02-18-2010 07:34 AM #1
Camaro 3.6 LLT engine specs/description
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
− 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
− 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
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.
02-18-2010 07:34 AM # ADSCircuit advertisement
- Join Date
- Advertising world
02-18-2010 07:34 AM #2OverviewIntroduced 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
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 MaintenanceThe cam drive and valvetrain components require no scheduled maintenance. A sophisticatedOntario - Canada, Ramos - Mexico, and Melbourne - Australia.
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 -
02-21-2010 07:25 AM #3
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
01-02-2012 07:19 AM #4
- Join Date
- Jul 2007
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.