GM has finally announced that it will again build the Camaro--this is great news! But don't uncork that bottle of champagne just yet. Two years separate right now from the optimistic late-2008 production run, and a lot can happen in that amount of time. While the Camaro concept was a hit, there are millions of variables that separate a slam-dunk sales success from a product that was oh-so-close to being the next "it" car. Here are a few topics I feel are crucial for the Camaro to succeed:
BE CAREFUL WITH STYLING TWEAKS: GM says the production Camaro's styling will be nearly identical to the concept's. However, there are several aspects of the concept that need to be addressed. The rear styling, especially the taillights, is out of place on this otherwise attractive car. The design staff will need to find a solution to the rear glass/trunk proportions to allow for good visibility and a decently sized trunk opening. That low roofline might need to be raised a bit, too--and combining rear, trunk, rear glass, and roofline changes have the potential to muck up the concept's clean styling.
IT MUST BE COMPLETELY USER-FRIENDLY: While us knuckledraggers traded the Fourth Gen's low seating position, firm ride, and limited legroom for outstanding performance, the non-enthusiasts avoided the '93-02 F-bodies like the plague. And rightfully so: your mom, sister, or metrosexual brother aren't going to give a damn about the latest high-horsepower LSX underneath the V-8 Camaro's hood--they're looking for an attractive, V-6-powered sports coupe that's fun to drive AND easy to live with every day. Easy to operate, easy to drive and park, easy to see out of, etc. Give it to them and sell a ton of base models.
DON'T LET MARKET TIMING RUSH THE FINISHED PRODUCT: GM is no doubt feeling the heat from Mustang and Challenger, as it should be; both are great-looking modern-day reincarnations of past classics. But our favorite auto company must keep its collective nose to the grindstone in an effort to get this new Camaro as sorted-out and problem-free as possible before it goes on sale. Service bulletins, recalls, and bad reviews from the media can kill Camaro's momentum before it gets a chance to start rolling. If production has to be pushed back a few months to really nail this thing, so be it. Remember: that "must-have" factor will trump pushed-back production grumbles and sky-high gas prices. Some worry that the retro musclecar craze will be over by the time Camaro hits the market. I think that the concept--like the '69 Camaro--has a timeless style that could sell in 2009 or 2059.
GIVE THIS MUSCLECAR A MUSCLECAR DRIVETRAIN: I have an internal GM document on my desk that was sent between the program managers and engineers at Delphi and GM, regarding the '04-05 Cadillac CTS-V rear halfshafts. The max vehicle load acceptable for these shafts was 5100 Nm, and a "side-step clutch pop maneuver at gross vehicle weight and 4,000 rpm exceeds this acceptable load"--that load was measured to be 5652 Nm. GM signed off on the shafts anyway, and there are a lot of unhappy CTS-V owners out there who found out about the V's differential and half-shafts the hard way.
The CTS-V costs $50,000, and we're discussing a Camaro with a target price of almost half that. There will be some powerful V-8 engines, that's great. And there will probably be an auto trans with an abundance of torque management, or a soft clutch that acts as a fuse for the drivetrain--if you're a GM lover, you know the drill.
But since GM has shifted from live axle to IRS, it MUST provide one that is strong enough for use in a V-8 musclecar. The V-8 Camaro won't be spending much time with the wine-and-cheese crowd--we're talking big, smoky burnouts with red-blooded Americans behind the wheel. GM screwed up big-time with the weak '04-05 CTS-V differential and halfshaft design, and compounded that problem by making it difficult for frustrated owners to get it fixed. With any decently sized V production run, this would have been a PR nightmare. Total production numbers of the V will pale in comparison to the proposed amount of V-8 Camaros. GM must build the Camaro's drivetrain right the first time, period.
PRICE IT RIGHT: Offer a base V-8 in the mid-$20,000 range and watch them fly off the lots.
Agree or disagree with my observations regarding Camaro production? Want to put your own two cents in? Let me know at rick.jensen@primedia.com