2010 Chevrolet Camaro
More than meets the eye
Plymouth, Michigan - I don’t know about paying $350,000 for a new Camaro (as did the winning bidder at the Barrett-Jackson Collector Car Auction for the first one off the line March 16), but our convoy of multi-coloured Camaros was getting plenty of head turns and thumbs ups. At our driver change points in town, many of the locals grabbed the opportunity to get up close looks with at least a dozen cars in almost as many colours.
Though this two-door coupe has been designed to stand alone as a solid sports car for the 21st century, the classic American muscle styling cues are not totally absent from the Camaro exterior. It’s not overtly retro, but it definitely looks muscular.
The full line-up came out for our “parade” – LS, LT and SS trims in both V6 and V8 force with six-speed transmissions and a choice between automatic and manual. The base six makes 304 hp and 273 lb.-ft. of twist while the eight-cylinder generates over 425 hp and 420 torques with the manual tranny. Available on the SS model only, this naturally-aspirated powerplant is the same one found in the 2009 Corvette coupe, convertible and supercharged ZR-1. You can get an automatic in the SS – if you’re willing to give up 26 ponies and 10 lb.-ft., that is.
I found the V6 powerband to be more than adequate for everyday purposes. The automatic transmission scores bonus points thanks to its “TapShift” feature that allows gear changes via a pair of buttons on the back of the steering wheel. Some people might prefer paddles, but these worked well enough for me. Having to share this car with someone who can’t drive a stick wouldn’t be that bad, as it simulates a manual gearbox eerily well.
Both Camaro engines are more powerful than the mills Ford uses in its Mustang (the V8-powered ‘Stang GT gives up more than 100 in horsepower and torque). Dodge Challenger, the other main competitor, is heavier, longer and less powerful than Camaro (not by much though).
Beneath the car’s killer looks is a fully modern rear-drive chassis developed Down Under. It’s the same one used on the Aussie-built Holden Commodore, with modifications to make it longer and stiffer. Not only is the smaller powerplant smooth and powerful, the overall ride and handling of the vehicle exceeded the expectations of many of us this day.
Michigan is notorious for its aging, scarred and potholed roads. Oblivious to the deteriorating pavement, Camaro’s four-wheel independent suspension did extremely well at soaking up vibrations whilst providing a firm, responsive and almost European ride quality.
The LS base comes standard with 18 inch wheels; the LT gets staggers the footwear (18s in the front and 19s in the rear) and the high-performance SS benefits from 20-inch wheels on all four corners. Ventilated four-wheel ABS brakes are standard. The SS gets upgraded four-piston fixed Brembo aluminum callipers in the front and rear.
Steering is direct, precise and the vehicle tracks dead straight on flat roads. The steering wheel itself is beefy and contoured for the hands, with cruise and infotainment controls built right in. All controls are easily reachable and the interior space feels much warmer and inviting than that of Challenger, which has shorter windows and tighter confines that give the cabin a more claustrophobic feel.
Leather-skinned seats come standard on the LT and SS trims. The LS gets cloth though they’re still as comfy, well-bolstered and suitable for a range of sizes.
Getting into the back seat is a bit tricky – awkward even – as the front seats don’t automatically slide ahead when the seatbacks are tilted forward. The rear bench folds down completely to allow long cargo objects to fit but the trunk opening is a bit small, meaning some bulkier objects might not actually fit into it. That said, I suspect that transporting cargo won’t be high on the priority list for owners.
There’s more hard plastic in the interior than I like, but at least there was no creaking and cracking at any point to complain about. Rather the noise levels inside the cabin are exceptionally low. My only other issue is with the bulky C-pillars that make it difficult to see when in reverse. An ultrasonic rear parking assist feature is available on select models.
My 2LT test mule starts at $31,595. The optional RS appearance package adds $1,705 to the price and includes HID headlamps with integrated halo rings, a rear spoiler, badging, unique taillights, Midnight Silver-finished 20-inch wheels and suite of enthusiast gauges. Since equipment levels vary from model-to-model, RS package pricing rises and falls depending on the trim level you select. On 1LT, for example, it goes for $1,995 while on the SS it costs $1,380.
A limited slip differential is standard on all models except the V6 automatic. All trims get traction control, hydraulic brake assist and six airbags. The SS also gets an electronic launch control system that significantly reduces squat during hard launches.
Summary:
Strong Points
Weak Points
- - Strong engines
- - decent fuel economy
- - killer looks
- - wide appeal
- - Cheapish interior
- - poor rear visibility
- - rear/cargo and accessibility
Editors Rating:
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