Camaro SS
Camaro SS
The six-speed manual, 3.45:1 geared 426 hp Camaro SS was the quickest car of the group by a wide margin, stomping 60 mph in 4.9 seconds and running through the 1/4-mile in 13.0 seconds at 111 mph. That speed is particularly impressive considering the Camaro SS weighs almost 3900 pounds. On the road, the V8 has enormous torque and can pull away from lesser cars from less then 2000 rpm on the freeway.At idle the big 6.2-liter rumbles ever so slightly. And we like that. Still it takes full throttle and some revs to really hear this motor sing, so a more aggressive exhaust tuning is needed. Back at the track, the SS stopped from 60 mph in an incredibly short 107.8 feet. Credit that particular number to the serving tray size, 14-inch front and 14.4-inch rear Brembo brakes.
If you’d like to get a taste of the Camaro’s handling right now before it arrives in dealerships this April–give a Pontiac G8 GXP a spin. The Camaro is built on an evolution of that same GM global rear-drive chassis engineered and tuned in Australia. Creating a Camaro from those bones was no easy task. The front wheels were pulled forward, but the
overall wheelbase (112.3-inches) is shorter than a G8′s by more than two-inches. Chevy is appropriately pleased that they were able to shave some height on the front suspension towers to accommodate the Camaro’s fender and hood proportions without noticeably effecting the ride quality. In the rear, for the first time, the Camaro has a fully independent multi-link suspension. So how does this chassis work compared to the Mustang GT and Challenger R/T? Brilliantly. On both the tight corners and long sweeping bends of the country roads in South San Diego County, we were not able to find the limits of the suspension or tires. The Camaro engineers have masterfully masked the fact that it weights almost two tons. Back in the city, that capable suspension does not punish the driver when the big Camaro SS hits broken pavement and potholes. The ride is smooth, supple and refined–nearly on par with the softer-tuned Dodge Challenger R/T. But there is something missing. As quick and as capable as the drivetrain and chassis is, the Chevy lacks a bit of that raw visceral emotion we were expecting. Is the Camaro too quiet, too polished–too un-Camarolike? Perhaps. But that’s nothing a trip to the Summit Racing Equipment website won’t fix.
Inside, the Camaro is a bit of a mixed bag. From afar, the interior is a hip mix of old and new. But once settled into the seat, it seems like the designers may have called a few too
many shots. The cabin’s gangster proportions mean sightlines are a compromised. There are bigger blind spots for parking or checking over-the-shoulder for a freeway pass than either the Mustang or Challenger. We also found the seats could use a bit more padding and thigh support. We certainly dug the useful retro console gauge package. And the steering wheel, with it’s tiny “SS” emblem at the bottom of the rim looks cool. But the shape of that wheel rim is too triangular in to be comfortable on demanding roads–the pointy edge digs into your hand’s palm in the wrong way. Similarly, the shifter’s club-like lever is awkward to use. Nitpicks? Sure. But this is a performance car and the tools used to extract that performance should be comfortable to use. Chevy will offer a Hurst shifter as a factory option–we’d recommend checking that box. Rear seat accommodations are tight. There’s less head and legroom in the backseat than the Challenger and less trunk space than both the Ford and Dodge. The Camaro’s 11.3 cu.-ft. trunk is deep, but the body’s structure encroaches on the trunk opening, making it a challenge to load awkwardly shaped objects. But hey, if you won’t buy a Camaro because of its modest Costco capability, check your pulse.
Article Source: Popularmechanics.com
