The first naturally aspirated DOHC 16-valve version of the
2.0 L— —
cast-iron-block engine was introduced in 1988 – derived from the SOHC 2.0L (20SEH) engines (appearing first in the Opel Kadett E GSi/Vauxhall Astra Mk2 GTE, and later the Opel Vectra A/Vauxhall Cavalier Mk3 GSi 2000) – coming in either non-catalysed (20XE) or catalysed (C20XE) versions. The engine is commonly nicknamed the
Red Top (or just "XE") because of the appearance of the red L-shaped spark plug cover (black colours were available too; the rocker cover was available in silver only). 1994 saw the introduction of the
Ecotec series – which again consisted of a DOHC 16-valve cylinder head (this time co-developed with Lotus) mounted atop a development of the Family II block. The 2-liter versions therefore became the
X20XEV, now producing and taking on the
GM Ecotec name. In its final, 1999 iteration, it became the
X20XER. unlike the original 20XE/C20XE these were intended more for mainstream application (as opposed to racing and high-performance applications) in response to tightening emissions standards, and to reflect the overall family car market moving towards multivalve technology as was being increasingly found in competing vehicles. Again, these engines have no commonality with the later
GM Ecotec engine introduced in 1999, and first used in the
Opel Vectra B, which are to a completely different design to the Family II.
Coscast This lineup features the same block as the SOHC engines with an bore and stroke and a
Cosworth-developed
timing belt-driven
double overhead camshaft (DOHC)
16 valve cylinder head (
Cosworth Project KB). The cylinder heads were cast and assembled by either
Cosworth or, as demand increased,
Kolbenschmidt. In general, the heads from this lineup are supposed to flow appreciably better than their Lotus successors. The
20XE came into production in 1987. The engine was designed by Cosworth, UK. The engine was originally intended for race application, hence
Cosworth's involvement. At the time of its launch, this engine was something of a milestone unit in Europe and was widely used in motorsport in many specialist race versions. The engine had a low optimum
specific fuel consumption of 232 g/kWh which is equivalent to a maximum efficiency of 37%; a better efficiency than some of the diesel engines that were available at the time of its release. The valves are set at 46° and are accompanied by pistons with shallow valve pockets – thereby eliminating the need for a shorter
connecting rod hence, allowing a suitable compression ratio to be achieved. Long spark plugs are used and positioned concentric to the cylinder. Power output was rated at 157 bhp. The later engine were suffixed
C20XELN to indicate "Low Noise" revisions (smaller cylinder head port, cast pistons, and different crank bearing size) in line with EU regulations In 1988 the
C20XE was introduced, and was fitted with a catalyst and oxygen sensor in the exhaust. This was due to new emission standards, which forced manufacturers to equip their cars with a catalytic converter and a lambda or oxygen sensor – this requirement permitted the fitment of the Bosch
Motronic 2.5 engine management system. Engine power output dropped to . Vauxhall complied with the new emission controls in 1988, although the legislation wasn't law until 1991. Vehicles fitted with the C20XE engine produced before 1991 can have their catalytic converter legally removed, and the vehicle will still comply with MOT regulations. The
C20LET engine was introduced in 1992, and was fitted to the
Opel/
Vauxhall Vectra Turbo/
Cavalier Turbo,
Calibra Turbo, and the South African made
Opel Astra 200t S. It is similar to the C20XE, apart from the primary addition of a
KKK-16
turbocharger, Boost pressure is continuous with a overboost. Some versions of the engine implemented switchable
Traction Control (commonly included in the early Astra GSi models). The inlet had a secondary
throttle valve sandwiched underneath the primary throttle body. This is closed by a motor/arm assembly when the traction control ECU senses loss of grip/spin at the wheels. The engine was also equipped with a different
throttle position sensor (six pin, as opposed to three), and a different
coolant temperature sensor (which was black, as opposed to the normal light blue colour). The engines that appeared in the early 1990s also swapped the cast metal spark plug cover for a cheaper (and less regarded) plastic version. Those used round tooth
cambelts while the later used square (with a plastic pre-tensioner). There are also subtle differences between the crankshaft, and visible difference in the pattern of the SFi airbox. In its last version before production ended, the
C20XE came with a new engine management system which included a
distributorless ignition system, namely Bosch Motronic 2.8. The last version was called
C20LN (Low Noise) and has a stronger engine block.
Porosity issues In 1991, the
Coscast cylinder head was replaced with the
GM cylinder head which was manufactured by Kolben-Schmidt. One of the most prominently recognized qualities of the
Coscast head is its inherent lack of porosity; this was achieved by pumping the liquid metal into the mold rather than pouring it, hence, minimizing the presence of tiny air bubbles that usually form during the standard casting process. The
Coscast head can be identified by a
Coscast logo which is stamped under the 3rd exhaust port and a ridge on the head under the distributor. The
GM head was a poured casting, and featured a slightly different oil/water gallery design. These design changes required that a pair of
Welch plugs be pressed in at either end of the head. In situations where a complete
C20XE is still fitted to a vehicle, the presence of Welch plugs (or lack of) has proven to be the sole means of differentiating between
GM and
Coscast heads. A reinforced version of the
GM head became available in the later years of the
C20XE; however, these reinforcements meant that it had smaller inlet/exhaust channels than the other two. Since an engine's oil circulates at much higher pressures than its coolant, oil in a porous head has a tendency to gradually seep into the coolant galleries. A typical symptom of a porous head is usually a '
mayonnaise'-like substance forming somewhere inside the cooling system (usually, this can be found residing on the coolant reservoir cap). However, depending on the degree of porosity, symptoms of a porous head have a tendency to vary. Many
C20XE operators have described the symptom as a curry-like residue or in more severe cases, a thick brown sludge which may overcome the entire cooling system. In such instances, engine oil will readily react with the sulfur in rubber components, hence quickly degrading coolant pipes and hoses to the point of failure. During the porous head debacle, GM faced bankruptcy – therefore dealers failed to recall affected models. Due in part, to the engine's immense prominence and demand, many businesses now specialize in the repair of porous GM
C20XE/LET heads – by either sleeving the affected gallery or by injecting a polymer based substance into the porous region. Reportedly, a small number of total GM
C20XE cylinder heads ever exhibited significant symptoms of porosity.
Motorsport The
C20XE has seen extensive use in motorsport. Typical uses for the engine have ranged from hillclimb events, to open wheel racing categories. Despite its age, it remains the powerplant of choice for many
Formula 3 teams and has most recently found acclaim in the Australian F3 scene where Tim Macrow, the 2007 Australian F3 champion, drove an Opel-Spiess powered car to claim victory. Tuned by Spiess, an F3 grade
C20XE is easily capable of producing in its naturally aspirated form. Many aftermarket tuners have further developed the
C20XE for racing purposes. The C20XE was used by the Chevrolet WTCC (World Touring Car Championship) team and the Lada WTCC team. The engine was also an option in Westfield kitcars. The engine is a favourite for both N/A and turbo motoring enthusiasts for its robust design, materials and construction
Ecotec branded models (in association with Lotus) 1.8 The
X18XE was branded as
Ecotec. All these engines feature an bore and an stroke.
2.0 The
X20XEV is the first
Family II engine branded as
Ecotec, a mass-market successor to the
C20XE with a
Lotus-developed
cylinder head. The new cylinder head had a smaller valve angle compared to the older
C20XE, to give more torque in the lower revs. It is a naturally aspirated engine with 16 valves and belt driven double overhead camshafts (
DOHC). bore and stroke in cast-iron
OHC-derived cylinder block and aluminium cylinder head. The
X20XEV was equipped with exhaust gas recirculation (
EGR) to reduce nitrogen dioxide emissions and
air injection reactor (AIR) to speed up the warming up of the catalytic converter and to reduce unburnt
hydrocarbons and
carbon monoxide. The engine is rated at . A higher output version called the
X20XER produced at 6500 rpm and at 4300 rpm. The
Z20LET is a
turbocharged version of the
X20XEV for the Opel Astra G and features an 8.8:1 compression, and of torque. From 2005, the
Z20LET engine was revised for the Astra H and Zafira B, to three different model designations,
Z20LEL,
Z20LER and
Z20LEH. The differing designations denote the engine power output, , and . Further revisions to the original design include under-piston oil cooling, a revised turbocharger unit and the deletion of the contra-rotating balancer shafts in the
Z20LEH engine (as used in the Astra VXR), to reduce mechanical losses. The Z20LEH also features high quality Mahle forged pistons, which are much stronger than the cast pistons fitted to the Z20LET, Z20LEL and Z20LER. The 2.0-litre
X20SED D-TEC 16 Valve
DOHC MPFi was built by Holden and used in the
Daewoo Nubira. The
L34 also known as the
U20SED is a 2.0 L () engine that was built until 2009 by Holden in Australia, dubbed D-TEC by GMDAT (the new Daewoo after the buyout from GM) or E-TEC II by Chevrolet (GM). It has an bore and stroke. Power is rated at in South America and Europe, in Canada, and in the United States; all are at 5400 rpm and torque is rated at . The engine has been used on the
Daewoo Lacetti and its various rebadged models, such as the
Chevrolet Optra, Suzuki Reno, and Suzuki Forenza. This engine was discontinued in 2010 and new generation open deck engines replaced starts with a prefix of the letter
A e.g. A20NHT A20NHH A20NFT….
2.2 The 2.2 L engine was a derivative of the GM Family II engine introduced in 1995 built by
Holden in Australia that saw usage first in Australian and European versions of Isuzu-derived trucks and SUVs, and was later used in the
Isuzu Rodeo and
Daewoo Leganza. The
X22XE was also used in the
Opel/Vauxhall Sintra (1996–1999). The 2.2-liter shares many details together all listed below: • Bore: 86.0 mm • Stroke: 94.6 mm • Volume: 2198 cc
X22XE • Power: at 5,200 rpm, at 5400 rpm (Sintra) • Torque: at 2,600 rpm • Compression ratio: 10.5:1 • Engine management: Bosch Motronic M 1.5.4 • Octane requirement: 91/95/98, with knock control • Control: timing belt • Exhaust system: AGR, regulated catalytic • Properties: balance shafts
Y22XE (used on Omega, 1999–2003) • Power: at 5,400 rpm • Torque: at 4,000 rpm • Compression ratio: 10.5:1 • Engine management: Siemens Simtec 71 • Octane requirement: 91/95/98, with knock control • Control: timing belt • Exhaust system: AGR, regulated catalytic • Properties: balance shafts, electronic throttle, cruise control
Z22XE (used on Omega, 1999–2003) • Specifications as Y22XE, but meets Euro IV emissions regulations. Further applications: •
Isuzu Faster •
Isuzu MU/Isuzu Amigo (1995–2004) •
Opel/Vauxhall Frontera (1998–2004) •
Honda Passport (1998–2002) •
Opel Omega •
Opel Blazer (Indonesian market)
2.4 •
X24SFD—2.4 L (2405 cc) SFI
DOHC 16V –
Chevrolet Astra,
Chevrolet Vectra :* 150 hp at 5200 rpm :* 228 Nm at 4000 rpm •
Z24XE—2.4 L (2405 cc)
DOHC –
Chevrolet Captiva,
Opel Antara (2006–2010), this engine was built by Holden until 2009. The 2006 Chevrolet Vectra also received a 2.4 L 16V
FlexPower engine. :* at 5200 rpm :* at 2200 rpm ==See also==