Those who have ever wanted more from a vehicle’s powerplant may have probably looked into ways to do so quickly and easily. Today, one of the simplest and arguably riskiest modifications is an aftermarket tune, which can be accomplished by using convenient products such as the VCM suites offered by HP Tuners, a well-known name in aftermarket engine/performance management recalibration. And as luck may have it, HP Tuners has recently announced that its VCM now supports the 2020 Chevrolet Camaro turbo – the ones equipped with the boosted 2.0L LTG four-cylinder engine.
We’ve seen some users post outputs of around 330 horsepower and an equal amount of torque after a tuning their Camaro turbo cars, which is a healthy increase from the stock 275 horsepower and 295 pound-feet of torque.
Those not intricately familiar with VCM or HP Tuners should know that the product allows owners to rewrite a vehicle’s engine management software, enabling changes to various parameters, including the air-fuel ratio, timing, as well as boost ramp and peak pressure for forced induction applications. In some cases, users can even adjust calibrations for the automatic transmission for sportier and more aggressive shifting patterns.
Buyers can make their own changes, or upload tune files sent to them by an aftermarket tuner. But unless one is familiar with tuning, or has the means to cope with a melted piston, it is usually wise to pay a reputable tuner to create the tune, and upload it via the device. Of course, doing so would tack on an additional expense to the total cost equation.
Aside from the hardware from HP Tuners, one needs “credits” in order to “unlock” a vehicle and make any changes. Depending on which product one initially purchase from HP Tuners, a number of credits are included with the original purchase. If one runs out of credits, then there’s the option to purchase more, which were $50 each the last time I checked. It’s worth pointing out that not all vehicles require the same number of credits, and that buyers sometimes have the option to unlock an entire model year rather than an individual VIN.
A trio of Camaro 1LE Turbo models gathered at the track
I’ve personally done this dance a few times, as my 2009 Cobalt SS sedan was tuned by Rakes Performance Tuning via HP Tuners. I can attest that a few bolt-ons and an aftermarket tune can really make these boosted four-bangers a whole lot of fun. That should be particularly true for the Camaro Turbo 1LE, which already has all the suspension bits to make it an awesome road course machine, and adding more power to the equation should make the already-awesome formula even better. In fact, Randy Pobst has touted the 1LE Camaro Turbo as the one he’d choose, given its light weight and grip.
We will continue reporting the latest in Camaro tuning, so be sure to subscribe to GM Authority for more Camaro news, Chevrolet news, and around-the-clock GM news coverage.
Comments
Trifecta and HP Tuners have been getting 330 hp out of LNF from ten years ago. Honestly LTG-era performance has been a huge letdown.
GM could at least offer the same ~300 horsepower tunes they offered ten years ago, and heck, even recently for the Regal first-gen.
A Saturn Sky Red Line with GMPP Stage 2 has more official horsepower than a sixth-gen Camaro. That should be reported each and every time until GM fixes it.
If i recall the cobalt ss supercharged was 260 hp with all the gm performance upgrades and the cobalt ss turbocharged was 290 hp with all the gm performance upgrades. The camaro needs the 2.7 to replace the 2.0 and the 3.6. Don’t say anything about twin turbo v6s, they’ll come in time to replace naturally aspirated v8s, something we shouldn’t want. The Camaro needs to have the 2.7 320 hp (RS), 6.2 495 hp (SS), 6.6 575 hp (Z28), 6.2 supercharged 755 hp (ZL1).
The Cobalt was restricted to 280 hp 320 FT.
HHR SS, 315 ft lbs Solstice and Sky were at 290 HP 340 ft lbs.
The real limitation on the Cobalt was the intake on HP.
The torque limits were due to transmission issues of the time, remember that was 12 years ago.
As for the 2.7 it did not exist till recently and found its way into the Cadillac after the revamp.
The real concern at this point is will the Camaro survive for a next gen or not.
As of this point there is little indication of a future Camaro. That could change but with numbers failing steadily on all coupes it is not looking good.
Now the Colorado is getting a 2.7 and a tune on it would be nice. Ford already offers on on the a Ranger.
Note the HP was enough in the 2.0. It was the Torque that really moved these cars. The problem was traction. FWD sucked for traction and the Roadsters were light so they were challenged for traction too.
I loved my tuned 2.0. 23 psi of boost and an open intake had me at 300 hp.
The issue is as long as there is a V8 the smaller engines will just be footnotes.
@omegatalon…
You do realize that you are trying to compare a 39 year old engine to a new engine and the technology used at both eras… That turbo 4.9 was a novelty for an Indy 500 race and was nothing to write home about. What it did do was further solidify GM’s position in turbo charging small displacement engines. It got us the Buick Grand National and the 1989 Turbo Trans Am which both by today’s standards, are still very fast when modified right. Both are now worth ridiculous money and very sought after by collectors.
Without knowing how far the aftermarket has messed with the new turbo 4 in the Camaro, my guess is it won’t be long until someone easily cracks 400 HP and TQ in one. Bigger turbo, down pipe, intercooler, fuel delivery and now a tune to tie it all together.
330 hp from just 2.0 liters of displacement.. sounds almost like science fiction given that the 1981 Pontiac Firebird Trans Am featuring a turbocharged 4.9L V8 was only capable of generating 210 hp.
The HP is nothing.
The Torque is mind changing.
When you spin tires and set off the traction control at over 50 mph it shocks you. The first time i thought I broke something. The lights came on the dash and the waste gate popped. Then the dash said lost traction.
All on pump gas.
As a life long GM guy, I will not be buying another one. GM in their wisdom has decided to stop making sedans, so it looks like I will have to suck it up and by a Japanese car. The new Korean cars look nice as well. I will NOT buy an all wheel (4×4) SUV gas guzzler that is being offered by the big three. Sorry guys. I’m out.
Se ya!
Unlike others, who are being stupid, I sympathize.
GM is making the bet that electric is the future and hedging it with VSS. But they won’t make any VSS sedans other than Cadillac (except for maybe Malibu) until electric falls through (assuming it does – which I doubt).
Also if GM merges with Honda they’ll just use JDM for FWD sedans anyway and make Acura the US brand with Buick China only.
GM and a Honda are not merging.
If the Camaro had the 2.7L Turbo with 10 speed automatic it would show the 2.3l Mustang its tail lights. And with cylinder deactivation get better mileage.
Add a serious water methanol injection system then you might be spanking 5.0L Mustang as well. At only 2/10 of a second slower in a Silverado compared to 6.2 l V8 the 2.7L would highly motivate the Camaro.
Yes it if the car has no future they are not go8n* to invest in an engine that accounts for a very small percentage of the sales.
I get it and I love the Idea but if they are not going to make back the investment….
Better to maybe expect a sport Colorado with a tune.
The 1989 Tran Am was a 3.8 turbo charge motor with 16.5 pounds of boost it produced 250 horsepower and 340 pound feet of torque. It all comes down to how much torque a motor makes. I believe the reason why Chevrolet choose not to use a larger turbo motor it would have more than likely made the V6 obsolete.
I don’t know why GM doesn’t drop the V6 as Ford dumped it in it’s Mustang. The Camaro 2.0L already beats the Mustang 2.3 on laps at the race track, and two years ago when Car+Driver took the 2.0L-1LE it had the same lap as the 400HP Audi RS3.
I think GM should put in an HO, and crack the 300HP barrier with the 2.0L
I know some people want the 2.7L,. but quite a few manufactures are offering 2.0L Turbo’s in their cars, so up the HP.
Sure, we all dream about ZL1’s, but the 2.0L is still a blast, especially with a 6sp manual.
I bought my 2017 on the lot, and it had the options I wanted. Cloth interior, 6sp manual, spoiler and the 20″ wheels, with all tax’s and freight included for $31.000 Canadian. If I did it all over again, I would just order the 1LE package and the Recaro’s.
The V6 is more reliable, more tunable, and can be easily modified with a supercharger – as people with G8 V6’s and superchargers. Cheaper insurance, high horsepower.
Won’t buy one without a rollbar that can handle the backseat (still working on that), but the V6 is the right engine for that car.
Let’s get some truth here.
The V6 will be in less and less vehicles. It is already gone from a number of CUV models now and Will be gone from the mid size trucks.
#1 the Turbo 4 is so much more easily tuned
#2 A Turbo 4 generally is built for higher strength to handle more power. Most NA V6 are not.
#3 to tune a turbo you just need to flash the computer. Maybe a couple maps. $500. Supercharger for similar or less power starts at $4700.
The reality is if there is a V8 available that is what most performance people will buy in a Camaro. The sad fact is even with the V8 coupe sales are in the tank with all brands. The only way to keep them alive is higher prices since they lack volume.
Right now we are at risk of loosing the Camaro as there is no news or work been shown that there is a next gen.
The V6 is becoming limited in more and more models. The a Turbo 4 is the main stay of the market.
Why are we talking G8 as they have been gone over 11 years. Time to deal with the present not the long distant past.
Also turbo engines today are built to higher tolerance than NA engine. Durability is no longer an issue. Years ago they may have bolted Turbos on stock Pinto 4 cylinders or stock 3.8 engines that failed often. MFGs have learned the hard way and have stepped these engines up much since the.
GM started getting things right in 1985 on the GN after years of failed engines with 30k miles. They finally started to water cool the turbo. Today the cut the size from 2.5 to 2 liters to strength the block. They use a different head, the added cast cranks etc.
I think if you want to get buyers that only want an import, you have to push and promote a 4cyl.
Kind of out of nowhere and completely off topic, but I’ve heard you can’t tune a naturally aspirated engine and get a lot of power given that it doesn’t have some forced induction. So trying to programme via a tuner the Camaro’s 3.6l v6 is a waste of money.
I own the Buick Regal GS with that same engine and that’s what put me down from tuning. Recommended I go to the headers and all that jazz.