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2017 GMC Canyon Acceleration Quickens With New 3.6L V6, Eight-Speed Automatic

Since its rebirth, the GMC Canyon has always been offered with a V6 powerplant. Though, it was always the same 3.6-liter LFX V6 engine you may find in a handful of other General Motors vehicles. For 2017, GMC decided to tweak the six-cylinder arranged in a V formation, and it has a new codename: LGZ.

The 3.6-liter LGZ V6 is exclusive to the Chevrolet Colorado and GMC Canyon, and Car and Driver recently had a go with the reworked powertrain. Not only does 2017 usher in the “new” V6, but it’s also paired to an eight-speed automatic. And while two extra cogs, three additional horsepower and six more pound-feet of torque don’t seem like much, it made for a very different animal regarding acceleration.

C/D reports the 2017 Canyon 4×4 was able to hustle from 0-60 in 6.3 seconds. That’s 1.2 seconds quicker than the previously tested 2015 model.  However, the eight-speed auto did no favors with respect to fuel economy.

The EPA rates the 2017 Canyon 4×4 at 17 MPG city and 24 MPG highway. Observed fuel economy fell short of those estimates, returning 16 MPG in the city and just 22 MPG on the highway, while the not-so body on frame Honda Ridgeline managed 28 MPG on the highway.

Of course, there are other options outside of the V6. GMC still offers a 2.5-liter four-cylinder engine and the 2.8-liter four-cylinder turbo diesel provides all of the torque a midsize pickup will ever need.

Former GM Authority staff writer.

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Comments

  1. The canyon launched with the LFX not LGX.

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  2. Are there dyno curves for the 2 engines to compare?

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  3. EPA ratings of 17 mpg city and 24 mpg highway should be good numbers. If you factor in 0-60 mph at 6.3 seconds, fuel economy should be impacted somewhat. These are quick numbers for a 4 x 4 truck.

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  4. Good, but the obvious choice should still be the 4.3 V6. This engine has truck origins with the right amount of torque. Can’t believe GM overlooks a situation like this… a rock solid motor that’s been around for years. Should be used, at least, in the the Denali to set it apart from the other Canyon models.

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  5. Ok let’s get an informed opinion and add much needed info that this story lacks.

    Anyone here own one if these? Anyone?

    Oh right here we have a owner of a truck just like the photo with the topic engine here.

    Ok here is the deal. The 15-16 truck was known for throttle delay and some lack of refinement with little low end. Now it was not a bad engine but it could do much better.

    In with the new engine that was made to take advantage of the new 8 speed. It is tuned to have a bunch of low end torque. Enough to easily tow 7000 pounds.

    The power I suspect is under rated as GM has done in the past. The last 3.6 gained power with no changes over the years twice. With the increase in performance and the same power I think there apis a little more power there.

    The mileage so far I see is the EPA numbers or better by a mpg or two. The AFM cylinder drop is good as you can not tell when they are in or out.

    I have seen on the forums more than one 15-16 owner trading up due to the engine.

    As for the 4.3 I suspect the end is near. It has been around for years and like the Model T it at some point needs to go away. The reality of meeting future emissions will require the military cam engines. But the new engines are well suited for the duty.

    I have owned a few 4.3 engines but none were as good as the new engine here.

    My truck is 4×4 and 800 pounds heavier as a crew and is as good or better mpg wise than my 4.3 2WD and over 100 more HP than my old Sonoma.

    The new 8 speed mostly runs in the first 6 gears. But on the highway it will hit the two overdriven in V4 mode. It shifts fast and smooth keeping the engine 2000-3000 RPM.

    The throttle has about 3 steps. It is very progressive in take up. It has the easy drive step. Then get and run step and then flat out and run mode. While the truck is not a sports car it is more than enough power to do anything it needs to do.

    Overall I am happy with the Denali drive line and it should serve this vehicle well.

    Watch for this engine or the Camaro engine to be in the next gen full size. With their weight reduction it should be a very good combo.

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  6. @ John P @scott3

    You two are talking as if the current 4.3 is the same OLD Vortec 4.3 (not that it was a bad engine). I think the only thing the new one has in common w/ the old Vortec is the displacement.

    The current EcoTec3 4.3 was recently redesigned for the 2014 half ton trucks, it has pretty much, the same power as the LS 4.8 V8 that was discontinued.

    It would’ve been nice to see the EcoTec3 4.3 in the Colorado/Canyons but I’ve driven the 3.6 in Traverses/Acadias/Camaros etc. & it gets these vehicles moving, making it a good engine also, imo.

    IF the 4.3 were to return the same MPG’s as the 3.6 does, in these Colorado/Canyons, it would DEFINITELY be the better choice because of the extra torque, but GM thought thinks/knows otherwise.

    http://gmauthority.com/blog/gm/gm-engines/lv3/

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    1. 450 here is what is going on. I get that the new engine is not the same engine the old 4.3 was. The new 3.6 is the same as it is all new and only shares the engine size with the past.

      But here is where the new 4.3 is running out of time. MPG is not the issue. The fact the emission are getting more difficult to meet with only two valves is where it will have to go. The v8 faces the same issue. The next gen may keep the 4.3 to start but like the Colorado it will see new engines before the generation is done. GM Spreads the cost out this way.

      Next we must look at this from an economic stand point. They have cut the number of platforms and they are cutting the number of engine models and making more variation.

      The 90 degree will not fit most applications but the 60 degree 3.6 will fit nearly anything fwd are RWD as needed.

      The other deal is a 60 degree engine is a much more refined dynamic engine with no needs for balance shafts and a more favorable firing order.

      Just look now at how the 4.3 is now only a truck engine and only in full size as the 3.6 has taken the lead to where it is in everything but full size trucks.

      Like I said the 4.3 did a great job for power and mph but the future calls for things they can not get it to deliver.

      Like state the even the v8 is going to have to change. The 4 valve v8 will show in the Vette first but the other models will get it over time only due to emissions. As the engineer said they will have no choice.

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      1. @scott3
        Yeah the 3.6 is more refined but the 4.3 could’ve been put in the Colorado, at least as an option.

        Reply
  7. It’s a shame the ATS hasn’t picked up the gains from the LFX/6L to LGX/8L like the Canyorado has. Only 1 review has been done since the 2016’s came out – C&D got basically the same times (slightly slower, actually) in a 2017 RWD Premium-Performance as a 2013 3.6 Premium.

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  8. The 3.6 will get better MPG as the miles go up. Every 3.6 LFX I have had started out with lower than sticker MPG and that changed when more break in miles accumulated and now they often exceed there highway numbers.

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  9. They should have an ecotec 4.8l v8 aluminum block with direct injection higher compression and AFM the way they did for 4.3 5.3 and 6.2. when in v4 mode has same 2.4l displacement as 3.6l and would be the only v8 midsize out there. I would estimate 325 hp and 350 lbs tq which would be perfect for that trucks curb weight. Then they would have best selling midsize truck for sure.

    Reply

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