Archrival Rematch: Chevrolet Camaro 3800 - Road Test

Okay, we admit it. We get a little carried away. Ponycars of all stripes can be found power-sliding across the pages of Motor Trend on a regular basis. Why? Because we love 'em, and we're not ashamed to admit it. The Chevy Camaro, Pontiac Firebird, and Ford Mustang are great performance bargains, particularly if you treasure the feel of rear-drive handling and big-inch pushrod motivation. Sure, we'll admit to a bias for the V-8-powered variants of these cars; in fact, that's why we've gathered you here today, to partially correct that inequity and to investigate late-breaking developments among the V-6s. Despite the undeniable appeal of the V-8s, the V-6-powered versions of these cars sell in far greater numbers-mainly due to lower prices and significantly lower insurance premiums. Better fuel economy doesn't hurt, either.

And there's another reason to reconsider the six-shooters: General Motors is now offering an upgrade from the base 3.4-liter V-6 in its two pony offerings. The 3.8-liter V-6 Series II engine (officially dubbed the "3800" by GM powertrain engineers) that powers vehicles as diverse as the front-drive Buick Riviera and Pontiac Bonneville has found a new home under the hoods of the Camaro and the Firebird; it's placed longitudinally in the engine bay and drives the rear wheels just like a V-8. We covered the Firebird 3800 in last month's issue, reserving the Camaro 3800 for this head-to-head match-up with its number-one rival, the Mustang V-6.

With the addition of the new 3.8-liter GM engine, the balance of power between these two cars has been knocked off kilter, much to Chevrolet's delight. The base Camaro powerplant, the 3.4-liter/160-horsepower V-6, is still available. It offers performance that aligns nicely with that of the V-6 Mustang. But check the option box for the 3800 V-6, cough up another $350 (plus $775 for the mandatory four-speed automatic, and $1240 for one of the required luxury packages that includes air conditioning), and you have a Camaro that costs about the same as a similarly equipped Mustang V-6, but runs more like a Mustang GT V-8. Like we said, this changes everything.

Though the Camaro's 3800 definitely packs more punch than the Mustang's 3.8, both engines share a basic architecture: a 90-degree V-6 with cast iron block and a pushrod valvetrain. The Ford engine, spun off the humble family servant found in the Taurus, has one bit of flash: a pair of aluminum cylinder heads. The Camaro's 3800 is all cast iron, but in Series II form it's smaller and lighter than its predecessor. It revs higher and significantly outpowers the previous Series II 3.8. Shorter connecting rods, lighter pistons, and better breathing are the secrets here.

The Mustang's output is a mild 145 horses at 4000 rpm, and torque maxes out at 215 pound-feet at 2500 rpm. The Camaro holds a 55-horsepower advantage (200 horsepower at 5200 rpm) and a 10-pound-foot torque edge (225 pound-feet at 4000 rpm). Though the Chevy reaches both peaks at much loftier revs than the Mustang and carries a redline that sits 1350 rpm higher, the new 3800 is by no means an ill-tempered, peaky powerplant. Well matched with the electronically controlled four-speed automatic, the Camaro never hunts to find the correct gear, and strong power is always at the ready. The Mustang's mill reveals its more humble lineage with power that checks in early and aggressively, then fades as the revs climb. That makes for comfortably accessible power around town, but means that this pony simply doesn't have the long legs of a Derby winner-or a street fighter.

Although carrying more weight, the Camaro 3800 easily overcomes its 163 pounds of extra heft to positively annihilate the Mustang V-6 in any kind of speed contest. The Chevy fires to 60 mph in 7.4 seconds-2.5 seconds quicker than the Mustang. Push the issue for the length of the quarter mile, and the 3800 stops the timing gear at 15.7 seconds with a terminal speed of 88.3 mph. The Mustang seems to be touring by comparison, finishing 1.6-seconds in arrears, with a terminal speed 7.0-mph off the pace. As a point of reference, a Mustang GT five-speed, which runs 6.7 seconds 0-60 mph, might very well have the Camaro 3800 filling its mirrors come early '96; that's when the five-speed manual transmission version of this Chevy goes on sale. However, by that date, Mustang fans will have a new 4.6-liter/225-horsepower SOHC V-8 to romp on, with the SVT Cobra receiving a blazing 300 horsepower DOHC version.

In normal street driving, the Camaro's power advantage is less dramatic until the road, and the throttle, opens up. In situations where the Mustang V-6 might disappoint an enthusiast driver, the Camaro fires up the adrenals and puts a near V-8-size smile on your face. We'd still highly recommend the Z-28's big 5.7-liter mill, but if that powerhouse is simply not in the budget, the 3800 serves as a surprisingly reasonable alternative. And if you were on the verge of settling for the Camaro's 3.4-liter base V-6, the big six is an upgrade you won't want to miss.

You might be able to tell by now that we're partial to the Camaro's powertrain. But what about the rest of the two cars? Our recommendation hinges on just how sporty a sport coupe you're looking for. The Mustang's chassis is tuned to offer a softer, more comfortable ride, and its more upright interior layout stands in contrast to the laid-back Camaro passenger compartment. The Ford's dual-cowl instrument panel is both daring and handsome, and has a less plasticky appearance than the overtly aggressive ambiance in the Camaro. The Ford's back seat, with a few inches more leg- and hiproom, can better accommodate adults (albeit short ones). With about a foot less total length and a tighter turning circle, the Mustang wins in measures of parking convenience. Some practical Camaro advantages: It has a couple of cubic feet more cargo volume, as well as the loading flexibility of a hatchback. And the driving position, particularly for taller drivers, is better thought out. Either car can be equipped with a premium audio system. The Mustang offers the raucous Mach 460 system, while the Camaro can be had with a new, improved Bose upgrade.

Highway comfort falls narrowly in favor of the Mustang and its softer springing. Primitive live axles lurk under the rear ends of both cars, but decades of continuing refinement have polished most of the rough edges off the suspension action. Although only a little firmer than the Mustang, the Camaro has a more athletic, connected feel when the road turns twisty. The Camaro's double wishbone front suspension gives it composed, accurate steering manners. Body roll is well reigned in, and if anything, the car feels better balanced than the Z-28 version with its heavier V-8 engine. Our Camaro got some help from its optional 235/55TR16 tire and wheel upgrade; the Mustang had the standard 205/65TR15s on optional aluminum wheels. Anti-lock brakes are standard on the Camaro, and a worthwhile $565 option on the Mustang.

Driven to its limits, the Camaro is nominally more capable than the Mustang. It grips a bit better on the skidpad (0.81 g versus 0.79 g) and is a couple of mph faster in the slalom (66.0 versus 64.0). Those numbers don't reveal just how much better the Camaro feels, however. Understeer sets the cornering speed limit in the Mustang, but the Camaro is more adjustable and responsive, much like the V-8-powered Z-28. Novice drivers might get into less trouble with the Mustang's benign behavior, but talented drivers will have more fun in the Camaro. If you appreciate the visceral payoff of a true sports car, the Camaro kicks out bigger dividends than its Ford rival.

The choice between the two comes down to what you're looking for in a ponycar. Price won't really help with the decision, since with similar equipment, the two are spot on each other. Select the Camaro's less expensive Preferred Equipment Group #1, and both cars can be had for around $18,500. The Mustang's friendly, less sinister styling and smaller overall package have proven popular with American car buyers. For normal driving, and even medium-energy sporting charges through the hills, the Mustang is perfectly capable, day in and day out.

But then so is the Camaro. It does the mundane stuff just fine, but provides something extra at no additional charge: true sports-car capability. That's a two-for-the-price-of-one deal that nobody on our staff would dare pass up. If you're shopping V-6 ponycars out of financial necessity, but dreaming of tire-smoking V-8s, the new Camaro 3800 is the clear choice.