First drive: new Chevy Camaro Convertible

What are these?

These are some of the missing pieces of the Camaro range jigsaw. We’ve driven the V6 and V8 versions and been properly impressed by its class-leading handling. A little weirded out too, to be honest, that a storied muscle car could or should be so composed and competent – we love a budget oversize three-box saloon  overwhelmed by mega horsepower – but impressed all the same. We knew the four-cylinder turbo version was on the way and now we’ve had a chance to try it on road and track. 

On track in a four banger?

Yes, and it’s not as weird as it sounds. This is the first time we’ve been able to stretch this new chassis – borrowed from the super-solid Cadillac ATS – and it lives up to all the promise and heritage between the red and white-striped curbs. If there’s a more neutral, composed two-door coupe on sale today, we haven’t driven it yet. Alongside an I4 Mustang, which is itself a fine-handling car, the Camaro turned faster, pushed less and stayed flatter around the entire lap of Spring Mountain’s West Course. 

We know the chassis is good, what about the engine?

Despite being a little less than sonorous at full belt, there’s very little to criticize about the way this engine makes and delivers its power. There may be slightly – and we are talking a sliver of a second – more delay from rest before the turbo spools up compared with the near-instant reactions of the Mustang 2.3-litre turbo unit. And it’s down on power compared with the Ford, making 275bhp instead of 305bhp at max death. But the chassis allows you to get on the power earlier and stay on it later, so it wins on the track. We didn’t get to back-to-back them on the road, but it feels like a tie right now. Good car. 

What about the convertible?

Starting with a chassis structure as solid as this – allied to GM’s 11-element modular system of reinforcements, which is looking and feeling more genius by the day – it was always going to be better than the fifth gen car it replaces. Just probably not this much better. 

Give me specifics.

The ragtop roof mechanism adds 160lb to the base car, which still makes it lighter than the outgoing gen 5 coupe, and frankly the new Camaro pretty much shrugs off the extra mass.  There’s no discernable difference on the road in the car’s ride and handling. Airflow with the roof dropped – and windows up – is civilized at sane speeds. With everything down it gets a little more frenzied earlier, as you might expect. But, partly because as you sit so low in the Camaro, it never gets too much.

Does the roof have any tricks?

Apart from offering the now industry standard of being able to be stashed or raised while traveling under 30mph, you can lower it remotely from the key fob. Cosmetically, it looks a lot neater than the last model as there is an inbuilt cover that cloaks the mechanism with the roof up. Noise wise, with the roof up you’d be hard pressed to tell you were in a convertible at all. 

Sounds good. When do we get them?

Europe isn’t getting the V6, just the four and the V8, as per the Ford Mustang range. The cars are due to arrive in May/June. 

Should I buy one?

There has never been a better Camaro convertible. So if you like the looks, you’ll love everything else about this car.

Pub fact?

In 1967 – Camaro’s first model year – the available convertible model came with a manually operated top. A power-operated top was a $52.70 option selected by 47 percent of buyers. 

Anything else?

Yes, this is far from the end of the Camaro news this week. Standby for a big announcement on March 16. That’s all we can say for now but you will not want to miss it. Hammer time is nigh...