Engine Component Description LY7

The High Feature V6 VIN Code 7 RPO LY7 is a 3.6L engine incorporating two intake and two exhaust valves per cylinder. Individual intake and exhaust camshafts (DOHC) with camshaft position actuators are mounted on each cylinder head. The cylinder bore is 94 mm (3.7008 in) and the piston stroke is 85.6 mm (3.3701 in). The cylinders are arranged in two banks of three with a 60 degree included angle. The right bank of cylinders are number 1-3-5 and the left bank of cylinders are 2-4-6. The engine firing order is 1-2-3-4-5-6.

The cylinder block is constructed of aluminum alloy by precision sand-casting with cast in place iron cylinder liners. Each copper-infiltrated sintered steel main bearing cap incorporates six bolts bolting the cap into the engine block. Along with two outer and two inner bolts, two side bolts are used in the deep skirt block. To prevent aeration, oil return from the valvetrain and cylinder heads is channeled away from the rotating and reciprocating components through oil drain back passages incorporated into the cylinder heads and engine block. Pressure-actuated piston oil cooling jets are mounted between opposing cylinders. A knock sensor is located on each side of the exterior of the engine block. The crankshaft position sensor is located on the right side of the exterior of the engine block.

The crankshaft is a forged steel design with four main bearings. Crankshaft thrust is controlled by the number three main bearing. The crankshaft position reluctor wheel is pressed onto the rear of the crankshaft in front of the rear main journal. The crankshaft is internally balanced with an integral oil pump drive machined into the nose in front of the front main journal.

The connecting rods are sinterforged steel and have full floating piston pins. The piston pins are a slip fit in the bronze bushed connecting rod. Round wire retainers are used to retain the piston pin into the piston. The cast aluminum pistons incorporate a polymer-coated skirt to reduce friction. The piston uses two low tension compression rings and one multi-piece oil control ring. The top compression ring is plasma sprayed. The second compression ring is cast iron napier. The oil control ring incorporates a steel expander and two chrome plated steel rails.

The camshaft drive system consists of one primary timing drive chain driven by the crankshaft sprocket. The primary timing drive chain drives two intermediate drive shaft sprockets. Each oil pressure fed intermediate drive shaft sprocket drives separate secondary timing drive chains. Each secondary timing drive chain drives the respective cylinder head's intake and exhaust camshaft position actuators.

The primary timing drive chain uses two stationary timing drive chain guides and an oil pressure hydraulically actuated tensioner with built-in shoe. The tensioner minimizes timing drive chain noise and provides accurate valve action by keeping slack out of the timing drive chains and continuously adjusting for timing drive chain wear. The tensioner incorporates a plunger that adjusts out with wear allowing only a minimal amount of backlash. The tensioner is equipped with an oiling jet to spray oil onto the timing components during engine operation. The secondary timing drive chains use a stationary timing drive chain guide and movable timing drive chain shoe. The secondary timing drive chain shoe is under tension from an oil pressure hydraulically actuated tensioner. All tensioners are sealed to the head or block using a rubber coated steel gasket. The gasket traps an adequate oil reserve to ensure quiet start-up.

From the initial production of the High Feature V6 there have been four timing drive systems. This application may have been built using the third or fourth design.

The third design uses an inverted tooth (IT) timing drive chain on the primary timing drive components and roller timing drive components on the secondary components. NOTE: The difference between the third design and the previous second design is a revised reluctor wheel on the camshaft position actuators. The reluctor wheels were revised due to revised camshaft position sensors.

The third design primary timing drive chain uses an IT timing drive chain and a crankshaft sprocket with IT timing drive chain teeth. The primary timing drive chain connects the crankshaft sprocket with the left and right side intermediate drive shaft sprockets. The third design intermediate drive shaft sprockets incorporate IT primary timing drive chain sprocket teeth and roller timing drive chain secondary timing drive chain sprocket teeth. The third design actuators incorporate a new reluctor wheel and cannot be used on earlier designs.

The fourth design uses IT timing drive components on both the primary and secondary components. NOTE: The pitch of the IT chain has changed therefore third and fourth primary IT components are not interchangeable.

The two timing drive system’s individual rotating components cannot be mixed. DO NOT mix third design timing drive chain rotating components with fourth design timing drive chain rotating components.

The following components are the ONLY components that are same between the third and fourth design:

The engine incorporates a camshaft position actuator for each intake and exhaust camshaft. Camshaft phasing changes the inlet and exhaust valve timing within a range of 25 camshaft degrees as engine operating conditions vary. Dual camshaft phasing allows the further optimization of performance, fuel economy and emissions without compromising overall engine response and driveability. Variable valve timing also contributes to a reduction in exhaust emissions. It optimizes exhaust and inlet valve overlap and eliminates the need for an exhaust gas recirculation (EGR) system.

The camshaft position actuator is a hydraulic vane-type actuator that changes the camshaft lobe timing relative to the camshaft drive sprocket. Engine oil is directed by a camshaft position actuator oil control valve to the appropriate passages in the camshaft position actuator. Oil acting on the vane in the camshaft position actuator, rotates the camshaft relative to the sprocket. At idle, both camshafts are at the default or "home" position. At this position, the exhaust camshaft is fully advanced and the intake is fully retarded to minimize valve overlap for smooth idle. An internal lock pin locks the inner rotor to the outer camshaft position actuator housing at idle and maintains this position during start-up conditions. Under other engine operating conditions, the camshaft position actuator is controlled by the Engine Control Module (ECM) to deliver optimal intake and exhaust valve timing for performance, driveability and fuel economy. The camshaft position actuator incorporates an integral trigger wheel, which is sensed by the camshaft position sensor mounted in the front cover to accurately determine the position of each camshaft. Each camshaft position actuator has a specific timing drive mark for right or left bank application, as the camshaft position actuators are common bank to bank. The exhaust camshaft position actuator has a different internal configuration than the intake camshaft position actuator since the exhaust camshaft position actuator phases in the opposite direction relative to the inlet camshaft position actuator.

The camshaft position actuator oil control valve (OCV) directs oil from the oil feed in the head to the appropriate camshaft position actuator oil passages. There is one OCV for each camshaft position actuator. The OCV is sealed and mounted to the front cover. The ported end of the OCV is inserted into the cylinder head with a sliding fit. A filter screen protects each OCV oil port from any contamination in the oil supply.

The camshaft front journal has several drilled oil holes to allow camshaft position actuator control oil to transfer from the cylinder head to the camshaft position actuator. The center camshaft bolt hole is counterbored to allow oil to flow around the camshaft bolt and to the camshaft position actuator. Oil in this oil passage is used to move the camshaft position actuator to the default or home position. Radially outward from the center of the journal is a set of four drilled camshaft position actuator oil holes. Oil in this group of oil holes is used to move the camshaft from the default position to a specific set position as determined by the ECM. Seal rings are used at the front and rear of the front camshaft journal to prevent oil leakage from the camshaft position actuator hydraulic system. The seal is made from a plastic compound that resists wear and has a diagonal end gap to enhance sealing. The camshaft position actuator is mounted to the front end of the camshaft and the timing notch in the nose of the camshaft aligns with the dowel pin in the camshaft position actuator to ensure proper cam timing and camshaft position actuator oil hole alignment.

The cylinder heads are semi permanent mold cast aluminum with powdered metal valve seat inserts and valve guides. Two 36.96 mm (1.4551 in) intake valves and two 30.60 mm (1.2047 in) exhaust valves are actuated by roller finger followers pivoting on a stationary hydraulic lash adjuster (SHLA). Separate exhaust and intake camshafts are supported by four bearings machined into the cylinder head. The front camshaft bearing cap is used as a thrust control surface for each camshaft. Each spark plug is shielded by a tube that is pressed into the cylinder head. Each spark plug ignition coil is also mounted through the spark plug tube. The engine coolant temperature (ECT) sensor is threaded into the left cylinder head.

The intake manifold consists of two cast aluminum components. Two short bolts in the lower intake manifold and four long bolts, that pass through both manifolds, mount the intake manifold assembly to the cylinder heads. Additionally two bolts mount the upper intake manifold to the lower intake manifold. The throttle body, Barometric Pressure (BARO) sensor, Evaporative Emissions (EVAP) solenoid and tubes, Positive Crankcase Ventilation (PCV) tubes, fuel rail support bracket, fuel injector wiring harness bracket, intake manifold opening cover, and brake booster hose are mounted to the upper intake manifold. The fuel injector wiring harness, fuel rail assembly, and fuel injectors are mounted to the lower intake manifold.

Right hand (RH) and left hand (LH) designation through the engine mechanical section are viewed from the rear of the engine or from inside the vehicle.

Engine Component Description LCS

The High Feature V6 VIN Code B RPO LCS is a 3.6L VVT (Variable Valve Timing) engine with direct injection. The direct injection system places the high pressure injectors in the cylinder heads. This engine incorporates 2 intake and 2 exhaust valves per cylinder. A dual overhead cam design with individual intake and exhaust camshafts. A camshaft position actuator is mounted on each camshaft. The cylinder bore is 94 mm (3.7008 in) and the piston stroke is 85.6 mm (3.3701 in). The cylinders are arranged in 2 banks of 3 with a 60 degree included angle. The right bank of cylinders are number 1-3-5 and the left bank of cylinders are 2-4-6. The engine firing order is 1-2-3-4-5-6.

The cylinder block is constructed of aluminum alloy by precision sand-casting with cast in place iron cylinder liners. Each main bearing cap incorporates 6 bolts bolting the cap into the engine block. Along with 2 outer and 2 inner bolts, 2 side bolts are used in the deep skirt block. The LCS engine uses specialized main bearings in the 1 and 4 main bearing positions due to the unique hybrid application. To prevent aeration, oil return from the valvetrain and cylinder heads is channeled away from the rotating and reciprocating components through oil drain back passages incorporated into the cylinder heads and engine block. Pressure-actuated piston oil cooling jets are mounted between opposing cylinders. A knock sensor is located on the each side of the exterior of the engine block. The crankshaft position sensor is located on the right side of the exterior of the engine block.

The crankshaft is a forged steel design with 4 main bearings. Crankshaft thrust is controlled by the number 3 main bearing. The crankshaft position reluctor wheel is pressed onto the rear of the crankshaft in front of the rear main journal. The crankshaft is internally balanced with an integral oil pump drive machined into the nose in front of the front main journal.

The connecting rods are sinterforged steel and have full floating piston pins. The piston pins are a slip fit in the bronze bushed connecting rod. Round wire retainers are used to retain the piston pin into the piston. The cast aluminum pistons incorporate a polymer-coated skirt to reduce friction. The piston uses 2 low tension compression rings and one multi-piece oil control ring. The top compression ring is plasma sprayed. The second compression ring is cast iron napier. The oil control ring incorporates a steel expander and 2 chrome plated steel rails. The top of the piston contains a dished portion for the direct injection system to aid in fuel-air charge mixture and even combustion.

The camshaft drive system consists of one primary timing drive chain driven by the crankshaft sprocket. The primary timing drive chain drives two intermediate drive shaft sprockets. Each oil pressure fed intermediate drive shaft sprocket drives separate secondary timing drive chains. Each secondary timing drive chain drives the respective cylinder head's intake and exhaust camshaft position actuators.

The primary timing drive chain uses two stationary timing drive chain guides and an oil pressure hydraulically actuated tensioner with built-in shoe. The tensioner minimizes timing drive chain noise and provides accurate valve action by keeping slack out of the timing drive chains and continuously adjusting for timing drive chain wear. The tensioner incorporates a plunger that adjusts out with wear allowing only a minimal amount of backlash. The tensioner is equipped with an oiling jet to spray oil onto the timing components during engine operation. The secondary timing drive chains use a stationary timing drive chain guide and movable timing drive chain shoe. The secondary timing drive chain shoe is under tension from an oil pressure hydraulically actuated tensioner. All tensioners are sealed to the head or block using a rubber coated steel gasket. The gasket traps an adequate oil reserve to ensure quiet start-up.

The engine incorporates a camshaft position actuator for each intake and exhaust camshaft. Camshaft phasing changes the inlet and exhaust valve timing within a range of 25 camshaft degrees as engine operating conditions vary. Dual camshaft phasing allows the further optimization of performance, fuel economy and emissions without compromising overall engine response and drivability. Variable valve timing also contributes to a reduction in exhaust emissions. It optimizes exhaust and inlet valve overlap and eliminates the need for an exhaust gas recirculation (EGR) system.

The camshaft position actuator is a hydraulic vane-type actuator that changes the camshaft lobe timing relative to the camshaft drive sprocket. Engine oil is directed by a camshaft position actuator oil control valve to the appropriate passages in the camshaft position actuator. Oil acting on the vane in the camshaft position actuator, rotates the camshaft relative to the sprocket. At idle, both camshafts are at the default or "home" position. At this position, the exhaust camshaft is fully advanced and the intake is fully retarded to minimize valve overlap for smooth idle. An internal lock pin locks the inner rotor to the outer camshaft position actuator housing at idle and maintains this position during start-up conditions. Under other engine operating conditions, the camshaft position actuator is controlled by the engine control module (ECM) to deliver optimal intake and exhaust valve timing for performance, drivability and fuel economy. The camshaft position actuator incorporates an integral trigger wheel, which is sensed by the camshaft position sensor mounted in the front cover to accurately determine the position of each camshaft. Each camshaft position actuator has a specific timing drive mark for right or left bank application, as the camshaft position actuators are common bank to bank. The exhaust camshaft position actuator has a different internal configuration than the intake camshaft position actuator since the exhaust camshaft position actuator phases in the opposite direction relative to the inlet camshaft position actuator.

The camshaft position actuator oil control valve (OCV) directs oil from the oil feed in the head to the appropriate camshaft position actuator oil passages. There is one OCV for each camshaft position actuator. The OCV is sealed and mounted to the front cover. The ported end of the OCV is inserted into the cylinder head with a sliding fit. A filter screen protects each OCV oil port from any contamination in the oil supply.

The camshaft front journal has several drilled oil holes to allow camshaft position actuator control oil to transfer from the cylinder head to the camshaft position actuator. The center camshaft bolt hole is counterbored to allow oil to flow around the camshaft bolt and to the camshaft position actuator. Oil in this oil passage is used to move the camshaft position actuator to the default or home position. Radially outward from the center of the journal is a set of 4 drilled camshaft position actuator oil holes. Oil in this group of oil holes is used to move the camshaft from the default position to a specific set position as determined by the ECM. Seal rings are used at the front and rear of the front camshaft journal to prevent oil leakage from the camshaft position actuator hydraulic system. The seal is made from a plastic compound that resists wear and has a diagonal end gap to enhance sealing. The camshaft position actuator is mounted to the front end of the camshaft and the timing notch in the nose of the camshaft aligns with the dowel pin in the camshaft position actuator to ensure proper cam timing and camshaft position actuator oil hole alignment.

The cylinder heads are semi permanent mold cast aluminum with powdered metal valve seat inserts and valve guides. Two 36.96 mm (1.4551 in) intake valves and two 30.60 mm (1.2047 in) exhaust valves are actuated by roller finger followers pivoting on a stationary hydraulic lash adjuster (SHLA). Separate exhaust and intake camshafts are supported by 4 bearings machined into the cylinder head. The front camshaft bearing cap is used as a thrust control surface for each camshaft. Each spark plug is shielded by a tube that is pressed into the cylinder head. Each spark plug ignition coil is also mounted through the spark plug tube. The engine coolant temperature (ECT) sensor is threaded into the left cylinder head. Longer intake ports are designed into the head for better airflow and eliminate the need for a separate lower intake manifold. With direct injection, the high pressure injectors are located in machined bores below the intake ports. A stainless steel, high pressure fuel rail is attached to the intake side of the head.

A one piece, all-aluminum intake manifold is used to deliver a dry-air charge to the combustion chamber. Fuel is introduced directly to the cylinder during the intake stroke. As the piston approaches top-dead center, the air-fuel mixture is ignited by the spark plug. An electronically controlled throttle (ETC), through the ECM, coordinates the input from the driver with various control components.

Right hand (RH) and left hand (LH) designation through the engine mechanical section are viewed from the rear of the engine or from inside the vehicle.