The good: Head-turning looks mark the 2010 Chevrolet Camaro LT, while the engine strikes a good balance between economy and power. A well-designed suspension keeps it under control in the curves. iPod and Bluetooth cell phone integration are available.
The bad: OnStar is the only navigation option. Audio quality is mediocre from the stock sound system. The shifter buttons are poorly placed, and the six-speed automatic only delivers satisfying performance in sport mode.
The bottom line: The 2010 Chevrolet Camaro LT is largely about style, although it isn't bad on the performance side. For cabin tech, only a few essentials are available.
Ford Mustang, Dodge Challenger, and now the 2010 Chevrolet Camaro: this holy trinity of retro muscle cars is now complete. Each car, being iconic in its own way, will have its own set of fanatical adherents regardless of how well it drives or what tech is available. But the new Camaro may have the biggest fan base; during our week with the car people stared, took pictures, came over to chat when we parked, and nearly hit us as they swerved over lanes to get a closer look.
With its bulging hood and broad rear fenders, the Camaro certainly makes an impression. Our test car was also equipped with the RS appearance package, giving it meaty 20-inch wheels and a rear spoiler. We didn't think much of the fake wheel vents in the rear fenders, mere impressions in the sheet metal, as they have no practical purpose. But that's a small concern when the Camaro's bodywork makes it look like such a badass.
The new Camaro does an excellent job of bringing back and modernizing the style of the first-generation model.
In the cabin, we were pleasantly surprised by its interior design. Sure, the materials, hard plastics, and a cloth strip look a bit cheap. But Chevrolet managed to blend everything together well, which at least makes the build quality look good. For example, the stereo head unit is nicely contoured, with smooth, simple surfaces around it. The big letdown was the squarish plastic surrounds on the instruments, which would look much better in metal.
OnStar navigation
There's no LCD in this dashboard, and no onboard navigation system available. Instead, the Camaro offers route guidance through OnStar, which we regard as an inferior solution. First, instead of simply entering a destination into a navigation system, you have to talk to an OnStar operator. Chevrolet did a good job of building route guidance into the car--once the operator sends the route, turn-by-turn directions are shown on the instrument cluster display and on the radio display, along with voice guidance. But if you get off-route, the system doesn't automatically recalculate, instead requiring a couple of button pushes to have a new route sent down from OnStar.Turn-by-turn directions, downloaded from OnStar, show up on the instrument cluster.
If you are out of range of the OnStar network, you don't have navigation. And if you are out of data range, the OnStar operator will read out the list of turns, which is saved as a recording that you can access as you go. Certainly OnStar requires less hardware than a navigation system, and has other useful features, but there are too many situations in which it just doesn't work, and when you might need it most.
OnStar can also cover hands-free calling, but Chevrolet makes a Bluetooth hands-free system available in the Camaro, so you can use your own phone. We paired an iPhone up to the system and got basic connectivity--the voice command interface let us dial by number, but it didn't download our phone's contact list.
The Bluetooth phone system comes as part of a reasonably priced, at $655, Convenience and Connectivity package, which also includes audio controls on the steering wheel, remote start capability, and a USB port for the audio system, the latter useful for iPod integration and playing MP3 tracks off a thumb drive. In May, a Microsoft engineer published photos of the Camaro's stereo integrating with a Zune MP3 player, but when we plugged a Zune into the USB port it wasn't supported.
Thirty-five years ago, the word "Watergate" was being re-Webstered from meaning "a snazzy apartment building in Washington, D.C." to "a coverup investigation involving the White House, two reporters who don't look anything like Robert Redford and Dustin Hoffman, and a guy named 'Deep Throat.'" The most popular show on TV was about a grump named Archie whose tattered easy chair would go on to occupy a place in the Smithsonian. Half of the current staff of Motor Trend hadn't even been born yet (yes, Angus, we're getting old). That year, 1974, would also mark the final moment for decades in which America's streets would be prowled by all three current-gen versions of the most iconic-ever ponycars: the Chevy Camaro, the Dodge Challenger, and the Ford Mustang.
Frankly, we thought we'd never see the tire smoke from the ponycar wars again.
Defying the oddsmakers, though, America's three trick ponies are back. And they're back big. Those days of yore are indeed long-gone -- but only because the new incarnations of the Camaro, Challenger, and Mustang are so far evolved from their famed predecessors they're recognizable almost by name only. Sure, the old cars looked cool and made lots of noise and got the girls, and some could even lay down a righteous longitudinal blast when the road arrowed straight. But none could match these current machines for blistering speed, cornering ability, braking power, driveability, reliability, and comfort. I mean, when I was 16, we didn't have fancy computers to make our cars run like winged chariots, and we didn't have in-car iPod adaptors (unless you count the Tijuana Brass on eight-track), and we sure didn't have...never mind. You whippersnappers today don't know how good you've got it.
What remains utterly unchanged, however, is a degree of nameplate loyalty and fan mania the likes of which might be matched by the current March Madness B-ball tourney. Or maybe not. After all, Camaro versus Mustang versus Challenger is deeply ingrained into the American psyche, the four-wheeled equivalent of the Hatfields versus the McCoys versus...uh, the HatCoys. Doesn't really matter which car we deem the best or what the numbers say -- the feuding factions will stand behind their favorites like a third-grader defending his mom against the schoolyard rabble. Might even be a few bloody noses thrown in if the hostilities escalate to the level of, "Yeah? Well, your Challenger's so fat..."
Hey, but we love a good debate (or at least starting one). So...we proudly present our exclusive, first-ever, side-by-side-by-side comparison of the new Chevrolet Camaro SS, the Dodge Challenger R/T, and the Ford Mustang GT. All the numbers, all our driving impressions...just one winner.
Let the flame-throwing begin...
"Not fair!" howled a bunch of Ford fans when we pitted the 2010 Mustang GT against Chevy's new Camaro, and it lost. "What about the Shelby GT500? You should be comparing the top-of-the-range Camaro with the top-of-the-range Mustang."
Hey, it's not our fault Ford brought a knife to a gunfight. The simple truth is you can buy a 426-horsepower Camaro for the same money as a 315-horsepower Mustang. In fact, order a GT Premium with the TrackPack -- the only way to get the GT500-inspired suspension upgrades, 3.73 rear axle, dual-piston front calipers, recalibrated stability control system, plus the 19-inch wheels and tires that make the 2010 Mustang such a blast through the twisties -- and you'll pay about 1500 bucks more than you would for a 1SS-spec Camaro, which comes standard with Pirelli tires, Brembo brakes, a six speed manual transmission, and a 21st-century rear suspension.
Look at the price, look at the market positioning: The Mustang GT's logical rival is the faster, more powerful, more refined Camaro SS. End of argument.
But the Ford faithful got us thinking: With the 556-horse supercharged Z/28 on indefinite hold, the SS is the toughest factory Camaro you can buy. Is it good enough to take on the new 540-horse 2010 Shelby GT500? Or does Ford now own the high ground in a ponycar war that has ebbed and flowed between these two automakers for more than 40 years now? We decided to find out.
Watch yourself!
The Ferrari Enzo, named after the Ferrari's owner, is a high performance sports car which is well noted for its styling features. Initially, the Ferrari Enzo cost $670,000 and only 399 units were ever produced, but due to its high demand and limited supply, the price of the Ferari Enzo increased every time someone crashes and it is currently estimated at over $1,000,000.
The body of the Ferarri Enzo is made of carbon fiber, as a result, the car is of less weight. The car features aerodynamic subsystems for better safety and performance. It is also equipped with active suspension for comfort riding in the sports mode.
The Ferrarri Enzo features a V12 engine with four valves per cylinder. The engine displacement is about 4700 cc and it delivers an output power of 660 bhp and 485 lb-ft torque. The Ferrari Enzo reaches the speed of 60 mph in 3.4 seconds and the top speed is about 217 mph. The Ferrari Enzo features 6-speed Semi-Automatic transmission and the gear shifts can be performed easily and smoothly even at higher loads.
The wheels are wrapped with Bridgestone tires and it features carbon ceramic discs with six piston calipers. The car also features Anti Braking System and power steering.
The exteriors feature the stylish body structure, headlights and tail lights. The interiors are mostly designed of carbon fiber and it features the air conditioning system, navigation system and the optional launch control.
Specifications
Vehicle Type: - production car, two doors coupe
Configuration: - Mid Engine
Engine: - V12
Capacity: - 5988 cc
Torque: - 485 lb-ft
Horsepower: - 660 bhp
Transmission: - 6-speed Semi-Automatic
Wheelbase: - 104.3 inches
Length: - 185.1 inches
Width: - 80.1 inches
Height: - 45.2 inches
Weight: - 3020 lbs
0-60 mph: - 3.4 sec
Top speed: - 217 mph
The 2010 Saleen 435S was inspired from the 2010 Ford Mustang. It is said to be the first performance car that the Saleen Performance Vehicles has introduced in the market. This is quite a popular car to enthusiasts, as they know the quality and value that Saleen has to offer its consumers. Much like all other models from the Saleen, this only comes as a limited edition production.
The 435S has been expertly designed and engineered to be able to stand tall among the other popular performance vehicles in the market. This was conceptualized and developed to be an impressive platform for an individual to use and modify to the extreme should they choose to. This car has given focus on handling. Power is no reason to be worried about as this uses a supercharged 4.6-liter V8 engine. This is an addition to the goal of making this car one of the best performance vehicles in the market.
The Audi E-Tron is a two-seater compact electric sports car. It has been recently introduced in the market as Audi’s second all-electric driven vehicle. It measures a mere 1.22 meter height, 1.78 meter width and 3.93 meter length. The e-tron has a sheer gross weight of only 1,350 kilograms.
While it is powered by two electric motors, this environmentally friendly vehicle should not be mocked for its size. It can easily go from 0 to 100 kilometers per hour in a short 5.9 seconds and marks a top speed limit of 200 kilometers per hour. Truly, this car is not to be underestimated. Its motors has their own set of coolers to be able to regulate the heat and keep the car running smoothly. This car is also best known for the way it is able to regain lost energy. It does not need to be stored in the garage near an outlet for it to recharge. It can restore the spent energy while it is in motion by means of converting kinetic energy into electrical energy.
The good: The EcoBoost engine in the 2010 Ford Taurus SHO turns in blistering acceleration, while sport suspension elements and standard all-wheel-drive keep the car steady in the corners. Sync delivers excellent phone and MP3 player support while Sirius Travel Link makes traffic reports and gas prices available.
The bad: With its high sides, judging the size of the Taurus SHO from the driver's seat can be difficult. Its bulk makes it less than nimble in turns.
The bottom line: The 2010 Ford Taurus SHO combines an impressively fast, cutting-edge engine with cabin tech that is still ahead of the competition--even after appearing in Ford cars for a year already.
After losing its mantle as most popular sedan to the Toyota Camry in 1997, the Ford Taurus went through a bit of an identity crisis, but it's back with a vengeance for the 2010 model year with a whole new platform. Right out of the gate, Ford is showing confidence in the model by simultaneously releasing the SHO, or super high output, version. The 2010 Ford Taurus SHO is a big sedan, packed with the cabin tech that currently sets Ford apart from the competition. Also, it features a whole new drivetrain: Ford's V-6 EcoBoost engine comprised of a direct injection V-6 and twin turbochargers.
With extraordinarily high sides, the Taurus SHO, a big, beefy sedan, embodies American muscle. Externally, it doesn't differ from the standard Taurus, sharing details such as the notched bars in the grille. Only an aficionado will notice the SHO badges that indicate this Taurus is built for speed. That sleeper status makes the SHO fine for an everyday commute yet able to blast to 60 mph in 5 seconds.
This grille, shared with the standard Taurus, helps the Taurus SHO stand out amid all the other sedans on the road.
The cabin of the Taurus SHO, although lacking a real luxury feel, is covered in quality materials. The dashboard is made up of soft plastics with patterned metal insets. The shifter, with its meaty handle, suits the nature of the car, but feels a little last century. The steering wheel holds the buttons we would expect from a Sync-equipped vehicle, and a touch-screen LCD sits front and center, showing the home screen we've grown familiar with over the past year. The screen shows the map, audio system, and climate control all in their own little windows, but it's the last time we will look at it because we prefer the full-screen map for everyday driving.
Out on the road, the Taurus SHO feels comfortable. Its plush seats feel like overstuffed easy chairs, complete with heating and cooling in front. Ford also makes what it calls multicontour seats available, basically massage chairs, but we didn't have that option. The Taurus SHO does a very good job of insulating against external noise, helping with the impression of quality. We're used to dropping the height adjustment on seats down low, but the high sides of the car make it hard to judge the space around it, forcing a higher seat position.
As a fuel-saving measure, Ford fits the Taurus SHO with electric power steering. The steering is tuned well, providing enough resistance to feel like we are in control. Over time, that power unit proves to limit road feedback to the wheel, but around the city it feels just fine. Likewise, the power delivery from this new power train comes on smoothly, with no turbo lag evident. Of course, in the city we're only asking the turbos for occasional bursts of speed to get around another car or squeeze in a traffic opening. The six-speed-automatic transmission, also tuned for fuel-saving, goes to the highest gear possible, keeping the engine revs at 1,500rpm to 2,000rpm.
BLIS lights up this warning signal in the sideview mirror when another car is in the SHO's blind spot.
A blind-spot warning system called BLIS, technology lifted from Volvo, is present on our car. Our favorite safety tech, BLIS lights up a warning in the side view mirror if a car is in the lane next to the Taurus SHO. Ford is just starting to incorporate this type of driver aid technology, and also makes adaptive cruise controls available as an option, along with automatic high beams. We experienced the latter on the Lincoln MKS and were impressed by their utility.
Route guidance
Of even more utility is the hard-drive based navigation system that serves as an onboard information system. It's very easy to enter an address while underway with the voice command system, which recognizes full city and street names, providing good feedback every step of the way. The touch-screen-entry system is equally easy with its direct inputs. The system shows maps in 2D or 3D, while route guidance graphics indicate upcoming turns. Voice guidance has text-to-speech, reading out the names of streets.
But what really sets this system apart from the competition are its external data sources sent through satellite radio. Its live traffic feature shows incidents and traffic flow information, but it only offers detours around bad traffic when a route is programmed into the system. We've got into the habit of programming a destination even when we know the way. Out roaming California's highways in the Taurus SHO, we got stuck in a few traffic jams; however, that was the fault of the local traffic authorities not providing updated reports, as the navigation system showed clear sailing. As they say, garbage in, garbage out.
Gas prices are one killer feature of the SHO's navigation system and can help save you some bucks.
Another key feature of this navigation system is its integration with local gas prices. Using the Sirius Travel Link feature, the car shows a list of nearby gas stations complete with their current price per gallon. Touch any item in the listing, and the car offers to set the gas station's location as its destination. Sirius Travel Link also includes weather reports, a nice feature for travel in less sunny parts of the country. Of more niche usefulness are the movie times and sports scores data feeds.
When we get into some easy freeway cruising, the Taurus SHO starts to remind us of the BMW 750Li we tested the previous week. These cars, vastly different in price and luxury, both get up to ridiculous speeds without the driver realizing how fast they are going. The Taurus SHO and 750Li share very good noise and vibration engineering, along with engines willing to accelerate easily from 65 mph to 85 mph. Of course, this willingness to get up to excessive speeds means the driver needs to pay attention to the speedometer, or at least have a very good radar detector.
