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Thread: 2007 GM 3.6L V6 VVT (LY7)

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    2007 GM 3.6L V6 VVT (LY7)

    Type: 3.6L V6
    Displacement: 3564cc ( 217 ci )
    Compression ratio: 10.2:1
    Valve configuration: dual overhead camshafts
    valves per cylinder: 4
    Assembly site: St Catharines, Ont. and Melbourne, Australia
    Valve lifters: roller follower with hydraulic lash adjusters
    Firing order: 1-2-3-4-5-6
    Bore x stroke: 94 x 85.6 mm
    Fuel system: SFI
    Fuel Type: Regular Unleaded

    Applications: Horsepower: hp ( kw )
    Cadillac SRX 255 hp ( 190 kw ) @ 6500 rpm
    Cadillac CTS 255 hp ( 190 kw ) @ 6200 rpm
    Cadillac STS 255 hp ( 190 kw ) @ 6500 rpm
    Buick LaCrosse 240 hp ( 179 kw ) @ 6000 rpm
    Saturn LS Aura 252 hp ( 188 kW ) @ 6300 rpm SAE CERTIFIED
    Pontiac G6 252 hp ( 188 kW ) @ 6300 rpm SAE CERTIFIED
    Saturn Outlook ( with dual exhaust ) 267 hp ( 199 kW ) @ 6600 rpm SAE CERTIFIED
    Saturn Outlook ( with single exhaust ) 263 hp ( 196kW ) @ 6600 rpm SAE CERTIFIED
    GMC Acadia ( with dual exhaust ) 275 hp ( 205 kW ) @ 6600 rpm SAE CERTIFIED
    GMC Acadia ( with single exhaust ) 270 hp ( 201kW ) @ 6600 rpm SAE CERTIFIED

    Applications: Torque: lb-ft. ( Nm )
    Cadillac SRX 254 lb-ft ( 344 Nm ) @ 2800 rpm
    Cadillac CTS 252 lb-ft ( 342 Nm ) @ 3100 rpm
    Cadillac STS 252 lb-ft ( 342 Nm ) @ 3200 rpm
    Buick LaCrosse 225 lb-ft ( 305 Nm ) @ 2000 rpm
    Saturn LS Aura 251 lb-ft ( 340 Nm ) @ 3200 rpm SAE CERTIFIED
    Pontiac G6 251 lb-ft ( 340 Nm ) @ 3200 rpm SAE CERTIFIED
    Saturn Outlook ( with dual exhaust ) 247 lb-ft ( 335 Nm ) @ 3200 rpm SAE CERTIFIED
    Saturn Outlook ( with single exhaust ) 244 lb-ft ( 331 Nm ) @ 3200 rpm SAE CERTIFIED
    GMC Acadia ( with dual exhaust ) 251 lb-ft ( 340 Nm ) @ 3200 rpm SAE CERTIFIED
    GMC Acadia ( with single exhaust ) 248 lb-ft ( 336 Nm ) @ 3200 rpm SAE CERTIFIED

    Fuel shut off: 7000 rpm for CTS, SRX, STS
    6900 rpm for LaCrosse
    6900 rpm for Outlook, Acadia
    6900 rpm for Aura, G6

    Emissions controls: evaporative system
    dual catalytic converters
    underfloor catalytic converters for some applications
    positive crankcase ventilation

    MATERIALS

    Block: sand cast aluminum (319) with cast in iron bore liners
    Cylinder head: cast aluminum ( 319 semi permanent mold )
    Intake manifold: aluminum ( 319 Upper, and Lower )
    Exhaust manifold: high-silicon moly cast iron
    Main bearing caps: sintered steel ( CU infiltrated )
    Crankshaft: forged steel ( 1038 V )
    Camshaft: cast nodular iron
    Connecting rods: sinter forged steel

    Additional features: four-cam continuously variable cam phasing
    internal exhaust gas recirculation ( EGR )
    pressure-actuated piston cooling jets
    torque-based engine management system
    secondary throat cut inlet ports
    fuel rail with internal pressure damper
    internal front cover damper plates
    cartridge style oil filter
    extended life spark plugs
    extended life coolant
    extended life accessory drive belts
    7.7mm IT chain system for all HFV6 applications
    5W30 GF4 Mineral Oil
    Synthetic Oil for Cadillac applications

    2007 GM 3.6L V6 VVT (LY7)

    3.6L V6 VVT (LY7) CAR AND TRUCK ENGINE
    2007 Model Year Summary

    • Higher Output Application in 2007 Saturn Outlook
    • New Application in 2007 Pontiac G6 and Saturn Aura
    • Smaller Pitch Timing Chain
    • Dual-Spray Fuel Injectors
    • Improved Oil Pan


    Full Description of New and Updated Features

    Higher Output Application for 2007 Saturn Outlook
    A new high-output version of the 3.6L V6 VVT powers the new Saturn Outlook crossover sport-utility vehicle. This engine is a transverse installation, matched with GM Powertrain’s new 6T75 Hydra-Matic six-speed automatic transmission and either front- or all-wheel drive.

    The 3.6L V6 VVT HO generates more horsepower thanks to changes in the cylinder heads and induction system, increasing airflow through the engine. The intake ports have been reshaped to increase flow, and a new intake manifold features longer runners that reduce airflow restrictions. Finally, the exhaust cams have been re-profiled to speed the flow of exhaust gas out of the engine at wide-open throttle. Maximum lift does not change, but duration increases to keep the exhaust valves open a fraction longer. Preliminary figures indicate a horsepower increase of nearly six percent compared to the previous most powerful version of the 3.6L V6 VVT.

    The higher output version retains the 3.6L V6 VVT’s sophisticated variable intake system. The aluminum intake manifold has a valve in its plenum, managed by the engine control module (ECM), which opens and closes according to engine speed. At idle, the valve is open. From just past idle to mid rpm, the valve closes and effectively creates two separate plenums, each feeding the intake runners and ports for half of the cylinders. This optimizes airflow at lower engine speeds to maximize low-end torque. At higher engine speeds, the plenum plate opens, creating a single, higher-volume plenum feeding all cylinders for freer breathing and high-rev horsepower. The variable intake manifold (VIM) allows optimal airflow for a given engine speed without the compromises of a fixed-volume plenum. In combination with cam phasing, it means impressively linear torque delivery.

    This higher output version of the 3.6L V6 VVT features its own comprehensive acoustic package, with a full sound-dampening cover between the cam covers. The base Outlook will be equipped with single exhaust in both front- and all-wheel drive variants. All other vehicles built with the higher-output 3.6L V6 VVT will feature dual exhaust.


    New Application in 2007 Pontiac G6 and Saturn Aura
    The 3.6L V6 VVT is available as an option on the G6 coupe and sedan and the all-new Aura sedan. This is a transverse installation. Accessory drive is similar to that in the Buick LaCrosse, but in the G6 and Aura the 3.6L V6 VVT will be equipped with Powertrain’s new 6T70 Hydra-Matic six-speed automatic transmission.

    Smaller Pitch Timing Chain
    The 3.6L V6 VVT in the Cadillac CTS has a new timing chain with a smaller pitch (7.7 mm compared to 9.5mm previously) and more links. The chain features an inverted tooth design. The smaller links engage at a lower impact speed, which decreases the noise generated. In conjunction with the new chain, the number of teeth on the sprockets is also increased, increasing the meshing frequency and further reducing noise and vibration.

    The new timing chain is a running change that will occur in all of GM Powertain’s V6 VVT engines through the course of the 2007 model year.

    Dual-Spray Fuel Injectors
    Fuel injectors on the 3.6L V6 VVT now have two tiny spray nozzles. Developed with Bosch, the dual-spray injectors improve fuel atomization in the combustion chambers compared to single-tip injectors, allowing more complete combustion. The new injectors allow better emissions management. All 3.6L V6 VVTs except those built for the Buick LaCrosse are equipped with the dual-spray fuel injectors.

    Improved Oil Pan
    The oil pan on 3.6L V6 VVTs built for the Cadillac CTS, SRX and STS have been stiffened to improve powertrain rigidity and reduce vehicle vibration. The oil pan bolts to the transmission bell housing as well as the engine block, eliminating points of vibration.

    Overview
    Introduced in the 2004 Cadillac CTS and SRX, the 3.6L V6 VVT (RPO LYZ) was the first in GM Powertrain’s global family of high-feature V6 engines. Its architecture was jointly developed by GM technical centers in Australia, Germany, the United States and Sweden. The 3.6L VVT V6 is based on the philosophy that a true family of global engines provides the best value and performance for the customer and the best return on investment for General Motors. It applies the most advanced automotive engine technology available, from state-of-the-art casting processes to full four-cam phasing to ultra-fast data processing and torque-based engine management. Since its launch, application has spread to an expanding number of vehicles for one primary reason. The 3.6L V6 VVT delivers a market-leading balance of good specific output, high torque over a broad rpm band, fuel economy, low emissions and first-rate noise, vibration and harshness control, with exclusive durability enhancing features and very low maintenance.

    The 3.6L V6 VVT’s engine block is cast with sand molds from A319 aluminum, with strong cast-in iron bore liners, six-bolt main bearing journals and inter-bay breather vents. Cylinder heads are also aluminum. Four valves per cylinder and a silent chain valvetrain contribute to both smoothness and high output. Four-cam phasing changes the timing of valve operation as operating conditions such as rpm and engine load vary. That means smooth, even torque delivery with high specific output (horsepower per liter of displacement) and excellent specific fuel consumption. Cam phasing also pays big dividends in reducing exhaust emissions. By closing the exhaust valves late at appropriate times, the cam phasers create an internal exhaust-gas recirculation system. The 3.8L V6 VVT meets all emissions mandates without complex, weight-increasing emissions control systems such as EGR and air injection reaction (AIR).

    Aluminum-intensive construction extends to the pistons, which are manufactured of forged aluminum and considerably lighter than conventional steel pistons. Less weight means less reciprocating mass in the engine, which in turn means less inertia and greater operating efficiency. Moreover, the V6 VVT pistons are crafted with a number of features that enhance durability and reduce noise and harshness, including a high-tech polymer coating and floating wrist pins. The V6 VVT engine family was developed with pressure-actuated oil squirters in all applications. Three jet assemblies in the block hold a pair of oil-squirting nozzles that drench the underside of each piston and the surrounding cylinder wall with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, which in turn allows the engine to produce more power without reducing long-term durability. The extra layer of oil on the cylinder walls and wristpin further dampens noise emanating from the pistons.


    The oil pan provides another example of extensive efforts to minimize noise and vibration in the 3.6L V6 VVT. Cast aluminum dampens internal engine noise better than a conventional stamped steel pan. Structurally, it is considerably stiffer. The design was optimized with math-based analysis and carefully crafted curves in the pan’s sides and bottom. These reduce the broadcasting or “drumming’’ of noise created as oil flows through the crankcase, and they increase bending stiffness in the pan.

    The 3.6L V6 VVT is managed the Bosch Motronic ME9 controller. This sophisticated electronic control module (ECM) uses a torque-based control strategy, which improves upon throttle-based management systems that rely exclusively on a throttle position sensor to manage electronic throttle control. The torque-based strategy measures the position of the intake plenum plate, cam phasing positions and other operational parameters and translates that data into an ideal throttle position and engine output, based on the driver’s positioning of the gas pedal. The ECM and a wide range of sensors allow failsafe systems, including ignition operation in the event of timing sensor failures. The control software protects the V6 VVT from permanent damage in the event of complete coolant loss, and allows the engine to operate at reduced power for a prescribed distance sufficient for the driver to find service. It also allows a number of other customer-friendly features, including GM's industry-leading Oil Life System, which determines oil change intervals by actual operation parameters, rather than a preset mileage limit.

    The cam drive and valvetrain components require no scheduled maintenance. A sophisticated cam-chain tensioner, high-quality cam phasing components and hydraulic lash adjusters are designed to ensure optimal valvetrain performance for the life of the engine with no adjustment. Even perishable components provide extended useful life. The spark plugs have dual-platinum electrodes and a service life of 100,000 miles without degradation in spark density. The plugs are easy to remove because they are located in the center of the cam cover. Extended life coolant retains its cooling and corrosion-inhibiting properties for 100,000 miles in normal use. The two accessory-drive belts were specified primarily for low-noise operation, yet they are manufactured of EPDM rather than neoprene and should last the same 100,000 miles before replacement is recommended. The oil filter requires only element replacement, and it’s designed to virtually eliminate spillage when the cartridge is removed.

    The V-6 VVT development and production teams made assembly efficiency a priority. All global V6 variants can be built with no significant casting changes to major components. Core engine components are designed to be common whenever possible. The basic V6 block is used in all vehicle applications, with differences limited to machining. While different vehicles require different oil pans, the pan’s mating surfaces with the engine block and transmission are common in all cases, allowing considerable assembly efficiencies. The net result is streamlined procurement practices, fewer tool changes in the plant, shorter assembly time and improved quality for the customer.

    Production for the 3.6L V6 VVT is located in St. Catharines, Ontario, Canada and Port Melbourne, Australia.


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    Re: 2007 GM 3.6L V6 VVT (LY7)

    Quote Originally Posted by TLS2000
    Pontiac G6 252 hp ( 188 kW ) @ 6300 rpm SAE CERTIFIED
    GMC Acadia ( with dual exhaust ) 275 hp ( 205 kW ) @ 6600 rpm SAE CERTIFIED
    This is retarded. So the cross over vehicle gets more hp than the "performance" car? This would make me really pissed off is I got a new one.

    On the other hand GM is finally starting to get the power where it should be with some of their engines.
    04 CTS-V......like a G6, but with an extra 200hp, a proper transmission, and it is correct wheel drive:
    Self described crotchety old man!

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    Good information.
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    Re: 2007 GM 3.6L V6 VVT (LY7)

    Quote Originally Posted by mbiker97
    Quote Originally Posted by TLS2000
    Pontiac G6 252 hp ( 188 kW ) @ 6300 rpm SAE CERTIFIED
    GMC Acadia ( with dual exhaust ) 275 hp ( 205 kW ) @ 6600 rpm SAE CERTIFIED
    This is retarded. So the cross over vehicle gets more hp than the "performance" car? This would make me really pissed off is I got a new one.

    On the other hand GM is finally starting to get the power where it should be with some of their engines.
    I agree. To change the GTP engine in one year from the 3.9L to the 3.6L it should be worth the engine swap. I personally think the GTP should be pushing with the 3.6L 270HP and around 265 LB Torque at the least to justify the engine change.

    Also, I forget but wasnt orginally the 3.6L supose to be DI (direct Injection) and not SFI?
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    From what I remember, yes.
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    Re: 2007 GM 3.6L V6 VVT (LY7)

    Quote Originally Posted by dre256
    Quote Originally Posted by mbiker97
    Quote Originally Posted by TLS2000
    Pontiac G6 252 hp ( 188 kW ) @ 6300 rpm SAE CERTIFIED
    GMC Acadia ( with dual exhaust ) 275 hp ( 205 kW ) @ 6600 rpm SAE CERTIFIED
    This is retarded. So the cross over vehicle gets more hp than the "performance" car? This would make me really pissed off is I got a new one.

    On the other hand GM is finally starting to get the power where it should be with some of their engines.
    I agree. To change the GTP engine in one year from the 3.9L to the 3.6L it should be worth the engine swap. I personally think the GTP should be pushing with the 3.6L 270HP and around 265 LB Torque at the least to justify the engine change.

    Also, I forget but wasnt orginally the 3.6L supose to be DI (direct Injection) and not SFI?
    22HP is a pretty significant difference, but I'd bet almost all of that power difference comes from sheer packaging. The Acadia no doubt has a larger engine bay, which yields itself better to a less restrictive intake. And even though both vehicles have transverse-mounted engines (I think Lambda is transverse?), again, because of fewer packaging restrictions, less cramped, better flowing exhaust manifolds can also be part of the difference.

    I know DI is still in the works, maybe with some sort of AFM as well?
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    Re: 2007 GM 3.6L V6 VVT (LY7)

    Quote Originally Posted by carsuperfreak
    22HP is a pretty significant difference
    It's only a 12 hp difference between the 06 and 07 GTP. It is most likely the packaging like you are talking about, but still.
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    But 23hp in the same engine is pretty significant (G6 - 252, Acadia 275).

    The G6 GTP should have been given 270 horsepower, which would have put it slightly ahead of the Camry.

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    Re: 2007 GM 3.6L V6 VVT (LY7)

    Quote Originally Posted by mbiker97
    Quote Originally Posted by carsuperfreak
    22HP is a pretty significant difference
    It's only a 12 hp difference between the 06 and 07 GTP. It is most likely the packaging like you are talking about, but still.
    I was talking between the HFV6 models - G6 and Acadia

    Quote Originally Posted by jnak
    The G6 GTP should have been given 270 horsepower, which would have put it slightly ahead of the Camry
    Maybe I'm different, but while horsepower does mean something to me, I'm more interested in the torque, what the torque curve looks like, and what actual acceleration times are.
    Quote Originally Posted by colinpeddle
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    Re: 2007 GM 3.6L V6 VVT (LY7)

    Quote Originally Posted by carsuperfreak
    Maybe I'm different, but while horsepower does mean something to me, I'm more interested in the torque, what the torque curve looks like, and what actual acceleration times are.
    I belong to that same way of thinking too.
    04 CTS-V......like a G6, but with an extra 200hp, a proper transmission, and it is correct wheel drive:
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    Agreed, torque curve and the red line are the most important things to look at, as horsepower is nothing but a calculation of torque at a given RPM.


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    Let's not get into that horsepower vs. torque debate again.
    We agree to disagree, let's leave it at that.

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    I wonder if it would be worth trying to swap the differing parts with the HO engine.

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    Quote Originally Posted by PrimeGTP
    I wonder if it would be worth trying to swap the differing parts with the HO engine.
    If you talking about the Arcaida's bigger HP output your going to find out first exactly what is the diffrence on putting out the extra HP. Could be the intake manifold and it may not be. Also if it is, have to find out if the new one will fit under the hood. Could have a higher deck clearence and might not be able to close you hood. Also could be a combo of things, maybe a slightly less restrictive intake mainfold, bigger exhaust, and slighltly bumped up PCM. Each might only be a 5HP bump, then swapping anyone thing would not be worth it then. Need all the components and that will get expensive esp for 20 HP. Then have to see where the 20 HP is in the curve, could very well be outside the range of ussable RPMs to generate that power.
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    Quote Originally Posted by dre256
    Quote Originally Posted by PrimeGTP
    I wonder if it would be worth trying to swap the differing parts with the HO engine.
    If you talking about the Arcaida's bigger HP output your going to find out first exactly what is the diffrence on putting out the extra HP. Could be the intake manifold and it may not be. Also if it is, have to find out if the new one will fit under the hood. Could have a higher deck clearence and might not be able to close you hood. Also could be a combo of things, maybe a slightly less restrictive intake mainfold, bigger exhaust, and slighltly bumped up PCM. Each might only be a 5HP bump, then swapping anyone thing would not be worth it then. Need all the components and that will get expensive esp for 20 HP. Then have to see where the 20 HP is in the curve, could very well be outside the range of ussable RPMs to generate that power.
    Yea, that's why I wanna hunt down some more detailed specs on both applications to see exactly what's different, and how much money and work it would entail. Just cause the released spec says the intake manifold and exhaust cams are different doesn't mean that's all they changed.

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