The base Camaro is known simply as the Coupe or Convertible. Moving
up the price ladder from there is the RS trim level and above that the
high-performance Z28. Trim levels for the Pontiac variant are the standard
Firebird, the Formula and the hot rod Trans Am, all starting substantially
higher than their Chevy counterparts.
The base engine for both cars is GM's excellent Series II 3800 V6. Available
with either a four-speed automatic or (our preference) the standard five-speed
manual, it's rated at a robust 200 horsepower and an even more robust 225
lb.-ft. of torque. That's equivalent to many V8s, especially those of the
not-too-distant past, without the cost, fuel economy penalty or extra insurance
premium often associated with a V8. It's also available--in either the
Camaro or Firebird--with an optional performance package that includes
four-wheel disc brakes, a limited-slip differential, dual outlet exhaust,
P235/55R-16 tires on alloy wheels, quicker steering ratio and, if equipped
with the automatic transmission, a lower rear axle ratio, which enhances
acceleration.
Those wanting more and whose budgets will absorb not only the extra
cost of the car but also the extra cost of insurance, will opt for the
LT1 V8-powered Z28 (Formula or Trans Am if it's a Firebird). With 285 horsepower
and a standard six-speed manual transmission, it makes the Camaro or Firebird
a genuine high-performance car that's capable of 150 mph-plus.
If that's not enough, order the Camaro SS with forced air induction
or Firebird WS6 with Ram Air and the horsepower goes to 305, accompanied
by further suspension upgrades. When you get to this level, you'll be straddling
the $30,000 frontier, but you'll also be buying performance that would
cost about $20,000 more almost everywhere else.
For this review we looked at a base Camaro Coupe, which includes air
conditioning and the 3800 V6 with five-speed manual transmission. Base
price was $16,215, plus destination of $525. In addition, it had the $1231
Preferred Equipment Group 2, (option code 1SC), which includes cruise control,
remote hatch release, fog lamps, power doors, windows and mirrors, leather-wrapped
steering wheel, remote keyless entry and theft deterrent. The option code
Y87 performance package was another $400, 16-inch alloy wheels added $275,
the P235/55R16 tires were $132, the AM/FM cassette uplevel sound system
was $215, a rear window defogger added $170, power driver's seat was $270
and carpeted rear mats were $15. This brought it to $19,448, and gave us
a car with a remarkable combination of performance and price.
For some alternatives, base price plus destination on an RS coupe is
$18,495; on an unadorned Z28 coupe it's $20,640, which would give you a
lot of go for the money but you'd have to crank the windows and listen
to a basic radio. Or, load up a Z28 convertible until your pencil wore
out and the bottom line could eke over $31,000.
Obviously, no car built low and sleek is going to offer much extra interior
room, and the Camaro is no exception. And compared to the Mustang, the
Camaro is lower and more difficult to get into and out of.
Another aspect of being in the Camaro is that the seating position,
for those in front, is low and somewhat reclining, with your legs extending
forward. Still, once you're in, the overall driving position, including
control layout and instrumentation, is actually pretty good and lends itself
quite well to the business of enthusiastic motoring. The front seat passenger
has about the same seating position, except the engineers placed the engine's
catalytic converter so that it creates a hump in the passenger's footwell,
which could be an annoyance to some. And when the passenger seat is empty,
the seatback flops forward under hard braking, a perennial annoyance in
these cars.
The tiny rear seats are shaped with deep buckets in the cushions, and
they're suitable only for small packages or really small people who don't
complain. Cargo space is also limited. Open the rear hatch and there's
a modest crosswise bin behind the rear axle, and a higher shelf that's
behind the rear seats. We're talking groceries for two. The rear seats
fold forward to expand luggage space, but if cargo space is a priority
you probably wouldn't be looking at a Camaro to begin with.
Even in its base form, the Camaro will feel sporty to many drivers.
The low driving position and low center of gravity contribute to a hunkered-down,
responsive feel. And while the live axle layout at the rear might seem
dated, it gets the job done.
The engine is positioned somewhat rearward, enough so that with the
V6 is actually behind the centerline of the front wheels. This enhances
handling, by moving weight from the front to the rear. The front suspension
is upper and lower control arms, not struts. And the rear axle is suspended
on coil springs with a system of links that keep it properly located.
With the optional Performance Package, the Camaro (or Firebird) becomes
a remarkably good handling car-- better, in fact, than many that wear the
"sports car" label and cost a good deal more. Driven conservatively
the ride is smooth enough for reasonable sports car expectations and well
controlled. Driven with more enthusiasm, our Performance Package Camaro
had exceptional directional stability, good feedback through the steering
wheel and turned into corners with linear precision. We think it's one
of those cars that make you look for the long and winding road.
And we can't emphasize enough the significant role the 3800 V6 plays
in this. It's obviously not as fast as the V8-powered Z28, but it's fast
nonetheless, drives great, and hits several targets on the affordability
scale.