E-block?

[thescifiguy]

I'm soon to acquire a new GT project car and the guy said that it has an "E-block imported from Germany" via Opels Unlimited. I searched and found a few references to 2.0/2.2 E-heads.

What are these E-blocks/heads that he's likely to be talking about? Are we just talking about standard 2.0/2.2 engines or special versions of them? Did 1.9 engines come in some "E" variation?

[RallyBob]

I'm soon to acquire a new GT project car and the guy said that it has an "E-block imported from Germany" via Opels Unlimited. I searched and found a few references to 2.0/2.2 E-heads.

What are these E-blocks/heads that he's likely to be talking about? Are we just talking about standard 2.0/2.2 engines or special versions of them? Did 1.9 engines come in some "E" variation?

It's just a 1975 EFI block. Really nothing special, however it has a coolant hose fitting where the 'normal' 1.9 has a drain plug (above the oil pressure sender unit). In conjunction with the special 1975 EFI thermostat housing, the coolant is routed differently than pre-1974 engines. If it has the stock 1975 connecting rods they're in fact cast steel rather than forged, so they are not desirable for a performance build.

[wrench459]

It's just a 1975 EFI block. Really nothing special, however it has a coolant hose fitting where the 'nornal' 1.9 has a drain plug (above the oil pressure sender unit). In conjunction with the special 1975 EFI thermostat housing, the coolant is routed differently than pre-1974 engines. .

I want to move the stock heater hoses around on a 1.9 based motor to
open up number one intake track. Don't ask why.

Is it possible/or wise the reconfigure the coolant flow on the 1.9(1971ish) to a later model? Sorry off topic again.

It looks like a no brainer but I thought I would ask first.

[GTJIM]

That is what the 'E' stands for - I guess 'S' stands for Suckspritz - carburettor! (I am sure Otto can correct that ..)

The water for fuel injection motors is routed through the by-pass hoses rather than through the block hole to get a better temperature reading as the injection motor warms up with the thermostat closed. So with injection you really need to modify away from the block hole (just block it off) to the different recirculation path used for injection motors. IMHO

[tekenaar]

That is what the 'E' stands for - I guess 'S' stands for Suckspritz - carburettor! (I am sure Otto can correct that ..)

The water for fuel injection motors is routed through the by-pass hoses rather than through the block hole to get a better temperature reading as the injection motor warms up with the thermostat closed. So with injection you really need to modify away from the block hole (just block it off) to the different recirculation path used for injection motors. IMHO

First, "E" = Einspritz/Injection (literally - squirt in) and "S" = Super signifying High Compression, requiring "super" grade fuel . . .

Second, engine temperature control can be accomplished in its most simple form by blocking off the coolant flow through the radiator almost entirely by using a "single-stage" T-stat, which opens when a set temperature is reached. Once the engine is up to its "operating" temp, the T-stat then regulates this temp by alternately opening and closing off the coolant flow through the radiator.

Coolant system flow in this setup is never entirely stopped as that would cause water pump cavitation (coolant aeration) during the warm-up phase. This is the whole reason for the "coolant bypass passage" from the T-stat at the head, through the timing cover back to the water pump intake (head-gasket rubber O-ring at the timing cover, remember!). This is the universally used system for carbureted engines until FI came along.

FI systems use engine temperature as one of the many inputs to control precise injector fuel mixtures at all engine speeds and loads. Engine coolant temperatures must be much more precisely controlled for this reason, which resulted in the adoption of the "dual-stage" T-stat and altered coolant routing.

In our CIH engines, the change from "carb, single-stage" to "FI, dual-stage" T-stats was accomplished by blocking off the "carb" coolant bypass passage at the head and the addition of a new, T-stat controlled bypass hose routed from the '75 FI T-stat housing directly to the water pump intake, the 90° center hose. The lower radiator hose is now routed directly to the FI T-stat housing rather than to the water pump intake.

I can personally attest to how well this tri-hose, dual-stage T-stat "FI" system works with a carbureted engine, my dual carbed Kadett 1.9 sprint engine!