Early LGX Information
 

I thought I would kick off the LGX section now that we've seen the performance numbers. Hopefully we'll start seeing some bolt-ons real soon.

• The 3.6 liter V6 LGX engine is GM’s new high-feature V6 engine. It is a clean-sheet design and shares little with the 3.6L six-cylinder LFX engine it replaces.
• The LGX sets benchmarks for efficiency, refinement and durability compared to the LFX it replaces. LGX highlights include:
• Aluminum deep-skirt cylinder block from the LFX mill
• An enlarged bore of 95 mm (compared to 94mm on the LFX)
• Enlarged bore centers of 103mm (compared to 106mm on the LFX)
• An all-new cylinder head design
• A forged steel crankshaft
• High-strength connecting rods and pistons
• Oil-spray piston cooling
• Active Fuel Management (cylinder deactivation) and Auto Stop-Start system generate fuel savings of 9 percent compared to the 3.6L V6 LFX
• Improved Variable Valve Timing (VVT) with an ‘intermediate park’ feature
• Reshaped piston tops to promote a better mix of the air and fuel during the direct injection process
• Relocated oil pump under the cylinder block and inside the oil pan
• Acoustic engine cover
• Stronger, stiffer aluminum block with increased structure in the bulkheads for superior rigidity
• Tough, refined rotating assembly with a stiff forged-steel crankshaft, friction-reducing polymer-coated pistons and strong high-copper-content, sinter-forged connecting rods
• New four-cam phasing system with intermediate park technology that enhances efficiency by enabling late inlet valve closing in certain conditions
• All-new, patented “targeted” cooling system that provides strategic cooling of the engine’s hottest areas while simultaneously fostering faster warm-up to enhance efficiency
• New, higher-flow cylinder heads that enhance direct injection performance and feature integrated exhaust manifolds
• Revised, simplified timing drive system with cushioned chain sprockets contributing to quieter engine operation
• All-new lubrication system with a variable-displacement, two-stage oil pump that enhances efficiency. It is located inside the oil pan, which contributes to greater noise abatement

It's really the all around star if your looking for performance and MPG.

Start stop feature is nice for fuel savings.

I'll be part of the V8 crowd this time around, but you can bet I'll be checking in on you V6 peeps!

Here's what you want:

-intakes
-tunes
-ported throttle body
-ported or filled intake manifold
-high flow cat and catless pipe
-intake manifold spacer (1/2 to 3/4")

OK....no whos going to make this stuff for the V6 crowd.

Just some of these and you guys will be giving stock 5th gen L99s a hard time.

People are going to hate this auto stop feature trust me. I hate it on my Malibu so I disabled it.

Hopefully GM will allow the V6 Camaro peeps a way to disable this feature if they want.

Kaboom I agree with you that auto stop start blows.

Just leave the car in Sport mode lol. (yes I know...not the best solution)

Yeah, not being able to turn that off would be a deal breaker for me.

Is the auto stop/start feature on both Manual/Automatic?

Has there been any research done as to whether or not this is actually bad for the engine? Sure it must be hard on starters.

I live in a city and deal with the constant traffic issues and traffic lights. Think it would drive me insane.

I was watching a video about a 1969 428 Super Cobra Jet Mustang the other day, it was rated at 335HP, the same as the new V6.

What exactly is that? The engine shuts off?

Yes the engine shuts off at stops..some manufacturer s have it on the manual transmission as well. Its super annoying just my opinion..

See my responses to the above in red. I'm pretty sure spacers are a no go, at least at the moment. The intake runners are quite a bit longer... Unless you just wanted an all out torque monster, I don't think the spacers are good, Unless they put the LGX in the Colorado.

I'm working on the porting/filling of the intake right now, right out of the box, it's 12% better than the stock 12-15 LFX manifold, but 10% worse than my modified LFX intake manifold.

I'm just starting to play with it, but I've got a feeling that I can get it to flow at least as good as the ported LFX intake manifold, if not 2x better. This intake manifold is built to flow, it just needs a little helping hand.

You know what's funny about this? There is speculation that the 6th gen v6 may run a 13.3ish 1/4 mile time. An old family friend had a fully restored cream puff 1970 Mach 1 w/ a 428 SCJ, bone stock. That's real close to what it would run on a good day... It made me extremely happy to beat him repeatedly with my low budget SBC 355 in a heavy 71 Chevelle that was 4 different colors.

How did you do that ? tune, Range?...