We have a certain expectation that a sports car will not only be great in the straight line, but at carving corners and braking, as well. Indeed, the decade-old mantra that American muscle cars were only good at going fast in a straight line no longer applies, especially in leu of new-found competition from Korea (Hyundai Genesis Coupe) and Japan (Nissan Z, Toyota FT-86). So you could imagine our surprise when, upon sitting down with a crisp issue of Car and Driver (October 2011), we found the Chevy Camaro to be excluded from the publication’s Best Handling Car Under $40,000 shootout. Oh no they didn’t. Oh but they did.
C&D’s feature opens with the following: “Handling, in the simplest terms, can be defined as how a car responds to driver inputs and how it communicates feedback. Are the responses and feedback smooth? Does it approach those limits gradually?”
So even with the new FE4 suspension setup on the 2012 Camaro SS, the folks at C&D didn’t deem the bow tie-wielding pony car worthy of competing with the best-handling vehicles on the planet… which include the Ford Mustang GT (yupp), Mazda MX-5 Miata, Mini John Cooper Works, Mitsubishi Lancer Evolution MR, Nissan 370Z, and Volkswagen GTI. All of these vehicles “have impressed [C&D] with their dynamic competence.” The BMW 3-Series was left out because the new model is right around the corner… which doesn’t really sit well by us, but we’ll let it slide.
At the end of the day, one of the world’s most respected automotive publications ruled out the Camaro — a car that’s a lot more modern than the Ford Mustang (which ended up taking third place in the comparo, by the way), even though the Zeta-based muscle car tips the scales on the heavy end of the spectrum. And that may just be the reason for its exclusion.
Too bad, since we recently took a 2011 Camaro and carved some corners in the Colorado Rockies in it. And here’s what we had to say about it in the end.
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Comments
Camaro still handles well, but having driven an FE3 SS against a 5.0 GT on a track, the Mustang — despite that “ancient” rear end — seems eager to be pointed where the driver wants it. The Camaro, on the other hand, has a tendency to just plow when pushed hard. Perhaps that was some of the reason behind the “snub?”
Yeah, but I assume that’s on the strip, where a SRA is a lot more useful — and always has been. But that’s not what C&D has in mind here! In the twisties or something like autocross, the Camaro beats the Stang (my subjective opinion from experience in CO driving). And the fact that the Camaro is heavier gives it more stability at high speeds.
If you want a camaro in car and driver all you need to do is get a PO BOX with a Japanese address.
If meant strip, I would have said strip. I’m talking road course. There’s no reason the mustang should be easier to turn in than the Camaro but it is. why not contact the CD guys for an answer?
Well, then, I would respectfully disagree with you there. The Mustang is easier to turn because it has electric power steering with very minimal feedback. Even the C&D shootout we’re discussing here pointed this out. It’s not about ease of turning… it’s about handling. We’ll send in a comment to C&D for an answer.
Considering I’ve never read of review of the Camaro that praised its handling, I’m not surprised it was excluded. I would be more surprised if it were. The Dodge Challenger isn’t in the mix for the same reason.
But that doesn’t really mean much… it’s a sports car that handles very well, in my opinion. The C&D test consisted of an objective (numbers) test and a subjective “feeling” test — so it seems that the Camaro was excluded “just ‘cuz”.
The Challenger is a non-starter — we all know that 🙂
I think the last phrase in the qualifications was the problem. The Camaro doesn’t go gradually to its limits. Driving that car you do get a sense that you could destroy a set of tires at any time by turning the traction control off. Even with the TC on, those big P Zeros are barely able to handle a quick stomp. Frankly, that’s what makes the Camaro so damn fun to drive.