A Look At 2010 Chevrolet Camaro V-6
Show your support.
Buzz this article up.
Aug 28, 2008
The 99-percent prototype is admittedly rough around the edges-awful paint, not all parts to production shape, some interior bits held in place with tape while engineers test final pieces-but hardware-wise it’s a “nearly done” Camaro. With minor tweaks, this is the car you’ll be able to get by March.
For this early drive Chevy served up only the base, V-6 version of its new pony car (V-8 drives will follow in about two months), but that quickly proved to be no disappointment.
Click Here For More Chevrolet Camaro V-6 Pictures
Inside, the 2010 Camaro recalls the flavor of the ‘67 model that inspired it-squarish primary instruments plus a rectangular four-pack of secondary gauges in the center console-but it’s far too stylish and modern to appear “retro. “A thick, deep-dish steering wheel is unique to the new Camaro, another reminder of project cash well-dispensed. Seats will be trimmed in cloth or optional leather; one gripe, as on the Pontiac G8, is the lack of a power backrest adjustment (on the Camaro it’s a manual ratchet). The wheel is a tilt-telescoping model, which in combo with the smartly placed pedals helps deliver a near-ideal driving position.”
When outfitted with 18-inch wheels and tires and the V-6, the Camaro may wear a “base car” label, but you’d never know it by the drive. The hydraulic power steering delivers excellent feel, with deft off-center response and plenty of mid-corner feedback. The chassis, boasting a Mustang-crushing independent rear, powers through bends with a level of grip that simply obliterates any “base car” notions. Even pushed as hard as you’d dare on public roads, the Goodriches rarely protest or slip, instead digging in and doing their best to pry your eyeballs from your skull. Stability control steps in only mildly, catching minor missteps (ooohh, that corner was just a bit tighter than expected) without quashing useful dabs of oversteer. Body rigidity is exemplary, too. The Mustang can only dream of delivering handling at this level of performance and sophistication.
With moves like this in the entry Camaro-base price in the mid-to-low $20s-it’s drool-inspiring to imagine what the car will do with, say, the optional 20-inch summer rubber (not to mention, the mega-output V-8s with FE3 chassis tuning). What’s more, even in “stripped” form the Camaro feels distinctly upmarket. Wind noise is almost nonexistent. The ride polishes off road imperfections while remained poised to spring, cat-like, to quick steering inputs. Brakes are sturdy and bite hard early into the pedal’s travel. Mustang? Nah. The new Camaro feels more akin to an American Infiniti G37. And remember: Thus far our driving has been limited to the base V-6 version.
In an era when “mega-ultra-hyped blockbuster” often means “I wasted my money on that?” the new Chevy Camaro pushes back against unfulfilled expectations. It delivers. The look is there. The performance is there. The value is there.
