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June 11, 2010
Steering feel is on the firm side with quick, accurate response to steering inputs and excellent tracking at high speeds. But the car’s turning diameter of 11.5 metres/38 ft. is a bit wide for quick u-turns in the parking lot.
For a more comprehensive comparison test between the 2010 Camaro, Challenger, and Mustang, see Autos’s Fall Muscle Car Challenge.
         2010 Chevrolet Camaro SS. Click image to enlarge |
No one expects a 2+2 muscle car to have roomy rear seats or a lot of headroom or a lot of trunk space, but the Camaro pushes these compromises to the point where they could become unacceptable to some buyers.
For starters, the Camaro’s low roof, narrow side windows and narrow windscreen create a rather confining cabin with little headroom and poor outward visibility. The driver sits low in the cabin relative to the dashboard, but even though the driver’s seat is height adjustable, it’s not possible to raise the seat too far because of the low roof, particularly when fitted with the optional sunroof.
From the driver’s seat, the view to the front and sides is partly obscured by thick A-pillars and steeply raked windscreen while the rear view is obscured by the high trunk and the rear three-quarter view is blocked by a thick roof pillar. Lane-changing must be done with extra care.
You just have to keep telling yourself that it’s a muscle car, not a family sedan.
On the positive side, the stitched black leather front sport seats have plenty of thigh and side support, and the driver’s seat has power height, tilt and rake adjustments – but no lumbar adjuster. Front seat travel is long, allowing taller drivers to stretch out, but rear seat legroom and headroom is confining, and getting in and out of the rear seat is awkward.
The instrument panel design reflects Camaros of old but it looks rather chunky and plastiky when compared to the cleaner designs of the Mustang and Challenger. Between the two gauge pods is a digital display with useful information such as fuel economy, time, and outside temperature operated by controls on the steering wheel. The console-mounted gauge cluster, including oil pressure, oil temperature, voltage and transmission fluid temperature, looks nifty, but is difficult to read from the driver’s seat.
I did enjoy the Camaro SS’s nine-speaker Boston Acoustics premium sound system with 245-watt amplifier. Somehow, it seems only natural that a powerful muscle car should have a powerful sound system. In particular, I enjoyed the commercial free channels available on the XM satellite radio which comes with a free three-month subscription. For portable music devices, there is an auxiliary input jack and a USB port.
Camaro SS models get the OnStar satellite-based information and emergency service with a one-year “Directions & Connections Plan with Turn-by-Turn Navigation”. This is a cheaper alternative to a manufacturer installed navigation system.
Storage space in the Camaro’s cabin is limited to the glovebox, small door pockets, and a shallow bin between the front seats. The trunk is a reasonable size (320 litres/11.3 cu. ft.), but the trunk opening is so small that I’m sure some suitcases will not fit through the opening. However, the single rear seatback folds down to create a longer trunk loading surface when needed.
While it’s true the Camaro’s interior involves a lot of compromises in the name of its exterior styling, these may well be within the tolerance levels of the muscle car buyer. If power and looks rule, cabin comfort may be incidental.
A modern-day muscle car with an intimidating presence, the 426-hp Camaro SS can be brutal or civilized in its performance but its uncompromising exterior design creates some sacrifices in practicality and comfort.
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Pricing: 2010 Chevrolet Camaro SS
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Specifications
Competitors
Crash test results
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