This engine family was developed by Chevrolet, although it was used by many GM divisions, except for Saturn and Geo.

The first generation of modern small GM 60° V6 engines featured an iron block and heads with inline valves.

Like the rest of the Generation I engines, they were updated in 1985 with larger main journals for durability, along with multi-point fuel injection or E2SE carburetor and OBD I.

It was the first transverse 2.8 L (2,837 cc) to use multiport fuel injection, and was a High Output ("9-code") engine option for the higher performance A-cars, X-cars, and Pontiac Fiero.

[citation needed] Applications: The LB6 ("W-code") 2.8 L (2,837 cc) engine was introduced in 1985 to replace the original LE2.

This group appeared in 1982 with the LC1 and LR2 and never added the aluminum heads of the Generation II engines.

Like the rest of the family, larger journals appeared in 1985, along with multiport fuel injection for the F-body LB8 version.

GM's performance-parts division continued production of a related crate engine after 1999.

An even higher displacement DOHC 3.4 L (3,350 cc) LQ1 was also developed, and eventually, the new GM High Value engine family followed.

Uses: The LG5 ("V-code") was a special 3.1 L (3,135 cc) turbocharged engine produced with McLaren for the 1989 and 1990 model years.

Applications: The LQ1 (also called the Twin Dual Cam or TDC) was a 3.4 L (3,350 cc) DOHC V6 engine ("X-code") based on the aluminum-headed second generation of GM's 60° engine line, sharing a similar block with its pushrod cousins, the 3.1 L LH0 V6 and the then recently retired 2.8 L (2,837 cc) LB6 V6.

The engine was built only for front-wheel-drive applications, and was featured exclusively in the first generation of GM's W-body platform.

The 3.4 L (3,350 cc) engine substituted the standard camshaft for a chain-driven intermediate shaft, which drives four overhead cams via a cogged belt.

Adapting the 60° pushrod block for the LQ1's overhead cams significantly increased packaged engine height.

Only a few interchangeable parts are use between this DOHC engine and other members of the 60° family, primarily the connecting rods and crankshaft.

The heads and intake manifolds were redesigned for the 1996 model year, incorporating a larger throttle body and plenum area, slightly longer intake runners, cloverleaf combustion chambers, and larger "pill"-shaped exhaust ports.

The electronically-controlled Hydramatic 4T60-E four-speed automatic transaxle was the alternative, used during the entire production run with the exception of the 1997 Monte Carlo Z34 and 1997 Lumina LTZ, which received the 4T65-E.

[9] However, the heads and intake manifold were redesigned for better air flow,[citation needed] the cylinder block was stiffened,[citation needed] and the flat-tappets of the Generation I and II engines were replaced with roller tappets.

[9] This generation also came standard with sequential multiport fuel injection[9] and structural oil pan.

It featured a structural oil pan, a stiffer redesigned engine block, sequential fuel injection, and revised aluminum heads.

[10] It still had an iron block, two-valve pushrod aluminum heads, and full sequential port fuel injection.

Emissions were improved with secondary air injection and it earned LEV status.

This partnership manufactured variants of the 60° V6 engine in China, primarily for use in Chinese-market GM products.

It includes a new block, intake manifold, oil pan, engine cover, and fuel system, as well as electronic throttle control.

[11] It was built in China and shipped to Canada for installation in the Chevrolet Equinox and Pontiac Torrent.