Huge news, convert 3.6 255 hp to 3.6 HO 275hp

[Kael]

This was originally meant for my "Mad Scientist Friday" article, but I just could not wait.
Yes folks its true, start making with the rep points.. now

I have, through my endless research into the cts discovered something we can use. We can now boost hp output for the 3.6 to 275 hp.
how? how you say?
Through those freaks at Gm, and more specifically thanks to the all new 2007 saturn Outlook. ("LookOut" pun goes here)
Yes folks, let me introduce you to the all new 3.6L VVT HO.
new cams, new intake, new heads..= 275 hp... woot.

looky what I ganked out of the GM database (don't ask)

2007 GM 3.6L V6 VVT (LY7)

3.6L V6 VVT (LY7) CAR AND TRUCK ENGINE
2007 Model Year Summary

· Higher Output Application in 2007 Saturn Outlook
· New Application in 2007 Pontiac G6 and Saturn Aura
· Smaller Pitch Timing Chain
· Dual-Spray Fuel Injectors
· Improved Oil Pan


Full Description of New and Updated Features


Higher Output Application for 2007 Saturn Outlook
A new high-output version of the 3.6L V6 VVT powers the new Saturn Outlook crossover sport-utility vehicle. This engine is a transverse installation, matched with GM Powertrain’s new 6T75 Hydra-Matic six-speed automatic transmission and either front- or all-wheel drive.

The 3.6L V6 VVT HO generates more horsepower thanks to changes in the cylinder heads and induction system, increasing airflow through the engine. The intake ports have been reshaped to increase flow, and a new intake manifold features longer runners that reduce airflow restrictions. Finally, the exhaust cams have been re-profiled to speed the flow of exhaust gas out of the engine at wide-open throttle. Maximum lift does not change, but duration increases to keep the exhaust valves open a fraction longer. Preliminary figures indicate a horsepower increase of nearly six percent compared to the previous most powerful version of the 3.6L V6 VVT.

The higher output version retains the 3.6L V6 VVT’s sophisticated variable intake system. The aluminum intake manifold has a valve in its plenum, managed by the engine control module (ECM), which opens and closes according to engine speed. At idle, the valve is open. From just past idle to mid rpm, the valve closes and effectively creates two separate plenums, each feeding the intake runners and ports for half of the cylinders. This optimizes airflow 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 variable intake manifold (VIM) allows optimal airflow for a given engine speed without the compromises of a fixed-volume plenum. In combination with cam phasing, it means impressively linear torque delivery.

This higher output version of the 3.6L V6 VVT features its own comprehensive acoustic package, with a full sound-dampening cover between the cam covers. The base Outlook will be equipped with single exhaust in both front- and all-wheel drive variants. All other vehicles built with the higher-output 3.6L V6 VVT will feature dual exhaust.


New Application in 2007 Pontiac G6 and Saturn Aura
The 3.6L V6 VVT is available as an option on the G6 coupe and sedan and the all-new Aura sedan. This is a transverse installation. Accessory drive is similar to that in the Buick LaCrosse, but in the G6 and Aura the 3.6L V6 VVT will be equipped with Powertrain’s new 6T70 Hydra-Matic six-speed automatic transmission.


Smaller Pitch Timing Chain
The 3.6L V6 VVT in the Cadillac CTS has a new timing chain with a smaller pitch (7.7 mm compared to 9.5mm previously) and more links. 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 new chain, the number of teeth on the sprockets is also increased, increasing the meshing frequency and further reducing noise and vibration.

The new timing chain is a running change that will occur in all of GM Powertain’s V6 VVT engines through the course of the 2007 model year.

Dual-Spray Fuel Injectors
Fuel injectors on the 3.6L V6 VVT now have two tiny spray nozzles. Developed with Bosch, the dual-spray injectors improve fuel atomization in the combustion chambers compared to single-tip injectors, allowing more complete combustion. The new injectors allow better emissions management. All 3.6L V6 VVTs except those built for the Buick LaCrosse are equipped with the dual-spray fuel injectors.



Improved Oil Pan

The oil pan on 3.6L V6 VVTs built for the Cadillac CTS, SRX and STS have been 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.


Overview
Introduced in the 2004 Cadillac CTS and SRX, the 3.6L V6 VVT (RPO LYZ) was the first in GM Powertrain’s global family of high-feature V6 engines. Its architecture was jointly developed by GM technical centers in Australia, Germany, the United States and Sweden. The 3.6L VVT V6 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 V6 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 V6 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 3.8L V6 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 of forged aluminum and considerably 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 V6 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 V6 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 V6 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 V6 VVT is managed the Bosch Motronic ME9 controller. This sophisticated 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 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 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 V6 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 dual-platinum 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 two accessory-drive belts were specified primarily for 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 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 V6 variants can be built with no significant casting changes to major components. Core engine components are designed to be common whenever possible. The basic V6 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 V6 VVT is located in St. Catharines, Ontario, Canada and Port Melbourne, Australia.

[LUVMY04V]

nice but does nothing for me Im buying a turbo to kick all u vvt guys ass

[FlyFlip420]

English damnit......oh fu[k I have a 3.2......Damnit Kael.....find me something useful....Im selfish

[kcammie]

lol Same here

[nickc50310]

SO what are you suggesting? I dont get how this helps us. Can we put the intake manifold on our cars? Can we buy the cams to put in our cars? Obviously puting the new pistons in our car aint gonna be cost effective.

What does it all mean Bazzle?

[jonnyd]

damnit....us 3.2l guys need more than you 3.6!!!! but arggggggggg this is starting to get to upsetting for me how all this info can come out about a 3.6 or 2.8..but not our damn 3.2!!!!!!!!!!! I may have to sell my caddy and get that wrx!

[Kael]

okay. here let me spell it out for you.

we dont need new pistons, we already have the ones they are talking about.

what this is:
NEW heads
NEW intake
NEW cams (on the exhaust side)

this will get the 3.6 275 hp

thats a 20hp boost over the entire rpm band.

[Kael]

johnnyd,
if you buy that wrx I will come down there and smack you. respect yourself man. at LEAST an evo. at least the evo doesnt have that ridiculous front end.

[Flyin-Ryan]

That is real nice. I wonder with the expansion of our engine that other companies might get wind and make even more aggresive stuff.

[mikesharon]

Big bucks for all that no? Thousands of dollers?

[Flyin-Ryan]

Originally Posted by mikesharon

Big bucks for all that no? Thousands of dollers?

I dont know what you're saying in the above message...

[jonnyd]

hehehhe...you might have to come and slap me I would rather have a STI over a Evo...but Evos are SICK cars..I will give that to you..

[dkozloski]

Originally Posted by mikesharon

Big bucks for all that no? Thousands of dollers?

Not to worry. GM PowerTrain is a bunch of dumbasses. All they need to do is go to PowerChips to get the tune that'll give them way more than a measly 6%. They spent a million dollars developing these new parts for the hell of it. They obviously don't have a clue how much you can get out of the thing like it is.

[mikesharon]

I dont know what you're saying in the above message...

I meant that new heads, cams and intake are going to cost a ton of money isnt it?

Its not a DIY like getting a CAI, correct me if im wrong but the parts themselves will cost a couple of grand plus cost of installation from a mechanic.

[nickc50310]

Originally Posted by dkozloski

Not to worry. GM PowerTrain is a bunch of dumbasses. All they need to do is go to PowerChips to get the tune that'll give them way more than a measly 6%. They spent a million dollars developing these new parts for the hell of it. They obviously don't have a clue how much you can get out of the thing like it is.

Couple these heads, cams and intake with the PowerChip tune and you will have lots of power. Koz, dont you worry, youll be eating a big fat told you so sammich shortly!