[alice]

Jantzen, Everything looks like it is coming together really nice for your project, quite impressed. If I may have some input here and I'm not trying to tell you what to do on your project but I would like to suggest this, possibly for down the road. In my 45 years of building and racing pro-street cars, most of all were FI, I found out several things I would like to share with you. Much of it, on the smaller displacement, FI engines, including the 5th Gen Camaro. When reducing CR on an FI engine in order to increase boost pressures, you certainly gain a bunch on the mid to top end performance, no question about it. But, the low end, non-boosted mode suffers and sometimes significantly. Now, the following statements I am applying to the smaller displacement FI engines because larger engines always tend to have plenty of low end torque, even when lowering compression ratio.

Here is what I have learned on smaller FI engines and applies to the DI Camaro engine. You will find that just 1 point in lowering CR in you engine will be very noticeable in your low end power, and it will take a tad bit more time to spool up turbos as well, though that is insignificant as compared to low end torque loss. This is an obstacle you will want to overcome once your project is up and running. I'm sure you will notice the launch difference. Throttle response suffers a bit, as well.

With that being said, it is my experience to overcome these issues in order to gain back what I would have lost in lowering compression. The approaches I have taken is, as follows; first, higher stall torque converter, (which you have already done) and second and a really important one is rear end gearing. (further torque multiplication)

These little 3.6's, especially when turbocharged, love higher stall and higher numerical gearing. Brings back the losses and even adds a whole bunch low end and throttle response depending on your choices in numbers. I believe that your rear end gearing screams higher numerical ratios, given your particular build specs and the vehicle. I would suggest a minimum ratio of upper 3's to mid 4's. You will gain much more low end then you took out and you will be amazed at the hole shot performance. Makes a little motor perform big! With the .67 OD in the tranny, you will still be able to cruise at freeway speed easily and you will be surprised how little you mileage will suffer.

I have changed gears in my 2010 LLT Limited Edition Twin Turbo 4 times, increasing ratio each time and realizing HUGE gains in low end performance that matches the top end performance. If you do the math with varying rear gear numbers you will find you can run pretty tall gears and still be extremely streetable. My little 3.6 with 4.88 gears will annihilate SS's off the line. It really is pretty funny. I still, only turn 2625 RPM at 70 and 2250 RPM at 60, still real easy RPM for a street machine and I only lost 2.5 MPG at 60 MPH!! Getting 25+ MPG. Now, I'm not suggesting this tall of gear for your project because I was forced to purchase a Hammerhead differential for added strength and gearing choices but if I were you, I would consider taller gears for sure. When you get your project completed, you will see what I mean about the low end issue. I'm sure you will have a great performer no matter what you choose to do.
I will be following your build, good luck!