It turns, too. The sport and track modes up its handling beyond what sane people are willing to explore on our roads. It is now a wildly capable piece of driving hardware, with the suspension and brakes to indulge those who would push the car to its limits. These facts were not lost on our logbook scribes. Chevy would likely point out here that our car offers Android Auto and Apple Carplay. But small-item storage is a weakness.
Never once did we witness a low-oil warning light, nor see signs of burning or leaking oil, but regular checks proved that by 20, miles, the consumption rate worked out to one quart every miles. Our only other service to the car was to rebalance the tires once to quell a vibration. We remain divided on whether its obvious and painful compromises—ones that most profoundly impact necessary tasks such as, say, parking—are worth it.
Yes, it is deeply and stupidly flawed, but it is perfect in a way that the Mustang will never be. All of this matters not one whit, however.
Mostly, things are as they have been. Despite its snarling persona, the Camaro proves on many occasions to be a big old teddy bear. At times, the Camaro is downright European in its manners, while always holding close to the surface its cocksure American roots. Not a capable snow-goer, the SS nonetheless dug and slid and, eventually, found enough grip to move ungracefully under its own power in packed snow. This is not a winter car, even on winter rubber. Cold weather also revealed a shifter that became recalcitrant, even in temps as moderate as 40 degrees.
First and reverse proved difficult to engage, although everything loosened up once the fluids came up to temperature. We added 3. The other 1. Nonetheless, the consumption proved inconsistent, as later checks showed no need to add oil. This time, the dealer remembered to pour in all 10 quarts.
Otherwise, the Camaro has failed us precisely zero times, not once leaving us stranded or ever exhibiting mechanical or electrical problems. It is a tire-smoking picture of reliability.
Notably, our best tank, at 25 mpg, matches the EPA highway rating. But boasting about the fuel economy in a hp pony car is like going to a Top Fuel drag race and raving about the kettle corn. We continue to be impressed with the seat comfort and support, especially on long-distance drives. Other laudables? One editor appreciated that the selected drive mode is retained through key cycles. Put it in Sport, and it stays there.
From some angles, the Camaro cuts striking, honed lines, while other angles reveal a stubby, foreshortened body.
It still wears its powerful haunches with the same pride, which nicely balance out its tall nose and slim grille. The menace? It's all there, intact, especially in dark colors. But it wasn't the exterior that let down the last Camaro unless we're talking about outward visibility, but more on that below. The car's cabin was its black mark, a mix of cheap materials and heritage design elements that didn't work in a modern interior.
The new car fixes that. Fewer seams and high-quality materials combine for a more completely look. Another thing that's gone with the new Camaro: weight—about pounds of it in some versions. Thanks to the new Alpha platform, the Camaro has gone on a bit of a diet while simultaneously increasing its performance credentials. Beyond the basic structure, the Camaro also cribs its suspension and numerous body and mechanical components—namely engine rails, trunk floor, and steering gear—straight from the CTS-V to elevate handling while retaining the Camaro's classic, muscle-car stance.
For the first time in history, the Camaro gets a turbocharged four-cylinder engine, good for horsepower, pound-feet of torque, and a sprint to 60 mph in as few as 5. The only problem is the sound, which isn't very macho. The V-6? It's rated at hp and lb-ft of torque, good enough to punt the Camaro to 60 mph in about five seconds. The Camaro's middle-child is potent enough to dust the highest-performance Camaros of just a decade ago. Still, it's the V-8 you really want.
The Corvette's horsepower LT1 V-8 is stuffed under the Camaro's hood, twisting lb-ft of torque. It makes the SS a sensational piece of hardware, capable of mph times of 4. New for are the 1LE handling package and the horsepower ZL1 with a supercharged version of the V We haven't driven either, but we will report back when we have.
The new Camaro is now smaller than during its previous generation, which makes the back seat even more of a parvel shelf than what it was before.
However, thanks to some tricky engineering work, drivers and front passengers have more room despite the new car's lower roof. Taller drivers can sit upright with a helmet on without hitting the headliner. In IIHS testing, it received the top score of "Good" for the small front overlap, moderate front overlap, side, and rear crash tests, but it only got an "Acceptable" rating for the roof-strength test.
It comes with a handful of active safety features, including forward-collision warnings, blind-spot monitors, and a standard rearview camera. It needs the latter, too, as outward vision is poor to the rear. The 1LT and 1SS models come standard with a healthy set of features. The 1LE is an option package, and the ZL1 gets many of those features and then some.
Sculping smaller cars is a tricky black art; lines have less room to play out, and that can make them abrupt instead of graceful. We rate the Camaro an 8 for styling, giving it points for its interior and exterior designs, as well as another one for its iconic shape. Read more about how we rate cars. Versus the fifth-generation Camaro, the Gen 6 car's exterior is updated, but the change isn't nearly as noticeable.
GM attempted to maintain the Camaro's aggressive lines and profile while riding the body of the previous generation's more cartoon-ish flourishes. The result is a sports car that's striking from some angles and awkward from others. The front end, with its thin grille big intake, isn't as expressive as the previous car, but it's still full-on menacing—especially when viewed from the side. The biggest drawback of the fifth-generation Camaro was its stark cockpit. Designers worked very effective change this time around.
The new interior wears enhanced materials with fewer seams. The look is overall more cohesive and open thanks to lower placement of its dash and console. Gone are the heritage design details from the previous Camaro, replaced with a modern cockput with large digital gauges, a binnacle framed by "Star Wars" Tie Fighters, and gimbaled vents that bring futuristic, fresh style to an interior that will hopefully be appreciated for years to come. The Camaro is far from the straight-line muscle car that Chevrolet debuted in The latest generation merges its infamous V-8 power with sophisticated driving dynamics to put it on par with some of the most capable performance cars ever.
It really is a sports car now. We rate the Camaro a 9 for performance, giving it points for steering, agility, acceleration, and braking. Along with being possibly the best Camaro in terms of handling, Chevrolet has fitted it with a Drive Mode Selector, altering the car's driving characteristics to suit different environments.
Tour mode delivers lighter steering that's still quick and hefty compared to the over-boosted steering systems in non-performance cars. In Sport and Track modes, the Camaro could thread a needle with its precision. Thankfully, the new platform also rids the Camaro of the fifth-generation's oppressive understeer. Much of that improvement is credited to the components Chevrolet cribbed from Cadillac, such as suspension bits and a similar electric power steering system, that lighten the Camaro's nose.
Traction comes by way of Goodyear Eagle Sport tires wrapped around inch wheels. Standard four-piston Brembo brakes bring everything to a stop in a hurry. The standard inch wheels and tires don't bobble or dance too much, exhibiting a great sense of stability and good tracking. Broken pavement mid-corner is no longer a cause for concern as the Camaro now keeps its rear tires planted where they belong. Going two-sizes up to the inch wheels, the Camaro begins to jackhammer and skitter over chunky, imperfect road surfaces.
The SS is still able to keep its composure during times when posted speed limits are merely suggestions, but GM's magnetic dampers introduce a world of calm to the Camaro's demeanor here.
The base engine is a turbocharged 2. Chevy pegs 0 to 60 mph times at 5. That's quite quick, and it may be a bit optimistic. Here's how to disable adblocking on our site. Click on the icon for your Adblocker in your browser. A drop down menu will appear. Select the option to run ads for autoblog. The exact text will differ depending on the actual application you have running.
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