GM 2.0 Liter Turbo I4 Ecotec LHU Engine
The 2.0 liter LHU inline four cylinder engine is produced by General Motors mostly for use in high-performance applications. It is part of the large-displacement Ecotec engine family, and is being replaced by the all-new 2.0-liter LTG engine.
Engine highlights include:
- Engine Block: the Ecotec 2.0L turbo LHU sand-cast cylinder block is a superior refinement of previous Ecotec engine block castings. It is dimensionally similar to previous Ecotec turbo block variants, while providing improved structural support, as well as enabling greater control of noise, vibration and harshness.
- Rotocast Aluminum Cylinder Head with Sodium Filled Exhaust Valves: the Ecotec 2.0L turbo LHU’s A356 aluminum cylinder head is cast using a Rotocast process for high strength, reduced machining, and improved port flow. The head is also designed specifically for direct injection, making use of stainless steel intake valves that are nitrided for improved durability and undercut to improve flow and reduce weight. The exhaust valves have sodium-filled stems that promote valve cooling. Performance was the priority with the Ecotec 2.0L turbo LHU, so the exhaust manifold mounted to the cylinder head is made of cast stainless steel. It is extremely durable and delivers exceptional airflow qualities.
- DOHC with Continuously Variable Valve Timing: overhead cams are the most direct, efficient means of operating the valves, while four valves per cylinder increase airflow in and out of the engine. Continuously variable valve timing optimizes the engine’s turbocharging system by adjusting valve timing at lower rpm for improved turbo response and greater torque delivery. Cam phasing allows an outstanding balance of smooth torque delivery over a broad rpm range, high specific output, and good specific fuel consumption. Cam phasing also provides another effective tool for controlling exhaust emissions.
- Direct Injection: direct injection moves the point where fuel feeds into an engine closer to the point where it ignites, enabling greater combustion efficiency. Direct injection also reduces emissions, particularly cold-start emissions, by about 25 percent. Direct injection also makes possible higher compression ratio due to a cooling effect as the injected fuel vaporizes in the combustion chamber. This reduces the charge temperature and lessens the likelihood of spark knock. The direct injection fuel injectors have been developed to withstand the greater heat and pressure inside the combustion chamber and also feature multiple outlets for best injection control.
- Cam-Driven High-Pressure Fuel Pump: a high-pressure, cam-driven pump provides the fuel pressure required by the injection system of the Ecotec 2.0L turbo LHU. The engine-mounted fuel pump is augmented by a conventional electrically operated supply pump in the fuel tank.
- Twin-Scroll Turbocharger: an electronically controlled turbocharger with a unique twin-scroll design is used to increase power in the Ecotec 2.0L turbo LHU. The turbocharger generates maximum boost of about 20 psi. Because direct injection cools the intake process compared to port injection, it allows the engine to safely operate at higher boost and a relatively higher compression than a conventional turbo engine, increasing both output and efficiency.
- Air-to-Air Intercooler: an intake charge cooler enhances the power-increasing benefits of the turbocharging system. The Ecotec 2.0L turbo’s air-to-air intercooler draws fresh air through a heat exchanger to reduce the temperature of compressed air that’s forced through the intake system by the turbocharger.
- Cam-Driven Vacuum Pump: a cam-driven vacuum pump ensures the availability of vacuum under all conditions, especially under boost, when the engine produces the opposite of vacuum. The pump is mounted at the rear of the cylinder head and is driven by the exhaust camshaft via a flexible coupling.
|Type:||2.0L I4 Turbo|
|Displacement:||1998 cc (122 ci)|
|Engine Orientation:||Longitudinal or Transverse|
|Valve configuration:||Dual overhead camshafts|
|valves per cylinder:||4|
|Assembly site:||Spring Hill, Tennessee|
|Valve lifters:||Hydraulic roller finger follower|
|Bore x stroke:||86.00 x 86.00|
|Fuel system:||Direct Injection|
|Fuel Type:||Premium recommended, not required.|
|Applications||Horsepower hp (kw)|
|Buick Regal CXL:||220 hp (164kW) @ 5300 RPM SAE CERTIFIED|
|Buick Regal GS:||270 hp (201kW) @ 5300 RPM SAE CERTIFIED|
|Buick Verano:||250 hp (187kW) @ 5300 RPM SAE CERTIFIED|
|Applications||Torque lb.-ft. (Nm)|
|Buick Regal CXL:||260 lb.-ft (353Nm) @ 2000 RPM SAE CERTIFIED|
|Buick Regal GS:||295 lb.-ft (400Nm) @ 2400 RPM SAE CERTIFIED|
|Buick Verano:||260 lb.-ft. (353Nm) @ 2000 RPM SAE CERTIFIED|
|Maximum Engine Speed:||6350 rpm (forward gears)|
|Emissions controls:||Three-way catalyst, Positive Crankcase Ventilation, Evaporative System|
|Cylinder head:||Semi-permanent-mold A356-T6 Aluminum cylinder head|
|Exhaust manifold:||Cast stainless steel|
|Camshaft:||Cast nodular iron|
|Connecting rods:||Forged Steel|
|Additional features:||DI (direct injection)|
|Dual CVCP (continuously variable cam phasing)|
|Sodium-filled Iconel exhaust valves|
|Aluminum pistons with jet-spray cooling|
|Forged Powdered Metal (PM) connecting rods|
|Forged Steel crankshaft|
|Semi-permanent-mold 356 Al cylinder head|
|Variable pressure fuel rail (50-150 bar)|
|Stronger block bulkhead and deeper water jacket|
|Direct injection high-pressure multi hole injectors|
|58x engine position sensing|
|Stainless steel fuel system components|
|Dual converter system|
|Cam driven high pressure fuel pump|
|Mechanical brake vacuum pump|
|MYJ FWD F40 6 FWD|
|Buick Regal CXL||MHK-6T50|
|Buick Regal / Regal GS||MDK-FWD-AF40-6 (Gen2) FWD|