Chances are that, by this time, you have already heard about the new 3.6L V-6 LGZ engine and 8L45 8-speed automatic transmission in the 2017 Chevrolet Colorado and 2017 GMC Canyon. We’ve been getting all kinds of questions asking how, exactly, the new gasoline burner stacks up to the 3.6L V-6 LFX mill that it replaces. Here’s a side-by-side comparison.
On paper, the new LGZ gains 3 horsepower and 6 pound-feet of torque over the LFX.
| Vehicle: | 2016 Colorado/Canyon | 2017 Colorado/Canyon | + / – 2017 Models |
|---|---|---|---|
| Engine: | 3.6L V-6 LFX | 3.6L V-6 LGX | N/A |
| Power (hp @ RPM): | 305 @ 6800 | 308 @ 6800 | +3 |
| Power (kW @ RPM): | 227 @ 6800 | 230 @ 6800 | +3 |
| Torque (lb-ft @ RPM): | 269 @ 4000 | 275 @ 4000 | +6 |
| Torque (Nm @ RPM): | 365 @ 4000 | 373 @ 4000 | +8 |
But that’s only scratching the surface, since the new six-banger — which represents GM’s second-generation double-overhead-cam engine architecture — also carries refinement and fuel economy benefits.
Refinement
The new LGZ features an advanced suite of engine technologies, including improved variable valve timing for intake and exhaust as well as improved direct injection.
The increases in power and refinement go one step further thanks to the inclusion of the new 8L45 8-speed automatic transmission. Roughly the same size and weight as the 6L50 six-speed automatic it replaces, the 8L45 offers a wider 7.0 overall gear ratio spread than the 6.0 ratio of its predecessor, resulting in a numerically-higher first gear ratio that increases off-the-line confidence with a heavy load or when trailering.
Fuel Economy
The other vital aspect of the new LGZ engine revolves around fuel economy: not only is the LGZ slightly more powerful and refined than its predecessor, but it also features GM-pioneered Active Fuel Management (aka AFM or cylinder deactivation), which disables two cylinders under light driving conditions.
GM has yet to release official fuel economy figures for the 2017 Colorado and Canyon, but chances are they will be slightly higher than they were on the 2015-2016 models. Contributing even further to the gains in fuel economy is the new 8L45 transmission’s numerically-lower rear axle ratios that reduce engine rpm on the highway for improved efficiency.
The icing on the cake is the fact that the new 8L45 gearbox features extensive use of aluminum and magnesium as well as similar packaging to the outgoing 6L50 transmission, making it no heavier than the outgoing unit.
The GM Authority Take
All in all, the new 3.6L V-6 LGZ engine in the 2017 Colorado and 2017 Canyon deliver more power, higher levels of refinement and better fuel economy. What’s not to like?
Comments
I like that lately GM is doing the little things that cumulatively make the difference when chasing the “class leading” title. Most car companies wouldn’t change out a 3.6 for a 3.6 without a new gen launch or major refresh.
Consider that a base Camaro SS is a better track car than an M4 right now. That the Malibu Hybrid leads all sedans in MPG. That the Bolt will be released soon and probably have 250+ mile range. That GM will offer a more affordable and comprehensive small diesel lineup than anyone else (now that VW is out of that game). That the overall reliability is getting to be pretty darn good and more widely recognized – particularly with Buick (along with their great job at sound isolation). That GM is reducing weight in their mass market cars more aggressively than the competitors.
GM still has plenty of areas they can improve obviously (as all car companies do), but they nobody can deny they’ve made significant gains through a lot of diligent choices that the public doesn’t really see.
Displacement has gone up from 3564 cc up to 3649 cc. A nice size increase while keeping the same advertised 3.6 name.
Am still wondering how an engine that doesn’t get it’s maximum horsepower until 6800 rpm and torque until 4000 rpm will perform in a truck.
The truck has been out for two years, have you not done any google searches or watched any youtube videos on reviews of this truck with the 3.6?
As for the RPM you have to remember the torque curve may be a little higher but the Computers transmissions and converters are set to deal with it.
My Terrain is starts to make torque around 3000 RPM but it holds it all the way up.
The one thing is Torque is Torque if tuned to deal with it. You just have to get used to the engine reving more but the power and torque are there.
These engines work fine but you just have to get used to it doing it differently.
Now on the Turbo engines the Torque will come in lower and hold till 5300 RPM. It has a really flat Torque curve. I just wonder if or when GM may look to use a 2.0 Turbo in the mid sized trucks.
As for the changes I wonder if they had this power all the time and they just adjusted the numbers.
You may remember the Camaro originally claimed one HP and torque when it intro’d the V6 and they upped the power a year or so later. They then admitted the engine was that HP and Torque all along and just changed the numbers to better reflect what it was making.
GM has always made it a point to under rate their engines. We have seen it in even the V8 engines too over the years.
That may be true, but the driving experience is much nicer on a car/truck that makes the torque earlier. I’ll take a truck that puts out less overall torque but where it comes on very quick, versus a high revving engine; they always feel week.
Does the new Colorado have a red line on the tach? If not would the engine rev to 6800 if floored? I suspect a few folks might be surprised when they’re reving (sp?) at 4800 rpm that they still have another 2000 rpm to get their 300+ horse power. The 2.0L turbo 4 does have more torque then the V6 but that is kind of a heavy load for an engine that size. Will be interested in seeing what the truck magazines have to say when they get around to testing them. This LGZV6 is a bit larger than the previous LFX and (I think) with a different bore/stroke ratio so that by itself shud result in a bit more power. This is fun stuff to ponder.
Well I. Ow own one of these engine and low end torqe is not an issue.
The new transmission and new engine are much different than the outgoing truck V6
The drivability is much better.
It still lacks the rush of my LNF but so far has proven to be a worthy engine.
Note 19.5 mpg around town. CCSB.
2018 GMC Canyon: Torque converter replaced. 2 different computers within the truck replace cause won’t start or goes dead after it starts. unusual Oil consumption running very low after 3000 miles. Will NOT get another one! Only has 29,000 miles on it. Still under warranty, but what a PIA!!!!
Better GPM? Not! My 2016 Colorado got at least 3GPM better than the 2021 I just bought from the get go. The 2016 GPM was 21-22 cty/hwy mix brand new. The 2021 is getting 18 GPM using the same driving habits, and routes. I’ll wait & see if this one breaks in to better GPM.