They could do themselves a favor and take the LS9 and swap on the smaller LSA supercharger (if they fear stepping on Corvette toes). I know the internals are expensive, but titanium is not nearly as exotic as it was in 1990 when NSX's sort of "introduced" it to "mainstream" cars.

 

Let me ask you this. If GM gave us what you consider a more "appropriate" Z28 (light, crisp handling with a rev-happy smallblock) and then saddled it with blow-it-up parts should someone decide to mildly massage that area of the car, would you be a little more passionate about the issue or would it still be the same argument?

I suppose, though I don't know that they need to go to those extremes. The LS9 has a whole lot of differences compared to any other GM smallblock, LSA included.

 

That very much remains to be seen. Even with the revisions for 2011, I've not seen the GT500 throwing down 1/4 mile runs better than those I see for the CTS-V. Magazine racing, of course.

A Z/28 would presumably weight a bit less than the 4300 lb CTS-V, and I'm guessing it would have better weight distribution than the GT500 by a bit.

 

I was just thinking about supply chain. It is already set up for the LS9/A. You could produce more LS9 longblocks, and set them up with the smaller blower and a wet sump. It would probably cost less than sourcing a new forged piston and rod setup for the LSA. In addition, if we are talking about credibility, it would give them a lot. You would have a great base that you could leave alone, pulley and header, or get crazy with.

 

Hmmm, interesting point.


Well, I won't lie, I can't be a very passionate defender of this particular package. It misses the bullseye with me completely, so I am indifferent about what might or might not be incorporated into it's bottom end.

With that said, afew points:

1) After driving a CTS-V, the last thing I thought was "hey this thing needs more power". 556 horsepower is really an insane amount of power and I personally wouldn't want more than that. If you should happen to need/want more that, well, that's your business/problem. Pay up sucker.

2) The LSA in the V has not yet gotten a reputation as a grenade motor. Hienricy seemed to get it around Nurburgring pretty well and fast without managing to blow it up.

3) An "appropriate" Z/28 as you described, wouldn't require far in excess of 600 horsepower to compete with it's Mustang contemporary, so the standard steel rods and hypereutectic piston would be just fine with me. No complaints here...

 

I tend to agree with this.

That is because the LSA isn't going to blow up if it is left stock and someone doesn't do something stupid to it. Which then begs the question of how much extra money GM would make versus waste if they put a forged bottom end in it. Do they need to be designing cars to be pushed well beyond the production ratings? How many sales would they gain by doing so... on a limited special edition top of the line Camaro? I'd be willing to wager nearly none, or at least not any significant number compared to the extra cost. Honestly, I doubt there is really even going to be serious cross shopping between GT500's or Z28's; the affluent collectors of each line are who these cars are made for as toys.

True enough, there is hardly any reason to put forged pistons in a naturally aspirated production street car. As far as rods, depends on if you are near the limit of piston speed... ie with a small block V8 it looks like you need stronger rods for higher RPM before you would have to worry about the hypereutectic pistons breaking from the RPM. See LS7.

 

I agree with everything. GM will not lose even one sale by not spending the extra money here. I also don't expect much cross shopping between the two either.

Okay Matt, you've got my there. I must admit that a Z/28 of my own creation would be even sweeter if it's hot, screaming, smallblock has some trick LS7 titanium rods.

 

forged pistons may = more modding(ie: too much boost, weird tune, etc)
more modding = void warranty
void warranty = less money GM pays for repairs.

they cant lose this way!




i'm bored.....

 

Cobby...I think you are on to something!!

 

That's kind of what I was probing for.

You and I agree that this car isn't what we'd like to see. I honestly am not all that giddy about this "Z28" because of all the reasons that have been hashed out. BUT, I am still passionate to see Camaro be the best it can be. I'd like to see it build a bulletproof reputation, one that trickles down to lower trim levels. That goes a long way in the performance community.

In the end I'm 90% sure the car will end up with nothing more than the standard LSA. And I think they'd be missing out on a pretty substantial marketing opportunity. Not that 556 HP is anything to sneeze at.

 

Can't disagree with any of that....

 

I have no doubt that GM marketing is very aware that the LSA's advertised 556HP is a few more than the GT500 is packing.

I also don't see GM doing any alteration to the LSA. I'm not convinced that the LSA needs to be improved for a Z28. If GM feels it's good enough for the more expensive Caddy than it's good enough for the Camaro.

 

If were are going to talk about the bottom end of the LSA, the real question has to be what is the price point difference between what they used and forged pieces. It seems the consensus is that it will be a standard LSA (due to the certification cost of two motors). If they figured on 10,000 engines (random number, just for discussion), what would be the cost difference to them if they had exclusively used forged pieces since inception. That way they only had to certify one package. Assuming an order of 80,000 rods and pistons, what is the manufacturing differential.