu and Malibu Classic
-Unitized exhaust manifold/catalytic converter (Malibu)
-Higher compression and output (Saturn L-Series)
-Air-injection reaction (AIR) eliminated in all applications
-Fuel-pulse dampener for returnless fuel injection
-More efficient catalytic converters in under-floor applications.


FULL DESCRIPTIONS OF NEW OR CHANGED FEATURES

STANDARD ENGINE IN 2004 CHEVROLET MALIBU AND MALIBU CLASSIC
The Ecotec 2.2-liter (L61) gets two new applications for model year 2004, starting with the all-new, Epsilon-platform Chevrolet Malibu. The Malibu Ecotec 2.2 is essentially the same as the variant used in the Saturn VUE sport utility vehicle, and it features electronic throttle control (ETC) and an electric power steering pump. As in the VUE and Saturn ION, the Malibu Ecotec 2.2 also has a low-evaporation ``returnless’’ fuel injection system.

ETC is increasingly common on premium V-8 engines, but still rare on four-cylinders. There is no mechanical link between the accelerator pedal and the throttle. A potentiometer at the gas pedal measures pedal angle and sends a signal to the Throttle Actuation Controller (TAC) and the Powertrain Control Module (PCM), which then direct an electric motor to open the throttle at the appropriate rate. ETC delivers a number of benefits to the customer. It uses several data sources, including the transmission's shift patterns and traction at the drive wheels, in determining how far to open the throttle. ETC delivers outstanding throttle response and greater reliability than a mechanical connection, which typically uses a cable that wears and requires adjustment. Cruise control electronics are integrated in the throttle, further improving reliability and simplifying engine assembly.

The Malibu Ecotec 2.2-also features an electrically operated power steering pump, rather than a hydraulic pump driven by a camshaft gear. A cam-driven pump is the most efficient hydraulic system available, but the electric pump goes one better. Because the pump is operated by electricity from the vehicle’s charging system, there is no parasitic power loss running the power steering system. Fuel economy and performance are improved.

The Malibu Ecotec 2.2 is also distinguished from many North American applications by its returnless fuel-injection system. The sequential fuel injection in all L61s is essentially the same up to the Multec II fuel injectors, but most have a return line that manages fuel pressure by bleeding off excess fuel and returning it to the gas tank. The Malibu Ecotec 2.2 has no return line. It uses a mechanical pressure regulator to manage fuel pressure. The returnless system greatly reduces potential fuel evaporation because it transports the minimum amount of fuel required and limits churning in the gas tank. As a result, the Malibu Ecotec 2.2 surpasses all government evaporative emissions standards.

The Ecotec 2.2 will be the base engine in the 2004 Malibu; GM Powertrain’s new High-Value3.5-liter (LX9) V6 will be offered as an option. The Ecotec 2.2 will be the only engine offered in the Malibu Classic, which continues in 2004 as one of North America’s best-selling fleet automobiles. The Malibu Classic engine is identical to variants used in the Chevrolet Cavalier, Oldsmobile Alero and Pontiac Grand Am and Sunfire. It has mechanical throttle control, hydraulic power steering and fuel injection with return lines.

FUEL-PULSE DAMPENER FOR RETURNLESS FUEL INJECTION
Ecotec 2.2s with returnless fuel injection (those in the Chevrolet Malibu, Saturn ION and Saturn VUE) now have a fuel-pulse dampener installed in the fuel-line between the gas tank and the engine. The dampener is essentially a diaphragm that softens pulses or waves in the fuel line as fuel travels from the tank to the injectors. The dampener virtually eliminates a slight pulsing sound previously generated in the fuel lines and improves overall noise, vibration and harshness control.

MORE EFFICIENT CATALYTIC CONVERTERS IN UNDER-FLOOR APPLICATIONS
Ecotec 2.2s in the Chevrolet Cavalier and Malibu Classic, the Oldsmobile Alero, and the Pontiac Grand Am and Sunfire have a new catalytic converter. The converter’s size and volume do not change. The difference lies in the mix of precious metals used in the catalyst’s “brick.’’

A combination of metals such as platinum, palladium and rhodium in the converter’s catalytic substrate create the chemical reaction the turns exhaust emissions into oxygen and water vapor. For 2004 Ecotec 2.2s with under-floor converters, the combination has been reformulated using more of the more common varieties of these metals and less of the rarest types. The metal reformulation means equal or improved catalytic converter performance with a reduction in the overall quantity of precious metals and a significant reduction in cost.


2003 Improvements

-New Fuel rail
-Reinforced block

Ecotec 2.2 capable of operating on compressed natural gas (RPO L42). Available in the Chevrolet Cavalier, this bi-fuel engine runs on either gasoline or CNG and switches seamlessly for one fuel to the other. CNG is the L42’s primary fuel, and it uses CNG as long as there is sufficient pressure in the storage tank. If pressure drops below a prescribed level, the L42 automatically switches to gasoline operation without driver intervention.



2002 Improvement done over the Saturn's L-series' Ecotec

-Cylinder head casting revisions
-Common oil pan for all applications
-Purge valve relocated for Saturn L-Series
-Engine block bosses
-Revised thermostat housing
-Starter
-New common Powertrain Control Module (PCM)
-Heated rear oxygen (02) sensor
-Engine block heater
-Higher compression 9.5:1 to 10.0:1


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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Tue Mar 29, 2011 7:21 pm 
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More Eoctec INFO :lol:

“The engine is the heart of a competition car. It must be capable of delivering full power reliably run-after-run on race day, at engine and vehicle speeds far in excess of those encountered in normal driving. Every part of a competition engine must be as nearly perfect as possible – the slightest failure can put you out of the running or even out of the race.

Since 1955, the Small Block Chevy has proven its versatility, durability, and performance potential with automotive performance enthusiasts. The ECOTEC engine has all the basic mechanical components to repeat this success. A sound base engine structure, excellent airflow capability, easy serviceability, compact size and low weight. These qualities, along with the very successful race program, demonstrate the ECOTEC is a driving force in the Sport Compact Segment.

GM’s ECOTEC engine has proven to be a reliable and competitive engine for use in the Sport Compact Drag Racing Series. It has also proven it’s superior durability in grueling five mile runs at the Bonneville Salt Flats with speeds over 300 MPH and in showroom stock endurance road racing competition. The number of stock components utilized in the race engine demonstrates the robust design of the ECOTEC engine.

The ECOTEC’s outstanding feature to performance enthusiasts is it’s impressive strength. GM Racing dynamometer tests confirm that major horsepower gains are possible with minimal modifications. For instance, when building an ECOTEC engine to the 400 hp power level, no modifications to the cylinder head, block, main girdle or crankshaft are required.

The production ECOTEC engine block is manufactured out of aluminum using a lost-foam casting process. This process allows for both a stronger and lighter part. Flanged, thin-wall iron cylinder sleeves are press-fit into a semi-floating aluminum support structure. The ECOTEC block is supported by a massive die-cast aluminum girdle/ main cap assembly and structural oil pan for noise and vibration suppression. The main-cap structures are each supported with six fasteners. Extra-thick main bearings resist the differential thermal expansion of the nodular iron crank and aluminum block.

All ECOTEC blocks are cast with passages for piston-cooling jets and an oil cooler for high-output turbocharged applications. The fully-boxed block requires no windage tray, even on applications up to 600 horsepower. An auxiliary chain drives the water pump and balance shafts from the crank.

To reduce the risk of hot spots, pressure-cast, non-squish dished pistons are manufactured without valve reliefs. The symmetrical, barrel-faced moly-coated top ring fits in an anodized ring-groove below a super-thin 3mmtop ring land, creating a low crevice volume for reduced emissions. The pistons deliver power through full-floating piston pins and powder-metal or forged steel connecting rods.

The ECOTEC twin-cam cylinder head uses low-friction hydraulic roller finger-followers, which have been proven reliable and effective up to 11,000 rpm. Head fastener placement permits cylinder head removal and installation without removing the camshafts. The camshafts are driven directly off the crank by a chain. The design includes provisions for future upgrading to variable cam phasing. The finger-follower design permits a light-weight narrow profile and reduced valve angles(the intake valve is 18 degrees from vertical and the exhaust valve 16 degrees).

The design of the intake manifold eliminates the need for variable-length intake runners and consideration has been made for conversion to gasoline direct-injection.

The ECOTEC engine management system uses a port-EFI design with cassette waste-spark ignition. An integral compression-sense ignition module eliminates the need for a cam position sensor.” – GM Sport Compact Performance Build Book


*****The basics*****


-Engine configuration – inline 4 cylinder gas engine
-Valve train – DOHC 16 valve with hydraulic roller finger followers
-Displacement - 2.2 Liter (134 CID) (2189 CC)
-Bore x Stroke – 86 mm x 94.6 mm
-RPO – L61
-Vin code –F
-HP – 140 @ 5600 RPM
-TQ – 145 @ 4000 RPM
-Oil pressure @1,000 RPM – 50-80 psi
-Engine cranking compression pressure - 185-225 psi
-Compression ratio - 10:1
-Firing order- 1-3-4-2
-Ignition –cassette waste spark
-Recommended octane – 87
-Fuel Delivery – return less Sequential fuel injection (SFI)
-Fuel pressure – key on engine off – 50-60 psi
-EPA rated fuel economy (manual trans) 26 MPG City & 37 MPG highway 30 MPG combined
-Generator rated output – 105 A
-Generator load test output – 73 A
-Thermostat opening temperature – 180 degrees F
-Emissions – Low emissions vehicle equipt with single Catalyst

*****Fluids and Capacities*****

-Brake Fluid – Delco Supreme II or equivalent Dot 3 brake fluid
-Clutch fluid - Hydraulic Clutch Fluid (GM Part No. U.S. 12345347, in Canada 10953517) or equivalent DOT-3 brake fluid
-Engine Oil - SAE 5W-30 is the only viscosity grade recommended for your vehicle.
Use only oils which have the API Starburst symbol and which are also identified as SAE 5W-30.If the temperature range is 0°F (-18°C) or above SAE 10W-30 oil which has the API Starburst symbol is acceptable if SAE 5W-30 oil is not available. Areas where the temperature falls below -20°F (-29°C), it is recommended either an SAE 5W-30 synthetic oil or and SAE 0W-30 oil. Both will provide easier cold starting and better protection for the engine at extremely low temperatures. Do not use other viscosity grade oils, such as SAE 10W-40 or SAE 20W-50 under any conditions.
-Engine oil capacity – 5 qts
-Coolant – Dexcool antifreeze – 50/50 mix with drinkable water
-Coolant capacity - 8.6 qts
-Auto trans fluid - DEXRON-III Automatic Transmission Fluid
-Auto trans fluid capacity – bottom pan removal – 6.9 qts, complete overhaul - 9.5 qts
-A/C refrigerant – R134a
-Power steering fluid - GM Power Steering Fluid GM P/N 89021184 (Canadian P/N 89021186) or equivalent


*****Torque Specs *****


NOTE- some specs are FOOT pounds, some are INCH pounds, do not confuse the two. And keep in mind some common sense is your best friend, if you come across something that says valve cover is torqued to 75 lb ft common sense should tell you that is way to much, torque spec listings are not always 100% accurate, just use your head. And BTW I did not copy and paste this list cause I find it somewhere, I looked it all up and recorded them (hand typed them) one at a time, you guys better get some use out of this LOL.


-A/C compressor to block bolt………………….….. 20 N-m / 15 lb ft
-Balance shaft adjustable chain guide bolt……… 10 N-m / 89 lb in
-Balance shaft bearing carrier to block bolt …..…..10 N-m / 89 lb in
-Balance shaft fixed chain guide bolt………...…….10 N-m / 89 lb in
-Balance shaft sprocket bolt………………………...50 N-m / 37 lb ft
-Block heater bolt………………………………...…...10 N-m / 89 lb in
-Cam cover to cylinder head bolt …………………..10 N-m / 89 lb in
-Cam cover to ground cable bolt……………………10 N-m / 89 lb in
-Cam cover to ground cable stud……………………10 N-m / 89 lb in
-Camshaft bearing cap bolt………………………….10 N-m / 89 lb in
-Camshaft sprocket bolt
First pass ………………………............……85 N-m / 63 lb ft
Second pass ……………………..........……30 degrees
-Camshaft timing chain tensioner …………………..75 N-m / 55 lb ft
-Chain guide plug ………………………….....………..80 N-m / 59 lb ft
-Connecting rod bolt
First pass ………………………..............……25 N-m / 18 lb ft
Second pass …………………….............…...100 degrees
-Crankshaft bearing – lower crankcase to block
First Pass ……………………...............………20 N-m / 15 lb ft
Second pass ……………….............…………70 degrees
-Crankshaft position sensor bolt ……...………………10 N-m / 89 lb in
-Crankshaft pulley bolt
First pass ……………………...............………100 N-m / 74 lb ft
Second pass …………………..............………75 degrees
-Cylinder head bolt
First pass ………………………...............…….30 N-m / 22 lb ft
Second pass ……………………...............……155 degrees
-Cylinder head front crankcase bolt ……….....…………35 N-m / 26 lb ft
-Cylinder head oil gallery plug …………......……………35 N-m / 26 lb ft
-Dipstick guide to intake manifold bolt ….....…………...10 N-m / 89 lb in
-Drive belt tensioner bolt ……………….......…………….45 N-m / 33 lb ft
-E.G.R. cover bolt ……………………….........……………25 N-m / 18 lb in
-Elek. ICM cover bolt …………………………..........……..10 N-m / 89 lb in
-Engine coolant temp sensor ……………........…………22 N-m / 16 lb ft
-Engine lift bracket front bolt …………………........……...25 N-m / 18 lb ft
-Engine lift bracket rear bolt …………………….......…….25 N-m / 18 lb ft
-EVAP emission canister valve nut ……………......……..22 N-m / 16 lb ft
-Exhaust manifold to cylinder head nut ……….....………12 N-m / 9 lb ft
-Exhaust manifold to cylinder head stud …….....………..10 N-m / 89 lb in
-Exhaust manifold pipe flange stud ……….......…………16 N-m / 12 lb ft
-Flex plate (AMT) bolt
First pass ………………....................……………53 N-m / 39 lb ft
Second pass …………..................………………25 degrees
-Flywheel (SMT) bolt
First pass …………………...................................…….…….53 N-m / 39 lb ft
Second pass …………………….……..................................25 degrees
-Front cover to block bolt …………………………...........…25 N-m / 18 lb ft
-Fuel pipe bracket bolt ………………………………...........10 N-m / 89 lb in
-Fuel rail bracket stud …………………………..........……..10 N-m / 89 lb in
-Generator to block bolt ………………............……………..20 N-m / 15 lb ft
-Heat shield to exhaust manifold bolt ………………..........10 N-m / 89 lb in
-Intake camshaft rear cap bolt ………………………...........25 N-m / 18 lb ft
-Intake manifold to cylinder head bolt …………..........……10 N-m / 89 lb in
-Intake manifold to cylinder head nut ………………...........10 N-m / 89 lb in
-Intake manifold to cylinder head stud ………………...........6 N-m / 53 lb in
-Knock sensor bolt …………………………………..............25 N-m / 18 lb ft
-Lower crankcase to block peripheral bolt ……........…….25 N-m / 18 lb ft
-Oil gallery plug ……………………………….……...............35 N-m / 26 lb ft
-Oil gallery plug – rear ……………………….............………60 N-m / 44 lb ft
-Oil filter housing cover ………………………..............……..22 N-m / 16 lb ft
-Oil pan drain plug……………………..............……………...25 N-m / 18 lb ft
-Oil pan to block bolts ……….............……………………….25 N-m / 18 lb ft
-Oil pressure switch …............……………………………….10 N-m / 89 lb in
-Oil pump cover bolt ………………………………..............….6 N-m / 53 lb in
-Oil pump pressure relief valve plug ……..........…………...40 N-m / 30 lb ft
-Oxygen sensor …………………….............…………………42 N-m / 31 lb ft
-Power steering pump bolt …..........………………………...25 N-m / 18 lb ft
-Spark plug ……………………………………….............…...20 N-m / 15 lb ft
-Starter motor to block bolt ………………...........…………..40 N-m / 30 lb ft
-Thermostat housing to block bolts ............………………..10 N-m / 89 lb in
-Throttle body bolt ………………………………….................10 N-m / 89 lb in
-Throttle body nut …………………………..............…………10 N-m / 89 lb in
-Throttle body stud ………………………………...............……6 N-m / 53 lb in
-Timing adjustable chain guide bolt ……..........……………10 N-m / 89 lb in
-Timing chain oil nozzle bolt ………………………................10 N-m / 89 lb in
-Timing fixed chain guide bolt ………………..............………10 N-m / 89 lb in
-Timing upper chain guide bolt ……………………...............10 N-m / 89 lb in
-Vent tube to cylinder head ……………………….............….15 N-m / 11 lb ft
-Water pump access cover bolt …………………...........…….7 N-m / 62 lb in
-Water pump / balance shaft chain tensioner bolt …..........10 N-m / 89 lb in
-Water pump bolt ……………………………………...............25 N-m / 18 lb ft
-Water pump sprocket bolt …………………..............……….10 N-m / 89 lb in

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My ECOTEC swap http://www.woodsbuggy.com/index.php?option=com_jfusion&Itemid=10&jfile=viewtopic.php&f=23&t=11394


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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Tue Mar 29, 2011 8:15 pm 
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Good stuff man


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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Thu Apr 05, 2012 12:57 pm 
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Can you give me some info on the LNF turbo motor your buddy is running? What ECU and Harness is he using and is he using the drive by wire pedal? I've got a 2008 LNF from a Pontiac Solstice that is going in my new stalker frame. I've had not a lot of luck finding a harness solution under $2,500.... CBM, Turnkey, and Electric Wind all do not offer solutions for this motor... The only person who *may* have a solution is Steve Humphries @ EFI Harness - but it is still in development ($2,300).

I do have the stock harness and computer, so was thinking about just using HP Tuners?

Any help is appreciated!

-Shaun

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Specializing in EFI systems engineering, design and tuning for the GM Ecotec Platform.


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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Sat Apr 07, 2012 9:00 am 
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stock harness and ecu is the way to go. Hook up the wires you need then trim the rest off or tape them to the harness and seal them up. You can get the ecu programmed for around 200-250.00. 200 or 300 more dyno tuned.

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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Mon Apr 09, 2012 2:24 pm 
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tw9294 wrote:
stock harness and ecu is the way to go. Hook up the wires you need then trim the rest off or tape them to the harness and seal them up. You can get the ecu programmed for around 200-250.00. 200 or 300 more dyno tuned.


This is what I'm thinking I will do... Will keep everyone posted.

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Specializing in EFI systems engineering, design and tuning for the GM Ecotec Platform.


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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Mon Apr 09, 2012 9:28 pm 
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Here is something to think about- After I hung the Ecotec I cut apart the wiring harness and soldered it back together minus the extra spagetti and then went to the local go to guy with the dyno and wasted half a thousand for a useless tune. The bottom line is the majority of dyno tuners have little experience with the Ecotec engine so be very careful of the BS stories and find a few satisfied dyno customers for testimony before doing what I did if you decide on going that route. After this learning experience I purchased HP tuners for $500.00 which comes with the credits for either 3 engines or 1 engine and another engine all years with a value of $300 so the price of the interface and software is $200.00, an excellent value. Now you can change your tune as you wish and not be at some shark's mercy and also there is the option of having an extra ECM for a backup if you wish. The ECOTEC is the future of performance power.


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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Tue Apr 10, 2012 7:23 am 
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I found this guy who is doing the direct injection ecu and harness ecotecs.


http://www.youtube.com/watch?v=6Vi0maTd0h0


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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Tue Apr 10, 2012 11:01 am 
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I was told that the VATS cannot be disabled in 2008 and newer which means that you would need to incorporate a stock ignition switch with the pill key to be able to use a stock ECM. Again, I was told this by someone in the business and haven't personally tried to unlock one but it needs to be looked into before making a decision. The money for Megasquirt is not any more than the prices being thrown around to adapt a stock ECM and wiring harness if you are paying someone else to do the work.


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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Tue Apr 10, 2012 12:45 pm 
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Bubbalowe wrote:
Here is something to think about- After I hung the Ecotec I cut apart the wiring harness and soldered it back together minus the extra spagetti and then went to the local go to guy with the dyno and wasted half a thousand for a useless tune. The bottom line is the majority of dyno tuners have little experience with the Ecotec engine so be very careful of the BS stories and find a few satisfied dyno customers for testimony before doing what I did if you decide on going that route. After this learning experience I purchased HP tuners for $500.00 which comes with the credits for either 3 engines or 1 engine and another engine all years with a value of $300 so the price of the interface and software is $200.00, an excellent value. Now you can change your tune as you wish and not be at some shark's mercy and also there is the option of having an extra ECM for a backup if you wish. The ECOTEC is the future of performance power.


I understand that and have had similar nightmare(ish) scenarios... I've used HP tuners before on GM LSX motors with good success, and their software is fairly intuitive to learn. I would like to learn more about the VATS myths... I've spoken with Matt from ZZ Performance on numerous occasions and he has assured me we could turn VATS off and tune...

http://shop.zzperformance.com/store/default.aspx

ImmortalSoul219 wrote:
I found this guy who is doing the direct injection ecu and harness ecotecs.


http://www.youtube.com/watch?v=6Vi0maTd0h0


I wonder if the NA and turbo motor direct injection is the same...?

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Specializing in EFI systems engineering, design and tuning for the GM Ecotec Platform.


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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Tue Apr 10, 2012 2:26 pm 
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Ok, here is the lowdown for folks wanting to do this swap...

Vince from Trifecta Performance http://www.trifectaperformance.com/default.aspx can remove the VATS. He "layers" the tune which enables the VATS to be removed and still allow access for full tuning...

You can then tune with HP tuners - a lot of good info on the tuning of these motors here:

http://www.hptuners.com/forum/forumdisplay.php?f=45

I'm going to stick with the stock harness and ECU for now and see what happens - will update as I go!

-Shaun

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Specializing in EFI systems engineering, design and tuning for the GM Ecotec Platform.


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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Tue Apr 10, 2012 3:31 pm 
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A lot of people on the HPtuners forum are professional tuners and are reluctant to share information as they are concerned about losing customers. I can understand this view but the truth is there are more and more people buying the software and doing it themselves in the same way that we all can't afford to have someone else build an engine or chassis. If buggy people take the position of sharing info instead of guarding it then as a whole they can further the outcome for everyone. Looking forward to your swap.


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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Tue Apr 10, 2012 6:05 pm 
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Do you need to mod the oil pan like a subie or is there plenty of clearance

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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Wed Apr 11, 2012 7:21 am 
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Any further descusion lets start in a new thread then update this thread with only the facts to help keep the this thread organized as a sticky. Thanks


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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Wed Apr 11, 2012 12:05 pm 
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Location: Butler, PA
kernal1984 wrote:
Do you need to mod the oil pan like a subie or is there plenty of clearance

Ecotec oil pans do not need modified to work in a buggy.


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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Tue Dec 04, 2012 8:13 am 
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what year turbo subaru engine fuel pump are you running for your ecotec?


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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Sat Aug 17, 2013 8:11 pm 
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is the 2.2 cavelier motor the best choice for a ecotech swap ? what about the cobalt ? im ready to go to the boneyard this week and pull one. just want to get the right one . im gona get the engine , harness and computer from the same car . thanks for any input


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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Sun Mar 02, 2014 11:02 pm 
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I spoke with Steve Humphrey today about an issue I had at the end of last season. He said on a few of the class 10 cars they run in the desert series they have had to add an additional ground wire from the alternator to the frame. They were finding there is too much going through ECU and it can "dumb" out the ECU and you will need to have it reflashed. Save yourself some possible grief and add an additional ground.

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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Wed Mar 05, 2014 6:56 pm 
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Bubbalowe wrote:
kernal1984 wrote:
Do you need to mod the oil pan like a subie or is there plenty of clearance

Ecotec oil pans do not need modified to work in a buggy.


I should add that the oil pan from the 2L (stock lsj) fits the 2.4L and adds about 2 quarts of oil to your system. From what I understand is that it does not change the clearance.

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Last edited by Twotrackerbryan on Wed Mar 05, 2014 9:04 pm, edited 1 time in total.

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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Wed Mar 05, 2014 7:04 pm 
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Another FYI: It was recommended to me to add an additional quart of oil to the engine. When on a rough section or at severe angles you drop enough oil off that the vvt will not function correctly and cause the engine to stall or run poorly. Depending on the severity, the engine will sometimes self correct and other times you will need to shut the car off and restart it. I am imagining this would not be good during a hill climb event.

Doing some reading tonight I was able to find the reasoning behind this:
"We have done a lot of these, just fill with good quality 5-30 to the full mark on the dip stick, add one more Quart and grind a new full mark on the dip stick.
The reason for the extra oil is when you lawn dart the car, the oil runs away from the vvt solenoids and the vvt turns off. no big deal but you have to cycle the key to clear the fault. extra oil=no fault.
also keep oil temp under 250 deg. if you need a cooler do it, some cars need to, some don't.
No need for trick oil, Just change every race and keep it clean. Steve Humphrey"

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 Post subject: Re: Ecotec Swap Faq's
PostPosted: Sat Mar 08, 2014 12:59 pm 
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I found this nice article and video concerning the DBW pedal and water. Makes me feel better...
http://bdturnkeyengines.com/dbw-water/

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