The development track of these engines split in 1987, with the introduction of the 20XE; which featured a 16-valve DOHC head, with Holden production of the SOHC versions ending in 2009.

These engines formed the basis of the modern Family II lineup, starting with the 16SH (1600S) version in the Opel Kadett D/Ascona C (Vauxhall Astra Mk1/Cavalier Mk2) in 1981.

Improved metallurgy of both the cam lobes and followers, combined with a change to the lubrication specification eventually solved the issue.

The Family II engines in a longitudinal installation (for rear-wheel drive) have one major design difference from their transverse mounted counterparts - the distributor is driven by a small drivebelt from the camshaft timing sprocket rather than directly off the transmission end of the camshaft, which on the Manta B and Rekord E2 (both older vehicles that had originally been designed around the CIH engine) would have meant the distributor fouling the firewall or being impossible to service.

Opel Kadett E turbocharged The single overhead camshaft 1,998 cc (121.9 cu in) inline four cylinder engines feature a square 86 mm (3.4 in) bore and stroke.

They also feature fuel injection, an aluminum crossflow cylinder head with a belt-driven overhead camshaft, electronic ignition, a six-bolt flywheel, and a 6,400 rpm redline.

The SOHC version also appeared in the Opel Kadett E-based, Daewoo produced, Pontiac LeMans for the US market.

[7] It featured brilliant red powder coating on the camshaft cover, intake manifold and boost pipe.

The first naturally aspirated DOHC 16-valve version of the 2.0 L— 1,998 cc (121.9 cu in)—cast-iron-block engine was introduced in 1988 - derived from the SOHC 2.0L (20SEH) engines (appearing first in the Opel Kadett E GSi/Vauxhall Astra Mk2 GTE, and later the Opel Vectra A/Vauxhall Cavalier Mk3 GSi 2000) - coming in either non-catalysed (20XE) or catalysed (C20XE) versions.

[11] 1994 saw the introduction of the Ecotec series - which again consisted of a DOHC 16-valve cylinder head (this time co-developed with Lotus) mounted atop a development of the Family II block.

This lineup features the same block as the SOHC engines with an 86 mm (3.4 in) bore and stroke and a Cosworth-developed timing belt-driven double overhead camshaft (DOHC) 16 valve cylinder head (Cosworth Project KB).

[12] At the time of its launch, this engine was something of a milestone unit in Europe and was widely used in motorsport in many specialist race versions.

The later engine were suffixed C20XELN to indicate "Low Noise" revisions (smaller cylinder head port, cast pistons, and different crank bearing size) in line with EU regulations In 1988 the C20XE was introduced, and was fitted with a catalyst and oxygen sensor in the exhaust.

This was due to new emission standards, which forced manufacturers to equip their cars with a catalytic converter and a lambda or oxygen sensor – this requirement permitted the fitment of the Bosch Motronic 2.5 engine management system.

Some versions of the engine implemented switchable Traction Control (commonly included in the early Astra GSi models).

The engines that appeared in the early 1990s also swapped the cast metal spark plug cover for a cheaper (and less regarded) plastic version.

[14][15] 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.

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 typical symptom of a porous head is usually a 'mayonnaise'-like substance forming somewhere inside the cooling system (usually, this can be found residing on the coolant reservoir cap).

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.

Tuned by Spiess, an F3 grade C20XE is easily capable of producing 250 bhp (190 kW) in its naturally aspirated form.

The engine is a favourite for both N/A and turbo motoring enthusiasts for its robust design, materials and construction The X18XE was branded as Ecotec.

The X20XEV is the first Family II engine branded as Ecotec, a mass-market successor to the C20XE with a Lotus-developed cylinder head.

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 (DOHC).