2014 chevrolet camaro ss specs

2014 chevrolet camaro ss specs DEFAULT

DIGITAL EDITOR ANDREW STOY: Much like its crosstown rival, the Chevy Camaro really offers two distinct types of performance cars in one body shell. No longer is there a six-cylinder base model for “wannabes” and the V8 for the real enthusiast -- now the V6 is more the sports car and the V8 is the in-your-face muscle car. With more than 300 hp and a mechanical, cammy nature, the V6 Camaro isn't a compromise, and that's smart for Chevy because this SS is not for everyone.

With our tester's dual-mode exhaust, the Camaro SS is about as subtle as a 12-gauge; it makes no attempt to hide its intentions whether you're at idle or ripping up a freeway on-ramp, and there's even a burbling pop-pop on the overrun when you're slowing down for a light. Yes, it's fun at times (especially when the hand of God is released on the aforementioned freeway on-ramps), but it's just as often overkill. The same can be said for the engine's lumpy idle, sending shivers through the car as it bounces around in its motor mounts. Obviously modern computer controls could make the LS3 as smooth as a Cadillac without sacrificing power, so the whole operation is a programmed sideshow -- again, a helluva lot of fun at times but exhausting at others.

Those same modern EFI tricks mean the Camaro's big 6.2-liter V8 is perfectly content puttering along in traffic, and huge torque reserves allow the car to be left in fourth gear for just about any driving over 15 mph; at the same time, a sixth gear means the SS cruises at 80 mph on the highway turning fewer than 2,000 rpm, so there's a tremendous amount of flexibility in the powertrain. That's helped by a firm-shifting but very satisfying manual transmission, and a clutch whose smooth, light pedal feel never indicates it's channeling 426 hp. Simply put, the stick-shift SS is an easy car to drive even in rush hour, bumper-to-bumper traffic.

Raucous engine and exhaust aside, the interior of our Camaro SS was a step up from the last model I tested. Leather and soft-touch surfaces covered the dash, and though the large plastic door-panel trim was still present it seemed better integrated. Chevy's excellent MyLink system provided all the infotainment options today's buyers demand (despite the fact we're pretty sure most have no idea how to use 90 percent of the features), and an old-fashioned manually controlled HVAC system made quick work of heating and cooling the small cockpit.

About that space: While a two-door coupe isn't ideal for families with multiple kids, the Camaro does provide excellent rear seating for kids in boosters. The child seats fit well in the pseudo-buckets, which are wide enough to not obscure the seat belt buckle when a booster is in place. It may seem like a small detail, but I've been in station wagons that don't accommodate booster seats as well as this Camaro SS does. There's also a surprisingly large (though shallow) trunk that can easily accommodate several large bags.

All in all there's a lot of performance car here for $43,000, and if your idea of a proper daily driver involves tons of tire smoke and a bellowing pushrod V8 engine, the Camaro SS will put a smile on your face every time you turn the key.

ASSOCIATE EDITOR JAKE LINGEMAN: Yeah, this Camaro SS is a hoon-mobile. The dual-mode exhaust is sweet, though it gets loud pretty early in the rev range, and a quick double tap on the traction control button will allow short drifts before yanking you back in place.

Despite the extra weight, this SS feels faster than my similarly powered Ford Mustang GT. I think it has to do with all that vibration and noise. I kind of wish my 'Stang sounded like this. And like Andy says, it burbles and shakes at idle, which is cool, but it may get annoying. In my two days with the car, it did not.

I love these Recaro seats. They're comfortable and supportive in all the right areas. But if they fit my skinny frame, they might not be right for an average or above average-sized guy. The shifter is a little notchy, but clutch pedal action is smooth and easy.

As far as the new exterior goes, I like the ZL1 hood on the SS -- it's a great look. The headlights are a little narrower, but that's hard to notice unless two models are side-by-side. I don't like what they did with the taillights; I wish they would have left them how they were. Like all Camaros, visibility is terrible. Of course, if you're blowing by traffic all day, there's no need to see out of those rear quarter windows.

I do find that with popular, common muscle/sports/pony cars, people just want to race all the time. Even when someone is lollygagging in the left lane, and they get out of the way and you pass them, they want to drive super fast all of the sudden. I hate that.

All of the options on this car are pretty important and I'd probably stick with all of them. That puts this car in the $40K area, which seems a bit much for a run-of-the-mill pony car. But like the Mustang, I'm sure there are discounts all over the place. Mine started at $37K and I walked out of the dealership at $29K plus tax.

Buyers in the market for a real V8 Camaro won't be disappointed with this car.

SENIOR MOTORSPORTS EDITOR MAC MORRISON: The Detroit Muscle Gods conspired during their monthly roundtable meeting to drop three different versions of the Camaro SS -- convertible, 2SS and 1LE -- on my head almost back-to-back-to-back.

This 2SS coupe featured the dual-mode exhaust, which produced mixed feelings on my end. Its aggressive spitting and popping on the overrun brings a smile, but while it seems many Camaro enthusiasts are pulling the trunk-located fuse that allows the exhaust's butterfly valves to close at lower RPM (they want them open permanently for ultimate aural assault at all times), I'd welcome a dashboard control to allow me to choose which mode to operate in.

I'm all about performance, unnecessary obnoxious noise and experience as much as anyone, but the SS is such a cammy, shimmying, clutch throwout-bearing noise-making throwback (relatively speaking, in modern terms) that I found myself -- depending on my mood, time of day and tide level -- sometimes growing tired of the whole production it makes out of plain ol' point-to-point driving. There are situations where I imagine most drivers would appreciate an ability to tone down at least one of these traits.

This SS's interior is clean and no-nonsense, though I wonder about ease of cleaning when it comes to the cloth trim inserts in the door panels and wrapping around the dashboard should they become stained by a liquid or similar substance that you would likely ban anyone from bringing into your car in the first place, so perhaps that is the answer. I don't agree with Andy entirely about MyLink being “excellent.” The caveat is that I find the touch-sensitive “buttons” (for example, the music track skip or rewind ones) maddening. I touch them and it's a crapshoot whether or not they recognize my digits' input. Not a big deal, considering there are redundant steering-wheel controls, but more irritating for your passenger if they are trying to operate them. Really, I never complained about true buttons, you clever engineers.

Driving the SS, however, is always a hoot. Not because its 4,000 pounds makes it a nimble little minx, but front-end bite feels positive, and the rear is eager to rotate with just a stab of throttle, even in hot and grippy conditions.

These Recaro seats work nicely for both cruising and hard driving with a very nice driving position. It has a docile cruising character, but the SS's inherent liveliness helped to keep me amused when behind the wheel.

WEST COAST EDITOR MARK VAUGHN: My first impression of this 2014 Chevrolet Camaro SS coupe was that it was just a big, heavy, powerful muscle car, something best reserved for stop-light drag races in small Midwestern towns. And while its wide body is maybe the best-looking of the modern-day muscle cars, it is a tad too big for easing into today's smaller, tighter parking garages and for city living in general. The rear pillars are stylish enough but block a lot of vision you could really use when changing lanes or just keeping an eye on surrounding traffic. Inside, the two Recaro Performance front seats are comfortable to sit in and no doubt sportier than the stock seats, but I wouldn't mind if they were a bit snugger. The shifter for the six-speed manual is heavy, but finding gears is easy to do and quick. The clutch takeup and engagement is surprisingly light and direct -- the massive low-end torque of the 6.2-liter LS3 V8 allows you to smoosh those clutch plates together at relatively low rpm without stalling or lugging. Stop-and-go traffic is not anywhere near as hard as I thought it'd be in this car, which is a bit surprising for a big bruiser with our test car's manual transmission. It's not like the old muscle cars, which took a lot of leg power to get the clutch pedal down and some deft shifter flipping to get into gear and get going. This powertrain is surprisingly light and easy for so big a bruiser.

It's fun to launch in a straight line and fun to drift out of a corner.

On my first real twisting road, I came away thinking that it's a little less fun going into a corner or, really, cornering in general, though it is among the best-handling of muscle cars ever.

The problem, I thought then, is that it felt like there was a lot of unsprung weight moving around down there. I couldn't figure out how this Camaro's Z28 cousin lapped the Nurburgring in 7:34. This one had trouble on Mulholland, though not too much trouble. It wobbled around more than I'd have preferred over the crumbling, potholed, patched road, and never transcended its muscle-car heritage to feel anything like a supercar or even a sports car. Which doesn't necessarily mean anything. It's a muscle car, I told myself, about the definitive muscle car of all time, along with the Dodge Challenger and the Ford Mustang.

Well the problem, it turned out, was not so much the car as the road. So I got a different road. You don't need to know which road, just that this one had been paved in the last decade or so and was smooth, twisty and regularly seduces drivers into having way more fun than they ever intended to have. Also, there were no houses anywhere on it, and in the middle of the week, there were almost no cars. So I took it onto this road and had at it. The result? Lovely! Splendid! Perfectly fun! Here the Camaro SS came alive. Here the shifter shifted, the electric power-assisted rack-and-pinion steering was weighted just about perfectly and the engine power, especially the low-end torque, meant that I could stay in third gear almost the whole time. Even when I occasionally had to downshift to second as the road dug into and out of little side canyons, it was easy as pie to grab the lever and pull it over and back for a blast of Vitamin 2.

And the brakes -- lawd the brakes -- the 14-inch Brembo Performance front brakes and GM rears on this SS test car never, ever faded, despite what was 27 miles of hard usage on a somewhat warm day slowing this 3,900-pound behemoth beauty every 100 or 200 feet. There wasn't even any smell of hot brakes. They just slowed the car fine with every pedal application.

It was still bigger than a sports car should be in my view, and therefore inefficient, and I would still prefer a Lotus Evora, Ferrari 458 Italia, McLaren anything or any number of Porsche products up here on this road. Or maybe a BMW S1000RR? But the thing I learned is that this big muscle car can provide a good time even when taken somewhat outside its comfort zone.

And so, it appears, can I.

ASSOCIATE WEST COAST EDITOR BLAKE Z. RONG: The Chevy Camaro SS is the vehicular equivalent of the Hooters slogan, “delightfully tacky, yet unrefined.”

I drove the near-diametric opposite of the Camaro lineup, having driven the V6 with an automatic in Minnesota for a recent story, and then this V8 equipped with a six-speed around Los Angeles using my best Axl Rose impression. Yes, the automatic V6 was a rental car. Frankly, it drove like a truck -- it bounced and crashed over damn near everything, its power delivery was reluctant, its steering hopelessly vague. Its general demeanor was soul-crushing -- “you paid for Camaro looks, and now you'll suffer,” it seemed to say, and that was before I hit my head on the headliner. Imagine that! Me, the shortest guy on staff, hitting my head on something that wasn't a Peel product!

Yet, add two cylinders and the requisite horsepower with it, and the Camaro becomes a respectable piece of automotive entertainment.

The 6.2-liter V8 sounds great, but never deafening; at lower rpm it's nicely subdued, and even with our optional dual-mode performance exhaust it sounds like it's coming from three cars away. I drove it across Los Angeles traffic expecting to be some sort of masochistic adventurer, braving the waves and waves of commuters -- but no, the Camaro and its six-speed didn't beat me up. The clutch is springy, rather than outright firm; it's got great, even feel throughout. The six is equally springy and feels like a BMW's manual, though not as precise. Steering is still just as vague as on the V6, but it's a lot less burdensome when the rear end snaps to your right foot. Scare the neighbors! Menace pedestrians! Los Angeles welcomes you to the jungle -- they got fun and games!

For a moment, I even stopped griping about the visibility.

Some random observations: the center console is overwrought, full of bulging shapes and bizarre cross-shaped buttons, and the circular dials for fan speed and temperature never feel precise. The irritating touchpads at both sides of the screen have the stupidest arrangement of functions: RPT? DEST? SOURCE, which is already on the steering wheel? Why not a dedicated HOME button to switch between audio and navigation? The Recaro seats are comfortable but look massive. Hopefully the next Camaro will have a more efficient center vent layout. These things matter, people.

Maybe Hooters is too déclassé for our tastes. This car feels just slightly more sophisticated than the Mustang, and it also looks the part -- because the Camaro has found a way to look confident without silly tape stripes and window louvers to make itself feel pretty. In the Camaro you get the impression that it was designed by guys who spent a lot of time goofing off and adding horsepower, chopping the roof, sticking on those goofy gauges in the center console that are blocked by the ugly twin HVAC knobs, anyway -- and at the last minute, the boss was heard storming down the halls and the Camaro engineers said, “oh crap, we gotta finish this thing!” and scraped off the hood stripes, put on some big-boy five-spoke wheels, and generally jammed in as much refinement as they could. The result is the Chevrolet Camaro.

There was another team that kept goofing off, right until their finished product hit the showrooms. That product is known as the Dodge Challenger.

Base Price: $37,850

As-Tested Price: $42,885

Drivetrain: 6.2-liter V8; RWD, six-speed manual

Output: 426 hp @ 5,900 rpm, 420 lb-ft @ 4,600 rpm

Curb Weight: 3,908 lb

Fuel Economy (EPA City/Highway/Combined): 16/24/19 mpg

AW Observed Fuel Economy: 17.8 mpg

Options: Recaro performance seats ($1,995); RS package including HID headlamps with LED halo rings ($1,350); dual mode exhaust ($895); navigation system ($795)

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Sours: https://www.autoweek.com/drives/a1899486/2014-chevrolet-camaro-2ss-coupe-review-notes-1899486/

2014 Chevrolet Camaro SS 2dr Cpe Features and Specs

Seats, front Sport bucket includes adjustable head restraints and folding rear seat with trunk pass-through (Includes passenger-side seatback map pocket.) (Upgradeable to (AYZ) Recaro performance front seats. Includes passenger-side seatback map pocket.)

Seat adjuster, driver, 6-way power (fore/aft, up/down, tilt) with power recliner

Seat adjuster, front passenger, 6-way power (fore/aft, up/down, tilt) with power recliner

Seat trim, front leather seating surfaces

Seats, heated driver and front passenger

Console, floor, with armrest

Sill plate, Chevrolet

Floor mats, carpeted front

Dead pedal, driver

Steering wheel, 3-spoke leather-wrapped

Steering column, manual rake and telescopic

Instrumentation, analog includes speedometer, tachometer, fuel gauge and engine temperature gauge

Gauges, auxiliary, multi-function includes 4 gauges: oil pressure, battery voltage, oil temperature and transmission fluid temperature, mounted on center console forward of shifter

Head-Up Display with NEW color digital readouts for vehicle speed, selected gear, G-Force, audio system information, high-beam indicator, compass, outside air temperature, turn signals, tachometer, vehicle messages, Turn-by-Turn information and phone information

Driver Information Center, color display

Compass, located in Driver Information Center

Door locks, power programmable with lockout protection

Remote Keyless Entry

Windows, power with driver and passenger Express-Down/Up

Cruise control, electronic with set and resume speed, steering wheel mounted

Universal Home Remote includes garage door opener, 3-channel programmable

Trunk release, remote, located on driver-side

Theft-deterrent system, PASS-Key III

Air conditioning, single-zone manual

Air filtration system with pollen filter

Defogger, rear-window, electric

Glovebox, lockable

Power outlets, 2 auxiliary 1 located in center console storage area and 1 located at front of center console

Cup holders, 2 front

Map pockets, front doors

Mirror, inside rearview auto-dimming, frameless

Visors, driver and front passenger vanity mirrors, covered

Lighting, front reading lamps

Lighting, interior with illuminated entry and theater dimming

Coat hooks, driver- and passenger-side rear

Shift knob, leather-wrapped

Sours: https://www.caranddriver.com/chevrolet/camaro/specs/2014/chevrolet_camaro_chevrolet-camaro-ss-coupe_2014
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Chevrolet Camaro Expert Review

Alex Nishimoto


  • Nostalgic muscle car looks
  • Rumble of V-8 models
  • Handling with higher trims


  • Large for a sports coupe
  • Limited visibility
  • V-8 fuel economy
  • Ford Mustang
  • Dodge Challenger
  • Hyundai Genesis Coupe
  • Nissan 370Z

The Chevrolet Camaro is an iconic piece of American automotive history, and the 2014 model continues with a design that visually ties it to the original, but is updated to keep the style-heavy coupe looking modern.

The 2014 Chevrolet Camaro is offered in both coupe and convertible forms, with multiple trim levels to choose from. LS and LT models feature a 3.6-liter V-6 producing 323 hp and 278 lb-ft of torque and a standard six-speed manual transmission or optional six-speed automatic. With the manual, the V-6 Camaro is EPA-rated at 17/28 mpg city/highway, while automatic-equipped V-6 Camaros are rated 19/30 mpg. SS and 1LE models are endowed with a 6.2-liter V-8 making 426 hp and 420 lb-ft, or 400 hp and 410 lb-ft when equipped with Active Fuel Management. A six-speed manual is standard, with a six-speed automatic available. V-8 models are rated at 16/24 mpg with the manual and 15/24 mpg with the automatic.

For those not satisfied with a mere Camaro SS, Chevy offers the ZL1 and Z/28 for 2014. The ZL1 packs a supercharged 6.2-liter V-8 with 580 hp and 556 lb-ft, mated to a choice of six-speed manual or automatic. ZL1 models achieve 14/19 mpg with the manual and 12/18 mpg with the automatic. We liked the ZL1 for its blend of technology and power, which helped it come out ahead in a 2012 comparison test against the Ford Mustang Boss 302. In that test, we said: "The Camaro felt far more composed on the track than the Mustang…Although heavier than the Mustang, the ZL1 still changes direction easily and is capable of pulling higher g-forces mid-corner. The constantly variable damping rates make the Camaro feel as though its tires sink into the track." For even greater on-track performance, there's the Camaro Z/28 with its 500-hp, 470-lb-ft 7.0-liter V-8 borrowed from the outgoing Corvette Z06. That car gets a six-speed manual transmission, along with a track-tuned suspension, unique aerodynamic exterior pieces, 19-inch alloy wheels wrapped in Pirelli performance tires, large Brembo carbon ceramic brakes, and a slight weight reduction.

Inside the Camaro you might find ingress and egress a bit difficult with the large coupe doors and low-slung seats. Sport bucket seats are standard, though more supportive Recaro sport seats are available. The exterior styling is updated for 2014, with a redesigned front end and new taillights making up the bulk of the changes. It's unclear if the form-over-function design philosophy prevails with the 2014 model, but as we observed in a review of a 2013 Camaro SS, "Visibility continues to be compromised by the shallow greenhouse, especially the thick C-pillars."

The Chevrolet Camaro received an overall five-star rating from NHTSA, with scores of five stars (out of a possible five) in every category. The IIHS has yet to crash test a Camaro.

Exterior styling is updated on all models except the ZL1, with refreshed Camaros now sporting a slimmer grille and headlights and rectangular LED taillights. The track-oriented Z/28 model is added to the lineup.

Key Competitors

Broad lineup makes it the current musclecar king

Sours: https://www.motortrend.com/cars/chevrolet/camaro/2014/
The Tech Inside: 2014 Camaro 2SS

SS w/2SS 2dr Coupe
2014 Chevrolet Camaro Specs

Front head room37 "
Rear head room35 "
Front shoulder room57 "
Rear shoulder room50 "
Front leg room42.4 "
Rear leg room29.9 "
Luggage capacity11.3 cu.ft.
Maximum cargo capacity11.3 cu.ft.
Standard seating4
Length190.6 "
Body width75.5 "
Body height54.2 "
Wheelbase112.3 "
Curb3,935 lbs.
Fuel tank capacity19.0 gal.
EPA mileage estimates16 City / 24 Hwy
Base engine size6.2 liters
Base engine typeV-8
Horsepower426 hp
Horsepower rpm5,900
Torque420 lb-ft.
Torque rpm4,600
Drive typerear-wheel
Turning radius18.9 ''
Show More
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Specs ss chevrolet 2014 camaro

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