Chevrolet Camaro 2018 new car review
The blue-versus-red rivalry is far from over.
Like a couple of wild west gunslingers bringing their old grudge to town, the Chevrolet Camaro has arrived in Australia two years after its long-time American nemesis.
But while the two have a long history of going head-to-head in the USA, Australia is a new battleground. And despite many similarities the Camaro is ultimately a very different proposition because of the way it’s Australian arrival has come about.
While the right-hand drive Mustang for Australia is built on the same US production line as every other pony car, the Chevrolet’s steering wheel swap is handled by the team at HSV. After decades of enhancing the performance of locally-made Holden Commodores the company is now in a new phase, focusing its booming business on switching the Chevrolet Silverado and now Camaro from US-spec to Aussie-spec.
After more than two years of planning, development and testing the Camaro is ready to hit the road down under.
- Sweet sounding V8.
- Road presence.
- Well executed RHD conversion.
- Suspension needs fine-tuning.
- One available in single specification.
- Interior plastics look and feel cheap.
Is it right for me?
In theory the Mustang is a direct competitor to the Camaro - both are US pony cars with a V8 engine, two-doors and a rich heritage - but the reality is very different. The two are divided by decades of Ford versus Chevrolet rivalry.
So HSV boss Tim Jackson expects most Camaros to be snapped up by longtime HSV buyers and Chevrolet fans, rather than stealing buyers from the blue oval.
Can I afford it ?
There are really three ways to look at the price of the Camaro. At $85,990 (plus on-road costs) it’s $20,000 more expensive than the equivalent Ford Mustang GT ($65,990) and more than $12,000 costlier than the just released Bullitt Mustang ($73,688).
The second way to consider it is in comparison to its Japanese and European rivals with V8 engines and two doors. The Lexus RC F Coupe costs over $50k extra (from $137,729) and you’ll need another $77,000 for a Mercedes-AMG C63 S ($163,240).
Finally you can just say it costs what it costs and in return you get to drive one of the most head-turning cars on the road that lives up to the muscle car heritage with an element of exclusivity.
So whether it’s over-priced, good value or spot on will greatly depend on your point-of-view.
What do you get for your money?
For the money asked there is a single specification and no options with the exception of colour. Standard equipment includes an eight-speed automatic transmission, 20-inch alloy wheels, leather-appointed sports seats, heated and leather-wrapped steering wheel, 8.0-inch digital screen on instrument cluster, ambient lighting, nine-speaker Bose sound system, MyLink with Apple CarPlay/Android Auto, dual-zone climate control, wireless phone charging and sunroof.
Safety includes seven airbags, blind spot monitoring and rear-cross traffic alert. Notably missing is autonomous emergency braking and forward collision warning, neither of which are engineered for the Camaro anywhere in the world.
How much does it cost to maintain?
HSV isn’t offering a capped price servicing program so there’s no clear picture on ownership costs. Service intervals are every nine months/12,000km, whichever comes first.
Is it well built?
Each Australian Camaro rolls off the production line in Michigan as a completed left-hand drive model before being shipped to HSV’s facility in Melbourne. Once there it’s almost completely dismantled as HSV converts it to right-hand drive using 357 new parts developed in-house by the company.
One critical all-new element is an electrical wiring loom, which means ditching the old one and, in-turn, removing the interior, seats and all, roof lining, boot lining and dashboard. Eventually the engine and transmission are also removed so HSV can modify the footwell to ensure there’s the correct amount of room for the pedals and footrest.
It’s that attention-to-detail that really impresses in the way HSV has gone about preparing the Camaro for Australia. The company doesn’t like to call it a ‘right-hand drive conversion’ and instead prefers the term ‘re-manufacture’, which may sound like semantics but when you look at the sheer volume of new or heavily modified parts used it feels justified.
Our test drive was completed in prototype vehicles which weren’t fitted with the final, customer-ready components so there were some rattles in the dashboard. HSV assures Drive that those kinks will be ironed out in customer cars and overall the quality of the work and presentation is top-notch.
What are the Standout features?
The retro-inspired looks are what really sets the latest generation Camaro apart on the road. The Chevrolet designers have found a nice balance between the classic proportions of the 1960s versions but with a modern aesthetic.
Like the Mustang, seeing such an iconic American machine on Australian roads is a thrill for any true petrolhead. In fact, the bold looks of the Camaro draws plenty of attention even from those who don’t look like your typical car lover.
What does it have that others don't?
The limited nature of the HSV-build means the Camaro will carry an exclusivity that the more popular Ford won’t be able to match. Yes, there’s always be more Mustangs on Australian streets but seeing a Chevrolet should retain more appeal for both buyers and onlookers alike.
How practical is it?
Of course the limited nature of the Camaro means it won’t be all things to all people. The most obvious compromise is practicality, because despite there being two nominal seats in the back this is in reality a two-seat sports car.
Is it comfortable?
HSV has been forced to recreate or alter much of the interior, from the obvious stuff such as swapping the dashboard, to minor details like swapping the seats over so the driver’s has the power adjustment.
While our cars weren’t fitted with the final parts, all things considered it’s a nice interior. Unfortunately, HSV has had to rely on the Chevrolet donor vehicle so some of the interior elements, particularly the switchgear, looks and feels a bit cheap (and shared with the likes of the Holden Equinox) so it doesn’t present as premium as its German rivals, but it’s on par with its American competition.
As with the Mustang, the hard, dark plastics are part of the reason why these US-made V8 coupes cost a lot less than those from Germany.
Easy in, easy out?
Climbing aboard the Camaro is straightforward thanks to the long doors. And if you’re brave enough to try squeezing into the rear you’ll need to limber up first to contort yourself into the cramped accommodation.
Space and versatility?
The boot is also pretty tight, with a relatively small opening. However it’s quite deep so you can squeeze your luggage in as long as it's not too bulky to fit through the mouth of the boot.
What's the engine like?
HSV hasn’t bothered with either the four-cylinder or V6 Camaro options and instead goes straight for the engine everyone really wants - a 6.2-litre V8.
Unlike the HSV range that relied on Chevrolet’s ‘LS’ family of engines in recent years the Camaro uses the newer, direct injection ‘LT1’. It’s good for 339kW of power and packs 617Nm of torque; which means in terms of outright grunt it’s on par with the Mustang but boasts comfortably more pulling power than the Ford’s 556Nm.
It may be a Chevrolet V8 but like the previous LS-powered HSV models the LT1 feels very different on the road. It revs with more freedom, happily spinning up to its 6000rpm redline when you push your right foot to the floor.
It feels strong too, with all that torque helping to shove you back in your seat when you floor it. Then there’s the noise, a deep guttural growl that is unashamedly old-fashioned V8. It’s the kind of noise that HSV loyalists will be familiar with and may have feared was going to go the same way as the locally-made HSV Commodores.
The engine is mated exclusively to an eight-speed automatic transmission, despite HSVs preference to offer a manual option that may have to wait for future Camaro models. It does the job in an easy manner and its responsiveness can be altered via the drive mode selector.
There are four modes to toggle through - Tour, Sport, Track and Snow/Ice - and adjust the throttle response, engine sound, power steering and stability control settings as well as transmission.
How much fuel does it consume?
Naturally a big V8 isn’t particularly frugal so the Camaro drinks unleaded at the rate of 11.5-litres per 100km. That’s obviously a best-case scenario because if you unleash the full potential of the engine that figure will increase dramatically.
Is it enjoyable to drive?
Fuel consumption will likely be a minor concern for potential Camaro owners though. The real question is what it feels like behind the wheel. On that front there’s good news… mostly.
The good news is this Camaro is a true muscle car. The steering, particularly in the Sport mode, is direct and has some weight to it that suits the character.
It’s stable and planted on the road, feeling at home on the sweeping rural roads outside Melbourne we drove on.
However, the bad news and where the Camaro’s US heritage became apparent is its ride quality. Unfortunately, despite decades of experience tuning performance cars for Australian conditions HSV decided to leave the suspension tune of the Camaro as it comes from the factory.
As a result it feels too firm for Australia’s less-than-perfect surfaces, feeling fussy and busy over repeated smaller imperfections on the road. It’s hard not to feel that HSV’s experience could have helped iron out the ride while retaining the sporty handling.
Does it perform as you expect?
The Camaro makes a strong first impression but there’s still some obvious areas for improvement. For those who have been waiting decades for the American machine to arrive, and those already missing the recently-departed locally-made HSV products, any of its minor flaws can be overlooked.
At its core the Camaro is a deeply loveable sports car that tugs at the heart with its style, sound and performance.
2018 Chevrolet Camaro 2SS price and specifications
Price: From $85,990 plus on-road costs
Engine: 6.2-litre V8 petrol
Power: 339kW at 6000rpm
Torque: 617Nm at 4600rpm
Transmission: Eight-speed automatic, rear-wheel drive
Fuel use: 11.5L/100km