2016 v4 camaro

2016 v4 camaro DEFAULT

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Sometimes what you don't know can't hurt you, but that's not the case when buying a used car. As an independent vehicle history provider, at CARFAX we've made it our mission to tell you everything you need to know by uncovering as many events as possible from the previous life of a used car. Our primary goal is to help you get to know your next car from the inside out before deciding to make an investment that will be part of you and your family's everyday life. We believe your next car shouldn't be hiding anything from you.

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There hasn’t been a four-cylinder in a Chevrolet Camaro since the third-generation car’s “Iron Duke” 2.5-liter in the 1980s. That lump made only about 90 horsepower, so traditionalist Detroit-muscle fans have spent the intervening decades pretending it never happened. But times have changed—witness Ford fitting its 2.3-liter EcoBoost four under the hood of the latest Mustang—and we’ve just had our first experience at the wheel of a 2016 Camaro powered by GM’s turbocharged 2.0-liter four-banger. With three times the Iron Duke’s output, it promises to wash that sour taste out of our mouths when we say “four-cylinder Camaro.”

What’s That Noise?

Unlike Ford’s setup, which positions the EcoBoost as a premium engine between the Mustang’s 3.7-liter V-6 and 5.0-liter V-8 offerings, Chevy has made the turbo four the Camaro’s entry-level engine in both the coupe and the new convertible. This is essentially the same aluminum-construction, direct-injected powerplant found in the Cadillac ATS and the Chevrolet Malibu 2.0T and the setup you’re likely to get from Hertz the next time you hit the rental counter. Output in the Camaro is rated at 275 horsepower at 5500 rpm and 295 lb-ft of torque at 3000, notably less than the available 335-hp 3.6-liter V-6 and the SS’s 455-hp 6.2-liter V-8. But with the sixth-gen Camaro’s significant weight savings over its predecessor—about 200 pounds, depending on the model—the 2.0T is a capable engine that should cut about 100 pounds from the V-6’s curb weight.

Besides output, the other significant difference is the flatter, weedier exhaust note the turbo four emits, which doesn’t quite fit the Camaro’s menacing looks. Chevrolet has enhanced the four’s acoustic signature without making it too artificial, but it’s still no match for the internal-combustion music produced by the two naturally aspirated engines. The sound is aggressive yet refined, tuned to emphasize the engine’s mechanical and forced-induction noises. We noticed the four-pot droning only a little at low rpm on our drive through the Nevada and California deserts. All 2.0T Camaros feature active noise cancellation to whittle out unwanted frequencies in the cabin, and the optional Bose audio system can further enhance the engine’s playback via the speakers. We’re still not fans of the latter technology, but Chevy allows the driver to disable it.

Different Yet Similar

As with other Camaros, the turbocharged four-cylinder comes with a six-speed manual transmission standard and General Motors’ eight-speed automatic as a $1495 option. There’s little lag as the 2.0T’s turbo spools up, and the manual’s slick shifter and nicely arranged pedals help the driver access the power. The eight-speed’s rapid shifts and additional ratios make better use of the 2.0T’s modest output, however, so the automatic feels more flexible in the real world. The dual-mode exhaust that sounds so good on the V-6 and V-8 cars isn’t available here, but pretty much everything else is familiar to the Camaro, including standard 18-inch wheels (20s are optional), an eagerness to change direction, and an impressive level of refinement. Fewer cylinders and lower mass also improve fuel economy over the V-6 by 3 mpg in the city and on the highway; both the coupe and convertible turbo fours are EPA-rated at 21/30 mpg city/highway with the manual and 22/31 with the automatic.

A few laps of the track at Spring Mountain Motorsports Ranch revealed the lighter 2.0T to retain the Camaro’s familiar grip levels and excellent agility, as well as ample grunt when powering out of corners. The standard Driver Mode Selector adjusts the throttle mapping, electric power steering, stability control, and the automatic’s shift programming for Tour, Sport, and Snow/Ice settings. We weren’t able to affix our testing equipment to a 2.0T model during our initial drive, but GM claims the run to 60 mph will take 5.4 seconds in the coupe, with a quarter-mile pass of 14 flat at 100 mph (we’ve recorded times of 5.1 and 13.7, respectively, from a manual 2016 Camaro V-6). The coupe’s figures should increase by a couple of tenths for the 2.0T convertible with its additional 200-or-so pounds of curb weight.

Not a Stripper

Camaro 2.0T prices start at a reasonable $26,695 for the coupe and $33,695 for the droptop—$1495 less than V-6 versions. And in case you think Chevy took the no-frills route as did Ford with its base Mustang, available extras range from special appearance packages and leather upholstery to a head-up display and a heated steering wheel. While you won’t be able to pair the new Camaro’s 1LE performance package with the 2.0T, there is a Heavy-Duty Cooling and Brake package ($1285) for the occasional track day. When paired with 20-inch wheels ($800), this includes Brembo four-piston front brakes with performance pads and additional coolers for the engine oil and coolant. Although the turbo four definitely isn’t our preferred setup for a pony car—we’d go the extra $1500 for the Chevy’s gutsy V-6 any day—settling for the 2.0T still gets you many of the qualities that led us to name the more powerful Camaro coupes to our 10Best Cars list for 2016.


VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe or convertible

BASE PRICE: coupe, $26,695; convertible $33,695

ENGINE TYPE: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection

Displacement: 122 cu in, 1998 cc
Power: 275 hp @ 5500 rpm
Torque: 295 lb-ft @ 3000 rpm

TRANSMISSION: 6-speed manual or 8-speed automatic with manual shifting mode

Wheelbase: 110.7 in
Length: 188.3 in
Width: 74.7 in Height: 52.9-53.1 in
Passenger volume: 81-85 cu ft
Cargo volume: 7-9 cu ft
Curb weight (C/D est): 3400-3600 lb

Zero to 60 mph: 5.5-5.7 sec
Zero to 100 mph: 13.7-14.9 sec
Standing ¼-mile: 14.0-14.2 sec
Top speed: 130 mph

EPA city/highway driving: 21-22/30-31 mpg


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Sours: https://www.caranddriver.com/reviews/a15101590/2016-chevrolet-camaro-first-drive-review/
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2016 Chevrolet Camaro Turbo Review

You won’t believe it

Chevrolet Camaro Full Overview

DEATH VALLEY, California -- Really, the idea of a four-cylinder engine under the hood of a brand-new Camaro makes us want to laugh, and not in a good way. Such an engine makes the 2016 Chevrolet Camaro 2.0L Turbo seem like a bad throwback to the 1960s, when the Camaro could be had with a 140-hp inline six-cylinder engine as if it were some kind of fuel-sipping economy car.

Of course, Al Oppenheiser, the Camaro chief engineer, then reminded us that perhaps we didn't know quite as much about the '60s as we thought we did. He suggested that we compare the 2016 Camaro 2L Turbo to the 1970 Chevelle SS, one of the signature models of the musclecar era. The Chevelle featured a 454 cubic-inch (7.4-liter) V-8 rated at 390 horsepower and 500 lb-ft of torque, and it could get to 60 mph in 5.4 seconds. The Camaro 2L Turbo has a turbocharged 2.0-liter four-cylinder rated at 275 hp and 295 lb-ft of torque. Oh, the Camaro 2L Turbo also gets to 60 mph in 5.4 seconds.

It's kind of a trend

Lots of new cars are getting a turbocharged four-cylinder engine these days, as this sort of powerplant delivers great fuel economy during steady-state cruising on the freeway, plus there's an acceptable amount of powertrain response elsewhere if the driver doesn't ask too much. But since the Camaro is the kind of car that depends on great powertrain response in a lot of different situations, we're kind of skeptical that it's a good fit with a four-cylinder.

Nevertheless, the actual bits within the turbocharged 2.0-liter Ecotec engine are pretty good. Inside the cast-aluminum block you'll find a forged-steel crankshaft, forged-steel I-beam connecting rods, and lightweight cast-aluminum pistons. The 16-valve, aluminum cylinder head features continuously variable valve timing. A balance shaft quells vibration, direct fuel injection optimizes for power and fuel efficiency, and a twin-scroll turbocharger delivers boost across a broad band of engine rpm for optimum drivability.

Here in the 2016 Camaro 2L Turbo, this engine delivers 275 hp and 295 lb-ft, and you can have it with either the six-speed Tremec manual transmission or an eight-speed Hydra-Matic automatic. This engine also makes good numbers on the test track, as the manual transmission version of the Camaro gets to 60 mph in 5.4 seconds and reaches the quarter-mile mark in 14.0 seconds @ 100 mph. The automatic finds 60 mph in 5.5 seconds and does the quarter-mile in 14.0 seconds at 99 mph. Meanwhile, this model of the 2016 Camaro comes standard with 245/50R-18 Goodyear Eagle Sport all-season tires, which translates to 0.85 g of cornering grip on the skid pad.

The engineers are smarter than us

We started our test drive with a few laps on the west loop at Spring Mountain Motor Resort in Pahrump, Nevada, a town midway between Las Vegas and Death Valley. Imagine our surprise when the turbo four-cylinder revved to its 5,600-rpm power peak with real authority. And we were positively shocked at the first corner, where the Camaro swooped toward the apex with the kind of light-footed accuracy from the front tires you usually only get when you push your pudgy cousin out of the car before you get to your favorite section of road.

As it turns out, the key to the Ecotec turbo's performance is the lightweight yet structurally rigid platform of the 2016 Camaro itself. This new, modular platform feels like a featherweight compared to the chassis beneath the previous-generation 2015 Camaro. The Camaro 2L Turbo with an automatic transmission weighs 3,339 pounds, and the platform itself (engine excluded) is about 200 pounds lighter than last year. The Camaro carries a very taut calibration anyway, and the enhancement of lightweight construction so noticeable with the 2L Turbo gives you the feeling that you can make magic on a twisting section of road. We had some time in a 2L Turbo with both manual and automatic transmission, and we like both very much, although the throttle response can be a little abrupt, which is an engineering measure often chosen to enhance a small engine's feeling of performance.

Death Valley or bust

Some of the magic evaporated as we drove down the four-lane boulevard into Pahrump, however. The Camaro 2L Turbo accelerates quickly away from a stoplight, but you still hear some of the unpleasant resonance from the powertrain you may have noticed in so many other bigger cars with four-cylinder engines. The exhaust note doesn't do the Camaro any favors, although a system of interior noise cancellation helps.

Once on the open road to Death Valley, our 2016 Camaro 2L Turbo with eight-speed automatic finally came into its own. Its light-footedness on the road delivered a very nice ride you wouldn't otherwise expect from a sporty car like this.

And did we mention we were driving on a rural two-lane road to Death Valley, where gawkers of all persuasions were assembled to inspect the famous springtime bloom of wild flowers? Naturally there was passing to be done, and the Camaro 2L Turbo helped us sweep around every motorhome in a smooth rush of acceleration. We were able to make our moves just by getting the transmission to kick down a gear or more with more pressure on the throttle pedal, rather than flicking the shift paddles on the steering wheel, so no gritting of teeth was required.

Living in a four-cylinder world

It's pretty easy to think of the 2016 Chevrolet Camaro 2L Turbo as a fuel-sipping special for around-town driving, which it is if you measure the car by its 22/31 mpg city/highway EPA rating. This model will certainly help Chevrolet meet its fleet mpg requirements for the EPA. Chevrolet itself hopes you'll see the performance dimension of this package, but while this aspect of driving enjoyment does indeed exist here, we think you'll never be driving this car as if it were a Scion FR-S.

Instead we think of the Camaro 2L Turbo 1LT as the $26,695 answer to Camaro ownership. If all that stands between you and Camaro ownership is the thickness of your wallet, then we think it's smarter to be driving this car than standing by the road. The Camaro is one of the great names in American driving, and you should definitely own one at least once in your life. Play the radio loud enough and you'll probably never know the 2L Turbo has a four-cylinder engine.

2016 Chevrolet Camaro 2L Turbo 1LT Specifications

On Sale:Now
Price:$26,695/$29,010 (base/as tested)
Engine:2.0L turbo 16-valve I-4/275 hp @ 5,600 rpm, 295 lb-ft @ 3,000-4,500 rpm
Transmission:6-speed automatic
Layout:2-door, 4-passenger, front-engine, RWD coupe
EPA Mileage:22/31 mpg (city/hwy)
L x W x H:188.3 x 74.7 x 53.1 in
Wheelbase:110.7 in
Weight:3,339 lb
0-60 MPH:5.4 sec
Top Speed:149 mph (est)
Looks good! More details?


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Sours: https://www.motortrend.com/reviews/2016-chevrolet-camaro-turbo-review/
Chevy Camaro 2016 ( V4 2.0 )

The idea of a four-cylinder Chevrolet Camaro brings back memories of the anemic LQ8 and LQ9 I4, also called the Iron Duke. The good news is, unlike that third-generation Camaro that the Iron Duke called home, underpowered Camaros are a thing of the past. This new 2.0-liter turbocharged I4 is no slouch, turning out 275 hp and 295 lb-ft of torque. Those figures should seem familiar, considering the Cadillac ATS offers the exact same mill.

According to the folks at General Motors, the four-banger will be available with whatever Camaro options you want, save for special packages like the ZL1 and other track packages. For folks that want a fun-to-drive budget convertible or a nice, loaded sports car without the fire-breathing, gas-guzzling 6.2-liter V8 underhood, here it is.

What’s it like to drive?

Wheeling around Spring Mountain Raceway in Nevada, this Camaro is not only a load of fun, but also demonstrates a massive performance leap over the previous generation’s base coupe. The weight savings already made it more agile in the V6 and V8 trims, and the turbocharged I4 makes it even less nose heavy. Power is down from the 2015 base model, but since weight is down, too, that difference essentially nil.

Entering and exiting the corners, the car’s steering feels both direct and responsive. The tail never threatens to swing wide, but neither does the nose plow hard when entering a turn too hot. The factory brakes do a decent job at slowing the Camaro down, but they begin to betray their stock nature after several hard laps. If there are any serious track junkies interested in a four-cylinder Camaro, they would do well to invest in better pads and fluid (we assume they do regardless).

For folks not interested in how this Camaro acts during track days, a jog through Death Valley, California, does well enough to showcase its road manners. Opening it up down the long stretches of desert road reveals the four-cylinder’s shortfall. It isn’t slow, but when piloted back to back with the V6- and V8-powered convertibles in the pack, the little I4 clearly loses, and by an ample margin. And if triple digits somehow pop up on the speedo, the front end will start to exhibit a hint of lift: a downside of all that lightness in the nose.

The I4 also lacks the aural richness that the V8 and, to a lesser degree, the V6 bring to the table. Next to the SS Camaro’s throaty, crackling roar and the V6’s European-ish rasp, the I4’s note is oddly nondescript but for a bit of turbo whine.

And that’s just fine for daily use. Coupled with the generous sound-deadening material in the cabin, podcasts, talk radio or even some soothing smooth jazz can be enjoyed without too much interference from the outside world. Even off pavement and along a winding desert dirt road, the noise from the all the dirt slinging is deadened well, at least for a sports car.

The weakest feature of this latest generation Camaro (and the one before, and the one before that), is outward visibility. Keeping an eye on the mirrors when changing lanes or doing any sort of city driving is crucial. The tiny back window gets even worse if you check the box for the folding top; of course, actually using said top affords the opportunity to see the world around you unimpeded.

Do I want it?

The stigma of the Iron Duke might be a hard one to shake for older enthusiasts, but for those without the same hangups and on a budget, the 2.0-liter turbocharged Camaro is a solid bet -- especially when you throw in highway mileage near 30 mpg (still waiting on actual figures from Chevy). It also does not embarrass itself on a racetrack. Still, we would argue that the I4’s biggest competitor is the V6 Camaro. If you can afford the $1,495 premium, you’ll thank yourself. As good as the I4 feels to drive, the V6 is priced so closely that it’s hard to ignore.

For someone who wants to check a bunch of option boxes and create a fairly bespoke experience at a sane price, the Camaro offers that. The question most are asking, however, is: “Will it beat a base Mustang?” The best answer we can give at this point is a solid “maybe.”

Vehicle Model Information


BASE PRICE: $26,695

POWERTRAIN: 2.0-liter turbocharged DOHC I4, RWD, six-speed manual

OUTPUT: 275 hp @ 5600 rpm, 295 lb-ft of torque @ 3000-4500 rpm

0-60 MPH: 5.4 seconds

FUEL ECONOMY: 19/30/24 mpg

PROS: Fun to whip around a track, while still getting great fuel economy.

CONS: Lacks the power of the V6.

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Sours: https://www.autoweek.com/drives/a1842861/2016-chevrolet-camaro-first-drive-four-cylinder-blasphemy/

V4 camaro 2016

From the July 2016 issue

The Chevy Camaro offers three engine choices. Two of them lie on the spectacular side of the spectrum, but the third, the new 2.0-liter turbo four, isn’t quite up to the excellence of the rest of the car. It’s the engine with the faint turbo whistle, the one that moans like no Camaro should.

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.


VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

PRICE AS TESTED: $36,525 (base price: $26,695)

ENGINE TYPE: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection

Displacement: 122 cu in, 1998 cc
Power: 275 hp @ 5600 rpm
Torque: 295 lb-ft @ 3000 rpm

TRANSMISSION: 6-speed manual

Wheelbase: 110.7 in
Length: 188.3 in
Width: 74.7 in Height: 53.1 in
Passenger volume: 85 cu ft
Trunk volume: 9 cu ft
Curb weight: 3410 lb

Zero to 60 mph: 5.4 sec
Zero to 100 mph: 15.0 sec
Zero to 130 mph: 30.3 sec
Rolling start, 5-60 mph: 6.4 sec
Top gear, 30-50 mph: 17.7 sec
Top gear, 50-70 mph: 11.3 sec
Standing ¼-mile: 14.1 sec @ 97 mph
Top speed (C/D est): 145 mph
Braking, 70-0 mph: 170 ft
Roadholding, 300-ft-dia skidpad: 0.89 g

EPA combined/city/hwy: 24/21/30 mpg
C/D observed: 19 mpg


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Sours: https://www.caranddriver.com/reviews/a15101165/2016-chevrolet-camaro-20t-manual-test-review/
Chevy Camaro 2016 ( V4 2.0 )


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