Last Updated on: 7th September 2023, 12:45 am
The GM 2.0L Ecotec LTG is a turbocharged inline-4 engine with a displacement of 2L, it produces 230-279 hp and 50-400 Nm of torque. It is part of General Motors’ Gen3 Ecotec engine line.
The 2.0L Chevy/Cadillac engine was introduced in 2013, replacing the previous 2.0L Turbo version of the Gen2 Ecotec family, which was identified by the production codes LNF, LDK, and LHU.
For the 2013 model year, the new engine was initially only available in the Cadillac ATS and Chevrolet Malibu.
It may currently be found in a number of GM vehicles, including the 2.0L Turbo Camaro. The 2.0T LTG is also available on the Chinese market.
Let’s take a deeper look at the construction of the GM 2.0T Ecotec LTG engine, as well as its common difficulties and reliability.
GM 2.0L Ecotec LTG Design
The 2.0 Ecotec LTG is a completely new engine that has no resemblance to the 2.0T LHU Ecotec.
The LTG engine includes a new open-deck-style sand-cast aluminium cylinder block with cast-in-place iron liners and more structural support, although the blocks are dimensionally similar.
It has stronger main bearing bulkheads and cylinder bore walls to withstand increased engine strains.
The rotating assembly is made up of a forged steel crankshaft, forged powdered metal connecting rods, and lightweight cast aluminium pistons with a dish-shaped piston crown.
In the engine block, piston oil jets are fitted (by one per piston). Oil jets spray oil over the piston skirts, continuously lubricating and cooling the pistons to reduce friction and noise.
The oiling system is controlled by a two-stage variable-displacement oil pump.
The variable-flow oiling system improves fuel efficiency by minimising the usage of energy to pump oil that isn’t required.
The engine oil is cooled using a heat exchanger connected to the engine’s coolant circuit. Smooth engine operation is ensured by a modular balancing shaft system installed in the oil pan.
The LTG 2.0T engine’s A356T6 aluminium 16-valve cylinder head is designed for direct fuel injection and high boost pressure.
The cylinder head has stainless steel intake valves and sodium-filled exhaust valves.
The engine also has a DOHC configuration with Continuously Variable Valve Timing (CVVT).
The intake and exhaust camshafts are driven by a timing chain. Both cams have vane-type phasers that are controlled by an engine control module (ECM).
Hydraulic roller-finger followers with low friction control valves. LTG heads employ extended-life spark plugs that may last up to 100,000 miles (160,000 km).
The fuel system has two gasoline pumps. The first is a conventional electrically operated fuel pump in a gasoline tank.
It transports gasoline to the second pump, a high-pressure fuel pump mounted on the engine and controlled by the intake camshaft.
The HP pump produces fuel pressures ranging from 750 to 2,250 pounds per square inch.
Fuel is delivered to the injectors through a high-pressure stainless steel feed line and a pressure-regulated fuel rail.
In the 2.0L LTG Ecotec, a Borg Warner twin-scroll turbocharger with an electronically managed wastegate is employed.
The maximum boost pressure of the turbo is about 20 psi. The engine comes with a cast stainless steel 4 in 2 exhaust manifold (1-4 and 2-3).
As a consequence, the turbine’s scrolls each have their own exhaust channel. The LTG engine uses an air-to-air intercooler to reduce the temperature of compressed air.
It may reduce the temperature of entering air to 212℉ (100℃).
The intake manifold is made of plastic. Because the intake system is pressurised, there is no vacuum source for the brake booster.
In this case, a cam-driven vacuum pump is located at the rear of the cylinder head. It is controlled by the exhaust camshaft.
When compared to the LHU engine, the 2.0T LTG Ecotec engine reduces overall engine friction by 16 percent. Because to direct injection, cold-start emissions were decreased by around 25%.
The twin-scroll turbo produces a broad and strong torque curve, giving you an incredible sensation of power when you need it.
2.0L Ecotec LTG Engine Specs
- Manufacturer: Spring Hill Manufacturing plant, Spring Hill, Tennessee, the USA Tonawanda, NY, the USA
- Production years: 2013+
- Cylinder block material: Aluminium
- Cylinder head material: Aluminium
- Fuel type: Gasoline
- Fuel system: Direct Injection
- Configuration: Inline
- Number of cylinders: 4
- Valves per cylinder: 4
- Valvetrain layout: DOHC
- Bore: 86.0 mm (3.39 in)
- Stroke: 86.0 mm (3.39 in)
- Displacement: 1,998 cc (150 cu in)
- Type: Four-stroke, turbocharged
- Compression Ratio: 9.5:1
- Power: 230-279 hp (172-208 kW) at 5,500 rpm
- Torque: 285-295 lb ft (350-400 Nm) at 1,700-5,500 rpm
- MPG: 21 city / 31 highway
- Firing order: 1-3-4-2
- Engine oil weight: SAE 0W-30, 5W-30
- Engine oil capacity: 4.7 litres (5.0 qt) (RWD/FWD vehicles), 5.7 litres (6.0 qt) (AWD vehicles)
- Oil change interval: 10,000 miles (15,000 km) / 12 months
- Applications: Chevrolet Camaro, Chevrolet Malibu, Chevrolet Equinox, Chevrolet Traverse, Cadillac ATS, Cadillac CT6, Cadillac CTS, Cadillac ATS 25T (China), Cadillac ATS 28T (China), Opel Insignia, Buick Regal, Buick Envision, Buick GL8, GMC Terrain, Holden Commodore
Problems & Reliability of the 2.0L Ecotec LTG
To begin with, the GM 2.0 Ecotec engine is a fantastic engine.
It blends the performance of NA 3.0/4.0-liter V6 and V8 engines with the efficiency of a four-cylinder engine. Since the generation 3 model, it’s also the first I-4 engine in a Camaro.
At 5,600 rpm, the Camaro 2.0T LTG engine generates 275 horsepower (205 kW) and 295 lb-ft (400 Nm) of torque.
This turbo-four achieves a good balance of performance and durability. Of course, it isn’t perfect, just like everything else in the world.
Common Problems
- Carbon build-up
- Oil leaks caused by the timing cover
- Piston failure
Carbon build-up on the intake valves affects every direct-injection engine to some extent. The 2.0 LTG Ecotec isn’t immune to the disadvantages of direct injection, though.
All engines have the ability to blast oil into the intake.
Traditional port injection users are unaffected since the gasoline washes everything back into the combustion chambers.
Blow-by oil collects on the intake valves and everything else in the area when gasoline is pumped directly into the combustion chamber, bypassing intake valves and ports.
This dirty black build-up may obstruct airflow, compromising performance and reliability.
This happens every 80,000-100,000 kilometres or so. Walnut blasting is a great way to bring back some long-dead horses.
After being sold in the early years, several 2.0T Ecotecs encountered piston difficulties within the first few thousand miles.
GM was able to quickly rectify these early motor flaws, and current models seem to be free of them.
The pistons of the 2.0 LTG, on the other hand, are not the most powerful part of the engine. They’re composed of cast aluminium rather than forged steel, and there’s not a lot of room for error.
On a stock engine, they perform well.
However, if you want more power, you’ll need to upgrade the 2.0T Ecotec with aftermarket forged aluminium pistons.
Another common problem with LTG engines is oil leaks around the timing cover. Slow seeping oil leaks usually burn off on the engine block, producing minor quantities of smoke and an odour of burning oil.
If you notice any of these symptoms, look for black patches on the cylinder block around the timing cover. It’s conceivable that oil is seeping from the timing cover.
Keep in mind that the 2.0-liter Ecotec LTG is a high-performance turbo engine. It is undeniably more harder to keep up with.
The engine requires high-quality synthetic lubricants, premium gasoline, and expensive spark plugs.
Aside from that, the car’s complex construction gives plenty of room for issues with the electronics, turbo, and emissions equipment.
If properly maintained, the 2.0 Ecotec LTG engine, on the other hand, could easily exceed 200k miles.
