Chevrolet LE2 Specifications
| Engine Model: Chevrolet LE2 |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve VVT liquid-cooled gasoline |
| Total Displacement: 85 cu.in (1.39 L) |
| Rated Engine Power: 153 Hp (114 kW) at 5600 rpm |
| Fuel System Type: Gasoline Direct Injection |
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The Chevrolet LE2 is a 1.4-liter turbocharged
inline-four gasoline engine developed under General Motors’ Small Gasoline
Engine (SGE) family. Production commenced for the 2016 model year, positioning
the LE2 as a direct successor to the older LUV and LUJ 1.4L turbo units. The
engineering focus centered on mass reduction, thermal efficiency, and
refinement.
A primary achievement was the reduction of engine weight by approximately 20 kg
(44 lbs) compared to its iron-block predecessor, largely attributed to the
adoption of an aluminum block structure. The engine incorporates direct
injection and a twin-scroll turbocharger with an integrated exhaust manifold,
forming a compact, low-lag induction system.
Engine Type: Inline 4-cylinder, turbocharged, transverse mounting
Displacement: 1.4 L; 1,399 cc (85 cu.in)
Bore x Stroke: 74.0 mm x 81.3 mm (2.91 in x 3.20 in)
Compression Ratio: 10.0:1
Horsepower: 153 hp (114 kW) @ 5,600 rpm
Torque: 177 lb-ft (240 Nm) @ 2,000-4,000 rpm
Maximum Engine Speed: 6,500 rpm (fuel cut-off)
Firing Order: 1-3-4-2
Idle Speed: 700-800 rpm (depending on thermal conditions and load)
The cylinder block is constructed from high-pressure
die-cast aluminum (A319 alloy) to minimize mass while maintaining structural
rigidity. To ensure durability under forced induction, the block utilizes
pressed-in, gray cast-iron cylinder liners that provide a robust wear surface
for the piston rings.
The block features a deep-skirt design, which enhances bottom-end rigidity and
reduces noise, vibration, and harshness (NVH). The bedplate (lower crankcase) is
a structural aluminum component that houses the main bearing caps, further
reinforcing the main bearing bore alignment. The block is designed with a
closed-deck configuration at the top to improve head gasket sealing under high
cylinder pressures.
The cylinder head is manufactured from cast aluminum
(A356-T6) and features a dual overhead camshaft (DOHC) arrangement supporting
four valves per cylinder. The intake and exhaust camshafts are equipped with
continuously variable valve timing (VVT), allowing the phasing to adjust based
on engine load and speed for optimized fuel economy and power delivery. The
valves are arranged in a pent-roof combustion chamber design. The intake valves
are 32.5 mm (1.28 in) in diameter, while the exhaust valves measure 28.0 mm
(1.10 in).
Valve actuation is managed by hydraulic lash adjusters and roller finger
followers, which eliminate the need for periodic valve lash adjustments and
reduce friction. A unique feature of the LE2 is the integration of the exhaust
manifold into the cylinder head casting. This integration allows the
turbocharger to mount directly to the cylinder head, shortening the exhaust path
to the turbine wheel for faster response and reducing overall engine package
weight.
The fuel system operates as a high-pressure direct
injection (DI) configuration. A mechanical high-pressure fuel pump, mounted to
the cylinder head and actuated by a lobe on the exhaust camshaft, generates fuel
pressure. Operating pressure ranges from 2,900 psi to 3,600 psi (20 to 25 MPa)
depending on engine speed and load.
The system utilizes centrally mounted, solenoid-actuated fuel injectors that
deliver fuel directly into the combustion chamber, promoting precise mixture
control and improved knock suppression. This direct injection strategy allows
for a higher compression ratio (10.0:1) than previously possible with
port-injected turbocharged engines of this displacement, contributing to
enhanced thermal efficiency.
The lubrication system employs a variable-displacement
vane-type oil pump controlled by an electronic solenoid. This pump adjusts oil
flow and pressure based on engine operating conditions, reducing parasitic
losses during low-demand cruising while ensuring adequate lubrication for the
turbocharger and valvetrain at high loads.
The oil pump draws fluid from a structural aluminum oil pan and distributes it
through a full-flow, cartridge-style oil filter. Oil cooler is integrated into
the oil filter housing assembly, utilizing engine coolant to maintain oil
temperature stability. The system capacity is 4.0 L (4.2 qt) including the
filter. Pressure regulation is maintained between 30 psi at hot idle and 65-85
psi at operating speed.
The cooling system is designed for rapid warm-up and
precise thermal management to support fuel economy targets. It features a
dual-stage thermostat (two separate thermostatic elements in one housing) that
enables the cylinder head and engine block to warm up at different rates. This
design allows for a warmer cylinder head for reduced friction while keeping the
block cooler to suppress knock during high load.
The water pump is belt-driven from the crankshaft and utilizes a flow control
valve to manage coolant flow through the heater core and radiator. System
capacity is approximately 6.5 L (6.9 qt). The integrated exhaust manifold in the
cylinder head is cooled directly by the coolant jacket, reducing the thermal
load on the turbocharger and lowering exhaust gas temperatures before they enter
the turbine.
The engine utilizes a coil-on-plug (COP) ignition
system with individual ignition coils mounted directly over each spark plug.
Spark plug gap specification is 0.7 mm (0.028 in). The system is controlled by
the engine control module (ECM) using ion-sensing technology to detect knock and
misfire on a per-cylinder basis.
Induction and Turbocharging: The turbocharger is a
twin-scroll unit (MHI TD025) with the wastegate actuator controlled by the ECM.
The twin-scroll design separates exhaust pulses from cylinders 1 and 4 from
cylinders 2 and 3, reducing interference and improving turbine efficiency. An
air-to-air intercooler reduces intake air temperature before entering the
electronic throttle body. Maximum boost pressure is regulated to 18 psi (1.24
bar) at sea level.
Crankcase Ventilation: A closed-loop crankcase ventilation (CCV) system
integrates a high-efficiency oil separator integrated into the camshaft cover to
prevent oil carryover into the intake system.
Emission Control: The engine meets ULEV (Ultra-Low Emission Vehicle) and Tier 3
Bin 70 standards. Emissions equipment includes a close-coupled three-way
catalytic converter, heated oxygen sensors (HO2S), and an evaporative emission
control system.
The engine, dressed with intake, exhaust, and
turbocharger, measures 610 mm (24.0 in) in length, 560 mm (22.0 in) in width,
and 650 mm (25.6 in) in height. Dry engine weight (without fluids, but with the
turbocharger and intake manifold) is 97 kg (214 lbs). The total assembly weight,
including all accessories and the starter motor, is 108 kg (238 lbs).
Engine Oil: SAE 5W-30 dexos1 Gen 2 or equivalent
full-synthetic is required. Viscosity selection is based on ambient temperature
range. Oil Change Interval: 7,500 miles (12,000 km) under normal driving
conditions; 5,000 miles (8,000 km) under severe service conditions. Coolant:
Dex-Cool extended-life coolant (50/50 mixture with distilled water). Change
interval: 5 years or 150,000 miles (240,000 km).
Spark Plugs: Iridium-tipped. Replacement interval: 60,000 miles (96,000 km). Gap
is preset and non-adjustable. Timing Chain: The silent-type timing chain is
designed for the life of the engine under normal operating conditions.
Inspection for stretch is recommended if engine performance issues or rattling
occurs. Air Filter: Replacement interval: 30,000 miles (48,000 km) under normal
conditions. Fuel Filter: The fuel filter is part of the in-tank fuel pump
module; no routine maintenance replacement is scheduled.
Cylinder Head Bolts: 25 Nm (18 lb-ft) + 120 deg, then
120 deg.
Main Bearing Bolts (Bedplate): 25 Nm (18 lb-ft) + 60 deg + 15 deg.
Connecting Rod Bolts: 20 Nm (15 lb-ft) + 125 deg.
Camshaft Caps: 12 Nm (106 lb-in).
Spark Plugs: 20 Nm (15 lb-ft).
Turbocharger to Cylinder Head Nuts: 35 Nm (26 lb-ft).
Oil Pan Bolts: 12 Nm (106 lb-in) + 30 deg.
Oil Filter Housing to Cylinder Block: 25 Nm (18 lb-ft).
Water Pump Bolts: 12 Nm (106 lb-in).
Chevrolet Cruze (J400): 2016-2019 model years. The LE2
served as the high-value turbo engine for LS, LT, and Premier trims, replacing
the naturally aspirated 1.8L in many markets.
Chevrolet Volt (L3A variant): 2016-2019. While branded as the L3A in Volt
applications, the engine is mechanically identical to the LE2. It functioned as
the range-extender generator, operating primarily at constant speeds optimized
for efficiency and was not directly coupled to the drive wheels.
Chevrolet Trax: 2021-2022. Utilized in select trims, particularly in markets
where the 1.4L turbo was offered as a premium powertrain over the base 1.2L
engine.
Buick Encore: 2016-2022. The LE2 was installed in the Sport Touring trim levels
and select high-feature models, providing a power upgrade over the earlier LUV
1.4L turbo found in base models.
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