Review: Chevrolet Camaro

One of the most-awaited new-car introductions in recent years, and one of the few bright spots these days for the beleaguered General Motors, is the updated 2010 rendition of the classic Chevrolet Camaro. While one could argue that, at least in hindsight, GM should have put the development money toward bringing a small and highly fuel-efficient car to market sooner, at least the Camaro helps bring a bit of enthusiasm to the brand.

For starters, the recast coupe comes wrapped in broad-shouldered styling that pays homage to the original in a contemporary manner. No mere retro-poseur, the new Camaro rides on completely contemporary underpinnings. The LS and LT versions pack a 3.6-liter direct-injection V6 engine that generates 304 hp, which should be sufficient for most buyers. By comparison, the aforementioned LT-1 V8 in the previous generation could muster “only” 275 horses, which still seemed quick even in the late 1990’s.

On paper the V6 engine should feel faster off the line, but it’s weighed down by the car’s sheer bulk. It does, however, get up to speed adequately and the driver is treated by one of the sweetest and throatiest exhaust notes we’ve heard in recent memory. Thanks to modern engine technology the V6 gets what amounts to impressive fuel economy – it’s rated at 29 mpg in (we assume polite) highway driving. We got a solid 21-mpg in mostly lead-footed city driving.

A six-speed manual transmission is standard, and though it’s far easier to work than the Camaro’s clumsy stick shifts in earlier eras, the clutch-averse can alternately choose a six-speed automatic gearbox that includes manual “TAPshift” controls. Unfortunately, these are buttons that reside at the rear of the steering wheel, and are not true paddle shifters as the faux paddles on the wheel might otherwise indicate. This also makes it difficult to shift gears while turning the steering wheel.

Meanwhile the power-hungry will likely seek out the top SS model, which blows the doors off of the original with an authoritative 6.2-liter V8 engine. Shared with Chevy’s Corvette, the V8 generates a rousing 426 hp with the standard six-speed manual transmission. Be aware, however, those choosing the automatic gearbox are penalized with a slightly weaker 410-horsepower version of this powerplant that automatically shuts down half the cylinders at cruising speeds to help boost its mileage.

A nearly ideal front-to-rear weight distribution and a fully independent suspension at all four corners delivers steadfast cornering prowess without beating its occupants up severely over bumps in the road. The suspension actually swallowed up pavement pockmarks and potholes in our urban environment much better than we expected – this is typically a sports suspension’s weak spot. Keeping a tight rein on its 400-plus horses, the SS receives its own performance-oriented setup with a slightly lowered ride height, albeit with a somewhat rougher ride.

Four-wheel antilock disc brakes are on hand for sure stopping power (albeit with a touch of brake fade just before coming to a stop), with the SS receiving larger rotors and four-piston aluminum Brembo calipers that can stand up to racetrack-caliber wear and tear. Steering is responsive, but the Camaro’s variable-assist power setup is a little on the light side and doesn’t quite provide as much direct road feel as some enthusiasts might prefer.

The Camaro’s cockpit is reminiscent of the original, though its deeply cast round gauges, deep-dish steering wheel and combo of horizontal and round air vents tend to clash alongside the more modern-looking center stack of controls. Worse, many of the interior elements have a cheap feel to them – better quality plastics would have gone a long way, here. Six airbags and OnStar are standard for safety’s sake. Other thoroughly modern available features include a Bluetooth hands-free cell-phone interface, rear parking proximity warnings and a premium Boston Acoustics audio array.

Entry and exit is reasonably easy for a low-slung car of this character – at least in the front – though it’s still a bit of a climb in and out. Front seat comfort is good, with just enough lateral support, but not so much as to squeeze the kidneys on a stout middle-aged frame. Rear seat room is woefully inadequate, however. Trunk space is on the small side, though it's more than adequate for a pair of suitcases or golf bags, and the rear seatbacks fold down to maximize its capacity; loading is hampered by the generally flat trunklid opening, however. Still, we don’t expect many will buy a Camaro for making trips to the warehouse store.

Updated! Review: Kia Soul

Debuting at midyear as an early 2010 entry, the Kia Soul is a boxy urban-hip compact wagon along the lines of the Scion xB and the also-new Nissan Cube. Not completely square, it features a roofline that slopes upward slightly toward the front to maximize cabin space for the driver and front passenger, and to afford a higher SUV-like seating position for a greater visual command of the road. Our tester came in a Clear White exterior color, which made the Kia Soul, particularly from the stylized front end, look the the vehicular equivalent of a Star Wars Stormtrooper.

Inside, the Kia Soul's boxy profile was offset with more-flowing rounded shapes. There was plenty of front head, leg and shoulder room, with sufficient space in the rear for two small adults or three kids. Seats were generally comfortable and supportive, though were affected by a distracting "Soul" logo pattern at the tops of the seatbacks. The rear seat folds flat on a 60:40-split basis to create a particularly large and square cargo area, which could easily accommodate an off-to-college move or a day's worth of antiquing.

Performance-wise the Kia Soul roughly follows the automaker's compact Spectra sedan (soon to be replaced by an all-new model, the Forte), which means it's well-controlled and lively enough not to be a penalty box, but remains far from being overtly sporty. Ride and handling were acceptable, though the rear suspension on our tester had a tendency to land with a thump going over speed bumps and potholes. Ours was a Kia Soul Plus, which came with a peppy 142-hp 2.0-liter four-cylinder engine and a workman-like four-speed automatic transmission. The base model comes with a slower 122-hp 1.6-liter version and a five-speed manual standard.

With a starting price at $13,300, the Kia Soul is an undeniably good deal. Ours stickered at just under $16,000, but came with everything including keyless entry and cruise control. It also included the optional $800 sunroof and a $400 upgraded audio system that included (we kid you not) light-up speakers in the front door that would throb to the beat.

UPDATE: We recently drove the top-of-the-line Soul Sport model, which comes with oversized wheels and performance tires, a sports suspension and assorted cosmetic upgrades; ours came with a manual gearbox and stickered at around $18,000 (we've seen them configured for in excess of $19K). Unlike the lesser versions, however, we're not as fond of the Sport, which rides considerably rougher as a trade off for what is only nominally more-tenacious handling. With the temptation to push this model harder, the engine only feels slow and loud. The sloppy stick shift does little to enhance the driving experience. While it boasts sporting pretensions, it's more of a pretender than a competitor.

Review: Audi A4

Again offered in both sedan and “Avant” station wagon versions, the midsize Audi A4 has been nicely redesigned for the 2009 model year. It’s larger and roomier than before, with stronger and more fuel efficient engines, added sophistication and fresh styling that’s highlighted by friendly looking eyebrow-shaped LED daytime running lights.

The base A4 2.0T models pack a 211-horsepower 2.0-liter turbocharged inline four-cylinder engine that delivers strong thrust with little perceptible turbo lag (the hesitation in throttle response that affects most turbocharged powerplants), and is truly satisfying to punch hard when conditions warrant. A smoother and somewhat stronger 265-horsepower 3.2-liter V6 is also offered, though most buyers should be satisfied with the more playful standard engine.

The base sedan can be mated to either a six-speed manual or a gearless continuously variable automatic transmission (CVT) that delivers manual transmission performance with the convenience of an automatic. All other variants come with a conventional six-speed automatic gearbox that operates efficiently and virtually imperceptibly.

Riding on a wheelbase that’s been stretched by six inches, the new A4’s revamped aluminum sports suspension and speed-sensitive power steering combines to provide well-balanced ride and handling characteristics that we found to be neither too soft nor too harsh, even when traversing pockmarked pavement. Audi’s “quattro” all-wheel-drive system, which is standard with the A4 3.2 sedan and optional with the 2.0T, normally splits engine power on a 40/60 front-to-rear basis for sportier rear-drive characteristics, adjusting the torque to the appropriate axle when necessary to maintain traction.

The car’s handsome and comfortable interior is reasonably roomy and whisper-quiet, even at highway speeds. A gaggle of luxury features and high-tech gizmos are offered that, when fully configured, can price the car into the stratosphere. Ours came fitted with the Audi Side Assist blind-spot detection system, which was particularly helpful in alerting us– via warning lights nestled unobtrusively into the side-view mirrors – to cars that we might not otherwise spot in the adjacent lanes just to the rear of the vehicle. Front side and side-curtain airbags that cover all outboard passengers are among the A4’s many standard features.

While the dashboard gauges are attractive and legible, the car’s center stack of controls is, lamentably, a confusing amalgam of buttons and dials that are interrelated to operating menus displayed on an LED display screen. While it’s far from being the worst multimedia control interface among luxury cars, having, let’s say, a row of preset buttons for selecting radio stations is still far easier and less distracting than having to use a knob to scroll down and select from a list of frequencies displayed on a monitor.