CRJ-900 First Officer reported encountering wake turbulence on approach to LGA in trail of a B737.

Narrative

We were just around the fix PACHU for the RNAV X 31 when we experienced wake turbulence coming off from a B737. Leading up to the wake turbulence; New York Approach slowed us down to 170 before then having us slow down to 160 knots. Around the time we experienced the wake turbulence we were configured with flaps 30 and were at 3;000 feet. On the Multi-function Flight Display (MFD) I noticed around that time that the B737 we were following was just outside of the 2.5 ring (probably about 3 miles away from us).Just as I was setting in 1;300 feet on the altitude selector to anticipate the descent for the RNAV X 31 we experienced the wake turbulence; which rocked us pretty good for a few seconds. It was the largest wake turbulence I've experienced thus far. As it happened I called for the continue ignition and the Captain called for the autopilot to be disconnected; which I did. With the wake; the aircraft banked to the left momentarily even as I had opposite (right bank in). Soon after; the Captain called for controls of the aircraft and told me to notify ATC that we experienced wake turbulence and were correcting back on course to the right. The remainder of the approach and landing I was pilot monitoring (PM) while the Captain flew. The Captain said he was going to fly much of the approach at one dot above the advisory VNAV snowflake to avoid the wake. The rest of the approach was mostly uneventful. We completed the landing checklist prior to GACAR and the Captain hand-flew the approach. I tried to be involved as a PM by asking if he wanted anything bugged; set; or configured; etc. because the workload also momentarily increased. We momentarily hit 1.2 - 1.4 on the descent rate when we turned out on final but ended up correcting once we were on glide path.We talked and debriefed the wake turbulence/approach after we got to the gate and decided a report would be ideal to write what had happened. I believe that the Captain and I handled the situation well and effectively.I think the primary cause was maybe tighter spacing between us and the B737 from what the winds aloft were at that contributed to the wake turbulence. Around the point where the wake turbulence occurred we were about 2.5 - 3 miles directly in trail of the B737 and I believe the winds aloft was almost a direct headwind at the heading we were currently on.