Chevrolet Camaro SS Coupe
After 30,000 miles, more than just tire smoke
$42,900
WHAT WE LIKE:
As we slide past 30,000 miles in the Camaro, we’ve filled its tank 122 times and are hanging onto a 20-mpg average, including a best tankful of 26 mpg. That average fuel economy is identical to our long-term Ford Mustang’s at this same milestone in its test. All of this matters not one whit, however. Because—and possibly you’ve noticed this about us—we don’t give two rips about fuel economy in this 455-hp pavement striper.
Mostly, things are as they have been. Staffers remain entranced by the Camaro’s engine sound, and many still can’t resist writing trite clichés in the Camaro’s logbook that use the words “gun” and “slit” to describe its visibility.
Others, however, took the time to call out some of the Camaro’s finer points, noting that, with the LT1 V-8, it puts Corvette-level performance within reach of the common man.
Another editor summed it up nicely: “This thing can barely contain its rage. It’s a berserker.”
WHAT WE DON’T LIKE:
A set of Pirelli Sottozero winter tires enabled the Camaro to nudge its way through a winter of mostly gloomy rain. Not a capable snow-goer, the SS nonetheless dug and slid and, eventually, found enough grip to move ungracefully under its own power in packed snow. This is not a winter car, even on winter rubber. Cold weather also revealed a shifter that became recalcitrant, even in temps as moderate as 40 degrees. First and reverse proved difficult to engage, although everything loosened up once the fluids came up to temperature.
The Camaro lacks a dedicated button to cancel its cruise control, which annoyed more than one driver, and several found the Camaro’s Apple CarPlay interface infuriatingly reluctant to actually act like an Apple product, with complaints mostly centered on the inability to control specific apps.
Here’s the part where we complain about claustrophobia. Again. Virtually every positive comment in the logbook comes with the caveat that, yes, the Camaro’s remarkable power, noise, ride/handling balance, and overall presence is inescapably accompanied by a mention of its hopeless visibility and poor use of space.
WHAT WENT WRONG:
Nothing went wrong with the Camaro, but its continued flirtation with dramatic oil consumption remains unsettling. We added 3.5 quarts of oil between 20,000 and 30,000 miles, two of which were the result of an underfilled sump at a local dealer at 21,700 miles. The other 1.5 quarts were consumption related, one of which was run through in less than 1800 miles, a rate far greater than the one quart every 4700 miles that Chevy dismissed as normal in our previous update. Nonetheless, the consumption proved inconsistent, as later checks showed no need to add oil. The oil was changed again at about 29,000 miles at a cost of $59. This time, the dealer remembered to pour in all 10 quarts.
Otherwise, the Camaro has failed us precisely zero times, not once leaving us stranded or ever exhibiting mechanical or electrical problems. It is a tire-smoking picture of reliability.
WHERE WE WENT:
Indiana and Ohio are the only states outside of Michigan that the Camaro visited since our 20,000-mile update. And besides a trip to Hicksville, Ohio, a place we’re tempted to shower in jokes, none of the journeys, including to Mulletsburg, Indiana, produced information of note. Source by caranddriver.com
After 30,000 miles, more than just tire smoke
$42,900
WHAT WE LIKE:
As we slide past 30,000 miles in the Camaro, we’ve filled its tank 122 times and are hanging onto a 20-mpg average, including a best tankful of 26 mpg. That average fuel economy is identical to our long-term Ford Mustang’s at this same milestone in its test. All of this matters not one whit, however. Because—and possibly you’ve noticed this about us—we don’t give two rips about fuel economy in this 455-hp pavement striper.
Mostly, things are as they have been. Staffers remain entranced by the Camaro’s engine sound, and many still can’t resist writing trite clichés in the Camaro’s logbook that use the words “gun” and “slit” to describe its visibility.
Others, however, took the time to call out some of the Camaro’s finer points, noting that, with the LT1 V-8, it puts Corvette-level performance within reach of the common man.
Chevrolet Camaro SS Specifications
Despite its snarling persona, the Camaro proves on many occasions to be a big old teddy bear. Said one driver: “For all its performance, this car is very easy to drive around lazily with very little throttle.” Exploiting its wide bandwidth is something of a pastime around here—to the extent that some editors are calling it a GT car. At times, the Camaro is downright European in its manners, while always holding close to the surface its cocksure American roots.Another editor summed it up nicely: “This thing can barely contain its rage. It’s a berserker.”
WHAT WE DON’T LIKE:
A set of Pirelli Sottozero winter tires enabled the Camaro to nudge its way through a winter of mostly gloomy rain. Not a capable snow-goer, the SS nonetheless dug and slid and, eventually, found enough grip to move ungracefully under its own power in packed snow. This is not a winter car, even on winter rubber. Cold weather also revealed a shifter that became recalcitrant, even in temps as moderate as 40 degrees. First and reverse proved difficult to engage, although everything loosened up once the fluids came up to temperature.
The Camaro lacks a dedicated button to cancel its cruise control, which annoyed more than one driver, and several found the Camaro’s Apple CarPlay interface infuriatingly reluctant to actually act like an Apple product, with complaints mostly centered on the inability to control specific apps.
Here’s the part where we complain about claustrophobia. Again. Virtually every positive comment in the logbook comes with the caveat that, yes, the Camaro’s remarkable power, noise, ride/handling balance, and overall presence is inescapably accompanied by a mention of its hopeless visibility and poor use of space.
WHAT WENT WRONG:
Nothing went wrong with the Camaro, but its continued flirtation with dramatic oil consumption remains unsettling. We added 3.5 quarts of oil between 20,000 and 30,000 miles, two of which were the result of an underfilled sump at a local dealer at 21,700 miles. The other 1.5 quarts were consumption related, one of which was run through in less than 1800 miles, a rate far greater than the one quart every 4700 miles that Chevy dismissed as normal in our previous update. Nonetheless, the consumption proved inconsistent, as later checks showed no need to add oil. The oil was changed again at about 29,000 miles at a cost of $59. This time, the dealer remembered to pour in all 10 quarts.
Otherwise, the Camaro has failed us precisely zero times, not once leaving us stranded or ever exhibiting mechanical or electrical problems. It is a tire-smoking picture of reliability.
WHERE WE WENT:
Indiana and Ohio are the only states outside of Michigan that the Camaro visited since our 20,000-mile update. And besides a trip to Hicksville, Ohio, a place we’re tempted to shower in jokes, none of the journeys, including to Mulletsburg, Indiana, produced information of note. Source by caranddriver.com
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