Ciprian Florea wrote:The sixth generation Chevrolet Camaro was revealed in Detroit. It offers an updated exterior look, a new engine and, according to the company, "higher levels of performance."
Exterior
Although the 2016 Camaro isn’t radically different than its predecessor on the outside, it’s quite obvious that each panel and detail has been reworked. Less noticeable but back by the official specs is the fact that the new Camaro is a bit smaller than the previous car. It is about two inches shorter in length, mostly due to a shorter wheelbase, an inch slimmer in width, and an inch shorter in height. It also has shorter overhangs, which basically makes it seem less of a pony and more of a sports coupe.
Styling-wise, it remains recognizable as a Camaro. Up front, the grille/headlamps arrangement changed mildly in shape and size, sticking to the slim layout introduced by the previous model. The mesh for the grille received a new design, while the headlamps showcase a new LED pattern that circles beneath the main light bulb and into the turn signals. All models but the range-topping SS feature horizontal chrome strips between the "bowtie" emblem and the headlamps.
Bigger changes are noticeable below, where a larger intake replaces the previous unit. On the SS model, the trapezoidal gap uses the same mesh pattern from the upper grille, while the remaining trims feature horizontal bars and chrome inserts. Two additional vents with horizontal DRLs flank the SS’ grille, while other models use vertical LED strips. Both enhance the Camaro’s aggressiveness, but the SS’ layout is obviously the sportiest. The bulged engine hood continues with minor changes, which is great news if you ask me.
Around back, modifications include a nicely sculpted bumper and new taillights. The latter seem to have a bit of Corvette in them, sporting a quad-like appearance rather than the unitary look of the fifth-gen gen. This is an all-new design for the Camaro, which strays pretty far from the previous design that relied heavily on the first-gen Camaro’s taillights. Purists might not like it, but it’s a fresh look that suits a 21st century Camaro just fine.
The black, diffuser-like piece is a lot thinner now, no longer extending into the license plate area of the bumper. It’s actually closer to an actual diffuser design-wise and improves the rear end’s look dramatically. Again, it’s an evolution toward that sports coupe appearance both Ford and Chevy are aiming for their muscle cars. All versions feature round exhaust tips. As usual, the SS employs a quad-pipe layout, while the rest feature one tip on each side.
When viewed from the side, the new Camaro stands out thanks to a more dramatic, fastback-like roofline and more muscular fenders. All these changes make the coupe more aerodynamic, a result Chevy says it obtained after 350 hours of wind tunnel testing.
EXTERIOR DIMENSIONSInteriorCode: Select all
Length (in /mm) 188.3/ 4,784 Width (in / mm) 74.7 / 1,897 Height (in / mm) 53.1 / 1,348 Wheelbase (in / mm) 110.7/ 2,811 Front track (in/mm) 63 / 1,601 (SS) Rear track (in/mm) 62.9 / 1,598 (SS)
Like the exterior, the interior was redesigned as to remain recognizable to the Camaro enthusiasts. Loyalists will notice Chevy kept the design of the instrument panel area similar to the previous model, with chrome surrounds for the analog gauges.
However, customers have the option to replace them with an eight-inch, configurable HD screen that display additional information such as performance, navigation, and infotainment features. Another eight-inch screen sits in the center of the dashboard, serving as the interface for the upgraded, next-generation MyLink system. The infotainment screen is not only larger than the previous unit, but it also sits higher in the redesigned center stack.
Most buttons are now placed just below the screen, with the heating and cooling control integrated into the rings surrounding the air ducts. The result is a front section that feels more spacious. An electronic parking brake replaced the previous mechanical brake handle, which also enabled Chevy to reposition the cup holders.
From the images, the new Camaro also a feels a bit upscale, with revised chrome inserts adorning the door panels and contrast stitching and inserts in the seats and dashboard area.
The options list includes a segment-first LED ambient lighting system. Integrated in the dashboard, door panels, and center console, it offers 24 colors as well as "fade and transition effects that spread across the interior." More over, it comes with a theatrical "car show" mode that cycles randomly through the entire color spectrum when the car is parked. I really don’t see the use of having a lighting circus inside your car, but I bet some will be thrilled with this possibility.
Drivetrain
New is the key work under the hood as well. The big news here is the addition of a turbocharged four-cylinder engine, the first four-pot in a Camaro since the third-generation model of 1982 - 1992.
Naturally, Chevy took the four-banger road with the Camaro in response to the Mustang’s 2.3-liter EcoBoost plant. There’s a difference though, as the four-pot Camaro sits at the bottom of the lineup, where as the Mustang EcoBoost sits between the V6 and V8 GT models.
Moving over to specs, the mill in question is a 2.0-liter turbo-four that shares most of its internals with the entry-level engine of the Cadillac ATS and CTS. It cranks out 275 horsepower and 295 pound-feet of torque, which Chevy claims will be enough to push it from 0 to 60 mph in less than six seconds. Although its significantly less powerful than the Mustang’s EcoBoost, which is rated at 310 horses and 320 pound-feet, it should be as fuel efficient as Ford’s four-cylinder pony. GM says it’ll return more than 30 mpg highway once the EPA are done testing it. The Mustang EcoBoost, currently the most fuel efficient Mustang, returns 31 mpg highway with a manual and 32 mpg highway with an automatic.
Next in line is a newly developed 3.6-liter V-6. It replaces the revious enty-level unit featuring the same displacement and cylinder layout, and uses updated direct injection, continuously variable valve timing, and, for the first time, cylinder deactivation. Output sits at 335 horsepower and 284 pound-feet of twist, which, according to Chevy, makes it the most powerful naturally aspirated V-6 in the segment. And that’s true, because this new V-6 bests the Mustang’s 3.7-liter and the Challenger’s 3.6-liter by 35 and 30 horsepower, respectively. Compared to its predecessor, it gained 12 horses and six pound-feet of twist. No word on 0-to-60 sprints and fuel economy yet, but it should be able to complete the sprint in around 5.7 seconds and return some 28 mpg highway.
Lastly, the Camaro SS tops the lineup with the Corvette’s 6.2-liter V-8 under the hood. The LT1 comes with a cast aluminum block and cylinder heads, direct injection, variable valve timing, and cylinder deactivation. As you might have already guess, most parts are shared with the Corvette’s unit, only about 20 percent being unique to the Camaro. In this configuration, the LT1 cranks out 455 horsepower and 455 pound-feet of torque, a 29-horsepower and 35-pound-feet improvement over the previous model. It’s also 20-horsepower more powerful than the Mustang GT, but lags behind the Challenger’s 6.4-liter Hemi by 30 horses. Again, there are no performance specs to run buy, but a sub-five-second 0-to-60 sprint is a given.
All of the engines can be had with a six-speed manual or an eight-speed automatic transmission with paddle shifters. The four-cylinder and the V-6 mate to GM’s 8L45 automatic tuned for smaller engines, while the SS uses the 8L90. Also, the manual offered with the V-8 includes rev matching technology borrowed from the Corvette Stingray.
DRIVETRAIN SPECIFICATIONS
Chassis, Suspension, And BrakesCode: Select all
Type 6.2L LT1 direct-injected Small Block V-8 Output 455 HP Torque 455 LB-FT 0-60 MPH TBA Fuel economy TBA
The chassis is also an important part of the redesigned, mainly because the 2016 Camaro rides on a new, lightweight platform. The pony’s revised body rests on a modified version of the architecture used by the Cadillac ATS, with some 70 percent of the underpinnings unique to the Camaro.
This new platform helped the Camaro shed about 200 pounds compared with its predecessor. Despite being lighter, the new RWD architecture is stiffer, with Chevy claiming structural rigidity has been improved by 28 percent.
The suspension is new as well. A multi-link MacPherson strut suspension with a double-pivot design takes care of the front axle, while a redesigned five-link independent setup keeps the rear on its best behavior. This should result in a better driving experience and a more nimble vehicle in all drivetrain configurations. Also, it should be a great start for a significantly improved Z/28 model, which will arrive later in the sixth-gen Camaro’s life cycle.
The Camaro gets GM’s Magnetic Ride Control for the first time, but this feature is only available on the SS. The range-topper also received Brembo brakes as standard, but customers will be able to add them to any version of the new Camaro from the options list.
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