Final Thoughts
It should go without saying that GMHTP's editorial staff is chomping at the bit in anticipation of a full-fledged flogging of the new Camaro and its lineup of superb engines (all of which, by the way, will be built in St. Catharines, Ontario-not far from Camaro final assembly). As far as the V-6 cars go, GM has set the stage to absolutely smoke Challenger and Mustang, what with at least 50 and 90 more horsepower than those cars' base engines, respectively. And with the V-8s, Camaro will certainly eclipse the power of the Challenger R/T and should come very close to meeting the output of the heavy 6.1L SRT8. (Let's not even waste our breath on the Mustang GT-the LLT should just about take care of it.) As to the GT500 et al, we'll leave the upcoming Z28 to put the smackdown on those high-dollar Fords!
Check out this 1038 V forged steel crankshaft. "It's the basis for a very solid engine design," says Lee. It's one part of the LLT that allows it to achieve a 7,000-rpm fuel cutoff! The crank's 3.37-in. stroke combines with the block's 3.70-in. bore to yield 217 cubic inches. --->
It's clear that the 2010 Camaro offers an engine for just about any need, in the true spirit that is the ponycar. But this author doesn't think it's premature to ask: Where do we go from here? As you may have noticed, in my interviews with GM engineers, fuel economy was on par with horsepower in terms of hot discussion topics. We all know that CAFE standards aren't getting any lower (and despite the usual wintertime dip, long-term gas prices are only heading one direction). While all indications point to the Camaro's dynamite initial engine lineup easily offering class-leading fuel efficiency, like it or not, this car's long-term viability will likely depend on two interrelated things: (1) GM's ability to innovate even more fuel economy into Camaro, and (2) Joe Q. Public's interest in purchasing said innovations, whatever they may be.
The LLT's pistons, cast from a high-strength aluminum alloy, receive cooling oil from pressure-actuated jets-something unique to the LS9, as far as GM pushrod V-8s go. Also of note are polymer-coated piston skirts, and (not shown) full-floating wristpins. Heavy-duty stuff, indeed. --->
Weight reduction is one thing, but the issue of engine choices simply cannot be avoided. Not so many years from now, will V-8s be limited to high-dollar Camaro versions like the future Z28? Let's hope not, and perhaps GM could broaden the powertrain lineup over the next couple of years and offer a smaller-displacement (4.8/5.3L) V-8 for enthusiasts who can't live without V-8 sound, but can get by with a bit less horsepower in exchange for a reduced sticker price and increased fuel efficiency. Beyond the LS engines we know and love, this author is also excited about the prospect of factory turbocharged 'Maros that could include the likes of the boosted 2.0L LSJ Ecotec GM has already hinted at (insiders have indicated to me personally that "a lot of margin for improvement" above the current 260hp rating has been engineered into that engine). Dare one dream of a turbo six offering (hey, sounds like Ford's putting one in the Mustang)? To turn up the wick on either of those would be sublime. And how about some FlexFuel capability to coincide with GM's circa-2011 rollout of high-volume, high-octane cellulosic ethanol?
The LLT also features a VVT system which, unlike the single-cam-phaser setup implemented on the L99, alters the phase of the intake and exhaust camshafts independently, resulting in Variable Valve Timing in an even truer sense (or as engineers like to call it on this application, "four-cam continuously variable cam phasing"). It's basically a more effective system, with the same results in mind: reduced emissions coupled with improved fuel economy and a broader powerband. --->
Alas, these are just the dreams of a journalist. But I do know this: we've festered seven long years in a Camaro-less existence. Enthusiasts will always want to buy these cars, but there are only so many of us-and low sales (resulting from different issues than those being discussed here) were the impetus for GM's pulling the plug the last time around. We want Camaro to be here to stay, and can take solace in the fact that GM has a century of industry-leading innovation under its belt to not just keep this car selling, but make it better and better in the face of increasingly stringent auto industry regulation. Here's to 1967 all over again-with any luck, technology will keep 2002 from biting us in the ass. With AFM, VVT, and SIDI already incorporated into the lineup, GM is off to a good start!
Special thanks to Tom Read at GM Powertrain, along with Jordan Lee, Tim Price, and John Rydzewski, for their assistance with this story.