Chevrolet LE5 Specifications
| Engine Model: Chevrolet LE5 |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve liquid-cooled gasoline |
| Total Displacement: 145.5 cu.in (2.38 L) |
| Rated Engine Power: 164 Hp (122 kW) at 5800 rpm |
| Fuel System Type: Sequential multi-port fuel injection (MPFI) |
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The Chevrolet LE5 is a 2.4-liter naturally aspirated
inline-four gasoline engine produced by General Motors as part of the second
generation of the Ecotec engine family. Manufactured from 2006 through 2012, the
LE5 served as the larger-displacement counterpart to the 2.2L L61, engineered to
deliver superior low-end torque for applications in mid-size sedans, coupes, and
compact sport utility vehicles. This engine marked a significant advancement
within the Ecotec lineup with the introduction of dual independent variable
valve timing, representing a shift toward more sophisticated power delivery and
improved volumetric efficiency across the rev range.
The LE5 is widely regarded as a robust and refined powerplant that successfully
bridged the gap between economy and performance. Its construction utilizing a
lost-foam cast aluminum block with cast-iron cylinder liners provides a
favorable strength-to-weight ratio. The implementation of dual cam-phasing
variable valve timing on both the intake and exhaust camshafts was a notable
advancement, allowing for a flatter torque curve and improved driveability
compared to its predecessors.
The engine operates with a high level of internal refinement, attributed to twin
counter-rotating balance shafts that effectively quell the inherent vibrations
of a four-cylinder configuration. While not designed as a high-performance
forced-induction unit in its standard form, the LE5 offered a durable foundation
with a forged steel crankshaft, making it a reliable option for daily driving
and a popular candidate for aftermarket modifications. Its serviceability is
enhanced by features such as a top-mounted cartridge-style oil filter,
simplifying maintenance procedures.
Engine Type: Inline 4-cylinder, transversely mounted, 4-stroke, gasoline
Engine Family: GM Ecotec Gen II (L850)
Displacement: 2.4 L; 2,384 cc (145.5 cu.in)
Bore: 88.0 mm (3.46 in)
Stroke: 98.0 mm (3.85 in)
Compression Ratio: 10.4:1
Firing Order: 1-3-4-2
Bore Pitch: 96.0 mm (3.78 in)
Maximum Engine Speed (Fuel Cutoff): 6,500 rpm
Horsepower (SAE Net): 164 hp (122 kW) @ 5,800 rpm
Torque (SAE Net): 159 lb-ft (216 Nm) @ 4,500 rpm
The cylinder block is constructed from cast aluminum
utilizing the lost-foam casting process, which yields a consistent structure and
precise dimensional control. This process also results in a smoother surface
finish on the external surfaces compared to traditional sand casting. Press-fit
cast-iron cylinder liners are integrated into the block to provide a durable
wear surface for the piston rings.
The block features a deep-skirt design and a structural oil pan interface, which
increases the overall rigidity of the lower engine assembly and reduces noise,
vibration, and harshness. The bedplate design incorporates a cast aluminum main
bearing support structure that bolts to the block, securing the crankshaft main
bearings in a rigid assembly. Main bearing bore alignment is achieved through
the use of select-fit bearing shells.
The cylinder head is manufactured from cast aluminum
alloy and features a cross-flow design with four valves per cylinder. The
valvetrain configuration utilizes dual overhead camshafts (DOHC) that actuate
the valves via hydraulic lash adjusters and roller finger followers. This
arrangement reduces friction and provides consistent valve clearance without the
need for periodic manual adjustments.
The valves are arranged with a pent-roof combustion chamber design, which
optimizes flame propagation and enhances thermal efficiency. The intake valves
are constructed from steel, while the exhaust valves are made of a
high-temperature resistant steel alloy. The cylinder head incorporates
integrated exhaust manifolds in some iterations, which aids in reducing weight
and accelerates catalyst light-off during cold starts by retaining heat within
the exhaust gases. Valve stem seals are precision-engineered to control
lubrication consumption.
The fuel system is a sequential multi-port fuel
injection (MPFI) design, where each cylinder receives an individual fuel charge
timed to the intake stroke. The system operates at a nominal pressure of 58 psi
(400 kPa). Fuel is delivered through a stainless steel fuel rail mounted to the
intake manifold, with individual injectors positioned to direct fuel toward the
intake valves. This configuration promotes efficient fuel atomization and
mixture preparation.
The LE5 is equipped with an electronic throttle control (ETC) system, which
eliminates the mechanical cable linkage and allows the engine control module
(ECM) to precisely regulate air intake based on accelerator pedal position,
engine load, and other operational parameters. Later production variants
(post-2009) feature flex-fuel capability, utilizing alcohol sensors to adjust
fuel delivery and ignition timing for compatibility with E85 ethanol blends.
The lubrication system is a full-pressure, fully
filtered design utilizing a gerotor-type oil pump mounted to the front of the
crankshaft. The pump is driven directly from the crankshaft sprocket, providing
consistent oil flow proportional to engine speed. A cartridge-style oil filter
is mounted on the upper portion of the engine block, facilitating maintenance
access from the top of the engine compartment.
The system incorporates a piston cooling jet system, where dedicated oil nozzles
direct a stream of oil to the underside of each piston crown to manage thermal
loads and prevent detonation under high-load conditions. The oil pan is
constructed from stamped steel and is designed to act as a structural component,
contributing to overall engine rigidity. The lubrication circuit also supplies
the dual counter-rotating balance shafts and the dual variable valve timing
phasers.
The cooling system is a pressurized, closed-loop design
utilizing a cross-flow radiator with an electric cooling fan controlled by the
ECM. The water pump is a centrifugal type mounted to the front of the engine
block and driven by the timing chain via the water pump sprocket. The coolant
flows from the pump into the cylinder block, circulating around the cylinders
and through the integrated passages before traveling upward into the cylinder
head.
A conventional wax-element thermostat with a bypass circuit maintains operating
temperature, with a standard opening temperature range of 90-95°C (194-203°F).
The system utilizes a specific Dex-Cool organic acid technology (OAT) coolant.
The cooling circuit also provides thermal regulation for the heater core and, in
applicable applications, the engine oil cooler.
The ignition system is a coil-on-plug (COP) design,
where an individual ignition coil is mounted directly over each spark plug,
eliminating the need for high-tension spark plug wires. This system provides
precise ignition timing control and high secondary voltage output for reliable
combustion.
Variable Valve Timing (VVT): The LE5 was the first
Ecotec engine to feature dual independent variable valve timing. Camshaft
phasers on both the intake and exhaust camshafts allow the ECM to continuously
adjust valve timing across a range of up to 30 deg of crankshaft angle. This
capability optimizes volumetric efficiency across the entire engine speed range,
improving idle stability, low-end torque, and peak power output.
Balance Shaft System: Two counter-rotating balance shafts are housed within the
cylinder block, positioned on either side of the crankshaft. These shafts are
driven by a chain from the crankshaft and rotate at twice the engine speed to
cancel out the second-order vibrations inherent in inline-four engine designs.
PCV System: A positive crankcase ventilation (PCV) system is integrated into the
camshaft cover, utilizing a fixed orifice to meter crankcase vapors back into
the intake manifold for combustion, thereby reducing emissions.
Overall Length: 648 mm (25.5 in)
Overall Width: 645 mm (25.4 in)
Overall Height: 690 mm (27.2 in)
Engine Weight (Dry, complete with accessories): 138 kg (304 lb)
Engine Oil Capacity (with filter): 5.7 L (6.0 qt).
Recommended Engine Oil Viscosity: SAE 5W-30.
Recommended Engine Oil Specification: GM dexos1.
Coolant Capacity (Engine only): 6.5 L (6.9 qt).
Spark Plug Type: Iridium-tipped, 14 mm thread, 0.7 mm electrode gap.
Spark Plug Gap: 1.1 mm (0.043 in).
Spark Plug Replacement Interval: 161,000 km (100,000 mi).
Engine Oil Change Interval: 8,000-12,000 km (5,000-7,500 mi).
Timing Chain Replacement Interval: Inspect at 161,000 km (100,000 mi).
Cylinder Head Bolts (Stage 1): 30 Nm (22 lb-ft)
Cylinder Head Bolts (Stage 2): 90-degree turn
Cylinder Head Bolts (Stage 3): 70-degree turn
Main Bearing Bolts (M10): 50 Nm (37 lb-ft) + 90-degree turn
Connecting Rod Cap Bolts: 20 Nm (15 lb-ft) + 90-degree turn
Camshaft Cap Bolts: 10 Nm (89 lb-in)
Intake Manifold Bolts: 10 Nm (89 lb-in)
Exhaust Manifold Nuts: 20 Nm (15 lb-ft)
Spark Plugs: 15 Nm (11 lb-ft)
Oil Filter Cartridge Cap: 25 Nm (18 lb-ft)
Crankshaft Damper Bolt: 150 Nm (111 lb-ft) + 90-degree turn
Water Pump Bolts: 10 Nm (89 lb-in)
Valve Cover Bolts: 10 Nm (89 lb-in)
Chevrolet Cobalt (SS/Sport): 2006-2008
Chevrolet HHR: 2006-2011
Chevrolet Malibu: 2008-2012
Chevrolet Equinox: 2010-2012
Pontiac G6: 2006-2010
Pontiac Solstice: 2006-2008
Saturn Aura: 2007-2009
Saturn Sky: 2007-2009
Saturn Vue: 2008-2010
Suzuki XL7: 2007-2009 (Select markets)
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