1996 Chevrolet Camaro Review

Most people never thought they would see a racy looking Camaro with a six-cylinder engine that would be anything but, well, just a slow, racy-looking Camaro.

After all, that's the way it was with six-cylinder Camaros until the RS V-6 model arrived for 1996.

The new $17,490 Camaro RS coupe and $22,720 RS convertible have such a strong ``six'' that the RS should satisfy many who would like to get the Camaro Z28 V-8--but can't afford that model and/or its stiff insurance premiums.

While cheaper to buy and insure than the $19,390 Z28 coupe and $24,490 convertible, the RS looks as zoomy as the Z28.

Creating that look are the Camaro's fluid lines and, on the RS, the lower front and rear fascia extensions, aggressive ``ground effects'' rocker panel moldings and exclusive three-part spoiler.

RS buyers also get 55-series performance tires on 16-inch alloy wheels for better handling and braking. Chevy throws in free air conditioning for the RS coupe, which I recently drove.

My test RS had the $400 Performance Handling Package option. It's a good buy because it contains a limited-slip differential for better traction, four-wheel disc brakes for surer stops, sport steering ratio for quicker steering, a dual exhaust outlet for a throatier sound and a higher-performance 3.42 axle ratio if you get the $790 four-speed automatic transmission model.

But save yourself about $800 because the RS' standard five-speed manual transmission helps deliver the best performance. The manual shifts well. It works with a clutch that has a long throw, but is light in operation.

An engine is the heart of any car, and the Z28's 5.7-liter, 285-horsepower V-8 is a very strong heart. But the 3.8-liter, 200-horsepower RS V-6, which is standard in the base Camaro, delivers surprisingly strong performance.

The RS manual-transmission model scampers from 0 to 60 m.p.h. in only 7.5 seconds. The V-6 provides easy merging into fast expressway traffic and its superb mid-range torque allows no-fuss passing on two-lane highways.

The potent V-6--called the 3800 Series II--almost looks lost in the big Camaro's roomy engine compartment. The motor has very compact dimensions and is set way back to give the car better balance.

The V-6 has an old-style pushrod--not overhead camshaft--design, but a balance shaft smooths out vibrations and a lightweight valvetrain and light connecting rods and pistons allow a high, 6,000 r.p.m. tachometer redline.

Importantly for such a sporty car, the exhaust emits a nice growl during hard acceleration.

Never mind that the V-6 is a highly updated, refined version of the 1962 Buick Fireball V-6, which itself was a cut-down V-8. After all, the Z28 V-8 dates to 1955.

Government-estimated RS economy is 19 m.p.g. in the city and 28 on highways with either the manual or automatic, and the engine runs on lower-cost, 87-octane fuel.

The quick, direct power rack-and-pinion steering of the RS with the Performance Handling Package lets a driver place the Camaro precisely where he wants it on the road, and the car has the agility of a lighter sports coupe.

Getting in and out is a bit of a struggle because of the low car's low-set seats. Also, you can't see the front or back ends, and thick rear roof pillars block a driver's rear visibility.

The 1996 Camaro is the best ever, with the slickest styling, nicest interior, best suspension and tightest construction. Even the base model is well equipped, with items such as dual air bags, anti-lock brakes, supportive bucket seats, console, AM/FM/cassette and sports car instrumentation.

But the Camaro still has marginal rear-seat and trunk space for a big, 3,306-pound coupe that is longer than some mid-size family sedans. And a large bump in the passenger floor caused by a catalytic converter doesn't belong in anything but an Italian exotic car not designed with passenger comfort much in mind.

Still, the Camaro never has pretended to be very practical, and few cars offer the style, fun and affordability of the Camaro RS.