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Chevrolet Camaro or Ford Mustang?

Written by Posted On Friday, 24 May 2019 10:48

Camaro or Mustang? This is the question that arose in the second half of the 1960s on American soil and which has never gone out of style since if reinvented from time to time. Today officially imported by Chevrolet and Ford, the two icons of the world auto industry bring this legendary rivalry to the Brazilian asphalt. We at the WM1 - Web motors news channel - decided to promote around in the curves of the busy and winding track of, interior.

The two 'macros' are completely renovated, both in the 6th generation. In the GT Premium version, the Mustang takes the first advantage over the Camaro in the price, imported in the SS version. While the Ford starts at $ 299,900, Chevrolet does not leave the dealership for less than $ 315,000 - a difference of $ 15,100 which, let's face it, is not much for the consumer of these 'American Way Of Life'. Another important financially speaking point is with regard to periodic reviews. The Mustang has a fixed price plan - the first six reviews cost R $ 7,228 (highlight for the service of 60,000 kilometers or six years, which costs R $ 2,364). The Camaro, on the other hand, has no pre-set values. For outside protection of your car use car cover.

The Camaro is more experienced when it comes to Brazil. It has been here officially for some years and fell in the taste of the Brazilian consumer - including music theme: "Camaro Amarillo" - Munoz & Mariano. However, unlike the fifth-generation Chevrolet that was officially imported, this Friday is much better. And for a reason that may seem banal: it makes a curve. Lots of curve! Now the Camaro is mounted on the Cadillac ATS platform.

Under the hood, which looks more like a king size bed, breathes a 6.2 V8 vacuum with direct fuel injection and generates 461 hp of maximum power at 6,000 rpm. However, what really impresses is the torque: 62.1 kgf.max. 4,400 spins. All this anger is dumped on the rear wheels viscerally. To get an idea, according to official data from Chevrolet, the Camaro accelerates from 0 to 100 km / h in 4.2 seconds and reaches the top speed of 290 km / h. To withstand the ravages of this eight-cylinder engine - which brings only four-cylinder technology when performance is in the background, improving energy efficiency from an interesting fuel economy - an automatic gearbox (torque converter) is used. eight gears. It is a transmission that works very well, causing the engine to always act in a speed range ready to bomb touch on the rear axle. The Mustang is driven by a more modern set, backed by more technological features in the industry. The so-called Coyote 5.0 V8 - also aspirated - but with direct and indirect fuel injection systems, is capable of producing 5 hp more than the disaffected (totaling 466 hp at 7,000 revolutions) and torque less than 56.7 4,600 rpm. Remembering that here, the traction is also rear.

And if the power difference is banal, that of torque - 6.2 kgf.m - in practice also does not cause any gulf between them. Proof of this is the 0 to 100 km / h, which in Ford - according to official figures of the American manufacturer - is 4 seconds, two tenths less than the Camaro. And that has a reason. Weight? Not! Incredibly, the Mustang is 74 kg more muscular than the Chevrolet. Streaming? Yes! The Ford uses a 10-speed automatic gearbox (torque converter), developed in partnership with General Motors galley. This exchange impresses with efficiency. Incredible how you can deliver a docile Mustang - that's right, the word is docile - when the goal is to go from point 'A' to point 'B'. The changes take place at low speeds and almost imperceptibly.

Note: it is possible to make manual shifting only through the fins behind the steering wheel. In the Camaro, in addition to the 'butterflies', allows the changes by the gauntlet - pushing the gears up and pulling, descending (exactly the opposite of what happens with the competition cars). Running, the Mustang is a more 'bolide' in the hand, which can convey more confidence to you faster. In the curves of Haras, we quickly began to load speed in the curves in a balanced way, allowing to accelerate progressively before even seeing the beginning of the line. Even with the traction control off, raising the level of the prudence of the right foot, but at the same time instigating his hands at the wheel, the Ford proved to be a more predictable car. The Camaro already has traces of a typical Muscle Car. With more torque delivered at lower speeds, 'kicking' (accelerating) before being 100% balanced can cause the rear to go out and the driver turn passenger - with the traction control turned on you can feel the rear going, but the keeping the 'rocket' on track. The delivery of this force is made abruptly - which makes the Camaro a bit treacherous, to some extent dangerous for those who have much courage and little skill, but fun for those who after a few laps begins to understand the most explosive temperament of the Chevrolet.

Because it is a longer track with short straights, the Mustang also fits better by having a wheelbase about 10 centimeters smaller than the Camaro - even though the two have the same length: 4.78 meters. Something that called too much attention for efficiency, something that was not a feature of the muscles, even on account of their goal in the past, accelerated as fast as possible straight, was braking ability. With high-performance four-wheel disc brakes (both Brembo), the 'mount' on the Camaro and Mustang brake pedal anchor with a European-class sporty balance. At each turn the breaking point is a few inches more inside the curve.

It is also worth pointing out the difference of the position at the wheel, which is relatively glaring. The Camaro in this new generation has improved visibility, but still retains the sense of driving - especially in cities - a mailbox. On the track, however, this feature of 'pounding the seat on the ground', assuming a competitive stance, pleases more than Mustang's, which despite having seat height adjustment, still holds a higher position. The two also have wide steering column adjustments, which have power assistance. However, in the Camaro, it is heavier and more accurate. On the track, I like it more. The Mustang has a steering wheel with a less sporty footprint, but it delivers more convenience from a greater lightness to day-to-day man oeuvres.

Camaro and Mustang are much more technological. The Chevrolet, for example, has four modes of driving, each one more permissive than the other. Ford, for its part, offers seven. In both cases the electronics work on the traction and stability controls, the steering response and the throttle sensitivity. In the case of the Mustang, adjustable magnetic dampers leave the Ford multifaceted, with the ability to be minimally comfortable - exact: comfortable - running well on the streets of São Paulo, for example. If it were not the cabin with a strong sports footprint, it would be possible to imagine that we are in a sedan.

Incidentally, Mustang and Camaro use the same philosophy of suspension: independent on the four wheels, McPherson type in the front and multiples in the rear. Mustang is more high tech. And that's also in the visual. The dashboard, for example, is 100% digital and configurable, allowing the driver to choose which information to give more prominence on the 12-inch screen. Even the colour of internal lighting, something unimaginable in a muscle, the Ford has. Already the multimedia centre is the excellent Sync 3 with touch screen and compatibility with Android Auto and Apple CarPlay. The Camaro at this point is less fussy. The dashboard has analogue speedometer and counter-gyro and only the screen between the two readers, digital and configurable. The hub is MyLink 2, which as well as Sync 3 leaves nothing to be desired in connectivity.

Ford has also opted to aggregate technological resources focused on safety and found in vehicles that have as their primary goal to deliver convenience - not sportiness. An example is adaptive cruise control, which here in Brazil became known as ACC (Adaptive Cruise Control), and allows the driver to adjust the speed and distance that he wants to travel in relation to the car ahead, and the system does it all alone - braking automatically, in case the vehicle ahead also brakes. Vehicle rear-end alert, collision warning, driver fatigue alert, and track-change sensor are also standard.

Chevrolet, at this point, was more basic, but offering items that Ford does not have: Head Up Display (car information, such as speed, projected on the windshield), electric parking brake and the already known OnStar, a concierge service that allows, among many functions, to track the vehicle in the event of theft or robbery.

As for security items, the two are very evenly matched. In addition to the traction and stability controls, brakes with ABS (antilock brakes) and EBD (electronic braking force distribution), both have blind spot warning and eight airbags (dual front, side, curtain and knee for driver and passenger ). Three-point belt and headrest for all occupants - remembering that Camaro and Mustang are 2 + 2 - are also guaranteed.

Answering the question: Camaro or Mustang? Mustang! In terms of performance, which is key when we talk about these two cars, Ford manages to deliver a more modern and as crude set as the Chevrolet, which has in its favor preserving more muscle car traits - such as raw torque and a more intense personality. And the Mustang ends up taking advantages in the list of standard equipment (stuffed with items that really make the difference), the price and the values of the revisions.

Listing Additional Info

  • State: Alabama
  • Address: H no 176
  • City: Chicago
  • Zipcode: 190100
  • SOLD: no
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