Ford Mustang GT vs Chevrolet Camaro SS 1LE, Dodge Challenger R/T Scat Pack – test drive three American coupes of 2015. Three great hot rod dreams from across the ocean meet again to finally settle scores with each other.
It's almost impossible to reconcile the latest generation Ford Mustang with its arch-rivals, as these three cars were born in the city of automotive power and passion - Detroit - and each of them has always been designed to spite the competition - since the first generation of these epoch-making Muscle Cars in the distant sixties.
Although the rather long decline of Detroit, financial bankruptcy and other troubles of the American automobile industry have somewhat reduced the intensity of the confrontation between our charges. But now we are in the middle of the second decade of the 21st century, the American automobile industry is on the rise again, production volumes are growing and demand for hot new car products from the USA worldwide is higher than ever.
Now let's return to our comparative test - the new Mustang made its contribution to the new round of intrigue that began in the distant past; the Ford concern made incredible efforts to get up from its knees and continue its big game in the automobile market. A big milestone in this amazing revival of a great brand was the new Ford Mustang - which was completely transformed into something technologically advanced and very modern - without losing its roots at all - this applies to both the design and the general concept of an inexpensive, but fast and gambling car that is not without much practicality and comfort.
Meanwhile, its two direct and very successful competitors have also recently been significantly modernized - but these changes to the Chevrolet Camaro and Dodge Challenger, which were carried out by the GM and Chrysler concerns, were more of an evolutionary nature, in contrast to the large-scale revolution of the sixth generation Mustang.
The new Ford Mustang, the sixth generation, finally receives at its disposal a modern, fully independent rear suspension for all versions and designs, the previously dominant continuous beam on Mustangs (or rather an axle with a gearbox, for clarity - the suspension on classic VAZs and Volgas is similarly designed) forever went into oblivion.
Probably the expectation of a cut rear axle on a Mustang can only be compared with the hopes of holding the Olympics in Detroit - Americans have been waiting for this for many years, but unfortunately Detroit never became the venue for the main sports competitions on the planet. However, dreams of an independent rear suspension on a Ford stallion finally came true.
The modernization of the main horse from the Henry Ford company was also accompanied by noticeable technical research in the field of redesigning the front suspension, which is now mounted on a light and rigid subframe.
The 5.0-liter V-8 located on this subframe is probably the main legacy of the past - but the old-school American V8 was not spared from modernization either - the familiar engine received a new intake manifold, a modified gas distribution mechanism, increased output of 420 horsepower and increased traction at low speeds .
The profile of the car is recognizable, but the stretched proportions do not let us forget that this is definitely a car of a new generation.
The rear arches are now much wider than before and topped with sharper creases; the front view has also sharpened - it has become more sporty and aggressive; the non-linear change in the overall width of the car along its entire length creates the impression of a narrower car, although in fact the sixth Mustang is a full 4 cm wider than the previous generation car.
Prices for the V-8 GT model start at $32,925 (all prices below are based on the US market with all taxes), the V-8 GT version includes a large list of non-standard options, which includes an upgraded Performance-x suspension and adaptive cruise control, bringing our tester to $45,885.
It's funny that the 2015 Dodge Challenger also carefully prepared for the new realities of the market, and Dodge meets the new sixth Mustang fully armed - a little “plastic surgery” came to the car just in time, the 2015 Challenger has a modified nose panel, and the rear part of the body sports a new optics.
The Dodge brand continues to actively exploit its glorious past and the new modification R/T Scat Pack directly refers us to it, this sub-designation dates back to 1968-1971 - when the then innovative marketing program for designating Dodge cars was introduced, and The engine is naturally from the modern STO modification. The engine in our pony car from the Chrysler concern is what we need - it’s a long-familiar huge 6.4-liter unit and under the hood of the R/T Scat Pack version produces a decent 485 horsepower and 575 Nm of torque, which, however, creates some awkwardness for Mustang and Camaro - because their potential is much lower.
Plastic bag R/T Scat Pack also includes upgraded brakes and includes a 1.5 cm lowered suspension and shock absorbers Bilstein and thicker anti-roll bars. But who said that you have to pay for all these improvements? After all, common sense tells us that you can save a considerable $7,500 and buy just the version Challenger R/T. But one way or another, our test base Challenger R/T Scat Pack, priced at $39,490, was the cheapest and also the most powerful car in this comparative test of large coupes.
It's been over a year since the Chevrolet Camaro received its exterior updates, namely new headlights and taillights, but it hasn't yet worn the porch grooves with its rocking chair. Our test Camaro produced 426 hp. - version SS 1LE is intermediate in the line of large Camaro coupes, and dynamic performance is generally at the level of the ZL1 version without a supercharger.
But you shouldn’t consider the SS version as something simple and unsportsmanlike - the car has a bunch of specific parts in the suspension and transmission, stiffer front struts, and closer rows in the gear ratios of the gearbox - which, among other things, has a separate fan in its cooling system. The engine fuel system is also non-standard - it is high pressure from the ZL1 version.
Our Camaro also has sports front seats and not simple ones - but Italian Recaros from the Z/28 version, an exhaust system with two operating modes and several other additional options, all this pleasure costs $ 41,880.
Plunging into the atmosphere of the American automobile industry, you understand that the city of Detroit is not just the birthplace of these cars - it is their spiritual capital, and they also need to be tested strictly in America and preferably near the Great Lakes.
To test our cars and their stiff suspensions on the road, we headed southeast from Pittsburgh into the Allegheny foothills. Once upon a time, many of Detroit's assembly lines slowed down, or even stopped altogether, and one by one the city's steel mills closed - as if natural fires and floods, the economic crisis and uncompetitiveness of American cars seemingly burned the once cherished "Made in USA" inscription from the minds of buyers forever. But here we are in 2015 and everything is back to normal.
Today, the city of Pittsburgh is thriving like Silicon Valley. The main economic support of the region is IT companies, which have yet to become giants like Apple and Google, but now, together with the reviving metallurgy, they are consistently making the city one of the best in the USA - now Pittsburgh takes pride of place among the richest cities in America - it’s easy to discover here your own business, start a family, or drunkenly start a fight in the football arena - it has long been known that the fans here are the most aggressive - a city for maximalists in a word.
And if Henry Ford himself had settled in these hills, and not on the plains of Detroit, the American car would not have been perceived as such an anomaly in Pittsburgh in the 21st century - wealthy citizens have been preferring European cars and mostly premium brands for the last 20 years.
Under the long hood, a V8 engine plays a concert with an orchestra. The long trunk of the air filter wheezes, the throttle actuator in the carburetor groans, and the rhythm section knocks in the muffler barrel. Hollywood stars at the training ground! Between them they have 16 cylinders, almost 11 liters of working volume and only 400 horsepower. Only six passes, but with five-meter egos. To feel cool, you just need to stand next to them, because these are Mustangs and Camaros. Fifty-year-old Mustangs and Camaros. Maybe it’s really better not to go?
G Looking at the first generation Ford Mustang, you understand very well that a beautiful car is a dangerous car. Risk is attractive - like this cherry-colored coupe, seething with exhaust. The project itself was also risky: Ford executive Lee Iacocca bet his future and reputation on the Mustang. The company had not yet fully recovered from the failure with the Edsel models, but the visionary Iacocca convinced the head of the company, Henry Ford Jr., that customers wanted a bright appearance at a minimal price. By the mid-60s, the choice of car began to be seriously influenced by older children born during the post-war demographic boom: they did not want their parents to drive pensioner cars.
Not the most favorable design of the Mustang: under the bright wrapper there is an ordinary chassis from an ordinary sedan. Moreover, the illustration shows a non-factory version of the Shelby GT350 with a 4.7 engine with a power of about 300 hp. Pony cars were generally variable: the basic chassis design did not change, but in addition to more than a dozen different engines and several transmission options, the final drive ratio could be selected, and the suspension could be tuned for different versions. Even the steering gear had an option: basic with a ratio of 25.3:1 or shortened - 22:1
The Mustang's debut in April 1964 was stunning. Not a single new car in history has become so popular in the first year of production: a million two-door cars were sold by the beginning of ’66! David Ash's ingenious design and starting price of $2,300 worked a marketing miracle. With an average salary of $400, the Mustang was a reality for almost everyone: it proved to be the most affordable car with a sporty image on the market.
The Mustang could be not only an ordinary coupe, but also a convertible or fastback - it was this body with a sloping roof that became the main movie star
His credo is to appear, not to be, because no serious engineering was planned at such a price. Mustang is a bright dust jacket for the boring Ford Falcon sedan, which appeared back in 1960. And engines and gearboxes even roamed across all the company’s models. Therefore, the secret of the Mustang's success lies solely in its appearance. And this was only possible in the US during the last five years of low fuel prices.
Our car is from the twilight of that golden era: produced in 1969, with a five-liter engine producing 223 hp. and three-speed “mechanics”. The golden mean between the base 90-horsepower “six” and the Boss, Mach 1 and Cobra Jet 428 versions with a seven-liter V8 engine that developed almost four hundred horsepower! A door handle with a large key, like on the 412 Moskvich, but behind it... Even the Volga did not have such an interior. Beautiful seats, soft door upholstery and a pair of wide “eyebrows” on the front panel, under which the instruments and the glove box lid were hidden. The scales are sunk so deep that you have to look closely from the driver's seat. The landing is somewhat reminiscent of the Zhiguli one: the legs are splayed, the back of the seat ends before reaching the shoulder blades. But when you turn the little postal key and the engine awakens eight cylinders with noticeable vibration, all analogies with the Soviet passenger car industry disappear along with the drumbeat from the exhaust pipes.
The 302 engine (volume in cubic inches) was one of the smallest among the V8s. Pay attention to the stretch between the wings and the spacers connecting the engine shield to the top points of the shock absorbers
Mustang is a ZIL gone wild. The front suspension is double wishbone, and the rear is an axle with springs. Power steering - and almost four and a half turns between the extreme positions. You have to step on the pedals, arching your feet unnaturally, but the gear shift lever moves clearly. But it's tight. The first is located where everyone has the second. This has something in common with the Getrag gearbox on the BMW M3 E30 series, but the main association is still a truck, because ZIL under normal conditions starts from the second.
You again: the greatest confrontation in the world of cars.
I'll never forget the moment the fourth-generation Camaro SS pulled up next to my 2000 Mustang GT. Late evening. Empty roads. Roar of engines. Adrenaline rush. The light turned green. The Camaro took off, and I, a fresh-out-of-college kid, was left gulping smoke from under its wheels.
Since the birth of the Chevrolet Camaro in 1966, the confrontation between it and the Ford Mustang has continued. For example, we at Motor Trend alone have pitted them against each other more than 20 times. To call this standoff lengthy is an understatement. The Mustang and Camaro are two legendary rivals. It's like Celtics vs. Lakers in basketball or Rangers vs. Devils in hockey. Ford and Chevy did not miss the chance to add fuel to the fire, making each subsequent car even more powerful and faster. Last year, the fifth-generation Camaro SS 1LE was a major upset in our comparison test with the then-new Mustang GT Performance Package. The Camaro subjectively and objectively delighted us with its dynamics. Now that the new Camaro is on the horizon, Ford must try to uphold its honor.
The differences between our 2016 Mustang GT Performance Package and the 2015 model we tested before are minimal, even the same Triple Yellow Tri-Coat paint. The Mustang S550 is one of the most powerful cars in the world. Under its long, sleek hood is a wild five-liter V8 with 435 hp. and 542 Nm of torque. Power is sent to a six-speed manual transmission and then sent to the rear axle. Classics of the genre. But this is not the entire arsenal adopted by the Mustang. The Performance Package adds six-piston Brembo front brakes, a 3.73:1 Torsen limited-slip differential, stiffer front springs and 19-inch wheels with Pirelli P Zero tires.
Chevy's changes are more noticeable. Much more compact than before, the Alpha platform, borrowed from the Cadillac ATS, is on a strict “diet”, and now the sixth generation Camaro is the lightest representative of the segment (1666 kg), while the Mustang pulls out at 1735 kg. The Camaro's weight advantage is complemented by solid power, with its 6.2-liter LT1 V8 producing 455 hp. and 617 Nm of torque. Like the Mustang, power is sent to the rear axle through a six-speed manual transmission, and grippy Goodyear Eagle F1 Asymmetric 3 tires round out the mix.
"Late evening. Empty roads. Roar of engines. Adrenaline rush. The light turned green. The Camaro took off, and I was left breathing smoke from under its wheels.”
If I could go back in time with the new Mustang to that Camaro run, I could do a lot more. True to its drag racing roots, the modern Ford makes getting off the ground extremely easy and quick. Forget about launch control, it will only slow you down, just rev the engine to 3000 rpm, release the clutch and engage the gear. It will accelerate to 60 mph (96 km/h) in 4.6 seconds, in just second gear, and the quarter will fly by in 12.9 seconds, finishing at 177 km/h. While this performance looks phenomenal from the perspective of my 2000 Mustang GT, it will be hard to match the weight-to-power ratio of the new Chevrolet. The easiest way to get the Chevy from 0 to 60 mph as quickly as possible is to start at high revs, and it will do it in a phenomenal four seconds (0.4 seconds faster than the 2015 Camaro SS 1LE) and hit the quarter mile in 12.4 seconds, accelerating at the finish line to 184.4 km/h.
Only in past generations did the Mustang and Camaro finally please us with more or less distinct handling, which has not disappeared anywhere. The Camaro is faster, completing the figure eight in 24.1 seconds with an average lateral acceleration of 0.85g. Now even a child can cope with this task. The Camaro's steering is light and precise, big brakes allow you to slow down much later, and the wide torque plate and long transmission allow you to do this maneuver in second gear. The stability and traction control systems work seamlessly, so there's no need to turn them off. However, if you don't turn it off, you risk missing the very essence of a pony car. The Camaro is a superbly tractable drifting machine without the need for unnecessary electronic nannies, with all adjustments to the wobbling rear being accomplished by lightly pressing the accelerator pedal.
The Mustang isn't as agile, and making it work is a more difficult task. The Ford does the figure eight in 24.4 seconds with an average lateral acceleration of 0.82g, but it's hard to ignore the fact that it shares a lot in common with its predecessor. “It feels like an old Mustang,” says Kim Reynolds, our test drive guru. - It seems heavy. The body reacts nervously to potholes and rolls noticeably.” In other words, the car wobbles a lot. And you will have to change speeds very often, going to third before a turn, and then returning to second. Make no mistake, we love choosing the right gear ourselves, but doing it so often while driving a Ford is... annoying. The gearbox is twitchy and has a narrow range, and doesn't like to be pushed. As for slow cornering, say, with smoke coming from under the wheels and drifting off the stern, the Mustang will do it, but getting it back on track will be very, very difficult. You walk on the edge of a blade, and if you make the slightest mistake, the car will immediately turn around.
Canyon Climbers: There was a time when you wouldn't want to be on a twisty track like this in a Camaro or Mustang. We are pleased to inform you that those days are a thing of the past.
Meanwhile, the Mustang itself cannot be said to be as sharp as a blade. The badge on the boot lid claims that this is a GT (Gran Turismo) and at that it really succeeds. It all starts from the salon. “It's got Moray Callum's signature touch here and his team have worked hard this time,” says Ed Law. “The soft-touch front and door panels with body-color contrast stitching are subtle design touches.” We also appreciated the optional Recaro buckets: they are comfortable, with excellent support, helping the driver to rise slightly above the road. On the highway, the Mustang moves relaxed and imposing. Muttering softly at 2000rpm in sixth gear (120km/h), it seems to pass any slow traffic without changing gears. The steering stays in the right direction, road noise is at an acceptable level, and overall the car drives very smoothly. Taking a leisurely drive in the Mustang lets you appreciate the nice little details you might not notice at first glance: the cockpit-style switches, the metal panels, the new Sync 3 infotainment system. Add to that the roomy trunk, and you can easily imagine the details of a trip from New York to Los Angeles in a Ford.
It's extremely difficult to do anything against the Chevy with its weight-to-power ratio.
The impressiveness disappears without a trace as soon as you start pushing the Mustang into a turn. Driving fast on narrow secondary roads forces the driver to work hard. The rolls, nods, drifts and jumps that we felt when passing the “eight” only intensify on the imperfect road surface of ordinary routes, and, despite the generally good information content of the steering wheel, sometimes it is clearly not enough. In fact, not everything is so bad: for example, the engine sounds great at high speeds. The gearbox's short pairing gives a sense of speed and ensures you get all the nuances of that V8's voice.
The Camaro, true to the Super Sport badge emblazoned proudly on its rear, is better off-road capable than the Ford. The Camaro loves aggression and speed, and is equally at home on the straights as it is in the corners. The responsiveness of the compact, canted-bottom steering wheel is exceptional, and the transmission is so responsive that it feels like you're driving the latest Corvette without the seventh gear. The Camaro SS is what the Cadillac ATS-V should have been. Law really liked the Chevy engine on the serpentine. “The Camaro's speed is exactly how I like it. It spins up to the desired speed more readily, which brings to mind thoughts of racing cars. The Camaro accelerates to almost 130 km/h in second gear, and at the same time the engine roars against the redline. The Mustang needs an overdrive for this, which Sabo thinks gives it an extra sense of speed, even though it doesn't."
At a speed of 120 km/h at 2000 rpm, the Mustang is imposing and relaxed.
On the highway, the Chevy feels a little stiffer. Headwind and tire noise are more noticeable, and the suspension is decidedly more uncompromising. Visibility, a major complaint about the Camaro, continues to be a bit of an issue. In the Ford the driver sits high, whereas in the Camaro you sit very low and your view is partially blocked by the high instrument panel. “It’s improved compared to its predecessors, but Ford’s progress is still sad,” says Law. “But this is what gives the SS that unique hooliganism that we actually buy pony cars for.”
Visibility aside, the new Camaro's interior is a huge improvement over the previous generation. While it's not as rich as the Mustang's interior, the parts you touch the most, the steering wheel and shifter, are very, very nice. The simplified front fascia also helps give the Camaro's cabin a restrained, well-built feel. I liked the high-resolution display with a stylish bezel, well-positioned and easy to use (powered by Apple CarPlay). Law was delighted with the vents: “Not only do they look like jet engines, but the corrugated metal rings surrounding them allow you to control the temperature of the air received and the speed of the fans. Unobtrusive and intuitive."
But choosing a winner from this pair turned out to be difficult. “They are so similar in terms of ergonomics, visibility and engine sound that any of the parameters can bring one of them into the lead,” Lo notes. “But when it comes to performance at the limit, the Camaro takes the lead. Everything is in accordance with their badges: SS for the dynamic Supersport-style Camaro, and GT for the imposing Mustang.”
Ford Mustang GT is high class, a real American in a classic suit. Yes, it can handle tight turns if necessary, but it's much more comfortable on straights between intersections and on highways. And you will like it precisely in such conditions.
We want a car with the soul of a pony car, one that can provide an adrenaline rush.
The Camaro SS is the 2004 Red Sox: beards, muscles and pure testosterone. Want to make a dramatic exit from the next traffic light in your sports sedan? Want to drift at an intersection? Do you want passers-by to turn around after you? Then your choice is the Camaro SS.
As for us, Ed Law summed it up best. “If we talk about a more spectacular option that would make a lasting impression on my friends, then it’s definitely the Camaro. He is faster, sharper and at the same time more complex, a kind of self-confident nerd. Mustang growls. The Camaro roars."
We are looking for a car that most fully embodies the spirit of the pony car. We are looking for a car that would go faster, turn reluctantly, roar like crazy and at the same time look menacing. We want a Chevrolet Camaro that gets the adrenaline pumping and leaves the competition in the dust in a stoplight race. Well, if it happens that it turns out to be good on the open highway, then this is exactly the kind of car we need, this is the sweet cherry on the festive cake.
1st place: Chevrolet Camaro SS
Its superb performance on the drag strip and in the corners makes it the ultimate muscle car of your dreams.
2nd place: Ford Mustang GT Performance Package
This is the one we would choose for a leisurely trip around the USA.
| 2016 Chevrolet Camaro SS | 2016 Ford Mustang GT (Perf Pack) | ||
|---|---|---|---|
| Engine/chassis | |||
| Layout | Front engine, rear wheel drive | ||
| Engine type | Petrol, V8, aluminum block and head, OHV, 2 valves per cylinder | Gasoline, V8, aluminum block and head, DOHC, 4 valves per cylinder | |
| Working volume, cubic meters cm | 6162 | 4951 | |
| Compression ratio | 11,5:1 | 11,0:1 | |
| Engine power, hp/rpm | 455/6000 | 435/6500 | |
| Torque, Nm/rpm | 620/4400 | 590/4250 | |
| Cut-off, rpm | 6500 | 6500 | |
| Transmission | 6-speed manual transmission | 6-speed manual transmission | |
| Suspension front/rear | Independent, spring/independent, spring, multi-link | ||
| Steering gear ratio | 15,8:1 | 16,0:1 | |
| Number of steering revolutions | 2,3 | 2,7 | |
| Front/rear brakes | 13.6" ventilated disc/13.3" ventilated disc with ABS | 15.0" ventilated disc/13.0" ventilated disc with ABS | |
| Wheels front/rear | Aluminum, cast, 8.5 x 20 inches / Aluminum, cast, 9.5 x 20 inches | Aluminum, cast, 9.0 x 19 inches / Aluminum, cast, 9.5 x 19 inches | |
| Tires front/rear | 245/40R20 95Y; 275/35R20 98Y Goodyear Eagle F1 Asymmetric 3 | 255/40R19 96Y; 275/40R19 101Y Pirelli P Zero | |
| Dimensions | |||
| Wheelbase, mm | 2812 | 2720 | |
| Front/rear track, mm | 1600/1598 | 1582/1648 | |
| Length/width/height, mm | 4783/1897/1349 | 4783/1915/1382 | |
| Turning diameter, m | 11,7 | 12,2 | |
| Curb weight, kg | 1666 | 54/46 | 54/46 |
| Passenger capacity, persons | 4 | 4 | |
| Interior height (front/rear), mm | 978/889 | 955/884 | |
| Legroom (front/middle/rear), mm | 1125/759 | 1130/777 | |
| Interior width (front/middle/rear), mm | 1397/1280 | 1430/1326 | |
| Trunk volume, l | 255 | 382 | |
| Measurement results | |||
| Acceleration 0-48 km/h (0-30 mph), sec. | 1,7 | 1,7 | |
| Acceleration 0-64 km/h (0-40 mph), sec. | 2,4 | 2,4 | |
| Acceleration 0-80 km/h (0-50 mph), sec. | 3,1 | 3,4 | |
| Acceleration 0-96 km/h (0-60 mph), sec. | 4,0 | 4,6 | |
| Acceleration 0-112 km/h (0-70 mph), sec. | 5,0 | 5,8 | |
| Acceleration 0-128 km/h (0-80 mph), sec. | 6,3 | 7,1 | |
| Acceleration 0-144 km/h (0-90 mph), sec. | 7,7 | 8,9 | |
| Acceleration 0-160 km/h (0-100 mph), sec. | 9,3 | 10,8 | |
| Acceleration 0-177 km/h (0-110 mph), sec. | 11,4 | 12,9 | |
| Acceleration 72-104 km/h (45-65 mph), sec. | 1,8 | 2,2 | |
| Passage 402 m, sec./km/h | 12,4/184,4 | 12,9/177 | |
| Braking 96-0 km/h (60-0 mph), m | 31,7 | 33,2 | |
| Lateral acceleration, g | 1,0 | 0,96 | |
| Engine speed at 96 km/h (60 mph), rpm | 1400 | 1700 | |
| Consumer Information | |||
| Base car price (in the USA), $ | 37 295 | 35 695 | |
| Cost of the tested car, $ | 38 600 | 47 350 | |
| Stability control/traction control | +/+ | +/+ | |
| Airbags | Front, front side, window (front/rear), knee | ||
| Basic warranty, years/km | 3/57,940 (36,000 miles) | 3/57,940 (36,000 miles) | |
| Warranty for power unit, years/km | 5/160,900 (100,000 miles) | 5/96,560 (60,000 miles) | |
| Roadside assistance, years/km | 5/160,900 (100,000 miles) | 5/96,560 (60,000 miles) | |
| Fuel tank volume, l | 72 | 60 | |
| Fuel consumption (city/highway/average), l/100 km | 20,2/10,9/15,7 | ||
