Chevrolet CAMARO SS
The best Camaro ever may well be the last

By ANDREW BORNHOP
Photos by RON PERRY

Hard to believe, but this is possibly the last Camaro road test we'll ever write. After 31 years of production, General Motors is on the brink of dropping both the Chevy Camaro and its F-body brother, the Pontiac Firebird.
Say it ain't so!

We wish we could, but lagging sales are to blame. In 1994, when the current Camaro was new, 115,000 were sold. Last year sales plunged to 60,000. And Pontiac sold only 30,000 Firebirds.
A pity. Nobody wants to see this reasonably priced rear-drive American ponycar die. (For more on this subject, please see our Ampersand column.)

Fortunately, Camaro fans have an ally in the 1998 SS, the best argument yet to keep the Camaro alive. This car has a tight, well-put-together feel. And it's more powerful than ever, yet nicely docile around town. As such, it puts to rest any notions that the Camaro is too cantankerous to live with on a daily basis.

Prior to this year, Z28s were transformed into SSs by SLP engineering, at a site not far from the Camaro's Quebec factory. Now, however, it's built in-house by Chevrolet, with only the composite hood still made and fitted by SLP. Beneath that hood resides the Corvette's aluminum-block LS-1 V-8. In standard Z28 trim, this pushrod powerplant pumps out 305 bhp at 5200 rpm and 335 lb.-ft. of torque at 4000 rpm. But in the SS there's a hearty 320 bhp on tap at 5200 rpm and a wrenching 345 lb.-ft. of torque at 4400 rpm.
Chevy says those 15 extra ponies come from the SS's free-flowing stainless-steel exhaust, a single 3.5-in.-diameter tube with nearly 40 percent less backpressure than the Z28's pseudo dual-exhaust arrangement. And that dramatic hood scoop is said to help a bit at speed, ducting high-pressure air to the filter for easier breathing.

The Camaro's LS-1 V-8 doesn't pack the Corvette's 345-bhp punch for two reasons-it has a different camshaft and more restrictive exhaust. Does anybody really think Chevy would allow the Corvette to be dethroned as King of the Hill?

The SS Camaro begins life as a Z28 at the St. Therese factory in Quebec, where it's fitted with the $3500 WU8 SS performance and appearance package. This includes the aforementioned engine, unique suspension tuning and 17-in. alloy wheels shod with P275/40ZR-17 Goodyear tires. The 5-spoke wheels, combined with the hefty Eagle F1 tires, give the SS a really aggressive stance that's complemented by the forced-air hood and the curvaceous SS-specific rear spoiler.

Compared with the Z28, the SS has 24 percent stiffer front springs, and its hollow anti-roll bar has grown 2 mm in diameter to 32. And in back, the live axle rides on progressive-rate springs that are some 30 percent stiffer than the Z28's, working with the same 19-mm anti-roll bar. As you'd expect, the valving of the deCarbon shocks has been made commensurately firmer, front and rear.
All this produces a ride that's fairly firm but remarkably compliant, even over rough pavement that would have upset previous Camaros. And the overall grip is excellent, as the SS is able to lap the skidpad at 0.87g with a hint of understeer and minimal body roll. Steering boost is at an appropriate level, and the SS-like other Camaros-responds crisply to minor movements of what is an unattractive 2-spoke steering wheel.

The moment the cue-ball-capped gear lever is moved into 1st gear and the clutch is let out, the SS impresses. With so much torque it's nearly impossible to stall the car. The LS-1 V-8 is multitalented: smooth and burbly at idle, completely tractable around town and always eager to pull ferociously to the 6000-rpm redline.

Equally impressive is the Borg-Warner 6-speed manual transmission. Positive throws, well-defined gates and a robust feel characterize this box, which is linked by the driveshaft to a 3.42:1 limited-slip differential. Unfortunately, the SS transmission still has the dreaded "fuel-saving" device that automatically routes the shifter from 1st to 4th gear under light acceleration from a dead stop. The irony here: Almost everybody uses more throttle to keep it from intervening.

With both 5th and 6th gears being overdrives, the LS-1 V-8 loafs along scarcely above idle on the highway-60 mph equates to a leisurely 1500 rpm. Hence, EPA highway fuel economy is an excellent 27 mpg. In our lead-footed week of testing and photography, however, the SS averaged a thirsty 15.6 mpg.

When you're tackling a curvy road in the SS, though, you're not thinking about fuel economy; you're seriously considering going into Showroom Stock racing because of the car's noteworthy grip and acceleration. There's plenty of power to break the rear wheels loose at will, provided the optional traction control is switched off. Chevy calls it Acceleration Slip Regulation, and it automatically relaxes the throttle if wheelspin is detected. You'll feel the accelerator pedal actually kick back, and if that's not enough, the brakes intervene, followed by the retardation of ignition timing if necessary.

With ASR switched off, the SS reaches 60 mph in 5.5 seconds, a full 0.3 sec. quicker than the last F-body we tested with an LT1 V-8, a Pontiac Firebird Ram Air in our September 1995 issue. In the quarter mile, that gap expands to a full half second, with the SS rocketing past the line in 13.9 sec. at an impressive 105.7 mph.

Come stopping time, this Camaro has four nearly 12-in. vented disc brakes on call, now aided by a new Bosch ABS that works in smooth, unflappable fashion. With right foot firmly planted, the SS stops from 60 mph in 129 ft., and from 80 in 222, both commendably short distances.

So, this latest Camaro SS is quick, tight, remarkably civil and boatloads of fun. It's the least expensive 320 bhp money can buy. And for $27,640 as equipped, it's a poor man's Corvette. But can the SS alone save the Camaro? No, if for no other reason that only 150 are produced each week.

Therefore, we'd like to propose something a bit different here, a 10-step recipe to ensure the success of the next Camaro, should it ever be built.

1. Keep it inexpensive.

2. Keep it rear drive, with a live axle (for reason #1).

3. Keep the small-block V-8-great engine, great heritage.

4. Rid the car of the super-slanted windshield and long cowl-it's impossible to tell where the front corners of the car are, which is disconcerting.

5. Utilize space better. A car this size ought to have more interior and cargo room.

6. Find a spot for the catalytic converter that doesn't cut into the passenger footwell.

7. Reduce the use of plastic. American muscle means steel.

8. Eliminate the chintzy control stalk for the blinkers.

9. Incorporate some retro cues into the new car-a new Camaro that hints at the original could be a huge hit.

10. And finally, pressure NASCAR into letting you take the Camaro stock-car racing. Does anybody drive a front-drive Monte Carlo street car because Dale Earnhardt races a tube-frame rear driver with Monte Carlo decals? That would change in a heartbeat with the Camaro.

So how about it, Chevy?

THE COMPETITION

Ford SVT Mustang Cobra
* The embers continue to be stoked in the Camaro and Mustang's fiery 31-year battle. And today's hottest Camaro-the wide, fat-tired SS-has a slight advantage over the meanest Mustang, the 305-bhp SVT Cobra. Though Ford's V-8 boasts dohc 4-valve sophistication (and pulls to redline with reckless abandon), the larger-displacement pushrod V-8 of the SS makes no apologies-it enables the SS to accelerate more quickly, and its power doesn't fall off near redline as you'd expect. And where's the Mustang's 6-speed? (Tested: 9/95)

Length: 181.5 in. Width: 71.8 in. Height: 53.4 in. Wheelbase: 101.3 in.
Track, f/r: 60.0 in./58.7 in. Curb weight: 3355 lb
Current list price $25,630
Engine dohc 4.6-liter V-8
Horsepower 305 bhp @ 5800 rpm
Torque 300 lb-ft @ 4800 rpm
Transmission 5-speed manual
0-60 mph 5.7 sec
Braking, 60-0 mph 123 ft
Lateral accel (200-ft skidpad): 0.85g
EPA city/highway 17/26 mpg

--------
Chevrolet Motor Division
30007 Van Dyke
Warren, Mich. 48090

List price $20,470
Price as tested $27,640

Price as tested includes std equip. (dual airbags, ABS, air cond, tilt steering wheel, AM/FM stereo/cassette, limited-slip diff), SS performance and appearance pkg ($3500), Z28 preferred equip. group (cruise control, remote hatch release, foglamps, leather-covered steering wheel, remote keyless entry, anti-theft alarm, carpeted rear floormats; pwr windows, mirrors & door locks) $1576, leather bucket seats ($499), traction control ($450), stereo upgrade w/CD ($450), rear-window defogger ($170), dest charge ($525).

0-60 mph 4.5 sec
0-1/4 mi 13.9 sec
Top speed est 160 mph
Skidpad 0.87g
Slalom 60.0 mph
Brake rating excellent

TEST CONDITIONS
Temperature 50 F
Wind calm
Humidity 66%
Elevation 1010 ft

ENGINE
Type aluminum block and heads, V-8
Valvetrain ohv 2 valve/cyl
Displacement 346 cu in./5666 cc
Bore x stroke 3.90 x 3.62 in./
99.0 x 92.0 mm
Compression ratio 10.1:1
Horsepower (SAE) 320 bhp @ 5200 rpm
Bhp/liter 56.5
Torque 345 lb-ft @ 4400 rpm
Maximum engine speed 6000 rpm
Fuel injection elect. sequential port
Fuel prem unleaded, 91 pump oct

CHASSIS & BODY
Layout front engine/rear drive
Body/frame composite front
fenders, doors & hood, steel/unit steel
Brakes
Front 11.8-in. vented discs
Rear 11.9-in. vented discs
Assist type vacuum; ABS
Total swept area 414 sq in.
Swept area/ton 248 sq in.
Wheels cast alloy, 17 x 9
Tires Goodyear Eagle F1 GS,
275/40ZR-17 93W
Steering rack & pinion, pwr assist
Overall ratio 14.4:1
Turns, lock to lock 2.3
Turning circle 40.1 ft
Suspension
Front upper & lower A-arms,coil springs, tube shocks, anti-roll bar
Rear live axle on dual lower trailing links, Panhard rod, torque arm, coil springs, tube shocks, anti-roll bar

Curb weight 3360 lb
Test weight 3510 lb
Weight dist (with
driver), f/r, % 58/42
Wheelbase 101.1 in.
Track, f/r 60.7 in./60.6 in.
Length 193.5 in.
Width 74.1 in.
Height 51.3 in.
Ground clearance 6.2 in.
Trunk space 10.1 + 9.6 cu ft
Oil/filter change 7500 mi/7500 mi
Tuneup 100,000 mi
Basic warranty 36 mo/36,000 mi

ACCOMMODATIONS
Seating capacity 2+2
Head room, f/r 36.0 in./33.5 in.
Seat width, f/r: 2 x 18.5 in./2 x 16.0 in.
Front-seat leg room 44.5 in.
Rear-seat knee room 20.5 in.
Seatback adjustment 55 deg
Seat travel 6.0 in.

INTERIOR NOISE
Idle in neutral 53 dBA
Maximum in 1st gear 79 dBA
Constant 50 mph 73 dBA
70 mph 76 dBA
155-mph speedometer, 7000-rpm tach, coolant temp, oil pressure, volts, fuel level

ACCELERATION
Time to speed Seconds
0-30 mph 2.4
0-40 mph 3.3
0-50 mph 4.1
0-60 mph 4.5
0-70 mph 5.8
0-80 mph 7.9
0-90 mph 10.1
0-100 mph 13.2
Time to distance
0-100 ft 3.2
0-500 ft 7.8
0-1320 ft (1/4 mi): 13.9 sec @ 105.7 mph

FUEL ECONOMY
Normal driving 15.6 mpg
EPA city/highway 18/27 mpg
Cruise range 225 miles
Fuel capacity 15.5 gal.

BRAKING
Minimum stopping distance
From 60 mph 129 ft
From 80 mph 222 ft
Control excellent
Pedal effort for 0.5g stop na
Fade, effort after six 0.5g stops from
60 mph na
Brake feel excellent
Overall brake rating excellent
Lateral accel (200-ft skidpad) 0.87g
Balance mild understeer
Speed thru 700-ft slalom 60.0 mph
Balance mild oversteer
Lateral seat support very good

DRIVETRAIN
Transmission 6-speed manual
Gear Ratio Overall ratio (Rpm) Mph
1st 2.66:1 9.10:1 (6000) 48
2nd 1.78:1 6.09:1 (6000) 72
3rd 1.30:1 4.45:1 (6000) 98
4th 1.00:1 3.42:1 (6000) 128
5th 0.74:1 2.53:1 est (5550) 160
6th 0.50:1 1.71:1 est (3750) 160
Final drive ratio 3.42:1
Engine rpm @ 60 mph in 6th 1500

TEST NOTES...
* Good acceleration runs are an exercise in throttle modulation, so prodigious is the SS's wheelspinning torque.

* With its crisp response to minor steering inputs, the Camaro SS has a tendency to get a bit tail-happy in the slalom.

* In steady-state conditions around the skidpad, slight understeer reigns. Oversteer, though, is simply a dip of the throttle away.