I cant speak to a lot of your V6 questions because…lame vs. getting an SS…
but that car almost definitely has a TR6060… BUT which one? I am reading MM6 which is what has been in a lot of cars since like 2001, but a lot of what I read shows thats in the SS 1LE, not necessarily the V6.
I would head over the Camaro6.com and join up. Or one of the facebook groups. They know their stuff on those cars.
Ive had a 2018 ZL1 with the 10spd auto… GREAT car, but I am a vette guy so I only kept that car like 8 months.
So not sure on the new Camaro’s, but I have a 4th Gen LS (Trans Am), I don’t think it has ever seen regular guess and I would not recommend it for the LS based stuff. On a V6? It all depends on how much you push the car. If you just drive it to work and never go above 3000rpm then who cares, but at 6K under load, I am willing to bet 87 will start knocking.
With a V6 I bet they have the TR3160 trans, only because I doubt GM would put the TR6060 in there, that’s overkill. The “TR” means it’s made by Tremec. The gearing in the Camaro is 4.40; 2.59; 1.80; 1.34; 1.00; 0.75. That gearing kind of sucks, means one extra shift at the 1/4 since you want to end in 1:1. Man, the T56 was so much better with a .50 6th gear on the 4th Gen F Bodies. I bet that 4.40 first gear is fun as hell tho lol.
I’m not going to stress it or beat it. I treat transmissions with mechanical sympathy.
But I do want choose the right axle gear for the trans gears. That’s probably going to be 3.91, maybe 3.70, but I need to be sure that wont make 1st gear stupid short or turn too many rpms cruising at 80 mph daily.
No, I haven’t bought a Camaro yet. Was really shopping a used C6 Corvette but they just have too many problems I wouldn’t want to drive it daily. They need a gear swap, too, and it’s much more expensive.
If you’re looking at a Camaro do yourself a favor and buy one with a 6.2L in it. The GM 3.6L V6 is not a particularly good engine, and there is basically no aftermarket support for it if you want to mod the car.
In other news I embarrassed a new V6 Camaro yesterday afternoon with my wife, and 3 year old plus a trunk full of groceries in our family sedan. From a stoplight, he decided he wanted to be in front of me, I had other ideas. Our sedan has a 6.2L LS3 in it, which facilitated me not being subject to the whims of V6 Camaro drivers. LOL.
The 3500 lb gen 6 Camaro will do a 1/4 mile at 103 mph. That’s what I’ve been used to for the last few years.
Just need enough power to be fun. I’m done having 400-500 hp cars. I enjoy the extended amount of full-throttle time I get on the street with less power.
I love the sound of a v8 but good handling is more enjoyable than “more than enough” power on the street. After 300 hp and under 3500 lbs or so I’d rather have less weight than more power.
I’ve had a car that would roast tires in 3rd at 60 mph when you romped it. It’s fun the first time then it feels silly and pointless.
The 2018 in the 1LE package is basically a legal road course vehicle…suspension is pretty painful for the street. I know what you mean with HP/weight…the AWD Ford Focus RS or Honda Civic R type is gonna be REALLY hard to beat on those small parking lot moto-x layouts & give you a run for the $$$ in the straight line C6 V6.
Personally, I’m more Firebird on the F-bodies and hoping to find a good price on a Thirdgen (blame Knight Rider when I was a sprog) in good shape, but I wish you luck chasing your happiness.
You’re not dropping much weight with a 3.6L DOHC V6 vs an all aluminum cam in block V8. Plus you’re moving mass up higher because those DOHC heads are not small. At the same time you’re getting a trash motor, and giving up power.
The LGX 3.6L V6 weighs 393lbs according to the interwebz. The new LT1 weighs 465lbs. Now I’m not a physicist or a mathematical genius but that’s not a big difference in mass, but it’s sure as hell a big difference in power output. Not to mention reliability, and resale.
Just don’t. As Buffort T. justice would say: you can think about it, but don’t do it.
What I had been doodling was something like a combination of variable valve timing (around 2003 electromagnetically-actuated valves were being talked as “the next big thing”) combined with some advanced SBC powertrains being able to shut down unneeded cylinders, so you could have a V8 for power then a 4-banger once up to cruise speed. Twin-turbo setup for power, true dual exhausts, Subaru-style continuously-variable transmission, carbon-fiber driveline to reduce rotating mass, 24-gallon tank for extended endurance… goal was to get 600-mile tanks at 90mph or better sustained, something that would be Cannonball Run material.
Good to know, thanks. CVT’s were still “new hotness” back then, so I think that hadn’t been learned yet… bear in mind, that design study was almost two decades ago and a lot has changed in both new technologies emerging and others not panning out since then. Pretty sure if I started from a clean sheet of paper on the same body today, the only things that’d be staying would be the in-dash computer for realtime tuning, the bigger tank and lighter driveshaft and the new more streamlined nose…
David