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LLT engine specifications

Contents


[top]History

The 3.6 liter (3564 cc) LLT is a direct injected version of the LY7. It was first unveiled in May 2006, and was claimed to have 15 percent greater power, 8 percent greater torque, and 3 percent better fuel economy than its port-injected counterpart. This engine debuted on the 2008 Cadillac STS and CTS. See chart below for power output in the 2010 Camaro.

Info from GM:

2010 GM 3.6L V-6 VVT (LY7)
3.6L V-6 VVT (LY7) CAR AND ENGINE

Carryover Features and benefits from 2009 model year

The 3.6L V-6 VVT is available as an option on the Chevrolet Malibu as a transverse installation, and is teamed up with the Hydra-Matic 6T70 (MH2) six-speed automatic transmission.

Dual-Spray Fuel Injectors
Fuel injectors on the 3.6L V-6 VVT now have dual spray nozzles. Developed with Bosch, the dual-spray injectors improve fuel atomization in the combustion chambers compared to single spray injectors, allowing more complete combustion. The new injectors allow better emissions management.

Overview / History
Introduced in the 2004 Cadillac CTS and SRX, the 3.6L V-6 VVT (RPO LYZ) was the first in GM Powertrain's global family of high-feature V-6 engines. Its architecture was jointly developed by GM technical centers in Australia, Germany, the United States and Sweden. The 3.6L VVT V-6 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 V-6 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 V-6 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 3.6L V-6 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 as cast aluminum polymer coated oil cooled pistons, with a fully floating wristpin, and these pistons are considerably lighter than conventional 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, including a high-tech polymer coating and floating wrist pins. The V-6 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 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 the broadcasting or "drumming'' of noise created as oil flows through the crankcase, and they increase bending stiffness in the pan.

The 3.6L V-6 VVT is managed by a sophisticated control system. This 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 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 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. 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 precious metal 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 accessory-drive belt was specified primarily for low-noise operation, yet it is 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 V-6 variants can be built with no significant casting changes to major components. Core engine components are designed to 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 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 V-6 VVT occurs at 4 GM Engine Plants located in: Flint Michigan, St. Catharines - Ontario Canada, Ramos Mexico, and Port Melbourne, Australia.

[top]2010 CAMARO LLT Engine Specs


Specifications3.6L V-6 DI VVT (LLT)6.2L V-8 (LS3 / L99)
Application:LS, LTSS
Type:3.6L V-66.2L V-8
Displacement (cu in / cc):217 / 3564376 / 6162
Bore / Stroke (in / mm):3.70 x 3.37 / 94 x 85.64.06 x 3.62 / 103.25 x 92
Block material:cast aluminum with cast-in-place iron bore linerscast aluminum with cast-in-place iron bore liners
Cylinder head material:aluminumaluminum
Valvetrain:dual overhead camshafts, four valves per cylinder, continuously variable valve timingvalve-in-head. two valves per cylinder. roller lifters. Active Fueld Management (L99)
Ignition system:electronic individual coil-on-plug. individual cylinder knock control and extended-life platinum-tipped park plugshigh-energy distributorless ignition. solid state direct-fire ignition with coil near plug and integrated ignition
Fuel delivery:direct high pressure fuel injectionreturnless, multiport fuel injection
Compression ratio:11.3:110.7:1 (LS3)
10.4:1 (L99)
Horsepower (hp / kW @ rpm):304 / 224 @ 6400rpm426 / 315 @ 5900rpm (LS3)
400 / 299 @ 5900rpm (L99)
Torque (lb-ft / Nm @ rpm):273 / 370 @ 5200rpm420 / 553 @ 4600rpm (LS3)
410 / 535 @ 4300rpm (L99)
Recommended fuel:regular unleadedpremium
Maximum engine speed (rpm):7000 RPM6200 RPM (L99)
6600 (LS3)
Emissions controls:evaporative system, single closed coupled catalytic converter, equal length exhaust, single underfloor catalytic converter, positive crankcase ventilation, intake and exhaust cam phasers, electronic throttle controlevaporative system, closed coupled catalytic converters, positive crankcase ventilation, electronic throttle control
Fuel economy:Auto: 18 city/29 hwy
Manual: 19 city/29 hwy
Auto(L99): 16 city/25 hwy
Manual(LS3): 16 city/24 hwy
Fuel tank (gal / L):19 / 71.919 / 71.9
Engine oil capacity (qt / L):6.0 / 5.68.0 / 7.5


[top]Dyno Charts




[top]Cutaway / Images



Contributors: Tran, Milk 1027, CamaroSpike23
Created by Tran, 10-19-2008 at 11:22 AM
Last edited by Tran, 06-19-2010 at 10:57 PM
Last comment by convert on 03-29-2010 at 10:06 AM
2 Comments, 21,932 Views


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