Welcome to the forum. To answer your question, in my short time here I have not seen anyone ask about the LGX. Hell, I had to look it up to see what you where talking about honestly. ha
The 3.6 liter V6 engine (production code LGX) is a six-cylinder engine produced by General Motors for use in a broad range of vehicles. It is part of GM’s fourth-generation high-feature DOHC V6 engine family and first launched on the 2016 Cadillac ATS, 2016 Cadillac CTS, and 2016 Cadillac CT6.
I don't know, but I suspect the LGX, with it's many features as to cam phasing, etc may be to advanced to run on any aftermarket controllers, but I haven't investigated it.
4.9, 3800, SBC are old and getting scarce, for our community to enjoy more power we will have to find a newer platform to replace the standbys.
I don't know, but I suspect the LGX, with it's many features as to cam phasing, etc may be to advanced to run on any aftermarket controllers, but I haven't investigated it.
4.9, 3800, SBC are old and getting scarce, for our community to enjoy more power we will have to find a newer platform to replace the standbys.
My buddy got the Haltech because it could handle the variable phasing for 4 camshafts, 2 widebands, and whatever else that engine needed. I haven't checked if it fits the LGX in particular, but it seems to run almost anything.
High Feature V6 uses its own bellhousing pattern, so you won't be able to mate a Fiero transmission to it. So consider an F40?
Swapping for newer junkyard engines is a non-stop technology treadmill; if we learn to rebuild what we have, then we relieve ourselves of having to keep up. With every new generation of engines, they will just keep on getting more and more complicated. Eventually, nobody will be able to mess around with production engines. Heck, some people were left behind with the switch to fuel injection.
I still see old Fords with flatheads at car shows; they find a way to do it, so why can't we? I think old car communities are like cannibals, the survivors staying alive eating the dead, or even killing the barely alive (parting out cars which could have been driven). It's already reached this state with fastback taillights (which is partly why I have an 84-87 notchie)
A VW air-cooled engine can be constructed with just aftermarket parts; no original factory parts required. I'm not sure if an SBC is the same, but it's obviously a better choice (in terms of parts availability down the road) than 2.5/2.8/4.9/3800.
SBC, IMHO, is too heavy and upsets the cars balance. I done lots of 3800SC's and 4.9's (my DD is a 4.9 Formula), problem with both is expense of rebuilding when they reach the end of their life.
There is incredible potential with the LS series of engines, and the DOHC six in the new line of engines seems to fit the Fiero vibe.
The Haltech can run everything on the High Feature engines, except for the SIDI.
None of the SIDI engines have ever been swapped into a Fiero. The SIDI injectors are electronically different from standard injectors, and none of the "affordable" aftermarket ECU options handles direct injection yet.
I would think that any electrical differences are trivial to handle.
However, with direct injection, injection timing, duration, and even the number of injections is all new stuff.
From the engine's perspective, port injection isn't much different from carburetion. Fuel is mixed more or less precisely in the intake manifold, with no real timing requirements, and then the intake valve admits the mixture when needed. Pretty idiot-proof.
Direct injection is completely in another league of complexity. Some reverse-engineering (by the aftermarket), or trickle-down of corporate know-how is necessary. As time goes on, cars are harder to modify, auto modification seems less prevalent, so I don't know if the aftermarket has enough incentive to invest in a direct-injection computer.
(which is partly why I have an 84-87 notchie)
