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  • #16
    Never though about the cam, that could be alot to it....... a cam with bigger lobes for better VVT-ing. Unfortantely the Arcaida isnt out or could go to the dealership and ask to look at the engine. As I found out for asking for the fuel injector specs from GM and AcDelco there not very helpfull giving info. That is one thing Ford is alot nicer with.

    Unfortantely I dont think your going to find much out till the Arcarida comes out. Unless you try to ask on http://www.gminsidenews.com/forums might get a little more info on it but cant promise
    2006 G6 GTP: Traded

    2013 Mustang GT
    Gotta have it Green color
    Brembo brake package
    420 HP 5.0L
    Ford Racing Power Pack
    GT500 track pack differential cover
    BOSS 302 oil cooler, JLT oil separator

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    • #17
      Originally posted by dre256
      Never though about the cam, that could be alot to it....... a cam with bigger lubes for better VVT-ing. Unfortianlly the Arcaida isnt out or could go to the dealership and ask too look at the engine. As I found out for asking for the fuel injector specs from GM and AcDelco there not very helpfull giving info. That is one thing Ford is alot nicer with.

      Unfortinally I dont think your going to find much out till the Arcarida comes out. Unless you try to ask on http://www.gminsidenews.com/forums might get a little more info on it but cant promise
      I'll probably wait for the Acadia to hit dealers, and then go talk to my service manager, he's good for a lot of favors.

      - Black/Black, Leather, Monsoon, Panoramic
      - Painted Headlights, 35% Tint, Silver Emblem Overlays
      - DS S3 Intake
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      • #18
        What sort of pics of the Arcadia engine do you want? The guy that lives in the hotel room above mine has one so I can take pics, or go beat the shit out of it, etc.
        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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        • #19
          It would be a good idea to swap out the heads. The cams you could always have custom ground.

          I still like this motor even if it isn't the refined 275 horse version.
          I mean, Forged pistons, Sinter forged rods, ( which btw in the 3.8 SIII GTP motors for the Grand Prixs, Ive seen people put 800WHP through them with no problems ) sleeved block, AND a forged crank!

          This would be one of those GM motors you could put 700 WHP through before major components broke. BUUT we can because the compression is 10.2:1 DOETH!
          Supra MKIV - T72, Fuel, Race intake mani, Greddy 4 row, nitrous, cam gears, and AEM EMS

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          • #20
            What do u suppose is on top of the engine in this picture of an Acadia engine bay? big 'ol plastic piece?

            Like said before some horsepower as to come from the intake. I mean look how short the tube is.

            2008 Chevrolet Cobalt SS T/C
            Black/Black coupe

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            • #21
              Yea, that intake set-up is loads better than our stock set-up. Shorter length from being on the driver-side, and not getting heatsoaked across the engine(not significantly, but everything makes a difference). As far as what's under that engine cover, can't say. The profile of the engine definitely looks a little different

              - Black/Black, Leather, Monsoon, Panoramic
              - Painted Headlights, 35% Tint, Silver Emblem Overlays
              - DS S3 Intake
              - CarDomain link: http://www.cardomain.com/ride/2907956/1

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              • #22
                The Acadia/Outlook have different heads and a taller intake that will not fit under the hood of Epsilon cars.

                Our best bet would be Direct Injection, which should push the numbers north of 300. That would make a great engine for the GTP and Redline (not sure about the Malibu since they're doing away with the SS).

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                • #23
                  The new Malibu will have the 3.6L available.

                  I considered some sort of direct injection solution, but I believe the differences between the two engines are so pervasive that a full engine swap would be the only practical method.

                  - Black/Black, Leather, Monsoon, Panoramic
                  - Painted Headlights, 35% Tint, Silver Emblem Overlays
                  - DS S3 Intake
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                  • #24
                    Originally posted by Aura XR
                    The Acadia/Outlook have different heads and a taller intake that will not fit under the hood of Epsilon cars.

                    so we wouldn't have hood clearance is what your saying?

                    can you elaborate on Direct Injection? how can it be done?
                    2008 Chevrolet Cobalt SS T/C
                    Black/Black coupe

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                    • #25
                      Originally posted by jerrodmann
                      Originally posted by Aura XR
                      The Acadia/Outlook have different heads and a taller intake that will not fit under the hood of Epsilon cars.

                      so we wouldn't have hood clearance is what your saying?

                      can you elaborate on Direct Injection? how can it be done?
                      DI, am going to guess be like most FI setup swaps like carb to EFI or speed density to MAF..... you will need to swap lower and upper intake manifolds, fuel rails, injectors, PCM, wiring harness. Far from worth it.

                      And the manifolds, could be a possiblity that there wont be enough clereance. You would need to take mesurements first before you would know for sure
                      2006 G6 GTP: Traded

                      2013 Mustang GT
                      Gotta have it Green color
                      Brembo brake package
                      420 HP 5.0L
                      Ford Racing Power Pack
                      GT500 track pack differential cover
                      BOSS 302 oil cooler, JLT oil separator

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                      • #26
                        Originally posted by PrimeGTP
                        The new Malibu will have the 3.6L available......
                        Oh, I know the 08 bu's will have the 3.6, I was trying to say they are doing away with the SS package for the Malibu's, I don't know what they're performance package would be (if it will even have one).

                        Originally posted by jerrodmann
                        so we wouldn't have hood clearance is what your saying?

                        can you elaborate on Direct Injection? how can it be done?
                        The heads on the Acadia/Outlook breathe better and the intake is taller because of runner length. It is too tall to fit under the hood.

                        As for the DI, here's the differences....

                        Our cars have SFI that have the fuel injectors in the intake and spraying a fuel pattern into the intake port of the heads, behind the intake valves. Fuel pressure, on average is 45 PSI.

                        With DI, the injectors are not in the intake, but in the head, spraying the fuel right into the combustion chamber. Because of that and the compression increases it will experience, the fuel pressure is often over 100 PSI, and can range up to 200 PSI. Between the direct spraying into the combustion chamber and the higher pressures, atomization of the fuel is improved, so less can be used and you can raise the engines compression ratio higher without detonation. That's why they make more power.

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                        • #27
                          Found some more stuff on the 3.6 back from 2004 Ya get the idea though - this engine is a tank.

                          Also I give 60degreev6.com credit for the find - they have alot of 3.6 and 3900 related information on there.



                          NEW OR CHANGED

                          3.6L V-6 VVT(LY7)

                          2004 Model Year Summary
                          • All-New Engine for 2004 Buick Rendezvous, Cadillac CTS and Cadillac SRX
                          • Aluminum Engine Block and Cylinder Heads
                          • Dual Overhead Cams with Four Valves Per Cylinder and Roller Follower Valvetrain
                          • Four-cam Phasing
                          • Aluminum Pistons with Floating Wrist Pins and Oil-jet Capability
                          • Forged Steel Crankshaft
                          • Sinter-forged Connecting Rods
                          • Structural Cast-aluminum Oil Pan with Steel Baffles
                          • Dual-stage Variable Aluminum Intake Manifold
                          • Advanced Sequential Port Fuel Injection
                          • Electronic Throttle Control with Integrated Cruise Control
                          • Coil-on-plug Ignition
                          • Engine-mounted Micro-hybrid Engine Control Module (ECM)
                          • Optimized Exhaust Manifolds with Close-coupled Catalytic Converters
                          • Fully Isolated Composite Camshaft Covers
                          • Outstanding Noise, Vibration and Harshness Control
                          • Maximum Durability, Minimum Maintenance
                          • Best Common Manufacturing Practices for Efficiency and Exceptional Quality


                          FULL DESCRIPTIONS OF NEW OR CHANGED FEATURES

                          ALL-NEW ENGINE FOR 2004 BUICK RENDEZVOUS, CADILLAC CTS AND CADILLAC SRX
                          The 3.6L V-6 VVT(RPO LY7) is the standard engine in the CTS and SRX and an option in the Rendezvous Ultra. This 60-degree DOHC V-6 was developed jointly for global application, drawing on the best practices and creative expertise of GM technical centers in Australia, Germany, North America, and Sweden, and 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. The 3.6L V-6 VVT 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. It 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.

                          Bottom line: The 3.6L V-6 VVT delivers outstanding performance. Compared to existing GM DOHC V-6 engines developed for any market, the global HF V-6 develops 20 percent more peak horsepower, 13 percent more peak torque and 24 percent more torque-integral. This sophisticated, feature-laden V-6 is perfectly suited to premium brands such as Buick and Cadillac.

                          ALUMINUM ENGINE BLOCK AND CYLINDER HEADS
                          The 3.6L V-6 VVT’s engine block and cylinder heads are cast from A319 aluminum alloy. This aluminum-intensive construction means less weight and greater efficiency than conventional cast-iron engines, and less weight translates to improved vehicle fuel economy. The block and heads were developed using math-based structural analysis for maximum performance and durability with minimal mass, and the casting processes have been refined to optimize quality and assembly efficiency.

                          The 3.6L V-6 VVT’s 60-degree cylinder-bank angle is inherently smooth and vibration free, without the balance shafts typically required to offset crankshaft vibration in 90-degree V-6s. The deep-skirt engine block further limits vibration, and it’s complemented by copper-infused, sintered steel main bearing caps with premium six-bolt attachment. The block features inter-bay breather vents. These improve bay-to-bay breathing and manage airflow inside the engine more efficiently, allowing air to move more freely between cylinder bays, reducing backpressure and freeing the pistons' downward movement. The result is increased output and improved fuel efficiency, particularly at high engine speeds.

                          The block is cast using the precision sand-mold method with iron cylinder bore liners in place. Precision sand casting delivers many of the advantages of GM’s patented lost-foam process without requiring a foam replica of the part being cast. Compared to more conventional casting, it allows smaller passages to be cast into the part, reducing required machining and material waste. Precision sand casting also provides better material properties than other casting methods, delivering higher strength and better fatigue resistance for a given weight. Keeping with the HF V-6’s global philosophy, the block can be cast for two cylinder bores and two strokes. That allows four different engine displacements without re-engineering. Moreover, the V-6 VVT uses a single block with identical mating surfaces for all applications – front-drive, rear-drive and all-wheel-drive. All attachment points are cast in, and machined as needed for the vehicle application.

                          The V-6 VVT cylinder heads were developed with the same attention to detail as the block. The inlet ports feature secondary throat cuts that optimize airflow to the combustion chambers and minimize the combustion noise typical of high performance engines operating at high rpm. The convergent exhaust ports allow maximum airflow with excellent thermal conservation, allowing rapid catalyst light-off and reducing emissions. The high 10.2:1 compression ratio delivers excellent thermodynamic efficiency and the highest specific output on premium fuel. Yet, thanks to its combustion chamber design and advanced control electronics, the V-6 VVT can operate on regular octane gasoline.

                          The heads are cast with semi-permanent molds. Like the block, they were designed to maximize quality and assembly efficiency. Heads for all variants of the new V-6 VVT family have a common spring deck and attachment points. With slight machining differences and subtle changes to the shape of the combustion chambers, they are used for all fuel delivery systems, from sequential injection to turbocharged variants to direct gasoline injection with fuel pressures up to 1500 psi. In short, the V-6 VVT cylinder block and heads are not “package protected.” They were developed with all contingencies built in.

                          DUAL OVERHEAD CAMS WITH FOUR VALVES PER CYLINDER AND ROLLER FOLLOWER VALVETRAIN
                          DOHC, four-valves-per cylinder heads with roller followers remain the industry standard and contribute to the V-6 VVT’s smoothness and high output. Overhead cams are the most direct, efficient means of operating the valves, while four valves per cylinder increase airflow in and out of the engine. Low-mass roller followers reduce friction substantially compared to conventional rockers and improve fuel efficiency.

                          The V-6 VVT development team considered every aspect of the cylinder head to maximize performance, efficiency and durability, and to minimize noise and vibration. The camshafts are driven by an optimized three-stage roller-chain, which is far more durable than belts and still delivers impressively smooth, quiet operation. The chain drive and hydraulic lash adjusters eliminate scheduled maintenance or service to the valvetrain. Components such as the hydraulically operated primary chain tensioner got special attention in an effort to limit noise and enhance durability. Even the toughest chains stretch with time, and in many engines they must be adjusted or replaced at scheduled intervals. The V-6 VVT cam-chain tensioner keeps proper tension on the chain, even as it stretches with mileage, eliminating the need for adjustment and ensuring maximum efficiency over the life of the engine. The tensioner includes a startup reservoir and backlash control, and engineers have optimized its ratcheting range to account for aluminum’s expand-contract cycles, assuring precise performance with minimal noise for the life of the engine.

                          The cylinder head gaskets have been refined with the latest technology. They were designed to optimize coolant flow between the head and engine block, and their multi-layer stainless steel construction ensures maximum durability. The gaskets are also coated with a microscopic layer (.050 mm) of heat-resistant, rubberized fluorocarbon material known by several brand names, including DuPont Viton. The fluorocarbon is resistant to most chemicals, for maximum durability, and particularly impermeable to small hydrocarbon molecules.

                          FOUR-CAM PHASING
                          The 3.6L V-6 VVT is the first GM V-6 engine with four cam phasing, and it refines the concept of fully variable valve timing to new levels of performance. Cam phasing changes the timing of valve operation as operating conditions such as rpm and engine load vary. The result is linear delivery of torque, with near-peak levels over a broad rpm range, and high specific output (maximum horsepower per liter of displacement) without sacrificing overall engine response and driveability. Simply put, cam phasing enhances the outstanding balance of power, efficiency and low-emissions built into the V-6 VVT.

                          In a conventional, fixed-timing engine, the intake and exhaust valves operate in a mechanically fixed relationship. As the intake valves open, the exhaust valves are closing. The amount of overlap – periods when both intake and exhaust valves are partially open – is fixed by the shape of the cam lobes and can’t be varied, and the limitations lie in this fixed relationship. The smoothest, steadiest idle occurs when there is no valve overlap: In general, an engine operates more smoothly, and produces more torque, with little overlap at lower rpm. Yet when maximum horsepower is the objective, more valve overlap is beneficial. Cam phasing eliminates the fixed relationship between the intake and exhaust valves. Four-cam phasing allows the most possible variance in valve timing, and virtually eliminates the compromises required with fixed valve timing.

                          The V-6 VVT uses electro-hydraulic vane-type phasers to rotate the camshafts relative to the cam-drive sprockets. Managed by the engine control module (ECM), these vane phasers maximize control and minimize response time, turning the exhaust and intake cams (and cam lobes) in one direction or the other in infinitely variable combinations over a range of 50 degrees. Moreover, the cam phasing system was developed for maximum durability and outstanding noise, vibration and harshness control. It is virtually impervious to particles or contaminants in the engine oil and minimizes the chance that the phasers can stick, even in the most demanding operating conditions. At idle the V-6 VVT’s exhaust cams operate at the full advanced position for minimum valve overlap. At other engine speeds over the full range of operating conditions, the phasers adjust cam timing quickly and seamlessly for optimum performance, driveability, fuel economy and emissions control.

                          The result is smooth, even torque delivery without sacrificing high-rpm horsepower, and excellent specific fuel consumption. Cam phasing also pays big dividends in reducing exhaust emissions by optimizing exhaust valve overlap and eliminating the need for a separate exhaust gas recirculation (EGR) system. By closing the exhaust valves late at appropriate times, the cam phasers force the desired amount of exhaust gas back into the combustion chamber for more complete burning in the next combustion cycle, greatly reducing oxides of nitrogen (NOX) emissions. As a result, the High Feature V-6 meets all emissions mandates without complex, weight-increasing emissions control systems such as EGR and air injection reaction (AIR).

                          ALUMINUM PISTONS WITH FLOATING WRIST PINS AND OIL-JET CAPABILITY
                          Aluminum-intensive construction extends to the V-6 VVT’s pistons, which are manufactured of forged aluminum. These are 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 V-6 VVT pistons are crafted with a number of features that enhance durability and reduce noise and harshness.

                          One such feature is the full floating 24-mm wristpins. Conventional pistons typically use a fixed-pin assembly, in which the connecting rod is fixed to the piston’s wrist pin, and the pin rotates within the pin bore in the piston barrel. In the V-6 VVT, the wrist pins “float” inside the rod bushings and pin bores. Snap rings retain the wrist pin in the piston, while the rod moves laterally on a bushing around the pin. The floating-pin assembly allows tighter pin to pin-bore tolerances and reduces noise generated during engine operation. They also reduce friction, and are the standard for high-performance automobile engines.

                          The V-6 VVT’s durability enhancing features included a polymer coating applied to the piston skirts. This high-tech coating was developed to withstand the heat and friction generated by piston movement in the cylinder, and it allows tighter piston-to-bore clearances without bore scuffing. The polymer coating extends the benefits of the floating-pin piston and rod assembly and further reduces noise generated by the piston’s movement within the cylinder. The coating also helps limit bore scuffing, or abrasion of the cylinder wall over time from the piston’s up-down motion. The net result is a quieter, more durable engine.

                          Finally, the V-6 VVT engine family was developed with pressure-actuated oil-jet capability in all applications. Three jet assemblies in the block can each hold a pair of oil-squirting jets that drench the underside of each piston and the surrounding cylinder wall with an extra layer of cooling, friction-reducing oil. The jets are activated when oil pressure reach a prescribed level. They reduce piston temperature, which in turn allows the engine to produce more power without reducing long-term durability. Moreover, the extra layer of oil on the cylinder walls and piston wristpin further dampens noise emanating from the pistons, meaning quieter operation.

                          FORGED STEEL CRANKSHAFT
                          The strength of a forged steel crankshaft ensures the durability required of high output variants of the V-6 VVT engine family, and it adds an extra level of robustness in the 3.6L engine. The crank is forged from 1038V steel and is inherently stiffer than a conventional cast-iron crankshaft, which in turn reduces vibration from the engine’s core moving part and enhances the HF V-6’s credentials as one of the smoothest, quietest V-6 engines extant. Compared to cast iron, forged steel also reduces noise generated by the crankshaft.

                          Efforts to minimize NVH at the crank were not limited to material selection. The crankshaft sprocket has durable, molded-rubber “cushion rings” that absorb the noise of the cam chain engaging the sprocket teeth. A dual-mass flywheel with an embedded torsional damper eliminates gear rattle and driveline shudder in vehicles equipped with a manual transmission. Finally, to help ensure lifetime leak-free performance, the V-6 VVT crank seals are manufactured of DuPont Teflon. Teflon is basically impervious to oil and gases generated in the crankcase, and the seals have been designed to eliminate the chance of misalignment during assembly.

                          SINTER-FORGED CONNECTING RODS
                          The V-6 VVT’s connecting rods are manufactured of sinter-forged steel. Sinter-forging is one of the most advanced metallurgical techniques used in automotive engine applications, and it produces a part of superior performance and durability without an increase in piece cost.

                          Sinter-forged components start with a powder steel compact or preform that is heated just below the melting point of iron to fully bond the metal particles and increase strength. The compact is then hot-forged to finished size and shape in a closed die. Sinter-forging greatly reduces porosity in the metal and increases density, in turn improving mechanical properties, including ductability and tensile and impact strength. The result is not only improved durability, but an improvement in NVH control as well. The density of the sinter-forged connecting rod means less noise generated and less vibration transferred between the pistons and the crankshaft, reducing overall noise and harshness in the engine.

                          Sinter-forging is considerably more expensive than conventional casting or wrought forging. Yet because parts are manufactured with much greater precision, they require less machining, and both machine tooling costs and manufacturing time are reduced. Overall assembly efficiency – and quality – increases.

                          STRUCTURAL ALUMINUM OIL PAN WITH STEEL BAFFLES
                          The oil pan provides another example of extensive efforts to minimize engine noise and vibration in the V-6 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 broadcasting or “drumming’’ of noise created as oil flows through the crankcase, and they increase bending stiffness in the pan. Moreover, the oil pan bolts to the transmission bell housing as well as the engine block. This eliminates points of vibration and makes the finished engine more like a single casting, increasing powertrain bending stiffness and reducing booming sounds inside the vehicle.

                          The V-6 VVT lubrication system has been carefully refined throughout for peak performance. Steel windage plates in the oil pan improve oil-flow dynamics and reduce friction at high engine speeds, while baffles ensure maximum lubrication in the most demanding operating conditions, including high lateral g’s. The oil pump is driven from the crank with its own pressure relief valve. It’s designed to reduce operational noise and to ensure reliable priming and excellent lubrication during one of the engine’s highest-wear operating periods – during and immediately after startup. The six-quart sump capacity ensures maximum oil change intervals.

                          DUAL-STAGE VARIABLE ALUMINUM INTAKE MANIFOLD
                          The V-6 VVT variable intake manifold (VIM) contributes significantly to the engine’s outstanding balance of flexibility, driveability and peak performance – its mix of linear torque delivery and high specific output. And like virtually every component on the HF V-6, the intake manifold does its part in improving overall NVH control.

                          The manifold’s key performance-enhancing feature is its dual-stage plenum. A valve in the plenum, managed by the ECM, opens and closes according to engine speed. At idle, the valve is open. From just past idle to mid rpm, the valve is closed, effectively creating two separate plenums, each feeding the intake runners and ports for half the cylinders. This optimizes airflow and boosts charging 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 VIM allows optimal airflow for a given engine speed without the compromises of a fixed-volume plenum. In combination with cam phasing, it allows impressively linear torque delivery, with as much as 90 percent of peak torque available 1500 to 5800 rpm, depending on the application.

                          Moreover, the manifold’s intake runners are precisely equal in length to deliver consistent, symmetrical airflow to each cylinder bank. This maximizes flow to the combustion chambers without the thrashy, uneven intake noise sometimes associated with high-output, high revving engines. The manifold is manufactured entirely of aluminum (sand cast A319 alloy for the upper portion, A356-T6 for the lower). It is lighter than a conventional manifold, reducing overall engine mass, yet it dampens noise more effectively than a composite manifold and further reduces engine noise that might find its way to the vehicle cabin.

                          ADVANCED SEQUENTIAL PORT FUEL INJECTION
                          The V-6 VVT’s sequential fuel injection manages fuel pressure at the injectors and eliminates a fuel return line from the engine to the fuel tank. This “returnless’’ injection – also known as a demand system – improves performance and greatly reduces emissions. It is one of the most efficient fuel-delivery systems in production and, true to the V-6 VVT global development philosophy, provides the foundation for several fuel-injection variants that can be tailored to market demands or legislative mandates without extensive re-engineering.

                          Many engines rely on a return line and an engine-mounted pressure regulator to manage fuel pressure by bleeding off excess fuel and returning it to the gas tank. On the V-6 VVT, the fuel-pump pressure regulator is in the tank, and pressure is managed at the injectors. The returnless fuel injection reduces potential fuel evaporation because it transports the minimum amount of fuel required and eliminates heat transfer from the engine to the fuel tank. Fuel that isn’t being used stays cooler in the tank, minimizing vapor. As a result, vehicles equipped with V-6 VVT are prepared for the most stringent evaporative emissions standards mandated for coming model years.

                          All of the V-6 VVT’s fuel delivery components, from the fuel pump to the delivery line to the injectors, have been developed to minimize operational noise. The fuel rail is fitted with an internal fuel pressure damper, which virtually eliminates harsh pulses in the fuel flowing from the tank.

                          The sequential fuel injection on the V-6 VVT provides the basis for several fuel systems that can be used as more variants of the global V-6 are introduced. Turbocharged engines will be equipped with a variable-pressure option, which uses a variable-rate pump in the tank and a pressure sensor in the fuel line. Pump speed and operating pressure increase with engine speed, delivering more fuel with no loss of precision controlling the injectors, thereby maintaining optimum emissions performance and driveability. The V-6 VVT is also prepared for spark-ignition direct-injection (SIDI), or gasoline direct injection with both stratified-charge and stoichiometric-charge options. Gasoline direct injection can increase fuel economy as much as 10 percent without a decrease in engine output.

                          ELECTRONIC THROTTLE CONTROL WITH INTEGRATED CRUISE CONTROL
                          Electronic “drive-by-wire” throttle eliminates a mechanical link between the accelerator pedal and throttle plate. The V-6 VVT has no throttle cable. A potentiometer at the pedal measures pedal angle and sends a signal to the ECM; the ECM then directs an electric motor to open the throttle at the appropriate rate and angle.

                          Electronic Throttle Control (ETC) delivers a number of benefits to the customer. Besides throttle pedal angle, the ECM uses data from multiple sources, including the transmission’s shift patterns and traction at the drive wheels, in determining how far to open the throttle. With this data, the V-6 VVT effectively anticipates the driver’s demands, whether it’s a slow-speed parking maneuver or wide-open throttle operation on the open road, and responds appropriately. ETC delivers outstanding throttle response and greater reliability than a mechanical connection, which typically uses a cable that requires adjustment – and sometimes breaks. Cruise control electronics are integrated in the throttle, reducing the amount of wiring required, further improving reliability and simplifying engine assembly.

                          COIL-ON-PLUG IGNITION
                          The V-6 VVT’s coil-on-plug ignition delivers the highest energy spark and most precise timing available. The increased efficiency of coil-on-plug spark contributes to lower emissions. The system has no high-tension spark plug wires and fewer parts than conventional ignitions, improving durability, allowing more efficient engine assembly and enhancing build quality.

                          Spark timing is managed with both a cam sensor that reads a reluctor wheel on the cam phaser and sensor that reads a reluctor wheel pressed onto the crankshaft. This dual-measurement system ensures extremely accurate timing for the life of the engine. Moreover, it provides an effective back-up system in the event of a sensor failure.


                          ENGINE-MOUNTED MICRO-HYBRID ENGINE CONTROL MODULE (ECM)
                          The V-6 VVT’s nerve network is a new torque-based engine management system developed in cooperation with Robert Bosch Corp. to leverage GM Powertrain’s own expertise in engine controls and software. The result is a new level of integration and one of the most sophisticated engine management systems extant. Exclusive durability enhancements allow improvements in both packaging and assembly efficiency.

                          On the V-6 VVT, a single microprocessor manages the following functions and more: Cam phasing, which improves performance and efficiency and allows maximum valve overlap at appropriate times, in turn allowing sufficient exhaust gas recirculation without a separate EGR; electronic throttle control, with different throttle progressions based on operating conditions and driver demand; torque management for traction control and all-wheel drive; the returnless fuel injection system with injection and spark-timing adjustments for various grades of fuel; the ignition system and knock sensors, which push spark advance to the limit of detonation (hard engine knocking) without crossing over, maximizing fuel economy; fast-heating oxygen (02) sensors with pulse-width modulation, which varies electrical current like a rheostat rather than an on-off switch and allows lower cold-start emissions; and the variable intake manifold. The ECM provides a limp-home mode for ignition timing, in the event either the crank or cam sensor fails. It will continue to control timing based on data from the functioning sensor, and advise the driver with a warning light. It also provides coolant loss protection, which allows the V-6 VVT to operate safely at reduced power, even after there has been a total loss of engine coolant, so the driver can reach a secure location. Additionally, the ECM allows a number of other customer-friendly features, including GM's industry-leading Oil Life System

                          The center of the V-6 VVT nerve network is a state-of-the art 32-bit, 25 MHz Bosch Motronic ME9 microprocessor – the most powerful processor currently used in auto industry. The ECM communicates via a digital data bus with a separate vehicle control module, which manages anti-lock brakes, gauges and other chassis functions. Moreover, the ECM is not affected by the heat, high-speed vibration and electromagnetic interference of its demanding operating environment. Its micro-hybrid design embeds all of the necessary electronic circuitry in a four-layer "sandwich" substrate that drastically reduces the size of the control unit and delivers new levels of durability. The micro-hybrid processor can withstand temperatures of 230 degrees and vibration up to 30 g, allowing it to be safely mounted directly on the engine. Engine mounting presents a number of advantages, including a reduction in wiring with fewer junctions. It also frees space in the vehicle’s engine bay, and reduces attachment complexity at assembly plants.

                          The V-6 VVT is the first North American-sourced engine to employ the ME9 micro-hybrid technology. It also uses a torque-based control strategy, which improves upon previous throttle-based management systems that rely exclusively on the throttle position sensor to govern throttle operation for the ETC. The torque-based strategy calculates optimal throttle position, 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 ME9 has the capability to manage all fuel-delivery and combustion systems in global V-6 engines equipped with sequential fuel injection and turbocharging (SIDI will use the Bosch ME9D). This allows just two controllers for all variants of the global V-6, streamlining procurement, reducing parts inventory and increasing efficiency at the engine assembly plant.

                          OPTIMIZED EXHAUST MANIFOLDS WITH CLOSE-COUPLED CATALYTIC CONVERTERS
                          The V-6 VVT exhaust manifolds are manufactured of cast nodular iron and protected with laminated heat shields to limit heat radiated in the engine bay. Cast iron was chosen for its durability, value and ability to limit radiated noise. The compact dual catalytic converters measure 1.15 liters in volume, with ultra-thin wall ceramic substrates. The quantity and mix metals in the converters, including platinum, palladium, rhodium and other precious metals that create the chemical reaction to process exhaust gas, has been formulated for the best balance of efficiency and cost.

                          Perhaps most importantly, the V-6 VVT exhaust manifolds were designed so the catalytic converters can be mounted directly under the manifolds. The catalysts heat more quickly after start-up due to their proximity to the exhaust manifolds and achieve light-off – the temperature at which pollutants are most effectively oxidized – seconds sooner. This reduces emissions during cold starts, a period when engines operate at their highest emission level and a critical stage in government emissions tests. As a result, the HF V-6 does not require the smaller supplemental converters used on many premium V-6 and V-8 engines since 2001. Moreover, the highly efficient converters, efficient combustion system and sophisticated controls systems such as cam phasing allow the V-6 VVT to meet all 2004 emissions mandates without expensive, add-on emissions control devices such as a separate EGR system or AIR. Such systems add cost, assembly complexity, weight and sources for potential warranty claims.

                          All V-6 VVT engines employ positive crankcase ventilation, and even the PCV valve has been developed to virtually eliminate operational noise. The evaporative emission system performs to a leak detection standard of .020 inch (about the size of a pin prick). In short, the V-6 VVT comes as close to zero emissions as any internal combustion V-6 on the planet.

                          FULLY ISOLATED COMPOSITE CAMSHAFT COVERS
                          The V-6 VVT’s cam covers are made of thermo-set, glass-filled polyester composite. This material weighs less than the cast aluminum used on most premium engines and more effectively dampens noise. Required baffles are incorporated into the cover, which is manufactured as an assembly with seals and fasteners attached. Moreover, the V-6 VVT development team paid great attention to the design of the cam covers, which typically are sources of noise transmission. Surfaces were shaped to limit the broadcasting of undesirable noise, and the covers use isolating perimeter gaskets as well as isolating radial lips around the tubes that accommodate the spark plugs. These effectively de-couple the covers from vibration generated in the block and engine during combustion.

                          OUTSTANDING NOISE, VIBRATION AND HARSHNESS CONTROL
                          The cam covers are only one example of the relentless quest to minimize noise, vibration and harshness in the V-6 VVT. That quest amounted to a mission for development engineers, who found unique solutions to improve NVH control throughout the engine.

                          The list is long. As noted previously, in addition to the basic strength and vibration-reducing design of the V-6 VVT engine block, Powertrain engineers developed the pistons, crankshaft and cam drive, intake manifold, oil pan, and fuel line expressly to minimize undesirable noise and vibration. The V-6 VVT’s unique front engine cover was designed for the same purpose. The cover is contoured to limit radiated noise and fitted with multiple steel baffles inside. These plates have different thickness, and resonate at different frequencies than the cover itself, effectively canceling much of the resonant noise.

                          Such attention to detail was extended to components not previously considered sources of inordinate harshness (in an engine as smooth and quiet as the V-6 VVT, noise and vibration that was once inconsequential can become more obvious). The PCV valve, for example, was design to reduce its operational hissing sound. In most engines, this hiss is inaudible among the myriad mechanical noises. In the HF V-6, the valve has two unequal size flow-metering holes rather than a single, larger volume hole, virtually eliminating the hiss of gases as they pass through the valve. A new oil pump design is the product of specialized flow analysis. Tapered relief ports and a bypass baffle prevent pump pressure oscillations that can create a buzzing noise, and have the further benefit of reducing oil aeration.

                          MAXIMUM DURABILITY, MINIMUM MAINTENANCE
                          The level of attention applied to NVH control in the V-6 VVT was matched by efforts to enhance durability, reduce maintenance, ensure owner satisfaction and limit environmental impact. The cam drive, cam phasing and valvetrain components require no scheduled maintenance; the 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. Advanced control electronics and a wide range of sensors allow failsafe systems, including ignition operation in the event of timing sensor failures. The control software protects the V-6 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.

                          Perishable components provide extended useful life. The spark plugs have dual-platinum electrodes and a service life of 100,000 miles without a degradation in spark density. The spark plugs are easy to remove because they are located in the center of the cam cover. When the ignition-coil cassettes are removed, the plugs can be reached with a short ratchet extension. 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 their lapless construction and 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 V-6 VVT’s standard oil-level sensor advises the driver if engine oil drops below a prescribed level. A top-access, cartridge style oil filter requires only element replacement. The filter is easy to reach and designed to virtually eliminate spillage when the cartridge is removed. Moreover, with GM’s Oil Life System, those who own vehicles equipped with the V-6 VVT should never pay for an unnecessary oil change again, nor worry that the engine oil has degraded to the point where it has lost its lubricating properties. That, in turn, can significantly reduce the amount of motor oil used, and the amount of used motor oil that must be recycled.

                          The industry-leading Oil Life System calculates oil life based on a number of variables, including engine speed, operating temperature, load or rpm variance and period of operation at any given load and temperature, and then recommends a change when it’s actually needed, rather than by some pre-determined mileage interval. In extreme operating conditions, such as short periods of operation in very cold temperatures, the Oil Life System might recommend a change in as few as 3000-3500 miles. When the engine runs at moderate loads for extended periods with little variance, the system might not recommend an oil change for 15,000 miles. The owner’s manual in vehicles equipped with the V-6 VVT recommends an oil change at least once a year, regardless of mileage.

                          BEST COMMON MANUFACTURING PRACTICES FOR EFFICIENCY AND EXCEPTIONAL QUALITY
                          The V-6 VVT and other global V-6 variants will be assembled for all worldwide applications at GM Powertrain facilities in St. Catharines, Ontario, Canada and Port Melbourne, Victoria, Australia. These plants have been retooled to meld the best manufacturing processes from Powertrain facilities around the world, and they are expected to be new industry benchmarks for efficiency. The HF V-6 assembly lines were created with a high level of flexibility to build all variants of the global V-6 as the market demands, with minimal line or tooling changes.

                          The V-6 VVT development and production teams made assembly efficiency a priority. All global V-6 variants can be built with no significant casting changes to major components. Core engine components will be common whenever possible. The basic V-6 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 circumstances, allowing considerable assembly efficiencies. The net result of the V-6 VVT’s design, development and assembly objectives is streamlined procurement practices, fewer tool changes in the plant, shorter assembly time and – most important – improved quality for the customer

                          OVERVIEW
                          Beyond its technical sophistication and outstanding performance, the 3.6L V-6 VVT is no ordinary engine. It was developed in a flexible family of premium V-6s and based on a philosophy of maximizing return on corporate investment while exceeding customer expectations in the process.

                          This philosophy is rooted in GM Powertrain’s belief that, in the increasingly competitive global automotive economy, fast, cost-effective response to changing tastes and market demands is crucial. The V-6 VVT family launches a new generation of sophisticated V-6 engines for application in premium and high-performance vehicles worldwide. This modular engine started with a clean sheet of paper to allow multiple displacements and content options, making it remarkably versatile for both production flexibility and vehicle application, with an emphasis on efficiency and exceptional quality. The V-6 VVT is the first to address what Group Vice President Thomas G. Stephens envisions as the heart of the “high feature” strategy: Developing world-class engines with fully contemporary features – including dual overhead cams and fully variable valve timing – at competitive cost for a global mix of vehicles.

                          Global V-6 development began in February 1999, when engineering teams from Opel, Saab and GM Powertrain set up residence at a technical center in Plymouth, Mich. Engineers from Holden in Australia joined the project in 2000. The first order of business was reviewing development of the engine originally known as the L850 global four-cylinder – now the highly successful Ecotec 2.2 (RPO L61). The Ecotec was a template for subsequent global development on the scale of the global V-6, and the V-6 team reviewed the Ecotec process for lessons learned.

                          Global V-6 engineers then created a wish list of engine attributes – those systems and features they would choose if they could build the mythical perfect engine. The development team then prioritized those attributes within the reality of engineering, cost and production constraints. As parameters were established and redefined, the V-6 VVT began to take shape – electronically. The complex task of sorting and tracking a huge number of possibilities and permutation was managed with computer analysis and design. Math based tools shortened development time considerably, reducing and in some instances eliminating the need for hard component analysis and physical testing.

                          From the start, one of the key objectives was developing a flexible “platform’’ as a foundation for multiple variants of the basic design. The V-6 VVT would be suited to all markets worldwide, and all types of vehicles, with as few application-specific changes as practically possible: Front-wheel-drive platforms, which typically require transverse mounting; rear-wheel drive longitudinal installation; and all-wheel-drive applications, which can require either transverse or longitudinal mounting. Moreover, the global V-6 family would include a range of displacements. Besides the High Feature 3.6L V-6 – the first variant to reach production – 2.8L and 3.2L engines were planned. The basic architecture allows displacement up to 4.0 liters if the iron bore liners are replaced with special bore coatings.

                          Yet the development team never lost track of another crucial component of the high-feature strategy: cost management and return on corporate investment. Major castings and parts are shared by all V-6 VVT variants, providing premium performance, technology and refinement in a reliable, cost effective fashion. This means a line of distinct engines, potentially very different in character and suitable for a wide variety of vehicles, that require what amounts to finish work rather than ground-up development. The philosophy is simple and effective: Use common components when it is transparent and most efficient, and develop distinct components when class-leading performance or customers demand it.

                          Beyond the wide range of displacements, the V-6 VVT is designed to allow several content options without extensive re-engineering. In addition to the normally aspirated, sequential port fuel injection package represented by the High Feature 3.6L, the V-6 VVT is prepared for spark-ignition direct-injection (SIDI) – technology that promises significant fuel economy improvements – in both stratified-charge (lean-burn) and stoichiometric-charge form. It also accommodates turbocharging with a wide range of horsepower and torque ratings and no degradation of durability.

                          Premium features and the design advantages of true family of engines mean little if the finished product doesn’t deliver what customers demand. The V-6 VVT delivers. It will offer horsepower ranging from approximately 200 to more than 370 hp, and torque ranging from 200 to more than 350 lb.-ft., with excellent specific fuel consumption and outstanding noise, vibration and harshness control.
                          2008 Chevrolet Cobalt SS T/C
                          Black/Black coupe

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                          • #28
                            I'll take that 370hp version, please

                            The high 10.2:1 compression ratio delivers excellent thermodynamic efficiency and the highest specific output on premium fuel.
                            This engine will probably benefit a LOT from a tune. I don't think anyone's tuned a 3.6L yet.

                            - Black/Black, Leather, Monsoon, Panoramic
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                            • #29
                              Re: 2007 GM 3.6L V6 VVT (LY7)

                              Here's the hp/tq charts for the 3.6 in the G6 and the non DI 3.6 in the Arcadia/Enclave/Outlook
                              Peak torque is 251 at 3200 rpm in both motors but the peak hp on the G6 is at 6300 rpm and 6600 rpm in the SUV's.

                              http://media.gm.com/us/powertrain/en/pr ... G6_sae.pdf
                              http://media.gm.com/us/powertrain/en/pr ... Acadia.pdf

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