2:58 AM
After three years anticipating and two hours driving the 2010 Chevrolet Camaro, there's not much to be disappointed about. And, yet, a thought lingers: The 426-horsepower, LS3-powered Camaro SS is hot, but the V6-powered LS (and LT) are crucial.
Consider Camaro's longtime, more successful competitor. Over four decades, Ford's Mustang has run 60 percent six-cylinder production and never less than 50 percent sixes at a given time. And so it must be with the new-generation Camaro. The V6-powered cars will keep the Camaro plant in Oshawa, Ontario, stoked, and they will give rise to a next-generation, high-performance SS model, whatever that car might turn out to be.
Or not.
By Chevrolet's admission, the new Camaro must do more than compete with so-called pony cars--a.k.a Ford's Mustang and Dodge's Challenger. It must reach past aging muscle car enthusiasts to thrive. Chevrolet insists it will do that by chasing buyers who might otherwise choose a Honda Civic Si, a Scion tC or even a Hyundai Genesis Coupe. But most of that work must be done by the Camaro LS and LT.
Base car: 304 hp
The good news for Chevrolet is the Camaro LS might be the best base car among the current crop of ponies, at least if measured by its high-tech powertrain.
The LS gets GM's 3.6-liter four-cam, all-aluminum, direct-injection V6, tuned to 304 hp and 273 lb-ft of torque. That's 94 hp more than the iron-block, single overhead-cam 4.0-liter V6 in the Mustang, with an extra 34 lb-ft of torque (it's also a 54-hp and 23 lb-ft advantage on the heavier Dodge's 3.5-liter V6). The Camaro LS comes with either a six-speed manual or automatic trans, compared to five speeds in the Mustang and a four-speed auto in the Challenger. Chevrolet reports an impressive 0 to 60 mph time of 6.1 seconds for the Camaro LS, and despite its 3,769-pound curb weight (365 pounds more than Mustang), the V6 Camaro is certified by the EPA with a class-leading 18 mpg city/29 mpg highway with the automatic.
Factor in a nicely engineered, galvanized-steel unit body and the standard FE2 suspension, featuring coil-over struts in front and a fully independent multi-link arrangement in back, and the V6 Camaro makes a tidy coupe indeed.
There's not a rattle to be heard inside, even on poor road surfaces, where the Camaro seems to live up to Chevy's claim of best-in-class structural rigidity. Its lack of shake and flex is impressive, especially to anyone who remembers the last "F-Body" Camaro and Firebird in 2002.
No bucking from this pony car
The 3.6-liter DI V6 is very smooth, and lively. Torque comes evenly across the range, without a real surge point anywhere, and the engine pulls to its 7,000-rpm redline with no drop off. There's a nice snarl that exits from the exhaust tips. The manual shifter, complete with hardball-size knob, isn't sports car grade--not really even quick. Yet it's solid, without slop, and it makes it easy to find and recall gear positions.
The automatic trans works well, too, and not because it's given toward rapid manual shifting with the standard steering wheel paddles. It works reasonably well in manual mode, redirecting gears quickly and holding them even if the engine is bumping the limiter. Yet we like it more as an old-fashioned automatic--kicking down as it should, quickly and smoothly, and appropriately matching upshift points to applied throttle.
Most remarkable of all, perhaps, is the V6 Camaro's ride quality. Forget whatever connotations "pony car" might inspire. This coupe, thanks in part to the fully independent rear suspension, is as comfortable on bouncy pavement as some midsize sedans, and there's plenty of rubber with the base 18-inch wheels. Its steering is decent and direct; there's no dead spot on center, as was the case in the old days. If there is a problem it might be that the steering feels a tad too light, even for the casual cruise, and it contributes to whatever big-car feel the V6 Camaro has.
Overall, this Camaro is well sorted and well engineered in nearly every respect, even if it doesn't ooze visceral appeal beyond its look or design. We wonder how much pure driving appeal matters in the work-a-day world of V6 coupes. This entry Camaro is much better than the immediate competition.
V8 rush in SS
For enthusiast drivers, certainly, the Camaro SS is the good stuff, and perhaps more traditional fare.
The SS upgrades include the standard Corvette 6.2-liter LS3 aluminum V8, but only with the six-speed Tremec manual trans (with skip-shift feature). In the Camaro, the LS3 generates 426 hp at 5,900 rpm and 420 lb-ft of torque at 4,600 rpm--essentially the same as the 6.1-liter iron-block Hemi in the Challenger SRT10, but less than the line-topping, supercharged Mustang Shelby GT500. Chevy reports 0 to 60 mph at 4.7 seconds, with EPA ratings of 16 mpg city/24 mpg highway.
SS buyers who prefer the six-speed automatic will get another small-block variant designated L99. Peaks drop to 400 hp and 410 lb-ft, though the L99 is equipped with GM's Active Fuel Management cylinder deactivation technology and variable valve timing. That could improve mileage for drivers who can keep their foot out of it, but with the EPA it raises highway mileage by one to 25 mpg.
All SS models come with the sport-tuned FE3 suspension, limited-slip differential, four-piston, fixed aluminum caliper Brembo brakes, and 20-inch wheels with Z-rated Pirellis.
The SS's extra dose of horsepower is apparent immediately, with something much more like Corvette thrust. The LS3 is peaky as cam-in-block V8s go, with a low-torque zone between something like 2,000 and 3,000 rpm. It doesn't matter much, because from there it roars, breathing well and loving the revs, all the way to its 6,700-rpm limiter.
Handling is inspiring, too. Driven hard, the SS remains impressively planted on seriously bumpy roads. Divots that would send the old Camaro into the weeds hardly ruffle this one. There's grip galore, good balance with the anti-skid electronics off--it's agile for a pony car and it has reliable stability and composure. Again, the steering may be the weakest link in an otherwise formidable chain. Getting comfortable with the steering requires familiarity before it feels accurate, and that is aggravated in the SS thanks to high-grip Pirelli P Zeros that want to grab every pavement nook and cranny.
Interior recalls '69 Z28
The verdict on the new Camaro's interior? Its design and packaging is clearly inspired by the 1969 Z28, right down to the quad-rectangular gauges at the firewall end of the center console. The main gauges are up to date, with electro-luminescent backlighting. Knobs in the center-stack switch cluster are big and easy to manipulate. On the other hand, most of Chevy's test cars had dark, monotone doors and dashboards, and they gave the impression of acres of vinyl. The trunk is larger than expected (11.3 cubic feet), but the opening is relatively small.
Camaro production began this week, March 16, in Oshawa, Ontario. Cars will trickle into dealers in the second half of April, with full flow sometime in May.
At $22,995 with destination, the base LS price surpasses the 2010 Mustang by about $1,500, with standard 18-inch steel wheels (the Mustang comes with 17-inch aluminum). Still, the Camaro's powertrain is presumably more expensive to build, and it comes standard with a year-long XM radio and OnStar subscription.
The Camaro LT adds more stuff, including aluminum wheels; the 2LT is the leather-lined, loaded V6 ($29,500). The SS ($30,995) and 2SS ($34,000), with leather, complete the lineup.
All Camaros but the base LS will be available with an RS appearance package ($1,200-$1,700), which means 20-inch wheels and exact content specific to the trim level. On the SS, the RS package adds a wheel design and HID headlights specific to the model. The Camaro will not offer an onboard navigation system. The alternative is OnStar turn-by-turn navigation, with directions shown in the audio display.
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