Monthly Archives: February 2011

Running ‘codes’ on an ECOTEC

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The ECOTEC in the TR4 is performing like a champ.  However, we had our first ‘oh shait’ moment.  The thing started missing under acceleration and given that is is a four banger, having 25% of all power missing intermittently makes a big deal.  Time to scratch the noggin’…

Well, this is where the thing really gets interesting.  We’ve had plenty of experience with all sorts of fuel injected GM engines – from the humble”throttle body” to the L98 TunedPort to the legendary LT1/LT4 and let’s not forget the awesome LSx family and last but not least the L32 in bowtie6.  Some of these can be fiddled with by changing ‘chips’ (L98 and TunedPort) while others like the LTx and LSx family can be modified with laptops and software.  And the oddball, the L32 – well he is pretty much hosed.  That poor critter is so old school that no software exists to fiddle with him.  Bugger.  🙁

Scanning some of the OBD I engines was simple enough:  jump the appropriate ALDL connector terminals and watch the MIL blink.  Count how many times it flashes and look it up.  Voila!  On L98’s, LTx’s, LSx’s, L32’s…  We’ve used several code readers – the last one we bought was pretty slick but it did not allow for tuning the ECM’s.

Ah, but for the ECOTEC…  Now we are talking!  HPTuners offers one very awesome software package and that is one more advantage about using this particular engine.  And, it can be used on the LTx’s and LS’x too.  So back to my original post…

We hooked up our  trusted laptop running HPTuners and we were able to scan for codes.  Sure enough, the thing showed we had an engine misfire.  But this is where it gets pretty cool:  not only did it confirm the misfire, it was smart enough to tell us which coil was causing the misfire – the coil on number 1 cylinder was the culprit.  We promptly changed it, cleared existing “DTC’s” and off we went.  Problem solved.

The point I’m  trying to make here is that with the proper tools, diagnosing FI is not rocket science.  Folks make this to be a great mystery.  I’ve heard from so many folks through the years that if has a “computer” it is not worth messing with.  Adding insult to injury, I’ve read of folks stripping the FI system off L32’s and replacing that with a “Holley”.  Oh dear…

bowtie6 Starts to Come Apart (Again!)…

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This feels like déjà vu!

In order to save from getting a busted gut when we get the broken frame out, the body has to be a little lighter…

So, the process of taking bowtie6 apart has begun.  The bonnet, doors and boot lid have all come off.  This time, it has been much slower than when I first took the car apart:  I’ve got a very expensive paint job to watch over!

Here is a quick preview of what the new front suspension will look like:  gone will be the days when a spring compressor is required to take the front “A” arms apart.

The new coilovers for bowtie6 were ordered and UPS brought them to my door this week.  They look just like the ones in the photo.  As you can see, the stock “A” arms are still there, and since the frame is custom made, a new mount has been built for the top of the coilover.  The bottom is attached to a new mounting plate that screws to the bottom of the lower “A” arms (much like the way the stock front shocks mount).

The coilovers are fully adjustable for rebound, can be rebuilt and the springs are interchangeable (of course).  This makes it very nice for fine-tuning travel.  The rear suspension will feature a similar setup, except that the coilovers will mount to the new axle.

Riding and Driving the ECOTEC TR4

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We have been riding and driving the ECOTEC TR4 on the road and it is quite simply amazing!

Today, I had a chance to finally ride and drive it.  As with every project it will need some debugging, adjusting and fine tuning but out of the box I can tell you it is one awesome ride.  Quite frankly, I can’t wait to get the 4 mile crate ECOTEC in bowtie6.

So what is it like?  The powerband on the ECOTEC is quite impressive.  Add to that a very lightweight body and you got yourself a very nimble sports car.  The 2.4 litre version is the way to go – the extra torque over the 2.2 is very pronounced and the extra hp’s are very welcome too.  The gearbox is quite amazing.  This is an Aisin five speed and it shifts very quick – the gear spacing will take some getting used to.  Another thing that will take some getting used to will be the clutch.  It travels very little before it engages.  It is not bad, just different.

The ECOTEC is fly by wire.  This means the gas pedal is not connected directly to the butterfly in the throttle body via cable.  Instead, the pedal is wired to the ECM and then the ECM tells the throttle body how much to open or close.  This is the exact same setup in my wife’s Chevy HHR.  This is very nice indeed!

I know all these words mean nothing unless they are backed up with a video.  No.  I don’t have one today, but maybe next weekend if the weather cooperates I’ll be able to make one and post it here.  So stay tuned…

Folks, the days of the 3.4 V6 as an option in British cars are over.  I can’t explain how awesome this four cylinder engine really is.  This engine revs to about 3500RPM’s very tamely.  The fun really begins around 4000RPM’s when the variable valve timing kicks in.  From there up to about 6500 (where the rev limiter jumps in) is just awesome – it really pushes you back in the seat.  Of course, the rev limiter will be coming out as soon as we can hook up a laptop and make a few ‘adjustments’.  That will be fun!

ECOTEC Powered TR4

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ECOTEC engines in British sports cars are a reality.  These engines offer great power-to-weight, excellent mileage and a wonderful exhaust note.  Folks, this is the way to go when modifying a British sports car.  The proof of concept was my cousin Jim’s TR4.  He has been working on this car for a couple of years, and little by little it has become a reality.  There are so many awesome things about this car!

The frame is hand built.  This is the same design that is being used for bowtie6‘s new frame.  My frame will be a simpler version of the one on the TR4 but basically will consist of the basic principle:  square tubing, modified TR6 front suspension, and a 4 point suspension rear axle with posi-traction.

The TR4’s body has been left stock, except for the bonnet, boot lid and hard top.  These components have been hand-made out of aluminium.  Yes, aluminium.  The main directive for the TR4 was to make it as light as possible and by making these body panels from aluminium a great deal of weight was saved.

The engine is an ECOTEC 2.4 litre and matching five speed from a Solstice.  Last year, the car was tested with the smaller 2.2 litre version.  We found the engine to be awesome and very responsive.  The ECM had to be fiddled with a little, but the result was quite impressive.  If you want to see a video of the car at that time, check this out:  ECOTEC TR4 video

Pretty cool huh?  Well – that was done about a year ago and showed the car in pretty rough state.  It was in primer, things were not bolted down tight, the interior was missing and the wiring was still being worked on.  Some 1500 miles were put on the car by Jim and all pointed in the right direction:  the care was lightweight, very responsive and the frame provided a very tight, solid feel.

The TR4 was fully disassembled, this time for its final assembly including a new 2.4 litre ECOTEC, paint and interior.  This time it is for real!  After many months of work, this is what the first ECOTEC powered  TR4 looks like:

ECOTEC Engine

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The 3.4 litre V6 that has faithfully powered bowtie6 for the last 15,000 miles has been a great engine and has provided enough power to obliterate a frame.  However,  it is dated, cannot be modified furthermore and the ECM cannot be re-programmed.  An LS engine although attractive would be too heavy.  Colin Chapman had it right:  to go fast, one must keep weight at an absoloute minimum.  So a highly powerful yet lightweight engine is the ticket.

The GM ECOTEC is the answer.  This engine is truly magnificent.  The engine is all aluminium 2.4 litre twin cam 4 cylinder with variable valve timing.  In stock form, it produces 177hp and with a little boost can easily produce 250hp at the rear wheels.  The sky (no pun intended) is the limit.  I’ll let you Google for more info on the engine – suffice to say, bowtie6 has to have one.

So let me tell you about my ECOTEC engine…

Ever heard of Mallett Cars?  These folks would take a brand new Pontiac Solstice or Saturn Sky and pull the Ecotec out.  In the cavity left behind they would stuff an LS2 or LS7 V8.  Well, my ECOTEC is one of the ‘take out’ engines they took out of a Solstice/Sky.  I was lucky enough to find a gentleman that had purchased 40 of these engines.  To put icing on the cake, I was able to hand-pick my engine/tranny combo and (get this) I found one that has only 4 miles on it.  The donor car was obviously driven off a transporter and immediately modified.  Lucky me!

So where are the pictures to prove it?  Read along…

Lets start with the engine as I purchased it.  This is the engine fully crated in one of the original “LS” V8 crates.  This shows this was the “025” conversion made by Mallett Cars.

Crated ECOTEC engine…

Moving right along, here is another picture taken of the crate once we got it on a trailer:

Crated ECOTEC on trailer

Another closeup of the crate:

Crated ECOTEC closeup

And finally, the piece d’resistance.  The sticker showing four miles on the engine.  The “V8-025” matches the same numbers on the crate and once we took the crate apart we found more stickers with the same info on it.  I have no idea who “Bob Anderson” is but I presume his Solstice/Sky at one time had this engine under its bonnet.  Soon it will be powering bowtie6.

ECOTEC mileage sticker… Yes! 4 miles!