Introduction

The rear-wheel-drive Chevrolet Camaro looks new and it is, but it was built from existing hardware, starting with the chassis architecture of the impressive Pontiac G8. Its chief engineer, a true-blue car guy, had three instructions, to make it: 1 drop dead gorgeous; 2. high performance; and 3. affordable. The Camaro succeeds on all three counts and is a breath of fresh air for GM. We found the handling, ride and brakes exceptional. The styling is stupendous. Inside, the the instrumentation slips back into GM's too-hard-too-break habit of trying too hard to be clever with gauges. The Camaro LS and LT models use a potent and sweet-sounding Cadillac V6 that makes 304 horsepower, with a six-speed manual transmission standard and six-speed automatic (with semi-manual shifting) optional. The SS has the killer V8, a 6.2-liter Corvette engine making 400 horsepower with the optional six-speed manual automatic, or 425 horsepower with the standard six-speed manual. It uses the same suspension design with firmer shocks, springs and anti-roll bars, producing the same result under more demanding circumstances: great handling, great ride.

Walkaround

When you look down on the new Camaro from a balcony, you see the lines of the 1963 fastback split-window Corvette. This is as planned by its young designer, Sang Yup Lee, who came to the U.S. from Korea as a boy and grew up in the California car culture. There are subtle twin-cockpit humps on the hood, that can be glimpsed at the top of the steeply raked 67-degree windshield, helping to produce a 0.37 Cd in the LS and LT, and 0.35 in the SS. But the long hood with its v-shaped shark nose and black wide mesh grille (with simple headlights intended to be reminiscent of a '69 Camaro) is what catches your eye, makes you sigh, and triggers your longing. That too is by careful design. Starting with the architecture of the impressive Pontiac G8, the rear wheels were moved forward six inches, the fronts forward 3 inches, the windshield back 3 inches, and for a final touch lowering the front suspension. (Balance and handling? Check.) All models use an aluminum hood with a 2.5-inch power dome intended to look like cowl induction but actually having no function other than appearance. The SS has an additional wide and thin black simulated intake on the nose, the easiest way to tell whether it's a V8 or V6. Otherwise, the V6 can pretty much pass, a bonus for $23k. Styling gills located just forward of the rear wheels add another nice touch. Even though the power dome, hood intake, cooling gills are not fuctional, they all work as styling enhancements, and don't come across as phony. The new Camaro captures the look of the original '67, while not being seduced into retro clunkiness, virtually, and beautifully, there's no chrome. The 2010 Camaro is 5.7 inches longer and 3 inches wider than the '67 Camaro. The new one is 2.8 inches taller than the vintage model, that height coming largely from big tires. (All have the same outside diameter, whether with 18-, 19-, 20- or 21-inch wheels.) The shapely strong hips stand out almost as much as the long hood, an edgy element the designer is most proud of, because they took so much work. He said it took 113 tries to get the one-piece sheetmetal right, from the doors and pinched beltline rearward. It was worth it. The rigid B-pillar is blacked-out, thus creating a clean outline for the side glass, blending into a handsome hardtop roofline. The short rear deck climbs upward and looks hot, showing off the car's great butt. The twin taillights look like blinking red sunglasses in each corner. The rear spoiler is a small lip that could be integrated more smoothly. Ten exterior colors are available, including a Corvette yellow that promises that the car will gather many thumbs-up, like our test model did.

Interior Features

The interior materials of the new Camaro are good, but the design doesn't rise to the level of the exterior. The instrumention leaves something to be desired, with recessed speedo and tach stylized in square chrome housings, a nod to the classic Camaro interior. But that was 1967. However, back then they didn't have LED light pipe technology, an ambient light option that gives the cabin a warm glow. The stitched leather wrap on the steering wheel is nice, although the three-spoke design doesn't make you say wow. The cloth bucket seats are comfortable, with decent bolstering, although we wonder if it's enough to keep an aggressive driver in his or her place during hard cornering. The front seat slides 8.5 inches and the steering wheel tilts and telescopes, so drivers of all sizes will fit; based on Camaro sales history, lots of women buyers are anticipated. The standard cloth upholstery is good, with excellent leather on available in black, gray, beige and two-tone Inferno Orange. The climate control buttons on the center stack don't seem to be designed for ease of touch, but for looks. However we've touched worse. And those four gauges down on the center console forward of the shift lever are an affectation; they're optional, but most Camaros will probably have them. The center console and armrest is nice, solid, and handsome in leather. Visibility through the windshield is good despite the long hood and raked windshield, thanks to careful location of the driver's seat. Rear visibility over the driver's shoulder isn't very good, but then it's impossible to make it good with a roofline this sporty. Ferraris don't have good rearward vision, either. The trunk is deep but the opening isn't large and it's almost flat, but it's worth it for the handsome rear deck. Good thing there's a pass-through to the trunk behind the rear seat, which isn't easy to crawl into, and feels a bit like a pit. The rear seat legroom measures 29.9 inches, a distinction, as few cars today break below that 30-inch mark. In other words, you'll want to avoid sitting back there.