Comparative test drive Chevrolet Camaro SS vs Ford Mustang GT. From dawn to dusk: getting to know the Ford Mustang and Chevrolet Camaro pony cars Mustang or Camaro comparison
If you did not know what the holy trinity looks like, it is in front of you. It is these three from the casket, completely different from the face, that are the images of American culture. You can despise her, you can be wary of her, but you must respect her. If only because the States are a country of great opportunities, big cars and big money… at least that was the case before the crisis, when they managed to design the new Camaro.
As we see this year's results, the Camaro is America's top seller of these dream cars. It is not surprising. "Transformers", fresh appearance and more or less new technologies - these factors were bound to have a positive impact on his popularity. Although, compared to the Japanese Tamagotchi stuffed with electronics, it's just a car.
Most likely, you did not know that the new Camaro has deep Russian roots! During his presentation at the Traverse City Automotive Conference, GM Chairman Rick Wagonier said, "As proof that our brains are not completely atrophied, I am delighted to announce that GM will be launching a new Chevrolet Camaro," adding, "In 2009 year, the first hundred thousand buyers will appreciate how alive the brains of Russian designers work - one of them worked on the exterior of the new Camaro. And, it is Vladimir Kapitonov. The very word "Camaro" is also not very American. Chevrolet marketers are said to have stumbled upon it in a French slang dictionary, where "camaro" was explained as a derivative of comrade - "comrade", "companion". According to other sources, in Latin America, the name "camaro" is one of the types of shrimp. For Chevrolet engineers, the shrimp grew into a "mustang-eating animal." It was “Kamarik” that became the first of our trinity, which appeared two years before the Mustang - in 1967. "Challenger" - the youngest, appeared in the 1970th. But in terms of the latest generation, it tore everyone like an ace heating pad, Mustang ...
The Ford people were the first to realize that in the 21st century, the easiest way to increase the sales of a legend is to revive it. In 2004, they returned the Mustang, which had turned into a remnant in accordance with the canons of the fashion of its time, with the appearance of a classic muscle car. "Retrofuturism" is how Ford Vice President of Design Jay Mace called the style, which made a modern interpretation of the "Mustang" of the sixties. And he turned out to be quite successful. The square soap dish went to school like children, and not only in America, but also in other countries located absolutely in different parts of the Earth. Such popularity is clearly visible in Ukraine.
As for the Challenger, it has never sold better than the Mustang and Kamarik. A slight increase in sales was observed only a couple of times in the history of the holy trinity. What is the reason? Firstly, the base Ford and Camaro have always been cheaper (except for the latest generation), and secondly, the “Chel” is not
could work off the money the way, say, Mustang did. The latter is sporty, fast and more distinguished. What about the Challenger? Big, specific, but cool…
Logically, it would be necessary to talk further about the driving characteristics of each of the cars, but we will not do this, because we will mention the Challenger, but we will mention in passing how the Mustang drives. The main character is Camaro, which we drove before the cold weather, but due to some circumstances we could not write about it, or rather, publish an article. We note right away that we traveled on the RS version with a 3.6-liter engine with 304 horsepower. At first, Kamarik was in a body kit and on stock wheels, but, over time, the owner changed them to 21st wheels and removed the body kit.
Salon ... in this regard, the new Camaro is an atypical "American", or rather partially. The plastic is traditionally “oakish”, but the dashboard looks like one of the best American “oils” in the history! Well, that's our opinion. In front of your eyes - recessed wells in a retro-futuro style, at the bottom right - separate sensors (oil temperature, battery charging, etc.). The salon looks especially elegant at night - when turquoise-white lights are lit. Landing is what you need. You can't see a thing... a bunker on wheels. The windshield is like in the old ZIL, and the side windows are like rectangular portholes in a submarine. Those who suffer from claustrophobia will either have to be treated or take another car. Seats can hardly be called anatomical. There is developed lateral support and they hold in corners, but you still slide ...
But the machine itself passes turns as quickly as a mosquito dodges, which they are trying to kill. What's the secret? And, this is the most important advantage of the Camaro. Unlike the Mustang, the rear suspension here is completely independent! Yes, yes, looking under the “skirt” of the rear bumper, you will no longer see the “40-year-old” continuous beam of the rear axle. That is why the Camaro does not squeak and “scrape” like the Mustang when cornering. A real example - during an energetic drive through a flower bed, the latter squealed much louder. It's not good, but it's not bad either. Because, for example, dredge lovers in general can become hysterical if they see an independent suspension in a Camaro. On the contrary, give them a beam!
Oddly enough, the Kamarik handles much better than you'd expect. The only thing that prevents you from passing the “snake” is the size and visibility, but this is a matter of habit. And at first you have to go on the instruments. Screwing into a turn, the yellow minke really turns into a "Transformer"! Twisting the steering wheel, you think that the reactions will be wadded and "stupid", but the pipes! Vzhy-Y-yk ... and the car has already turned around. Stronger, faster ... tires begin to squeak ... and the Google phrase "" comes to mind. Oh, don't let go! Until you turn off the electronic nannies… then you start to remember that under you there are 304 “posterior-hoofed” horses that don’t mind drifting. But not as we would like - the suspension settings, and in general the essence of the car is different. This same "Mustik" can be converted to, but Kamarik is unlikely. Shevik's latest reincarnation is designed for city driving, not highway driving. But the brakes are still "American" - the pedal is like jelly, and the reactions when you press it also do not make you hang on the belts. As well as not clinging to everything that sticks out during acceleration. But there are nuances...
3.6 liters in the minds of oil fans is like a burp from HEMI, but in reality the Camaro RS accelerates quite well. You don’t stick to the back, of course, but you can duck in front of a girl at a traffic light. Gear shifting is also quite predictable, and the American automatic machine finally doesn't "stupid" like Chernovetsky at press conferences. And, all thanks to progress, which still got to Chevrolet. Instead of a 5 (and often even 4-) speed gearbox, a 6-speed sequential automatic HydraMatic is installed, which, among other things, is trained to save fuel by automatically selecting the optimal shift point during imposing driving. Consumption in the city - within 14-15 liters, on the highway at 150-160 km / h - about 10. That's it, the era of "glutton" is over! Americans have also learned to put their cars on a diet.
I would like to end with some kind of “action”, but alas, the Camaro is only able to turn into a bot in a movie. He is handsome and likes even those who can't stand the "Americans". Will you bet? We don't think. It rides well, predictably, but it is unlikely that the person who previously had a Mustang Shelby will buy it. Even if we are talking about a charged version of SS. The Camaro is a new page filled by those who want to drive a fat, bright car with good handling. They do not need excessive rigidity or drive. They want to be noticed and admired...because the new Camaro is all about looks. Like a Playboy magazine with naked Anna Semenovich on the cover. Everyone says that they buy it for interesting articles, but in the end they look at the boobs ...
You Again: The Greatest Showdown in the Automotive World.
I will never forget the moment my fourth-generation Camaro SS pulled up next to my 2000 Mustang GT. Late evening. Empty roads. Roar of engines. Adrenaline rush. Light up green. The Camaro pulled away, and I, a youngster just out of college, was left to swallow the smoke from under its wheels.
Since the birth of the Chevrolet Camaro in 1966, the confrontation between it and the Ford Mustang has continued. For example, only we at Motor Trend pushed their heads together more than 20 times. To call this confrontation a long one is an understatement. Mustang and Camaro are two legendary opponents. It's like Celtics vs. Lakers in basketball or Rangers vs. Devils in hockey. Ford and Chevy didn't miss a chance to add fuel to the fire, making each successive car even more powerful and faster. Last year, the fifth-generation Camaro SS 1LE was pretty disappointing in our comparison test with the then-new Mustang GT Performance Package. Camaro subjectively and objectively delighted us with its dynamics. Now that a new Camaro is on the horizon, Ford should be fighting to uphold its honor.
The differences between our 2016 Mustang GT Performance Package and the 2015 model we tested before are minimal, even the paint is the same Triple Yellow Tri-Coat. Mustang S550 is one of the most powerful cars in the world. Beneath its long, polished hood is a wild five-liter V8 with 435 hp. and 542 Nm of torque. Power is sent to a six-speed manual transmission and then sent to the rear axle. Classics of the genre. But this is far from the entire arsenal that the Mustang has adopted. The Performance Package adds six-piston Brembo front brakes, a 3.73:1 Torsen limited-slip differential, stiffer front springs, and 19-inch wheels with Pirelli P Zero tires.
Chevy's changes are more tangible. Much more compact than before, the Alpha platform, borrowed from the Cadillac ATS, is on a tough diet, and the sixth generation Camaro is the lightest member of the segment (1666 kg), while the Mustang draws 1735 kg. The Camaro's weight advantage is complemented by solid power, its 6.2-liter V8 LT1 developing 455 hp. and 617 Nm of torque. Like the Mustang, power is sent to the rear axle via a six-speed manual transmission, and grippy Goodyear Eagle F1 Asymmetric 3 tires complete the chain.
"Late evening. Empty roads. Roar of engines. Adrenaline rush. Light up green. The Camaro pulled away, and I was left to swallow the smoke from under its wheels.
If I had gone back in time with a new Mustang for that Camaro race, I could have done much better. True to its drag racing roots, the modern Ford makes it extremely easy and quick to get off the ground. Forget launch control, it will only slow you down, just rev the engine up to 3000 rpm, release the clutch and shift into gear. To 60 mph (96 km/h) it will accelerate in 4.6 seconds, just in second gear, and the quarter will fly by in 12.9 seconds, finishing at a speed of 177 km/h. Although from the point of view of my Mustang GT 2000 such dynamics look phenomenal, it will be difficult to compete with the weight-to-power ratio of the new Chevrolet. The easiest way to get a Chevy from zero to 100 as fast as possible is to start from high rpm, and it will do it in a phenomenal four seconds (0.4 seconds faster than the 2015 Camaro SS 1LE), and conquer the quarter mile in 12.4 seconds, accelerating at the finish line to 184.4 km / h.
Only in past generations Mustang and Camaro finally pleased us with more or less intelligible handling, which has not disappeared anywhere. The Camaro is faster, going through the G-8 in 24.1 seconds with an average lateral acceleration of 0.85g. Now even a child can cope with this task. The Camaro's handlebars are light and precise, the big brakes let you slow down much later, and the wide torque band and long gearbox let you do that maneuver in second gear. The stabilization and traction control system works discreetly, so there is no need to turn it off. However, if you do not turn it off, you risk missing the very essence of the pony car. The Camaro is a superbly compliant drifting machine with no overprotective electronic nannies, all adjustments to the wobbly rear end being made with a light touch on the accelerator pedal.
The Mustang isn't as nimble, and getting it to work is more of a challenge. The Ford laps the G8 in 24.4 seconds with an average lateral acceleration of 0.82g, but it's hard to ignore the fact that it has a lot in common with its predecessor. “It feels like an old Mustang,” says Kim Reynolds, our test drive guru. - It looks heavy. The body reacts nervously to potholes and leans noticeably.” In other words, the car wobbles a lot. And you will have to shift gears very often, shifting to third before turning, then returning to second. Don't get me wrong, we love to select the right gear ourselves, but doing it so often while driving a Ford ... annoying. The gearbox is jumpy and tight-ranged, and doesn't like to be pushed around. As for slow cornering, say, with smoke from under the wheels and drifting of the stern, the Mustang will do it, but it will be very, very difficult to return it to the trajectory. You walk on the edge of the blade, and if you make the slightest mistake, the car will immediately turn around.
Canyon Climbers: There were times when you wouldn't want to be on a Camaro or Mustang on a winding track like this. We are happy to tell you that those days are in the past
Meanwhile, the Mustang itself cannot be said to be as sharp as a blade. The badge on the trunk lid claims it's a GT (Gran Turismo), and it really excels at that. It all starts with the salon. “Moray Callum's signature style is here, and this time his team has worked hard,” notes Ed Lo. “Soft-touch front and door panels with body-color contrasting stitching are subtle design touches.” We also appreciated the optional Recaro buckets: they are comfortable, with excellent support, helping the driver to rise slightly above the road. On the highway Mustang moves relaxed and imposing. Mumbling softly at 2000 rpm in sixth gear (120 km/h) it seems to get around any slow traffic without changing gear. The steering holds the right direction, the road noise is at an acceptable level, and overall the car runs very smoothly. A leisurely ride in a Mustang allows you to appreciate its subtle, pleasant little details: cockpit-like switches, metal panels, the new Sync 3 infotainment system. Add to this a roomy trunk, and now you can easily imagine a trip from New York to Los Angeles by Ford.
It's hard to beat Chevy's weight-to-power ratio.
The impressiveness disappears without a trace as soon as you start pushing the Mustang into a turn. Fast driving on narrow secondary roads makes the driver work hard. The rolls, nods, drifts and jumps that we felt during the passage of the G8 only intensify on the imperfect road surface of ordinary tracks, and, despite the generally good information content of the steering wheel, sometimes it is clearly not enough. In fact, not everything is so bad: for example, the engine sounds great at high speeds. The short gear pairs give a sense of speed and ensure that you capture all the nuances of this V8's voice.
The Camaro, while remaining true to the Super Sport badge proudly emblazoned on its stern, is better suited to secondary road driving than the Ford. The Camaro loves aggression and speed and is equally at home in straight lines and corners. The compact sloping steering wheel is exceptionally informative, and the transmission is so responsive it feels like you're using the latest Corvette without a seventh gear. The Camaro SS is what the Cadillac ATS-V should have been. Lo really liked the Chevy engine on the serpentine. “The speed of the Camaro is just the way I like it. It spins more readily to the desired speed, which brings back thoughts of racing cars. The Camaro hits almost 130 km/h in second gear as the engine roars into the cut-off. The Mustang needs an extra gear for that, which Sebo thinks gives it an extra sense of speed when it really doesn't."
At a speed of 120 km / h at 2000 rpm, the Mustang is imposing and relaxed.
On the highway, the Chevy feels a little stiffer. Wind and tire noise is more pronounced, and the suspension is definitely more uncompromising. Visibility, the Camaro's main complaint, still poses some challenges. In the Ford, the driver sits high, while in the Camaro, you sit very low and your view is partially obscured by a tall instrument panel. “Compared to its predecessors, it has become better, but against the backdrop of progress, Ford is still sad,” says Lo. “But that’s what gives the SS that unique hooliganism that we actually buy pony cars for.”
Visibility aside, the interior of the new Camaro is a huge step up from the previous generation. While it's not as rich as the Mustang's interior, the parts you touch the most, namely the steering wheel and shifter, are very, very nice. The simplified front fascia also helps to give the Camaro an understated and quality feel. I liked the high resolution display with stylish borders, well placed and easy to use (powered by Apple CarPlay). Law enthused about the vents: “They don't just look like jet engines, the corrugated metal rings around them allow you to control the temperature of the air you receive and the speed of the fans. Unobtrusively and intuitively.
But choosing a winner from this pair was not easy. “They are so similar in terms of ergonomics, visibility and sound of the motor that any of the parameters can put one of them in the lead,” says Lo. “But when it comes to driving dynamics to the limit, the Camaro takes the lead by leaps and bounds. All according to their badges: SS for the dynamic Supersport-style Camaro, and GT for the imposing Mustang.”
The Ford Mustang GT is high class, a real American in a classic suit. Yes, it can handle tight turns if need be, but it's much more comfortable on straights between intersections and on highways. And you will like it in such conditions.
We want a car with the soul of a pony car, one that can provide an adrenaline rush.
The Camaro SS is a 2004 Red Sox team: beards, muscles and pure testosterone. Looking to exit the next traffic light in style with your sports sedan? Do you want to drift at the crossroads? Do you want passers-by to look after you? Then your choice is the Camaro SS.
As for us, Ed Lo summed it up best. “If we talk about a more spectacular option that would make a lasting impression on my friends, then this is definitely a Camaro. He's faster, sharper, and harder at the same time, a kind of self-confident pushover. Mustang growls. The Camaro roars."
We are looking for a car that would most fully embody the spirit of the pony car. We are looking for a car that goes faster, turns reluctantly, roars like crazy and looks menacing at the same time. We want a Chevrolet Camaro that delivers an adrenaline rush and leaves all rivals far behind in a traffic light race. Well, if it so happens that it turns out to be good on an open highway, then this is exactly the car we need, this is a sweet cherry on a solemn cake.
1st place: Chevrolet Camaro SS
Great dynamics on the drag strip and in the corners gives it the title of a dream muscle car.
2nd place: Ford Mustang GT Performance Package
It was he who we would choose for a leisurely trip around the United States.
| 2016 Chevrolet Camaro SS | 2016 Ford Mustang GT (Perf Pack) | ||
|---|---|---|---|
| Engine/chassis | |||
| Layout | Front engine, rear wheel drive | ||
| ICE type | Gasoline, V8, aluminum block and head, OHV, 2 valves per cylinder | Gasoline, V8, aluminum block and head, DOHC, 4 valves per cylinder | |
| Working volume, cu. cm | 6162 | 4951 | |
| Compression ratio | 11,5:1 | 11,0:1 | |
| Engine power, hp / rpm | 455/6000 | 435/6500 | |
| Torque, Nm / rpm | 620/4400 | 590/4250 | |
| Cut-off, rpm | 6500 | 6500 | |
| Transmission | 6-MKP | 6-MKP | |
| Suspension front/rear | Independent, spring / independent, spring, multi-link | ||
| Steering gear ratio | 15,8:1 | 16,0:1 | |
| Number of turns of the steering wheel | 2,3 | 2,7 | |
| Brakes front/rear | 13.6" ventilated disc/13.3" ventilated disc with ABS | 15.0" ventilated disc/13.0" ventilated disc with ABS | |
| Wheels front/rear | Aluminium, die-cast, 8.5"x20"/Aluminum, die-cast, 9.5"x20" | Aluminium, die-cast, 9.0x19"/aluminum, die-cast, 9.5x19" | |
| Tires front/rear | 245/40R20 95Y; 275/35R20 98Y Goodyear Eagle F1 Asymmetric 3 | 255/40R19 96Y; 275/40R19 101Y Pirelli P Zero | |
| Dimensions | |||
| Wheel base, mm | 2812 | 2720 | |
| Track front / rear, mm | 1600/1598 | 1582/1648 | |
| Length/width/height, mm | 4783/1897/1349 | 4783/1915/1382 | |
| Turning diameter, m | 11,7 | 12,2 | |
| Curb weight, kg | 1666 | 54/46 | 54/46 |
| Passenger capacity, pers. | 4 | 4 | |
| Cabin height (front/rear), mm | 978/889 | 955/884 | |
| Legroom (front / middle / rear), mm | 1125/759 | 1130/777 | |
| Cabin width (front / middle / rear), mm | 1397/1280 | 1430/1326 | |
| Trunk volume, l | 255 | 382 | |
| Measurement results | |||
| Acceleration 0-48 km/h (0-30 mph), sec. | 1,7 | 1,7 | |
| Acceleration 0-64 km/h (0-40 mph), sec. | 2,4 | 2,4 | |
| Acceleration 0-80 km/h (0-50 mph), sec. | 3,1 | 3,4 | |
| Acceleration 0-96 km/h (0-60 mph), sec. | 4,0 | 4,6 | |
| Acceleration 0-112 km/h (0-70 mph), sec. | 5,0 | 5,8 | |
| Acceleration 0-128 km/h (0-80 mph), sec. | 6,3 | 7,1 | |
| Acceleration 0-144 km/h (0-90 mph), sec. | 7,7 | 8,9 | |
| Acceleration 0-160 km/h (0-100 mph), sec. | 9,3 | 10,8 | |
| Acceleration 0-177 km/h (0-110 mph), sec. | 11,4 | 12,9 | |
| Acceleration 72-104 km/h (45-65 mph), sec. | 1,8 | 2,2 | |
| Passage 402 m, sec./km/h | 12,4/184,4 | 12,9/177 | |
| Braking 96-0 km/h (60-0 mph), m | 31,7 | 33,2 | |
| Lateral acceleration, g | 1,0 | 0,96 | |
| Engine speed at 96 km/h (60 mph), rpm | 1400 | 1700 | |
| Consumer Information | |||
| Base cost of the car (in the USA), $ | 37 295 | 35 695 | |
| The cost of the tested car, $ | 38 600 | 47 350 | |
| Stabilization system / anti-slip system | +/+ | +/+ | |
| Airbags | Front, front side, window (front / rear), knee | ||
| Basic warranty, years/km | 3/57,940 (36,000 miles) | 3/57,940 (36,000 miles) | |
| Power unit warranty, years/km | 5/160,900 (100,000 miles) | 5/96,560 (60,000 miles) | |
| Roadside assistance, years/km | 5/160,900 (100,000 miles) | 5/96,560 (60,000 miles) | |
| Fuel tank volume, l | 72 | 60 | |
| Fuel consumption (city/highway/average), l/100 km | 20,2/10,9/15,7 | ||
