I've mentioned befor that Camaro was getting the power bump, interior and suspension updates. Here are the details.





From GM...
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 ¨C the LFX engine ¨C goes into production this summer. It delivers an SAE-certified 323 horsepower (241 kW) at 6,800 rpm ¨C 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.




>>>For Sale? Clicky!<<<
-----The orginal Mr.Goodwrench on the JBO since 11/99-----

From GM...
A new, more powerful and more efficient version of the 3.6L direct-injected V-6 will be standard in the 2012 Chevrolet Camaro. It delivers an SAE-certified 323 horsepower (241 kW) at 6,800 rpm ¨C 11 horsepower (8 kW) more than 2011 models. It is also 20.5 pounds (9.3 kg) lighter than the current engine, which enhances efficiency and driving dynamics.

The changes to the 3.6L V-6 ¨C known by its new ¡°LFX¡± engine code ¨C represent greater refinements to an already well-balanced package, including the use of new, lighter-weight components and enhancements designed to improve performance, efficiency and durability. And while more powerful than the current 3.6L, the 2012 Camaro 2LS model will deliver an estimated 30 mpg on the highway with the LFX engine.

¡°This is a great engine architecture and our engineers have never stopped working to make it even better,¡± said Ameer Haider, assistant chief engineer for V-6 engines. ¡°The enhancements for 2012 will deliver reduced engine weight and lower emissions ¨C along with the greater power that Camaro drivers will certainly appreciate.¡±

The 3.6L is a 60-degree design, with the cylinder block and cylinder heads cast in aluminum for low weight. A forged steel crankshaft provides optimal strength in the bottom end, while the cylinder heads include four valves per cylinder, with a dual overhead camshaft design incorporating infinitely variable cam phasing. Compared to the 3.6L V-6 in 2011 models, the new LFX engine features:
¡öNew cylinder head design with integrated exhaust manifold
¡öImproved intake port design and larger intake valves within the cylinder heads
¡öLonger-duration intake camshafts
¡öComposite intake manifold
¡öNew fuel pump and isolated fuel rail
¡öNew, optimized-flow fuel injectors
¡öStructural front cover and cylinder block enhancements
¡öStronger and lighter-weight connecting rods
¡öCamshaft cap and throttle body design enhancements.

The LFX engine is significantly lighter than the current 3.6L V-6. The integrated cylinder head/exhaust manifold design saves approximately 13 pounds (6 kg) per engine over the cylinder heads and manifolds of the current engine, while the new composite intake manifold saves approximately 5.5 pounds (2.5 kg) over the current aluminum intake. Additionally, a lighter-weight structural front cover and lighter-weight, high-strength connecting rods bring the total weight savings to 20.5 pounds (9.3 kg), which helps the vehicle¡¯s fuel efficiency and enhances its feeling of driving balance.


¡°It isn¡¯t often we get the opportunity to take more than 20 pounds off an engine. We met some aggressive targets while retaining great strength and reliability,¡± said Haider. ¡°The engine is as durable as ever but now with improved performance and efficiency.¡±

Additionally, the optimized-flow fuel injectors and integrated exhaust manifolds/cylinder heads promote lower emissions. And along with its weight savings, the composite intake manifold has a smaller radiated surface area to help it maintain noise and vibration characteristics comparable to the previous aluminum manifold.

Greater airflow brings more power ¨C and efficiency

The new cylinder heads also bring a revised intake port design that enhances airflow to the combustion chambers. Larger-diameter intake valves (38.3 mm vs. 36.96 mm) are used in the heads and work in conjunction with new, longer-duration intake camshafts to provide the engine¡¯s boost in horsepower.

The valves let air in and exhaust escape from the combustion chambers. The duration of the camshaft determines how long the valves are open. By using larger valves and holding them open longer, more of the air is pulled into the combustion chamber, for a more powerful combustion. Often, the tradeoff for greater power is greater fuel consumption, but the LFX engineers adapted new fuel injectors that are optimized for the engine¡¯s performance parameters. The result is more power without sacrificing fuel economy. The more-efficient combustion also means reduced emissions.

Of course, the LFX engine retains direct fuel injection. 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.

The LFX 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.

Greater refinement and durability

Additional changes incorporated in the LFX deliver greater refinement, quietness and durability, starting with revisions to the front cover. It was redesigned with additional support ribs on the backside and an additional fastener to reduce noise and vibration. The cylinder block is modified slightly to accommodate the front cover¡¯s additional fastener.

Inside the engine, the powdered metal connecting rods use a higher ratio of copper, which makes them stronger and enables further mass savings. Also, the camshafts feature new saddle-type caps for improved durability. Finally, the throttle body is updated with a new, digital throttle position feature that eliminates a previous mechanical contact for more trouble-free operation.

LFX 3.6L V-6 DI VVT

Type:
3.6L V-6

Displacement (cu in / cc):
217 / 3564

Bore & stroke (in / mm):
3.70 x 3.37 / 94 x 85.6

Block material:
cast aluminum w/ cast-in-place iron bore liners

Cylinder head material:
aluminum

Valvetrain:
DOHC, four valves per cylinder, continuously variable valve timing

Ignition system:
electronic individual coil-on-plug; individual cylinder knock control and extended-life platinum-tipped spark plugs

Fuel delivery:
direct fuel injection

Compression ratio:
11.5:1

Horsepower (hp / kW @ rpm):
323 / 241 @ 6800 (SAE certified)

Torque (lb-ft / Nm @ rpm):
278 / 377@ 4800 (SAE certified)

Recommended fuel:
regular unleaded

Maximum engine speed (rpm):
7200

Emissions controls:
evaporative emissions system, catalytic converter, equal-length exhaust, dual close coupled and dual under floor catalytic converters, positive crankcase ventilation, intake and exhaust cam phasers, electronic throttle control





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-----The orginal Mr.Goodwrench on the JBO since 11/99-----

I like it much.

Cool for the V6 and new suspension package, also liking the backup camera. Not really caring for the overall look tho.



Edited 1 time(s). Last edited Wednesday, April 13, 2011 8:48 AM

Want hub spacers? Shoot me a PM.

51% front to 49% rear weight distribution is a win. I want to know how much thinner the steering wheel is.




PRND321 Till I DIE
Old Motor: 160whp & 152ft/lbs, 1/4 Mile 15.4 @88.2
M45 + LD9 + 4T40-E, GO GO GO

^^I agree man.

More power with lighter engine= good
Improved suspension= good
Improved interior= good
New wheels= good
Exterior= Front--meh... needs ZL1 front IMO to be acceptable, or a face lift ASAP.



>>>For Sale? Clicky!<<<
-----The orginal Mr.Goodwrench on the JBO since 11/99-----

-MD- Enforcer wrote:51% front to 49% rear weight distribution is a win. I want to know how much thinner the steering wheel is.

You can feel the steering now in the Cruze.



>>>For Sale? Clicky!<<<
-----The orginal Mr.Goodwrench on the JBO since 11/99-----

Mr.Goodwrench-G.T. wrote:

-MD- Enforcer wrote:51% front to 49% rear weight distribution is a win. I want to know how much thinner the steering wheel is.

You can feel the steering now in the Cruze.

I'll have to go get my paws on it then.



PRND321 Till I DIE
Old Motor: 160whp & 152ft/lbs, 1/4 Mile 15.4 @88.2
M45 + LD9 + 4T40-E, GO GO GO

Here we go. Like the Mustang, it starts. We'll have 45 different models of this car by the time it is through. We already have the RS, SS, Transformer Edition, Convertible RS/SS, ZL-1 (soon), and now this Anniversary edition. On top of that, the Z28 is still rumored too.

Anniversary stripes look stupid.

wow... 323hp V6 in 2012... how much did the bad ass LS1 have back in 2002 for the last gen camaros? hahaha

Exodus 259 wrote:Here we go. Like the Mustang, it starts. We'll have 45 different models of this car by the time it is through. We already have the RS, SS, Transformer Edition, Convertible RS/SS, ZL-1 (soon), and now this Anniversary edition. On top of that, the Z28 is still rumored too.

Porsche 911 has 20+ varients today and nobody seems to complain with them doing it. Probably it is the high price that excuses all these cars from any type of fault. lol

z yaaaa wrote:wow... 323hp V6 in 2012... how much did the bad ass LS1 have back in 2002 for the last gen camaros? hahaha

Although very good for GM, it still falls short to Nissan's 3.7L while still not using DI. But I give hats off for GM.
More importantly, I hope they fixed the timing chain issue that has plagued this platform.



>>>For Sale? Clicky!<<<
-----The orginal Mr.Goodwrench on the JBO since 11/99-----

Love it, though I dont think its enough to persuade me to get a V6 over the V8

I also wonder how much these changes really add in terms of power vs just wanting to claim a higher power output to one up ford. It would be interesting to see some dynos of the car and see what it really makes at the wheels because in the end thats all that matters anyway. A company can "claim" whatever they want.



1989 Turbo Trans Am #82, 2007 Cobalt SS G85

These power rating are "SAE certified" so that should hold some water.




>>>For Sale? Clicky!<<<
-----The orginal Mr.Goodwrench on the JBO since 11/99-----

Still not enough to compete with the more refined Mustang, and I'm not a Mustang guy at all.

My question is intergrated exhuast manifolds????

The exhaust manifold is part of the head casting. there is no actual manifold, just a spot to bolt up the inlet of the catalytic converter. Not exactly a new development with this engine update.

mitdr774 wrote:The exhaust manifold is part of the head casting. there is no actual manifold, just a spot to bolt up the inlet of the catalytic converter. Not exactly a new development with this engine update.

If that is the case, that is retarded. I know cars are not designed around aftermarket support, but how the hell do you upgrade the manifolds to headers or turbo manifolds if they are a part of the head? ::Facepalm:: So someone who prospectively wants to modify one of these has to cut the casting and install bolts/studs?? What possible benefit could there be to producing it this way? GM already won the award for cheapest, @!#$tiest stock manifolds in my book, Ugh why?

Everything but the stripes is fine.

Why not go with a custom color? Or something different. It's different in the wrong way. Has nothing on the 35th anniversary!

oldskool wrote:

mitdr774 wrote:The exhaust manifold is part of the head casting. there is no actual manifold, just a spot to bolt up the inlet of the catalytic converter. Not exactly a new development with this engine update.

If that is the case, that is retarded. I know cars are not designed around aftermarket support, but how the hell do you upgrade the manifolds to headers or turbo manifolds if they are a part of the head? ::Facepalm:: So someone who prospectively wants to modify one of these has to cut the casting and install bolts/studs?? What possible benefit could there be to producing it this way? GM already won the award for cheapest, @!#$tiest stock manifolds in my book, Ugh why?

GM does not care about people putting aftermarket parts on when they develop a part. In all honesty it is the manufactures best interest to make it harder to alter a vehicle. As someone that has worked in a GM dealer and been exposed to attempts to hide aftermarket parts, I am not opposed to making it harder to do. That being said, integrated manifolds reduce cost, weight, improve emissions, and provide for a quicker catalyst light off.

If you want a turbo just make an adapter to bolt to the outlet of the head and the turbo. If anything it would be cheaper to add a turbo than on a normal cylinder head.

I really like the red white and blue stitching, and most all the other updates for this model. Except for the stripe package. I would still like a ZL1 or a SS, but I would consider a V6 version too at this point.




Everything Louder than Everything else

mitdr774 wrote:

oldskool wrote:

mitdr774 wrote:The exhaust manifold is part of the head casting. there is no actual manifold, just a spot to bolt up the inlet of the catalytic converter. Not exactly a new development with this engine update.

If that is the case, that is retarded. I know cars are not designed around aftermarket support, but how the hell do you upgrade the manifolds to headers or turbo manifolds if they are a part of the head? ::Facepalm:: So someone who prospectively wants to modify one of these has to cut the casting and install bolts/studs?? What possible benefit could there be to producing it this way? GM already won the award for cheapest, @!#$tiest stock manifolds in my book, Ugh why?

GM does not care about people putting aftermarket parts on when they develop a part. In all honesty it is the manufactures best interest to make it harder to alter a vehicle. As someone that has worked in a GM dealer and been exposed to attempts to hide aftermarket parts, I am not opposed to making it harder to do. That being said, integrated manifolds reduce cost, weight, improve emissions, and provide for a quicker catalyst light off.

If you want a turbo just make an adapter to bolt to the outlet of the head and the turbo. If anything it would be cheaper to add a turbo than on a normal cylinder head.

Yes, i acknowledged that right off the bat. But I love to see a shop take the base model V6 and furnish it to rape a stock V8. Also, without actually seeing it, I'm gonna bet that while the design of the integrated exhaust manifold may allow you to hack it off and weld on a flange, it would probably be similar to a log style manifold, and not the most efficient design.

So, I can see how they marginally reduce cost (a couple bolts and assembly), but how do they reduce weight? It's not like they can use a much thinner gauge of metal just because it's cast - it still has to be strong and durable especially where it's coming off the exhaust runners. Does this mean the manifolds are cast aluminum (I guess they would have to be if the head is aluminum)?

Cast aluminum that is part of the head vs. a cast iron manifold that is bolted to the head. Cost is greatly reduced. Fewer parts to cast and assemble, no bolts or gaskets, and a lot less likely to crack or warp.

Design has been around since 2010 Lacrosse alsoI think Equinox, and SRX models on the 3.0l Easier to work around, removed and reinstall. i know our lube techs are happy with in easier to removed oil filter due to no heat sheild covering mainfold. so easier for them to removed oil filter(on Lacrosse). just wish they would put this design onto Lambda platform.

wow need to go premium, and also shouldn't post when just waking up. Sorry for poor grammar.