U-blox reports first half 2019 financial results. In the first half of 2019, u‑blox reached revenues of CHF 190.6 million compared to H1.2018 revenues of CHF 199 million, a decline of 4.2%. The company saw a resurgence in the APAC region with growth of 8% and growth of 14% in China against H1.2018. Jan 02, 2020 Permission is hereby granted, free of charge, to any person obtaining a copy of this software and associated documentation files (the 'Software'), to deal in the Software without restriction, including without limitation the rights to use, copy, modify, merge, publish, distribute, sublicense, and/or sell copies of the Software, and to permit.
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. (2.0 – 2.4 L). (1.6 – 1.8 L)The Family II is a that was originally developed by in the 1970s, debuting in 1979.
Available in a wide range of ranging from 1598 to 2405, it simultaneously replaced the, and engines, and was 's core powerplant design for much of the 1980s.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, and their corresponding sister models, the Astra, Cavalier, and Nova.
Many subsidiaries, including, and have used this design.By 1986, the Family II unit had completely supplanted the CIH engine as Opel's core 4-cylinder powerplant. Although the 6-cylinder versions of the CIH continued in the larger and models until 1995.In 2004, a 2.0 L MultiPower engine was made available for the taxi market which could use gasoline, alcohol, and.The Family II also spawned two diesel variants, the 1.6 L and 1.7 L. These engines are sometimes referred to as 'Big-block' engines by enthusiasts; in contrast to the smaller engines which are sometimes referred to as the 'Small-block' engines.The development track of these engines split in 1987, with the introduction of the 20XE; which featured a 16-valve head. Although SOHC versions stayed in production in Brazil, most DOHC engines were replaced by the all-aluminium family.made various Family II engines for Opel, GM India, GM Uzbekistan and Isuzu Thailand at its plant. Variations include displacements from 1.8 L to 2.4 L.These engines formed the basis of the modern Family II lineup. Configuration was limited to a single over head cam, and two valves per cylinder in a cross flow layout (8 valves total). The 20NE served as the base, where later Family II engines evolved.1.6 The 1.6-liter iteration (1,598 cc or 97.5 cu in) has an 80.0 mm (3.15 in) bore and a 79.5 mm (3.13 in) stroke.
Opel began production of the 1.6 L in 1980. A version was also available. The diesel produced 54 PS (40 kW) at 4600 rpm and 70.8 lb⋅ft (96.0 N⋅m) of torque at 2400 rpm. It also had a 23:1 compression ratio and a injection pump. The diesel featured valves that rotate, increasing durability. EnginePowerTorqueCompression RatioFuel DeliveryEngine ManagementApplications16LF72 hp (53 kW ) at 5200 rpm with Ethanol73 hp (54 kW) at 5400 rpmwith Gasoline12.6 kgfm (124 Nm) at 2600 rpm with ethanol12.3 kgfm (121 Nm) at 3000 rpm with Gasoline8:1 with Gasoline12:1 with Ethanolcarburetor single barrelWeber 190 orbrosol h 35 alfa1 Ethanol/Gasoline. 1988–1991.
1992–1998. 1992–1995X17DTL51 kW (69 PS; 68 hp)132 N⋅m (97 lb⋅ft) at 2400 rpm22:1.8 The 1.8-liter iteration (1,796 cc or 109.6 cu in) has an 84.8 mm (3.34 in) bore and a 79.5 mm (3.13 in) stroke.
It was first available in the facelifted 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 (and Europe). 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 version that was optional in the North American market from 1984.EnginePowerTorqueCompression RatioFuel DeliveryEngine ManagementApplications18E85 kW (115 PS) at 5800 rpm151 N⋅m (111 lb⋅ft) at 4800 rpmLE2 Jetronic. 1984–1986. 1984–19862.0 The 1,998 cc (121.9 cu in) feature a 86 mm (3.4 in) bore and stroke. They also feature, an with a belt-driven overhead camshaft, a six-bolt, and a 6,400 rpm. Originally, developed by, these engines have been used in Brazilian market vehicles, Korean market vehicles and North American market vehicles; with the first versions appearing in 1981. The North American versions were used primarily in the compact cars from 1983 through 1994 although the version did make a brief appearance in the. The version also appeared in the -based, produced, 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; it featured a more aggressive camshaft, and high compression.The LT3 or C20GET is a 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 T-25 turbocharger; however it did not utilize an. Maximum boost at was 9 psi (62 kPa). 1987–1990. 1987–1989 SE. 19872.2 The 2.2 L or 2,198 cc (134.1 cu in) version has an 86mm (3.38 in) bore and a 94.6mm (3.7 in) stroke. It is codenamed C22NE and 22LE.It was mainly used in the Brazilian market, in the Opel Omega A (Chevrolet Omega in Brazil) with 116 hp and the Opel Vectra B (Chevrolet Vectra in Brazil) with 123 hp. This engine replaced the 2.0 8v C20NE (116 hp) version that was considered weak when fitted to cars like Omega and Vectra, by the Brazilian market.Applications:., modified C22NED engine2.4 The 2,405 cc (146.8 cu in) version has an 87.5 mm (3.44 in) bore and a 100 mm (3.9 in) stroke.
C24SE – 2.4 L – (C24SE built by Holden). X24XF— 2.4 L 8V FlexPowerDOHC DOHCOverviewAlso calledTWIN-TECProduction1987–2014Layout. The C20LET engine was introduced in 1992, and was fitted to the / /, and the South African made. It is similar to the C20XE, apart from the primary addition of a -16, M2.7 electronic, and black plastic plenum/'top hat' shroud with a 'turbo' script. It produces a rated output of 150 kW (201 hp), and generates 280 (207 ) of torque. Boost pressure is 0.6 (8.7 ) continuous with a 0.8 (12 ) overboost.Some versions of the engine implemented switchable (commonly included in the early Astra GSi models).
The inlet had a secondary valve sandwiched underneath the primary throttle body. This is closed by a motor/arm assembly when the traction control ECU senses loss of grip/spin at the wheels. The engine was also equipped with a different (six pin, as opposed to three), and a different (which was black, as opposed to the normal light blue colour).The engines that appeared in the early 1990s also swapped the cast metal spark plug cover for a cheaper (and less regarded) plastic version. Those used round tooth while the later used square (with a plastic pre-tensioner).
There are also subtle differences between the crankshaft, and visible difference in the pattern of the SFi airbox.In its last version before production ended, the C20XE came with a new engine management system which included a, namely Bosch Motronic 2.8. The last version was called C20LN (Low Noise) and has a stronger engine block.Porosity issues In 1991, the Coscast cylinder head was replaced with the GM cylinder head which was manufactured by Kolben-Schmidt. One of the most prominently recognized qualities of the Coscast head is its inherent lack of porosity; this was achieved by pumping the liquid metal into the mold rather than pouring it, hence, minimizing the presence of tiny air bubbles that usually form during the standard casting process.
The Coscast head can be identified by a Coscast logo which is stamped under the 3rd exhaust port and a ridge on the head under the distributor.The GM head was a poured casting, and featured a slightly different oil/water gallery design. These design changes required that a pair of be pressed in at either end of the head. In situations where a complete C20XE is still fitted to a vehicle, the presence of Welch plugs (or lack of) has proven to be the sole means of differentiating between GM and Coscast heads. A reinforced version of the GM head became available in the later years of the C20XE; however, these reinforcements meant that it had smaller inlet/exhaust channels than the other two.Since an engine's oil circulates at much higher pressures than its coolant, oil in a porous head has a tendency to gradually seep into the coolant galleries. A typical symptom of a porous head is usually a '-like substance forming somewhere inside the cooling system (usually, this can be found residing on the coolant reservoir cap). However, depending on the degree of porosity, symptoms of a porous head have a tendency to vary. Many C20XE operators have described the symptom as a curry-like residue or in more severe cases, a thick brown sludge which may overcome the entire cooling system.
In such instances, engine oil will readily react with the sulfur in rubber components, hence quickly degrading coolant pipes and hoses to the point of failure. During the porous head debacle, GM faced bankruptcy – therefore dealers failed to recall affected models. Due in part, to the engine's immense prominence and demand, many businesses now specialize in the repair of porous GM C20XE/LET heads – by either sleeving the affected gallery or by injecting a polymer based substance into the porous region. Reportedly, a small number of total GM C20XE cylinder heads ever exhibited significant symptoms of porosity.
Motorsport The C20XE has seen extensive use in motorsport. Typical uses for the engine have ranged from hillclimb events, to open wheel racing categories. Despite its age, it remains the powerplant of choice for many teams and has most recently found acclaim in the Australian F3 scene where Tim Macrow, the 2007 Australian F3 champion, drove an Opel-Spiess powered car to claim victory. Tuned by Spiess, an F3 grade C20XE is easily capable of producing 250 bhp (190 kW) in its naturally aspirated form. Many aftermarket tuners have further developed the C20XE for racing purposes. The C20XE was used by the Chevrolet WTCC (World Touring Car Championship) team and the Lada WTCC team. The engine was also an option in Westfield kitcars.
The engine is a favourite for both N/A and turbo motoring enthusiasts for its robust design, materials and constructionEnginePowerTorqueCompression RatioFuel DeliveryEngine ManagementApplications20XE115 kW (156 PS)203 N⋅m (150 lb⋅ft)10.5:1Sequential multi-port fuel injectionBosch Motronic 2.5 (no catalytic converter)Opel KadettOpel VectraC20XE110 kW (150 PS) at 6000 rpm196 N⋅m (145 lb⋅ft) at 4600 rpm10.5:1. A Turbo. A TurboEcotec branded models (in association with Lotus) 1.8 The X18XE was branded as Ecotec. All these engines feature an 81.6 mm (3.21 in) bore and an 86.0 mm (3.39 in) stroke.2.0 The X20XEV is the first Family II engine branded as Ecotec, a mass-market successor to the C20XE with a -developed. The new cylinder head had a smaller valve angle compared to the older C20XE, to give more torque in the lower revs. It is a 1,998 cc (121.9 cu in) naturally aspirated engine with 16 valves and belt driven double overhead camshafts.
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86 mm (3.4 in) bore and stroke in cast-iron -derived cylinder block and aluminium cylinder head. The X20XEV was equipped with exhaust gas recirculation to reduce nitrogen dioxide emissions and (AIR) to speed up the warming up of the catalytic converter and to reduce unburnt. The engine is capable of producing 100 (136; 134 ). A higher output version called the X20XER' produced 118 kW (158 hp) @ 6500 rpm and 188 N⋅m (139 lb⋅ft) @ 4300 rpm.The Z20LET is a version of the X20XEV for the Opel Astra G and features an 8.8:1 compression, 200 PS; 197 hp (147 kW) and 195 lb⋅ft (264 N⋅m) of torque. From 2005, the Z20LET engine was revised for the Astra H and Zafira B, to three different model designations, Z20LEL, Z20LER and Z20LEH. The differing designations denote the engine power output, 170 hp (127 kW), 200 hp (149 kW) and 240 hp (179 kW).
Further revisions to the original design include under-piston oil cooling, a revised turbocharger unit and the deletion of the contra-rotating balancer shafts in the 240 hp (179 kW) Z20LEH engine (as used in the Astra VXR), to reduce mechanical losses. The Z20LEH also features high quality Mahle forged pistons, which are much stronger than the cast pistons fitted to the Z20LET, Z20LEL and Z20LER.The 2.0-litre X20SED D-TEC 16 Valve MPFi was built by Holden and used in the.The L34 also known as the U20SED is a 2.0 L (1,998 cc (121.9 cu in)) engine that was built until 2009 by Holden in Australia, dubbed D-TEC by GMDAT (the new Daewoo after the buyout from GM) or E-TEC II by Chevrolet (GM).
It has an 86.0 mm (3.39 in) bore and stroke. Power is rated at 119 hp (89 kW) in South America and Europe, 126 hp in Canada, and 132 hp in the United States; all are at 5400 rpm and torque is rated at 126 lb⋅ft (171 N⋅m). The engine has been used on the and its various rebadged models, such as the, Suzuki Reno, and Suzuki Forenza.This engine was discontinued in 2010 and new generation open deck engines replaced starts with a prefix of the letter A e.g.
A20NHT A20NHH A20NFT.EnginePowerTorqueCompression RatioFuel DeliveryEngine ManagementApplicationsX20XEV136 PS; 134 hp (100 kW)185 Nm at 4000 rpm10.8:1Siemens Simtec 56.1/56.5/70. 1998–2000 (China). 1999–2008 (China).
2006–2009 (China).2.2 The 2.2 L engine was a derivative of the GM Family II engine introduced in 1995 built by in Australia that saw usage first in Australian and European versions of Isuzu-derived trucks and SUVs, and was later used in the. The X22XE was also used in the (1996–1999). (1929–1995). (1929–2007). (1919-2013).
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