Chevrolet Camaro vs Maserati Ghibli

What's the difference?

The Camaro 2SS is a real-life Hot Wheels car. This beast looks amazing, sounds incredible and is not overpowered, making it usable as a daily driver.

Now about that score. The Camaro 2SS lost big marks for not having AEB, lost more marks for the short warranty and no capped-price servicing and also some for its price, because compared to the Mustang it’s expensive. It’s also impractical (space and storage could be better) and uncomfortable to drive at times, but this is a muscle car, and a great one at that. It's not for everybody, but  truly perfect for some.

The Maserati Trofeo Ghibli is a very strange beast, but there's no doubt that it is a beast. Fast, loud and capable on a race track, and yet still closely resembling a classy, expensive Italian family sedan, it is genuinely unique. And genuinely strange, in a good way.

As was the case with Ford’s Mustang, something seemed to go bizarrely weird in the styling of the Camaro in the early 2000s, but by 2005 the arrival of the fifth generation saw a design that re-imagined the original (and I reckon the best) 1967 Camaro. Now this sixth-generation car is a sharper resolution of that, yet not without causing a bit of controversy.

Along with styling changes, such as redesigned LED headlights and taillights, the front fascia was also given a tweak, which involved repositioning the Chevy ‘bow-tie’ badge from the upper grille to the black-painted cross bar that separates the top and bottom sections. The reaction from fans was enough for Chevrolet to quickly redesign the front and move the badge back.

Our test car was the version with the ‘unpopular’ face, but I reckon it gets away with the look, thanks to the body colour being black, which means your eye isn’t drawn to that cross bar.

Here’s some pub ammo for you – Chevy calls the ‘bow tie’ on this Camaro a ‘Flow Tie’ because its hollow construction means air can pass through it to the radiator.

Big on the outside but small inside, the Camaro’s dimensions show it to be 4784mm long, 1897mm wide (not including mirrors) and 1349mm tall.

Ford’s Mustang is elegant, but Chevy’s Camaro is more macho. Big haunches, long bonnet, flared guards, nostrils. This is one mean-looking monster. Those high sides and ‘chopped’ roof design may also make you assume the cabin is more cockpit than lounge room.

That assumption would be right and in the practicality section further down I’ll tell you just how cozy the interior is, but for now we're just talking about looks.

I’m not sure what David Hasselhoff’s apartment looks like, but at a guess I reckon it would have a hell of a lot in common with the interior design of the Camaro 2SS’s cabin.

Soft, black leather seats with SS badging, giant metal air vents, door handles that look like chrome exhaust tips and a display screen that is oddly tilted towards the floor.

There’s also an ambient LED lighting system that lets you choose from 1980s-neon colour palettes, the likes of which we haven’t seen since Ken Done’s outstanding depiction of a Koala family sitting down to a barbecue lunch.

I’m not knocking it, I love it, and even though the guys in the office thought it would be hilarious to set the lighting to hot pink, I kept it that way because it looks awesome.

The Ghibli Trofeo is an alluringly beautiful car from just about every angle, with a genuine sense of occasion and presence about its nose, a sleek side profile and a much improved rear end, where the light clusters have been redesigned.

The Trofeo special touches are impossible to miss, particularly from the driver’s seat where you look straight into two vast nostrils on the bonnet. There are also carbon fibre pieces on the front air duct and the rear extractor for a sportier, wilder look.

The red details on the air vents on each side are the highlight, though, while the lightning bolt on the Maserati trident badge is another nice touch.

The interior is simply beyond special and feels even more expensive than it is. Overall, I’d say it again, it’’s alluring. Italian style at its best and the Ghibli is the Cinderella point in the range, because the Quattroporte big brother really is too large, and the Levante is an SUV.

The Camaro 2SS’s cabin is cozy for me at 191cm tall, but even with a similarly proportioned photographer riding shotgun it wasn’t too cramped. Believe it or not, we were able to carry all his equipment and lights, plus batteries for our night shoot (have you seen the video above – it’s very good). I’ll get to the boot size in a moment.

The Camaro 2SS is a four-seater, but those rear seats are only going to suit small children. I was able to fit my four year old’s car seat into place with a bit of gentle persuasion, and while he could sit behind my wife, there was zero space behind me when I was driving. As for visibility, we’ll get to that in the driving section below, but I can tell you he couldn’t see much from his tiny porthole.

Cargo capacity of the boot is small, as you’d expect, at 257 litres, but the space is deep and long. The problem is not the volume, however, it’s the size of the opening, which means you’ll have to cleverly angle larger items to get them in, like pushing a couch through your front door. You know, houses are big, but their openings aren’t. I know, profound.

Cabin storage is also limited, the door pockets were so thin my wallet couldn’t even slide into it (no, it’s not the wads of cash), but there was just enough room in the centre console storage bin for it. There are two cupholders, which are more like elbow holders, (because this part wasn’t swapped over in the conversion and that’s where your arm lands while driving) and a glove box. Rear-seat passengers have a large tray to fight over in the back.

The 2SS doesn’t have a wireless-charging pad like the ZL1, but it does have one USB port and a 12V outlet.

From the driver’s seat, the Trofeo Ghibli feels spacious indeed, and while it’s not as vast in the back as a Quattroporte, there’s plenty of room for two adults, or even three small children.

The move to throw sportiness at the Ghibli has led to it having firm but fabulous seats. They’re comfortable, and the leather is luscious, but the actual seat back is constantly letting your spine know that this is no ordinary Ghibli. 

Throw it around a track, though, and the seats feel just right, providing the kind of support you need.

Boot space is ample at 500 litres and the Ghibli feels like the sort of car you could take your family in, if only it didn’t make you feel like you were spoiling your children too much.

At a price of $265,000, the idea of “value” becomes a different discussion, but you only need to glance at the Ghibli to realise that it looks like four times that much money.

The interior is also spectacularly boudoir-like, with lashings of carbon fibre and a whole cattle stud worth of full-grain Pieno Fiore natural leather, “the best the world has ever seen”, as Maserati likes to say.

Perhaps most vitally, this Trofeo racy edition gets a Ferrari engine; a 3.8-litre twin-turbo V8 good for 433kW and 730Nm (the first time it’s been seen in the Ghibli), driving the rear wheels only through a limited-slip differential and an eight-speed torque converter automatic gearbox. You also get very nice, expensive feeling paddles to shift those gears with.

Speaking of nice, the 21-inch aluminium Orione wheels are dead classy, if reminiscent of Alfa Romeo cars.

Ghibli Trofeo models come with a Corsa, or Race, button for hard-core sporty driving, and a Launch Control function.

There’s also an MIA (Maserati Intelligent Assistant), featuring a rather large 10.1-inch multimedia screen with upgraded resolution.

The Active Driving Assist “assisted driving function”, which has been seen in Ghibli before, can now be activated on urban roads and ordinary highways.

Sure, the 2SS doesn’t produce the mammoth 477kW of the ZL1, but I’m not complaining about the 339kW and 617Nm it does make from its 6.2-litre V8. Besides, 455 horsepower from the 2SS’s naturally aspirated LT1 small block is plenty of fun and the sound on start-up through the bi-modal exhaust is apocalyptic - and that’s good.

Our car was fitted with the optional 10-speed auto ($2200), with paddle shifters. The automatic transmission was developed as a joint venture between General Motors and Ford and a version of this 10-speed is also found in the Mustang.

This traditional torque-converter automatic isn’t the quickest shifting thing, but it suits the big, powerful and slightly lethargic personality of the Camaro 2SS.

This will be the last time Maserati gets to enjoy a proper Ferrari engine - a 3.8-litre twin-turbo V8 good for 433kW and 730Nm - before it moves to a more electrified future, but it’s certainly going out with a lot of loud bangs.

Deafeningly lovely, the V8, which drives the rear wheels, will shove you to a shouty 100km/h in 4.3 seconds (fast, but not stupidly so, although it feels even quicker) on your way to a very Italian top speed of 326km/h. 

We can report that it exceeds 200km/h with consummate ease and has epic amounts of torque on tap.

Okay, brace yourself. During my fuel test I traveled 358.5km and used 60.44L of premium unleaded, which comes out to be 16.9L/100km. That sounds awfully high, but actually it's not as bad as it looks, considering the Camaro 2SS has a 6.2-litre V8 and I wasn't driving it in a way that would conserve fuel, if you get my drift. Half of those kilometres were on motorways at 110km/h, the other half would have been in bumper-to-bumper city traffic, which would have driven up the fuel usage, too. 

The official fuel consumption after a combination of open and urban roads is 13L/100km.

Maserati claims a slightly inexact fuel-economy figure of 12.3 to 12.6 litres per 100km, but good luck ever achieving it. The desire to open the taps and really chew some fuel will aways be overwhelming. 

We drove it on a race track and would easily have been exceeding 20 litres per 100km, so our test figure is probably best not spoken about.

Exactly how an American muscle car should be – loud, a bit uncomfortable, not all that easy, but a hell of a lot of fun. Those first three attributes may sound like negatives, but take it from somebody who owns and loves hot rods - it’s part of the appeal. If an SUV is not easy to drive or comfortable there's a problem, but in a muscle car it can enhance the engagement and connection factors.

That said, there will be many who think the ride is too firm, the steering heavy and that it feels like you’re staring out a letterbox slot through the windscreen. It’s all true, and there are other performance cars out there which make as much horsepower, handle better and are so easy to drive they can almost (and some do) pilot themselves, but they all lack the feeling of connection the Camaro offers.

Wide and low-profile Goodyear Eagles (245/40 ZR20 at the front and 275/35 ZR20 at the rear) provide good grip, but also feel every blemish in the road, while four-piston Brembo brakes all round pull the Camaro 2SS up well.

Acceleration from 0-100km/h isn’t disclosed by HSV or Chevrolet, but the official line is that it’ll nail it in under five seconds. Ford reckons its Mustang GT can do the same in 4.3 seconds.

If you were wondering if you could live with the Camaro daily, the answer is yes but, much like wearing leather pants, you’ll have to suffer a bit to look this rock and roll. I put 650km on the clock of our 2SS during my week with it, using it daily in peak-hour traffic into the city, in supermarket car parks, and for daycare drop offs, with country road and motorway drives on the weekend.

The seats can get uncomfortable over long distances and those low-profile ‘run-flat’ tyres and firm dampers don’t make life any comfier. You’ll also find that wherever you go people will want to race you. But don’t get sucked in; you’re slower than you look - another muscle-car trait.

Sure, it’s not the quickest performance car I’ve steered and on winding roads its handling capability is not up there with many sports cars, but that V8 is responsive and angry in Sport mode and smooth in its delivery of grunt. The exhaust note is sensational and the steering, while heavy, offers great feel and feedback. The sound isn’t electronically enhanced but it uses bi-modal valves, which open and close at different engine and exhaust loads to produce its addictive bark.

We were fortunate enough to drive all three Trofeo models - Ghibli, Levante and Quattroporte - on the track at Sydney Motorsport Park, which really is the only way to fully appreciate vehicles with Ferrari V8 engines, 433kW and rear-wheel drive.

Maserati is keen to point out that other premium brands don’t offer that kind of grunt in their rear-drive cars, indeed most of them are going all-wheel drive, and that level of playfulness is a real USP, it believes.

The thing is, the company also acknowledges that its buyers are older, wiser and wealthier types moving up from the German brands. 

The Trofeo range, in particular, then, is a real niche within a niche. I picture Maserati buyers as being slightly sedate yet stylish. Fans of the nicer things in life, but not flashy, or thrashy, about the cars they drive.

And yet, unlike other Maseratis, the Trofeos are flame-spitting beasts that sound like Game of Thrones dragons. Clearly there are people who like their classy Italian saloons to be insanely fast and track ready. And hooray for them, because as weird as it seems to flog a car like this so hard, the Trofeo Ghibli was well and truly up for it.

It’s also the pick of the litter, being less SUV like than the SUV Levante, and less stupidly long and heavy than the Quattroporte. 

Its shorter wheelbase and lighter weight make it the most fun and light on its feet when being thrown around. We hit an easy 235km/h on the front straight before hurling into Turn One well north of 160km/h, and the Ghibli just held on tight before using its torque to hurl it at the next bend.

It sounds, as I’ve said, amazing, but it’s worth saying again because it’s a real Maserati (or Ferrari, really) advantage of choosing this car.

The brakes are also up to the task of repeated track-hard stops, the steering is lighter and less talkative than a Ferrari perhaps, but still excellent, and the whole Trofeo Ghibli experience is best described, on circuit, as being better than you would possibly imagine.

Out on the road, you don’t have to put up with the firm ride that pressing the Corsa button compels, and the Ghibli reverts to its smooth, cruiser persona - while still looking sporty as hell.

The only letdown is the seats, which are a little on the firm side, but everything else about the cabin is so luxe you almost forgive it. 

While this car makes no sense to me, it obviously excites enough people for Maserati to make a business case, and charge $265,000 for the Trofeo Ghibli. Good luck to them, I say.

There is no ANCAP rating for the Ghibli as it has not been tested here. 

The Trofeo Ghibli comes with six airbags, Blind Spot Detection, Forward Collision Warning Plus, Pedestrian Detection, Adaptive Cruise Control, Lane Keep Assist, Active Driver Assist and Traffic sign Recognition.

The Camaro 2SS is covered by HSV’s three-year/100,000km warranty. Servicing is recommended at nine-month/12,000km intervals, with a complimentary inspection at the end of the first month. There is no capped-price-servicing program.

Maserati offers a three-year, unlimited kilometre warranty, but you can choose to buy 12-month or two-year warranty extensions, and even a sixth or seventh-year drive-train warranty extension. 

When much, much cheaper Japanese and Korean cars are offering seven and even 10-year warranties, this is so far off the pace that such a fast vehicle should be embarrassed. And if you're buying something Italian, a better, longer warranty would seem like a must. I'd be negotiating at sale for them to throw the longer warranty offer in.

Maserati says servicing for the Ghibli has a "ball park costing of $2700.00 for the first three years of ownership" with a service schedule of every 20,000km or 12 months (whichever occurs first)

Also, "please note that the above is indicative only of the manufacturers basic routine service maintenance schedule and does not include any consumable items such as tyres, brakes etc or additional dealership charges such as environmental levies etc."