2016 Chevrolet Camaro - Same Recipe, New Ingredients

“From every angle, you’ll never mistake this for anything but a Camaro,” said Tom Peters, design director for the sixth-generation Chevrolet Camaro. That’s probably because it hasn’t changed that much, at least visually. Yet, under the skin, the new Camaro drops some 200 lbs thanks to its new Alpha platform bones and gains a new base engine – a 2.0L turbocharged Ecotec four-pot.

The new Camaro introduces a turbocharged 2.0L Ecotec powerplant for the first time, bringing with it more horsepower and the same torque figure as the same engine in the Malibu. That puts the new base model Camaro at 275 horsepower and 295 lb-ft of twist. GM says 90 percent of those torques will be available between 2,100 rpm and 3,000 rpm, making the sixth-generation Camaro good for a 60 mph sprint in under 6 seconds while still returning 30 mpg by their own estimates.

Note that I said “base model” above. Unlike Mustang, the Camaro will offer up their four banger as the economy option instead of a premium lightweight option like in Ford’s pony car.

An all-new 3.6L V6 will join the piston party as well with 335 hp and 284 lb-ft of torque. The most notable addition to the now mid-range engine offering is cylinder deactivation. The system will shut down two cylinders effectively turning the V6 into a V4. While the V6 does offer up more output versus its predecessor (323 hp, 278 lb-ft) and claims best-in-class power, it should also return better fuel economy.

A new-to-Camaro 6.2L LT1 V8 will be the headliner, boasting 455 hp and 455 lb-ft of torque, just 5 lb-ft down from on the Corvette.

All engines will be mated to either a six-speed manual transmission (SS models receive Active Rev Match for downshifts) or all-new Hydra-Matic eight-speed automatic (8L45 in LT, 8L90 in SS) with steering wheel mounted paddle shifters, further enhancing fuel economy and performance. Also, unless there’s a change to the preliminary output figures, it seems GM won’t be penalizing customers by slashing engine output for those who choose the automatic transmission in SS models.

Unfortunately, the new platform is so sound dead, all Camaros will have their engine note pumped in one way or another. All four-cylinder models will have active noise cancellation. If you opt for the Bose audio system, you’ll receive the aforementioned faux engine noise delivered by speaker. Thankfully, it can be disabled at the whim of the driver. V6 and V8 models will offer up “enhanced” sound through mechanical means by pumping analog audio into the passenger compartment. A dual-mode exhaust will also bypass the mufflers under hard acceleration for better performance and “better” sound.

Underpinned by the same Alpha platform as the Cadillac ATS and CTS, the new Camaro does shed some unneeded weight, but its dimensions shrink only slightly. Think of the new model as a nip-tuck job over the last generation.

GM claims the Camaro, depending on the model, will lose “200 lbs or more” mass – meaning no matter what the trim, we should expect at least a 200 lb weight reduction. We will see about that when official curb weights are published. The skeptic in me thinks this will not be the case.

The brakes bringing everything to a stop are about the same size in LT (I4/V6) models as the previous generation, but SS models see their brake disc diameters shrink from 14/14.4 inches (front/rear) to 13.6/13.3 inches (front/rear).

With a new platform also comes new suspension setups. Up front are new multi-link MacPherson strut solutions while the rear sees a new five-link independent suspension GM says reduces “squat” during hard launches. Also for the first time, the Camaro SS will be available with Magnetic Ride Control, a much welcomed enhancement over the crashy previous-gen SS suspension.

Another first for Camaro will be an assortment of driving modes, including Snow/Ice, Tour, Sport and Track settings. The latter setting is only available on SS models. The following table provided by GM outlines the different settings in each mode.

One thing needing as much attention as the “My 600-lb Life” levels of bloat was the incredibly cramped, cheap interior. Judging from the photos, the quality of materials has gone up, but issues still remain.

Those not fans of the dual-pod gauges will be pleasantly surprised. While the dual-pod hood remains, the remainder of the pods are gone. Instead, the Camaro is now available with an optional 8-inch screen in the instrument panel. In addition tonavigation and infotainment details, the screen will also provide a location for new digital performance gauges, taking them away from their previous location in front of the shifter where they were virtually useless. And, as before, another 8-inch screen will sit mid-dash.

Another improvement – and this one is quite ingenious – is a redesign of certain HVAC controls, turning them into rings around the low mounted air vents. This gives driver and passenger an easy way to make adjustments through a physical control while still saving space like the touchscreen controls used by other manufacturers.

However, there are two downsides to the new Camaro cabin. One – you won’t be doing any emergency brake induced drifting in the new-gen car thanks to its electronic parking brake. The other, and more crucial issue, is GM seems not to have done anything about visibility. With a fairly high beltline and even taller rear deck, the new Camaro continues its trend of being the worst pony car for rearward visibility.

All in all, the new Camaro has conformed to the new normal by being a more economical, lighter weight and nimbler offering. However, its execution is still decidedly traditional, providing an American coupe shape that prioritizes style over functionality.

The 2016 Camaro will be bolted together in Lansing, Michigan and goes on sale later this year.