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.

Review: Dodge Ram 1500

With Chrysler LLC currently in bankruptcy and seemingly on the road to becoming the North American arm of Fiat, several of the company’s current models will soon be dropped from the automaker's lineup. Don’t expect the redesigned-for-2009 Dodge Ram 1500 pickup truck to be on the endangered species list, however.

GM and Ford pickup aficionados may not want to hear this, but the redesigned Dodge Ram is arguably one of the best full-size pickups ever produced. It retains the previous generation’s broad-shouldered appearance, albeit in a more refined looking form, highlighted by a truly enormous and intimidating front grille. By comparison the Chevy Silverado is more-sedate looking, though Ford’s new F-150 comes close in terms of testosterone-infused styling.

All told, the truck comes in five trim levels with three cab configurations and three cargo box lengths, which means the Dodge Ram 1500 truly offers something for everyone. The most workman-like Standard Cab models come with a single bench seat and an eight-foot cargo bed that can accommodate full 4 x 8-foot sheets of building materials.

Our tester was a four-door Club Cab version that included a three-passenger rear-seat area that was large enough to double as a family vehicle on the weekends, though it only comes with a six-foot bed. Though we were able to carry home a few sheets of drywall from the home center store with the back end leaning up atop and over the tailgate, we suspect this would be the Dodge Ram of choice for those needing a big truck more for recreational needs – like taking an ATV camping, hauling a pair of dirt bikes down to the trails or towing a boat or trailer – than for professional use.

Performance wise, the Dodge Ram 1500 affords a smooth ride and handles better than its sheer girth might otherwise indicate. A fuel-saving 215-horsepower 3.7-liter V6 engine in 2WD regular cab and extended Quad Cab models, but that’s barely sufficient. Other versions offer a choice of a stronger 310-horsepower 4.7-liter V8 or, like our test model, a lusty 390-horsepower 5.7-liter HEMI V8 that’s good for a 0-60 mph run around six seconds. We suspect this would be the powerplant of choice for many buyers, at least until gasoline gets back to selling at $4.00/gallon.

Our Dodge Ram came with the available 20-inch wheels, but unfortunately, not with side steps or running boards. Even at nearly six feet tall we could barely pull ourselves up into the cab. Once inside the cabin, we found it to be an accommodating environment, with large and legible gauges and easy to operate switches. Storage was plentiful and included a configurable center console between the front seats that’s large enough to hold vertical files and a laptop computer and two “store in the floor” bins with removable liners that are large enough for ten 12-ounce cans and ice. Myriad options include a rear DVD entertainment system on Crew Cab models, hard-drive media storage for digital music and a dealer-installed “uconnect web” system that turns the truck into a rolling Wi-Fi hot spot for Internet surfing.

Taking the rolling cooler idea a step further, the Dodge Ram offers an optional “RamBox” cargo system with weatherproof, lockable, illuminated and drainable storage bins built into the cargo bed rails that can hold up to 10 cases of 12-ounce beverages. We might still prefer a separate cooler to that effect, but having concealed and secured storage areas in a vehicle that’s otherwise without a locking trunk is a big plus.