ULTIMATE V8 MUSCLE -- 2019 Chevy Camaro SS vs. 2019 Ford Mustang GT: Comparison
Car Confections:
Few automotive rivalries are as intense and hard fought as Mustang versus Camaro
These two have been trading blows almost
continuously for over 50 years straight and
After all that fighting the question of which one is superior is still very much up in the air
So today while we probably won't change the mind of any Mustang or Camaro fanboys out there
For the rest of you, we will hopefully provide some insight into this question
So with all that said let's see which American muscle car is most deserving of your hard earned money
Now no muscle car is truly at its best until it has a giant V8 under the hood so that's exactly what we've got
Starting out with the Mustang
We have the loaded GT premium, which gets you some of the luxury features in addition to the raw performance. It starts out at
39,000
$355 and from there
We have the 10 speed automatic safety package spare tire and navigation system
all told with destination the total rings end at
$44145
For the refreshed Camaro the equivalent loaded trim is the 2 SS which starts off at 42,000 bucks even
We have several additional options onboard including the 10 speed automatic transmission
navigation and the white interior accent package
Additionally, we do have the performance exhaust system that the Mustang is missing
So while you will get to hear it for fairness, we won't be counting
There for all said and done it's total rings in at forty five thousand two hundred eighty dollars with destination
That place is our price difference it just a touch over a grand
So to make up for that small price gap will start the Mustang off with one point per $1,000 or one point
So now that we've established the basis, let's get into the heart of the comparison
When it comes to these two by far the most important part is under the hood
Both continue to have the same massive v8
6.2 liters in the Camaro and five liters in the Mustang
Despite the displacement deference. The horsepower output is nearly identical at
455 versus 460 horsepower
The torque gap however is more significant at 455 pound feet for Camaro to 420 for this thing
as
Far as the transmissions the refreshed Camaro now has the exact same GM Ford
Co-developed in speed automatic as in the Mustang
Of course, you can't still get a six-speed manual in both if you prefer, but the majority of people will still go for the automatic
Now let's go ahead and hear those awesome start ups and exhaust
So moving into the driving impressions, let me preface by saying that I know we're near tested the limits of these two vehicles
They are extremely capable and you really need a racetrack to get a full sense of their maximum potential
Nevertheless both are still extremely enjoyable at legal speeds
The steering is a laser fast acceleration is instantaneous and the exhaust sounds are out of this world
Both are more like sports cars than they have ever been in the past and that is definitely a good thing
Finally for your fuel economy. The result is a little surprising
the smaller displacement engine in the Mustang still delivers worse
Mpg at 19 combined versus 20 combined in the Camaro which is probably due to the cylinder deactivation
Anyways now, let's get to comparing the outside styling and features
Now for the most part I try to keep subjectivity out of these comparisons, but I will look in the front and rear styling overall
Starting with the Mustang its styling is unchanged from its refreshed last year
So it continues to have a good mix of both classic and modern design cues
The grille is wide and aggressive filled in with a black mesh
The Camaro on the other hand has changed. Well a lot from last year
chevy has moved to a new Transformers theme for the face and
While controversial I will say that it does look better in person than in pictures
They pair that new face with new LED headlights which extend into the grille for a really cool look
Going back to the Mustang it too has cool-looking full LED headlights
Plus it also has LED fog lights where the camaro only has an accent light
So overall the Mustangs gonna take the front point
in
The rear though, there's really no big advantage one way or the other
They both have great looking designs punctuated by LED tail lights and quad exhaust
However, I will give the Camaro a half-point since it does have a standard large spoiler versus the small one on the Stang
Another place where the Camaro gives you more standard equipment is the wheels
This 18 inch alloy is the standard wheel on every GT
whereas this 20 inch alloy is the standard wheel on every SS and
then as far as your brakes the Camaro also gives you standard brim bows as
Opposed to the Mustang where you have to opt for the performance package to get them
Heading up to the mirrors Camaro again wins by giving the owner both auto dimming and blind spot monitoring with rear cross-traffic alert
But things start to fall apart a bit for Camaro when it comes to all the rest of the safety systems
Our Mustang has the safe in smart package which includes automatic emergency braking with pedestrian detection
adaptive cruise control Lane Keeping Assist and auto high beam headlights
By comparison all the Camaro has is passive forward collision warning
No matter how you equip it
And as far as the warranties go they are exactly the same except the Chevy gives you one free complimentary service visit
Finishing things off at the fuel tank
There is a huge difference between the two
the Camaro has a nineteen gallon fuel tank while the Mustang only has 16 gallons and
That does therefore mean that with its superior mileage
The Camaro has 380 miles of range compared to only 304 in the Ford
Well that wraps up everything to talk about on the outside, so now let's go ahead and see if the interiors are as closely matched
Getting inside both have smart entry as well as key fobs that include remote start
After opening up the doors the cabins look very different from each other
Our Camaro has the ceramic white leather interior and the Mustang a simple black leather interior
But other colors are obviously available in regards to the seats themselves
The Mustang has six way power seats with two-way lumbar what it's lacking any type of power back adjustment
While the Camaro has eight wave power seats, but is lacking any kind of lumbar adjustment
Both are also heated and ventilated. So the tiebreaker is the two-person memory on the Chevy
Once inside even though the designs are very different materials are pretty similar
The Mustangs upper dash is all soft touch with stitching and then all through the middle is a faux aluminum trim
On the Camaro the top portion is actually hard touch. But all the middle portion is leather rat with contrast stitching
The knee and armrests are also leather padded
There is however a bigger difference with the door trims
The Camaro simply has more leather and best of all a very large piece of real aluminum trim
Overall, it's got the more premium cabin
Press the button to start both models
After you do you'll see eight inch high-resolution displays fire up
But then looking at the gauges only the Camaro comes standard with reconfigurable digital gauges
To be fair. They are also available on the Mustang but that would have required an additional
$2,200 package
And in addition to that Camaro has a head-up display that is not available on the Mustang no matter what
Coming back to the steering wheels both have pleasingly heavy electric power steering and attractive leather wrap wheels
Only the Camaros is heated
Next up we have storage which of course neither of these two have very much of but among them. The Mustang is better
Its center console is both wider and deeper plus it's got another tiny area up front. The Chevy doesn't have
Both models have Powell shifters backup cameras with trajectory and parking sensors
Coming up to the climate both our dual zone automatic
The Camaro setup definitely looks cooler. But at the same time the rim can heat up enough to burn you
So the Mustangs is more practical
Now let's go ahead and compare the Mustangs new Bang & Olufsen sound system to the Camaro
I
Know the audio samples don't necessarily reflect it, but the Mustang system has a bit more punch and
Now that brings us to the infotainment systems
Starting with the Ford we have the latest version of sync 3
This continues to be a very easy system to use with shortcuts at the bottom and a home screen
We also have integrated navigation, but if you don't want to pay for that Android auto and apple carplay our standard
Moving to the Camaro. It was updated with the newest Chevy infotainment 3 system this year
The new layout is similar to sync 3, but I did find that this system has snappier overall performance
The optional navigation system has great-looking graphics, but again both Android auto and apple carplay are standard
Honestly, both our excellent systems, and there's really not enough difference to award any points
Up top both have auto dimming mirrors and universal remotes, but the Camaro's has an extra trick
To compensate for the poor visibility. It has a rear camera mirror that completely cuts out all obstructions
Finally neither model has a moonroof though. You can optionally Camaro if you want
Now checking out the back seats the actual measurements are not real meaningful since they are measured as if though a midget we're driving
But as far as real world feel for my 5' 8" body, the Mustang is definitely more accommodating
My hair only barely grazes the glass instead of being pressed against it and the Mustang seats are buckets
Moving onto cargo capacity the Ford has a significant advantage
It comes in at 13 and a half cubic feet versus only nine point three in the Camaro
Plus it seats full 50/50 split versus all in one piece
Well, that's pretty much it for this really close comparison video as you can probably tell by now
They are more similar than different. So it's really gonna come down to your personal preference
We strongly suggest doing yourself a favor and checking them both out in person
Anyways, thanks for joining us for another car confections face off comparison
And be sure to subscribe to help us reach 50,000 subscribers and beyond
Take care everybody
Ford Mustang GT vs Chevy Camaro SS vs Dodge Challenger | Exhaust Sound and Acceleration
Insane Rides:
2018 Ford Mustang GT
2018 Chevrolet Camaro SS
Dodge Challenger SRT Hellcat
Acceleration and Top Speed
2010 Camaro and 2010 Mustang Comparison
Cars.com:
Hi I'm Mike Hanley with cars.com we're
here at the Los Angeles Auto Show
with two muscle cars first of all the
2010 Chevrolet Camaro you see here which
debuts in spring 2009
and debuting at the show was the
redesign 2010 Ford Mustang as well
so I thought why not take these cars on
and see how they compare against each
other
first category want to take on was
styling now
the camaro first debut at the Detroit
Auto Show in concept form
in 2006 in a production model you see
here
really looks a lot like that version
it's got on that on a nice details on
the outside like this thin bent
right about the grill it's got a clean
look overall as well
Los long and wide sure to appeal to
camaro fans with the redesigned the
mustang the car actually lose some of
its retro styling cues that the previous
one had
changes include a new power dome hood
new fenders
and actually a shorter grill looks a
little bit like the grill got compressed
compared to the old model
there also a number new wheel choices
that the car can have as you go around
back
you can see that they're are changes
like all new taillights
new lower bumper design so overall if
the car retains the look at the previous
model
but it gets a number significant updates
brand leaders are still a big component
to this segment though
so we think buyers are gonna fall on
company lines so we call this
category a toss-up next up is
performance or look at the Camaro now
it's available with two engines there's
the base 3.6 liter v6 makes 300
horse power has direct injection
or if you step up to the SS trim level
you get this v8 here to make up to 422
horsepower
both those engines are available with
six-speed transmissions
manual or automatic the Mustang still
offered with the base 4 leader v6
engine
but the option of 4.6 liter v8 makes
slightly more horsepower for 2010 thanks
to this
cold air induction system and now has
through that 315 horsepower
which is up 15 horsepower with the
previous model that's still way below
what the camero offers
transmission choices include 5-speed
automatic or 5-speed
manuals compared to the Mustang the
Camaro offers a lot more horsepower so
without driving and just looking at the
numbers right now
the Camaro beats the Mustang when you're
inside the Camaro you can see it has a
lot of interesting detail their specific
to this car
just look in the center control panel
where it has unique audio climate controls
and also below that
some unique gauges there as well also
it's got this interesting red trim you
can see here on the door panels and also
up on the dashboard
and overall the Camaro offers more visual
excitement
from its interior than the Mustang does
even though the Mustangs interior
quality has been raised with us 2010
redesigned so
for this category the camero comes out
ahead camero has the features you'd
expect in a modern car like standard AC
available higher and sound system than a
standard stability system
but it doesn't have the typeof unique
features that the Mustangs do that
distinguish that car
in this class in terms the unique
features the Mustang can have a lot of
it's available with ford's sync
entertainment and communication system
which allows you to hook an iPod
up to it in control with your voice
there's also
optional navigation system which is for
the latest
unit that features real time gas price
info among other things which is a handy
feature to have
the cards also available with an
all-glass roof
which gives you the feel of a
convertible and coupe so
the Mustang comes out ahead the Camaro
in terms of offering unique features
we haven't driven either the new Mustang
or the new Camaro yet but from looking
at the categories here the Camaro comes
out ahead
for additional information on this car
or any other
go to cars dot com on our blog kicking
tires
2018 Chevrolet Camaro SS vs. 2018 Ford Mustang GT | Comparison Test | Edmunds
Edmunds:
CARLOS LAGO: In
the early 60s, Ford
introduced a car called the
Mustang that was so popular,
Chevy decided to follow
suit and introduced
its direct competitor,
the Camaro.
And since then, really
not much has changed
MARK TAKAHASHI: No, the formula
has definitely stayed the same.
But man, the total sum has
increased dramatically.
CARLOS LAGO: Yeah,
we've assembled
to the latest variants
of these pony cars,
as the way you should probably
order them, with the V8.
Now, these aren't
performance package cars
but these are the
cars most people are
going to end up buying.
We've got them here to see
how these two modern versions
of the pony cars stack up.
[CAR ACCELERATING]
All right, Mark, it's up to you
to sell me on the 2018 Mustang.
MARK TAKAHASHI: It should be
pretty easy because number one,
I can see.
Look, you can see turns.
CARLOS LAGO: This is
true but also listen.
[CAR ACCELERATING]
MARK TAKAHASHI: Oh,
that sounds amazing.
CARLOS LAGO: That
sounds really good.
I swear that's louder
than the Camaro.
MARK TAKAHASHI: It is.
CARLOS LAGO: In this world
of Camaro Mustang, loud wins.
MARK TAKAHASHI: And this has an
active exhaust option for you.
You can do a quiet
start if you don't want
to wake up all your neighbors.
But it sounds so
rad anyway, I think
they'd be cool with it, right?
CARLOS LAGO: But tell
me about this five liter
because I see it's
revving higher.
How does it feel?
MARK TAKAHASHI: It feels great.
You know, it's kind of got
some of that high revving
personality of that GT 350.
CARLOS LAGO: Yeah.
MARK TAKAHASHI: Which
I really, really dig.
CARLOS LAGO: Who doesn't?
MARK TAKAHASHI: But
just like the GT 350,
the first time I got in
this and started really
driving it hard, I realized
I was short shifting.
CARLOS LAGO: Really
MARK TAKAHASHI: I could
let this wind way more out
CARLOS LAGO: Because
you've got so many more
revs to play with than you
would traditionally expect.
You're used to a V-8 being kind
of a low revy kind of thing.
MARK TAKAHASHI: Right.
CARLOS LAGO: But then when
you have above 7000 RPMs,
it's fun when you realize
you can play with it.
MARK TAKAHASHI: Oh, yeah.
CARLOS LAGO: So you've got
a big, digital display.
How do you like that
in the day to day use?
MARK TAKAHASHI: I
really, really like it.
You know, and I get that some
people are traditionalists.
They want to see the old gauges.
CARLOS LAGO: Yeah and it's
optional though, right?
MARK TAKAHASHI: It's an option.
CARLOS LAGO: OK.
OK.
So you can have traditional
gauges if you like.
But yeah, I like that the
tach moves like a bar graph
when you're in the track
setting, like we are now.
MARK TAKAHASHI: So this
is the new 10 speed auto.
The whole point of that is,
you know, quicker acceleration.
You know, shorter
gears, down low,
teller up top so you
get fuel economy.
I dig that and everything,
but this is a Mustang.
It should have a stick shift,
it should have six gears.
And there's sometimes
this little, weird delay
between when you
hit the up-shift
and when it finally does.
CARLOS LAGO: Oh, so when you're
controlling the gears manually
there's a bit of a delay?
MARK TAKAHASHI: Yeah, I've
been in paddle shift mode
ever since we set off here.
So, see?
It's not just that immediate.
CARLOS LAGO: Yeah.
MARK TAKAHASHI: It's still
really freaking good.
CARLOS LAGO: Yeah.
MARK TAKAHASHI:
But there's still
that romance of muscle cars
where you should have a stick.
CARLOS LAGO: You want to
be able to bang gears?
MARK TAKAHASHI: Yeah.
CARLOS LAGO: That's
how you feel good.
That's when you feel good is
when you just shift it quick.
This is not a
performance packed car.
MARK TAKAHASHI: No
performance options
on this except for
maybe the exhaust.
CARLOS LAGO: And the V8 engine.
MARK TAKAHASHI: Yes.
Yeah, I mean I like it.
It's compliant it's
still comfortable.
The way this transitions
out of a turn I really dig.
You get on that
power early and it
starts straightening you out.
It's happy.
CARLOS LAGO: It seems like
it's giving you a quite a bit
over-steer on the power out but
in a really nice controllable
way.
MARK TAKAHASHI: Yeah, I
mean that's the thing.
They tune that
stability control really
well where if you start
getting it a little sideways
but you're still
on the throttle,
it'll let you do it up
to a certain slip angle.
CARLOS LAGO: Yeah.
MARK TAKAHASHI: But once
you lift out of it, then it
will snap you
right back in line.
CARLOS LAGO: That's nice.
MARK TAKAHASHI:
Man, I mean I really
like the way this
comes out of turns.
Just a little bit, little
bit and it just starts, yeah.
CARLOS LAGO: Yeah.
MARK TAKAHASHI: That
little snap out of it.
I really dig this car.
CARLOS LAGO: How do
those breaks feel?
MARK TAKAHASHI: Solid.
I mean these aren't performance
upgrade brakes either.
CARLOS LAGO: Yeah.
MARK TAKAHASHI: The pedal,
it's you know, moderately firm.
Easy to modulate,
that's for sure.
CARLOS LAGO: I just
can't quite get over
the sound this thing makes.
MARK TAKAHASHI:
Isn't that great?
Let's go to like a
normal mode, shall we?
CARLOS LAGO: Yeah, you
get your Rogers mode.
MARK TAKAHASHI:
This is the problem
with this toggle switch.
It only goes up.
It should go down, as well.
CARLOS LAGO: This is quiet.
MARK TAKAHASHI: Yeah.
There's a lot less
bass going on now.
CARLOS LAGO: Ford
clearly defines quiet
differently than I might.
[TIRES SQUEAL]
MARK TAKAHASHI: This mid-cycle
refresh is a little bit more
than the typical
mid-cycle refresh.
I mean, they have the
adaptive suspension,
they have a lot more safety
features, cool options,
like the instrument panel.
I really like this.
[CAR ACCELERATES]
CARLOS LAGO: This
is the 60th annual.
MARK TAKAHASHI: I
know, I like them.
CARLOS LAGO: But because you
can do things like this--
MARK TAKAHASHI: Oh.
[CAR ACCELERATES]
Oh, no lift.
CARLOS LAGO: And on top of
that, it also has red matching.
So it's basically an automatic.
And so this is the Camaro SS
that we all know and love.
MARK TAKAHASHI: Love?
CARLOS LAGO: Love.
That's what makes
a Camaro a Camaro.
MARK TAKAHASHI:
Wait, that's Subaru.
CARLOS LAGO: Ssh.
So we're down five horsepower
and a couple pound feet
of torque, I forget.
MARK TAKAHASHI: It's completely
irrelevant at this point.
460 versus 455.
CARLOS LAGO: Well,
I was also going
to make the point that this
car is about 50 pounds lighter.
So the whole power and torque
deficit comes out about even.
MARK TAKAHASHI: I think so.
CARLOS LAGO: When
you get down to it.
What I like about this car,
what I like traditionally
about Camaros is the
handling balance.
This is a big, meaty car.
MARK TAKAHASHI: Yeah.
CARLOS LAGO: With a
ton of low end grunt.
With a ton of power that you
can do that, which is terrific.
MARK TAKAHASHI: It
just sounds like you're
going to break something.
CARLOS LAGO: Well, you
know traditionally,
you would break something.
MARK TAKAHASHI: Yes.
CARLOS LAGO: And so what I
took the time to build
that into the system
so you don't have to worry
about breaking anything.
MARK TAKAHASHI: Right.
Ooh.
CARLOS LAGO: It's
just so satisfying.
MARK TAKAHASHI: It really is.
That is impressive.
CARLOS LAGO: Now,
getting back to like
the dynamics part of it, yes,
this car has no visibility.
It's basically a
window-less van.
MARK TAKAHASHI: I don't know,
the visibility bothers me.
I don't have a really
good grab handle here.
CARLOS LAGO: Does this look like
the face of somebody who cares?
MARK TAKAHASHI: Fair enough.
[TIRES SCREECHING]
But here's the
thing, do you think
there's a dynamic difference
between these two cars
that is a deal breaker
one way or the other?
Because I, personally,
I have just as much fun
with both cars.
CARLOS LAGO: That's
the truth of it.
Isn't it really?
The difference is the
badging on the hood
and that's basically it.
MARK TAKAHASHI: Right.
So what are we fighting for?
CARLOS LAGO: We're not.
Well, the Camaro is
obviously better.
MARK TAKAHASHI: No, no, no.
It just, no.
No, the Ford is less flawed.
CARLOS LAGO: It's really
one of those things
that like we've always been
at war with Eurasia, right?
MARK TAKAHASHI: Yes.
CARLOS LAGO: It's just
this constant rivalry
that goes back and forth.
But fundamentally, you end
up with the same vehicle
with minor variations.
And so it comes
down to, basically,
what's your preference?
I prefer that, which is great.
But I'm sure there's
qualities in the Mustang
I would also like, as well.
But this is a fine
handling vehicle
that handles with a delicacy
and a light-ness that
kind of belies its size, right?
MARK TAKAHASHI:
Well, the styling,
too makes it look chunkier
and heavier than it is.
CARLOS LAGO: Yes, absolutely.
From the six speed manual to
the red match buttons that
toggles on the steering
wheel, the standard Camaro SS,
I'm going to say,
bare bones, it's
pretty much what you'd
expect in this kind of car.
I like the interior
layout, I like
the way things were arranged.
Like this is a very
classical panel right there
with the double bubble gauge.
MARK TAKAHASHI: Yeah,
and this coved out
section here is kind of you
know, heritage Camaro stuff.
I like the design, I really,
truly like the design.
I think it's pleasing to
look at but in practice, it's
got some issues for me.
CARLOS LAGO: The big issue,
of course, is the visibility.
And then, there's just a couple
of like, weird annoying things.
Like the way the screen
seems to be angled inwards
so it looks like
it's sloping down.
Doesn't effect how you use
it, it just looks weird.
And then you have a problem
with these center vents.
MARK TAKAHASHI: Yeah, they're
really great for cooling down
your knuckles but nothing else.
What I do like is when
you turn that bezel,
it adjusts the temperature.
That's really cool.
I think that's kind of almost--
CARLOS LAGO: It's clever.
MARK TAKAHASHI: --Audi-esque
in its execution.
But they need to be up here.
I mean, they're right
on your knuckles.
CARLOS LAGO: The
important stuff,
like the speedometer
is easy to read.
You have big, analog gauges.
You have a head up display
that's configurable.
All the important controls,
steering wheel, shifter,
clutch, pedals, all fall to
hand and foot really easily.
The drive mode selection
stuff's really easy to use.
It's this stuff like
interior storage
and like the wireless charging
pad being back here, which--
MARK TAKAHASHI: What?
CARLOS LAGO: --is just strange.
MARK TAKAHASHI:
That means you're
going to forget your phone
in here all the time.
CARLOS LAGO: I
don't know why you
would use that because if
you have a nice, smart phone
here you're going to use Android
Auto or Apple CarPlay, which
requires being plugged--
MARK TAKAHASHI: --the USB.
CARLOS LAGO: --into here.
But this compartment
isn't big enough
to fit most modern smartphones.
MARK TAKAHASHI: Right.
From the passenger
side, and I noticed
this when you were throwing
us around on track.
Is the passenger doesn't
have very good grab handles.
There is nothing for
me to hold on to here
and this is hard plastic,
right in my elbow.
That's something
that you don't have
to deal with in the
Mustang or at least
your passenger won't have to.
CARLOS LAGO: So overall,
it's a lot of stuff
that doesn't really matter when
it comes to driving quickly
but stuff that does make
this car a little bit
not so nice on the
day to day commute.
MARK TAKAHASHI: It's not
completely different.
It's a mid-sucker refresh,
they have some new features
here and there.
But most importantly, is this
digital instrument cluster.
CARLOS LAGO: The optional
gauge cluster, right?
MARK TAKAHASHI: It is.
It's so cool.
If you switch drive
modes and it kind of
gets this racy kind of
tack bar across the top.
CARLOS LAGO: I like
that bar graph tach.
That's really cool looking.
MARK TAKAHASHI: It is.
CARLOS LAGO: Yeah.
MARK TAKAHASHI: The difference
between this and the Camaro,
I think, there's less flaws.
CARLOS LAGO: OK
MARK TAKAHASHI: Number
one, we can see out of it.
CARLOS LAGO: That's nice.
Yeah, I really appreciate
being able to see
outside of the vehicle.
MARK TAKAHASHI: Yeah.
It doesn't feel like you're
wearing the suit of armor
and you're just peeking through
a little tiny mail slot.
Materials quality, I
think is slightly better.
Like, my elbow points
are nicely padded.
And for you probably
you might be
bumping into that a little bit.
CARLOS LAGO: I like that
I have a grab handle.
MARK TAKAHASHI: Yeah.
CARLOS LAGO: When in panic mode.
I don't have one
on the left side
but I have one on the
right side, which is
I think better than the Camaro.
MARK TAKAHASHI: Yeah.
CARLOS LAGO: But I
like the general layout
of this interior.
It feels a little
bit more airy, it
feels a little bit more open.
And it'sl probably to do with
the increased visibility.
But also the way the center
stack is designed here,
this just has a nice flow to it.
MARK TAKAHASHI: And look,
the vents are up top.
CARLOS LAGO: The vents work.
And they've been
able to you know,
keep the influence of like
the 60s design elements--
MARK TAKAHASHI: Yeah.
CARLOS LAGO: --in the dash but
also add the modern touches
that still make it work.
MARK TAKAHASHI: The
dual dash thing now.
There are some things
that still bother me,
like this little
dash topper here
and this center
of thing up there.
Those are carryovers and
they really seem out of place
because everything else seems
to be quite a bit better.
CARLOS LAGO: So this
car and the Camaro
both have an optional
exhaust volume options.
MARK TAKAHASHI: Yes.
CARLOS LAGO: This one has the
option, the Camaro doesn't.
MARK TAKAHASHI: This one,
compared to the Camaro,
goes to 11.
CARLOS LAGO: I
think it passed it.
MARK TAKAHASHI: This is rad.
[THROTTLES GAS LOUDLY]
(GRUNTS)|
CARLOS LAGO: That's ridiculous.
MARK TAKAHASHI: Even
better is the quiet mode.
[THROTTLES GAS QUIETLY]
Ooh, that's quiet.
You can schedule when
it's going to be quiet.
So between midnight and 7:00
AM, I have it set for quiet.
So no matter what, I don't
have to hit that button.
CARLOS LAGO: Your
neighbors don't hate you.
MARK TAKAHASHI: They
do but not for this.
CARLOS LAGO: What
I really appreciate
is the amount of interior
storage you have in this car.
MARK TAKAHASHI: Yeah.
CARLOS LAGO: From
you know, you only
have two cup holders
and stuff like that,
but you have center pockets.
And the center console
is a bit bigger.
And just things in here feel a
bit more livable, day to day.
If there isn't like any enormous
performance differences,
it's certainly like more--
MARK TAKAHASHI: Yeah.
CARLOS LAGO: --attractive
for the commuter.
MARK TAKAHASHI: But
in the back, the trunk
is way more usable
than Camaro, too.
It has a lower lift
over, it's a bigger trunk
it's, it's way more useful.
So if there's one thing about
muscle cars that's important,
it's fun.
And in my opinion, both
the Camaro and Mustang
do fun equally well.
CARLOS LAGO: Yeah, I love
the acceleration in both.
They both have
fantastic transmissions
and they're both a lot
of fun to slide around.
MARK TAKAHASHI: That
said, I think the Mustang
does everyday life better.
CARLOS LAGO: I agree.
The Mustang is an easier
car to live with everyday
but for some reason I still
enjoy driving the Camaro more.
MARK TAKAHASHI:
That's what we think.
Let us know what you think.
For more information
on the Camaro,
the Mustang, or any
of its competitors,
head over to edmunds.com.
And if you want to see
more videos like this,
hit subscribe.
[MUSIC PLAYS]
Ford Mustang Shelby GT500 vs. Dodge Challenger Hellcat vs. Chevy Camaro ZL1 — Muscle Car Comparison
Edmunds:
CARLOS: In an
Edmund's exclusive,
here's the ultimate
muscle car comparison.
We've got the Chevy Camaro
ZL1, Dodge Challenger Hellcat,
and Ford Shelby GT500.
These cars have never been
as powerful or as capable.
We have them outfitted in
their highest performing
configurations.
The ZL1 one has the
1LE track package,
the Hellcat is the
Redeye wide body,
in the GT500 has the
carbon fiber track package.
And they're all automatics, too.
We've already done
the drag race.
Go watch that video if
you haven't already.
To do these cars justice
in a proper comparison,
we're going to find out which
one's the fastest around a road
course, which one's the most
fun to drive, which one sounds
the best, which one has
the most useful interior,
and which one does
the baddest burn out.
First, let's acknowledge
our obvious biases.
Kurt is a Ford owner.
Elana lot as a dodge owner.
And I'm a Chevy owner.
ELANA: I also have a
Plymouth and Pontiac.
KURT: How are
those brands doing?
ELANA: Kurt, you
are mean, but fair.
The point is, it
all cancels out.
We're on an even playing field.
CARLOS: So which one of
these cars is the ultimate?
Let's find out.
All
ELANA: Right we, have three
extremely powerful cars
behind us.
And not only are
they full of horses,
they're also quite capable.
Like, they can go
around road horses,
they're good on the street.
But if we are going to
call them muscle cars,
there is one thing that
they have to be able to do.
KURT: Burnouts.
CARLOS: Exactly.
KURT: Yeah.
CARLOS: So we're going
to do this comparison up
on the right foot by doing
a burnout super test.
Rules are simple, from
a stop, start a burnout,
and then go for distance.
Longest burnout wins, but you
can't use your brake pedal.
This is a measurement of
just pure, raw horsepower.
If we see your brake lights,
you're DQed, because science.
ELANA: Yeah, I mean,
burnout scientists say that.
CARLOS: Yeah.
KURT: Yeah.
CARLOS: All right, stability
control off, trac control off,
manual mode engaged.
I'm going to try to shift as
manually through the gears,
try to avoid red line.
And we'll see how this goes.
SPEAKER 4: Carlos
in 3, 2, 1, go.
CARLOS: That was weak.
So the burnout won't
carry through an up shift.
You're basically limited
to whatever first gear
red lines at.
Was just a practice run.
SPEAKER 4: All right, Carlos.
3, 2, 1, go.
That's a burnout.
That's a burnout
without brake use.
Normally, you would use
the brakes to of course,
control the speed so you can do
the longest burnout possible.
But without brakes,
that's a burnout.
OK, I don't feel so
embarrassed anymore.
The trick, though, was
to leave it in automatic
and let the transmission
shift itself.
Because if I tried
to shift manually,
it would end the burnout.
And the only thing
that did-- well,
it didn't do much of a burnout.
The only thing it really did
make me question my manliness.
ELANA: Well, and also,
like, whether or not
you were truly an American.
We were a little
worried about you.
CARLOS: I was worried myself.
So we are still--
ELANA: I think you're
still going a little.
CARLOS: See some--
KURT: I'd say it ends
we're right about here,
because I don't really
see anything past there.
CARLOS: It's going to take
a vote of two out of three.
KURT: Yeah.
ELANA: I mean, that's fine.
Yeah, I can see it.
CARLOS: 187 foot burnout.
I'm OK with that.
ELANA: I mean, it
definitely gives us
something to shoot for.
KURT: All right, burnout time.
I want everything turned off.
And I'm going to get some
wheel spin with the brakes,
and then let it rip.
I'm not going to
shift it itself.
I'm going to let it handle it.
So wish me luck.
SPEAKER 4: 3, 2, 1, go.
KURT: Well, that
was kind of spicy.
Squirrelly.
Not the best.
ELANA: You know, Kurt, I was
expecting more of a smoke show.
I mean, it wasn't bad.
CARLOS: Looks to me like it
was worse than the Camaro.
ELANA: Yeah, I have
to say, the whole no
brakes thing so that you
can't really torque up on it
and get them spinning,
that's a hard rule.
CARLOS: You know,
but it's also--
that the only way to
make it scientific,
because you can probably
drag the brakes,
I'm thinking, and do a burn
out for the entire duration
of the straight.
But it didn't look like that
could do a standing burnout.
KURT: I don't know what it is,
but it just wouldn't really
break the barriers loose,
and I just kind of had
to build up a little bit
RPM and then just floor it.
had to let the clutch engage.
KURT: Kind of, sort of, yeah.
CARLOS: And then you just
rode out through first.
But then you shifted into
second, and it ended.
KURT: As soon as it hit
second, it hooked up,
and the thing
catapulted forward.
CARLOS: Still seeing
lines, though.
ELANA: Yeah.
KURT: Yeah, I mean,
they're still there.
CARLOS: They're just
getting fainter.
KURT: You know, the car does
have a full tank of fuel.
That's one weight.
CARLOS: And we just ate lunch.
KURT: I mean, that is
burnout out science.
CARLOS: Yeah.
The funny thing is it
looks like it resumes
when you get it in a second.
ELANA: Yeah.
CARLOS: But it stopped here.
ELANA: It counts.
It brakes, it counts
KURT: Yeah.
CARLOS: Second gear burnouts are
cool, but only if it continues.
Longest continuous burnout.
So we'll call it 124--
ELANA: 124, 125?
CARLOS: Yeah.
124.
KURT: I appreciate
your generosity.
ELANA: I'm excited and
a little bit nervous.
SRT mode.
I'm going to use the same
one I use for drag racing.
And then let's get the traction
control all the way Off
SPEAKER 4: 3, 2, 1.
CARLOS: Bravo.
KURT: Yes.
CARLOS: Bravo.
KURT: Yes.
ELANA: Does that count?
KURT: Did that count?
I like how polite you were led
off after you trounced them.
You were, I don't have to
go any farther than this.
CARLOS: You're a
gracious winner.
ELANA: I think it's my win.
CARLOS: OK.
You were a gracious winner.
ELANA: I know but,
it's just so fun.
CARLOS: Yeah.
What I like is it's
not just the length.
It's how dark the tire is
relative to the Mustange
and the Camaro.
ELANA: You know why?
Because that thing is heavy.
And when it's sticking it
down, it's sticking it down.
CARLOS: I'm actually wondering
if we have enough measuring
tape.
We may have to put
down a marker somewhere
and do some math afterwards.
ELANA: I mean, at least
there's no question about where
it ends.
You know, I was born
here, but I feel
like today is the day I
truly became an American.
CARLOS: Your birth
certificate has just
been laminated in the test.
ELANA: They're going
to put a picture of me
in the White House.
KURT: So we've gone
way past where my mark.
So 200 plus.
Beyond 200.
200 plus.
CARLOS: Should we call it?
Give her 200 plus?
ELANA: No, I want
every single inch.
CARLOS: You want every inch?
ELANA: Yeah.
CARLOS: That's going to take
forever to reel that in, yeah.
But--
KURT: I'm going to say--
and it almost keeps going.
ELANA: No, it's like yours.
It starts and it restarts.
KURT: Right here.
ELANA: Right here?
CARLOS: We're pulling.
KURT: So that's--
CARLOS: We'll call it 250.
KURT: Yeah, let's
just call it 250.
CARLOS: Just because,
what's the point
of specificity at this point?
KURT: Got down there.
ELANA: Chuckle it up.
Losers.
KURT: That's going
to be here forever.
ELANA: I think they
can see it from space.
Before we go any further,
guys, can we just-- can we just
take a moment and process
what's happening here?
We have three cars,
three American pony cars,
with an average horsepower of--
CARLOS: 736.
ELANA: You do that
math in your head?
CARLOS: I did it before.
So smart.
ELANA: He's super smart.
But that's nuts.
736 is the average.
You don't need a racing license.
You don't need to have
previously owned a lesser
model from the same brand.
Like, any one of us could just
walk in-- if we had the money--
and then drive out
in one of these.
KURT: You're not old
enough to buy a beer,
but you're old enough to walk
in and buy one of these cars.
ELANA: That is very
kind of you, Kurt,
but I am actually over 21.
CARLOS: Let's talk
about what makes
each one of these cars special,
and let's start with the Dodge.
ELANA: Sure, I mean,
I did not expect
to be standing here saying
this but this 797 horsepower
wide body Redeye Challenger
is the least extreme car here.
I mean, it doesn't have a
giant carbon fiber wing.
It doesn't have
cool little arrow
running all along the side.
Even the hood, while
functional, is kind of subtle
compared to these two.
And I think that's because
both the Camaro and the Mustang
are really focused
on road course use.
It's not that the Redeye
isn't track-focused.
It's just it's inspired by
Dodge's barely legal drag
racer.
So the technology
that's on it is
more drag race focused, right?
It's got like, a
chiller and supercharger
so that the air that
goes in is really cool.
So you can just keep running
it-- at it all day long.
Has great apps and
infotainment systems
so you can track all
your quarter mile runs.
Got a line lock.
You can do great burnouts.
It's got floor seats.
You can put your
whole family in it.
It's got heated and vented
seats, a heated steering wheel.
Good radio.
Like, you can just drive around
and use it like a normal car.
But it's not exactly the
same usage plan as these two.
CARLOS: Totally.
The Camaro, I believe,
is the underdog here.
It's got the least power at 650.
That's the bottom end of the
spectrum in this comparison.
It's the lightest.
It has the least amount of
interior space, has the least
amount of visibility, too.
Lowest price.
And least treadwear.
These tires have a
treadwear rating of 100.
ELANA: So that's just
basically smooth, right?
CARLOS: We're going
to change them just
after looking at them today.
They're going to be done.
But that speaks to the
car's race track intentions,
like you mentioned.
It's got the 1LE track package,
which gives it the wing,
gives it the arrow on the front.
And it gives it these
really trick fixed dampers
that are definitely
for racetrack use,
not for daily
driveability comfort.
This thing is firm.
But it goes round
racetracks really quickly.
And it's still the least
expensive car here.
And in spite of that, it's
got some really cool tech,
like performance
traction management,
that really sophisticated
stability control
system that actually
helps you drive faster.
It's got an onboard video data
logger it's got electronically
control locking differential.
You can get it with a manual--
ha, ha, ha.
ELANA: OK, all right, yeah.
CARLOS: And it's
going to ask tested
price that's 20 grand
less than this Mustang.
KURT: About the price--
we'll come back for the price.
The Camaro is old and the
Challenger is even older.
So it is a brand new car, so
you will pay a slight price
premium.
But it has the smallest engine,
but it makes the second highest
amount of horsepower.
760 horsepower from
a 5.2 liter engine.
This particular car is equipped
with the carbon fiber track
pack, which is why the
price goes up over $94,000.
But with that, you get these
really tricked carbon fiber
wheels.
And to my memory, there
are only two other cars
in the world that
use them right now.
So--
CARLOS: And one of
them is a Ferrari.
KURT: Yes.
ELANA: And is the
other the Ford GT?
CARLOS: Yep.
KURT: Also part of the
carbon fiber track pack
is that cool rear wing and
the lack of a rear seat.
You can't be taken seriously
if you have a rear seat.
So this car is serious.
It also has MagneRide
shocks which are perfect.
They handle the occasional track
use or the constant track use.
They handle highway driving.
I think this car is the
best all around performance
car of the three.
ELANA: All around
performance car.
Performance is great,
don't get me wrong.
But that's what
track stuff, right?
And how much time are you
going to spend on the track
versus on the street?
CARLOS: The idea of
a practicality test
with these cars seems silly,
but if you think about it,
it makes sense, right?
If you're going to
take one of these cars,
you're going to buy
one of these cars,
you're going to go to a track.
You're going to
go to a racetrack.
And you're probably going to
want a backup set of wheels
and tires.
Unless you have a trailer,
those wheels and tires
are going to need
to go somewhere.
ELANA: Like in the car.
CARLOS: Yes.
ELANA: Yeah.
And I mean, I don't think it is
silly to do a practicality test
on these cars,
because I really think
that most of the
people who buy them
will have them on the street
more than they'll have them
on the track.
For those folks, just
pretend that these tires
are groceries or babies.
KURT: Those are big babies.
CARLOS: We're going to try to
fit as many wheels and tires
into these cars as possible.
Points for a number of wheels
in tires that we can fit
and the amount of time that
we can get them all fit by.
3, 2, 1, go.
ELANA: Oh yeah, we're
going to be fine.
KURT: Those are huge tires.
CARLOS: They're big tires.
ELANA: OK.
I got this.
I'll be fine.
KURT: Yeah, let's help.
CARLOS: Yeah.
ELANA: Got that?
KURT: I got it.
ELANA: You think we can get two?
KURT: No.
CARLOS: Well, that
doesn't matter, then.
I think we get one
in the back seat.
You guys do the other backseat.
KURT: OK.
CARLOS: I'm glad
we bagged these.
ELANA: Let me get that for you.
KURT: Thanks.
Oh, you have a nice
little power seat.
Good.
ELANA: Oh, do you not?
KURT: Don't need it.
Yet.
ELANA: I mean, once
I'm at the track--
CARLOS: And time.
One minute, 21 seconds.
ELANA: Beat that.
There's no room for
you guys in the car,
so how am I going
to get them out?
CARLOS: All right,
Kurt, 3, 2, 1.
Go.
ELANA: Whoa, that's
a lot lighter.
CARLOS: Don't help him.
ELANA: But he helped me.
CARLOS: Don't-- come on man.
KURT: Fine.
ELANA: Sorry, you're
on your own, man.
CARLOS: He gets the advantage
of carbon fiber wheels.
He has lots of interior
space for a crushing weight.
So the lack of a back
seat is an advantage here.
ELANA: Yeah.
I think he's
definitely going to be
able to get two in the
back and one in the front.
CARLOS: Three wide.
He might go three
wide across the rear.
I feel like a Sports
Center caster.
KURT: Can you guys shut up?
CARLOS: Oh yeah, he's going
to do three in the back.
ELANA: No.
CARLOS: This is a real Happy
Gilmore moment right here.
ELANA: This is wild.
But what if it doesn't fit?
CARLOS: He might actually--
that's a really--
ELANA: If it doesn't fit, he's--
CARLOS: If he's
going to do all--
oh!
Shut the door, shut the
door, shut the door!
Not only did you
get all four in--
one minute, 16 seconds--
so you did it
faster than we were
able to do with the Challenger.
ELANA: And you could
bring a friend.
CARLOS: But you passed so
out of breath right now.
KURT: Shut up.
CARLOS: You are not
running any races.
KURT: Oh, no, I'm not.
You're next.
CARLOS: Oh boy.
KURT: 3, 2 1.
ELANA: Are we helping?
CARLOS: This is going so badly.
KURT: No.
CARLOS: So badly.
ELANA: It's actually half as big
as it looks from the outside,
and it looks small
from the outside.
CARLOS: Done.
I think I've got this.
KURT: He's at one already.
CARLOS: We'll all go to
the track together, right?
KURT: Yeah.
What are you doing?
That's my seat.
CARLOS: Done.
Call it.
KURT: One minute, 36 seconds.
If you weren't last, we would
probably disqualify you.
ELANA: You didn't
even shut the door.
CARLOS: It's inside the vehicle.
There was nothing in the rules
about shutting things or being
able to drive away.
Camaro loses the
practicality test.
ELANA: Yeah, that's impractical.
CARLOS: That's very impractical.
KURT: It is one thing for
these cars to look bad ass.
But it's something else entirely
they don't sound bad ass.
CARLOS: We should measure this.
KURT: Yeah.
CARLOS: If only we
had a sound expert.
It's not revving
above 3,000 RPM?
It's in neutral.
I've tried it in park.
This wouldn't happen
with a manual.
ELANA: It'll only go to 4,000,
and then it just stops you.
I mean, how am I
going to impress
my neighbors with 4,000?
KURT: Yeah, I don't
have a limiter.
It just let me rev all
the way to 7,500 RPM.
CARLOS: Mustang handily
wins the sound competition.
ELANA: It's almost like
the Mustang engineers
knew what people might
want in a muscle car.
CARLOS: Now we've got a
winding track behind us.
And we're not going to find out
how fast they are-- we're not
going to lap times just yet.
But we're here to find out how
these things drive as cars.
Should you be afraid of them?
ELANA: I mean, I think a lot
of people are afraid of them
because they are so powerful.
But there's no reason to.
I mean, they are
surprisingly drivable.
CARLOS: This is
an important thing
to find out, because even if
you are going to race track,
you still have to drive there
and you have to drive home.
So we're going to find out how
they feel in that situation
or on your favorite
mountain road.
ELANA: Is it a problem if my
entire review of the Redeye
is just me driving and giggling?
This car is so fun.
There is a lot of stuff
that people can rightfully
complain about.
But that's not it.
It's big.
I mean, every time I go around
a corner I'm slowing down,
probably a lot more than
Carlos and Kurt are going
to have to in the
Camaro and the Mustang,
because I can feel all
the weight of this car.
But if you trust it, then
sort of like a hippopotamus
in ballet shoes--
it's capable of
surprising grace.
And also--
Oh my god.
Whose idea was this?
I'm sorry, I'm going to
take this more seriously.
These days, because there's
no contemporary equivalent
of say, the Chevelle, the pony
cars have become muscle cars.
And certainly, the Challenger
meets all the definition
of a muscle car which,
is the company's biggest
engine in its sort of
sporty its midsize car.
This is a midsize car and
that is the biggest engine.
6.2 liters, a
supercharger that is
bigger than some engines, and
of course, 797 horsepower.
These seats are great.
And they're huge.
In fact, one of the things
when you are on track
is you kind of move around
a little bit in them.
They're not a tight fit.
But when you're on
the street, they're
very, very comfortable
and kind of plush.
They're also heated
and vented, which
is an excellent luxury
in a muscle car.
As I go around this corner,
visibility is not great.
This is a big pillar.
It is better than
say, in the Camaro.
And it's about equal
to the Mustang.
None of these cars are
fantastic for seeing out of,
because they're huge.
They have these
really long hoods.
In the case of these
performance versions,
they have really
high hoods, too.
I mean, I'm sitting pretty high
up just so that I can see over
the bulges in the hood.
If you're familiar with
any of the Hellcats,
there are three modes.
There's sort of a street mode.
They call it auto.
A sport mode, which
is really kind
of more of a drag racing mode.
Kind of gives you
a lot more burnout
in a straight line action.
And then there's a track mode,
which tightens everything up,
makes the shift really hard.
You can also make a custom
mode, which is great,
because if you like the sound
and the shifts in track mode,
but you like the steering
better in straight mode,
it's up to you, baby.
You can do whatever you want.
This car really does
it best if you just
let the speed automatic
do all the work for you.
Just don't try to second
guess the machine.
Let the robot win.
Suspension-wise and
like ride quality-wise,
the Challenger absolutely
destroys the other two.
Or rather, the other two
will destroy your kidneys
and lower back,
and the Challenger
will be like sitting
on the couch.
So yes, this thing is huge.
Compared to the other two
cars, it's kind of a monster.
But there's a benefit to that.
And that benefit is a
more comfortable ride
and obviously, more space.
I mean, the Mustang doesn't
even have a backseat.
And the Challenger--
heck, road trip it.
I think if you put all
three cars together and said
which one most meets the
definition of a muscle car,
the Challenger would
win, hands down.
The other two at this point
are almost sports cars.
And then of course, sports
cars have become super cars.
Where will it end?
Don't ever let it end.
CARLOS: The Camaro ZL1
one on a winding track.
We're going to treat
this like a country road
and talk about the things
that make the Camaro ZL1 1LE
fun to drive.
There's a lot to talk
about in that respect.
Yes, this car lost the
sound coolness tests
and you know, barely squeaked
by the usability test.
But the way this thing drives
remains its primary attribute.
And I've got to admit,
with the exhaust and track
mode, when you're not trying
to rev it while idle, it
does sound very good in here.
It's a deep baritone roar.
It's not a lot of
nuance to the sound.
It's just sort of
loud, and in your face,
and brutish, and broad.
But you got to admit,
that sounds good.
And we have a 10
speed automatic that
can make shifts that quick.
It's a weird situation because
this supercharged V8 has
such a broad torque delivery.
And yet when you're
really on it,
the transmission is
shifting, and RPMs
are dropping in such
small increments,
that it's a weird experience.
You never expect a car
with this kind of power
and this broad of a torque curve
to be able to shift so quickly
and only had the
RPMs drop so much.
I mean, this engine
could be peakier
and use that kind of a different
characteristic of power.
But I got to say,
I enjoy this as is.
Though I might enjoy it
more if I had a manual.
Hmm.
So the 1LE track
package imbues this car
with a lot of really
nice handling attributes.
And they all relate back into
the driving experience when
on a mountain road.
Of course, the tires need
to be at temperature.
That's a major issue
with these cars,
because these are race
track-oriented tires.
When these tires are cold,
they are uncommunicative
and they are slippery.
This morning, it
was in the mid 30s
as we were driving
into the track,
and boy, did the tires have
some trouble with merging
on freeway and whatnot.
But that's what you're getting
into when you get a 1LE track
package.
You are buying
the track package.
You are opting in
to that experience.
That's OK.
But when the tires are on,
they start working really
nicely with these shocks.
These fixed spool
valve damper shocks.
The way the rest of the
suspension is set up,
it is highly adjustable for
the weekend track we're at.
But in the setting it's in
now, it's also fine, too.
Not compliant on the road.
It's pretty firm,
especially over bumps.
It doesn't have nice adaptive
dampers to soak up and adjust
for comfort.
This thing is all
hardcore track use.
But it ties all
this car together.
And you end up with a lot
of confidence in this car,
especially in the front end.
That's important, because
you have so much power.
You need to be able
to trust this thing
to put the power
down and let you get
escape from corner to corner.
It's a big deal.
You get really nicely
weighted confident steering.
When the tires are
working-- again,
that's a caveat we
keep referencing--
but when they're working,
it feels really good.
The Camaro shows its
downsides in normal driving.
You got a peek of that at
the interior usability test
or functionality tests,
where we loaded these cars up
with wheels and tires.
There was no space
left over at all.
And that's a problem
with the Camaro.
The trunk aperture is tiny.
This interior space
feels tiny as well.
The visibility outward
is extremely poor.
It's shocking how tight the
view can be outside of this car.
Also, when it comes to
daily driving, I gotta say,
the 10 speed automatic
does come into its own.
This transmission
works great when
you're pushing it really
hard and when you're just
tooling around town.
It's when you're kind of doing
the half way driving that it's
not as responsive as the
Mustang's dual clutch, which
is very snappy and very
crisp all the time.
This is still a tremendous
machine for road course use.
And one that, ride
comfort aside,
is still civil
enough for daily use.
We still have heated
and ventilated seats.
I think this has heated
steering wheel as well.
You've still got
good integration
through your infotainment with
Apple CarPlay, Android Auto.
Although the screen does kind of
look like it's tilted back in.
That's always been an
annoyance with Camaros.
Still, ZL1 1LE is
the best Camaro ever
at its specific job,
that race track use.
And to say it's not as punishing
as it could be on the road
is quite a testament to its
many skills and attributes.
But just know what
you're getting in for.
There's a lot going on here.
And for the money, I think
this is an incredible value.
KURT: The new Shelby GT500.
So it's one thing to rip
around in a car like this
and drive it like a hooligan.
But most of the time
people drive these cars,
they're not really going
to be in track mode
like I am right now.
They're going to
be in maybe sports,
so let's drop that
into sport, pop it out
of manual mode, and
just cruise around,
and tell you what
it's like to drive it.
Obviously, it makes
a lot of power.
That 5.2 liter engine has
a giant supercharger on it.
Cranks out 760 horsepower.
And yeah, it goes fast.
There's no two ways about it.
But what's really
impressive about this engine
is just how tractable it is.
I mean, I'm kind of
cruising around now
and it's still friendly.
It's quick to respond.
And I've driven
this car in traffic,
and it could care less
that you're in traffic.
It's happy to burble along.
And for an engine with
this kind of power--
I continue to be impressed
with modern engines.
This engine should not be
this easy to drive, and it is.
Putting all this
power to the ground
is smooth because
of a seven speed
dual clutch automatic
transmission.
The other to use a more
traditional automatic setup.
But this is quick shifts, crisp,
and not abrupt or jarring.
It's still really responsive.
Wow, listen to that.
I mean, I want this
in my everyday car.
I'm going to put this into
Normal mode now and just cruise
around like a normal person.
Now these are pretty good tires
these are Michelin Pilot Sport
Cup 2 tires.
And that's compared to
the ones on the Camaro,
they're fairly run of the
mill high performance tires.
I mean, you can find these
on any old Porsche 911.
But these tires talk to you.
And they have good
grip when they're cold,
they have good grip
when they're warm.
Every aspect of this car
makes it a friendly car.
And you can't say
enough about it.
In case you hadn't noticed
from all the other pictures
of this car, it has ginormous
brakes on the front.
It has the 16.5
inch brake rotors.
And the calipers-- yeah,
they're six-piston calipers,
but they're gigantic
six-piston calipers.
A car like this
shouldn't be this
easy to drive at high speed.
It shouldn't be this easy
to drive at low speed.
I think Ford's really
found the GT500 sweet spot.
I'd argue this is the most
well rounded performing car
of the group.
You've got comfort
when you want it,
you've got speed
when you want it.
You got sound, you got
quiet, you got everything.
And if you've got the
money, You should probably
buy one of these.
So we've had some fun.
And ride over there
is a road course.
It's short, but it's fast.
It should be fun.
And I think we should
do some time laps.
ELANA: Well, if we do
time laps, then we really
need those to be consistent,
so probably the same person
should drive all three.
CARLOS: Oh, dibs.
Can't fight dibs!
KURT: Come on, dude.
ELANA: He's right, though.
You can't fight dibs.
KURT: I hate him.
ELANA: Carlos, you ready?
3, 2, 1.
Punch it, baby.
KURT: I'm surprised
that car turned.
ELANA: They made
an effort with it.
And it also has steam rollers
of rubber underneath it.
KURT: Does it?
Can I say across the line?
ELANA: Yeah, do it.
KURT: Is that trademarked?
I have no idea if
that's fast or not.
ELANA: 38:37, Carlos.
3, 2, 1.
go.
KURT: He tried to get
clever with launch control.
ELANA: Do you feel like
that worked for him?
KURT: No.
ELANA: I mean, I know he's
tried to warm up these tires,
because they are a lot fussier.
KURT: This looks a bit faster.
ELANA: It does look fast.
36:11.
KURT: 2.2 something
seconds faster.
CARLOS: That launch
control sucks.
What happened?
ELANA: That wasn't so hot.
CARLOS: It was great,
then it was bleh!
It was like, what?
What's going on?
ELANA: Do you feel like
you need to try it again?
CARLOS: No, it's
Chevy's problem.
ELANA: Well, it was still
faster than the Hellcat.
CARLOS: Good.
As physics would dictate.
KURT: And it sounds
decidedly less bad ass
and the Hellcat does.
CARLOS: I'll tell
you what, though.
best tires here.
KURT: Yeah.
ELANA: Pony Boy, you ready?
3, 2, 1.
Go!
CARLOS: Love that
seven speed in the car.
ELANA: I like how there's
just a hint of supercharge.
CARLOS: Yeah.
KURT: Woo.
Don't let him know.
He'll just get a big hit on the.
Camaro
CARLOS: How did I do?
ELANA: I believe your car
won because that was a 36:27.
KURT: Do I leave the Camaro now?
CARLOS: Even with a bad launch?
KURT: Yeah.
Those tires, man.
Those tires.
CARLOS: OK, let's recap.
Winner of the test
numbers, Ford.
Winner of the burnout.
ELANA: I vaguely remember the
Challenger doing pretty well
there.
CARLOS: Utility, board.
KURT: Sound board.
Fun on the mountain road?
Three way tie?
ELANA: Yeah.
I mean, I think we all had fun.
CARLOS: Three way tie.
Time to hot laps?
KURT: Oh, Camaro.
That's its job.
ELANA: Yeah, I don't think you
need to be super good at math
to figure out that the
Mustang handily takes us.
And I would be mad--
I mean, I wanted the
Challenger to win, It's so fun.
It should be
celebrated for that.
But it's had its time at the.
Top and if it inspired something
as good as the Mustang,
I mean, I feel kind
of proud about that.
I don't think it
takes anything away
from the Camaro
or the challenger
to recognize how
good the Mustang is.
CARLOS: Yeah, all
three of these cars
are really good at their
specific jobs, right?
The Challenger is a factory.
The Camaro takes road
racing very seriously.
People who are really into
going around racetracks fast
and don't want to spend a lot
of money, the Camaro 1LE ZL1
is an incredible value.
But still, you gotta acknowledge
what that GT-500 delivers.
KURT: I'm shocked at just
how well-rounded it is.
I mean, previous iterations of
the GT500 have been really fast
and they've been really
loud, but they just
haven't had the breadth, the
practicality, and handling
ability that this new one has.
And it is brand new.
Both of those other cars
have been around for a while.
So Ford has had a chance to look
at them and learn from them.
But it's just-- it's
such an impressive car.
CARLOS: And not only is it
the ultimate muscle car,
it makes you re-evaluate
what your expectations are
for a muscle car.
And that's why it easily
wins this comparison.
ELANA: Yeah, no question.
KURT: Yeah, I agree.
CARLOS: So thanks for watching.
Please be sure to
subscribe, like,
and visit Edmunds for all
your car shopping needs,
helping you pick the right
car at the right price.
You guys remember the M4?
ELANA: Vaguely.
KURT: Oh yeah
ELANA: Like, Supra
wasn't that a car.
CARLOS: It wasn't
even that long ago.
KURT: No.
CARLOS: AMX.
I think they make those anymore.
ELANA: Pontiac Firebird?
KURT: Cuda.
2019 Chevrolet Camaro v Ford Mustang Comparison | carsales
carsales.com.au:
[Marton] After 40 years of Falcon versus Commodore,
welcome to the new V8 rear-drive grudge match.
Camaro versus Mustang.
[Bruce] Come on Marty, this one writes itself.
The Mustang is newer, it’s cheaper, it’s
got more gear.
[Marton] Bruce, the Camaro is more exclusive,
it’s got a bigger V8 and it looks the duck’s
guts.
[Bruce] So what are we going to do?
[Marton] Well, one of two things, road or
track?
[Bruce] Well what about both?
[Marton] For once, we agree.
If you’re watching this you’ll know the
latest Mustang is the first global factory
model.
While the Camaro comes to us via HSV which
is converting just 550 examples initially
and that’s why they’re a lot more expensive.
Both are 2018 models but while that means
the Mustang GT is upgraded with a 10-speed
auto and new driver safety aides, the Camaro
misses out on them but matches the Ford for
power and beats it for torque.
At $86,000 plus on-road costs, the Camaro
is almost 20 grand pricier than the Mustang,
but that hasn’t stopped up to 80% of them
being pre-sold.
[Bruce] So Marty, one of the big talking points
about the Camaro is being the local right-hand
drive conversion job by holding special vehicles.
I’ve got to say, I’m pretty impressed.
They’ve done a great job.
It’s almost to OE standard, I reckon.
[Marton] I agree.
You’d be hard pressed to pick at it.
If anything, the Mustang looks more like a
conversion than this because the handbrake
and the volume knob are both on the wrong
side.
[Bruce] Yes, you’re right but I reckon there
are a couple giveaways in the Camaro.
Well, I get the armrest while you get the
cupholders.
You get to put your elbow on the cupholder
which is something that they obviously haven’t
spent the money on.
[Marton] Not ideal.
But something they haven’t been able to
change is the dash, which is plastic.
They’ve left it all right-handed.
It’s plastic.
Something Mustang doesn’t have.
[Bruce] No, Mustang has a higher level of
presentation than this car.
I think the Mustang has an advantage.
It’s got a broader width of capability in
terms of, with those optional MagneRide dampers,
you can go from just toodeling around on them
or wind them up into sport plus mode and you’ve
got a pretty firm riding car.
This car, is just firm all the time.
[Marton] It’s the biggest difference between
them, isn’t it?
This is just tied down, old school.
It’s not compliant like the Mustang.
[Bruce] No, not at all.
No, the Mustang has got an advantage there.
[Marton]It’s the more complete car.
[Bruce] I’ve got to say, I love this Chevy
small-block, it winds and winds, it just pulls
like a train.
[Marton] Enormous mid-range, sounds okay,
only really sounds good up top but the Mustang
sounds good everywhere, doesn’t it?
[Bruce] It does.
And that Mustang, gee, it can even rev so
quickly.
[Marton] And the 10-speed auto, it’s almost
like a dual-clutch isn’t it, compared to
this?
[Bruce] It is so quick and it reacts early.
Braking for a corner, you’re lifting the
throttle and it reads and it goes bang, bang,
two gears.
Whereas the 8-speed in the Chevy, it’s slower.
[Marton] Sure, it’s a bit slower.
It doesn’t always do what you want it to
do.
The Mustang is always in the right gear.
People say it hunts, I disagree.
It’s busy but of course it’s going to
be busy with 10 speeds.
So on the road, these two muscle cars are
pretty evenly matched.
But the bumpier the surface gets, the greater
the Mustang’s advantage.
And it’s also more comfortable to live with.
But as they say in the classics, when the
flag drops, the bull dust stops and the let’s
face it, straight line speed is what these
pony cars are all about.
Despite the Mustang’s dragstrip mode and
the Camaro’s willingness to break traction
even mid-strip, the Chevy was consistently
quicker by about a tenth to a hundredth and
more than two tenths over the quarter-mile.
So just as I suspected, the Camaro is quicker.
[Bruce] Yes, you got me but only by a fifteenth,
Marty.
And I know one thing, I’m going to be more
comfortable than you riding home to Melbourne
today.
[Marton] Well you enjoy that Bruce, because
when I get home, I’ll be the only bloke
in my street with a Camaro.
[Bruce] So you take the Camaro, I’ll take
the Mustang and we’ll agree to disagree.
[Marton] It’s a deal.
Let’s hit the road.
Chevrolet Camaro ZL1 vs Ford Mustang GT | Top Speed and Acceleration Comparison
Insane Rides:
Ford Mustang GT
Chevrolet Camaro ZL1
Mustang GT vs Camaro ZL1
2018-2019 Mustang GT Mid Engine - Exhaust Note
Concepts:
2018-2019 Mustang GT Mid Engine that will come with a 5.0L V8 engine that produces 445hp.
The Mid Engine Mustang GT will weigh around 3,400 Lbs making it one of the lighter Mustang GT's ever produced and should help 0-60 times drastically.
In this clip you get an idea of what the 2018-2019 Mustang GT Mid Engine will look like along with how it will sound.
If you like this Mid Engine Mustang GT please make sure to click the like button & subscribe to the channel! We can use the support.
Ford Mustang EcoBoost Review & Test Drive by AutonetMagz
AutonetMagz:
Go to AutonetMagz.com for daily automotive news
Hi friends, welcome to AutonetMagz
yes, we're still in Batam, and this day i want to review ...
Ford ... Mustang ...
EcoBoost
So this is a 2018 Mustang EcoBoost facelift
now they change the design
if the 2015 model is like that
And we can see, now in front fascia has a lot of change
First, let's check the headlight
Just a taste, i like this headlight shape then the previous model
because this lamp look more intimidating
looks more like first generation Mustang
if the previous model is look like bully or something like jack ass
And if you have a Mustang, i've been hear from the Mustang owners
if you are go to the valet parking which specially for exotic cars like Lamborghini and Ferrari
if this car dubbed with Muscle Car
but Mustang still can get into the exotic car parking area, why.......?
because the badge is horse
because this is assumed to be the Ferrari logo
even though the Ferrari horse is standing, and this horse is running
"One turn, seems like it's finished talking, right?"
Ok!
Yes ... officer
- Ferrari, right?
No, the horse is running, not standing
- If i'm going to my village with this car, i'll bought the village and everything
You joke officer ha..ha..ha
- I promise want to go to my village
Thanks officer
And now for the facelift version got the accent like a hood scoop here
there's a hole but it's not through to the engine bay
So this had a cover, but it's perforated
Ok, let's see the side view, c'mon
Ford Mustang Shelby GT500 vs. Dodge Challenger Hellcat Redeye vs. Chevy Camaro ZL1 1LE - Drag Race
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