http://www.windingroad.com/...ary-special-edition/

For 2012 the Chevrolet Camaro is getting an improved 323-horsepower 3.6-liter V-6, new performance suspension for the SS, new instrument panel, steering wheel, and avaliable rear-view camera. It’s also getting a 45th Anniversary Special Edition with a whole host of unique features to set it apart and celebrate the nameplate’s history.

In addition to the model-wide updates to the 2012 Camaro, the Special Edition gets a black paint job, unique red and silver striping, 45th anniversary badges, twenty-inch dark silver wheels, dark silver fog lamp and taillight bezels, rear spoiler, and body color roof molding. Inside, it will get a jet black interior, white instrument panel and door inserts, red, white, and blue stitching, and 45th Anniversary logos on the steering wheel, sill plates, seats, and instrument panel.

The 45th Anniversary treatment will be available on the Camaro 2LT and 2SS. It will make its first public appearance at Camaro5 Fest II in Arizona, and will go on sale this summer.

Scroll down for more information in the press release from Chevrolet.


2012 Camaro: 45th Anniversary Edition Boosts Power, Comfort
Sports car brings new, more powerful V-6, sport suspension and new technologies
2011-04-13

DETROIT – Chevrolet Camaro, America’s most popular sports car, extends its momentum with enhancements for the 2012 model year. Highlights include an improved version of its standard 3.6L direct injection V-6 engine, a new FE4 performance suspension package for SS coupes and several interior and technology improvements, such as a revised instrument panel design, new steering wheel and rear camera system.

The enhancements arrive in time for Camaro’s 45th birthday, which will be celebrated with this summer’s release of the 45th Anniversary Special Edition Camaro. Continuing the tradition of Camaro anniversary models, the 45th Anniversary Special Edition carries all the upgrades for 2012, with additional unique design elements, inside and out.

“The appeal of Camaro design and performance has powered it to the top of its segment,” said Rick Scheidt, vice president of Chevrolet marketing. “For 2012, we’re capitalizing on that momentum with enhancements to Camaro’s performance and comfort.”

Also coming in early 2012 is the high-performance Camaro ZL1, the most technologically advanced car ever developed in its segment.

Class-leading 3.6L V-6 engine

Camaro’s new 3.6L direct injection V-6 – the LFX engine – goes into production this summer. It delivers an SAE-certified 323 horsepower (241 kW) at 6,800 rpm – an increase of 11 horsepower (8 kW) over the 2011 engine, with no compromise in fuel economy.

The LFX delivers the most standard power in the regular sports car segment. It is also 20.5 pounds (9.3 kg) lighter than its predecessor, which promotes a more balanced driving experience. EPA-estimated highway fuel economy for the ’12 Camaro is 30 mpg (2LS model).

Compared to the 3.6L V-6 in 2011 models, the new LFX engine features:

* New cylinder head design with integrated exhaust manifold
* Improved intake port design and larger intake valves within the cylinder heads
* Longer-duration intake camshafts
* Composite intake manifold
* New fuel pump and isolated fuel rail
* New, optimized-flow fuel injectors
* Structural front cover and cylinder block enhancements
* Stronger and lighter-weight connecting rods
* Camshaft cap and throttle body design enhancements.

Direct injection is the key technology enabling the engine’s combination of power and efficiency. It optimizes fuel delivery to the combustion chamber by introducing fuel closer to the combustion chamber. The result is better efficiency in the combustion process leading to increased fuel efficiency at part and full throttle. It also uses a new fuel pump for the direct injection system, along with a new, isolated fuel rail. The new fuel pump is quieter, while the isolated fuel rail further reduces fuel system noise.

FE4 suspension enhances performance

The new FE4 suspension debuts as a performance improvement for the Camaro SS coupe in 2012, focusing on more refined handling.

“Our objective was to create a more precise sport suspension for the SS coupe, with greater road-holding capability,” said Al Oppenheiser, Camaro chief engineer. ”We applied lessons learned from extensive track testing to better refine the suspension geometry for flatter cornering, a more neutral balance during hard turns, and minimized understeer at the limit.”

Elements of the FE4 package include:

* Retuned front and rear dampers
* New solid front (23 mm) and rear (24 mm) stabilizer bars
* Twenty-inch aluminum wheels and P245/45R20 front/P275/40R20 rear tires (SS).

More than just new components, the new FE4 performance suspension incorporates learning from the ongoing development of the high-performance Camaro ZL1. In particular, the suspension geometry has been adjusted, including reshaped stabilizer bars that are repositioned outboard of the shock mounts. This results in more effective body control and more precise response in performance driving.

Interior, exterior and technology updates

The 2012 model year brings appearance, ergonomic and technology upgrades inside for Camaro drivers and passengers. The interior updates include a revised instrument panel appearance, with new instrument graphics and trim, as well as a new steering wheel design and a power lift feature for the front passenger seat. The steering wheel features a fresh new look and ergonomic improvements intended to support performance driving.

Also new for Camaro in 2012 is a Rear Vision Package, which adds a rearview camera system and an auto-dimming mirror to the existing Rear Park Assist feature. The rearview camera system complements the rear parking assist by providing a video display of the area behind the car, with the video image appearing in the car’s inside rearview mirror.

On the exterior for 2012, a new rear spoiler will be added as a standard feature for Camaro; and the taillamps that had been a part of the RS appearance package option are also being made standard. Additionally, a new, body-color “sharkfin” antenna joins the RS package.

Crystal Red Tintcoat replaces Red Jewel as an exterior color.

45th Anniversary package details

Launching this summer, the 45th Anniversary Special Edition commemorates both Camaro’s lineage and its 21st-century revival. Camaro fans will get their first look at the 45th Anniversary Special Edition at the Camaro5 Fest II, April 15 in Arizona. The anniversary package will be offered on Camaro’s top two trim levels (2LT and 2SS) for both coupe and convertible body styles.

The exterior signature of the 45th Anniversary Special Edition is its unique rally stripe, in red and silver, that contrasts the Carbon Flash Metallic paint. The package also includes:

* Unique 45th Anniversary hood and deck stripes; badges located beneath the front fender emblems
* New-design 20-inch wheels in dark silver
* Fog lamp and taillamp bezels finished in dark silver
* RS-style taillamp lenses
* Standard rear spoiler and HID headlamps
* Body-color roof molding
* Jet Black interior with leather-trimmed seats featuring the 45th Anniversary logo
* White instrument panel and door trim inserts with the 45th Anniversary logo on the instrument panel
* Red, white and blue stitching on the seats, steering wheel, shift knob/boot, door armrests and console lid
* 45th Anniversary logo on the steering wheel and sill plates.

A good powerplant to swap indeed, although getting any HFV6 to work will be the first hurdle. I don't think there's been any HFV6 swap completed at this stage? Once there's a few under the belt more will follow, and this particular powerplant will become a viable option. Would love to undertake one myself, but it's going to be a wee while before I'm in a financially viable position to go that road.

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That would make quite the swap indeed. I agree it will take a bit of finagling and financing to make it work. Though with all those upgrades did gm think to put the car on a diet?

Does it has the same bolt pattern for the Fiero tranny side? If not then why bother? Just go for the V8 and have it all!

If this engine completely replaces the LLT, it will find its way into the Acadia/Traverse/Enclave and have the same bellhousing bolt pattern. The Acadia/Traverse/Enclave uses the 6T75 which has the same bellhousing as the Fiero.

That's a hot motor! The 2011 engine was nice but this is kinda extreme! 323 HP in a mid size V6 is pretty impressive. Like Xyster said.

quote Originally posted by Xyster: If this engine completely replaces the LLT, it will find its way into the Acadia/Traverse/Enclave and have the same bellhousing bolt pattern. The Acadia/Traverse/Enclave uses the 6T75 which has the same bellhousing as the Fiero.

When/if they are installed into all of these crossover's they will start hitting the junk yards pretty fast. I dont foresee any problem obtaining one at a fair price once that happens.

quote Originally posted by Xyster: If this engine completely replaces the LLT, it will find its way into the Acadia/Traverse/Enclave and have the same bellhousing bolt pattern. The Acadia/Traverse/Enclave uses the 6T75 which has the same bellhousing as the Fiero.

I wouldn't bet on the tranny patterns being the same as the Fiero.
I've heard a lot of conflicting info.
General consensus is that they are not.

[This message has been edited by Raydar (edited 04-14-2011).]

quote Originally posted by Alex4mula: Does it has the same bolt pattern for the Fiero tranny side? If not then why bother? Just go for the V8 and have it all!

No, it has the same bolt pattern as all other HF V6 engines, the High Feature pattern. Adapter plate, or very few transverse transmission options.

quote Originally posted by dobey: No, it has the same bolt pattern as all other HF V6 engines, the High Feature pattern. Adapter plate, or very few transverse transmission options.

Wrong. Not quite sure were you get your info.

quote Originally posted by Raydar: I wouldn't bet on the tranny patterns being the same as the Fiero. I've heard a lot of conflicting info. General consensus is that they are not.

They are not. All the High Feature engines use the same High Feature bolt pattern.

quote Originally posted by dobey: They are not. All the High Feature engines use the same High Feature bolt pattern.

GM rarely changes bolt patterns. They change engines in different years than transmissions. This leads to the LY7 using the existing bolt patterns and when the trans is upgraded the new trans inevitably gets the same pattern as the old one. This is why the GM metric/ 60*v6 pattern has been around forever. Only when a new engine and trans are released together like the Northstar and Aurora V8 is there a new pattern. I admit the exception is the Quad4 and Ecotecs.

quote Originally posted by Xyster: GM rarely changes bolt patterns. They change engines in different years than transmissions. This leads to the LY7 using the existing bolt patterns and when the trans is upgraded the new trans inevitably gets the same pattern as the old one. This is why the GM metric/ 60*v6 pattern has been around forever. Only when a new engine and trans are released together like the Northstar and Aurora V8 is there a new pattern. I admit the exception is the Quad4 and Ecotecs.

This isn't fact, it is an assumption. The N* pattern is a minor change from the metric pattern. The High Feature pattern is quite different though. The High Feature engines are not 60 degree engines, and don't use that pattern. They are 54 degree engines, and they all use the High Feature patterns. GM's main bolt patterns now are the Ecotec, High Feature, and the RWD pattern that's been around forever. The Metric pattern is used on any pushrod 60 degree V6 engines (High Value) that might still be around, but I think they've all been replaced by Ecotec or High Feature engines at this point.

EDIT: Poked about a bit, and it does look like the only cars with the High Value V6 still are the Impala and Lucerne.

[This message has been edited by dobey (edited 04-14-2011).]

And the L36/L32/L67 is 90* but uses the 60* pattern. So you can drop that part of your argument.

quote Originally posted by Xyster: And the L36/L32/L67 is 90* but uses the 60* pattern. So you can drop that part of your argument.

Little bold there don't ya think bro?

quote Originally posted by Xyster: And the L36/L32/L67 is 90* but uses the 60* pattern. So you can drop that part of your argument.

The 3.8 is a special case engine. There are other non-60 degree engines with the Metric pattern too, but none on GM's current powertrain lineup. And, I think the Impala and Lucerne are being replaced for the 2012 lineup as well. Fact is the High Feature engine uses the High Feature bolt pattern just as the Ecotec uses the Ecotec pattern.

None of the High Feature engines use the Metric pattern. You're basing that assumption on a picture of a 6t75 you saw in the Metric pattern, and the fact that the cars with High Feature engines come with the 6 speed auto. So did some vehicles with the High Value engines. And the picture you saw is of a 6t75 with the bell housing for a High Value engine.

An engine family doesn't tend to change the bell housing pattern for different vehicle applications. Instead, the transmission bell housings do change. Just like the S10s that had Metric pattern engines. They didn't get RWD pattern instead. The bell housing or transmission was changed.

I have just sent an email to GM asking for clarification on this issue. I will post GMs response when I get it. I am prepared to agologize if I am wrong.

All I have to say is Boo to the integrated exhaust manifolds. I know the newer J series honda v6s have them, yes there is a good chance they flow well, but what if you want them to flow better... its just too much work.

Chris

quote Originally posted by eph_kay: All I have to say is Boo to the integrated exhaust manifolds. I know the newer J series honda v6s have them, yes there is a good chance they flow well, but what if you want them to flow better... its just too much work. Chris

Yeah. Everything else about the engine sounds good, except that. The 3.0L LF1 looks like it uses integrated manifolds as well, and just have one exit port toward the rear of the heads. Surely it makes the heads more expensive to produce. I wonder how different the intake side is from current LLT/LY7 heads.

Anyone have some ketchup?
Its time for me to eat crow and not just a little.
Because of the overly protective net nanny on my work computer, I was only able to acquire out dated and incorrect information. The LLT does infact use a different pattern than the Fiero. According to the GMinsider website, it was alluded to the possibility that the LLT shares a pattern with LS engines. As for the accuracy of this... who knows.

So, here it goes:
1. To anyone I have led astray, I am sorry for feeding you outdated/incorrect information
2. To Dobey, Raydar and all of the obviously more qualified individuals on this site, sorry for wasting your time.

Man this tastes bad.

quote Originally posted by Xyster: According to the GMinsider website, it was alluded to the possibility that the LLT shares a pattern with LS engines. As for the accuracy of this... who knows.

GMInsider is one of those sites where a lot of rumors start popping up when GM announces new engines and cars. Most likely, there was a big assumption that it would have the same pattern as the LS engines, as it was slated for the 2010 Camaro, and was then later put in other cars.

I've been planning to do an LY7 swap into my 85 GT for some time now, and have been doing a lot of research on the High Feature engines, to figure out what all is needed for swapping into a Fiero, and what mods are doable to the engine, short of going to forced induction. I haven't started yet though, as I'm in the middle of doing an LS4 swap in my 87 GT, and until that's finished, I'm trying not to start more huge projects. I'll also be taking the somewhat easy way out with the electronics, as I'm doing a total restoration of the car, and will use modern gauges, and other electronics.

Some basic information about the 3.6 LLT engine can be found here:

http://gmpowertrain.ca/Prod...Camaro%20Summary.pdf

It comes with either the 6T75 or 6L50 transmissions.

6L50 (RWD) transmission:



6T75 (FWD transmission:




I don't have calibrated eyes. Can anyone tell what bolt pattern those are?

Correct me if I'm wrong, but aren't those just stock images of the transmissions in question? ie, not specifically the bellhousing pattern of an HFV6?

So we're gonna need a reliable source of adapters. It's hardly the end of the world. Tell me more about the clutch on the HFV6 - how thick is it versus a stock Fiero V6 item? I'm suspecting like my old 3800 Series I it's going to be a fair deal thicker - like 20mm. Fancy that, 20mm is about how thick an adapter plate would want to be...

quote Originally posted by Doug85GT: Some basic information about the 3.6 LLT engine can be found here: http://gmpowertrain.ca/Prod...Camaro%20Summary.pdf It comes with either the 6T75 or 6L50 transmissions. I don't have calibrated eyes. Can anyone tell what bolt pattern those are?

The 6l50 looks close to the Metric pattern, but slightly off. I'm not sure what it would have come in with that bell pattern. I'm having a tough time finding a 2010 car with a High Value engine, in RWD configuration. It is just a generic picture though.

The 6t75 is the Metric pattern, but as I said earlier, it is mated to the High Value engines, not the High Feature engines.

The LLT in the Camaro comes mated to an Aisin AY6 standard.

Stop looking at pictures of transmissions that have the same model number, but don't come mated to the engine in question. They just confuse you.

Here is another pic of a 6t75, with the High Feature pattern:

quote Originally posted by Doug85GT: Some basic information about the 3.6 LLT engine can be found here: http://gmpowertrain.ca/Prod...Camaro%20Summary.pdf It comes with either the 6T75 or 6L50 transmissions. 6L50 (RWD) transmission: 6T75 (FWD transmission: I don't have calibrated eyes. Can anyone tell what bolt pattern those are?

***Danger***

I already made this mistake and used those exact pictures to draw a false conclusion. Trust me, I would love to try to fight on the 60* pattern or metric pattern, but those pictures are old. If you google Acadia 6T75 and click images, you'll see what I mean.

quote Originally posted by Carcenomy: Correct me if I'm wrong, but aren't those just stock images of the transmissions in question? ie, not specifically the bellhousing pattern of an HFV6? So we're gonna need a reliable source of adapters. It's hardly the end of the world. Tell me more about the clutch on the HFV6 - how thick is it versus a stock Fiero V6 item? I'm suspecting like my old 3800 Series I it's going to be a fair deal thicker - like 20mm. Fancy that, 20mm is about how thick an adapter plate would want to be...

Yes, they are just stock images.

Well, either an adapter, or one of the transmissions that came bolted to the engine. The only USDM transverse manual High Feature platform, was the Saab 9-3 2.8t, which is no more. The only new manual Saabs in the USDM are Ecotecs, and all the Saab USDM High Feature V6 cars are automatic only.

The clutch/flywheel on the Saab 2.8t for the F40 is pretty thick, as it uses a dual mass flywheel. I believe the CTS/Camaro LLT with AY6 manual also use a dual mass flywheel, and would probably work as well in a transverse application. I don't know how thick the RWD setup is. I have a Saab flywheel sitting in my garage from a car with F40. I could measure it, but I think the measurements ar the same as the 3.9 flywheel listed in Joseph Upson's thread on the F40: https://www.fiero.nl/forum/Forum2/HTML/078656.html

[This message has been edited by dobey (edited 04-14-2011).]

So it's roughly 40mm thick - about the same thickness as a GMH 3800 manual flywheel. Nice, so a 20mm spacer would be bang on for giving clutch clearance on a manual transaxle with stock flywheels, plus allow adapting in the same piece of steel. Sounds ideal really. Just need some good tech drawings of all the patterns involved - the HF pattern, Metric pattern and probably the Ecotec pattern too.

The real question should be will GM use different engines from the Transvers lay out to the RWD layout. They did in the past and it created more work to move it from a F body to a Fiero.

The 3.6 is a great engine but it is neither light nor small. I have one in one car and with the six speed tranny it is great. As much as I like it I would still rather have a Eco Turbo in the car. Much Less weight and you can still make it over 300 HP and not have to do much to the engine.

Either way this will make the Camaro more intersting. Note GM also has a DOHC V6 Turbo coming. I am not sure of the final form but I have seen it in a Twin Turbo set up at 425 HP.

What! Did you say GM and DOHC Turbo v6 in the sentence? Oh man, that would be GREAT! Gotta look that up.

quote Originally posted by hyperv6: The real question should be will GM use different engines from the Transvers lay out to the RWD layout. They did in the past and it created more work to move it from a F body to a Fiero. The 3.6 is a great engine but it is neither light nor small. I have one in one car and with the six speed tranny it is great. As much as I like it I would still rather have a Eco Turbo in the car. Much Less weight and you can still make it over 300 HP and not have to do much to the engine. Either way this will make the Camaro more intersting. Note GM also has a DOHC V6 Turbo coming. I am not sure of the final form but I have seen it in a Twin Turbo set up at 425 HP.

The Ecotecs and High Feature engines only have very minor changes between the Transverse and Longitudinal installs. Mostly the changes are the intake, exhaust, and oil filter setup.

Do you have any actual weight numbers on the 3.6? I have yet to see any. It's obviously not going to be super light or small, given that it is a DOHC V6, but I think it will fit better in the Fiero bay than the 3.4 DOHC does, and it should weigh a little bit less.

GM already has a DOHC V6 Turbo. The 2.8t LP9. Where have you seen this 425 HP turbo V6?

quote Originally posted by iluvsd619: What! Did you say GM and DOHC Turbo v6 in the sentence? Oh man, that would be GREAT! Gotta look that up.

They have a Twin Turbo in the works and more then not will be found in the 6th gen Camaro and ATS Cadillac. Look for it in the Alpha platform at some point.

According to http://www.acadiaforum.net/...hp?topic=254.30;wap2

Engine Mass (kg/lbs) engine plant as shipped weight
172 / 380 (estimate) automatic CTS and STS
194 / 428 (estimate) manual CTS and STS
164 / 361 (estimate) Outlook, Acadia, Enclave, Traverse

[This message has been edited by Xyster (edited 04-15-2011).]

quote Originally posted by hyperv6: I am aware of the Eco's changes but was unsure of the HF V6. As for weight I can't find the numbers right now but it was similar to the LS engines. There was a raging debate on on another web site on what engine the ATSv Cadlillac should use. Someone posted the numbers and they were similar. GM has used the LP9 now trhe LAU here but it already dropped it from the SRX. The new engine GM first showed in the Holden Torano TT show car back in 2004. The money issues put it on the back burner. They later have shown it in the Jay Leno Camaro GM built for Jay. GM has made it clear they intend to use a version of this in the future but has held back on what and where other than the Camaro. Note they also have a Chevy RWD Sports sedan coming with the new gen Zeta. It too could recieve this engine. Since the Chapter 11 deal GM has closed down on future plans and has release little info like they had when they were trying to keep stock prices up. There is a lot in the works but they are talking very little. WIth the Eco Boost the Turbo engine is on the front burner again and may find a way in to several cars. Some have even quoted as 435 HP may even make production. What many fail to remember the 3.6 based engine is not really all that new of an engine. Holden, Opel and even Alfa Romeo have used smaller versions of this for years. I expect now that GM needs more MPG out of their cars and now has the money to do more work on this engine we will see more advancements with it. The new Camaro engine here is only the first real shot.

I don't think people aren't remembering the HF family has been used for a while now. GM has used in USDM cars since 2004 as well as foreign market cars. It's more a question of availability. Expanding the availability of the engine family over the years, and the introduction of a 300hp N/A version, is what really boosted interest in swapping one for many. Even then it is probably still cheaper to get 300hp out of a Series 2/3 3800 SC, and they have a much larger aftermarket still, compared to the HF engines. Nobody really wants to pay $2500 for a set of custom cams for the DOHCs, to get the little bit of HP/TQ that it will get you.

And all the TT V6 rumors seem to be just that, rumors. They were also going to build a V12 High Feature DOHC engine for the Caddy, but it got scrapped. Just because Jay Leno got one, doesn't mean everyone else will. He's got enough money to get GM to build him whatever he wants as a one-off.

Question 1: Did the early HF engines use the metric bellhousing pattern?
If question 1's answer is yes then see question 2.
Question 2: How compatable are LLT parts with the early HF engines?

quote Originally posted by Xyster: According to http://www.acadiaforum.net/...hp?topic=254.30;wap2 Engine Mass (kg/lbs) engine plant as shipped weight 172 / 380 (estimate) automatic CTS and STS 194 / 428 (estimate) manual CTS and STS 164 / 361 (estimate) Outlook, Acadia, Enclave, Traverse

That's better. These at leasat seem to be numbers from a GM Powertrain spec sheet on the LLT engine. And I would guess the LY7 would weigh a few pounds less, since it doesn't have the DI hardware. And a composite intake would probably shed a couple more pounds. And those are a fair bit lighter than the LS4.

Also sent you a PM, unrelated to this thread. Don't know if you saw it though.

quote Originally posted by dobey: I don't think people aren't remembering the HF family has been used for a while now. GM has used in USDM cars since 2004 as well as foreign market cars. It's more a question of availability. Expanding the availability of the engine family over the years, and the introduction of a 300hp N/A version, is what really boosted interest in swapping one for many. Even then it is probably still cheaper to get 300hp out of a Series 2/3 3800 SC, and they have a much larger aftermarket still, compared to the HF engines. Nobody really wants to pay $2500 for a set of custom cams for the DOHCs, to get the little bit of HP/TQ that it will get you. And all the TT V6 rumors seem to be just that, rumors. They were also going to build a V12 High Feature DOHC engine for the Caddy, but it got scrapped. Just because Jay Leno got one, doesn't mean everyone else will. He's got enough money to get GM to build him whatever he wants as a one-off.

The limiting factor on the HF engine has been cost. GM has tried to use cheaper engines for as long as they could to keep the cost down and profits up. The only reason the 3800 lived as long as it did was it was cheaper to improve and build it vs a clean sheet of paper DOHC engine. They had to use the HF overseas as DOHC is expected. GM used the 4 speed automatic trannys for that long too because of cost. Few people really do not understand GM has been very short on money for a lot longer time than just the last 10 years. A lot of advanced driveline projects were canceled or delayed because of it.

GM's Future lies with the Ecotech engine family taking up 75% of the future models. The HF V6 will be expanded to move into some of the models with V8 engines now and GM will do a hard sell on more V6 sales vs V8. The new Camaro was hoped to be mostly V6 sales with only 25-30% V8. It has turned out that 75% of Camaro sales are now V8.

The fact is 2015 the CAFE is going up and things need to be done to deal with it. A new Gen of DI V8 is coming with more MPG but I see it being used in more limited capacities. Also I expect the cost to go up to help move people to smaller and lower priced better MPG engines. So if you want a V8 you can get it but you will have to pay a price.

I have some friends involved deeply with the Camaro program at GM. They see and know what is going on. They can not spill all the beans but I do get some clues at what is really going on and where a lot of this is going. The new Alpha Camaro is well into development and is still set for 2015. This will be a new car and will have a lot of changes coming. It will get a lot of help on advanced development as it will share a lot with the well financed ATS Cadillac. Sharing the cost will bring us things they could not afford on the Zeta based adaptation.

Trust me the TT V6 is far from dead. The fact it can get more MPG and put out as much power as a V8 will come into play. Look for the V8 Camaro only to be in the top model and it will not be cheap. The other factor to keep this in play is the fact Ford is moving the Ecoboost Turbo into the Mustang. GM will answer this with their own TT V6.

Keep in mind the V12 died when the CAFE was upped by the goverment it was just that simple. The low volume nature and the poor MPG just will not work.

The present Camaro will not see many much in the way of major changes. The next big thing will be the Z28 next year after the ZL1 arrives. We will get more special editions but that is about it. The Z/28 will be a really cool car and most people have little clue about it. I think they will be as pleased as the Ford guys are with the Boss 302. Think of the Z28 as the Z06 like level of Camaro with all the good toys but just a little less power and cost. It will scream with the bypass mufflers like on the ZL1. If you have not heard that yet just wait.

Wow hyperv6, that sounds like the late 80's, early 90's all over again. GM and many other manufacturers used turbos to increase fuel milage but still get bigger power. Frankly, Fords EcoBoost is not as good on gas as they try to make it out to be. The last set of numbers I saw on their Taurus SHO at 16/25 mpg is not impressive at all. Hell, a big heavy BMW 750i with a V8 gets 15/23 mpg.

What they always seem to forget is that forced induction engines have a higher BSFC than naturally asperated engines. In plain speak for the benefits of most people, that means that turbo and supercharged vehicles require more gasoline per hp than a naturally asperated engine. So a turbo V6 will use more gas to make 300 hp than a NA V8. The way turbo and supercharged engines come out ahead is at cruising speeds since they are usually smaller displacement than an equivolent NA engine. A lot of that advantage can be reduced with cylinder deactivation that is used with various manufacturer's "displacement on demand" and such.

On the plus side, turbo and supercharged engines give a lot more potential for power to car enthusiasts. It is not difficult to get significantly more power out of a FI engine than stock.

I am wondering when the major manufacturers are going to stop making their cars bigger every year. The a gen 5 Camaro SS is 3900 pounds compared to a gen 4 SS at about 3550 pounds. Just about every model has gotten bigger over the years which is why gas milage has not improved at all even though engine tech has improved. Even the Japanese econoboxes from the 70's and 80's are big boats today.

quote Originally posted by dobey: The High Feature engines are not 60 degree engines, and don't use that pattern. They are 54 degree engines...

The High Feature engine's are 60 degree engines. They replaced the old 54 degree engines in certain cars.

quote The 3.6-liter VVT DI is based on GM Powertrain’s sophisticated 60-degree dual overhead cam (DOHC) V6 engine. It is the latest member of a growing family of GM Powertrain V6 engines developed for applications around the world, drawing on the best practices and creative expertise of GM technical centers in Australia, Germany, North America, and Sweden.

http://www.gmpowertrain.ca/...DI/LLT%20Summary.pdf

quote Originally posted by eph_kay: All I have to say is Boo to the integrated exhaust manifolds.

This.

I thought of Fiero swaps the instant I read about the integrated exhaust manifolds. If they don't fit well into a Fiero, you're screwed.
I just don't understand the point. Headers are a very common mod to LLT's and I'm sure that might be a sticking point for some with the 2012, plenty of power can be had with headers on the LLT (more than the 11hp peak extra that the LFX has).

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'88 Fiero GT - Project MIDTRBO
'10 Camaro LT/RS - daily driver
'96 Talon TSi AWD - 11-second winter beater
There's no replacement for turbo placement