In the interest of full disclosure, we’ll start our official first-steer appraisal of the 2017 Chevrolet Camaro V-6 1LE by declaring that this is not actually our first drive of the 2017 Chevrolet Camaro V-6 1LE. That happened during the 2016 Lightning Lap tournament, where the six-cylinder Camaro 1LE and the V-8–energy Camaro SS 1LE not only showed up, but showed up their much expensive tournament at America’s powerful formation, Virginia International Raceway. But this is our first experience with the vehicle in a more average moving —sans helmet and on public anchorages specifically, the large and seemingly permanent anchorages of Confederate Nevada and California’s Death Valley.
For anyone who missed collection on Chevrolet Camaro day this year, the Camaro 1LE performance collection was expanded to both V-6 and V-8 Camaros for 2017, transporting improved motor cooling, a retuned mixture, a limited-slip differential, Brembo restraint elements, 20-inch forged-aluminum wheels and different indoor and out modifications all with the extraordinary goal of making concoction of a road experience on formation day and looking utterly evil-ass while doing so. We couldn’t approval the 1LE’s grasping enough.
Driving on a mixture largely cheated from the SS then adapted to the V-6’s lightweight and slightly more evenly given weight, the situation just implements in areas. Chevy bays that the 1LE’s 245/40ZR-20 front and 275/35ZR-20 breed Goodyear Eagle F1 3 RunOnFlat tires can hold on to lines to the tune of 0.97 g, but we’ve perceived 0.98 g in a dense V-8 Camaro with those same tires, so don’t be affected if Chevrolet’s bay turns out to be blimpish once we experiment the vehicle ourselves.
But the 1LE’s talent set includes far more than driving in ellipses and connecting apexes on a formation. In the actual world, the 1LE’s quality to formation through a bend utterly fast to any agglomerations in the paving, fastened pavement, or wobbly camber changes is extraordinary. The driving is weighty and present, sufficing up loads of feedback through the microsuede-wrapped wheel, thus keeping the driver ever alert of exactly what category of ground the vehicle is covering. This 1LE’s maximums are very high and it takes a bit of moment behind the wheel to comfortably understand where they are. Once understood, however, the 1LE is a smile machine. An infrequent gust of the benign understeer we stated during driving returned but only in our most heated times.
With a bodies this good, the 1LE can take most areas at more than multiple the affixed speed advice and makes sedating down for some lines entirely elective. For those times that fast delay indeed is demanded, the 1LE’s improved brakes, which include four-piston Brembo calipers up front, sedate the vehicle down with zero indecision. The body’s broad act to rotate and descend helps keep all four wheels planted, allowing one to restraint heavy into areas. And the natural, advanced ride act keeps the driver fully in assault of the event. In both 1LE versions, the motor is left beautiful much capital—hardly a difficulty with the SS’s 6.2-liter V-8, given its large 455 horsepower and 455 lb-ft of torque.
But as we stated at Lightning thigh, the V-6 model’s anemic component is the V-6 itself. With 335 horsepower at 6800 rpm and 284 lb-ft of torque at 5300 rpm, the 3.6-liter six is the same creaseless and revvy mill we’ve measured in other Camaros, but we’re not so knocked with it in the 1LE. Why? Because it’s a 1LE. The fast manual-equipped 2016 Camaro V-6 we’ve experimented knocked 60 mph in 5.1 seconds, with a quarter-mile pass of 13.7 seconds at 103 mph, which is hardly sedate but is merely adequate by contemporary horse-vehicle standards. Even with the 1LE’s quality to catch up during open and its unbelievable short-throw, six-speed manual stagehand doing its part to help faster gearchanges, we’d be affected to see the 1LE’s acceleration times depression below those of the base Camaro. The V-6 simply didn’t feel powerful enough. After we cut a route through the untrustworthy switchbacks at superhero accelerates, the road would straighten out and we’d floor the gas pedal, fixing for a rhetorical open into the far formation and the act series would sedate down. The motor would be working as rigid as it could.
It’s worthy stating, that few on the road will disburse lots of moment at or near its 5300-rpm torque and 6800-rpm horsepower limits. When not in attack method, the 3.6’s aural experience is more similar to a sports sedan than a horse vehicle. The SS 1LE’s moving V-8 noise is exactly what this collection wants, although you’ll have to part with another $11,505 above the V-6 1LE’s very agreeable base value of $32,895. That V-6 illustration is $4500 more than the non-1LE model. The upcharge isn’t an evil deal thinking the completeness of the collection. Leaping up to the 2LT trim stage costs another $4500, for a whole of $37,395. At that time, you’re gripping on the bottoms of a base Camaro SS, which starts at $37,900, although the base SS gets none of the 1LE’s formation tool nor its suedelike driving wheel and short-throw stagehand. The SS would be fast in a continuous formation and big, however, and it’s no incompetent in the controlling division, either.
The Chevy think the V-6 1LE is so good that there may be a marketplace for a four-cylinder model, watched by the Turbo AutoX idea perceived at the 2016 SEMA show. Having undergone the V-6 1LE on the road as well as on the formation, we’re astonished with its quenchless drive for areas, but while we’d like to say we didn’t miss the V-8’s additional 120 horsepower and 171 lb-ft of torque, we did. The 3.6 is a lovely motor that serves many General Motors cars well enough including non-1LE V-6 Camaros but under this vehicle’s matte-black hood, it feels like an agent for the actual motor. The 1LE is at its champion on the formation, so maybe the champion evidence is that the $11K fund saving versus the SS model will purchase you a whole lot of formation days and abundance of substitution tires.