All-Chevy

After a 7-year hiatus, the Chevrolet Camaro returns. Launched as a 2010 model, this muscle car enters the scene in direct competition to the Ford Mustang and Dodge Challenger. Base price for the Camaro with the 3.6-liter, 304-horsepower V-6 engine is $22,995. Upgrading to the SS model with the 6.2-liter, 426-horsepower V-8 engine will cost $30,995. CST

Finally, after what seemed to be an eternity of waiting, the iconic Chevrolet Camaro is making a return nearly a decade after it left.

I had the opportunity to be among the first to test the all-new 2010 Camaro lineup on some of Detroit’s finest roads.

Much will be written about Camaro, and most of it will be good. That’s not to say there aren’t a few warts, but I’ll get to those in a moment

In a former life I was a Camaro and Firebird owner who spent every dime I had to upgrade and improve my cars to look good and go fast. So, going into the launch program, my interest level and expectations were higher than usual. Apparently, other former owners and aficionados were also curious enough and put down deposits for the first 14,000 cars — without the benefit of a test drive.

By now most of you are familiar with the Camaro’s lines that update the look of the 1969 model, but did you know that V-6 (LT) and V-8 (SS) cars aren’t exactly alike? Beyond the badges and wheels/tires, the SS version features an aggressive hood with a simulated air intake in the upper front fascia and larger lower air intake. The RS package adds BMW-style “halo” ringed headlights, a rear spoiler, specific tail lamps and 20-inch wheels with a Midnight Silver finish so you can look like an SS but pack V-6 power.

One of the engineering coups is how Chevy combined power and fuel efficiency. The horses in this pony car are supplied by a 3.6-liter direct-injected V-6 (LT) with variable valve timing and a surprisingly strong 304 horsepower. The best part is that both the manual and automatic achieve 29 mpg on the highway. Then if you look at city mileage, the automatic gets 18 mpg and the manual gets 17 mpg. By comparison Camaro’s V-6 tops the Challenger’s by 54 horses and the Mustang’s V-6 by an astounding 94 horses.

If you’re going the SS route note that transmission choice is critical as V-8 horsepower varies by transmission. Two tasty flavors of the 6.2-liter V-8 engine are offered in the SS, including a new L99 for automatic-equipped vehicles and the LS3 on manual-equipped models. Horsepower for the L99 is 400 at 5,900 rpm and 410 pound-feet of stump-pulling torque at 4,300 rpm. The LS3 develops 426 horsepower at 5,900 rpm and 420 pound-feet of rock-crushing torque at 4,600 rpm. The key differences that affect horsepower are that the L99 has a lower compression ratio (10.4:1 vs. 10.7:1) and design features of the Active Fuel Management System. The L99 is only available with an automatic.

Fuel economy numbers are impressive for a high-performance car. An L99 SS with automatic delivers 16 city mpg and 25 highway mpg; and the LS3 clocks in at 16/24 mpg with a manual. Both SS engines require premium unleaded but are not subject to federal gas guzzler taxes.

Camaro SS (manual) bests the heavier Challenger SRT8 by one horsepower and powers past the lighter Mustang GT by 111 horsepower.

The interior is one of those warts I was referring to earlier. In true GM fashion, the IP, audio center and console were all designed in different cubicles and then introduced to each other on the production line — at least that’s what it looks like.

It starts promisingly enough with shrouded gauges located in classic square chrome housings. The three-spoke steering wheel with manual tilt/telescope adjustment has winged spokes and large audio buttons. The dash is flat and angles toward the front passengers and tucks under at the bottom. The radio has a classic ’50s look and a large electronic readout. In the center, this smooth flowing contour is rudely interrupted by two HVAC “turrets” that combine various functions on hard-to-read knobs. These turrets jut out toward you and hang over the optional, console-mounted gauge package. The topper is that there is a huge dead area directly in front of the passenger where they stare at mildly grained, very hard plastic. A logo, imprint, design element … SOMETHING … is needed.

Cloth upholstery is standard, and leather-appointed seats are comfortable and included on 2LT and 2SS models. Headroom with the optional sunroof is in short supply. With the front seats adjusted for 6 footers, there is no legroom for rear passengers. The rear side panels are also hard grained plastic with a shelf to rest your elbow on. While the interior was a bit of a letdown, I will say that it’s better than the previous third and fourth generations.

I was surprised at how good outward visibility was. From the outside the narrow windows and fast roofline give the impression that you’ll be looking out of slits — not the case at all.

Another wart is the trunk (circa 1976) with its high lift-over height and small opening. Oh, and on SS models, forget the spare. Not enough room. Chevy provides you with an inflator kit and OnStar’s phone number.

OK, the bad news is over. The ride, handling and Brembo brakes (SS) are excellent. While the journalists in attendance were disappointed that there wasn’t any track time provided, we were treated to best road handling Camaro GM has produced. The Camaro tops the Mustang due to the independent rear suspension a 4.5-link system that includes a unique, L-shaped upper control arm that attaches to the knuckle at one end and incorporates a ride bushing in the rear and fully adjustable camber and toe setup along with a double isolated rear subframe. While the chewed up Michigan roads were hardly the ideal setting for this car, you could really feel the difference the IRS makes. The stability control function is there if you need it and the body is tight without the groans creaks and rattles of the previous generation. Challenger and especially Mustang fall in behind Camaro in the handling/ride category.

Power delivery is very smooth and both transmissions were fluid. Acceleration is stellar with both engines. The V-6 models will do 0-to-60 in 6.1 seconds while the V-8 cars only require 4.7 seconds. The Camaro’s speedo goes up to 180, but the SS will only reach 155 mph. Stomp the pedal, and sweet sounds emit from the tail pipes as you’re pressed deeply into the seats. The Challenger accelerates harder and the Mustang’s lighter weight helps get the car moving faster, but the Camaro seems to blend the best qualities of its competitors.

At a time when value and cost are king, the Camaro obliges with a starting price of $22,995 for the “base” 304-horse LT, the LT Camaro almost equals the Mustang GT’s V-8 power output. The SS starts at $30,995 and depending on equipment levels is thousands less than Challenger SRT but higher than Mustang GT.

Chevy is doing everything possible to get this car some visibility as the Camaro will be in the big Transformers movie sequel this summer. It has already served as the Daytona 500 pace car, and it will perform the same duty for the 93rd Indy 500 and 15th Brickyard 400. But, unfortunately, no replicas will be produced.

While you can’t please everybody, Chevy has incorporated great styling, plenty of power, handling, good fuel economy and attractive pricing that should make this car a success.