Chevrolet Camaro (first generation)
The first-generation Chevrolet Camaro appeared
in dealerships on September 29, 1966, for
the 1967 model year on an all brand new rear-wheel
drive GM F-body platform and would be available
as a 2-door, 2+2 seat, coupe or convertible
with a choice of six-cylinder and V8 powerplants.
The first-gen Camaro would last up through
the 1969 model year.
The Camaro's standard drivetrain was a 230 cu in
(3.8 L) straight-6 engine rated at 140 hp
(104 kW) and backed by a Saginaw three-speed
manual transmission. There were 8 (in 67),
10 (in 68), and 12 (in 69) different engines
available in 67-69 Camaros. And there were
several transmission options. A four-speed
manual was optional, replacing the base three-speed.
The two-speed "Powerglide" automatic transmission
was a popular option in 1967 and 1968 until
the three-speed "Turbo Hydra-Matic 350" automatic
became available starting in 1969. The larger
Turbo 400 three-speed automatic was an option
on SS396 cars.
There was a plethora of other options available
all three years, including three main packages:
The RS was an appearance package that included
hidden headlights, revised taillights with
back-up lights under the rear bumper, RS badging,
and exterior bright trim. It was available
on any model.
The SS performance package consisted of a
350 or 396 cu in V8 engine and chassis upgrades
for better handling and to deal with the additional
power. The SS featured non-functional air
inlets on the hood, special striping, and
SS badging.
The Z/28 performance package was designed
(with further modifications) to compete in
the SCCA Trans-Am series. It included a solid-lifter
302 V8, 4-speed transmission, power disc brakes,
and two wide stripes down the hood and decklid.
Almost all of 1967-1969 Camaros were built
in the two U.S. assembly plants: Norwood,
Ohio and Van Nuys, California. There were
also five non-U.S. Camaro assembly plants
in countries that required local assembly
and content. These plants were located in
the Philippines, Belgium, Switzerland, Venezuela,
and Peru.
1967
The 1967 Camaro shared the subframe / semi-unibody
design with the 1968 Chevy II Nova. Almost
80 factory and 40 dealer options, including
three main packages, were available.
The RS was an appearance package that included
hidden headlights, revised taillights with
back-up lights under the rear bumper, RS badging,
and exterior rocker trim.
The SS included a 350 cu in (5.7 L) V8
engine and the L35 and L78 396 cu in (6.5 L)
big-block V8's were also available. The SS
featured non-functional air inlets on the
hood, special striping, and SS badging on
the grille, front fenders, gas cap, and horn
button. It was possible to order both the
SS and RS to receive a Camaro RS/SS. In 1967,
a Camaro RS/SS convertible with a 396 engine
paced the Indianapolis 500.
The Z/28 option code was introduced in December
1966 for the 1967 model year. It was the brainchild
of Vince Piggins, who conceived offering "virtually
race-ready" Camaros for sale from any Chevrolet
dealer. This option package was not mentioned
in any sales literature, so it was unknown
to most buyers. The Z/28 option required power
front disc brakes and a close-ratio Muncie
4-speed manual transmission (posi-traction
was optional). It featured a 302 cu in (4.9 L)
small-block V-8 engine, 3" crankshaft with
4" bore, an aluminum intake manifold, and
a 4-barrel vacuum secondary Holley carburetor
of 780 cfm. The engine was designed specifically
to race in the Trans Am series (which required
engines smaller than 305 cu in (5.0 L)
and public availability of the car. Advertised
power of this engine was listed at 290 hp
(216 kW). This is an under-rated figure.
Chevrolet wanted to keep the horsepower rating
at less than 1 hp per cubic inch, for various
reasons (e.g. insurance and racing classes).
The factory rating of 290 hp occurred at
5300 rpm, while actual peak for the high-revving
302 was closer to 360 hp (268 kW) (with
the single four barrel carb) and 400 hp (298 kW)
(with optional dual-four barrel carbs) at
6800-7000 rpm. The Z/28 also came with upgraded
suspension, racing stripes on the hood and
trunk lid, '302' front fender emblems on the
67 and early 68 cars, and 'Z/28' emblems in
late 68 & 69. It was also possible to combine
the Z/28 package with the RS package.
Only 602 Z/28s were sold in 1967, along with
approximately 100 Indianapolis Pace Car replicas.
The 1967 and 1968 Z/28s did not have the cowl
induction hood, optional on the 1969 Z/28s.
The 1967 Z28 received air from an open element
air cleaner or from an optional cowl plenum
duct attached to the side of the air cleaner
that ran to the firewall and got air from
the cowl vents. 15-inch rally wheels were
included with Z/28s while all other 1967-9
Camaros had 14-inch wheels.
The origin of the Z/28 nameplate came from
the RPO codes - RPO Z28 was the code for the
Special Performance Package. RPO Z27 was for
the Super Sport package.
Cars assembled in Switzerland, at GM's local
facility in Biel, were all coupés with 
the 198 PS (146 kW; 195 hp) 4,638 cc (283 cu in)
small-block V8 - an engine which was not available
in contemporary Camaros built in the United
States. The Swiss-built Camaros were not available
with the three-speed manual and had a differential
lock and front disc brakes as standard. Some
additional safety equipment was also standard.
Production numbers:
1968
The styling of the 1968 Camaro was very similar
to the 1967 design. With the introduction
of Astro Ventilation, a fresh-air-inlet system,
the side vent windows were deleted. Side marker
lights were added on the front and rear fenders
which was a government requirement for all
68 vehicles. It also had a more pointed front
grille and divided rear taillights. The front
running lights (on non-RS models) were also
changed from circular to oval. The big block
SS models received chrome hood inserts that
imitated velocity stacks.
The shock absorber mounting was staggered
to resolve wheel hop issues and higher performance
models received multi-leaf rear springs instead
of single-leaf units. A 396 cu in (6.5 L)
350 hp (261 kW) big block engine was added
as an option for the SS, and the Z28 appeared
in Camaro brochures. The 427 cu in (7.0 l)
was not available as a Regular Production
Option (RPO). Several dealers, such as Baldwin-Motion,
Dana, and Yenko, offered the 427 as a dealer-installed
replacement for the factory-supplied 396 cid
engine.
Production numbers:
1969
The 1969 Camaro carried over the previous
year's drivetrain and major mechanical components,
but all-new sheetmetal, except the hood and
trunk lid, gave the car a substantially sportier
look. The grille was redesigned with a heavy
"V" cant and deeply inset headlights. New
door skins, rear quarter panels, and rear
valance panel also gave the car a much lower,
wider, more aggressive look. This styling
would serve for the 1969 model year only.
Collectors often debate the merits of smooth,
rounded lines of 1967 and 1968 model versus
the heavily creased and sportier looks of
the 1969.
To increase competitiveness in the SCCA Trans
Am racing series, optional four wheel disc
brakes with four-piston calipers were made
available during the year, under RPO JL8,
for US$500.30. This system used components
from the Corvette and made for a major improvement
in the braking capability and was a key to
winning the Trans Am championship. The option
was expensive and only 206 units were produced.
The Rally Sport (RS) option, RPO Z22, includes
special black painted grille with concealed
headlights and headlight washers, fender striping
(except when sport striping or Z28 Special
Performance Package is specified), simulated
rear fender louvers, front and rear wheel
opening moldings, black body sill, RS emblems
on grille, steering wheel and rear panel,
Rally Sport front fender nameplates, bright
accented taillights, back-up lights below
rear bumper; also includes bright roof drip
moldings on Sport Coupe. $131.65, 37,773 built.
This option could be added to any other option
IE- SS or Z/28, making the model an RS/SS
or a RS/Z28.
The Z28 option was still available with the
302 cid small block. It was backed by Muncie
four-speed with a new-for-69 standard Hurst
shifter and connected to a 12-bolt rear axle
with standard 3.73 gears. The 302 featured
11:1 compression, forged pistons, forged steel
crankshaft and connecting rods, solid lifter
camshaft, and Holley carburetion on a dual-plane
intake manifold. A dual four-barrel crossram
intake manifold was available as a dealer-installed
option.
The 1969 model year was exceptionally long,
extending into November 1969, due to manufacturing
problem that delayed the introduction of the
second generation model planned for 1970.
It is a popular myth late-'69 Camaros were
sold as 1970 models (due to GM publicity pictures
of the '69 Camaro labeled as a 1970), but
they were all assigned 1969 VIN codes.
Production numbers:
COPO 427s
A GM corporate edict forbade Chevrolet from
installing engines larger than 400 cu in
(6.6 l). Requests from dealers (notably Don
Yenko) who were dealer-installing 427 cu in
(7.0 l) engines in the Camaro caused Chevrolet
to use an ordering process usually used on
fleet and special orders (taxis, trucks, etc.)
to offer 427 engines in the Camaro. Two Central
Office Production Orders (COPO), numbers 9560
and 9561, were offered in the 1969 model year.
The COPO 9561 used the solid lifter L72 big-block
engine, making an underrated 425 hp (317 kW)
gross. Yenko ordered 201 of these cars to
create the now-legendary Yenko Camaro. Other
dealers also became aware of the L72 engine
package and ordered it. Around 900-1,000 Camaros
were fitted with the L72 engine option.
The COPO 9560 used an all-aluminum 427 cu in
(7.0 L) big-block called the ZL-1 and was
designed specifically for drag racing. The
package was conceived by drag racer Dick Harrell,
and ordered through Fred Gibb Chevrolet in
La Harpe, IL, with the intention of entering
NHRA Super Stock drag racing. Just 69 ZL-1
Camaros were produced, the engine alone cost
over US$4,000 — nearly twice that of a base
coupe with a V8. Though rated at 430 hp (321 kW)
gross, the ZL-1 made 376 SAE Net HP in its
"as installed" state. With exhaust changes
and some tuning, the horsepower jumped to
over 500.
The ZL1 engines were hand assembled in a process
that took 16 hours each, in a room that Corvette
Chief Engineer Zora Arkus-Duntov described
as "surgically clean". All ZL1 engines were
manufactured at the Tonawanda Assembly Plant
before being installed in Corvettes, Camaros,
or sold over the counter to racers.
First-generation engines
1967–1969 L26 230 cu in (3.8 L) I6 140 hp
(104 kW)
1967–1969 L22 250 cu in (4.1 L) I6 155 hp
(116 kW) at 4200 rpm, 235 lb·ft (319 N·m)
at 1600 rpm
1967–1969 Z28 302 cu in (4.9 L) V8 290 hp
(216 kW) (rated) 350 hp (261 kW) actual
1967–1969 LF7 327 cu in (5.4 L) V8 210 hp
(157 kW)
1967–1968: L30 327 cu in (5.4 L) V8 275 hp
(205 kW)
1969: L14 307 cu in (5.0 L) V8 200 hp
(168 kW)
1969: LM1 & L65 350 cu in (5.7 L) V8 255 hp
(190 kW) and 250 hp (186 kW)
1967–1969 L48 SS350 350 cu in (5.7 L)
V8 295 hp (220 kW) (1969 300 hp (224 kW))
at 4800 rpm, 380 lb·ft (515 N·m) at 3200
rpm
1967–1969 L35 SS396 396 cu in (6.5 L)
V8 325 hp (242 kW) at 4800 rpm, 410 lb·ft
(556 N·m) at 3200 rpm
1968–1969 L34 SS396 396 cu in (6.5 L)
V8 350 hp (261 kW) at 5200 rpm, 415 lb·ft
(563 N·m) at 3200 rpm
1967–1969 L78 SS396 396 cu in (6.5 L)
V8 375 hp (280 kW) at 5600 rpm, 415 lb·ft
(563 N·m) at 3600 rpm
1968–1969 L89 aluminum cylinder head option
for the L78 SS396/375 engine - lightened the
engine by ~100 lb (45 kg).
1969 COPO 9561/L72 427 cu in (7.0 L) V8
425 hp (317 kW) at 5600 rpm, 460 lb·ft
(624 N·m) at 4000 rpm
1969 COPO 9560/ZL1 427 cu in (7.0 L) V8
430 hp (321 kW) at 5200 rpm, 450 lb·ft
(610 N·m) at 4400 rpm
