LY7 The
LY7 engine was developed primarily by
Holden and introduced in the 2004
Holden VZ Commodore and 2004
Cadillac CTS sedan. It has a 10.2:1 compression ratio, sequential multi-port fuel injection, and a bore and stroke of . Lower-powered versions only have variable cam phasing on the inlet cam (LE0). Selected models also include variable exhaust. The engine weighs as installed. This engine was 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
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:
LLT The
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 at 6300 rpm and of torque at 5200 rpm on regular unleaded (87 octane) gasoline. This engine debuted on the 2008
Cadillac STS and
CTS. GM used an 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 and of torque. Applications:
LFX The
LFX is an enhanced version of the LLT engine developed jointly by
Holden and
Cadillac. Introduced in the 2012
Holden VE Commodore SV6 and the 2012
Chevrolet Camaro LS/LT, it is lighter than the LLT, thanks to a redesigned cylinder head, integrated
exhaust manifold, and composite
intake manifold. Other components like the
timing chains,
fuel injectors,
intake valves, and
fuel pump have also been updated. They also updated the cam phasing and
variable valve timing system compared to the LLT. 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:
LWR The
LWR is dedicated LPG 3.6-liter engine. Introduced in the MY 2012
Holden VE 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 emissions, reduced pumping and parasitic losses, and start-up reliability in hot weather. The dedicated LPG LWR engine produced peak power and torque of at 6000 rpm and 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 – an improvement of 1.6 L/100 km 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: } @ 6000 rpm
LCS The
LCS was derived from the direct-injected LLT for use in
hybrids, using the
two-mode system. 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 at 6100 rpm and of torque at 4800 rpm. Fuel economy ratings would have been in city, and on highway. However, GM cancelled its plans for the Saturn Vue Hybrid.
LF3 The 3.6L
twin-turbocharged version for the 2014 Cadillac CTS and XTS was announced at the 2013
NYAS. The engine is rated at of power at 5750 rpm and of torque at 3500–4500 rpm (with 90% of torque being available at 2500–5500 rpm) and helps the CTS achieve 0 to 60 mph| 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 intake valves and 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 • 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:
LF4 The
LF4 is a higher-performance variant of the LF3 for use in the
Cadillac ATS-V and
Cadillac CT4-V Blackwing. 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 • To compliment the quick spooling turbochargers, lightweight titanium connecting rods that reduce inertia of the rotating assembly were used on all ATS-V models, while only manual transmission CT4-V Blackwing models featured titanium connecting rods. 10-speed automatic CT4-V Blackwing models featured steel connecting rods. • Peak boost increased to , from • Higher-flow fuel injectors • Oil pan baffling for better oil flow at high cornering speeds Applications:
LFR 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. Applications:
LFY The
LFY is similar to the LFX, but adds stop-start technology and has improved airflow. Applications: ==Fourth generation==