GM Family II engine


The Family II is a straight-4 piston engine that was originally developed by Opel in the 1970s, debuting in 1981. Available in a wide range of cubic capacities ranging from 1598 to 2405 cc, it simultaneously replaced the Opel CIH and Vauxhall Slant-4 engines, and was GM Europe's core mid-sized powerplant design for much of the 1980s, and provided the basis for the later [|Ecotec] series of engines in the 1990s.
The Family II shares its basic design and architecture with the smaller Family I engine – and for this reason the Family I and Family II engines are also known informally as the "small block" and "big block", respectively – although the 1.6 L capacity was available in either type depending on its fuelling system.
The engine also spawned two diesel variants, the 1.6 L and 1.7 L.
The engine features a cast iron block, an aluminium head, and a timing belt driven valvetrain. The timing belt also drives the water pump. It was first used in the Opel Kadett D, Ascona C, and their corresponding Vauxhall sister models, the Astra and Cavalier II. Many General Motors subsidiaries, including Daewoo, GM do Brasil, GM Powertrain, and Holden have used this design.
Family II engines for the European and Australasian markets were manufactured by Holden at its Fisherman's Bend plant in Melbourne until 2009, whilst the Americas were supplied from the São José dos Campos plant in the São Paulo region of Brazil.
By 1986, the Family II unit had almost completely replaced the CIH engine as Opel/Vauxhall's core 4-cylinder engine – the CIH continuing only in 2.4L 4-cylinder format, and in all 6-cylinder applications in the Omega and Senator models until 1994.
The development track of these engines split in 1987, with the introduction of the 20XE; which featured a 16-valve DOHC head, with Holden production of the SOHC versions ending in 2009. Although SOHC versions stayed in production in Brazil, most DOHC engines were replaced by the all-aluminium GM Ecotec engine family.
In 2004, a 2.0 L MultiPower engine was made available for the taxi market which could use gasoline, alcohol, and natural gas.

SOHC

These engines formed the basis of the modern Family II lineup, starting with the 16SH version in the Opel Kadett D/Ascona C in 1981. Configuration was limited to a single over head cam, and two valves per cylinder in a cross flow layout. Superficially these engines look similar to the "small block" Family I engine; the key difference to aid identification is the position of the oil filter – on the Family I it is on the front face of the cylinder block, pointing towards front of the car, on the Family II it is adjacent to the crankshaft pulley pointing downward. The Family II also has a more sophisticated crankcase breathing circuit, with an additional pipe that runs from the crankcase to the camshaft box, with a further pipe running from a small plenum chamber on the rocker cover.
The 1.8-liter versions appeared first in carburetted form in 1982 and later also in injected and further forms. The 2-liter 20NE was introduced in 1986 for the Opel Omega A and Ascona C3 and served as the base from which the updated 20SEH, and ultimately the 20XE/C20XE "Red Top". The final versions of this engine, labelled Ecotec, evolved from this engine as well.
Early Family II engines had a reputation for rapid camshaft and follower wear, the problem afflicted Kadett D/Astra I and Ascona C/Cavalier II vehicles fitted with the engine. Improved metallurgy of both the cam lobes and followers, combined with a change to the lubrication specification eventually solved the issue.
Another known issue on the Family II was for the water pump to become jammed into its mounting due to corrosion if the engine was run with no antifreeze; the pump is mounted into an eccentric shaped aperture so it can also function as the timing belt tensioner. If the pump cannot turn then the belt cannot be tensioned. Later versions of the engine were equipped with a separate jockey pulley to combat the issue.

1.6

The 1.6-liter iteration has an bore and a stroke. Opel began production of the 1.6-liter engine in 1980. A diesel fueled version also became available. The diesel produced at 4600 rpm and of torque at 2400 rpm. It also had a 23:1 compression ratio and a Bosch injection pump. The diesel featured valves that rotate, increasing durability.
EnginePowerTorqueCompression RatioFuel DeliveryEngine ManagementApplications
16LF72 hp at 5200 rpm with Ethanol
73 hp at 5400 rpm
with Gasoline		12.6 kgfm at 2600 rpm with ethanol
12.3 kgfm at 3000 rpm with Gasoline		12:1 with Ethanol
8:1 with Gasoline		Carburetor single barrel Weber 190 or brosol h 35 alfa1
Ethanol/Gasoline
16SH at 5800 rpm at 3800–4200 rpmGM Varajett IIOpel Kadett D
Opel Ascona C
Opel Kadett E
16D/16DA at 4600 rpm at 2400 rpmBosch VE

1.7

The 1.7-liter iteration has an bore and a stroke.

The engine uses diesel fuel, and uses indirect injection.
EnginePowerTorqueCompression RatioFuel DeliveryEngine ManagementApplications
17D at 2400 rpm23:1Bosch injection pumpMechanical Indirect
17DR at 2650 rpm23:1Lucas injection pumpMechanical Indirect
X17DTL at 2400 rpm22:1VariousMechanical Indirect1994–2000 Opel Astra

1.8

The 1.8-liter iteration has an bore and a stroke. It was first available in the facelifted Opel Manta B in May 1982, and quickly made its way into a number of other Opel and GM cars. It was originally available as the 18N and the 18S, for low and high octane petrol respectively. The C18NV was first installed in the Opel Rekord E2 from May 1985 and was one of the first catalysed mass market automobiles sold in Germany. The Family II engines in a longitudinal installation have one major design difference from their transverse mounted counterparts – the distributor is driven by a small drivebelt from the camshaft timing sprocket rather than directly off the transmission end of the camshaft, which on the Manta B and Rekord E2 would have meant the distributor fouling the firewall or being impossible to service.
In 1983, the 1.8 L engine was added to certain North American market J-cars; the engines were imported from Brazil. The LA5 is a turbocharged version that was optional in the North American market from 1984.
EnginePowerTorqueCompression RatioFuel DeliveryEngine ManagementApplications
18E
S18E		 at 5800 rpm at 4800 rpm9.5:1Multipoint fuel injection
18LE79 kW at 5,600 rpm 151 N⋅m at 3,600 rpm8.8:1Multipoint fuel injection
18N at 5400 rpm at 3000 rpm8.2:1Pierburg 2E3
18SE at 5400 rpm at 3200 rpm10.0:1Multipoint fuel injection1995–1999 Opel Optima
E18NV at 5400 rpm at 2600 rpm9.2:1Pierburg 2EE
C18NE at 5800 rpm at 3000 rpm8.9:1Multipoint fuel injection1985.05–1986.08 Opel Ascona C
Opel Kadett E
C18NZ at 5400 rpm at 3000 rpm9.2:1Monopoint fuel injection
LH8 at 5200 rpm138 Nm at 2800 rpm9:1Throttle-body fuel injection
LA5 at 5600 rpm204 NM at 2800 rpm8:1Multi-port fuel injection
turbocharged

2.0

The single overhead camshaft inline four cylinder engines feature a square bore and stroke. They also feature fuel injection, an aluminium crossflow cylinder head with a belt-driven overhead camshaft, electronic ignition, a six-bolt flywheel, and a 6,400 rpm redline. Originally, developed by Opel, these engines have been used in Brazilian market vehicles, Korean market vehicles and North American market vehicles; with the first versions appearing in 1981, although did not start appearing in European Opel/Vauxhall models until 1986 – firstly in the Omega A and then in the facelift Ascona C3 for the 1987 model year.
The North American versions were used primarily in the J-body compact cars from 1983 through 1994 although the turbocharged version did make a brief appearance in the N-body Pontiac Grand Am. The SOHC version also appeared in the Opel Kadett E-based, Daewoo produced, Pontiac LeMans for the US market. In the Brazilian market these engines are still built under the FlexPower name. Differences between the engines are usually emissions related. However, the 20SEH version was more powerful version produced for Opel's sportier models such as the Ascona GT and Kadett GSi, ; it featured a more aggressive camshaft, and high compression pistons.
The LT3 or C20GET is a turbocharged version produced in Brazil for the North American market. It featured brilliant red powder coating on the camshaft cover, intake manifold and boost pipe. The engine was equipped with a water-cooled Garrett T-25 turbocharger; however it did not use an intercooler. Maximum boost at WOT was.
EnginePowerTorqueCompression RatioFuel DeliveryEngine ManagementApplications
20LE
20NE at 5200 rpm at 2600 rpm9.2:1Multipoint fuel injectionMotronic ML 4.1
20SE at 5400 rpm at 2600 rpm10.0:1Multipoint fuel injectionMotronic ML 4.1
20SEH at 5600 rpm at 4600 rpm10.0:1Multipoint fuel injection
C20NE at 5200 rpm at 2600 rpm9.2:1Multipoint fuel injection
X20SE at 5200 rpm at 2800 rpm10.0:1Multipoint fuel injectionMotronic M1.5.4Opel Omega
LT2Throttle body fuel injection
LE4 at 5200 rpm at 3600 rpmMulti-Port Fuel Injection1992–1994 Pontiac Sunbird
LT3 at 5600 rpm at 4000 rpm8.0:1Multi-Port Fuel Injection