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THe only failure I have seen with a DI motor so far has been my friend's GXP. He ran 75hp/hole on a direct port. It didnt find it very funny. (haha nitrous joke) To make matters worse HPT hadnt written access for it yet so it couldnt be tuned for the jug.
It spit the block and bent the rods into horse shoes.
The pistons were in the oil pan. But you know what? The ringlands were still intact, rods bent but didnt break. And aside form the destroyed reluctor ring the crank was still straight.
point being that massive detonation will kill any motor, but the destructive failure shows just how strong some parts are.
That was the 2.0L DI motor. From the parts list I believe GM put the same time and care into the design and the materials of the LLT as well.
I beleive the sleeves are the point we should watch on this motor. 3.6L is a big bore for this block, Im not sure how much wall is there.
In the LNF camp you can buy a long block from certain vendors for about $3500 new. The whole damn motor. Not chump change, but in the world of high performance engines it's bording on so. It left me irreverant of how hard I would push our LNF in the name of research. It never had a failure, even after sparkplug killing pings at high boost.
Hopefully the LLT is equally affordable to replace.
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