2010 Ecotec 1.6L I-4 VVT (LXV)
ECOTEC 1.6L I-4 Fam 1 Gen3 (LXV) CAR ENGINE
2010 Model Year Summary
Overview
The (LXV) 1.6L engine was launched by GMDAT for 2009MY. It is based upon the highly successful GMPT-E Fam1 Gen3 engine produced in Europe, and shares many similar components. It demonstrates excellent performance characteristics in connection with clearly reduced fuel consumption, and significantly improved durability characteristics. For 2010 there have been minor improvements for cold startability, fuel economy, along with calibration and software changes to meet new OBD II requirements. The Ecotec 1.6L I-4 VVT (LXV) is found in the Chevrolet Aveo for 2010.
Key Hardware is mainly carry-over, and can best be summarized as follows;
Cylinder Block
The cylinder block is based on the proven hollow-frame concept of Generation 3. On the exhaust side, the oil cooler was installed, in the area of the main oil gallery the piston spray nozzles and in the front area the direct VCP oil supply.
In connection with the block development, in spite of the increased loads, the weight was reduced by 17% compared to the S200 1.6L engine of the second generation, and at the same time the stiffness of the engine-and-transmission unit was optimized. The grey cast iron block is at only 29kg including the bearing cap.
Crankshaft Drive
When designing the crankshaft components, the focus was set on increasing the strength. These requirements were met by a new crankshaft design, a modified steel connecting rod with floating piston pin bearing and a new piston design. In spite of these stiffening measures, the oscillating masses were maintained. Piston cooling compensates the high temperature profile that is the result of the increased engine performance and the geometry of the new lightweight piston.
Regarding the cast crankshaft, a weight saving of 6% was reached, while the very good bending qualities and the torsional stiffness of the second generation are maintained. The degree of balancing of the rotating mass was improved by 60%. For the new 1.6L engine, a new designed crankshaft sensor system is used for the first time. The anisotropic magneto-resistive sensor (AMR) is integrated into a plastic carrier and as a module it is pressed into the cylinder block together with the crankshaft seal made of PTFE. The corresponding magnetized sensor disk is mounted between the crankshaft and flywheel.
The entire weight saving concerning the crankshaft is 0.8 kg while maintaining the mass moment of inertia.
Cylinder Head
When designing the cylinder head, special attention was dedicated to the structural strength and the cooling. The inlet and exhaust port geometry was dimensioned by simulating the charge cycle and the flow. The new front camshaft bearing bridge contains the control valves and the bores for the cam phasers oil supply. In addition, it provides the basis of the thrust bearing.
Due to adjusting the cylinder head cover with the integrated oil separator the bearing bridge contour, sealing efficiency could be improved.
Valve Train and Cam Phasing
Friction reducing concept of the mechanical tappets with mass reduced valves and springs was taken over from the 1.6L of the 3rd generation design. The hollow cast camshafts were adjusted to the oil supply of the phasers and the location of the position sensors. The charge cycle calculation provided the data to optimize the cam profile and valve lift.
The new 1.6L engine is using a vane-type cam phaser out of a thin-wall forming process. Low weight, minimum space requirements and a wide phasing authority characterize this concept. The camshafts can be phased at the inlet side by 60⁰ CA and at the exhaust side by 45⁰ CA respectively.
Oil Circuit
A special attention was dedicated to the dynamic behavior of the oil volume. The pre-casted oil suction channel in connection with the plastic oil scraper, which also covers the suction point in the oil pan, provides an economic solution as well as an optimum solution from the functional point of view. According to the requirements of the Vehicle Platforms, it is possible to install different sensors. (oil level sensor for Europe while no oil level sensor for Korea & NA)
The front end module includes the integrated oil and water pumps as well as the toothed belt protection with fastening points of the accessories. The flow volume of the oil pump had to optimized due to the additional oil requirements for piston cooling and cam phaser purposes. To improve the oil pressure behavior in the cylinder head, pressure control is now performed indirectly.
The increased thermal load of the oil required the integration of an oil-water heat exchanger. This new module, consisting of heat exchanger and oil filter, included an additional water by-pass tube. It is part of the engine inherent water circuit.
The module was integrated under space saving considerations at the exhaust side of the cylinder block. The weight is only 1.1 kg. This design ensures a maximum inter-cooling of the oil and a minimum loss of pressure. During cold-start phase, however, this measure allows s faster heating of the engine oil and early reduction of the internal engine friction.
The cam phasers are supplied with oil through separate bores in the cylinder block and head. The recirculation of the increased amount of oil in the cylinder head is permitted through additional pre-cast oil return channels.
Water Circuit and Thermal Management
The cooling principle of the parallel flow-through known from Generation 3 was kept. Redesigning the water jackets of cylinder head and block regarding water distribution and fluid dynamics, improved the heat transfer significantly.
The additional water supply of the oil cooler, parallel to the water circuit of the engine, was designed by extensive CFD simulations so that a minimum of water is needed to achieve maximum oil cooling.
The new thermostat housing is executed as a weight reduced plastic construction.
By increasing the cooling water temperature in the part-load range, thermal management contributes to a minimization of customer fuel consumption by reducing the frictional mean effective pressure and the wall-heat loss.
Maintenance
The toothed belt (timing belt) change interval is 10 years or 160,000 km (whichever comes first).
Piston-cooling oil jets for enhanced lubrication and increased engine longevity, extended maintenance intervals. And nickel-tipped spark plugs have a maintenance interval of 60,000 km.
The coil-on-plug ignition system eliminates spark plug wires and the results in greater operating reliability and lower maintenance requirements.
The ECOTEC 1.6L I-4 VVT (LXV) is manufactured at the powertrain production facility in Bupyung, South Korea.
