Pics of LE8 short-block/head off? Is it sand-cast?
Thread Starter
Member
Joined: 11-13-2025
Posts: 35
The point of all this was to find out the following:
Need do get more data on the oil-filter housing stampings.
- Are the pistons in the LAP/LE8 identical to, or different from those in the L61?
- Are the LE8 and LE9 foam-cast or sand-cast?
- Do the LE8/LE9 use the updated and reinforced block design?
- Is it possible to tell the difference between the LAP/LE8 from the LE5/LE9 from the outside?
- Can the stampings on the oil filter housing be used to identify an engine?
Need do get more data on the oil-filter housing stampings.
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Joined: 10-13-2011
Posts: 40,068
From: Welland,Ont Canada
Here’s my 2 cents , the LE5 back in 2006 had a water cooled oil cooler, a similar but different mounting bolts was on the 2008 thru 2010 LNF , the L61 didn’t have the VVT system but in 2009 the 2.2 was updated with it.
the LE5 from 2006 thru 2009 2.4 litre had the VVT and was changed to the LE9 with flex fuel capabilities in 2010 and 2011.
so, my thought are there were differences in casting sand or lost foam, litres capacity and oil cooling , but could it be the blocks are the same just the cylinder sleeves are different size and the pistons .
GM has shown in the past they do build different sizes in the same block! The SBC in the 50’s thru the 90’s
the LS , the 80’s V6 and so on. Hmm the possibilities.
the LE5 from 2006 thru 2009 2.4 litre had the VVT and was changed to the LE9 with flex fuel capabilities in 2010 and 2011.
so, my thought are there were differences in casting sand or lost foam, litres capacity and oil cooling , but could it be the blocks are the same just the cylinder sleeves are different size and the pistons .
GM has shown in the past they do build different sizes in the same block! The SBC in the 50’s thru the 90’s
the LS , the 80’s V6 and so on. Hmm the possibilities.
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Joined: 01-23-2009
Posts: 26,522
From: Fredericksburg,VA
Excerpts from the existing wiki seem to answer many of the questions:
The L61 is a 2.2 L (2,198 cc) version with a lost-foam cast aluminium cylinder head and block; it features an 86 mm (3.4 in) bore and 94.6 mm (3.72 in) stroke[2] and either a 9.5:1 compression ratio or a 10.0:1. The engine is 665 mm (26.2 in) in length, 642 mm (25.3 in) in width, 655 mm (25.8 in) in height and approximately 139 kg (306 lb).[2]
n 2007, the L61 received a multitude of changes, that originated from the LE5. It switched to the higher-strength Gen II block and received a revised cylinder head (enlarged exhaust ports) and camshaft design (increased exhaust valve duration). The engine also switched from wasted spark ignition to individual coil-on-plug ignition; this forced the cam cover to be redesigned. It was also switched to an E37 engine controller with new crank and cam sensors (replacing timing sensor previously found in ignition cassette). These changes increase horsepower slightly and allow the engine to meet PZEV standards.[11] Compression ratio is 10.0:1.
The LE5 is a larger 2.4 L (2,384 cc) version of the Ecotec. Both the 88 mm (3.5 in) bore and 98 mm (3.9 in) stroke are larger, and Variable Valve Timing on the intake and exhaust improve low-end torque. Compression is 10.4:1. Power is 164–177 hp (123–132 kW) and torque is 159–170 lb·ft (215–230 N·m). The engine uses a reinforced "Gen II" block. Connecting rods are GKN-forged; C70 powdered metal was used from July 2007 on.
Basically Gen II is foam and Gen I is sand. Gen II is reinforced. LE5 was Gen II.
The L61 is a 2.2 L (2,198 cc) version with a lost-foam cast aluminium cylinder head and block; it features an 86 mm (3.4 in) bore and 94.6 mm (3.72 in) stroke[2] and either a 9.5:1 compression ratio or a 10.0:1. The engine is 665 mm (26.2 in) in length, 642 mm (25.3 in) in width, 655 mm (25.8 in) in height and approximately 139 kg (306 lb).[2]
n 2007, the L61 received a multitude of changes, that originated from the LE5. It switched to the higher-strength Gen II block and received a revised cylinder head (enlarged exhaust ports) and camshaft design (increased exhaust valve duration). The engine also switched from wasted spark ignition to individual coil-on-plug ignition; this forced the cam cover to be redesigned. It was also switched to an E37 engine controller with new crank and cam sensors (replacing timing sensor previously found in ignition cassette). These changes increase horsepower slightly and allow the engine to meet PZEV standards.[11] Compression ratio is 10.0:1.
The LE5 is a larger 2.4 L (2,384 cc) version of the Ecotec. Both the 88 mm (3.5 in) bore and 98 mm (3.9 in) stroke are larger, and Variable Valve Timing on the intake and exhaust improve low-end torque. Compression is 10.4:1. Power is 164–177 hp (123–132 kW) and torque is 159–170 lb·ft (215–230 N·m). The engine uses a reinforced "Gen II" block. Connecting rods are GKN-forged; C70 powdered metal was used from July 2007 on.
Basically Gen II is foam and Gen I is sand. Gen II is reinforced. LE5 was Gen II.
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Joined: 10-13-2011
Posts: 40,068
From: Welland,Ont Canada
Did I mention wiki had information? If I was to build an Ecotec today, I’d probably just order new long block from ZZP for my LE9 in my 2LT and call it a day! Then again I might rebuild my current seasoned LE9 with ARP head studs, stronger timing chain front guide, Melling oil pump and front guide upper bolt . The updated balance shaft tensioner. Forged rods LE 9 pistons, but I get stuck at the cylinder sleeves , can’t bore them really 10 or 20 thousand to clean these up , naw just order a fresh long block. Drive on.
Thread Starter
Member
Joined: 11-13-2025
Posts: 35
Excerpts from the existing wiki seem to answer many of the questions:
The L61 is a 2.2 L (2,198 cc) version with a lost-foam cast aluminium cylinder head and block; it features an 86 mm (3.4 in) bore and 94.6 mm (3.72 in) stroke[2] and either a 9.5:1 compression ratio or a 10.0:1. The engine is 665 mm (26.2 in) in length, 642 mm (25.3 in) in width, 655 mm (25.8 in) in height and approximately 139 kg (306 lb).[2]
n 2007, the L61 received a multitude of changes, that originated from the LE5. It switched to the higher-strength Gen II block and received a revised cylinder head (enlarged exhaust ports) and camshaft design (increased exhaust valve duration). The engine also switched from wasted spark ignition to individual coil-on-plug ignition; this forced the cam cover to be redesigned. It was also switched to an E37 engine controller with new crank and cam sensors (replacing timing sensor previously found in ignition cassette). These changes increase horsepower slightly and allow the engine to meet PZEV standards.[11] Compression ratio is 10.0:1.
The LE5 is a larger 2.4 L (2,384 cc) version of the Ecotec. Both the 88 mm (3.5 in) bore and 98 mm (3.9 in) stroke are larger, and Variable Valve Timing on the intake and exhaust improve low-end torque. Compression is 10.4:1. Power is 164–177 hp (123–132 kW) and torque is 159–170 lb·ft (215–230 N·m). The engine uses a reinforced "Gen II" block. Connecting rods are GKN-forged; C70 powdered metal was used from July 2007 on.
Basically Gen II is foam and Gen I is sand. Gen II is reinforced. LE5 was Gen II.
The L61 is a 2.2 L (2,198 cc) version with a lost-foam cast aluminium cylinder head and block; it features an 86 mm (3.4 in) bore and 94.6 mm (3.72 in) stroke[2] and either a 9.5:1 compression ratio or a 10.0:1. The engine is 665 mm (26.2 in) in length, 642 mm (25.3 in) in width, 655 mm (25.8 in) in height and approximately 139 kg (306 lb).[2]
n 2007, the L61 received a multitude of changes, that originated from the LE5. It switched to the higher-strength Gen II block and received a revised cylinder head (enlarged exhaust ports) and camshaft design (increased exhaust valve duration). The engine also switched from wasted spark ignition to individual coil-on-plug ignition; this forced the cam cover to be redesigned. It was also switched to an E37 engine controller with new crank and cam sensors (replacing timing sensor previously found in ignition cassette). These changes increase horsepower slightly and allow the engine to meet PZEV standards.[11] Compression ratio is 10.0:1.
The LE5 is a larger 2.4 L (2,384 cc) version of the Ecotec. Both the 88 mm (3.5 in) bore and 98 mm (3.9 in) stroke are larger, and Variable Valve Timing on the intake and exhaust improve low-end torque. Compression is 10.4:1. Power is 164–177 hp (123–132 kW) and torque is 159–170 lb·ft (215–230 N·m). The engine uses a reinforced "Gen II" block. Connecting rods are GKN-forged; C70 powdered metal was used from July 2007 on.
Basically Gen II is foam and Gen I is sand. Gen II is reinforced. LE5 was Gen II.
Yes, I'm aware of all of this. What I am trying to say i that when they switched to the sand-cast process for the LEA/LAF/LHU, and maybe the LDK(which was never even sold in the US), the block also got a new, more reinforced design. It was changed to a more closed deck design. See my above pictures of the 2011 GMC Terrain. The only mention of the switch to the sand-cast design and the more reinforced design on the Wikipedia is in the LHU section, even though it is not the only engine with this switch. I promise if it is in the Wikipedia, I have seen it. Some of the information in the Wikipedia I have found evidence proving false. I am actively verifying and proving everything, not just taking information put on the internet at face value.
This is a big research project which requires PROOF at every step. This is why I haves specifically been looking for photos.
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Joined: 01-23-2009
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