using that reasoning the GXP would cost less than the G8......Its not all about cost, its about value and what people would pay.

 

But the GXP has the LS3 which is better than the L76 that the base G8 with a V8 option comes with.

 

its also better than the L99.Since the L99 is "better" than the L76, and the G8 and camaro are pretty much the same cars with similar content then pricing should be the same, if not MORE for the Camaro.And obviously the manual tranny higher horsepower LS3 version is an upgrade from that still.If it offers pretty much the same performance as the GXP and is pretty much the same car underneath the sheetmetal, i dont see why people would be surprised to find it in a similar price range............

 

While the engine has been out for a little while already, as far as I know it is only in the 2008 and up CTS and STS. Not a whole lot of aftermarket support there, relative to Mustang/Camaro/Corvette levels. So for all practical purposes, the aftermarket will still be learning the Direct Injection 3.6 during the 1st year of the 2010 Camaro, at about the same level they were still learning the LS1 in 1998.

 

my bad. Miscommunication. i was talkin about the LS3

 

Bro, if you're going to jump all the hurdles involved with throwing forced induction on a car that doesn't have it, and leave the static compression north of 10.1:1 you're leaving a tremendous amount of power on the table.

Regarding your second statement, you're right there...

Being the pioneer in slapping forced induction on the DI V6 would require a lot of $$$ to cover the parts you are most assuredly going to destroy.

 

I run LS7 titanium rods and crank with an LS1 reluctor in a truck based LQ4 iron block with LS7 derivative heads, custom forged pistons, an LS7 intake, and an LS2 timing chain with LS1 coil packs bolted to stock LS1 valve covers with standard 1 7/8" Edelbrock stepped headers (universal LSx - they bolt to any of the motors...) handling exhaust duties... all bolted into a 2001 Camaro SS.

That's pretty darned interchangeable if you ask me.




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To me, the Camaro is about raw appeal. The thought of a boosted V6 just doesn't stir my emotions as much as a strong V8. Even with a significant edge in performance, it wouldn't be enough to make me want to opt for a boosted V6 in a 5G.

 

Couldnt have said it better myself

 

why didnt he just bolt all that to an Ls1 block? cant? Are there any LS1's out there with LS3 heads? L76Heads? LS2 heads? Any LS1's with LS7 intake manifolds?

 

The LS1 had a small bore compared to the newer engines out there. The newer engines utilize the large bore to optimize valve placement and size.

 

Before you add 5 or 10 k in mods you have to consider several things. If the car gets stolen you are out all of the value of the mods. If the car is totaled same thing. When you go to sell the car you are unlikely to get a penny more for your car if it has engine mods. In fact you are likely to have more of a problem with selling your car. The more mods the smaller the pool of potential buyers. I know this from personal experience. I have a buddy who does this with every car and every time he takes a bath.
I think you can get an SS for far less than 40k. For the price difference between the SS and LT/LS you gain tons of performance advantages in the areas that really count like suspension and brakes.

 

I think we should keep an eye out at the price of the GXP as an indicator of the price of the SS camaro since they will be compareable in a lot of areas (performance,build quality,ride,etc....) as well as being built off the same (same enough) platform. Comparing the GXP and the new Camaro will pretty much be the same as comparing a Challenger with the Charger, and we know those two are priced similarly as well.

 

LS1 + LS7 crank = 383

LQ4 + LS7 crank = 408

I ran the numbers for the LS1 vs. the LQ4, and the benefit from the added 25 cubes was greater than the weight penalty. Vehicle-wise, it's a 3% weight penalty for a 7% increase in displacement.

The ideal would be one of the aluminum LS2 blocks from a weight standpoint... BUT... they're pricey (even as cores - IF you can find one), and the iron block is more robust, which helps with keeping the heads seated, main flex, crank durability, etc...


Regarding the other interchanges...

Yes, you can put LS7-style (LS7 or L92) heads on an LS1. At that point you need a different intake manifold, spacers for you fuel rails and a different throttle body.

The LS7 intake doesn't bolt up to LS1, LS6/LS2 or LQ4 heads, so if you want to put the LS7 intake on your car, you have to change the cylinder heads.

Here's my combo laid out top to bottom:

LQ4 iron block
ARP main studs
LS7 crank
LS1 reluctor
LS7 titanium rods
Katech rod bolts
F-car oil pan
Ported LS1 oil pump
Stock F-car balancer
Custom forged Arias pistons
Clevite bearings
ET Performance LS7 235cc heads
LS7 intake and exhaust rockers
Stock GM 6.0 liter MLS head gaskets
Stock GM head bolts (first design)
A pretty nasty cam... Heh...
LS7 intake manifold (the FAST intakes, in whatever iteration, are pretty much a waste of money... GM doesn't leave power on the table from intake manifolds gents...)
42# injectors
Edelbrock 90mm throttle body
SLP 85mm MAF
Fast Toys Ram Air
Whisper Lid
Fram PAPER filter (K&N = another waste of $$$)
Edelbrock stepped headers (non-emissions)
Edelbrock Y pipe (no cats... erm... OBVIOUSLY...)
Stock cat-back with a cutout welded into the middle of it


For the drivetrain:
Spec Stage 3 ceramic clutch
Spec Aluminum flywheel
D&D beefed up T-56 w/ Viper output shaft
4130 Driveshaft w/ 1350 yokes
Strange 12-bolt w/ 4.11 gears & an Eaton Tru-Trac




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