2010 Chevrolet Camaro Review

PROS Brutally strong acceleration, Great road holding, Reasonable prices

CONS Tiny rear seat, Small trunk opening, Limited rear visibility

Chevrolet returns to the "pony car" wars in 2010 with an all-new Camaro. Though the name may be familiar, the Camaro looks nothing like the door-stop shaped model that was last seen in 2002. In fact, the '10 Camaro carries many styling cues of the 1969 model. Camaro joins Dodge Challenger and Ford Mustang in the battle for sporty coupe buyers.

With a 112.3-inch wheelbase, the 2010 Camaro is sized between the smaller Mustang and larger Challenger. It is available as a two-door coupe and shares underlying structure and engines with the Pontiac G8 sedan. Camaro seats four on twin front buckets and a folding rear bench. Available trim levels include LS, LT, and SS.

The LS and LT come with a dual-cam, 304-horsepower 3.6-liter V6 that features direct injection and mates to either a six-speed manual or six-speed automatic transmission. SS models get an overhead-valve 6.2-liter V8. When equipped with the six-speed manual the engine makes 426 horsepower. Buyers choosing the optional six-speed automatic with the V8 make due with 400 horsepower but also get cylinder deactivation, which is designed to improve overall fuel economy. All models have rear-wheel drive and traction control. SS models also come with a limited-slip differential.

Standard safety features on all models include antilock four-wheel disc brakes, stability control, tire-pressure monitor, daytime running lights, and dual-front, front-side, and curtain-side airbags. OnStar assistance system with one-year service is also included. A rear-view monitor is not available. Chevrolet officials say that a rear-obstacle-detection system will be available later in the 2010 model year.

The LS lists for $22,245 and includes air conditioning, tilt-telescope steering wheel, cruise control, cloth upholstery, height-adjustable driver seat, center console, power mirrors, power windows, power door locks, keyless entry, AM/FM/CD/MP3 player with digital-media player connection and satellite radio, automatic headlights, rear defogger, theft-deterrent system, 245/55R16 tires, and wheel covers.

Stepping up is the $23,880 LT, which adds to the LS six-way power driver seat, floormats, fog lights, and alloy wheels. The line topping SS is priced at $30,245 and includes leather-wrapped steering wheel, rear spoiler, sport suspension, and 245/45R20 front and 275/40R20 rear tires.

There are two main option packages for the top models. The 2LT and 2SS packages package add leather upholstery, heated front seats, leather-wrapped steering wheel with radio controls, heated power mirrors with driver-side automatic day/night, Boston Acoustics sound system with iPod adapter, Bluetooth cell-phone link, auto day/night rear-view mirror, 245/50R19 tires (LT), and universal garage door opener to the LT and SS.

There is also an RS package for the LT and SS models that includes HID headlights, specific trim, and on LT versions, 20-inch wheels. All models have optional 21-inch wheels. Stand-alone options include sunroof, short-throw shift kit, remote engine start, interior accent trim, body and hood stripes, and bright or polished alloy wheels. All models have a $795 destination charge and are manufactured in Ontario, Canada.

Get Up and Go  Chevrolet has positioned Camaro as the performance leader of the pony car pack, and it more than has the credentials to back that claim. The base V6, if you want to call it that, pumps out more than 300 horsepower. That's 50 more than Challenger's V6 and a whopping 90 more than Mustang's V6. On the road, the V6 feels almost as strong as competitors' V8 engines, pulling from 0 to 60 mph in about 6 seconds. In addition, the V6 is buttery smooth and has just a hint of rasp at full song.

The V8 takes pony-car acceleration to a whole new level--almost Corvette level. Chevy pegs the Camaro SS' 0 to 60 mph time at 4.7 seconds and there's no reason to dispute that. The engine has ample power away from stoplights and neck-snapping passing punch. It you like being first in the stoplight grand prix, Camaro SS is the natural choice.

Both transmissions shift with precision only dreamed about back in 2002 when the last Camaros went out of production. The automatic on the V6 pauses a brief moment when asked to downshift, but it is otherwise quite unobtrusive. The automatic also has a separate shift gate for manual operation. Manual transmission models with the optional shift kit are a delight to drive.

Given the performance potential, you might think that Camaro is a pig when it comes to the pump. While that's partly true, people will certainly to be surprised to learn that the V6/automatic combo is EPA rated at 18 mpg city and 29 mpg highway. Even the V8/auto is rated at a respectable 16 mpg city and 25 mpg highway. Those numbers clearly trounce the pony car competition from Dodge and Ford.

In real-world driving, the Camaro can be quite frugal. Given a light throttle foot and lots of open-road driving, you might be able to average 25 mpg with the V6. If your commute includes lots of stop-light racing, V8 fuel economy will surely drop below the advertised 16 mpg. Chevy says the V6 will run fin on regular-grade gasoline and premium-grade is recommended for best performance on the V8.

On the Road  Camaro has a considerable advantage compared to Mustang when it comes to occupant comfort on bumpy roads. That's because it has an independent-rear suspension and Mustang soldiers on with a solid-rear axle.

That said, potholes and expansion joints are more filtered than they are softened. Thankfully the ride doesn't upset or grow tiresome--for the most part. Those looking for the "smoothest" ride should stick with the LS model and its 16-inch wheels. Stepping up to the SS and the optional 21-inch wheels adds a busyness that might not be appreciated by everyone.

It's hard to fault Camaro's handling. The firm suspension and grippy tires hold the road with the tenacity of a race car. There's little body lean in sharp turns, and the steering is delightfully direct. Brakes are also quite powerful and the pedal is easy to modulate. It's easy to whip Camaro around expressway on-ramps and through fast corners.

The standard traction control does a decent job of limiting tire spin on dry pavement, but it can't corral the V8 without noticeable intervention when the roads are wet. So, it's best to temper hard acceleration when the roads are anything but dry. Snow tires are a must if you plan on driving Camaro year round.

Like most sports coupes, Camaro suffers from too much exhaust and road noise. Surprisingly, wind noise is also an issue at speeds above 65 mph. Both engines emit a delightful burble when cruising and a hearty growl in hard acceleration.

Behind the Wheel  Chevy designers penned a Camaro interior that was decidedly retro with enough modern touches to give it a character all it's own. The narrow windows and high beltline lead to a somewhat claustrophobic feel, but that's part of the Camaro's charm. Materials are appropriate for the class and no more.

Gauges are wide set behind a deeply dished steering wheel. The small markings make them hard to read and taller drivers will find that the steering wheel cuts off the gauge tops. Ancillary gauges are nestled down at the bottom of the center stack, which makes them hard to read at a glance. Radio and climate controls are a short reach and are refreshingly easy to use.

Front-seat passengers are treated to firm and supportive seats. They aren't long on comfort, but they do hold you in place on twisty roads. Leg and head room are adequate, though anyone more than six feet tall will want more of both. Visibility is fair forward, but the thick rear pillars and small rear window make lane changes and parallel parking an adventure.

The rear seats are best reserved for children. There's scant leg room and head room is tight for anyone more than five-foot-eight. Getting in and out is a chore as well because the front seats don't easily slide forward.

The trunk isn't small, but the opening sure is. Thankfully the rear seat back folds to aid in loading larger objects. As you might expect, interior storage is minimalist at best, highlighted by a shallow center-console bin and modest map pockets.

Bottom Line  Size wise, the new Camaro strikes a near-perfect balance between the smaller Mustang and larger Challenger. It's just big enough to fit two full-size adults but not so big that its fun-to-drive nature is compromised.

The few nits are common to most coupes and certainly acceptable given the car's sporty nature. Chevrolet really needs to re-work the trunk lid to allow owners to at least squeeze in a golf bag.

In terms of price, Camaro LS is a great performance bargain at a touch over $22,000 and a steal at $30,245 for the V8-equipped SS. Pony car buyers now have a choice again and that's a great thing for shoppers. If you are looking for a personal coupe and bypass taking the Camaro for a test drive, you're making a big mistake.