The 2010 Chevrolet Camaro comes with a 304 HP (6,400 rpms) and 273 ft-lbs (5,200 rpms) aluminum, 60 degree V6 that delivers 17/29 mpg on a 3,800 lb car. The motor uses 87 octane fuel and probably weighs about the same as a stock 951 motor.

A stock turbo S has 247 hp (5,800 rpms) and 258 ft-lb (3,500 rpms) and weighs in 3,300 lbs.

The Chevy V6 would have a hp/weight ratio of 10.9 compared to 13.4 for a stock turbo S. The torque curve in the V6 is also much better than stock 951 motor.

Any thoughts about how effective this motor would be in a 951?

Would a 60 degree V6 fit under the hood? Chevy 90 degree V8s barely fit from a height perspective. The V6 would be shorter and not as long but wider.

 

I'd rather rock the LS3 that comes with the new SS model. However I think its very outside of the box to drop in a v6. I don't know of anyone thats ever done it. It would have alot of cool factor just cause it would be so different.

 

Here are a few specs for you to ponder.

2009 GM 3.6L V-6 VVT DI ( LLT ) 060608
Type: 3.6L V-6
Displacement: 3564cc ( 217 ci )
Engine Orientation: L= Longitudinal T=Transverse L
Compression ratio: 11.3:1
Valve configuration: dual overhead camshafts
Valves per cylinder: 4
Assembly site/s: St. Catharines, Ontario
Flint Engine South, Flint Mi.
Ramos Arizpe, Mexico
Melbourne, Australia
Valve lifters: roller follower with hydraulic lash adjusters
Firing order: 1-2-3-4-5-6
Bore x stroke: 94 x 85.6 mm
Bore Center ( mm ) 103
Fuel system: DI
Fuel Type: Regular Unleaded
Applications: Horsepower: hp ( kw )
Cadillac CTS 304 hp ( 227 kw ) @ 6400 rpm SAE CERTIFIED
Cadillac STS 302 hp ( 225 kw ) @ 6300 rpm SAE CERTIFIED
Saturn Outlook ( with dual exhaust ) 288 hp ( 215 kW ) @ 6300 rpm SAE CERTIFIED
Saturn Outlook ( with single exhaust ) 281 hp ( 210 kW ) @ 6300 rpm SAE CERTIFIED
GMC Acadia ( with dual exhaust ) 288 hp ( 215 kW ) @ 6300 rpm SAE CERTIFIED
Buick Enclave ( with dual exhaust ) 288 hp ( 215 kW ) @ 6300 rpm SAE CERTIFIED
Chevrolet Traverse ( with dual exhaust ) 288 hp ( 215 kW ) @ 6300 rpm SAE CERTIFIED
Chevrolet Traverse ( with single exhaust ) 281 hp ( 210 kW ) @ 6300 rpm SAE CERTIFIED
Applications: Torque: lb-ft. ( Nm )
Cadillac CTS 273 lb-ft ( 370 Nm ) @ 5200 rpm SAE CERTIFIED
Cadillac STS 272 lb-ft ( 369 Nm ) @ 5200 rpm SAE CERTIFIED
Saturn Outlook ( with dual exhaust ) 270 lb-ft ( 366 Nm ) @ 3400 rpm SAE CERTIFIED
Saturn Outlook ( with single exhaust ) 266 lb-ft ( 361 Nm ) @ 3400 rpm SAE CERTIFIED
GMC Acadia ( with dual exhaust ) 270 lb-ft ( 366 Nm ) @ 3400 rpm SAE CERTIFIED
Buick Enclave ( with dual exhaust ) 270 lb-ft ( 366 Nm ) @ 3400 rpm SAE CERTIFIED
Chevrolet Traverse ( with dual exhaust ) 270 lb-ft ( 366 Nm ) @ 3400 rpm SAE CERTIFIED
Chevrolet Traverse ( with single exhaust ) 266 lb-ft ( 361 Nm ) @ 3400 rpm SAE CERTIFIED
Fuel shut off: 6950 rpm
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
Emissions controls: evaporative system
dual catalytic converters
positive crankcase ventilation
MATERIALS
Block: sand cast aluminum (319) with cast in iron bore liners
Cylinder head: cast aluminum ( 319 semi permanent mold )
Intake manifold: aluminum ( 319 Upper, and Lower )
Exhaust manifold: high-silicon moly cast iron
Main bearing caps: sintered steel ( CU infiltrated )
Crankshaft: forged steel ( 1038 V )
Camshaft: cast nodular iron
Connecting rods: sinter forged steel
Additional features: Four-cam continuously variable cam phasing
Internal exhaust gas recirculation ( EGR )
Pressure-actuated piston cooling jets
Torque-based engine management system
Secondary throat cut inlet ports
Direct injection fuel system
High-pressure, engine-driven fuel pump with stainless steel fuel rails
Internal front cover damper plates
Cartridge style oil filter
Extended life spark plugs
Extended life coolant
Extended life accessory drive belts
7.7mm IT chain system for all HFV6 applications
Coil-on-plug ignition
Structural cast-aluminum oil pan with steel baffles
5W30 GF4 Mineral Oil
Synthetic Oil for Cadillac applications

 

This V6 is considered to be one of the 10 best engines every built according to the articles I have been reading. The direct injection, computer technology and variable cam technology make it incredibly efficient.

I have thought about the V8 but my concern is that the car would be too unbalanced. My 951 has 320 RWHP, escort suspension, ect and I actually do worse on DE days than in my stock 924S. The 924S is wonderfully balanced and forgiving. I have applied to much gas to the 951 on several occasions and gone off the track. (Yes, I am getting old and my eyesight and reflexes are poor.)

My theory is that the V6 in a stock Turbo S would provide a similar experience to my 924S. It would be an effecient, reliable, balanced and well manored car. The Porsche engineers did a wonderful job when they designed the 944 to provide a very well balanced car. I would to stay in this sweet spot.

 

If you can't do the time, don't do the crime.... I guess what I'm saying is, do the crime, let us know what the time is like!

 

Ugh, I know this is beat to death, but ruin an n/a, not a 951.

 

Absolutely not. Go to Squire's Autowerke in Bellevue and check out Squire's 944 LS1. Don't waste your time on the V6.

 

LSx or bust

 

I think I read that 10 best engines article a while ago. It seemed pretty biased towards domestic and mass market engines.

Sure it would probably drive great, but I don't think its enough of an improvement to justify the swap. And yes, hood clearance is a pain in the *** with engine swaps in these cars. ...I still have a 2jz-gte sitting in my garage because without dry sump that thing will never fit under the hood. If you're going to do the work to develop your own swap, pick an engine you REALLY like. My pick would be that Audi 4.2 but it's really too big for the engine bay.

 

I have seen a pic of a 911 motor under one of our hoods. Now that was weird. Just do the V8. They weigh about the same as our motor too. There's way more info on them and you can see that there are plenty of good success stories from this conversion.

 

There ya go, John. I fixed it for ya.

If ya want a Camaro, buy one.

 

Hmmm.... 3.8 turbo buick might make it interesting...

 

I have no interest in Camaros. They are ugly, heavy and roof is too low for someone of my size to drive.

For many people on this forum the ultiimate goal is horsepower. If I shared this goal, the V8 would make sense. I am more interested in drivability, safety, and reliablity. Lower emissions is also a plus.

The V6 is attractive since it will provide more low end torque than an S2 and more hp than a turbo S while at the same time providing outstanding reliability, low cost repairs, high gas miledge, and very low emissions. Since the TQ/HP increases are modest, the platform should be able to handle the upgrade without other substantial modfications.

At this point, my hobby budget is depleted. However, I will consider this down the road if the motor will fit. With a 3,200 lb Turbo S this upgrade should provide interesting results.

 

"I am more interested in drivability, safety, and reliablity. Lower emissions is also a plus."

Then buy a Honda, rather than screwing up a Porsche.

 

The LS1 transplant is a good solution from most perspectives;
- it fits beautifully. There's far more space in the bay with the LS1 than with the original
- conversion kits are available, so there is no rocket science required
- the cars I know that have had the transplant are dead nuts reliable
- its a dream to drive. Still well balanced, you just need to roll onto the throttle rather than mashing it :-)