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After countless spy shots, speculation, Transformers tie-ins, leaked photos and numbers comparisons, we've finally driven the 2010 Chevy Camaro. Does the reality match the hype? Well, it's like Star Wars.

Asked on May 18, 1999 what my favorite movie was I, like many of my contemporaries, would have had an easy answer: Star Wars. Just one day later, with the release of Phantom Menace, that answer would change forever. It didn't make sense. Episode I, compared quantitatively to its predecessors and, according the huge amount of buzz surrounding it, must have been a much better movie. It had a bigger budget, benefited from modern technology, had really neat imaginary creatures and action-packed space battles. So what changed? Well, the environment in which the space fairy tale existed had, in 22 years, become much more sophisticated. Audiences wanted to experience something new in the same way the original film had been unprecedented for its time. Instead, George Lucas contented himself with producing a fancy new version of the same old schlock. That, and Anakin was really irritating.

With the $22,995 V6-equipped 2010 Chevy Camaro LS producing 304 HP, nearly as much as the V8-engined 2010 Ford Mustang GT, and the 426 HP 2010 Chevy Camaro SS starting at just $30,995, initial impressions of GM's new muscle car are extremely good. It's faster than its competitors and benefits from more svelte looks than the Dodge Challenger and less familiar styling than the 2010 Mustang. It's even more fuel efficient, with the V6 returning an impressive 17 city, 29 highway MPG-rating.

But this Camaro's also supposed to be about more than just numbers for one very important reason: it's based on the 2009 Pontiac G8 GXP. When we drove that car last November, we couldn't believe that a $40,000 Pontiac was like the new E39 M5, only better. That impression was the result of a driving experience that wasn't so much about the 415 HP Corvette-derived LS3 V8 as it was the car's subtle ability to read your mind, then react to what you wanted faster than we thought possible from a big sedan. In short, the G8 GXP is a handler before it's a muscle car and that's saying something for a vehicle that can hit 60 MPH in 4.7 seconds.

The opposite is true of this new Camaro. Based on an updated version of the G8's Zeta platform (here called Zeta II), the Camaro gets a 2.5" shorter wheelbase thanks to bringing the front wheels forward 6", then moving the A-pillar rearwards 3.5" to create a longer hood and new front suspension chosen to make that hood lower. Unlike the class-defining Mustang, suspension is also independent all the way around. The V6 starts with GM's FE2 coil-over suspension package, before moving up to standard FE3 on the V8-equipped SS. Wheels start out at a smaller-than-GXP 18x7.5" on the base LS, before moving up to a standard and massive 20x8" front, 20x9" rear on the SS. The G8 GXP's are 19x8". Most of the SS's standard equipment is available optionally on the V6 models, while the RS-package essentially looks like an optioned-up SS, but with a V6 under the hood.

Somehow, all those changes translate into an experience that's no less capable — in fact the Camaro SS is 11-seconds faster around the famed Nurburgring than the G8 GXP — but a lot less involving. Where the G8 GXP is all about including you in the driving, requiring and enabling you to aggressively wring the most out of its chassis, the Camaro SS doesn't seek to make the driver a crucial part of its equation. It makes the classic American muscle car mistake of confusing grip — of which it has plenty — with handling. Throw the two cars into a second or third gear (oh how we love big V8s) 90-degree bend and the Pontiac will encourage you to explore the limits of the rear tires adhesion using your right foot and communicative steering, the Chevy will push its vague front robbing you of speed. Sure, you can get on the throttle half way around and step the rear out, but not with the same degree of control the Pontiac delivers. The Camaro does bring one huge improvement over its platform-mate: there's virtually no body roll under any circumstances.

Well that and the incredibly successful styling. Chevy knows it looks good too, displaying a level of self-assuredness that would be absurd in any other segment. Here's a great example. Our co-driver asked a GM engineer whether the new Camaro increases "length or girth?" His straight-faced response? "It increases opportunity." Cocky, right? But they're right. Where the G8 looks like a rental car, the ZR1 looks like a bass boat enthusiast won the lottery and the CTS-V, even with its classy chrome mesh grille, looks like a tuner conversion, the Camaro strikes exactly the right balance between the mass appeal of its aggression and a more sophisticated retro futurism that successfully references the original while adapting new wholly new forms that are completely contemporary. Even though we've been staring at pictures of it for what seems like years, in person it's still surprising how good it looks.

If you've been following Jalopnik or even had a conversation with me at any point since last August, you're probably bored to death with hearing about how good GM's latest crop of performance cars are. The 2009 Corvette ZR1 is the best car I've ever driven, the 556 HP Cadillac CTS-V is an utterly awesome performance sedan and you've already been reading about the G8 GXP. So it comes as a surprise that Chevy's flag-waving everyman muscle car doesn't live up to those driving standards. Sure its stinking fast, but it doesn't make exploiting that performance rewarding in the way all the above did so well. It doesn't so much defy convention, as drive like you'd expect a Camaro would, a really good Camaro.

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The other defining characteristic of the Camaro's driving experience is the interior. Hop in one and like a classic Camaro, the first impression is of claustrophobia. It feels like Chevy's designers have purposefully set out to make the interior, which is actually surprisingly large with adequate space for four adults, feel surprisingly small. Most of that comes from the slit-like windshield; its top sits at about the height of your forehead, something that will be familiar to Lotus Exige owners. Out through that narrow strip of glass, the hood bulge and fenders are prominently visible, accentuating the power under the hood. Unlike the Exige, there's almost 8.5" of vertical seat movement to accommodate a wide range of drivers. All of them will end up with their head in the exact same place: about a half inch from the ceiling as that's the only position that affords adequate forward visibility. Strangely, the wheel and instruments sit very high, never affording the wheel-in-lap arrangement that I prefer, even with the seat all the way up and the wheel all the way down.

That interior is also going to be a bugbear for the Camaro. While the overall shapes are appealing, the materials are mostly cheap plastic, even on the big ***** that you use to adjust the HVAC and stereo (Nav isn't an option). A huge swath of that cheap plastic runs from the steering wheel all the way to the right door. The standard-on-SS auxiliary gauges, mounted down low in front of the gear lever, are largely worthless on the move due to their positioning, but look really cool, providing a false sense of driver/machine integration that just isn't born out in the driving experience. Believe it or not, the 2010 Mustang with a few options is actually a nicer place to spend time.

On initial impressions and despite a spec sheet that strongly claims otherwise, I'd tip the hat in the Mustang's favor when it comes to driving enjoyment too. To create it, Ford engineers essentially took the old model and made it as good as they possibly could. The result is, for the first time, a Mustang that's as much about going around corners as it is about acceleration, which is good, because the Camaro SS leaves it for dead in a straight line. Despite the Mustang's live rear axle, which never really manifests any limitations on the road, the 'Stang is ligher on its feet than the Camaro and has considerably more steering feel. The Camaro's is dead on center, never really manages a huge amount of feel in general and is overly light. it's so light, that it's possible that the engineers that drove it around the Nurburgring did so one-handed.

The much-touted performance of the V6-equipped Camaro doesn't live up to its Mustang GT-killing hype. While GM has gone to great lengths to make it as visceral as possible — the crisp exhaust note sounds almost as good as a 370Z — its flat torque curve leads to a somewhat uneventful feeling of acceleration, especially out of faster corners where the Camaro's prodigious 3,780 Lb curb weight leaves you with foot flat on the floor, wanting for more. Nor does the V6 manifest a handling advantage over the V8, even when equipped with all the RS options. Its steering still lacks feel and it becomes harder to push the car around corners using the throttle.

GM's Hydra-Matic SL50 6-speed automatic gearbox does however do an excellent job of keeping the V6 on the boil, particularly in "sport" mode. Its one of the quickest-to-shift slushboxes we've experienced and never seems to find itself in the wrong gear. In fact its so good that it renders the steering wheel-mounted shift buttons largely irrelevant. The SL50 is clearly better than any of the Camaro's domestic rivals.

Look at the value-for-money and the performance numbers of the Camaro combined with its Dragon-tastic looks and you can't help but feel GM has a winner on its hands. It'll beat its competitors hands down, not only in a numbers-based pissing contest, but also in the public's imaginations: an advantage presented by its futuristic-yet-retro styling. It's exactly the car GM should be making, a car that will sell; it's just not the unprecedented new experience that we were hoping for, it's not a real driver's car. With the Camaro, GM has chosen to stick with the muscle car archetype rather than push the limits of what's possible, it's not likely to win many conquests from more adept sportscars like the 370Z, Audi TT and BMW 3-series as Chevy hopes it will. The result, like the new Star Wars films, is a product that will undoubtedly be a commercial success, just perhaps not a timeless classic like the original, a product that will blend in with, rather than stand out from, its rivals.

TriShield

From Base V-6 to Mega-Adrenaline SS, All the Numbers -- At Last! -- On the Pony-Car Icon Many Thought We'd Never See Again.





By Arthur St. Antoine
Photography by Brian Vance

Camaro fanboys and fangirls, you've waited long enough. For seven years, since its demise in 2002, you've been pining for your beloved pony, the Chevy Camaro. Through it all, you've suffered the heartache of loss, the tease of comeback buzz, the frustration of rumors and misinformation, and, finally, the bittersweet agony of anticipation.

Your patience, boys and girls, has been rewarded. Big-time. In fact, let's just cut open the award envelope right now. The Oscar for Best Fulfillment of Ponycar Hopes & Dreams goes to...Chevrolet [standing ovation, cheers, applause, whoops and hollering, delirious tears]. "You like me! You like me! You really like me!" Yes, reborn 2010 Camaro, we do. An awful lot. (Sorry, but we're going to plant the kiss on Halle Berry anyway.)

Chevrolet knew all-too-well the stakes in resurrecting the model whose admirers rank second only to the Corvette's in ardor and outright fanaticism. Doing the Camaro wrong would carry consequences akin to unveiling a new Lincoln Memorial with Honest Abe sporting a marble-chiseled mullet. We're talking torch-wielding, stone-throwing mobs here. Indeed, Chevy risked firing a cannonball right into the heart of its own corporate ship, such would have been the collateral damage of a misguided Camaro launch.

Yet nothing of the sort has occurred. Instead, Chevrolet has pulled off a near-masterstroke. The new Camaro excels by almost every objective and subjective measure: design, power, handling, efficiency, comfort, convenience, safety, and, perhaps most important of all, accessibility to the Camaro faithful. Sure, it would've been news enough if Chevy had simply built an A-plus Camaro, but that would've mattered little if it'd been priced out of the reach of us paycheck-by-paycheck mortals. The headline news: The new, fifth-generation Camaro delivers on all fronts. Base price for the V-6 edition is just $22,995 -- and that car is by no means a rental-fleet special (more on that in a moment). A nicely outfitted, fire-breathing, V-8-powered Camaro SS can be yours for around $35K. Go ahead, cry some more joyful tears.

Most conspicuous, of course, is the arresting bodywork (oh yes, the cops will notice it, too) fashioned by Sang Yup Lee. Mindful of the Camaro's heritage, the savvy South Korea-born chief designer and his team were determined to honor the look and character of the classic 1969 edition. Yet the new Camaro is nowhere near as "retro" as, say, the new Dodge Challenger or even the Ford Mustang. As evidenced by its starring role in the 2007 action extravaganza "Transformers" (look for the reappearance of the autobot "Bumblebee" in this June's sequel, "Transformers: Revenge of the Fallen"), the Camaro manages also to look thoroughly 21st century -- almost futuristic. Sang Yup Lee is particularly proud of the roof's "reverse Mohawk," an homage to the Corvette's similar central roof channel (it's available only on non-sunroof Camaros), and the car's Jennifer Lopez-worthy booty. "The wide rear quarters are the largest, most complex single piece of metal we've ever done," he says. Indeed, notes chief engineer Gene Stafanyshyn, the team was almost ready to give up, "but then, around computer run number 113, we finally figured out how to make it work."

The design team's obsession with getting the look right is borne out in the Camaro's details. For instance, no matter which wheel/tire combo is fitted (18s, 19s, and 20s are available, with 20s standard on all SS models), the outside diameter is always 729 mm -- meaning that tire-to-bodywork gaps never change, ensuring a low, almost "slammed" stance across the lineup. Stafanyshyn also points to the challenges of adapting the existing global architecture (the Camaro is based on the Australian Commodore platform) to ensure the proper profile. "We shoved the base of the windshield a good three inches backward to get that long hood the Camaro needs -- what we call the 'dash-to-axle' measurement," he says. Check out, too, the wicked rake of that windshield. Real show-car stuff.

The cockpit offers a similar marriage of homage and progress. If you're familiar with the Camaros of yore, you'll know right away what you're sitting in. The basic lines and shapes say "It's '69 all over again," including the quad gauge pack (standard on 2LT and 2SS models) at the front of the center console (a brilliant addition, design team). Yet of course modernity abounds as well. Standard features include XM Radio, an aux jack for MP3 players, steering-wheel-mounted cruise controls, a tilt/telescoping wheel, and turn-by-turn OnStar voice prompts (a nav screen is not offered). Options (or standard features, depending on model) include: Bluetooth, a USB port with full iPod integration, a leather-wrapped wheel and shift ****, six-way power driver's seat, heated leather seats, and a 245-watt, nine-speaker audio rig.

The "base" Camaro (and I use that word only as an official term) sports a 3.6L, direct-injection V-6 making a heady 304 hp at 6400 rpm (yes, that's more output than the 4.6L V-8 in last year's Mustang GT). The engine mates to a standard six-speed manual or an optional six-speed auto with paddle shifters. At the track, we ran an uplevel V-6 LT Coupe (sporting 20-in. Pirelli PZero summer tires). This isn't a light car, checking in at 3765 lb. (Stafanyshyn admits that the engineering team was saddled from the outset with the compromises of using an existing platform -- and the mandate of incorporating an independent rear suspension. Also, Chevy candidly acknowledges that the Camaro's exterior design was the Golden Child of the engineering process.) But have a look at the numbers. We recorded a 0-to-60-mph sprint of just 5.9 sec and a quarter mile of 14.4 sec at 98.0 mph. Impressive? Oh yeah. And even more so when you consider that this powertrain is rated at 17/26 city/highway mpg.

Switch to the six-speed automatic (only 5.0 lb heavier than the manual car), and performance barely trails off at all. The run to 60 mph takes just six seconds flat, the quarter flashes by in 14.6 sec at 96.3 mph. In return, fuel efficiency actually goes up: the automatic delivers an EPA rating of 18/29 city/highway mpg. Not too shabby for a 300-plus-horse car, no?

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Wearing conventional brakes and weighing nearly the same, both V-6 cars recorded superb stopping numbers, needing just 106 ft (auto) and 107 (manual) to claw to a halt from 60 mph. Handling prowess is also excellent, with 0.93 g of max lat on tap.

Numbers, of course, relate only a fraction of the story. The V-6 Camaro is, quite simply, a breakthrough drive. Light to the touch, it burns through mountain twisties with clear, precise feedback through the wheel, unfailing poise (the FE2 suspension stays planted even when the road surface deteriorates), and plenty of punch. Both transmissions work seamlessly, the auto even morphing into You're In Full Control mode when you pull a shift paddle (unless you attempt to blow the engine or pull away from a stop in a high gear, the shifting computer will never override your commands). No previous Camaro has ever had the all-around performance chops of this one. In fact, every other V-6 competitor in this class (are you listening, Hyundai Genesis Coupe?) had better realize they are now on notice. Aggressively priced and even more aggressively armed, the V-6 Camaro could well turn out to be the sports-car story of the year.

Ah, but you also want to hear about the SS V-8s, of course. Plenty of news there, too. Two 6.2L engines are offered. With the automatic comes the L99 (from the '08 Corvette), making 400 hp and 410 lb-ft (the L99 also features Active Fuel Management, enhancing efficiency by shutting down four cylinders when they aren't needed). Opt for the manual, and the engine bay fills with GM's LS3, good for a stunning 426 hp and 420 lb-ft. The FE3 suspension (on all SS models) receives stiffer springs and shocks, thicker anti-roll bars, a slightly lower ride height, and standard 20-in. Pirelli PZero summer rubber (the tires are staggered, with 245/45R20s up front and 275/40R20s at the rear). Also, every SS wears four-piston Brembo binders at each corner. Let me repeat that. Four giant four-piston Brembos. Standard.

How do they run? Look out. With the automatic, the SS is actually the quickest off the line, gunning to 60 mph in a scalding 4.6 sec. The SS manual trails by a mere tenth, but from there its added 26 ponies pull it ahead, tripping the quarter-mile lights in just 13 sec flat at 111 mph. The manual SS also sports standard launch control, which allows the driver simply to floor the throttle and then dump the clutch, the engine computer handling all wheelspin and torque management. We found, however, that in skilled hands the car is quicker when human-launched. "This baby has launch control" is a great bragging line, though.

Roughly 100 lb heavier than their V-6 counterparts, the V-8 Camaros turn into corners with slightly less crispness and a whiff less grip, churning up 0.90 g at the limit. The FE3 setup is as astutely tuned as the FE2, however; it's stiffer, but still pliable and planted. And, yes, the Brembos do impressive work, stopping the heavier car from 60 mph in 107 ft (auto) and 105 ft (manual). Though perhaps not as pointy in turns, the SS models nonetheless blew off their V-6 siblings in our figure-eight runs, simply overpowering the lighter cars when exiting turns. Fuel efficiency is quite fine, the manual SS delivering 16/24 mpg and the automatic 16/25. Oh, did I mention the price? Try just $30,995 for a base 1SS V-8 manual. That's right: 426 hp, Brembo brakes, and a supermodel bod for $31K.

Whatever its powertrain guise, the 2010 Chevrolet Camaro feels like a very grown-up, highly polished machine. In many regards, it's more reminiscent of the best sport coupes from Europe and Japan than it is a carrier of the musclecar torch from four decades ago. Should that worry the modern Dodge Challenger and Ford Mustang -- potentially even the pricier Nissan 370Z or bluebloods like the Audi S5?

It should indeed. The new Camaro is an A+ effort. Now it's time to break open the gates and see how these modernized ponies compare amid the fog of smoking tires and the heat of full-throttle battle. Stay tuned to this channel...

2010 CHEVROLET CAMARO





RS auto RS manual SS auto SS manual
Base price $28,780 $28,780 $34,180 $34,180
Price as tested $29,965 $28,780 $36,565 $35,380
Engine 3.6L/304-hp/273-lb-ft V-6 3.6L/304-hp/273-lb-ft V-6 6.2L/400-hp/410-lb-ft V-8 6.2L/426-hp/420-lb-ft V-8
Transmission 6-speed automatic 6-speed manual 6-speed automatic 6-speed manual
Curb weight 3770 lb 3765 lb 3846 lb 3859 lb
Acceleration to mph
0-30 2.1 sec 2.1 sec 1.7 sec 2.0/2.3 sec*
0-40 3.1 3.4 2.6 2.7/3.0*
0-50 4.6 4.5 3.5 3.6/3.9*
0-60 6.0 5.9 4.6 4.7/5.1*
0-70 7.7 7.7 6 5.8/6.2*
0-80 10.2 9.9 7.6 7.3/7.9*
0-90 12.7 12.3 9.3 8.8/9.4*
0-100 15.6 14.9 11.3 10.5/11.1*
0-110 19 18.8 13.8 12.8/13.2*
0-120 - - 16.6 15.3/15.9*
Passing, 45-65 mph 3.0 2.8 2.2 2.1/2.1*
Quarter mile 14.6 sec @ 96.3 mph 14.4 sec @ 98.0 mph 13.1 sec @ 107.5 mph 13.0 sec @ 111.0 mph/13.4 sec @ 110.6 mph*
Lateral g 0.93 g 0.93 g 0.9 0g 0.90 g
Braking, 60-0 106 ft 107 ft 107 ft 105 ft
Braking, 100-0 - - 302 ft 299 ft
Figure eight 26.3 @ 0.75g 26.3 @ 0.75g 25.8 @ 0.80 g 25.8 @ 0.80 g
EPA city/hwy fuel econ 18/29 mpg 17/26 mpg 16/25 mpg 16/24 mpg
CO2 emissions 0.89 lb/mi 0.96 lb/mi 1.02 lb/mi 1.03 lb/mi
*Driver-control / launch-control

TriShield

The arrival of the Chevy Camaro finally completes Detroit’s pony-car trifecta. But did Motown save the best for last?



BY STEVE SILER
March 2009

Since the last pill-shaped F-body Camaro rolled off the line in 2002, the long-fought, often contentious pony-car game has been one of solitaire, played solely by the Ford Mustang. The Mustang went all retro in 2005, and the ensuing craze prompted Dodge and Chevy to rouse their own dormant nameplates (and fans) to take on the foe-less leader. Dodge was first in 2008 with its resurrected Challenger, and now—just as Ford is launching its significantly updated 2010 Mustang—Chevrolet has finally commenced production of its reborn Camaro, completing the new-age pony-car trifecta.

While we will save the official comparison test for later, we can aver that the neo Camaro offers the freshest and most modern package of the three. Built as it is on GM’s superb Zeta full-size platform, it sports a fully independent suspension, along with evocative, contemporary styling that thankfully misses being totally retro. We entered into this first test of the long-awaited 2010 Camaro with high expectations. Indeed, with a 304-hp, 3.6-liter V-6, the base Camaro is nearly as powerful as the Mustang GT, and so we were champing at the bit to see what the Camaro could do in SS form, with a 6.2-liter V-8 stuffed under its hood.

How Quick Is It?

With the six-speed automatic, the Camaro SS can hit 60 mph in a scant 4.6 seconds, with the quarter-mile arriving in 13.1 at 109 mph. At 4.8 seconds, the Camaro with the six-speed manual takes 0.2 second longer to hit 60, but overtakes the automatic by the quarter-mile mark, clocking 13 seconds flat at 111 mph. (The L99 V-8 hooked to the automatic is rated for 400 hp and 410 lb-ft of torque, while the LS3/manual combo is good for 426 hp and 420 lb-ft.) For comparison, both the 315-hp 2010 Ford Mustang GT and the 376-hp, 5.7-liter Hemi-powered Dodge Challenger R/T do the trick in 5.1 seconds. The better-matched but pricier Challenger SRT8—with a 425-horse, 6.1-liter Hemi—hits 60 in 4.8 seconds. So until Ford gets the Mustang GT into the gym and stuffs more power under its hood, Chevy has earned bragging rights in the segment where burliness arguably counts the most.

On a drive that took us along the scenic roads east of San Diego, California, we also found the Camaro’s roadholding to be quite stellar—it grips with 0.92 g on a skidpad—thanks in part to the independent multilink suspension out back and the stickiness of the fat, Z-rated 245/45 front and 275/40 rear tires mounted on 20-inch wheels. The variable-ratio steering rack delivers great on-center feel, similar to that which we’ve praised on the Camaro’s platform-mate, the Pontiac G8.

Quiet + Calm Ride = Surprising Comfort

The Camaro SS packs a few surprises, however. The engine is remarkably—and to some, disappointingly—quiet, at least from inside the cabin (based on the shell-shocked looks on the faces of people we blew by, it appears that it’s plenty loud on the outside). For high-speed cruising, this is a good thing, as there is no shred of that exhausting boominess that can add misery to long-haul muscle-car motoring. But at the same time, we found ourselves wanting a bit more of an audible reminder that we were driving something with 426 freakin’ horses under the hood. Even at full tilt, the engine didn’t seem to have the trumpet-like blat of the Challenger R/T’s 5.7-liter, let alone the NASCAR-worthy howl of the 6.1-liter in the SRT8.

Another surprise is the eerily serene ride, which makes the quietness seem even quieter. Particularly at freeway speeds, the Camaro’s Zeta roots pay dividends, striking a brilliant balance between lively, grippy roadholding and wonderfully compliant damping. Meanwhile, the SS offers decent feedback through the steering wheel. A guy could cruise all day in this thing and never feel beat up.

Drives Big

At higher speeds, however, is where one misses things like outward vision. The very low roof, high waistline, and wall-like rear pillars make the car drive big (not good for twisty two-laners), although the Challenger drives bigger yet. Lane-changing is a point-and-squirt affair rather than anything involving an over-the-shoulder check. The exterior mirrors help, with the bonus that they give you a close-up view of the Camaro’s sexy hips. The interior mirror is utterly useless; all one sees when glancing rearward is an ocean of black roof and C-pillars the width of a Sequoia (the tree or the Toyota).

Also disappointing are the hard plastics that we had hoped were banished from GM interiors, but they’ve clearly found their way inside the Camaro. Furthermore, the inset dashboard trim piece that was to be rendered—at least optionally—in a cool illuminated band of light-tube trickery has now become a cloth insert. And finally, as great as the high-mounted squircle-shaped gauges and cool center stack look, the script is tiny and the buttons can be ergonomically challenging in operation.

But the Camaro is beguiling. It has a strong design, a strong heritage, and delivers seriously strong acceleration. It will do well with its established fan base, and should even earn a few more admirers in its new life. And not insignificantly, the EPA just gave it excellent fuel-economy ratings. Could it be better? Absolutely, but at least its deficiencies involve its interior detailing more than its dynamics. Besides, in these tumultuous, unpredictable times, we should celebrate the mere fact that pony cars like this are here at all. Welcome to the herd, little pony.



Highs: Badass looks, comfortable ride, undeniable speed.

Lows: Horrendous vision out the rear, oceans of plastic, needs more rumble.

C/D TEST RESULTS:
Zero to 60 mph: 4.8 sec
Standing ¼-mile: 13.0 sec @ 111 mph
Braking, 70–0 mph: 161 ft
Roadholding, 300-ft-dia skidpad: 0.92 g

jimmy169

111mph, absolutely stock, this car move's!

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First Drive: 2010 Chevrolet Camaro SS



March 20, 2009
By Don Sherman

The day of reckoning has arrived: Chevy's new Camaro has left the assembly line keen to butt heads with the Dodge Challenger, Ford Mustang, Hyundai Genesis Coupe, and other pretenders to the pony car throne. We tested two SS V-8s to find if the long wait has been worthwhile.

No Angry Kitchen Appliance

The new Camaro looks like the first-generation (1967-69) updated with fancy footwear and a smattering of Corvette cues. The hiked beltline and squished roof gives it a menacing but also heavy appearance. Greenies will surely christen this revival their new poster child of wretched consumption because the Camaro SS offers a choice between two rumbling 6.2-liter V-8s (400 hp with 6-speed automatic, 426 hp with 6-speed stick). Smoke this, tree huggers: thanks to super-tall gearing, both deliver mid-20s highway mileage, thereby skirting the EPA's guzzler stigma. Also, the 304-hp 3.6-liter V-6 (labeled LS or LT) alternative scores 29 highway mpg with an automatic.

SS Camaros can be distinguished by their standard 20-inch wheels, hood scoop, and rear spoiler. The front slot--actually on the front fascia, not the hood--is decorative. During our suburban-Detroit intro drive, the new Camaro generated a wake of raised-thumb salutes. The horsepower oppressed are restless.

1969 Remixed For 2009

The Camaro's shoulder-high door tops and thick windshield pillars, coupled with a roof that curls over your ears, helps create a claustrophobic vibe inside. While the interior layout is attractively configured, the only respites from molded-plastic monotony are a run of cloth through the doors and dash and the leather seating surfaces and steering wheel wrap included with the up-level trim. (Cloth is standard.) Tasteful textures, painted panels, and chrome door handles add a sparkle here and there, but those expecting Camaro to match Mustang's real metal interior trim will be disappointed. The console-mounted gauges are a silly affectation. The tach and speedometer are also housed in square-cornered pods, but at least they're properly located and legibly marked. One nice touch is an LED light pipe that runs around the dash to uplift the evening-cruise mood.

Not so nice are the squishy bucket seats, which lack both lateral and lumbar support. The standard tilt-telescope steering column has a crude manual-adjuster mechanism that knocks the driver's right knee. Those with a tall build will feel headliner brushing their locks, while those compact of stature will see the high top of the instrument panel, wipers, and the raised center portion of the hood in their view ahead.

Entry to the rear seat is restricted by high sills and front buckets that don't readily scoot forward. Passengers in the penalty row ride with their hair pasted onto the roof (those 70 or more inches tall) and a view through tiny triangular portholes. Leg and hip room are sufficient when front occupants don't hog all the fore and aft space. But don't forget: this is a stylish coupe, not a soccer mom's utility tool.

Access to the trunk is through one of the highest and smallest openings available in any recent automobile. To stretch the utility of the 11.3-cubic foot cargo hold, there's a handy back-seat pass-through portal.

Nav Deprived

While the square-cornered tach and speedometer and the console-mounted secondary instruments are strictly old-school, there are a few electronic goodies to placate today's gadget fans.

Chevy did not feel the urge to offer a full navigation system in the cost-conscious Camaro, because the OnStar-based alternative works surprisingly well. The top Camaro comes with a one-year Directions and Connections plan that provides turn-by-turn route instructions - both verbal and visual - on demand.

All Camaros are equipped with a sound system with CD-ROM and MP3 play capability, XM satellite reception, and an auxiliary input jack. The deluxe version of the SS adds Bluetooth wireless mobile phone connectivity, a USB port, a 245 watt amplifier, and nine loudspeakers. Also included is a wireless interface module that facilitates routing portable media material through the car's sound system.

TriShield

Corvette as Organ Donor

The Camaro's V-8s are kissing cousins to the Corvette's 6.2-liter engine, so rumble and reverb come standard. Except for a slightly lazy electronic throttle, there's nothing to complain about in the power department, as the manual transmission Camaro SS easily thumps both the Challenger SRT8 and the latest Mustang GT.

Although the wide-ratio Tremec box requires a heavy hand and its economizer skip-shift function is annoying during moderate acceleration, first and second are superb for squirting around town and the ultra-overdrive sixth gear rolls you down the interstate with barely a burble. Meaty back boots, a limited-slip differential, and stability control are all standard. One handy feature is an electronic launch-control program that delivers just the right amount of smoky burnout for dramatic root beer stand exits.

The 6-speed automatic alternative turns in acceleration figures only a tick slower than the stick. Two handy modes are available with the shifter slotted into the lower M position. The Sport mode has a shift schedule programmed for maximum acceleration. The Manual mode, engaged by pressing either of the two spoke mounted "TAPshift" buttons, holds each gear until the driver calls for a shift. The only bummer is that the plastic paddles visible behind the spokes don't handle the shifting.

Chassis Science

The Aussies who developed Camaro's chassis did a superb job of tuning the strut-type front suspension and a rubber-isolated multi-link (independent) rear suspension. The Camaro SS not only handles brilliantly, it also has the best ride in the pony car class with secure grip over bumps, supple damping, and adequate body control.

Turn in is razor sharp, and balance is commendable. Drift fans need only select second gear, add boot, and apply counter-steer to impress the impressionable with their car control. Feedback from the road is lacking until the tires work up a sweat but the steering is quick, the leather-clad wheel spokes feel right, and the Pirelli P-Zero rubber bites the road like a Gila monster.

The Brembo 4-piston rigidly mounted brake calipers provide predictable pedal feel, no fade, and excellent balance during all-out stops. One of the developmental hurdles cleared at the Nürburgring and on GM's Milford Road Course was demonstrating true race-track readiness. Thanks to its stout brakes and lubricant coolers plumbed into both the engine and manual transmission, Camaro has the stamina to run flat out through a full tank of fuel.

Pole Position

The Camaro SS's combination of price, performance, and panache topples the existing muscle car order. The Hemi-powered Challenger SRT8 is too heavy to keep pace and the face-lifted Mustang GT is trumped by Camaro's sophistication and speed. Loyal Chevy fans who've waited six years for this day finally have the car than they deserve. The new Camaro also has the breadth of character needed to draw defectors back from the import brink. Before the fuel runs out, drivers who've been content with four- and six-cylinder power - hot or not - should experience life on the road with a 400-plus horsepower thumper under their hood.

Test Data

Manual Automatic
Acceleration
0-60 mph 4.8 sec 4.9 sec
0-100 mph 10.8 sec 11.1 sec
0-120 15.4 sec 16.3 sec
0-140 mph 21.7 sec 24.8 sec
0-150 mph 26.2 sec --
mile 13.3 sec @ 111 mph 13.4 sec @ 109 mph
30-70 mph passing 6.3 sec 6.2 sec
Peak g 0.63 g 0.69 g
Braking
70-0 mph 149 ft 153 ft
Peak g 1.12 1.1
Cornering
L 0.94 g --
R 0.93 g --
Weight
Curb Weight 3859 lbs 3896 lbs
Distribution (percent f/r) 52.2/ 47.8 52.3/47.7
Speed in Gears
1st 52 mph 38 mph
2nd 76 mph 64 mph
3rd 110 mph 99 mph
4th 157 mph (limited) 131 mph
5th 157 mph (limited) 157 mph (limited)
6th 140 mph 140 mph
Tires: Pirelli P-Zero
Front size: 245/45 YR-20
Rear size: 275/40 YR-20

Blakbird24

iTrader: (24)

Talk about a difference of opinions. One report criticizes the handling to no end, calling it worse than the Mustang, the other makes it sound like a 'ring master. Guess we'll have to wait for the comparos.

One thing i'm happy to see, unless these tests' data are way off, it's actually lighter than we anticipated (albeit still not light enough).

Irunelevens

Lightest number I saw for the Camaro SS was 3,846lbs... the V6 was damn near 3,800lbs. Nice car though.

JD_AMG

I don't think we will be hearing from the mustang guys for a while now, they will all be to busy ordering superchargers to keep up.

bboyferal

iTrader: (9)

lol, they should have remembered from the 03/04 Cobras that forced induction was the only way they could keep up with GM NA... A costly lesson. They are now behind again.

99Hawk262

iTrader: (19)

Someone just opened a can of worms...... .

IMgettingLS1

mu haaaaaaaaaaaaaaaaaaaaaaaaaaa

LS1Tuner_06

iTrader: (3)

lol. those definitely were fighting words.

at first I wasn't too impressed looking at some dyno numbers I seen...but I didn't realize how light the SS was either. those are impressive 1/4 mile times and makes me smile a whole lot more. of course GM is using a professional driver and not every person buying a new Camaro SS that takes the car to the track is going to be able to drive like John Force.


all in all tho, I can't wait to test drive one. I doubt I will buy one, but that doesn't mean I don't want one!

good job GM. They did us proud and didn't let us down.

Irunelevens

Uh... what?

Blackened2k

iTrader: (4)

well If you think it's gonna weigh 5000lbs then yes it is really light.

Aceldama

After reading the reviews it sounds like the same stuff I heard about the 4th Gen Camaro; it has loads of grip but it doesn't have good steering feel. And it also looks like that from the reviews the heavy weight makes it perform rather non spectacularly both in the handling and the acceleration department.

It's a shame it had to be so damn heavy.

TT632

iTrader: (3)

It will be interesting on how much weight we will be pulling out of it! With the LS3 heads power won't be an issue. Cam/Intake and exhuast should easily break into the 11s and you will probably have people in 10's over the summer with power adders.
Thats the greatest thing on the fith gen; No waiting for new parts for the engine, their aready proven and already out there!

I don't think there will be any real competition; Ford needs to get their act together and put a bullet in there that can compete, Challenger is too heavy and too expensive to mod, and forget about the Hyundai and the Nissan, their just Foreign cars trying to capitalize on our muscle car History.

Aceldama

Well, I think the first problem is that for me it never made much sense to buy a sports car like this for 30+ grand that's going to lose half it's value in the next 3 years and doesn't offer any significant performance increases over the previous generation. It's not a particularly good daily, and it's too expensive to be a toy for most people.

My thought process though doesn't even involve a competition with Ford. The 5th gen is competing with my 4th gen that's sitting in the garage paid off. And as it stands the 5th gen has more power but doesn't do anything with it since it can't out perform the 4th gen due to weight issues.

After seeing the reviews of the new Camaro it seems even more clear to me that the 2005/06 GTO was the deal to jump on when the dealerships were unloading them for around $22,000. It had the power, practical size and a nice interior for a really affordable price... and it was somehow lighter.