HSV lands a hefty right-hook (Camaro, that is)

Is there really anybody likely to be reading this who doesn’t know what a Camaro is? It would seem unlikely, but this one is a bit different. While the cliched yellow Bumblebee paint might lead you to believe this is just another private import (likely to be wearing Transformers badging), it most certainly isn’t – this is HSV’s ‘‘re-engineered’’ factory-backed RHD version here to take on the Ford Mustang.

BUT IT DOESN’T REALLY TAKE THE MUSTANG ON DIRECTLY, DOES IT?

That’s a big ‘‘sort of, yes, but not really’’ on that one, because while the Camaro is a direct competitor to the 339kW/556Nm Mustang in its home market – and while it largely matches it spec-for-spec here – there is that significant price difference that keeps them somewhat apart in this market.

Rather obviously that is because while the Mustang is produced in RHD from the factory, the Camaro rolls off the line as a left-hooker and is converted to RHD by HSV in Australia.

Except, whatever you do, don’t say ‘‘converted’’, because HSV prefers the term ‘‘reengineered’’ and while this may sound like a silly marketing term (although I’m just thankful they didn’t go with ‘‘transformed’’), it is actually a more accurate description of what HSV does – they have done an amazing job of switching the steering wheel to the proper side, with a process that uses factorysupplied and locally-made parts, much in the same way as it does with the Chev Silverado and sister company American Special Vehicles (all under the Walkinshaw umbrella and out of the same facility) does with the Ram 2500.

BUT IT IS DEARER, ISN’T IT?

Well, if you want to keep going on about it; yes it is. That remarkably complete reengineering job does mean that price bump over the Mustang – $24,000 to be precise.

So how would you justify that? Exclusivity is one way, as Mustangs are getting a fairly common sight on our roads, plus there is that badge allure for a dedicated Chev fan.

But the imported LHD versions do diminish that exclusivity somewhat, particularly with the lack of any visual differentiation between a LHD import and the HSV version. Some HSV badges would have been nice, but they have clearly not been allowed to do that . . .

WHAT ABOUT THE IMPORTANT STUFF – IS IT A BELLOWING MONSTER ON THE ROAD?

Oh, hell yes.

The Camaro is all about belligerent power and noise, although its menacing rumble down low is a bit more muted than the current Mustang’s. Up in the revs, however, it roars magnificently, with a savage, barrel-chested metallic bellow that is a fantastic way to make your frustration at dawdlers getting in your way on the road known to all.

The acceleration that accompanies all the noise is rather pleasingly savage as well, with a nicely compliant rear end that will happily writhe and squirm under all that power, break majestically loose or stay confidently planted, depending on how you treat the loud pedal.

But it is also rather surprisingly frugal for a big 6.2-litre V8, thanks to the cylinder deactivation that kicks in easily and often (dropping it to four cylinders when cruising, at 100kmh and even some light acceleration), meaning a week driving around town – complete with many, many utterly unnecessary, but totally hilarious full-throttle blasts away from traffic lights – and a decent 250km open road run down country saw an average consumption of 11.2L/100km, or less than HSV actually claims.

In terms of handling, the Camaro is nicely adjustable on the throttle and also boasts some brilliantly direct steering, making it surprisingly sharp and accurate through corners.

HSV is keeping its V8 flame alive with ‘‘remanufactured’’ RHD American icons like the Camaro.