GM High Feature engine

A 2.8 L (2,792 cc) LP1 variant was introduced in the 2005 Cadillac CTS. It was also used on the Chinese 2008 CTS. It has a 89 mm × 74.8 mm (3.50 in × 2.94 in) bore and stroke, sequential multi-port fuel injection and a 10.0:1 compression ratio. The LP1 was built in St. Catharines, Ontario.

Applications:

2.8 L turbo V6 in a 2006 Saab 9-3

This engine is also known as a A28NET, Z28NET, Z28NEL or B284.

The LP9 is a 2.8L turbocharged version used for the Saab 9-3, Saab 9-5, and other GM vehicles. It has the same bore and stroke as the naturally aspirated LP1, however the compression ratio is reduced to 9.5:1. The engine is manufactured at Holden's Fishermans Bend engine factory in Port Melbourne, Australia, while GM Powertrain Sweden (formerly Saab Automobile Powertrain) is responsible for turbocharging the engine. Global versions of this engine use the same horsepower rating for both metric and imperial markets – mechanical horsepower – while the Europe-only versions are rated in metric horsepower.

Applications:

The LAU is GM's new code for the LP9 Turbo engine, its usage starting with the 2010 Cadillac SRX.[1] In 2011, production of the Cadillac SRX with the LAU engine ceased, but the engine remained in use in the Saab 9-4X until 2012, when production of that model came to an end.[2][3]

Applications:

The LF1 is a 3.0-litre (2,994 cc) version with a bore and stroke of 89 mm × 80.3 mm (3.50 in × 3.16 in) produced between 2010 and 2014, equipped with spark ignition direct injection (SIDI) and a 11.7:1 compression ratio.

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The LFW is a flexible fuel version of the LF1, capable of running on E85, gasoline, or any mixture of the two. Output is identical to the LF1.

Applications:

The 3.6 L; 217.5 cu in (3,564 cc) LY7 engine was developed primarily by Holden and introduced in the 2004 Holden Commodore and 2004 Cadillac CTS sedan. It has a 10.2:1 compression ratio, and a bore and stroke of 94 mm × 85.6 mm (3.70 in × 3.37 in). Lower-powered versions only have variable cam phasing on the inlet cam (LE0). Selected models also include variable exhaust. The engine weighs 370 lb (170 kg) as installed.

This engine is produced in several locations: St. Catharines (Ontario), Flint Engine South (Michigan), Melbourne (Australia), Ramos Arizpe (Mexico), and Sagara (Japan) by Suzuki.

Suzuki's engine designation is N36A.

The dual-fuel 235 hp (175 kW; 238 PS) LW2 version was able to run on petrol and autogas. The LW2 engine was based on the low-output LE0 V6. It featured a factory-fitted dual-fuel system developed by IMPCO, different valves, and hardened titanium valve seats. This motor was available exclusively in Holden vehicles from 2005–2012.

Applications:[7]

The 3.6 L (3,564 cc) LLT is a direct injected version based on the earlier LY7 engine. It was first unveiled in May 2006, and the DI version was claimed to have 15% greater power, 8% greater torque, and 3% better fuel economy than its port-injected counterpart. The LLT engine has a compression ratio of 11.3:1, and has been certified by the SAE to produce 302 hp (225 kW; 306 PS) at 6300 rpm and 272 lb⋅ft (369 N⋅m) of torque at 5200 rpm on regular unleaded (87 octane) gasoline. This engine debuted on the 2008 Cadillac STS and CTS.[8][9] GM used a LLT in all 2009–2017 Lambda-derived crossover SUVs to allow class-leading fuel economy in light of the new Corporate Average Fuel Economy (CAFE) standards. In these crossovers, the LLT engine produced up to 288 hp (215 kW; 292 PS) and 270 lb⋅ft (366 N⋅m) of torque.[10][11][12]

Applications:

The LFX is an enhanced version of the LLT engine developed jointly by Holden and Cadillac. Introduced in the MY2012 Holden Commodore SV6/Z and the MY2012 Chevrolet Camaro LS/LT, it is 20.5 pounds (9.3 kg) lighter than the LLT, thanks to a redesigned cylinder head, integrated exhaust manifold, and composite intake manifold. Other components like the fuel injectors, intake valves, and fuel pump have also been updated. They also included the addition of cam phasing and variable valve timing. Power and torque are up slightly from the LLT. The compression ratio is 11.5:1. The LFX also features E85 flex-fuel capability.

Applications:

The LWR is dedicated LPG 3.6-liter engine. Introduced in the MY2012 Holden Commodore, Based on the 3.6-litre LY7 engine, the LWR had a vapour injection system. The vapour injection system injected gas directly into the air intake runner, thereby preventing excess gas from circulating through the air intake system. Although liquid LPG injection generally produces more power, Holden justified vapour injection on the grounds of lower fuel consumption, lower CO₂ emissions, reduced pumping and parasitic losses, and start-up reliability in hot weather.

The dedicated LPG LWR engine produced peak power and torque of 180 kW (245 PS; 241 hp) at 6000 rpm and 320 N⋅m (236 lb⋅ft) at 2000 rpm. The LWR engine was mated to GM's six-speed 6L45 automatic transmission and, over the combined ADR 81/02 test cycle, the Commodore Omega achieved fuel consumption of 11.8 L/100 km (24 mpg_‑imp; 19.9 mpg_‑US) – an improvement of 1.6 L/100 km (180 mpg_‑imp; 150 mpg_‑US) compared to its dual-fuel LW2 predecessor. Furthermore, the LWR engine exceeded Euro 6 emissions standards.

• Specially hardened valves and valve seats.
• A redesigned cylinder head and manifold for improved air flow.
• Variable exhaust valve timing (the LW2 engine only had variable intake valve timing)
• Specially-developed fuel injectors.
• New pistons with pentroof-style centre-domes and valve eyelets for a higher compression ratio of 12.2:1 (compared to 10.2:1 for the dual fuel engine).
• A new fuel rail and a new LPG fuel filter.

Applications:

The 3.6 L (3,564 cc) LCS was derived from the direct-injected LLT for use in hybrids, using the two-mode system.[13] Differences from the LLT included a slightly lower compression ratio, 11.3:1, and lower power and torque peaks. It was to debut in the 2009 Saturn Vue Hybrid, where it would have made 262 hp (195 kW; 266 PS) at 6100 rpm and 250 lb⋅ft (339 N⋅m) of torque at 4800 rpm.[14] Fuel economy ratings would have been 6–8 km/L (17–23 mpg_‑imp; 14–19 mpg_‑US) in city, and 9–11 km/L (25–31 mpg_‑imp; 21–26 mpg_‑US) on highway. However, GM cancelled its plans for the Saturn Vue Hybrid.

The 3.6L twin-turbocharged version for the 2014 Cadillac CTS and XTS was announced at the 2013 NYAS.[15]

The engine is rated at 420 hp (313 kW; 426 PS) of power at 5750 rpm and 430 lb⋅ft (583 N⋅m) of torque at 3500–4500 rpm (with 90% of torque being available at 2500–5500 rpm) and helps the CTS achieve 0–60 mph (0–97 km/h) time of 4.6 seconds with an 8-speed automatic transmission.

In essence, the twin-turbo 3.6L V6 is the forced-induction variant of the popular LFX V6 found in the Cadillac ATS, XTS, and SRX, among many other GM models, with several important upgrades, including:

• All-new cylinder block casting
• All-new cylinder head castings
• Strengthened connecting rods
• Forged steel crankshaft
• Continuously variable valve timing
• Large 38.3 mm (1.51 in) intake valves and 30.6 mm (1.20 in) sodium-filled exhaust valves
• Machined, domed aluminum pistons with top steel ring carrier for greater strength
• 10.2:1 compression ratio
• Patented, integrated charge air cooler system with low-volume air ducts
• Twin turbochargers produce more than 12 psi (83 kPa)
• Vacuum-actuated wastegates with electronic control valves
• All-new direct injection fuel system
• Tuned air inlet and outlet resonators, aluminum cam covers, and other features that contribute to exceptional quietness and smoothness

Applications:

The LF4 is a higher-performance variant of the LF3 for use in the Cadillac ATS-V. Changes to the LF3 include:

• Turbochargers with low-inertia titanium-aluminide turbines and vacuum-actuated wastegates for more responsive torque production
• Compressors matched for peak efficiency at peak power levels, for optimal track performance
• Patent-pending low-volume charge-cooling system that optimizes packaging efficiency and maximizes boost pressure
• Lightweight titanium connecting rods that reduce inertia of the rotating assembly, complementing the quick-spooling turbochargers[16]
• Peak boost increased to 18 psi (1.2 bar), from 12 psi (0.83 bar)
• Higher-flow fuel injectors
• Oil pan baffling for better oil flow at high cornering speeds[17]

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The LFR is a bi-fuel variant of the LFX, although multi-point fuel injection is used for both the gasoline and CNG instead of direct-injection.

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The LFY is similar to the LFX, but adds stop-start technology and has improved airflow.[18]

Applications:

Bore and stroke of 86 mm × 85.8 mm (3.39 in × 3.38 in) are used, along with a 9.8:1 compression ratio and twin turbos with titanium-aluminide turbine wheels. Maximum engine speed is 6500 RPM. Premium unleaded fuel is required.

Applications:

Bore and stroke of 86 mm × 85.8 mm (3.39 in × 3.38 in) are used, along with a 9.8:1 compression ratio and twin turbos with titanium-aluminide turbine wheels. Maximum engine speed is 6500 RPM. Premium unleaded fuel is required.

Applications:

Along with the increased bore spacing, the new 3.6 L DI V6 has larger bores than before, growing from 94 mm (3.701 in) to 95 mm (3.740 in) with the same 85.8 mm (3.378 in) stroke as the 3.0L LGW, for a displacement of 3.6 L (3,649 cc). Intake and exhaust valves are also increased in size along with other changes to the cylinder head.[21] The only part shared with the prior generation is the hydraulic lash adjusters in the valvetrain.[22] The LGX was benchmarked against the 3.7L VQ37VHR of the 2015 Infiniti Q40.[22] Compression ratio is 11.5:1 and maximum engine speed is 7200 RPM.

The LGX was on Ward's 10 Best Engines for 2016.[23]

Applications:

The LGZ is a variant of the LGX designed for use in the Chevrolet Colorado and GMC Canyon.[24][25]

Applications: