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Recent CD & MT Mustang v. Camaro Drive Tests

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2016-Chevrolet-Camaro-RS-2016-Ford-Musta

 

 

So there were some recent tests done by MT and CD about the Mustang v. Camaro

 

I wasn't expecting the Mustang to hang close at all...like AT ALL. It even won the MT test, because it performed well, and was more livable. It also got equal FE to the turbo Camaro....which makes no sense at all. Bigger engine, heavier car....worse fuel, stickier tires...which are also bad for FE used in case of the Mustang.

 

But the Mustang did well against the Camaro in the hands of CD, in most objective performance areas it was better, even if it didn't feel better.

 

Gotta give the hand to GM though, they definitely can make some good sounding lower spec'd engines.

 

I found the price points very similar - but advantage Ford. And in that case, even though Ford may market the 2.3 as the mid-level engine - you'd be hard pressed to find in the Camaro whether you want the 2.0T or the V6. The V6 gives no performance benefit over the 2.0T. Only sounds better, and costs more....and anywhere else it'd like a slight benefit.

 

It was kinda weird how the performance upgrade gets the Stang the better tires factory equipped. I mean, tires are a big deal, and they can change a car completely just like a transmission change or engine tune. So getting good rubber, at a lower price point to exceed the competition..while kinda like a band-aid....it worked.

 

Ultimately, the Mustang provided equal performance, equal FE in the case of the MT test, equal FE (1 mpg better, but again) in a heavier car, but also getting the benefit of car that is more daily drivable. It's not like the Camaro was soundly beaten either test. But again, it kinda shows how the cars can be pretty darn close the way they are packaged while being at nearly the same price point, outside of the GT vs SS comparo.

 

I would say while the 2.3 EB is the mid level engine in the Mustang, the cyclone V6 is tired and old....the 2.3 is the better engine, it may not sound all that impressive while doing it. And the Camaro - you might as well get the 2.0T. Same FE, same performance, but lighter feeling car, and then when the stock rubber wears out, get the good stuff.

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No clue why the MT article released today tested the Camaro 2.0 on 91 octane and the Mustang 2.3 on 87 octane. 

 

I liked how they were very similarly priced yet the mid engine for the Mustang and bottom engine for the Camaro. Really shows how they are priced. 

Camaro tested: $33,320 | 2LT + RS + Brake package

Mustang tested 32,540 | Premium + Performance Package

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GM's already having a higher base price. Making the same tires as the Mustang an available option on the 2.0T seems like a bit of an oversight.

 

What is interesting though is that most folks or bots buying pony cars do not get the V8s. So in that light, suddenly the Mustang can actually compete, heck tie in an even split between two mags.

 

And the fuel thing.  A weird decision, but we do know the Mustang would have actually been even better on the track if it had premium fuel used for performance testing.

 

It's pretty clear, the base Mustang Ecoboost is not exactly the mid-level engine actually, more of a better alternative at this time to the cyclone V6. Heck it still starts $55 cheaper than the Camaro. 

 

EDIT - The way I feel about the Mustang EB engine - it may seem like the mid-level engine - but in my mind, it's the only base engine worthy of being able to compete against the non-SS or above models.

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Scott Evans cleared the air on the MT test w/ the 2.3t and 2.0t and said both cars WERE tested with 91 octane California premium. The confusion is because Ford only "recommends" 87 but max performance is w/ 93.  And that is why in the column "recommended fuel" 87 is listed. 

 

I found this graph of two dyno pulls for the 2.3T mustang. One run on 87 and one run with 93 octane.

mUSTANG-2.jpg

Edited by ccap41

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http://www.roadandtrack.com/car-culture/entertainment/news/a29427/transformers-the-last-knight-bumblebee/

 

http://www.roadandtrack.com/car-culture/a29387/fourth-gen-camaro-was-the-best-camaro/

 

 

Above are two Road&Track articles that define my opinion on the Camaro....Alpha, Zeta and F-Body alike!

 

So yeah....No Trans Am, no problem. Ill take a Mustang please! Right after I take a Challenger!

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Well there you go. I think the Mustang won....but oddly enough, the folks had a hard time picking a winner. Even despite the terrible sound of the Mustang EB.

 

I would say the same. They're pretty close in the lower models.

 

But that's besides the point. The Mustang has its advantages and they are tangible, and useful all the time. You will always benefit from better visibility. You will always like that there's just the smidgen more space...and the trunk is far superior. The Corvette has a bigger trunk than the Camaro. The Camaro is geared towards a higher level of performance, which you have to actually attempt to experience. It may feel tighter. But imagine the Mustang as like the comfort mode drive setting on the Camaro. From there, the Mustang's appreciation for by the buying public and bots is completely explained.

 

The better cars for a specific purpose don't always win.

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http://www.roadandtrack.com/car-culture/entertainment/news/a29427/transformers-the-last-knight-bumblebee/

 

http://www.roadandtrack.com/car-culture/a29387/fourth-gen-camaro-was-the-best-camaro/

 

 

Above are two Road&Track articles that define my opinion on the Camaro....Alpha, Zeta and F-Body alike!

 

So yeah....No Trans Am, no problem. Ill take a Mustang please! Right after I take a Challenger!

That Rumblebee looks terrible. They just did too much to that lower front fascia. 

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Well there you go. I think the Mustang won....but oddly enough, the folks had a hard time picking a winner. Even despite the terrible sound of the Mustang EB.

 

I would say the same. They're pretty close in the lower models.

 

But that's besides the point. The Mustang has its advantages and they are tangible, and useful all the time. You will always benefit from better visibility. You will always like that there's just the smidgen more space...and the trunk is far superior. The Corvette has a bigger trunk than the Camaro. The Camaro is geared towards a higher level of performance, which you have to actually attempt to experience. It may feel tighter. But imagine the Mustang as like the comfort mode drive setting on the Camaro. From there, the Mustang's appreciation for by the buying public and bots is completely explained.

 

The better cars for a specific purpose don't always win.

Just shows what people value. 

 

The Camry example in sales shows people will purchase the name that's proven itself over time even though I doubt anybody working on today's Camry engineered the first ones that were known to be reliable as F. Some will value trunk space(example) or visibility that might be putting the Mustang over the hump in sales. Maybe a lot of us enthusiasts who do like the Camaro just don't buy them for "life" reasons.. 

 

Like you said, the "better" car doesn't always win. But then there are too many variables to really say one car is "better" than the other. You have to have a pretty specific category or goal in mind. 

Edited by ccap41

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Sorry Suave but you should have left your little "op-Ed" about the V6 out of this. The V6 Camaro is better than the turbo four in every way shape and form (half second quicker to the 1/4 for starters).

Other than that, this does not surprise me. It also shoots down the WOT comments about the gas versus performance. The Camaro is the performance champ there while the Stang is the more livable daily driver choice. I have no problem with either's station in automotive life.

My big question is why was the Stang only rated at 275HP when it was indeed running on the good stuff?

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Sorry Suave but you should have left your little "op-Ed" about the V6 out of this. The V6 Camaro is better than the turbo four in every way shape and form (half second quicker to the 1/4 for starters).

Other than that, this does not surprise me. It also shoots down the WOT comments about the gas versus performance. The Camaro is the performance champ there while the Stang is the more livable daily driver choice. I have no problem with either's station in automotive life.

My big question is why was the Stang only rated at 275HP when it was indeed running on the good stuff?

Where was it rated at 275hp? I mean it performed like it was only putting out 275hp but I don't think Scott or Christian said anything about it only putting out 275hp. 

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Sorry Suave but you should have left your little "op-Ed" about the V6 out of this. The V6 Camaro is better than the turbo four in every way shape and form (half second quicker to the 1/4 for starters).

Other than that, this does not surprise me. It also shoots down the WOT comments about the gas versus performance. The Camaro is the performance champ there while the Stang is the more livable daily driver choice. I have no problem with either's station in automotive life.

My big question is why was the Stang only rated at 275HP when it was indeed running on the good stuff?

Where was it rated at 275hp? I mean it performed like it was only putting out 275hp but I don't think Scott or Christian said anything about it only putting out 275hp. 

 

You are right. I read that wrong. What I should have said is that according to some readers, if they would have used the cheap gas. it would have knocked it down to 275HP. It was part of this grand conspiracy being brought up by butthurt Ford fanboys that MT rigged the comparo even though they gave the Stang the win. Still means that the Camaro was faster in the 1/4 mile and quicker to 60 with 35 less HP. Seriously, how could anyone go wrong with either car?

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Well, one place where the V6 is better is that it unlocks the ability to get the incoming 1LE package.

 

But there is nothing about the 2.0T to scoff at. The Camaro performance wise compares to the BMW 3 Series very favourably. There on the 2.0T you can get M Performance parts. Though neither compete directly, the point I am trying to illustrate is that the 2.0T is a worthy engine for a pony car, because the Camaro is based off a luxury car.

 

But I really think if you're buying the non-track special/anything below SS....there the 2.0T is the equal of the V6 on many places. If there is an insistence on the buyer of focusing on the 1/4 miles times, any one of the GM or affiliate warranty approved tunes can match or exceed the V6, for probably less than the upgrade price to the V6. Beyond that...the 1SS is the entry point to greatness.

 

And what's noteworthy is that in the C/D comparo, the Mustang Ecoboost is faster 0-100, faster 0-130, 0.2 seconds faster in the quarter. So, neck and neck in metrics, trading places in others, the V6 Camaro being better in rolling starts.

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Sorry Suave but you should have left your little "op-Ed" about the V6 out of this. The V6 Camaro is better than the turbo four in every way shape and form (half second quicker to the 1/4 for starters).

Other than that, this does not surprise me. It also shoots down the WOT comments about the gas versus performance. The Camaro is the performance champ there while the Stang is the more livable daily driver choice. I have no problem with either's station in automotive life.

My big question is why was the Stang only rated at 275HP when it was indeed running on the good stuff?

Where was it rated at 275hp? I mean it performed like it was only putting out 275hp but I don't think Scott or Christian said anything about it only putting out 275hp.

You are right. I read that wrong. What I should have said is that according to some readers, if they would have used the cheap gas. it would have knocked it down to 275HP. It was part of this grand conspiracy being brought up by butthurt Ford fanboys that MT rigged the comparo even though they gave the Stang the win. Still means that the Camaro was faster in the 1/4 mile and quicker to 60 with 35 less HP. Seriously, how could anyone go wrong with either car?
In all fairness with the piss poor numbers I wouldn't have doubted it at all prior to Scott chiming in. There's a guy on the escape forum I'm on that ran a 14.55@(I think)97 with just a tune. Basically he would be side by side with a freakin 2016 mustang.

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Well, one place where the V6 is better is that it unlocks the ability to get the incoming 1LE package.

 

But there is nothing about the 2.0T to scoff at. The Camaro performance wise compares to the BMW 3 Series very favourably. There on the 2.0T you can get M Performance parts. Though neither compete directly, the point I am trying to illustrate is that the 2.0T is a worthy engine for a pony car, because the Camaro is based off a luxury car.

 

But I really think if you're buying the non-track special/anything below SS....there the 2.0T is the equal of the V6 on many places. If there is an insistence on the buyer of focusing on the 1/4 miles times, any one of the GM or affiliate warranty approved tunes can match or exceed the V6, for probably less than the upgrade price to the V6. Beyond that...the 1SS is the entry point to greatness.

 

And what's noteworthy is that in the C/D comparo, the Mustang Ecoboost is faster 0-100, faster 0-130, 0.2 seconds faster in the quarter. So, neck and neck in metrics, trading places in others, the V6 Camaro being better in rolling starts.

You do realize that there are V6 tunes right? There is a reason why the V6 is slotted in the middle with the Camaro.

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Well, one place where the V6 is better is that it unlocks the ability to get the incoming 1LE package.

 

But there is nothing about the 2.0T to scoff at. The Camaro performance wise compares to the BMW 3 Series very favourably. There on the 2.0T you can get M Performance parts. Though neither compete directly, the point I am trying to illustrate is that the 2.0T is a worthy engine for a pony car, because the Camaro is based off a luxury car.

 

But I really think if you're buying the non-track special/anything below SS....there the 2.0T is the equal of the V6 on many places. If there is an insistence on the buyer of focusing on the 1/4 miles times, any one of the GM or affiliate warranty approved tunes can match or exceed the V6, for probably less than the upgrade price to the V6. Beyond that...the 1SS is the entry point to greatness.

 

And what's noteworthy is that in the C/D comparo, the Mustang Ecoboost is faster 0-100, faster 0-130, 0.2 seconds faster in the quarter. So, neck and neck in metrics, trading places in others, the V6 Camaro being better in rolling starts.

 

Are U surprised that the Camaro 2.0L compares very well with the 3Series considering it is riding on the ATS's Alpha.. and is lighter?

 

Sidenote and off the cuff.. In terms of lux.. I test drove an SS the other day.. and despite the name.. the Camaro is actually more luxury than a BMW 3Series (barring the M3) in my opinion. 

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No not surprised at all that the Camaro is awesome (fer pete's sake, I want one badly, must own one - a blue 1SS with the flowtie and blue interior trim kit are heavenly)

 

The Mustang has fallen off a couple rungs on the performance ladder in its base, EcoBoost and GT variants. It can at times match the Camaro, but never exceed it unless you go to further up the variant ladder. But it makes up in other areas, which are arguably better suited for being a daily driver/roadtrip/rent-a-hertz vehicle.

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Well, one place where the V6 is better is that it unlocks the ability to get the incoming 1LE package.

 

But there is nothing about the 2.0T to scoff at. The Camaro performance wise compares to the BMW 3 Series very favourably. There on the 2.0T you can get M Performance parts. Though neither compete directly, the point I am trying to illustrate is that the 2.0T is a worthy engine for a pony car, because the Camaro is based off a luxury car.

 

But I really think if you're buying the non-track special/anything below SS....there the 2.0T is the equal of the V6 on many places. If there is an insistence on the buyer of focusing on the 1/4 miles times, any one of the GM or affiliate warranty approved tunes can match or exceed the V6, for probably less than the upgrade price to the V6. Beyond that...the 1SS is the entry point to greatness.

 

And what's noteworthy is that in the C/D comparo, the Mustang Ecoboost is faster 0-100, faster 0-130, 0.2 seconds faster in the quarter. So, neck and neck in metrics, trading places in others, the V6 Camaro being better in rolling starts.

If it weren't for the lack of performance packages I would actually rather buy the 2.0T in the Camaro than the 3.6 because I enjoy torque. Save the $1500 and buy an intake and a tune and you'd be damn close on hp and surpassing in tq by a large margin and still have money left over..aaaaand still get better fuel mileage. 

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2016 Chevrolet Camaro 2.0T Manual http://www.caranddriver.com/reviews/2016-chevrolet-camaro-20t-manual-test-review

"A Camaro with an inline-four sounds about as appealing as a tofu salad at a Chicago steakhouse. Judged only by the numbers, though, it’s still respectable. The 2.0-liter four, maxing out at 20 psi of boost pressure, is good for 275 horsepower and 295 pound-feet of torque. It might have the lowest output available in a Camaro, but the 2.0 is also the lightest version of the car at 3410 pounds, or 59 pounds less than the V-6 and more than 300 pounds lighter than the V-8.

 

With the least amount of mass to wrangle, the four and a quick-shifting six-speed manual pounce to 60 mph in 5.4 seconds. The quarter passes in 14.1 seconds at 97 mph. With the 335-hp V-6, we measured zero-to-60 and quarter-mile times that were 0.3 and 0.4 second quicker, respectively. But the numbers are only part of this story.

 

Fact is, the four-cylinder Camaro isn’t an endearing proposition. Despite the sound pumped into the cabin, the four’s gravelly voice is nowhere near as sweet as the optional V-6’s or V-8’s. The engine is unresponsive, too. It resists revs and feels as if it’s working against a massive flywheel. For the best acceleration, we launched at 4000 rpm and shifted between 6000 and 6500, well short of the 7000-rpm redline. Shifting any closer to the rev limit only wasted time. From its meek tone to its reluctance to play, the four doesn’t have a sporting bone in its block, no matter what the numbers read.

 

Some might argue that the four isn’t supposed to be the sporty choice; it’s the least expensive Camaro, and the efficient one. If only it were more efficient. In our hands, the 2.0-liter sucked down a gallon of premium every 19 miles, short of the EPA’s 24-mpg-combined estimate. We achieved an identical 19 mpg with the V-6, but at least the six happily burns regular.

 

The engine’s shortcomings are especially apparent since the rest of the Camaro is so good. A small, flat-bottomed steering wheel sends clear signals from the road. A stiff ride can be traced to aggressive spring rates and optional 20-inch wheels with run-flat tires, but the structure never quivers or protests. Despite the all-season rubber, the Camaro circled the skidpad at 0.89 g and stopped from 70 mph in 170 feet. Eager and playful, the Camaro practically begs you to spend $1495 for the V-6.

 

Seeing out of the Camaro remains difficult, and the design is a love-it-or-leave-it affair. Camaros aren’t for everyone, but a Camaro with a 2.0-liter turbo is, shall we say, for no one."

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^  A few things I found a little noteworthy and surprising.

 

1. 20psi of boost from the factory sounds fairly high for OEM(not bad or good, just an observation). I'm curious what the block and internals can hold up to if you just turn up the boost. 

2. 14.1@97 is right a long side if not in front of most Ecoboost Mustangs tested so far.

3. Sounds like most small turbo motors nowadays... weak top end, good mid range, literal "sounds" aren't pleasing to the ears. 

4. 19mpg. same as their tested V6

5. Premium fuel required?!?!?!? Even with a 2-3mpg advantage(that it is EPA rated) over the V6 it will still cost the owner more to run as premium is $0.60-0.70/gallon more than regular.

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Further Proof that the Turbo while a fun motor is a joke compared to what GM has built with DI NA pushrod engines.

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Also interesting in that MT article was the side article they did showing that the EB powertrain has gotten progressively weaker as it has been in production. Seems like Ford hasn't figured out how to do it right yet. When your mid-level ponycar can only make it to 60 in 6.3 you've got issues.

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Also interesting in that MT article was the side article they did showing that the EB powertrain has gotten progressively weaker as it has been in production. Seems like Ford hasn't figured out how to do it right yet. When your mid-level ponycar can only make it to 60 in 6.3 you've got issues.

You did read why the 0-60 was so slow, right? 

 

2nd gear tops out at 58mph so you're left to shift for a lone 2mph. It's a very deceiving number to look at. 

 

"Per our testing, the shorter 3.55 rearend actually hurts 0-60 performance, as the engine hits redline at approximately 58 mph, requiring an upshift to third gear before hitting 60 mph and costing time. The longer 3.31 rearend allows the engine to hit 60 mph before the engine hits redline in second gear, resulting in a better 0-60 number. However, this advantage is limited to the 0-60 stat only."

Edited by ccap41
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Actually, it's more a matter of dialling back the transmission shift parameters, probably to meet claimed mileage figures. In any event, it's nearly a full second drop in little over a year.

Hey, if you don't mind having a 40-grand Mustang that is life and death off a green light to a Civic Turbo that's your decision. Just don't pretend it's no big deal, because it is.

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A direct quote from the article:

"This still leaves us with the underlying question of why EcoBoost-powered Mustangs are getting slower. We reached out to Ford after our most recent test with all our data. A Ford communications representative noted that the quickest manual transmission Mustang EcoBoost we tested (the second car) was a pre-production model and speculated that it may have had a 'different calibration.' He did not elaborate. He also speculated extremely hot weather could cause the computer to pull timing, but when presented with weather data showing the car was tested on a 55-degree day, he said 'it should’ve been making great power.'"

It SHOULD HAVE been making great power.

The gearing DOES NOT explain the slower times.

Ford HAS NOT replied on the issue further.

Ford has almost certainly had to back off on the EB because, as in the trucks, the reality simply couldn't match the hype. Hate if you must, but the only proper way to direct your anger is against the company that allowed this cluster to go down.

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^ Reasons why you're a douche.

 

1. Not 40k for an Ecoboost Mustang. You can option both turbo cars to 40k but they do not have to cost you 40k. An Ecoboost mustang can be bought for under 26k.

 

2. Honda Civic Turbo 1.5 has been tested running 15's in the quarter. 

 

3. If you're talking about the ricer Hondas w/ aftermarket turbos... they'll also eat up a bone stock turbo4 or v6 Camaro along w/ Mustangs. That's aftermarket. 

 

4. 14.1 in a Camaro isn't anything to toot our horn at either as a Honda Accord will be next to you the whole way. 

14.2@102 vs the Camaro's 14.1@97 

http://www.caranddriver.com/reviews/2016-honda-accord-coupe-v-6-manual-test-review

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      The first product stream will be what customers have traditionally expected from HSV, being centred around vehicle enhancement and extending vehicle capability beyond the existing Holden offering.
      “It is important that we continue to play a key role in enhancing Holden’s image in the market place, and potential customers can expect to see us going to work on enhanced products which are a natural extension of the Holden range – the SportsCat is a great example of this approach”, said Jackson.
      “Some of our traditional customers will expect more power, and if the opportunities present themselves, we will look to develop powertrain enhancements where it makes sense. However, we see an opportunity to appeal to customers by investing in enhanced vehicle specification and capability that really delivers a great driving experience and a competitive advantage in various segments. SportsCat is a great example of how we can deliver improved on-road and off-road driving dynamics, and combine a great new look with improved vehicle capability and versatility. The segment is about much more than drag-strip times,” said Jackson.
      The second stream of product to be offered by HSV will be the introduction of world-class vehicles from across the GM global range that would not have otherwise been available through Australia and New Zealand.
      The new agreement has specifically been framed to allow the parties to pursue those programs that make the most sense with consideration for brand development, market-based opportunities, customer preferences, and, of course, commercial viability.
      The company was, however, quick to emphasise that their overall goal remains unchanged: to create exciting products for niche customers looking for unique vehicles.
      BRANDING
      HSV also revealed its intention to introduce a freshened logo concurrent with the introduction of its 2018 range.
      The new visual identity offers a more contemporary interpretation of the ‘Lion & Helmet’ that has adorned HSV vehicles, and represented the company, since its inception in 1987.
      “The current logo has served us well over many years, but as the business transitions to encompass a far broader array of product offerings, this new logo represents a new and expanded brand promise,” said Jackson.
      “The Australian market is shifting and, like Holden, we’re shifting with it. This subtle logo change helps signify a new era of vehicle availability from HSV”, he said. “But make no mistake, while it’s a new logo, our customers can expect the same uncompromising attitude to introducing exciting vehicles that Australian’s love to drive”.
      In terms of vehicle branding, Jackson also confirmed that the two Chevrolet vehicle lines will be marketed as just that: Chevrolets. “Our engineering involvement starts and stops with the conversion of the vehicles from left to right-hand drive. These are iconic Chevys to the core and we’ll let the famed bow-tie speak for itself”, he said.
      In respect of Holden vehicles that have been enhanced for new segments like the 4x4 space, those products will be designated ‘by HSV’ and wear the ‘Lion & Helmet’ in selected environments like on the front grille. “If we then take some vehicles further up the food chain, and both Holden and HSV believe the best branding approach for the vehicle is to receive the full HSV designation, then we will make that call at the time”, said Jackson.
      COLORADO SPORTSCAT
      Playing to HSV’s niche design and engineering capabilities, the Colorado SportsCat features a raft of styling and chassis enhancements that will position it as the most advanced sports 4x4 on the market.
      To be available in two variants – SportsCat and SportsCat+ – the styling enhancements begin with radically modified exteriors featuring all-new fascias and grilles that, with the addition of LED fog lamps and functional tow hooks, combine to deliver two distinctive and sporty front-end appearances.
      The SportsCat+ features a rugged “bonnet bulge” while at the side of the vehicle, prominent wheel arch fender flares, smooth-form on SportsCat and casselated on SportsCat+, frame bold 18” x 10” forged alloys wrapped in sports all-terrain Cooper tyres.
      A stylish hard tonneau, with load-rail provision and quick-release mechanism, combined with a unique sports-bar on SportsCat and sail plane on SportsCat+, enhance the vehicles’ sporty profile, while at the rear, a prominent “Colorado” tailgate applique’ makes a bold statement.
      The styling enhancements don’t end with the exteriors of the vehicles. The interior also comes in for a substantial make-over to deliver premium levels of comfort and style.
      SV Sports seats, the front heated, featuring uniquely designed seat foams for optimum support, are wrapped in Jasmine leather and Windsor suede, with this trim combination also adorning the instrument panel. Twin-needle red stitching provides an added highlight, also featuring on the leather-wrapped steering wheel, door trims and centre console cover. Branded floor mats complete the interior style and comfort make-over.  
      From a chassis perspective, the modifications are marked and deliver the SportsCat’s unique driving dynamics.
      Both SportsCat models feature HSV Sports Suspension with the front spring rate stiffened to 110 Newtons/mm. Its MTV dampers have been tuned around the revised spring rate, with both modifications contributing to a more performance-based handling characteristic.
      In addition to the increased spring rate, front ride height has been lifted by 25mm. This modification further improves the approach angle of the vehicle, increases ground clearance to the body and reduces the vehicle’s overall rake, delivering a more natural on-road stance.
      The chassis enhancements continue with the adoption of a Rear De-Coupling Anti-Roll Bar on the SportsCat+. Developed specifically for the vehicle by HSV’s chassis engineers, the de-coupling rear sway bar improves the higher speed road driving performance of the vehicle by controlling rear roll, and thereby improving overall vehicle balance and turn-in transient response. The de-coupling feature ensures the vehicle’s suspension settings can be optimised for off-road performance.
      SupaShock suspension, as introduced to the Australian market on HSV’s iconic GTSR W1, will also be available as a factory-fitted option on the SportsCat+, taking the vehicle’s suspension capabilities to another level yet again.
      SportsCat+ also adopts a unique braking package, further enhancing its sporting credentials. Front 4-piston forged AP Racing brake callipers are complemented by 362mm x 32mm diameter rotors and a large (25.4mm) diameter brake master cylinder, to deliver improved pedal feel through a reduction in pedal travel and softness.
      The functionality of the vehicle’s Traction Control System has also been adjusted to allow for less aggressive interventions, particularly on corner exit. These adjustments also help deliver a more performance-based vehicle response.
      SportsCat’s stylish 18” forged alloys are wrapped in Cooper (Zeon LTZ Pro) Sports All-Terrain tyres. These Cooper tyres are a hybrid between a sports-truck tyre and an all-terrain tyre and, in addition to their rugged off-road properties, were specially selected by HSV’s chassis engineers for their outstanding on-road performance characteristics, most notably on tarmac and dirt roads. The overall size of the tyres (285/60 R18), and their rolling radius, also delivers a further 20mm increase in vehicle ride height for a total (front) ride height increase of 45mm.
      In commenting on the engineering enhancements, HSV’s Engineering Director, Joel Stoddart, said “We set ourselves some pretty aggressive targets heading into the SportsCat program. We wanted to set the bench-mark for on-road performance without compromising the vehicle’s off-road capabilities. In fact, we’ve managed to improve the vehicle’s off-road performance, so I’m confident the team has delivered on both counts”.
      In addition to the styling and engineering enhancements developed by HSV on the new SportsCat range, the vehicle also carries over a raft of core vehicle features that help complete the premium offering.
      From a performance perspective, both SportsCat models are powered by a 2.8 litre double overhead cam Duramax Turbo Diesel engine that offers 147kW of power and up to 500Nm of torque when specified with the optional 6-speed automatic transmission with Active Select. A 6-speed manual transmission is standard fare.
      Braked towing capacity of 3,500kg and a maximum payload of approximately 1 tonne deliver impressive workhorse capabilities.
      The stylish HSV modifications to the interior also complement a breadth of already impressive driver and cabin comforts and technologies including an 8” colour touch screen, embedded Satellite Navigation, a premium 7-speaker audio, a rear-view camera and seven airbags.
      Said HSV’s Managing Director, Tim Jackson, “Most 4x4’s Pick-Ups are inherently capable off-road – essentially, it’s a category expectation, and we’ll certainly be amongst the best-in-class in this regard, especially with our added ride height and Cooper tyre package. But what we also wanted to do with the SportsCat program was dial up the vehicle’s on-road characteristics, given that’s where most people tend to spend the bulk of their time driving their vehicle. With our unique suspension packages and AP Racing brakes combined with the interior and exterior comfort and styling enhancements we’ve made, we’re confident we’ve developed Australia’s most stylish and advanced sports 4x4”.
      The SportsCat range is due to start production at HSV’s new facility in Clayton, Victoria, late January, with Recommended Retail Pricing to be confirmed closer to model availability.
      CHEVROLET SILVERADO
      For over 100 years, Chevrolet has forged an enviable reputation for building strong and dependable “full-size” pick-up trucks, and HSV has committed to bringing their pinnacle model – the Silverado – to Australia and New Zealand.
      Power, payload and towing capability are what Silverado is famous for and all these attributes will be reflected in the five-model 4x4 Crew Cab line-up that HSV will offer:
      2500HD WT 2500HD LTZ 2500HD LTZ “Midnight” Edition 2500HD LTZ “Custom Sport” Edition 3500HD LTZ All five vehicles share the same impressive heavy-duty equipment including:
      Duramax 6.6L Turbo Diesel V8 engine ~332kW of power ~1,234 Nm of torque Allison 1000 6-speed automatic transmission Towing capacity of ~3.5 – ~6.1 tonne (model dependent) Payload capacity of ~1,140kg – ~1,848kg (model dependent) 4-wheel anti-lock disc brakes Automatic locking rear differential Said HSV’s Managing Director, Tim Jackson, “The availability of the Chevrolet Silverado range opens up some wonderful new opportunities for our business in a market segment whose potential is relatively un-tapped, and we believe has high growth potential”.
      “Whether it be the farming or mining sectors, those who need to pull a large caravan or horse float or simply those who want awesome towing and load carrying capability, Silverado is the pinnacle of the GM range”, he said.
      Conversion of the Silverado range will commence at HSV’s new production facility in April 2018. The 3500HD LTZ model will be available late in Q2, 2018.
      Recommended Retail Pricing is still to be confirmed.
      CHEVROLET CAMARO
      The Chevrolet Camaro defines performance and this legendary nameplate, in the form of the Camaro 2SS Coupe, will also be imported and converted to right-hand-drive by HSV, and available in 2018.
      The driving force behind the Camaro 2SS is Chevrolet’s 6.2L Generation V LT1 Direct Injection V8 engine mated to an 8-speed, paddle-shift automatic transmission and generating up to 340kW of power and 615Nm of torque.
      The vehicle’s Performance suspension provides a dynamic connection to the road with stopping power delivered by 4-piston Brembo front & rear performance brakes with fixed callipers.
      High Intensity Discharge (HID) headlamps and LED Daytime Running Lamps deliver signature front-end appeal while stylish 20”, 5-split-spoke alloys (8.5” front & 9.5” rear) are wrapped in 245/40ZR20 (front) and 275/35ZR20 (rear) Goodyear Eagle tyres. A rear stanchion spoiler and dual-outlet exhaust with bright tips add aggression at the tail.
      The interior of the Camaro 2SS delivers the perfect marriage of form and function. It starts with power-adjustable heated and ventilated leather-trimmed front sports bucket seats for optimum comfort and support, complemented by a leather-wrapped, flat-bottom sports-profile steering wheel for ultimate grip.
      Dual zone automatic climate control, a 9-speaker Bose premium audio and 24 colour interior spectrum lighting enhance interior ambience while the Head-up Display, Drive Mode Selector and Enhanced Driver Information Centre blend exhilaration with innovation. 
      Conversion of the Camaro 2SS is due to commence at HSV in July 2018 with Recommended Retail Pricing still to be confirmed.

      View full article
    • By William Maley
      No one was quite sure what would happen to Holden Special Vehicles (HSV) after the end of the RWD Commodore. Rumors abounded from a modified Colorado to the importation of the Camaro. We finally have some concrete answers.
      Today in Australia, Holden and HSV made a joint announcement of a new agreement between the two companies. HSV will now use their engineering talents that created some mad Holdens into expanding Holden's range to new levels, along with importing various GM products.
      “This marks a whole new era for HSV and Holden and I hope our customers are as excited as we are. HSV is moving beyond simply ‘hotting up’ existing models, and customers will see two product streams from HSV over the next few years. This is ‘Game-On’ in a very big way,” said Tim Jackson, HSV's managing director in a statement.
      Colorado SportsCat by HSV
      The first product of this new era for HSV is the Colorado SportsCat. Taking a Z71 Colorado, HSV adds a strut brace, enlarged anti-roll bar, taller and stiffer springs, new dampers, and forged alloy 18-inch wheels wrapped in off-road rubber. The exterior is more aggressive with a front skid plate, new grille design, alloy sports bar, and tonneau cover. Stepping things up is the SportsCat+ that includes an AP Racing brake package, an electro-hydraulic anti-roll bar that can disconnect to improve wheel articulation, and a more aggressive exterior.
      You may have noticed that we haven't mentioned anything about the powertrain. That's because HSV didn't make any changes to the 2.8L Duramax turbodiesel. It will still produce the same 147kW and 500Nm (around 197 horsepower and 369 pound-feet of torque).
      “The cost/complexity for a relatively minor power increase didn’t make sense. We did a fair bit of consumer research. For our traditional customers, it was power, power, power, but for dual-cabs it was about the overall package," said Jackson to CarAdvice when asked about why there was no power upgrade.
      “If this were a Commodore product, I would be concerned about not offering extra power. We thought dynamics was an area we could improve. And I think we’ll have the benchmark in on-road driving [in the light-commercial segment].”
      The SportsCar goes on sale in February.
      Chevrolet Camaro and Silverado HD to be Imported and Converted to RHD
      There have been a number of rumors about the Camaro coming to Australia for the past year so. GM kept their mouth shut whenever asked about it. But the Camaro will be arriving in Australia come next July. HSV will convert the Camaro to right hand drive.
      The Australian Camaro will be the 2SS featuring the 6.2L V8 and eight-speed automatic. HSV is hoping offer a six-speed manual version sometime later. Standard equipment includes adaptive dampers, Brembo brakes, 20-inch alloy wheels, keyless entry, heated and ventilated seats with power adjustments, and a Bose audio system.
      That isn't the only Chevrolet model to coming to Australia. HSV also announced they'll be doing the conversion for the Silverado 2500 and 3500HD. Five variants will be on offer from the 2500HD W/T to the 3500HD LTZ. The only engine on offer will be the 6.6L Duramax turbodiesel V8.
      The Silverado HD arrives in the second quarter of 2018, while the Camaro goes on sale in July.
      Both the Camaro and Silverado HD will be wearing bowtie emblem, not an HSV one.
      Source: Holden, CarAdvice
      Press Release is on Page 2
      GM HOLDEN & HSV STRIKE NEW PARTNERSHIP: CAMARO, COLORADO SPORTSCAT AND SILVERADO SET TO STORM AUSTRALIA
      In a joint announcement, GM Holden and HSV today released details of the new agreement struck between the two iconic Australian companies.
      The new partnership marks a pivotal moment in HSV’s 30-year history in Australia and begins an exciting chapter in bringing a whole new breed of vehicles to customers.  
      The focus of the new agreement is to utilise HSV’s famed design, engineering, manufacturing and marketing skills across a broader range of product, giving customers access to some of the very best vehicles from across the GM empire.  
      Tim Jackson, HSV Managing Director, said it was fantastic to see the new partnership cemented between the two brands.
      “This marks a whole new era for HSV and Holden and I hope our customers are as excited as we are. HSV is moving beyond simply ‘hotting up’ existing models, and customers will see two product streams from HSV over the next few years. This is ‘Game-On’ in a very big way.”
      Holden’s Chairman and Managing Director, Mark Bernhard, said the new agreement was a pivotal step for both companies.
      “For a number of years, we’ve been talking about bringing customers the best vehicles from around the GM world, and today we’re proud to announce the next step in that strategy. Our partnership with HSV, utilising their world-class engineering and design capabilities, means we’re able to work together to bring the iconic Chevrolet Camaro muscle-car and the best-selling Chevrolet Silverado pick-up, to customers in Australia and New Zealand, not to mention the imminent launch of the exciting Colorado SportsCat. Today is a great day for Holden and HSV, but even more importantly, for our customers”.
      The first product stream will be what customers have traditionally expected from HSV, being centred around vehicle enhancement and extending vehicle capability beyond the existing Holden offering.
      “It is important that we continue to play a key role in enhancing Holden’s image in the market place, and potential customers can expect to see us going to work on enhanced products which are a natural extension of the Holden range – the SportsCat is a great example of this approach”, said Jackson.
      “Some of our traditional customers will expect more power, and if the opportunities present themselves, we will look to develop powertrain enhancements where it makes sense. However, we see an opportunity to appeal to customers by investing in enhanced vehicle specification and capability that really delivers a great driving experience and a competitive advantage in various segments. SportsCat is a great example of how we can deliver improved on-road and off-road driving dynamics, and combine a great new look with improved vehicle capability and versatility. The segment is about much more than drag-strip times,” said Jackson.
      The second stream of product to be offered by HSV will be the introduction of world-class vehicles from across the GM global range that would not have otherwise been available through Australia and New Zealand.
      The new agreement has specifically been framed to allow the parties to pursue those programs that make the most sense with consideration for brand development, market-based opportunities, customer preferences, and, of course, commercial viability.
      The company was, however, quick to emphasise that their overall goal remains unchanged: to create exciting products for niche customers looking for unique vehicles.
      BRANDING
      HSV also revealed its intention to introduce a freshened logo concurrent with the introduction of its 2018 range.
      The new visual identity offers a more contemporary interpretation of the ‘Lion & Helmet’ that has adorned HSV vehicles, and represented the company, since its inception in 1987.
      “The current logo has served us well over many years, but as the business transitions to encompass a far broader array of product offerings, this new logo represents a new and expanded brand promise,” said Jackson.
      “The Australian market is shifting and, like Holden, we’re shifting with it. This subtle logo change helps signify a new era of vehicle availability from HSV”, he said. “But make no mistake, while it’s a new logo, our customers can expect the same uncompromising attitude to introducing exciting vehicles that Australian’s love to drive”.
      In terms of vehicle branding, Jackson also confirmed that the two Chevrolet vehicle lines will be marketed as just that: Chevrolets. “Our engineering involvement starts and stops with the conversion of the vehicles from left to right-hand drive. These are iconic Chevys to the core and we’ll let the famed bow-tie speak for itself”, he said.
      In respect of Holden vehicles that have been enhanced for new segments like the 4x4 space, those products will be designated ‘by HSV’ and wear the ‘Lion & Helmet’ in selected environments like on the front grille. “If we then take some vehicles further up the food chain, and both Holden and HSV believe the best branding approach for the vehicle is to receive the full HSV designation, then we will make that call at the time”, said Jackson.
      COLORADO SPORTSCAT
      Playing to HSV’s niche design and engineering capabilities, the Colorado SportsCat features a raft of styling and chassis enhancements that will position it as the most advanced sports 4x4 on the market.
      To be available in two variants – SportsCat and SportsCat+ – the styling enhancements begin with radically modified exteriors featuring all-new fascias and grilles that, with the addition of LED fog lamps and functional tow hooks, combine to deliver two distinctive and sporty front-end appearances.
      The SportsCat+ features a rugged “bonnet bulge” while at the side of the vehicle, prominent wheel arch fender flares, smooth-form on SportsCat and casselated on SportsCat+, frame bold 18” x 10” forged alloys wrapped in sports all-terrain Cooper tyres.
      A stylish hard tonneau, with load-rail provision and quick-release mechanism, combined with a unique sports-bar on SportsCat and sail plane on SportsCat+, enhance the vehicles’ sporty profile, while at the rear, a prominent “Colorado” tailgate applique’ makes a bold statement.
      The styling enhancements don’t end with the exteriors of the vehicles. The interior also comes in for a substantial make-over to deliver premium levels of comfort and style.
      SV Sports seats, the front heated, featuring uniquely designed seat foams for optimum support, are wrapped in Jasmine leather and Windsor suede, with this trim combination also adorning the instrument panel. Twin-needle red stitching provides an added highlight, also featuring on the leather-wrapped steering wheel, door trims and centre console cover. Branded floor mats complete the interior style and comfort make-over.  
      From a chassis perspective, the modifications are marked and deliver the SportsCat’s unique driving dynamics.
      Both SportsCat models feature HSV Sports Suspension with the front spring rate stiffened to 110 Newtons/mm. Its MTV dampers have been tuned around the revised spring rate, with both modifications contributing to a more performance-based handling characteristic.
      In addition to the increased spring rate, front ride height has been lifted by 25mm. This modification further improves the approach angle of the vehicle, increases ground clearance to the body and reduces the vehicle’s overall rake, delivering a more natural on-road stance.
      The chassis enhancements continue with the adoption of a Rear De-Coupling Anti-Roll Bar on the SportsCat+. Developed specifically for the vehicle by HSV’s chassis engineers, the de-coupling rear sway bar improves the higher speed road driving performance of the vehicle by controlling rear roll, and thereby improving overall vehicle balance and turn-in transient response. The de-coupling feature ensures the vehicle’s suspension settings can be optimised for off-road performance.
      SupaShock suspension, as introduced to the Australian market on HSV’s iconic GTSR W1, will also be available as a factory-fitted option on the SportsCat+, taking the vehicle’s suspension capabilities to another level yet again.
      SportsCat+ also adopts a unique braking package, further enhancing its sporting credentials. Front 4-piston forged AP Racing brake callipers are complemented by 362mm x 32mm diameter rotors and a large (25.4mm) diameter brake master cylinder, to deliver improved pedal feel through a reduction in pedal travel and softness.
      The functionality of the vehicle’s Traction Control System has also been adjusted to allow for less aggressive interventions, particularly on corner exit. These adjustments also help deliver a more performance-based vehicle response.
      SportsCat’s stylish 18” forged alloys are wrapped in Cooper (Zeon LTZ Pro) Sports All-Terrain tyres. These Cooper tyres are a hybrid between a sports-truck tyre and an all-terrain tyre and, in addition to their rugged off-road properties, were specially selected by HSV’s chassis engineers for their outstanding on-road performance characteristics, most notably on tarmac and dirt roads. The overall size of the tyres (285/60 R18), and their rolling radius, also delivers a further 20mm increase in vehicle ride height for a total (front) ride height increase of 45mm.
      In commenting on the engineering enhancements, HSV’s Engineering Director, Joel Stoddart, said “We set ourselves some pretty aggressive targets heading into the SportsCat program. We wanted to set the bench-mark for on-road performance without compromising the vehicle’s off-road capabilities. In fact, we’ve managed to improve the vehicle’s off-road performance, so I’m confident the team has delivered on both counts”.
      In addition to the styling and engineering enhancements developed by HSV on the new SportsCat range, the vehicle also carries over a raft of core vehicle features that help complete the premium offering.
      From a performance perspective, both SportsCat models are powered by a 2.8 litre double overhead cam Duramax Turbo Diesel engine that offers 147kW of power and up to 500Nm of torque when specified with the optional 6-speed automatic transmission with Active Select. A 6-speed manual transmission is standard fare.
      Braked towing capacity of 3,500kg and a maximum payload of approximately 1 tonne deliver impressive workhorse capabilities.
      The stylish HSV modifications to the interior also complement a breadth of already impressive driver and cabin comforts and technologies including an 8” colour touch screen, embedded Satellite Navigation, a premium 7-speaker audio, a rear-view camera and seven airbags.
      Said HSV’s Managing Director, Tim Jackson, “Most 4x4’s Pick-Ups are inherently capable off-road – essentially, it’s a category expectation, and we’ll certainly be amongst the best-in-class in this regard, especially with our added ride height and Cooper tyre package. But what we also wanted to do with the SportsCat program was dial up the vehicle’s on-road characteristics, given that’s where most people tend to spend the bulk of their time driving their vehicle. With our unique suspension packages and AP Racing brakes combined with the interior and exterior comfort and styling enhancements we’ve made, we’re confident we’ve developed Australia’s most stylish and advanced sports 4x4”.
      The SportsCat range is due to start production at HSV’s new facility in Clayton, Victoria, late January, with Recommended Retail Pricing to be confirmed closer to model availability.
      CHEVROLET SILVERADO
      For over 100 years, Chevrolet has forged an enviable reputation for building strong and dependable “full-size” pick-up trucks, and HSV has committed to bringing their pinnacle model – the Silverado – to Australia and New Zealand.
      Power, payload and towing capability are what Silverado is famous for and all these attributes will be reflected in the five-model 4x4 Crew Cab line-up that HSV will offer:
      2500HD WT 2500HD LTZ 2500HD LTZ “Midnight” Edition 2500HD LTZ “Custom Sport” Edition 3500HD LTZ All five vehicles share the same impressive heavy-duty equipment including:
      Duramax 6.6L Turbo Diesel V8 engine ~332kW of power ~1,234 Nm of torque Allison 1000 6-speed automatic transmission Towing capacity of ~3.5 – ~6.1 tonne (model dependent) Payload capacity of ~1,140kg – ~1,848kg (model dependent) 4-wheel anti-lock disc brakes Automatic locking rear differential Said HSV’s Managing Director, Tim Jackson, “The availability of the Chevrolet Silverado range opens up some wonderful new opportunities for our business in a market segment whose potential is relatively un-tapped, and we believe has high growth potential”.
      “Whether it be the farming or mining sectors, those who need to pull a large caravan or horse float or simply those who want awesome towing and load carrying capability, Silverado is the pinnacle of the GM range”, he said.
      Conversion of the Silverado range will commence at HSV’s new production facility in April 2018. The 3500HD LTZ model will be available late in Q2, 2018.
      Recommended Retail Pricing is still to be confirmed.
      CHEVROLET CAMARO
      The Chevrolet Camaro defines performance and this legendary nameplate, in the form of the Camaro 2SS Coupe, will also be imported and converted to right-hand-drive by HSV, and available in 2018.
      The driving force behind the Camaro 2SS is Chevrolet’s 6.2L Generation V LT1 Direct Injection V8 engine mated to an 8-speed, paddle-shift automatic transmission and generating up to 340kW of power and 615Nm of torque.
      The vehicle’s Performance suspension provides a dynamic connection to the road with stopping power delivered by 4-piston Brembo front & rear performance brakes with fixed callipers.
      High Intensity Discharge (HID) headlamps and LED Daytime Running Lamps deliver signature front-end appeal while stylish 20”, 5-split-spoke alloys (8.5” front & 9.5” rear) are wrapped in 245/40ZR20 (front) and 275/35ZR20 (rear) Goodyear Eagle tyres. A rear stanchion spoiler and dual-outlet exhaust with bright tips add aggression at the tail.
      The interior of the Camaro 2SS delivers the perfect marriage of form and function. It starts with power-adjustable heated and ventilated leather-trimmed front sports bucket seats for optimum comfort and support, complemented by a leather-wrapped, flat-bottom sports-profile steering wheel for ultimate grip.
      Dual zone automatic climate control, a 9-speaker Bose premium audio and 24 colour interior spectrum lighting enhance interior ambience while the Head-up Display, Drive Mode Selector and Enhanced Driver Information Centre blend exhilaration with innovation. 
      Conversion of the Camaro 2SS is due to commence at HSV in July 2018 with Recommended Retail Pricing still to be confirmed.
    • By William Maley
      The sixth-generation Chevrolet Camaro has been lagging somewhat in sales when compared to the likes of the Ford Mustang and Dodge Challenger. Through July, Chevrolet only has moved 41,280 Camaros (down 2.5 percent). Compared to the Mustang which sold 50,814 (down 30 percent). The Challenger trails the Camaro but not by much - 41,243 units (up 2.6 percent). It gets worse when you compare it to last-generation Camaro. In 2015, the last year for the fifth-generation model, Chevrolet moved 77,502 models. A year later when the sixth-generation arrived, sales dropped to 72,705 models. 
      To try and change the Camaro's fortunes, General Motors is considering making some changes to the lineup. Some of those changes will focus on the base and V8 models.
      "I think we've got opportunities at the very low end of the Camaro range and some remix of some of the V-8 options on it so we don't force people to buy all the options with a V-8, just to get a V-8," said GM product chief Mark Reuss.
      Reuss wouldn't go into detail about the possible changes or when we could see them.
      Bringing down the price of the V8 is a great start. The 2018 Camaro with the V8 begins at $37,995 which is $4,800 more the Mustang V8 and $5,000 more than the Challenger. We could see a base V8 with smaller wheels, skip the infotainment system and have a radio, and other changes.
      We hope Chevrolet is planning to make changes very soon as Ford's refreshed Mustang is just around the corner.
      Source: Automotive News (Subscription Required)

      View full article
    • By William Maley
      The sixth-generation Chevrolet Camaro has been lagging somewhat in sales when compared to the likes of the Ford Mustang and Dodge Challenger. Through July, Chevrolet only has moved 41,280 Camaros (down 2.5 percent). Compared to the Mustang which sold 50,814 (down 30 percent). The Challenger trails the Camaro but not by much - 41,243 units (up 2.6 percent). It gets worse when you compare it to last-generation Camaro. In 2015, the last year for the fifth-generation model, Chevrolet moved 77,502 models. A year later when the sixth-generation arrived, sales dropped to 72,705 models. 
      To try and change the Camaro's fortunes, General Motors is considering making some changes to the lineup. Some of those changes will focus on the base and V8 models.
      "I think we've got opportunities at the very low end of the Camaro range and some remix of some of the V-8 options on it so we don't force people to buy all the options with a V-8, just to get a V-8," said GM product chief Mark Reuss.
      Reuss wouldn't go into detail about the possible changes or when we could see them.
      Bringing down the price of the V8 is a great start. The 2018 Camaro with the V8 begins at $37,995 which is $4,800 more the Mustang V8 and $5,000 more than the Challenger. We could see a base V8 with smaller wheels, skip the infotainment system and have a radio, and other changes.
      We hope Chevrolet is planning to make changes very soon as Ford's refreshed Mustang is just around the corner.
      Source: Automotive News (Subscription Required)
    • By William Maley
      Those who crave a V8 model from Holden might not need to wait too long after the current Commodore finishes its run. Motoring has learned from sources that GM has given the go-ahead on sending the next-generation Corvette and current Camaro to Australia.
      The Corvette, which the report states will be the mid-engine model - will come as a right-hand drive model from the factory. The Camaro is a bit of a different story, however.
      According to Motoring, the Camaro will be converted to right-hand drive via conversion process done by Walkinshaw Group - the people behind Holden Special Vehicles (HSV). Walkinshaw Group boss Ryan Walkinshaw and HSV's Tim Jackson were lobbying GM to back this project for a bit and it seems their efforts may have paid off. Mark Reuss, Executive Vice President of GM's global development and former head of Holden is said to be a fan of this project.
      Why did Walkinshaw want GM's backing? This will give them discount pricing on Camaros they bring in. The report says Walkinshaw is aiming for sub-$90,000 AUD (about $71,000) pricetag for a high-spec SS version. 
      Holden and HSV Dealers have been allegedly told about this plan.
      HSV declined to comment on this report, but sources say an announcement is imminent. 
      This could be only for the current generation Camaro. As reported back in March, GM is working on a right-drive version of the next-generation Camaro - due in 2021.
      Source: Motoring.com.au
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