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  1. #1
    weight-reducer psycho 02pewtersix's Avatar
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    Camaro 3.6 LLT engine specs/description

    http://www.gmpowertrain.ca/Product/3...ro%20Specs.pdf


    2010 GM 3.6L V-6 VVT DI (LLT)
    3.6L V-6 VVT DI (LLT) CAR and TRUCK ENGINE


    Base engine in the Buick Enclave, GMC Acadia, Chevrolet Traverse, Chevrolet Camaro,

    and Cadillac STS.
    Optional engine for the Cadillac CTS, CTS Wagon, and Buick LaCrosse


    Advanced multi-outlet high pressure fuel injectors that inject fuel directly into

    the combustion chamber
    Variable, high-pressure engine-driven fuel pump for multiple injection events


    Stainless steel fuel rail

    Advanced engine control module (ECM) for direct injection control

    RWD applications matched to 6L50 six-speed automatic transmission

    FWD applications matched to 6T75 six speed automatic transmission. It is an advanced

    transmission with clutch-to-clutch shift operation for front- and all-wheel drive vehicles.
    The transmission's six-gear configuration allows for a "steep" 4.48:1 first gear, which
    helps deliver exceptional launch feel, and a 0.74:1 overdrive sixth gear. Sixth
    gear lowers rpm at highway speeds, reducing noise and vibration while improving fuel
    economy. Also, the 6T75 offers automatic grade braking, shift stabilization and precise
    shift control.
    New direct injection engine keeps oil life monitoring system


    Cam phasing coupled with direct injection further reduces cold start exhaust emissions

    Cast aluminum cylinder block and heads

    Double overhead cams with four valves per cylinder

    Cams driven by small-pitch, inverted tooth chain

    Variable valve timing with four-cam phasing for precise intake and exhaust tuning and

    control
    High-power and high efficiency 11.3:1 compression ratio


    Cast aluminum polymer coated oil cooled pistons, with a fully floating wristpin

    Oil jets cool the pistons, while polymer-coated skirts reduce noise and friction

    Durable forged crankshaft, and precision sinter-forged connecting rods

    Cast aluminum structural oil pan stiffens the cylinder block structure and reduces noise

    Electronic throttle control with advanced integrated cruise control

    Reliable coil-on-spark-plug ignition

    Optimally tuned exhaust manifolds with close-coupled catalytic converters

    Composite camshaft covers are fully isolated and reduce noise

    Numerous other noise, vibration and harshness controls

    Exclusive durability enhancements and minimal maintenance requirements

    Manufacturing techniques refined for exceptional quality and manufacturing efficiency


    Full Description of New and Updated Features
    Base engine in


    Buick Enclave, GMC Acadia, Chevrolet Traverse, Cadillac STS, and Chevrolet

    Camaro. Optional engine in Cadillac CTS, CTS Wagon, and Buick LaCrosse.
    The 3.6L VVT V-6 DI engine is the base engine in the Buick Enclave, GMC Acadia, Chevrolet
    Traverse, Chevrolet Camaro LT and LS, and Cadillac STS. It is also the optional engine in the
    Cadillac CTS, CTS Wagon, and Buick LaCrosse. The LLT is an efficient and powerful 3.6L
    DOHC V-6 engine with variable valve timing and direct fuel injection technology. Introduction in
    the 2009 Traverse is the first application of the sophisticated engine in a Chevrolet. It is backed
    by a fuel-saving six-speed automatic transmission. The powertrain combination delivers strong,
    on-demand performance including 0-60mph acceleration of approximately 8 seconds in the
    Traverse and a projected 25 mpg in highway driving.

    Advanced multi-outlet fuel injectors for direct combustion chamber fuel injection
    Conventional port-injected engines inject fuel upstream of the intake valve into the intake port,
    and this fuel and air mixture enters the combustion chamber when the intake valve opens. On
    the direct-injection 3.6-liter V-6 VVT DI, fuel is injected directly into the combustion chamber
    during the intake stroke, at which time only air flows through the intake system and into the
    combustion chamber when the intake valve opens.
    During the subsequent compression stroke, the fuel and air mixture now in the combustion
    chamber is ignited conventionally by the spark plug. As the fuel vaporizes in the cylinder, the air
    and fuel mixture is cooled. This enables the use of a higher compression ratio in the
    combustion chamber, which improves engine performance and efficiency. Less fuel is required
    to produce the equivalent horsepower as a result of direct-injection technology compared to a
    conventional port-injection fuel system. Direct-injection technology also helps reduce cold-start
    emissions by approximately 25 percent.
    The direct-injection fuel injectors, that inject fuel directly into the combustion chamber, are
    located beneath the intake ports, which transfer only air. Because the ports are not used to mix
    the fuel and air, efficiency of the air flow is increased. In addition, the control of the injection
    event, via direct-injection technology, is very precise and results in better combustion efficiency
    and fuel consumption at all throttle openings. A higher compression ratio is also possible due to
    a cooling effect as the injected fuel vaporizes in the combustion chamber. This cooling effect
    reduces the charge temperature reducing the likelihood of spark knock. The direct-injection fuel
    injectors have been developed to withstand the greater heat and pressure inside the
    combustion chamber, and also utilize multiple outlets for best injection control.
    The increased combustion efficiency and control helps to reduce emissions, particularly during
    cold starts, which is when the bulk of emissions are created. As noted earlier, the 3.6L V-6 VVT
    DI engine's compression ratio is also increased to 11.3:1, aiding power output and fuel
    efficiency.
    The 3.6-liter V-6 VVT DI is based on GM's sophisticated 60-degree dual overhead cam (DOHC)
    V-6 engine. It is the latest member of a growing family of GM's V-6 engines developed for
    applications around the world, drawing on the best practices and creative expertise of GM
    technical centers in Australia, Germany, North America, and Sweden.

    High-pressure engine-driven fuel pump for multiple injection events
    To overcome the higher pressures inside the combustion chamber, as well as supply the
    multiple injection points of the direct injection nozzles, an engine-driven high-pressure pump
    supplies fuel to the injectors. This variable pressure high-pressure pump feeds a high-strength
    stainless steel fuel rail that is attached to the injectors. The high-pressure pump is supplied by a
    conventional fuel pump mounted in the fuel tank. The high-pressure pump can supply up to
    1,740 psi (120 bar) of pressure, although delivered pressure is dependent upon fuel demand
    and engine speed. For example, at idle, the fuel system is regulated to about 508 psi (35 bar)
    and increases with demand. The high-pressure pump is mounted on the end of the cylinder
    head and is driven by the exhaust cam.

    Advanced electronic control module (ECM) for direct injection control
    The engine management system uses a sophisticated controller (ECM) designed to drive the
    high pressure fuel system and provide software and calibration capability to control all of the
    engine's hardware and engine management systems.

    6T75 six-speed automatic transmission
    The 3.6 VVT V-6 DI engine will be mated to the 6T75 six-speed automatic transmission. It is an
    advanced transmission with clutch-to-clutch shift operation for front- and all-wheel drive
    vehicles. The transmission's six-gear configuration allows for a "steep" 4.48:1 first gear, which
    helps deliver exceptional launch feel, and a 0.74:1 overdrive sixth gear. Sixth gear lowers rpm
    at highway speeds, reducing noise and vibration while improving fuel economy. Also, the 6T75
    offers automatic grade braking, shift stabilization and precise shift control.

    Oil life monitoring system
    The 3.6L (LLT) engine incorporates 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.

    Cam phasing coupled with direct injection further reduces exhaust emissions
    Cam phasing pays big dividends in reducing exhaust emissions by optimizing exhaust valve
    overlap and eliminating the need for a separate exhaust gas recirculation (EGR) system.


    Last edited by 02pewtersix; 02-18-2010 at 07:36 AM.
    Matt
    02 Pewter V6 camaro SOLD
    2010 Camaro 2SS M6- 12.71@111 374hp 387 tq stock
    11.60 @ 119 428 hp 429 tq: boltons, drag radials
    04 E55 AMG 12.67 @ 115 Stock

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  3. #2
    weight-reducer psycho 02pewtersix's Avatar
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    Overview
    Introduced in the 2004 Cadillac CTS, the 3.6L V-6 VVT (RPO LY7) was the first in GM's global
    family of high-feature V-6 engines, with four cam, four valves per cylinder configuration, with the
    cams driven by maintenance free silent primary chain drive. Its architecture was jointly
    developed by GM technical centers in Australia, Germany, the United States and Sweden. The
    3.6L V-6 VVT DI ( LLT ) 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 DI 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.
    Like earlier versions of the high-feature V-6, the 3.6-liter VVT DI employs four cam phasing to
    change 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 drivability. When combined, direct-injection and cam phasing
    technologies enable an unmatched combination of power, efficiency and low-emissions in
    gasoline V-6 engines.
    By closing the exhaust valves late at appropriate times, the cam phasers allow the engine to
    draw the desired amount of exhaust gas back into the combustion chamber, reducing unburned
    hydrocarbon emissions. The return of exhaust gases also decreases peak combustion
    temperatures which contributes to the reduction of oxides of nitrogen (NOx) emissions. In
    tandem with the dramatic 25-percent reduction in cold-start hydrocarbon emissions brought on
    by direct-injection, the 3.6-liter V-6 VVT DI surpasses all emissions mandates, and does so
    without complex, weight-increasing emissions control systems such as EGR and air injection
    reaction (AIR).
    The 3.6L V-6 VVT DI incorporates a timing chain with a relatively small pitch of 7.70 mm. 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 smaller pitch chain, the number of
    teeth on the sprockets are increased which increases the meshing frequency and further
    reduces noise and vibration.
    The inverted tooth timing chain is now used on all of GM's V-6 VVT engines since its introduction in
    the 2007 model year.
    The oil pan on 3.6L V-6 VVT DI is 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. The oil pan provides another example of extensive efforts to
    minimize noise and vibration in the 3.6L V-6 VVT DI. 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.
    Like the conventionally injected 3.6L V-6 VVT DI, the direct injection engine's block is a
    precision casting (precision sand molds) and cast from a aluminum alloy, A319 alloy in this
    instance. It incorporates 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 DI 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 crankshaft is manufactured from forged steel, and the connecting rods are a sinter forging,
    as used on other 3.6L V-6 VVT engines. The camshaft covers are fully isolated composite
    material covers that also perform as a noise barrier.
    The 3.6L V-6 VVT is managed the Bosch Motronic E69 controller. This sophisticated electronic
    control module (ECM) uses a torque-based control strategy, which improves upon throttlebased
    management systems that rely exclusively on a throttle position sensor to manage
    electronic throttle control. Cruise control is also integrated into the electronic throttle control. The
    torque-based strategy measures the 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 accelerator pedal. The ECM and a wide range of sensors allow failsafe
    systems, including ignition operation in the event of timing sensor failures. The ignition is
    individual coil-on-plug. 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.
    Low Maintenance
    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 incorporate precious
    metal electrodes that allow a service life of 100,000 miles without degradation in spark plug
    performance. 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 from 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 3.6L direct injection V-6 VVT variant can be built with no significant casting changes to
    major components than the conventionally injected 3.6L VVT V-6 that is also built in St.
    Catharines, Ontario and Melbourne, Australia. 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.
    The 3.6L V-6 VVT DI engine is built in GM Plants located in Flint - Michigan, St. Catharines -
    Ontario - Canada, Ramos - Mexico, and Melbourne - Australia.
    Matt
    02 Pewter V6 camaro SOLD
    2010 Camaro 2SS M6- 12.71@111 374hp 387 tq stock
    11.60 @ 119 428 hp 429 tq: boltons, drag radials
    04 E55 AMG 12.67 @ 115 Stock

  4. #3
    Gonna eat me some peaches Driver_10's Avatar
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    By description, the 3.6l VVT actually reminds me a lot of the 05 Ford OHV 4.6l "3-valve" modular engine that I was trained on during my time at Ford F.A.C.T.

    The 3.6l VVT has better fuel injection and none of the mechanical defects of the mod-motor.
    Gonna be quiet again for a little while, so show some patience. It will be worth the wait.
    ...I promise you



  5. #4
    GM simply and inexpensively could have transferred those technology updates to the GM 3800 series II and made a much more competitive engine with a built-in power-train following. Instead GM phased it out like the cavalier and introduces the 3.6L VVT (like the colbalt) with a weaker transmission and it fails. The 3800 community has several engines moded with piston squirters from BMW engines and ZZP has made their own Aluminum heads producing 600+whp streetable. Bad decision GM, very bad. Several people on other boards are shooting around the idea of having our own updated version of the 4T65E-HD transmission and updated engine being produced through several vendors (and China foundry's), and no it's not a joke.

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