2010 Chevrolet Camaro

LS RWD 2-Dr Coupe V6 man trans

2010 chevrolet camaro Reviews and News

0906 07 Pl+2010 Chevrolet Camaro SS+front Three Quarters View
0906 07 Z+2010 Chevrolet Camaro SS+front Three Quarters View
Don't count on the Chevrolet Volt to rescue General Motors. The extended-range electric car is a fascinating science project and great for wowing policy makers, but few car enthusiasts are that committed to saving the planet. What most of us want is a sexy-hot ride that doesn't cost a fortune. Enter the reborn Chevy Camaro - the ultimate red-blooded, blue-collar fashion statement and GM's best hope of driving itself out of the ditch.
The Camaro's six-year absence really did make hearts yearn for a Ford Mustang foil. Dodge's Challenger revival eased some of that ache, but true Chevy fans would sooner pine for the old days than defect. After GM announced that the Camaro concept wasn't a tease, 14,000 believers affirmed their faith by placing orders.
Now that GM's Oshawa, Ontario, assembly plant is cranking out cars, we've test-driven V-6 and V-8 versions of the fifth-generation Camaro. Our first revelation: Chevy has mounted a classic Trojan horse offense. Under its 1969-esque cover, the Camaro is armed with such 2009 weapons as direct injection (V-6 only), an independent rear suspension, and six speeds in every transmission. Chevy's strategy is to reward the faithful and to lure fresh recruits away from imports.
0906 04 Z+2010 Chevrolet Camaro SS+interior
The irony is that true import flavor is part of the Camaro's recipe. Four years ago, Bob Lutz and GM design chief Ed Welburn cooked up this car as a buzz builder and Chevy brand resuscitator. After their 2006 Detroit auto show concept rocked the car world, the business case supporting a production model gained momentum. GM's Holden division in Australia offered two vital resources: a can-do attitude and a global rear-wheel-drive chassis code-named Zeta that arrived here last year beneath the Pontiac G8.
To deliver a Camaro that held true to the Lutz-Welburn inspiration, GM engineers in Michigan and Melbourne hewed a tight coupe out of the large G8 sedan by moving the Zeta rear axle forward six inches. To clear the room needed for twenty-inch wheels and tires, the front suspension was moved forward, track widths were increased, and the windshield was shifted rearward and given a more upright stance. After revised suspension geometries, larger brakes, and other changes were added, the Camaro's Zeta Two underpinnings shared little with the G8's Zeta One blueprints other than common engineering.
Concurrently, the V-8-powered concept was expanded into a full range of meek-to-mean Camaros. The menu includes LS, LT, and SS series with two trim levels, three engines, four transmissions, and two suspensions, plus an RS package consisting of twenty-inch wheels and tires, HID headlamps, and a rear spoiler. Prices run from $22,995 for the stripped LS V-6 to more than $37,000 for a well-equipped SS V-8.
0906 01 Z+2010 Chevrolet Camaro SS+front View
Last year, after driving a Camaro LT powered by the direct-injection 3.6-liter V-6, we concluded that 304 hp serves as an excellent starting point. Now we can report that the six-speed-stick LT squirts to 60 mph in 5.9 seconds - matching Hyundai's hottest Genesis coupe - on its way to a 14.8-second, 98-mph quarter-mile dash. The refined howl under the hood is the entry-level Camaro speaking softly while wielding a decent performance stick, including 17/26 EPA city/highway gas mileage. Equipped with a six-speed automatic, the LS and LT Camaros score an even better 18/29 mpg rating in EPA tests.
The Camaro's cockpit has a bunker vibe inflicted by the high-rise beltline, tall hood, and a roof that curves over your ears. The bucket seats are squishy soft and lacking in both lateral and lumbar support. Releasing one lever allows tilting and telescoping of the dished steering wheel, but a clunky adjuster mechanism takes a bite out of knee room. The uplevel trim is cloth-accented and carefully fitted but not especially luxurious. The few metallic hints are paint or chrome over molded plastic.
Entering the Camaro's rear seats is a chore because of high doorsills and the absence of quick-slide front-bucket releases. There's adequate legroom if front riders are willing to compromise, but curls are sure to be squashed. Rear passengers view the world through tiny triangular portholes.
0906 05 Z+2010 Chevrolet Camaro SS+shifter
Access to the 11.3-cubic-foot trunk is through one of the highest, smallest apertures we've ever encountered. A rear-seat pass-through is provided to accommodate poles, pipes, and spears.
The Camaro's instrument panel is a peculiar mix of retro and modern. Square-cornered tach and speedometer dials juxtapose with electronic fuel-level and trip-info displays. Four secondary gauges mounted at the forward end of the console also hark back to 1969; in forty years, nothing has changed to make that location viable. Providing engine and transmission lubricant temperatures is a nice touch, but no driver in the heat of battle is inclined to search for this information.
OnStar is the only form of navigation offered. In compensation, the list of standard or optional infotainment goodies includes CD and MP3 play capability, Bluetooth, a 245-watt sound system with nine speakers, XM reception, an audio input jack, a USB port, and a wireless interface for portable media players.
The best music source is the Camaro SS's 6.2-liter V-8. Rumble and reverb are entertaining at start-up but appropriately subdued underway. The Tremec six-speed manual's shifter is reasonably light to the touch unless you're in street-race mode, when a heavy hand is required to extract peak performance. So hammered, the 426-hp Camaro SS hustles to 60 mph in 4.8 seconds and logs a 13.3-second, 111-mph quarter mile, neatly eclipsing both the Mustang GT and the Challenger SRT8. The thrill peters out at 157 mph when the speed limiter kicks in.
0906 02 Z+2010 Chevrolet Camaro SS+side View
Squeezing near-Corvette acceleration out of a 3859-pound Camaro wasn't easy. Wider rear rubber than the competition's was a good starting point. To keep the ultrawide rear tires from doing the bunny hop during launch, engineers made one half shaft significantly stiffer than the other.
To avoid the gas-guzzler stigma, the top three gears are tall enough for Bonneville, and there's a skip-shift strategy that forces your hand from first to fourth when the throttle is toed with insufficient gusto. We never suffered that problem. We did, however, find the clutch pedal a touch high, the throttle slightly lazy to respond, and the brake-to-throttle spacing a bit wide for optimal heel-and-toe operation.
Testing a Camaro SS equipped with a six-speed automatic yielded a major surprise: it's a mere tenth of a second slower than the stick to both 60 mph and through the quarter mile. Three handy control modes make this transmission a genuinely satisfying alternative. For optimum automatic upshifts, select the M lever position to engage sport mode. Fingering the tap-shift buttons located on the back side of the steering-wheel spokes engages manual mode, wherein each gear is held until the driver says let go. Option three is launch control, provided when the stability system is partially disabled; here, just the right amount of wheel spin is allowed for heroic root-beer-stand exits.
Black plastic plus-and-minus flags help you locate the appropriate tap-shift button. The pity is that the flags aren't attached to the buttons. With skillful use of an X-Acto blade and superglue, it might be possible to rectify that fault.
To stretch gas mileage, the automatic version of the 6.2-liter V-8 has variable camshaft timing and cylinder shutdown, albeit at a sacrifice of 26 hp and 10 lb-ft of torque. The upside is 25 highway mpg, an advantage of 1 mpg over the manual-transmission V-8. Both Camaro SSs are rated at 16 mpg in city driving.
0906 06 Z+2010 Chevrolet Camaro SS+headrest
In addition to the V-8's hotter performance and more entertaining sound track, you also get firmer suspension calibrations and tighter body control, especially during hard braking. To make the Camaro SS racetrack ready, engineers included Brembo four-piston brake calipers and lubricant coolers for both the engine and the transmission.
All of the Camaros we drove had crisp turn-in and linear steering response. The twenty-inch Pirelli PZero tires communicate minimal road information to the steering wheel until they're pressed hard, but all systems eventually click into sync to provide predictable handling to and through the ragged edge. To cancel limit understeer, you need to disable the stability control, select second gear, and nail the throttle. Once the drift mode is so energized, it's easy to keep the tail cocked until the rear rubber is but a fond memory.
The final surprise baked into the Camaro is a delightful ride. Zeta Two's stiff body structure - combined with large rubber bushings that give the strut-type front suspension ample longitudinal compliance and allow a well-isolated independent rear suspension - yields a sport coupe capable of convincing the most devout classic Camaro fan to join the twenty-first century. Over Michigan's maintenance-deprived roads that drive live-axle Mustangs crazy, the new Camaro felt solidly planted and supplely suspended.
This second coming is a religious experience for the Camaro faithful. Chevy's other target market - Audi, Hyundai, and Infiniti coupe intenders - will be perplexed by the interior design but will be amazed at how much swagger $31,000 can buy. The new Camaro is good enough to warrant their consideration, too.
0906 03 Z+2010 Chevrolet Camaro SS+rear Three Quarters View
Base Price $30,995 (SS)
engine OHV 16-valve V-8
displacement 6.2 liters (376 cu in)
horsepower 426 hp @ 5900 rpm
torque 420 lb-ft @ 4600 rpm
transmission type 6-speed manual
drive Rear-wheel
steering Power-assisted rack-and-pinion
suspension, front Strut-type, coil springs
suspension, rearMultilink, coil springs
brakes Vented discs, ABS
tires Pirelli PZero
tire size f, r 245/45YR-20, 275/40YR-20
L x W x H 190.4 x 75.5 x 54.2 in
wheelbase 112.3 in
track f/r 63.7/63.7 in
weight 3859 lb
EPA MILEAGE 16/24 mpg
Performance {{{Camaro}}} SS Camaro SS Camaro LT
0-60 mph   4.8 sec 4.9 sec 5.9 sec
0-{{{100}}} mph   10.8 11.1 15.3
0-120 MPH   15.4 16.3 24.2
1/4-MILE (SEC @ MPH)   13.3 @ 111 13.4 @ 109 14.8 @ 98
70-0 MPH BRAKING   149 ft 153 ft 162 ft
SPEED IN GEARS 1)   52 mph 38 mph 39 mph
2)   76 64 68
3)   110 99 108
4)   157 131 148
5)   157 157 157
6)   140 140 140
CORNERING (l/r)   0.94/0.93 g 0.94/0.93 g 0.96/0.92 g
0903 11 Pl+2010 Chevrolet Camaro SS+front Three Quarter View
0903 11 Z+2010 Chevrolet Camaro SS+front Three Quarter View
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
0903 13 Z+2010 Chevrolet Camaro SS+rear Three Quarter View
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.
0903 01 Z+2010 Chevrolet Camaro SS+front Passenger Interior
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
0903 09 Z+2010 Chevrolet Camaro SS+taillight
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.
Corvette as Organ Donor
0903 17 Z+2010 Chevrolet Camaro SS+engine
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
0903 04 Z+2010 Chevrolet Camaro SS+front Three Quarter View
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
0903 12 Z+2010 Chevrolet Camaro SS+front Fascia
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.
2010 Chevrolet Camaro SS
Base price: $30,995 (1SS Model; 6-speed manual)
As tested: $35,380
Options:2SS Trim Level - $3185
RS package - $1200
Engine: 6.2-liter OHV 16-valve V-8
Horsepower: 426 hp @ 5900 rpm
Torque: 420 lb-ft @ 4600 rpm
Transmission: 6-speed manual
Drive: Rear-wheel
L x W x H: 190.4 x 75.5 x 54.2 in
Legroom F/R: 42.4/29.9 in
Headroom F/R: 37.4/45.3 in
Cargo capacity: 11.3 cu ft
Curb Weight: 3859 lbs.
EPA Rating (city/highway): 16/24 mpg
0903 08 Z+2010 Chevrolet Camaro SS+front Three Quarter View
2010 Chevrolet Camaro SS
Test Data
Manual Automatic
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
70-0 mph 149 ft 153 ft
Peak g 1.12 1.1
L 0.94 g --
R 0.93 g --
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
0904 01 Pl+2010 RCR Series 4 Chevy Camaro+front Three Quarter View
0904 01 Z+2010 RCR Series 4 Chevy Camaro+front Three Quarter View
Cars such as the new Chevrolet Camaro, Ford Mustang, and Dodge Challenger promise to deliver a modern driving experience wrapped in sheetmetal that evokes the glory years of the first muscle car era. But if you're hankering for the throwback aesthetic in a package that delivers contemporary performance, there is another option: the Richard Childress Racing Series 3 Camaro.
The RCR Series 3 is essentially a brand-new 1969 Camaro that's built to hang with the fastest new cars on the road. Thirteen-inch Baer brakes, adjustable coil-over dampers, and modern BFGoodrich rubber - 245/40YR-18 in the front, 335/30YR-18 in the back - address the fact that stopping and turning weren't yet perfected in 1969. Neither was torsional rigidity, but the RCR Series 3 is built on a Dynacorn reproduction body shell that is stiffer than the General Motors original and is further buttressed by an optional six-point roll cage. So you don't get the sensation that the steering wheel, dashboard, and windshield are sliding around like rogue tectonic plates every time you hit a bump.
So far, so good, but why wouldn't you just buy a new Camaro - or an original one - instead of this rig? The answer lies under the hood. Although Chevy has formidable motivation in store for the latest Camaro, its LS3 V-8 still falls well short of a race-used NASCAR engine, which is the top option on the RCR's menu. Say you want Jeff Burton's motor from the Daytona 500. That's exactly what will end up in your car, albeit rebuilt with flat-top pistons to allow it to run on pump gas, a new carb with an electric choke, and a different cam to drop the horsepower and torque peaks out of the rpm stratosphere. But it's not exactly neutered. Brook Phillips, founder of Total Performance, Inc. (the company that builds the Series 3), says that the NASCAR engine produces a "conservative" 603 hp at 7000 rpm. "It'll still spin to 9000 rpm," Phillips says. "It just won't be making power up that high."
Unfortunately, the car I strap into outside the TPI facility in Wichita doesn't have the NASCAR engine, but it does have the midlevel ("Stage 2a") power option, a 580-hp, 427-cubic-inch V-8 that offers a near approximation of the race engine's performance, minus the provenance. With less than 3400 pounds to motivate (the car's body panels are carbon fiber), performance remains quite lively.
0904 02 Z+2010 RCR Series 4 Chevy Camaro+interior View
Stomping on the Series 3's gas pedal unleashes acceleration and a thunderclap from the exhaust that seem roughly on the level of a Corvette Z06. If you're a goon with the 1-2 upshift, the rear tires will spin, and through the first two gears you're keenly aware that you're on the edge of available traction. The Tremec six-speed transmission requires a definite shove from gear to gear, but you get the sense that you can shift as fast as you like without beating the synchros.
Phillips is a former racer, so he understands the importance of setup, and this classic-looking Camaro exhibits a very contemporary ride-and-handling balance. The steering is quick, and body motions feel buttoned-down, but there's an element of compliance in the suspension that means you don't wince at every approaching expansion joint. The new Challenger feels quite nautical by comparison.
The Series 3 provides a unique driving experience, because it's neither a car of this time nor of the past, but an amalgamation of both. Your eyes tell you it's old, but the seat of your pants and the lack of vintage-car groans and rattles tell you it's new.
One aspect of the Series 3 that's definitely not of this time is the price, which is more in step with the bygone days of 2007, when the average Goldman Sachs bonus was $600,000. The base car starts at $179,900, and the midlevel version costs $199,900. Springing for the NASCAR engine will cost you another $25,000. So although the RCR Series 3 (titled as a '69 and thus exempt from today's safety and emissions laws) is significantly pricier than the 2010 Camaro, it's significantly cheaper than the top '69 Camaros sold at the 2009 Scottsdale Barrett-Jackson auction, which went for $319,000 and $297,000, respectively.
With those kinds of prices for an original Camaro, potential Series 3 customers should seriously consider the race engine, despite the premium over the 427. If you've got the money for a $200,000 carbon-fiber Camaro, you may as well invest a little bit more to give it the one thing that can't be fabricated in a speed shop: history.
0811 01 Pl+2010 Chevy Camaro LS LT+front Three Quarter View
0811 01 Z+2010 Chevy Camaro LS LT+front Three Quarter View
Never heard of the tiny burg of Unadilla? Don't worry-until we moved to Michigan, we hadn't, either. Not much more than a speck on the map, Unadilla is essentially a handful of houses and a couple of stop signs. But it's also where the 2010 Chevrolet Camaro threw a Lake Huron-size wrench into all our pony-car perceptions.
The '10 Camaro won't see showrooms until next March, but General Motors let us take a V-6-powered engineering prototype for a quick spin down the lumpy forest roads just northwest of Ann Arbor. We came away more than a little surprised. The Camaro's basic ingredients are simple. One: GM's rear-wheel-drive Zeta platform (as found in the Pontiac G8, albeit tweaked for more sporting duty). Two: Struts up front, a multilink setup in the back, and a retro but not too-retro skin. And three: A 304-hp version of GM's direct-injected, 3.6-liter V-6, paired with either an Aisin six-speed manual or a GM six-speed automatic.
0811 02 Z+2010 Chevy Camaro LS LT+interior View
That ingredient list may look relatively tame, but don't be fooled-in a huge break with tradition, the cheapest new Camaro you can buy next year will be no weak sister. There's no other way to say it: given a winding, twisting back road, this sucker moves. Weight is a tad on the high side-manual-transmission models check in at about 3740 pounds, automatics twenty pounds heavier-but the engine and the chassis are an astoundingly competent pair, matching a respectable amount of linear thrust with a remarkably unflappable and composed suspension. Mild understeer at the limit can be booted into controllable oversteer, and pockmarked, off-camber asphalt can be dispatched at full throttle with nary a sneeze from the Camaro's rear end. If you've been raised to believe that any pony car worth its salt is a bucking and snorting stick-axled anachronism or a pudgy, face-lifted family sedan, then it all comes as a bit of a shock. The same goes for the wholly respectable steering feel, restrained ride comfort, and relatively quiet cabin.
Nevertheless, our drive was in an unfinished prototype, and we can't render a final judgment just yet. But to dig up an old chestnut, hear us now and remember us later: if the prototype Camaro is any evidence, then Chevy is about to lay some serious welcome-to-the-new-century pain on its pony-car competition. And if we had any doubts about the future of the gas-guzzling, increasingly irrelevant concept of Detroit muscle, then consider those doubts gone-the next Camaro is set to be modern, surprisingly relevant, and very, very good.
0811 03 Z+2010 Chevy Camaro LS LT+rear Three Quarter View
Power To The (Base-Model) People
Think the V-6 Camaro's 304 horses sound a tad puny? Worried that you'll be the laughingstock of the local cruise night? Here's a little perspective to keep the haters at bay: 304 hp is almost 100 hp more than the base (gross-hp-rated) V-8 in a 1967 Camaro. It's also just 6 hp shy of the V-8 in a 2002 Camaro Z28 and 4 hp more than the current Ford Mustang GT's V-8. The 2010 Camaro SS will have a 400- or 422-hp V-8, but if you can't justify the fuel costs and higher MSRP, don't fret-for once, there's strength in six-cylinder numbers.
The Specs
On Sale: March 2009
Price: $23,000 (est.)
Engine: 3.6L V-6, 304 hp, 273 lb-ft
Drive: Rear-wheel
0807 04 Pl+2010 Chevrolet Camaro+front Three Quarter View
0807 04 Z+2010 Chevrolet Camaro+front Three Quarter View
INNER VOICE ONE: Lord help me, but I kind of want a V-6 Camaro.
INNER VOICE TWO: Er...what? Come again?
I.V. ONE: Yep, that's right. A Camaro. Without a V-8.
I.V. TWO: What are you, a kindergarten teacher?
I.V. ONE: Uh, no...
I.V. TWO: A grandmother?
I.V. ONE: No...
I.V. TWO: A hobo. That's it. You must be a hobo. Or maybe a decorator. Interiors? That your thing? Wait - did someone give you roofies? Can you even hear me now? What's your name? Do you know where you are?
I.V. ONE: No! Yes! I mean no! You know what I mean! Hey! Seriously!
I.V. TWO: Yeah, sure. Right. Whatever. Look, I don't have time for this. Lots of manly stuff to do and all that. Busy schedule. Call me when the 400-horse V-8 drops, willya?
I.V. ONE: But the six has the horsepower of a...
I.V. TWO: Sure, sure. Go play with your dolls or something. What's hot now, Barbie? Those Bratz things? I don't really care. I've gotta go.
I.V. ONE: (sigh)...
You know how it goes: On one hand, you can't even fathom buying a pony car - or a sports car, or even a minivan, for that matter - with the smallest engine on offer. It just wouldn't be right. Like moths to a high-octane flame, most sane human beings are drawn to pavement-peeling power and torque. In the perfect little world inside the car enthusiast's head, the one where real-world needs rarely intrude, tire-smokin', ass-haulin' thrust is Priority One.
On the other hand, faced with the reality of gas prices and the almighty bank account, most of us have to be realistic. Even with tall gearing and technologies like cylinder deactivation, big engines suck a lot of gas. And just like horsepower, gas costs money. In an age where dino juice hovers at or above four bucks a gallon, that's no small concern.
And so we've come to the tipping point. For the past forty years, six-cylinder pony cars have been both embarrassing and practical, weak sisters that made lots of sense but little in the way of tire smoke. No more. I have driven a prototype of the 2010 Camaro LS, I have felt the politically correct, environmentally friendly thunder of its 3.6-liter V-6, and I have one thing to say:
I want one.
Laugh all you want (and yes, the above inner-voice exchange actually occurred inside my head), but there's a reason: For the first time in history, the base Camaro is no slouch. The V-6s found in the current Ford Mustang and Dodge Challenger SE (240 and 250 hp, respectively) are smooth, economical engines, but they're by no means asphalt shredders. The six-cylinder Mustang and Challenger exist because of their relatively good fuel economy and their accessible, Joe-Everyman MSRPs. The base, V-6-powered 2010 Camaro, on the other hand? It's going to be cheap. But it's also going to be fast. And that ain't just numbers talking.
Yep, we drove one. Two, actually.
General Motors recently let us loose in two prototype Camaros, each equipped with the company's direct-injected, 304-hp, 3.6-liter V-6. These were fully functional, so-called "99-percent" engineering prototypes, cars that behave and feel almost exactly like a production 2010 Camaro will. Being prototypes, the examples we drove were cosmetically rough - think zebra-stripe camouflage, sandpaper paint, and trailer-park interiors - but the behind-the-wheel experience was essentially that of a finished, bug-free production car.
What we discovered during this drive was pretty impressive, but it wasn't totally unexpected. Let's dispense with the obvious first: The '10 Camaro behaves a lot like a Pontiac G8, largely because it shares both a platform (Zeta) and a drivetrain with GM's most sporting four-door. But there's more to it than that. Due to the relatively restricted nature of our drive (a GM engineer was present at all times), we weren't able to obtain test results or steal off to the dyno or go visit Mulletville for some man-on-the-street reactions, but we can offer some subjective impressions. What we can't do is guarantee that, once you've driven one, you won't start thinking about a V-6, too.
0808 05z+2010 Chevrolet Camaro RS+rear Three Quarter View
0808 01z+2010 Chevrolet Camaro RS+front Three Quarter View
0808 02z+2010 Chevrolet Camaro RS+side View
Engine: A healthy, rubber-burning six life
The 3.6-liter bent six that lives under the Camaro's hood is equipped with a host of modern features: dual overhead cams, direct injection, four valves per cylinder, and variable valve timing are all present, and they help the compact, all-aluminum engine produce 304 hp and 273 lb-ft of torque. Think about that for a second - three hundred horsepower in a base Camaro. That's ninety horsepower more than the base V-8 found in a 1967 Camaro, and just ten horsepower shy of the eight in an '02 Camaro Z/28. That's one hell of a strong V-6 - especially in light of the fact that the 4.6-liter V-8 in a Mustang GT produces four horsepower less. (In case you were wondering, the V-8 in the 2010 Camaro SS is set to produce some 422 hp.)
The 3.6-liter's 300 hp and 273 lb-ft are readily apparent from behind the wheel, though their impact is a little hampered by the Camaro's 3760-lb curb weight (that figure drops to 3740 lb if you opt for a manual transmission). Things feel a little soft off the line, but the six is at least flexible enough to pull cleanly and strongly from just above idle in almost any gear, and it's remarkably linear across the rev range. Most important, unlike previous Camaro sixes, it's also fun to smack around; running the engine to redline (7000 rpm) is satisfying, involving work, and it belies the powerplant's relatively pedestrian roots. You have to cane the base Camaro in order to generate real speed, but you don't necessarily mind, because it ends up being fun. Testing wasn't permitted during our drive, but our best stopwatch guess has 60 mph coming up in around six seconds, depending on how aggressively you launch the car.
The V-6's noise signature was still being fine-tuned (largely through the use of different mufflers, though intake noise also filtered into the mix) at the time of our drive, but it's safe to say that this engine sounds better and more aggressive here than in any other GM application. A slight bit of rasp makes its way into the cockpit, but most of what you hear is a throaty mix of induction honk and moderately loud growl, and as the tach needle climbs across the tach, it takes on a harder-tinged, sharper, more metallic note. It sounds largely like someone stuck a megaphone up the tailpipe of a G8 - louder, hollower, and a little meaner, but not by much. Surprisingly, road noise is almost nonexistent, as is wind noise, so most of what you hear ends up being engine and driveline.
Transmissions: Welcome to the machine
The two transmissions we drove are, conveniently, the only two transmissions that will be offered when the V-6 Camaro goes on sale next year. There's no CVT or twin-clutch gearbox, thankfully, just a six-speed Aisin AY6 manual and a version of GM's corporate six-speed automatic, the Hydramatic 6L50. (A Tremec 6060 six-speed, like those found in the Corvette and the Pontiac G8 GXP, will be the sole manual offered for V-8 Camaros, while the automatic's specification changes slightly, to a Hydramatic 6L80.)
For an Aisin - not typically the most involving and intuitive of gearboxes - the six-speed manual we drove felt surprisingly chunky, boltlike, and mechanical. The big, golf-ball-shaped shift knob and short, direct shift action feel like a nod to pony cars of yore. It's a nice touch, one that makes you feel like something more substantial than a V-6 is lurking under the hood. The long-travel clutch is direct and easy to operate smoothly, and after a few miles, you feel largely at home, ripping off glasslike, whomping downshifts without a second thought.
The six-speed automatic largely feels like it does across the rest of the GM lineup, though it benefits here from tweaked shift patterns. Shifts are smooth and largely unnoticeable, though the transmission tends to err on the side of fuel economy and low rpm when it comes to gear choices. It's not always completely in sync with what you want (even though it does, admirably, downshift during braking for corners), but it does the job well enough.
0808 04z+2010 Chevrolet Camaro RS+rear Three Quarter View
Equipment: Speak softly and don't carry a big stick (axle)
The Camaro is both smaller and lighter than the G8, and while it was developed by the same team as the G8 (GM's Global Rear-Wheel Drive Vehicle group, based in Australia), it benefits from a more sporting, less compromised focus where chassis tuning is concerned. Front struts are paired with a multilink independent rear suspension, and though most suspension components are shared between V-6 and V-8 Camaros, a few differences do exist. Marginally stiffer bushing rates are found on eight-cylinder cars, as well as unique rear toe links and slightly shorter front springs. (The front ride height of V-8 Camaros is ten millimeters lower than that of the V-6-powered examples.)
Braking is accomplished by discs all around; the V-6 sports 12.6-inch cast-iron rotors in front, with 12.4-inch aluminum units in the rear. Single-piston calipers live at all four corners, and both ABS and electronic stability control are standard. (V-8s get four-piston Brembo brakes equipped with 14.4-inch aluminum rotors.)
On the rolling stock front, 18-inch steel wheels are standard on the V-6-powered LS, with 18-inch aluminum wheels available on the V-6-powered LT. (19-inch alloys are also available on the LT, and V-8-powered SS models receive 20-inch alloys as standard.)
On the road, the V-6 Camaro is surprisingly nimble and light on its feet, especially given its rather hefty curb weight. And though you'll never mistake it for a stripped-down sports car, the '10 Camaro's handling limits are more approachable and, ultimately, more entertaining than those of a Mustang or a Challenger. The back end takes a set almost immediately upon turn-in, and you can feel the rear suspension working over every bump and lump and crest in the road. Road impacts are sopped up like they barely exist, and even the harshest of potholes or mid-corner crags require only minor steering correction. Through it all, you're able to keep your foot planted, flying over harsh pavement in a way that never would have been possible in a 1967-2002 F-body.
Steering feel is still under development - at the time of our drive, the 18-inch wheel and tire package offered much better feedback and feel than the 19-inch setup - but we can say this: At its best, the Camaro's rack-and-pinion setup offers little to no kickback, decent (if not spectacular) feel, and a respectable amount of self-centering effort. It reminds you of a more lively, less assisted version of the Pontiac G8's rack.
All in all, it's more than a little impressive.
0808 03z+2010 Chevrolet Camaro RS+interior View
Interior: Retro, modestly
As we mentioned above, the Camaros we drove were engineering prototypes, cosmetically rough but mechanically finished. As such, the interiors lacked final production graining and finish, and most of the trim had been assembled and disassembled several times for diagnostic purposes. Still, there was a lot to notice - the '10's Camaro's ergonomics and general layout will be identical to those of the cars we drove, as will the seating and glass layout.
The basics: Yes, there's a huge blind spot in the C-pillar. And, yes, the view out the front is like looking through a mail slot. But fixing either problem would require making the Camaro look . . . well, less like it does now. And the Camaro looks good now, so we don't really care. GM's designers apparently tried a number of different styling solutions for the C-pillar, all of which were aimed at fixing the blind spot problem - ultimately, however, they weren't able to arrive at a solution that both looked good and worked well.
From the driver's seat, things are mildly tunnellike; the thick C-pillars, high doors, and slitlike windscreen combine with the relatively small rear glass to make things mildly claustrophobic. On top of this, the Camaro's wide, long hood makes it feel larger than it really is. Thankfully, both of these factors are somewhat counterbalanced by the fact that you sit higher here than you do in a Challenger or a Mustang, which makes the car feel smaller (and more manageable) around you. And, happily, going down the road, the Camaro feels smaller than either the Ford or the Dodge.
Other details? The wheel is big and fat-rimmed, the dash is thick, and the doors are long and solid without feeling heavy. The transmission tunnel is narrow and long, and your feet disappear into black wells beneath the wide, tall dash. The gauge and console layout is clean, tasteful, and modern, and while the seats could use a little more lateral support, they're still relatively comfortable - especially when you consider that only one seat will be offered across the entire Camaro lineup.
The optional four-instrument gauge cluster on the front of the console has been modified in the past few months, eliminating the torque readout shown in almost all official photography to date. The current gauges offer up oil pressure, oil temperature, electrical system voltage, and transmission temperature. (GM admits that the last one is kind of pointless in a car that will rarely, if ever, see a trailer hitch, but the cluster required four gauges for symmetry.)
0808 06z+2010 Chevrolet Camaro RS+front Three Quarter View
Conclusion: Welcome to the future of pony cars
Things You'll Love:
The V-6 is no longer the engine of trailer-park mulletheads and those hosers who only buy pony cars for the looks. It's a real engine, one that produces real-world levels of power, and it's actually fun to spank.
The interior: It's retro without being overblown, fun without being goofy, and serious without taking itself too seriously. It's usable, intuitive, and practical. It's also just cool to look at.
The looks: Out among traffic, the Camaro stands out. It looks smaller on the highway than it does on the show stand, and while it's no microcar, it exhibits none of the largesse or long, fat flanks of its competition. It's modern and retro all at once, and because it's both a clean and unfettered design, it should age well. More important - and this thought is echoed by almost everyone, whether they're fans of the General or not - the Camaro simply looks awesome.
The rear suspension: Quite frankly, it's amazing. After decades of bump-wary, live-axle pony cars, we've finally arrived at the point where the base model of a production horse drives like a real, bang-up-to-date modern car. Bravo, GM, for having the balls to spend the money and take the chance.
The Camaro as high-revving back-road burner: It's not exactly a familiar concept, is it? Thankfully, that doesn't stop it from being true. The Camaro's engine, transmission, steering, and suspension work together in such a way that the entire car feels engineered, not simply bolted together from spare parts. There's actual, tangible feedback from the controls, the engine is more than up to its task, and the chassis exudes a level of polish rarely seen on cars from Detroit. And topping it all off, the Camaro essentially blows away its competition - the Ford Mustang and Dodge Challenger seem positively primitive in comparison, a couple of rough-edged, cost-cut, sedan-derived chunks of ordinary.
After forty years of compromises and letdowns, it's nice to see a pony car that behaves the way that we've always thought one should.
Things You'll Hate:
Knowing that you could've had a V-8 if only you weren't so damn poor.
The lack of back seat room: two seats, a cramped roofline, and very little exterior visibility. Kind of an accepted negative when you buy a small or mid-size coupe, but it's a negative nonetheless.
The enormous rear-three-quarter blind spot. At least until you realize that fixing it would make the car very, very ugly.
There's definitely more to the story, but we won't know the rest until we drive the production Camaro - both V-6 and V-8 versions - next year. Until then, rest assured in the knowledge that, even in prototype V-6 form, the new Camaro is something GM should be proud of.
2010 Chevrolet Camaro Tooth Pull
As a kid, stubborn loose baby teeth can be an annoyance. Fortunately, classic tricks like tethering the tooth to a doorknob, and slamming the door can take care of that wiggling bicuspid in no time. However, when you're the son of a professional wrestler who goes by the ring name Rob Venomous, you leave the dental improvements to your pop's trusty V-8 muscle car.
Optimus Prime Bumblebee Studio Truck Rear
California may have earthquakes, high unemployment, suffocating taxes and onerous environmental and business regulations, but the state enjoys some of the best weather in the country, and is the center of the country's, if not the world's entertainment industry. Those that work in "the biz" see it as just a job, and some things that leave the rest of us star-shocked are simply cargo and deliverables for the working-class Joes and Janes tasked with delivering them. Sharp-eyed reader Luis Galdames happened to be in the vicinity of the Paramount Studios in Hollywood, and found Bumblebee and Optimus Prime, two of the biggest car stars of the "Transformers" movie series chilling out on the back of a big rig outside the studio gates.
Hennessey Hpe600 Camaro Convertible Front Three Quarter
You've seen supercharged Camaros from Hennessey before, but how'd you like to both see and hear the new 602-horsepower Camaro Convertible the company has built? Keep reading.
The Americans are coming! The Americans are coming! For the first time since the mid-Seventies, the Chevrolet Camaro and Corvette will be sold side-by-side in Chevy dealers in the United Kingdom. Are the Brits ready for an American invasion?
So you've heard a Camaro Z28 is coming, don't necessarily care to wait for a V-8 option, and know there's a more efficient way to squeeze out big horsepower in a Camaro. Intrigued? Storied General Motors tuner Hurst hopes you are, and is introducing the first of the Redline Series of Camaros in conjunction with tire manufacturer BFGoodrich.

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2010 Chevrolet Camaro Specifications

Quick Glance:
3.6L V6Engine
Fuel economy City:
17 MPG
Fuel economy Highway:
29 MPG
304 hp @ 6400rpm
273 ft lb of torque @ 5200rpm
  • Air Conditioning
  • Power Windows
  • Power Locks
  • Power Seats
  • Steering Wheel Tilt
  • Cruise Control
  • Sunroof (optional)
  • ABS
  • Stabilizer Front
  • Stabilizer RearABS
  • Electronic Traction Control
  • Electronic Stability Control
  • Locking Differential (optional)
  • Limited Slip Differential
  • Airbag Driver
  • Airbag Passenger
  • Airbag Side Front
  • Airbag Side Rear (optional)
  • Radio
  • CD Player
  • CD Changer (optional)
  • DVD (optional)
  • Navigation (optional)
36,000 miles / 36 months
100,000 miles / 60 months
100,000 miles / 72 months
100,000 miles / 60 months
Recall Date
Potential Units Affected

Recall Date
General Motors LLC (GM) is recalling all 2010-2014 Chevrolet Camaro vehicles manufactured December 3, 2008 to May 23, 2014. In the affected vehicles, the driver may accidentally hit the ignition key with their knee, unintentionally knocking the key out of the run position, turning off the engine.
If the key is not in the run position, the air bags may not deploy if the vehicle is involved in a crash, increasing the risk of injury. Additionally, a key knocked out of the run position could cause loss of engine power, power steering, and power braking, increasing the risk of a vehicle crash.
GM will notify owners, and dealers will remove the key blade from the original flip key/RKE transmitter assemblies, and provide two new keys and two key rings per key. The recall began August 25, 2014. Owners may contact Chevrolet customer service at 1-800-222-1020. GM's number for this recall is 14294. Note: Until the recall has been performed, it is very important that drivers adjust their seat and steering column to allow clearance between their knee and the ignition key.
Potential Units Affected
General Motors LLC

NHTSA Rating Overall
NHTSA Rating Front Driver
NHTSA Rating Front Passenger
NHTSA Rating Front Side
NHTSA Rating Rear Side
No Test Planned
NHTSA Rating Rollover
IIHS Front Moderate Overlap
IIHS Overall Side Crash
IIHS Rear Crash
IIHS Best Pick
IIHS Roof Strength

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