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Home / Technology / 2019 Chevy Camaro Turbo 1LE First Drive Review: Emphasizing Poise Over Power

2019 Chevy Camaro Turbo 1LE First Drive Review: Emphasizing Poise Over Power

Power is not all. Many enthusiasts prioritize sharp reflections and balance over clean line speed, which is why Chevrolet offers 1LE handling packages for each version of the Camaro coup. The latest 1LE iteration benefits from the 2.0 liter turbo diesel model, which comes with a host of other updates for the entire 2019 Series Camaro.

You will see a 2019 Camaro thanks to the newly developed front and rear façade, which actually appears to be at its best in Turbo 1LE specification. It's a backhanded compliment, by the way. I actually thought that the sixth generation Camaro was such a good boss when it debuted in 201

5, but this facelifted version is hardly an improvement. It is particularly offensive on the V8-powered Camaro SS.

Other 2019 model years Camaro changes include an optional 10-speed automatic transmission for the SS and a new super base 1LS model starting at $ 25,000, not including $ 995 for destination. But since Turbo 1LE is the newest of the new as far as 2019 Camaros goes, that's the one I want to focus on for this first test.

Turbo power with stronger chops

The Camaro Turbo 2.0 liter engine carries unchanged, with 275 horsepower and 295 pounds of torque, and EPA ratings at 20 miles per gallon city and 30 mpg highway. Other turbocharged Camaro models come with an eight-speed automatic transmission, but considering the enthusiastic thought of the 1LE package, it can only be specified with the Tremec six-speed manual transmission. Abrupt.

$ 4,500 The 1LE package adds the FE3 suspension from Camaro SS, with its larger stabilizer rods and better damper, not to mention stiffer ball joints and bushes in the back. A mechanically limited sliding differential keeps the power balanced on the rear axle, with a revised 3.27: 1 final drive, and Turbo 1LE gets a new track driving mode, as well as launch control. To keep everything in control are bigger Brembo brakes in all four corners, with four-piston caliper front and piston units around the back. These stops are located behind a model-specific set of 20-inch wheels, wrapped in ugly, asymmetrical 245/40 Series front and 275/35 Series rear Goodyear Eagle F1 summer tires.

It's a total momentum – – and that's a good thing. The tires and suspension can handle more power than the turbocharged engine can deliver.


Accurately balanced for road and track

The Camaro Turbo 1LE is a wonderfully balanced coupe and it's a real pleasure to throw around 2.5 kilometers of course at Ridge Motorsports Park in Shelton, Washington. At 3,354 pounds, this is one of the lightest Camaro models, and its 2.0 liter engine is set as far behind the front axle as possible for optimal weight distribution. The easy, precise steering provides many feedback, and small amounts of underride and override can be easily controlled, even if the tractor control is partially or completely disabled. Of course, the 1LE chassis and upgraded tires can handle far more power than the 2.0 liter engine can produce, so you'll never be able to completely unhook it if you start the throttle.

I can keep Turbo 1LE swords in third and fourth gear – maybe a quick change to second for the sharp, cork-like left hand on Turn 13 – to get the most out of the car's midrange grunt. It does not happen much early in the reef series, what about peak moments that do not come online at 3000 rpm. But this is a car that loves to sing around 4,000 to 4,500 rpm, although the engine and exhaust notes are not so cute.

When you leave the track, 1LE behaves like any other Camaro Turbo on the road. The suspension may be stiffer, but it does not kill the overall driving quality. On the beautiful woods south of Seattle, Camaro does not bump into a steep ride, and the ride is comfortable enough in turning mode to soak long stretches of highway with aplomb. The trip may certainly be calmer, but wind noise is not much of a problem, but the tire noise that permeates the cabin at higher speeds is high .

Camaro has a narrow cabin with terrible visibility, but I like the comfortable Recaro seats and excellent Chevy Infotainment 3 tech.


Claustrofobic cabin

Camaro interior is no different than before, meaning it still looks cool at first glance, but it's hard to love after a long time behind the wheel. Visibility is terrible; No other car makes me feel like I'm sunk in a dark bathtub like Camaro. And while there are a lot of nice details that the metal rings around the vent and the stump, the suction box, so much of the interior's interior consists of seriously cheap plastic.

Recaro Presents provide a lot of comfort for long journeys, as well as plenty of thighs and love-handling support for track days, even though they are a $ 1,595 add-on. Fold them up and you'll find two seats for rear passengers, but lucky to get some adults back there without a lot of expletives in their wake. The low roof line makes entry and exit completely impossible, not to say anything about the non-existent top space when you're actually there again.

A bright spot in the dark Camaro cabin is Chevy's new Infotainment 3 interface, placed on a 8-inch touchscreen in a dash. Infotainment software found in is rapidly becoming one of my favorite systems today, do not forget that the screen must be angled from above to avoid blending. Sharp graphics, bright colors, instant response to inputs, and standard Apple CarPlay and Android Auto make Infotainment 3 easy and fun to use.

I would certainly not have this over a VW GTI or Honda Civic Si, but as a better handling option for a Camaro V6, Turbo 1LE makes a good case for itself.


An appearance for the Camaro fans

"We are trying to reveal ourselves to the weekend series, lower displacement," said Camaro chief engineer Al Oppenheiser. And in addition to betting on the Mustang and Challenger set, Chevy hopes for the Camaro Turbo 1LE will attract people who would otherwise end up with something like a Ford Focus ST, the Honda Civic Si, the Subaru BRZ or the Volkswagen Golf GTI.

With Turbo 1LE prices coming in around $ 31,000, Camaro is more expensive than many of these rivalries, but still very competitive. Unfortunately, each and every one of these cars – except perhaps BRZ – orders Camaro when it comes to comfort and daily living. The reason people buy hot hatches is because they are good on the pitch and extremely useful. I can fit a whole racing deck on the back of a GTI, just by putting together the seats. I can not do it in a Camaro hell, despite the fact that I have 9.1 cubic meters of cargo space, I can barely fit a suitcase through the impossible small suitcase.

Instead, I only see Turbo 1LE appealing to buyers already in Camaro headspace, and there it makes a lot of sense. It's the same price as a V6 model, but offers far better handling. It may be out of power, but 1LE gives you more of what matters most.

Editor's Note: Roadshow accepts multi-day car loans from manufacturers to provide editorial reviews. All evaluated vehicle reviews are carried out on our turf and on our terms. But for this feature, the manufacturer covered travel expenses. This is common in the automotive industry, as it is far more economical to send journalists to cars than to send cars to journalists.

Judges and opinions from Roadshow's editorial team are our own and we do not accept paid editorial content. [19659027]
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