2010 Camaro SS Reviews
03-20-09, 05:42 PM
#1
Speaks French in Russian
Thread Starter
2010 Camaro SS Reviews
http://www.edmunds.com/insideline/do...topanel..1.*#6
The last thing General Motors needs right now is to appear as if it's stuck in the past, creating gas-guzzling cars that are out of step with what the federal government thinks is the future.
So even when Chevrolet steps into the way-back machine to unveil the 426-horsepower retro-inflected 2010 Chevy Camaro SS, it's careful to mention that this muscle/pony car is the "sports car for the 21st century" and emphasizes the Camaro's fuel economy ratings more than its 0-60-mph performance.
So we did what had to be done. We dropped an asphalt-melting burnout in the parking lot of a former seminary that was of such destructive length that the guys hired by Chevy to prep and clean the Camaros had time to wander over and say, "Stop. You're done."
Had a Dairy Queen been available we would have laid a patch in front of that, too. Look, man. We've been waiting for years for the arrival of this car; there will be time to talk about balance and the quality of the interior materials later.
No Smoking
That rite of Camaro passage accomplished, we strapped on our Racelogic VBOX III GPS-based testing equipment to get the measure of the new Camaro's less juvenile performance characteristics.
Our test vehicle is the hottest available setup for the 2010 Chevy Camaro, an SS manual. When you choose the Tremec TR6060 six-speed manual as your gearbox of choice you get an LS3 6.2-liter V8 in the deal. That's the same motor that powers the base Corvette.
In the Camaro it makes 426 hp at 5,900 rpm and 420 pound-feet of torque at 4,600 rpm. Order the six-speed automatic and Chevy will fill your engine bay with a 400-hp, lower-revving, lower-compression L99 6.2-liter V8 that comes with cylinder deactivation. It'll deliver 25 mpg on the highway. But the manual will do 24 mpg highway and costs $995 less than the automatic model, so we'll take the extra power, thank you very much.
The SS manual also comes with a 3.45 rear end (compared to the 3.27 in all other Camaros). The combination is good for drama-free 0-60-mph sprints of 5 seconds (or 4.7 seconds with a 1-foot rollout like on a drag strip). Easy. Get the 275/40ZR20 Pirelli P Zero summer tires slipping a little at launch, modulate the throttle, and off the Camaro goes, pouring its bass-heavy exhaust note down the road. It reaches the quarter-mile mark in 13 seconds at 110.9 mph.
Predictably, one of the Camaro's obvious rivals, the big-'n-brawny Dodge Challenger R/T can't keep pace. It takes 5.5 seconds for the Mopar to reach 60 mph (5.3 with 1 foot of rollout) and 13.9 seconds to reach the quarter-mile, at which point it's steaming along at 103.2 mph. In fact, the Camaro SS is slightly quicker in both measures than the similarly powered Challenger SRT8. The 2010 Mustang makes up for much of its 111-hp power deficit with about a 500-pound weight advantage on the hefty Camaro. The Mustang with a Track Pack will do zero to 60 mph in 5.2 seconds (4.9 with rollout) and get through the quarter-mile in 13.5 seconds at 102.9 mph. The Camaro is quicker through the quarter by half-a-second than the Nissan 370Z, which Chevy also considers a Camaro competitor.
The 2010 Chevy Camaro SS manual is the one Camaro that comes with a launch control system. It's foolproof and easy to initiate (punch Competition mode on the traction/stability control system, mat the accelerator and sidestep the clutch) but we found that we were quicker just shutting off all traction and stability control systems and doing it ourselves.
21st-Century Brute
For all the company's insistence that the Camaro is a fully modern sport coupe, the Camaro SS feels remarkably like, well, a Camaro. This isn't some Honda S2000 hardtop, pal.
Mash the throttle and the Camaro's peaked nose rises and the exhaust goes full-volume WAAAAUUUGH simultaneously in a way any muscle/pony car fan will recognize. To call it punchy is an understatement. The Tremec transmission (a version of which is bolted into virtually every rear-wheel-drive American performance car) doesn't respond to wrist flicks. Hell no. You employ a full-power yank or shove that requires the use of your entire right arm.
The only thing tempering the hell-raising fun is the Camaro's weight, both perceived and actual. The car feels dense and a little larger than it is. This is, in part, because of the car's styling. Short side glass, a small, high-mounted backlight and a steeply raked windshield give the Camaro the chunk-of-badass look from the outside. Sitting inside the thing, though, is like walking around with your shoulders shrugged and a baseball cap slammed down low on your head. This has the effect of diminishing the sensation of speed, even as it climbs quickly to extralegal levels.
That Other 21st-Century Stuff
Possibly you expected that a V8 Camaro would accelerate hard. Thanks to a shortened and reworked version of the Pontiac G8's Australian-bed platform and independent rear suspension, the 2010 Camaro can also go around turns.
First, some numbers. The 2010 Chevy Camaro SS rides on summer performance tires measuring 245/45ZR20 up front and 275/40ZR20 out back. Live where it snows? Factor a set of winter tires into your budget. And all SS versions come with what Chevy calls the FE3 suspension tuning, which has stiffer springs and fatter antiroll bars than the FE2 setup of the V6 Camaros.
At the track, all that hardware translates to a maximum 68.6-mph speed through our slalom and 0.88g on the skid pad. Here the lack of visibility was a hindrance through the slalom as well. It's difficult to see where the corners of this car are while you're driving. For most sane people, this sensation makes one overestimate the size of the car in order to ensure a safe distance from other cars or objects.
The Challenger isn't much through the slalom. That broad-of-beam brute feels composed through the cones but can muster only 64.7 mph (standard all-season tires hurt the Dodge here). The lighter and narrower Mustang is in a virtual dead heat with the Camaro at 68.4 mph and offers more outright grip on the skid pad at 0.91g. The small, nimble 370Z whoops all comers with a 72-mph run through the cones.
Thanks to the SS-standard summer-only Pirellis and 14-inch brake discs grabbed by four-piston Brembo calipers, the Camaro halts from 60 mph in 109 feet, nearly matching the impressive performance of the 2010 Mustang GT of 107 feet and embarrassing the Challenger R/T (128 feet). The Nissan 370Z splits the difference between the Mustang and Camaro at 108 feet.
Squirt, Halt and Flow
The 2010 Chevy Camaro SS has forced us to modify our driving technique on back roads. It used to be that we'd employ the ol' squirt-and-halt method with muscle cars. You know, punch the throttle at the exit of a turn, slam a couple of gears and then slow way down for an upcoming turn and wait through the turn until we could lay on the power again.
Now, we still do the squirt portion just because it feels so righteous. But despite its weight, the Camaro SS can be made to flow smoothly from one corner to the next in the manner of a proper sports car.
It takes some faith, though. The steering wheel, which is so overly styled as to be terribly uncomfortable, is a little bigger than we'd like — another attribute that makes the Camaro seem larger than it is. And the heftiness of the package gave us pause entering corners with any real speed. But trust in the force, young man, and you'll discover that the steering, with a quick 16:1 ratio and 2.5 turns lock-to-lock, is a hell of a lot trustier than the big, dumb wheel would suggest.
And — will wonders never cease? — the front end takes one helluva bite into the pavement. The Camaro tracks faithfully through without the squirreliness (yes, we made that up) of the stick-axle Mustang or the floppiness of the Challenger. All SS Camaros come standard with a limited-slip differential that helps at the corner's exit when you inevitably unleash the torque again.
The combination of short-sidewall 20-inch tires and stiff damping can make for a busy ride on Michigan's lumpy, undulating roads. It's not harsh, but the Camaro can get to bobbling over choppy pavement.
You can go ahead and forget about heel-toe downshifting, though. The brake and throttle pedals are way too far apart for that.
Inside the Turret
The pedal spacing is one of a few ergonomic missteps inside the car. The other truly bothersome one is that the dead pedal, which should be mounted on the same plane as the gas pedal, is set way too far forward.
We'd probably swap out the shift ****, too, which is in the shape of a fat Star Brite mint set on its edge. Swapping out the gauges would be a little more difficult. We like the look of the retro-style squared binnacles, but the gauge faces are crowded with candy-colored numbers, making them difficult to read at a quick glance. Other quibbles? Sure, we've got some. Like sun visors that are so small as to be utterly useless at blocking the sun. And the fabric dash trim that looks exactly like the material used on countless office cubicle walls and pushpin boards.
Maybe the "Driving Enthusiasts" that Chevy says it's targeting with the SS don't obsess over interior material quality or that the opening for the trunk is laughably small. "Driving Enthusiast" is Chevy-speak for traditional Camaro guys. But the so-called "Life Enthusiasts" (?) that Chevy wants to check out the V6 models might be a bit more finicky. But then, scads of people bought Mustangs even when that car's interior was made of synthetic cheese, so....
Value
From a performance-for-the-dollar perspective, the Camaro SS rates right up there with the best. It starts at $30,995 for the 1SS version that has cloth seats. Add the RS package with its dark-finish wheels and HID headlamps for $1,200 and you're still sitting at just $32,195. Add a sunroof (but only if you're of average height or less) and the Boston Acoustics upgraded stereo and you're still at only $33,590.
We might forgo the leather-covered heated seats that came with our 2SS test car. Step up to the 2SS model, which starts at $34,180, and you also get other upgrades such as a four-pack of console-mounted auxiliary gauges (which are cool), a USB port for the audio system, steering-wheel-mounted audio controls, Bluetooth connectivity and OnStar with turn-by-turn navigation. That's in line with the 2010 Mustang GT we tested most recently. Loaded up with comfort and convenience items as well as the Track Pack performance package, the Mustang totaled $34,775. Well-equipped Challenger R/Ts and 370Zs will cost closer to $40,000.
The 2010 Chevy Camaro SS might be a throwback. It might not be the future of GM or the automotive landscape in general. But this thoroughly updated and relatively efficient Camaro will be in our short-term future. We're going to buy one just as soon as we can find one with the right specifications at a local dealer.
Then we will blaze the tires with total impunity.
So even when Chevrolet steps into the way-back machine to unveil the 426-horsepower retro-inflected 2010 Chevy Camaro SS, it's careful to mention that this muscle/pony car is the "sports car for the 21st century" and emphasizes the Camaro's fuel economy ratings more than its 0-60-mph performance.
So we did what had to be done. We dropped an asphalt-melting burnout in the parking lot of a former seminary that was of such destructive length that the guys hired by Chevy to prep and clean the Camaros had time to wander over and say, "Stop. You're done."
Had a Dairy Queen been available we would have laid a patch in front of that, too. Look, man. We've been waiting for years for the arrival of this car; there will be time to talk about balance and the quality of the interior materials later.
No Smoking
That rite of Camaro passage accomplished, we strapped on our Racelogic VBOX III GPS-based testing equipment to get the measure of the new Camaro's less juvenile performance characteristics.
Our test vehicle is the hottest available setup for the 2010 Chevy Camaro, an SS manual. When you choose the Tremec TR6060 six-speed manual as your gearbox of choice you get an LS3 6.2-liter V8 in the deal. That's the same motor that powers the base Corvette.
In the Camaro it makes 426 hp at 5,900 rpm and 420 pound-feet of torque at 4,600 rpm. Order the six-speed automatic and Chevy will fill your engine bay with a 400-hp, lower-revving, lower-compression L99 6.2-liter V8 that comes with cylinder deactivation. It'll deliver 25 mpg on the highway. But the manual will do 24 mpg highway and costs $995 less than the automatic model, so we'll take the extra power, thank you very much.
The SS manual also comes with a 3.45 rear end (compared to the 3.27 in all other Camaros). The combination is good for drama-free 0-60-mph sprints of 5 seconds (or 4.7 seconds with a 1-foot rollout like on a drag strip). Easy. Get the 275/40ZR20 Pirelli P Zero summer tires slipping a little at launch, modulate the throttle, and off the Camaro goes, pouring its bass-heavy exhaust note down the road. It reaches the quarter-mile mark in 13 seconds at 110.9 mph.
Predictably, one of the Camaro's obvious rivals, the big-'n-brawny Dodge Challenger R/T can't keep pace. It takes 5.5 seconds for the Mopar to reach 60 mph (5.3 with 1 foot of rollout) and 13.9 seconds to reach the quarter-mile, at which point it's steaming along at 103.2 mph. In fact, the Camaro SS is slightly quicker in both measures than the similarly powered Challenger SRT8. The 2010 Mustang makes up for much of its 111-hp power deficit with about a 500-pound weight advantage on the hefty Camaro. The Mustang with a Track Pack will do zero to 60 mph in 5.2 seconds (4.9 with rollout) and get through the quarter-mile in 13.5 seconds at 102.9 mph. The Camaro is quicker through the quarter by half-a-second than the Nissan 370Z, which Chevy also considers a Camaro competitor.
The 2010 Chevy Camaro SS manual is the one Camaro that comes with a launch control system. It's foolproof and easy to initiate (punch Competition mode on the traction/stability control system, mat the accelerator and sidestep the clutch) but we found that we were quicker just shutting off all traction and stability control systems and doing it ourselves.
21st-Century Brute
For all the company's insistence that the Camaro is a fully modern sport coupe, the Camaro SS feels remarkably like, well, a Camaro. This isn't some Honda S2000 hardtop, pal.
Mash the throttle and the Camaro's peaked nose rises and the exhaust goes full-volume WAAAAUUUGH simultaneously in a way any muscle/pony car fan will recognize. To call it punchy is an understatement. The Tremec transmission (a version of which is bolted into virtually every rear-wheel-drive American performance car) doesn't respond to wrist flicks. Hell no. You employ a full-power yank or shove that requires the use of your entire right arm.
The only thing tempering the hell-raising fun is the Camaro's weight, both perceived and actual. The car feels dense and a little larger than it is. This is, in part, because of the car's styling. Short side glass, a small, high-mounted backlight and a steeply raked windshield give the Camaro the chunk-of-badass look from the outside. Sitting inside the thing, though, is like walking around with your shoulders shrugged and a baseball cap slammed down low on your head. This has the effect of diminishing the sensation of speed, even as it climbs quickly to extralegal levels.
That Other 21st-Century Stuff
Possibly you expected that a V8 Camaro would accelerate hard. Thanks to a shortened and reworked version of the Pontiac G8's Australian-bed platform and independent rear suspension, the 2010 Camaro can also go around turns.
First, some numbers. The 2010 Chevy Camaro SS rides on summer performance tires measuring 245/45ZR20 up front and 275/40ZR20 out back. Live where it snows? Factor a set of winter tires into your budget. And all SS versions come with what Chevy calls the FE3 suspension tuning, which has stiffer springs and fatter antiroll bars than the FE2 setup of the V6 Camaros.
At the track, all that hardware translates to a maximum 68.6-mph speed through our slalom and 0.88g on the skid pad. Here the lack of visibility was a hindrance through the slalom as well. It's difficult to see where the corners of this car are while you're driving. For most sane people, this sensation makes one overestimate the size of the car in order to ensure a safe distance from other cars or objects.
The Challenger isn't much through the slalom. That broad-of-beam brute feels composed through the cones but can muster only 64.7 mph (standard all-season tires hurt the Dodge here). The lighter and narrower Mustang is in a virtual dead heat with the Camaro at 68.4 mph and offers more outright grip on the skid pad at 0.91g. The small, nimble 370Z whoops all comers with a 72-mph run through the cones.
Thanks to the SS-standard summer-only Pirellis and 14-inch brake discs grabbed by four-piston Brembo calipers, the Camaro halts from 60 mph in 109 feet, nearly matching the impressive performance of the 2010 Mustang GT of 107 feet and embarrassing the Challenger R/T (128 feet). The Nissan 370Z splits the difference between the Mustang and Camaro at 108 feet.
Squirt, Halt and Flow
The 2010 Chevy Camaro SS has forced us to modify our driving technique on back roads. It used to be that we'd employ the ol' squirt-and-halt method with muscle cars. You know, punch the throttle at the exit of a turn, slam a couple of gears and then slow way down for an upcoming turn and wait through the turn until we could lay on the power again.
Now, we still do the squirt portion just because it feels so righteous. But despite its weight, the Camaro SS can be made to flow smoothly from one corner to the next in the manner of a proper sports car.
It takes some faith, though. The steering wheel, which is so overly styled as to be terribly uncomfortable, is a little bigger than we'd like — another attribute that makes the Camaro seem larger than it is. And the heftiness of the package gave us pause entering corners with any real speed. But trust in the force, young man, and you'll discover that the steering, with a quick 16:1 ratio and 2.5 turns lock-to-lock, is a hell of a lot trustier than the big, dumb wheel would suggest.
And — will wonders never cease? — the front end takes one helluva bite into the pavement. The Camaro tracks faithfully through without the squirreliness (yes, we made that up) of the stick-axle Mustang or the floppiness of the Challenger. All SS Camaros come standard with a limited-slip differential that helps at the corner's exit when you inevitably unleash the torque again.
The combination of short-sidewall 20-inch tires and stiff damping can make for a busy ride on Michigan's lumpy, undulating roads. It's not harsh, but the Camaro can get to bobbling over choppy pavement.
You can go ahead and forget about heel-toe downshifting, though. The brake and throttle pedals are way too far apart for that.
Inside the Turret
The pedal spacing is one of a few ergonomic missteps inside the car. The other truly bothersome one is that the dead pedal, which should be mounted on the same plane as the gas pedal, is set way too far forward.
We'd probably swap out the shift ****, too, which is in the shape of a fat Star Brite mint set on its edge. Swapping out the gauges would be a little more difficult. We like the look of the retro-style squared binnacles, but the gauge faces are crowded with candy-colored numbers, making them difficult to read at a quick glance. Other quibbles? Sure, we've got some. Like sun visors that are so small as to be utterly useless at blocking the sun. And the fabric dash trim that looks exactly like the material used on countless office cubicle walls and pushpin boards.
Maybe the "Driving Enthusiasts" that Chevy says it's targeting with the SS don't obsess over interior material quality or that the opening for the trunk is laughably small. "Driving Enthusiast" is Chevy-speak for traditional Camaro guys. But the so-called "Life Enthusiasts" (?) that Chevy wants to check out the V6 models might be a bit more finicky. But then, scads of people bought Mustangs even when that car's interior was made of synthetic cheese, so....
Value
From a performance-for-the-dollar perspective, the Camaro SS rates right up there with the best. It starts at $30,995 for the 1SS version that has cloth seats. Add the RS package with its dark-finish wheels and HID headlamps for $1,200 and you're still sitting at just $32,195. Add a sunroof (but only if you're of average height or less) and the Boston Acoustics upgraded stereo and you're still at only $33,590.
We might forgo the leather-covered heated seats that came with our 2SS test car. Step up to the 2SS model, which starts at $34,180, and you also get other upgrades such as a four-pack of console-mounted auxiliary gauges (which are cool), a USB port for the audio system, steering-wheel-mounted audio controls, Bluetooth connectivity and OnStar with turn-by-turn navigation. That's in line with the 2010 Mustang GT we tested most recently. Loaded up with comfort and convenience items as well as the Track Pack performance package, the Mustang totaled $34,775. Well-equipped Challenger R/Ts and 370Zs will cost closer to $40,000.
The 2010 Chevy Camaro SS might be a throwback. It might not be the future of GM or the automotive landscape in general. But this thoroughly updated and relatively efficient Camaro will be in our short-term future. We're going to buy one just as soon as we can find one with the right specifications at a local dealer.
Then we will blaze the tires with total impunity.
03-20-09, 05:44 PM
#2
Speaks French in Russian
Thread Starter
http://www.automobilemag.com/reviews..._ss/index.html
Code:
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
03-20-09, 06:49 PM
#3
Lexus Fanatic
The Tremec transmission (a version of which is bolted into virtually every rear-wheel-drive American performance car) doesn't respond to wrist flicks. Hell no. You employ a full-power yank or shove that requires the use of your entire right arm.
Mash the throttle and the Camaro's peaked nose rises and the exhaust goes full-volume WAAAAUUUGH simultaneously in a way any muscle/pony car fan will recognize.
The combination of short-sidewall 20-inch tires and stiff damping can make for a busy ride on Michigan's lumpy, undulating roads.
Predictably, one of the Camaro's obvious rivals, the big-'n-brawny Dodge Challenger R/T can't keep pace. It takes 5.5 seconds for the Mopar to reach 60 mph (5.3 with 1 foot of rollout) and 13.9 seconds to reach the quarter-mile, at which point it's steaming along at 103.2 mph. In fact, the Camaro SS is slightly quicker in both measures than the similarly powered Challenger SRT8.
We dropped an asphalt-melting burnout in the parking lot of a former seminary that was of such destructive length that the guys hired by Chevy to prep and clean the Camaros had time to wander over and say, "Stop. You're done."
Drive like morons, and you get your keys taken away. 
Last edited by mmarshall; 03-20-09 at 06:53 PM.
03-20-09, 07:10 PM
#4
Lexus Fanatic
I've got the new Camaro on my own review list, as soon as it starts getting delivered in this area. Since the guys here at Edmunds and Automobile magazine (among other publications) have pretty well covered the SS, do you guys want me to do it, too? At this point, it would probably make more sense for me to review the RS, with the 305 HP V6. There seems to be a lot of interest in that version too, with its surprisingly potent base engine.
(BTW, for a number of reasons, I thought the Automobile magazine review of the SS, which was excellent, was far better-written than the Edmunds one).
(BTW, for a number of reasons, I thought the Automobile magazine review of the SS, which was excellent, was far better-written than the Edmunds one).
Last edited by mmarshall; 03-20-09 at 07:24 PM.
03-21-09, 05:39 AM
#5
I doubt the 306HP will feel all that potent given the weight of the car. If you can, go for the SS.
But if you are going to go for the base, try driving a true base model (bottom rung)...I'm curious what you get for $23K. Pretty sure GM had to cut all kinds of corners to hit that price point and it's probably going to be in the interior since the powertrain and chassis are stellar.
Reading the C&D, Automobile and Motor Trend reviews, I'm surprised that this heavy camaro goes as fast as a Corvette!
But if you are going to go for the base, try driving a true base model (bottom rung)...I'm curious what you get for $23K. Pretty sure GM had to cut all kinds of corners to hit that price point and it's probably going to be in the interior since the powertrain and chassis are stellar.
Reading the C&D, Automobile and Motor Trend reviews, I'm surprised that this heavy camaro goes as fast as a Corvette!
Last edited by rosskoss; 03-21-09 at 06:14 AM.
03-21-09, 05:55 AM
#7
Car & Driver - 2010 Chevrolet Camaro SS V8 Short Take Road Test
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.
http://www.caranddriver.com/reviews/...take_road_test
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.
http://www.caranddriver.com/reviews/...take_road_test
Last edited by rosskoss; 03-21-09 at 06:24 AM.
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03-21-09, 06:00 AM
#8
Motor Trend - First Test: 2010 Chevrolet Camaro
Just going to post the performance bits since it's a very long review -
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?
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, 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 from the '08 Corvette, 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.
http://www.motortrend.com/roadtests/...est/index.html
Just going to post the performance bits since it's a very long review -
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?
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, 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 from the '08 Corvette, 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.
http://www.motortrend.com/roadtests/...est/index.html
03-21-09, 07:10 AM
#10
Lexus Test Driver
I think this car is gonna do very well. It's about time this car came out. Alot of old timers & muscle car lovers are gonna get this car. Great design & lots of V-8 goodness. 
03-21-09, 09:10 AM
#11
Lexus Fanatic
Thanks for posting the 2 reviews/mini-tests, good info. I'm still hopeful about the potential goodness of the 300hp V6 version, assuming it's not too heavy. And the Camaro body is just about the right size. At the San Jose autoshow the Camaro drew the largest crowd and had more photographers around it at all times.
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