Lamborghini Aventador VS Chevrolet Camaro
- Styling, so much styling
- That V12 engine, the pure speed rush of it
- The noise, absolutely bonkers
- Not being able to see anything behind you or beside you
- The price. You could have five great cars for this much
- The sheer mass, width and weight of it
- Looks like a real-life Hot Wheels
- Sounds sensational
- Fun to drive
- Boot opening is small
- Expensive compared to Mustang
- No AEB
Too fast, too loud, too crazy, too dangerous, too big. All of these are phrases a supercar lover would never think to utter when considering the sanity-defying existence of the new Lamborghini Aventador S, and yet exactly the kind of things any reasonable person might say after driving one, or even witnessing it in motion.
Too much, clearly, is never enough in La La Lambo world, and it's certainly true that if you desire a car that will puncture your eardrums while rupturing your spleen and bruising your heart, this is the perfect vehicle for you.
Five years after its launch, the Aventador has been updated and upgraded - with new rear-wheel steering, an allegedly improved gearbox, tweaked styling and a button that says EGO - and uprated, with even more power that it clearly wasn't crying out for.
We went to Phillip Island to drive it around a high-speed track covered in rain, mist and suicidal geese.
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Nobody really needs to drink beer and absolutely nobody needs to go skydiving. You don’t need tattoos nor to eat ice cream, nor put art on their walls, and absolutely nobody needs to play Stairway to Heaven, badly, on guitar. Likewise, nobody needs to buy a Chevrolet Camaro.
And there’s your answer if anybody has a go at you for arriving home in this big American muscle car, because if we only did things we needed to do, I’m pretty sure we wouldn’t be having as much fun.
The Chevrolet Camaro has been the Ford Mustang’s recurring nightmare since 1966, and this latest, sixth generation of the Chevy icon is available to continue the fight here in Australia, thanks to some re-engineering from HSV.
The SS badge is also legendary and was emblazoned on our test car, although it’s really a 2SS, and we’ll get to what that means below.
As you’re about to see, there are many good reasons to buy the Camaro SS and a few that might make you reconsider, but think about this – within the next two decades it’s entirely possible a car like the Camaro, with its 6.2-litre V8, may be banned because of emission regulations. Outlawed. You also never know how much longer HSV will continue to sell it in Australia. Maybe that’s reason enough to get one? Before it's too late.
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The Lamborghini Aventador S is a hugely unnecessary car that probably wouldn't exist at all in any sane universe. Fortunately it's from Italy instead.
While it definitely has its flaws - it's simply too big, and too fast, to drive on public roads, and it's too heavy, and mental, to be a purist's track car - there is still something strangely charming about it.
It's the ridiculous design, those super-cool doors, the outrageous and deafening noises it makes, and what it does to your internal organs when you accelerate in it.
There are better, sharper and more affordable supercars than the Aventador S, but there are none that are anything like it.
Is the Aventador S your dream supercar, or would you prefer an F12 Berlinetta? Tell us what you think in the comments below.
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.
Ford Mustang or Chevrolet Camaro? Which would you pick? Tell us what you think in the comments below.
The lovely and loquacious Italians from Lamborghini showed us a revealing little sketch at the car's launch, which looked a little bit like a bad tattoo but said a lot about their design ethos. It featured mean-looking sharks and menacing cobras morphing with an outline of the Aventador, and was meant to represent the approach to further man-ing up the looks of this S version.
The shark fins are clearly evident in the new and even bigger front splitter, the cobra must be hiding under the engine cover somewhere, while the new rear exhaust shape is apparently modelled on the Space Shuttle.
There are a few touches of the classic Countach, apparently, and plenty of "aerospace" design, which means they've tried to make it look like a fighter jet.
The overall effect is about as over the top as Lady Gaga marrying Ivanka Trump, and yet because its a Lamborghini, you find yourself loving it anyway. Absurdity is their reality. And how could you not fall for any car with those doors?
The interior is not as classy feeling as a Ferrari, but it has a certain brash, flash-cash opulence to it that makes you smile as well.
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.
Yes, the Aventador S is a car, and it will take you from Point A to Point B, although you might leave some of your life expectancy behind on every trip, but other than that, practicality is not a selling point.
It is 4.8m long, just over 2m wide and a mere 1.14m high, the giant Lambo is as thick across the hips as a Toyota LandCruiser, and as pleasant to climb in and out of as an iron lung.
It also burns slightly more fuel than a Space Shuttle launch and is virtually impossible to see out of, but owners won't care because every other car will be behind them somewhere, and they'll only be looking out for plate-glass windows to admire themselves in anyway.
There are no cupholders (although apparently you can option them) and there's virtually no room to store anything at all. None of this matters, of course, because if the people who buy an Aventador S want practicality they'll simply choose one of the other 20 cars in their personal fleet.
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.
Price and features
On the one hand, the $788,914 price for this new S version of the Aventador (the S stands for "Something that is better" according to the Italians) is problematic, and slightly ridiculous, because it seems a lot to pay for a car that would have you shot on sight on suspicion of speeding by the Victorian Police and is about as well suited to Australian conditions as an igloo.
On the other hand, which is covered in thick gold rings with a fat Rolex attached to its wrist, it makes perfect sense, because its vast and silly size perfectly complements the very nature of the car, which is perhaps the biggest 'look at me, I'm rich' statement short of sky writing your bank balance.
The sort of person who buys a car like this, rather than the cheaper, far more sensible and, frankly, enjoyable Lamborghini Huracan, actually wants to pay a lot of money, because it's part of the fun.
Sure, that price only gets you two seats but they're very sexy ones, and truly grippy to sit in, which they need to be in a g-force monster like this.
There's only one spec for an S buyer, and it includes little treats like Apple CarPlay, but if you want the telemetry system, to record your lap times, it's an optional extra, at $3400.
The one feature every owner will want to show off, though - aside from the obvious ones like the scissor doors and 'Bombs-away!' starter - is the EGO button. This is basically a fourth setting to add to the car's existing Strada (Street in Italian), Sport and Corsa (Race) options, but confusingly, because it is entirely personalisable, it actually offers another 24 settings when you press it.
Sure, it's slightly pointless, but at least it's honest, because EGO is what this car is all about.
Each of those settings also changes the Aventador S's lush and wondrous Kombi dash screens (the Lamborghini-styled version of owner Audi's Virtual Cockpit), offering race-car like giant tachometers and even a graphic that shows you which way your wheels are pointing. Not that you'll have time to look at it when exploring your car's 350km/h top speed.
You know how people talk about cars not always being a rational purchase? This is the type of vehicle they’re talking about. The Camaro 2SS lists at $86,990 and the total tested price of our car was $89,190, because it was fitted with the optional 10-speed auto for $2200.
In comparison, the V8 Ford Mustang GT with the 10-speed auto is about $66K. Why the big price difference? Well, unlike the Mustang, which is built as a right-hand-drive car in the factory for places such as Australia and the UK, the Camaro is only built as a left-hand drive. HSV puts about 100 hours into converting the Camaro from left to right-hand drive. That’s a big job and involves gutting the interior, taking out the engine, swapping the steering rack and putting it all back together again.
If you still think $89K is a lot to spend on a Camaro, then think again because the top-of-the-range hardcore race-car-for-the-road ZL1 Camaro lists for about $160K.
Those are only the two grades of Camaro in Australia – the ZL1 and 2SS. The 2SS is a higher-specified version of the 1SS sold in the US.
Standard features in the 2SS include an eight-inch screen, which uses Chevrolet’s Infotainment 3 system, a nine-speaker Bose stereo, Apple CarPlay and Android Auto, head-up display, rear-view camera and rear camera mirror, dual-zone climate control, leather seats (heated and ventilated, plus power adjustable in the front), remote start, proximity key and 20-inch alloys.
That’s a decent amount of kit and I’m particularly impressed by the head-up display, which you don’t get in the Mustang, and also with the rear-vision-mirror camera, which turns the entire mirror into an image of what’s behind the car.
Engine & trans
Let's start with the bad news, which is that the all-new seven-speed ISR (Independent Shifting Rods) gearbox that was supposed to fix the old-tech lurchiness of the Aventador's driveline is still so far off the pace of modern, dual-clutch transmissions that it's mildly embarrassing.
Change gear at speed in this vicious V12 and you're in for a kind of stop-motion, Wallace and Gromit experience. There's no doubt you can feel the aggression of the shifts, but they do remind you of a long-past time when upshifts meant a short break between rushes of acceleration, rather than the seamless shove you now get from a Ferrari (or even a Golf GTI).
Your gear changes can be so violent that they knock the breath out of you, but it could be argued that this merely suits the personality of the car, which in turn reflects the absurdity of its manic engine.
Power has, somehow, been raised by 30kW to an astronomical 544kW at a deafening and ballistic 8400rpm. Lamborghini says the new tune gives even more torque at higher revs, but its maximum figure of 690Nm is actually less than Ferrari's V8-powered 488, which has 760Nm.
The difference is turbochargers, of course, a limp-wristed affectation of a technology that Lamborghini still eschews.
They will tell you it's all about the way the car performs and accelerates, and with a 0-100km/h time of 2.9 seconds (not even a whisker faster than the standard Aventador, which shows you how difficult those times are to improve on), a 0-200km/h dash of just 8.8 seconds, and 0-300 in 24.2, it does do these things well.
What it's really about, though, is the operatic purity and visceral violence of the way the engine sounds, and with its all-new muffler and exhaust system, the S really does take big, shouty showiness to new levels.
Indeed, I would venture this is the loudest road car my ears have ever been assaulted by (a Porsche 918 is louder, but it's really a race car with a rego sticker). Under acceleration it is as eyebrow-liltingly loud as the front row of an AC/DC concert back in the 1990s, but it is the series of explosions you get on the overrun when fear pushes your foot off the throttle that are truly astounding. It sounds like someone throwing steel rubbish bins full of grenades into a cement mixer.
Crazy? Yes. Unnecessary? Yes, but it is wonderful.
It's possible that, as some of my colleagues claimed they could notice, the S is more instantly ballistic when you press the accelerator than the normal Aventador, but frankly that's like comparing being shot with different guns. Let's just say it's a hugely violent, chest-beating engine. And I love it.
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.
Yes, it sure does consume fuel. Quite a lot, with claimed figures of 26.2L/100km on the urban cycle, and a combined urban/highway figure of 16.9L/100km. Frankly, you'd be lucky if you kept it under 30.0L/100km. It's thirsty work to drive.
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.
Piloting an Aventador around city streets is a challenge, partly because it's like trying to hold a four-metre high, 400kg Rottweiler on a leash, but mainly because it's stupidly wide and you can't see anything from the driver's seat.
Lamborghini has tried to improve the experience of driving it at low speeds with a new rear-wheel steering system, that turns the rear wheels in the opposite direction to the fronts at low speeds, effectively shortening the wheelbase and making it almost liveable in car parks, but then turns them in the same direction as the fronts at higher speeds, for better turn-in and handling.
This was the first time I've ever been fortunate, or perhaps mad, enough to drive an Aventador on a race track, and a fast one at that in Phillip Island, which was covered in a fairly typical Arctic storm front, with enough standing water to attract large, suicidal geese to several corner apexes, including the one at the top of the straight, where the big Lambo was hitting 230km/h before we'd even passed the pits (it had dried out a bit, briefly, for that lap).
With open spaces in front of you, this car delivers the kind of acceleration that forces all the air out of your body, or perhaps you just forget to breathe because your brain is too busy freaking out. It's an invigorating sensation, but not without fear, a bit like jumping out of a plane, and equally addictive.
All that rocket thrust really is its party trick, though, because as mentioned the gear shifts are a bit of a shambles, and the sheer size, and 1575kg weight, of the thing makes it feel like a handful around tight corners.
It's very good around a track for what it is, but what it is is too heavy and too big for circuit driving. Again, you'd have to think a Huracan would be more fun, and would scare you less.
But then it did strike me, on my last lap, as I attempted to find some saliva in my dry mouth, that there's something wonderfully old school, and traditionally Lamborghini, about a supercar that genuinely frightens and intimidates you when you try to push it.
I can't imagine buying one myself, but I can imagine why a certain kind of enthusiast would want to.
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.
You're not getting AEB in a car like this, as the sensors would ugly up the front of the car, and there's nowhere to fit them. But you do get a 'passive pedestrian protection system', which is nice.
Some markets get a driver's knee airbag, but sadly we don't, so you have to put up with just four airbags in total, and a collapsible steering column.
The Chevrolet Camaro 2SS doesn’t have an ANCAP rating, but it’s certain that it wouldn’t achieve the maximum five stars because it doesn’t have AEB. There is forward-collision alert which warns you of an impending impact, there’s also blind-spot warning, rear cross traffic alert and eight airbags.
For child seats (and I did put my own four-year-old in the back) there are two top-tether points and two ISOFIX mounts in the second row.
There's no spare wheel here, so you’ll have to hope you’re within 80km of home or a repair shop, because that’s how far the Goodyear ‘run-flat’ tyres will get you.
The low (ish) score is for the lack of AEB. If the Mustang can be fitted with autonomous emergency braking, then the Camaro should be, too.