Steve's Camaro Parts

Steve's Camaro Parts

Tuesday, November 18, 2014

1967 - 1969 Camaro Parts - Rally Sport Conversion Kits Available Now - Don't Miss Out - Steve's Camaro Parts - 650-873-1890

These have been on back order and are now in stock. Don't miss out. Also, check out our online store at and load the shopping cart. Call us at 800-544-4451 with the order and if it meets the above stated requirements we will ship via UPS ground to you.

67 Camaro, Rally Sport Front Conversion kit, This kit consists of the finest parts available in the marketplace today.

67 Camaro, Rally Sport Front Conversion kit

You will receive 2 completely assembled headlamp assemblies, 2 grille moldings(upper and lower), 1 grille(center), 2 fender bezels, 2 complete RS Front parking lamp assemblies, 1 RS Hood release , 1 RS lower valance, 2 RS fender adapter brackets, 2 headlamp motors(USA made), all needed disc and washers for headlight motors, 4 limit switches, 4 limit switch brackets and hardware needed for them , 1 circuit breaker, 1 relay board, 3 RS relays (pre-assembled), 1 RS headlamp harness, 1 diode harness
with this kit you convert you're STD fenders to RS with the adapter the best way if you have those hard to find good fitting GM fenders or if you need fenders that choice is below for you also

If you can't find what you are looking for call and ask for Steve.


Tags: camaro part, camaro parts, Camaro restoration parts, 69 camaro, 1969 camaro, aftermarket camero parts, chevrolet camaro, ss, z28, rs, chevrolet, restoration, 68 camaro, chevy, 67, 69, f-body, camaro, chevy camaro, chevrolet camaro, gm, z-28, 350, ls1, z/28, pace car, camaro ss, 69 camaro, first generation, copo, fbody, yenko, 67 camaro, 68 camaro, musclecar

Friday, November 7, 2014

1967 - 1969 Camaro Parts - 1967 Camaro Radio and/or Speaker Removal - Steves Camaro Parts San Bruno - 650-873-1890

Here is the procedure for Radio and/or Speaker removal on the 1967 Camaro (except when equipped with Confort-Car Air Conditioning). This is what came from the factory.

Steps 1-9 of this procedure should be followed whenever it is necessary to remove the heater or air conditioning control panel on vehicles equipped with a radio.  Once the control panel is lowered, the only additional step needed for complete removal is to disconnect the electrical connection, the vacuum hose (air conditioning control panel only) and the cables from the panel.

Radio Removal
1. Disconnect the battery ground cable.
2. Remove screws securing center floor duct to the heater distributor. Remove duct.
3. On air conditioned vehicles (except Comfort-Car) remove screw holding left air conditioning distributor plastic duct to heater distributor. Separate duct from center and right side duct. Lower left duct, with flex hose attached, to floor.
4. Remove screw securing ash tray retainer. Remove ash tray and retainer.
5. Remove radio knobs and trim plate securing nuts. Remove radio trim plate.
6. Remove the remaining screws securing face plate to dash [two of these retaining screws were removed in step 4]. Remove face plate.
7. Remove rear radio support bracket screw.
8. Remove radio retaining screws and disconnect antenna and electrical lead-ins. Remove radio.

Speaker Removal
9.  After performing steps 1-8, remove screws securing heater or air conditioning control head. Lower controls and let hang.
10. Remove screw securing speaker brace and remove speaker.
11. Reverse procedure on installation.

by Chevrolet Service News  Volume 39, February 1967, Number 2


Tags: camaro part, camaro parts, Camaro restoration parts, 69 camaro, 1969 camaro, aftermarket camero parts, chevrolet camaro, ss, z28, rs, chevrolet, restoration, 68 camaro, chevy, 67, 69, f-body, camaro, chevy camaro, chevrolet camaro, gm, z-28, 350, ls1, z/28, pace car, camaro ss, 69 camaro, first generation, copo, fbody, yenko, 67 camaro, 68 camaro, musclecar

Wednesday, November 5, 2014

1967 - 1969 Camaro Parts - 2nd Generation Camaro Parts - Steves Camaro Parts San Bruno - 650-873-1890

Did you know that Steve's Camaro offers 2nd Generation Camaro Parts (1970-1981 Chevy Camaro Parts). Thats right Steve's Camaro Parts has been serving the Camaro community since 1976 and in the parts supply business since 1981 in the same location and under the same management and they are also carrying 2nd Generation Camaro Parts. No other Camaro supplier in the business comes close to their selection. If it's new we are trying to get it!! If you want to be sure you're getting the right parts in the best available quality with service to match, give us a try, and NOW with our new online supper store you can order any way you want FAX, PHONE, ONLINE!


Tags: camaro part, camaro parts, Camaro restoration parts, 69 camaro, 1969 camaro, aftermarket camero parts, chevrolet camaro, ss, z28, rs, chevrolet, restoration, 68 camaro, chevy, 67, 69, f-body, camaro, chevy camaro, chevrolet camaro, gm, z-28, 350, ls1, z/28, pace car, camaro ss, 69 camaro, first generation, copo, fbody, yenko, 67 camaro, 68 camaro, musclecar

Monday, November 3, 2014

1967 - 1969 Camaro Parts - RARE FIND ALLOWS MICHIGAN MAN TO ‘BUILD’ 1969 COPO 9567 ZL-1 CAMARO - Steves Camaro Parts San Bruno - 650-873-1890

Al Wallace’s fascination with the legendary 1969 Chevrolet COPO 9560 ZL-1 Camaro led to the discovery of something even rarer than the car itself – one of 17 crated 9560 engines that were jettisoned after GM scrapped the project.

So, armed with actual GM specs and a head full of knowledge, the Michigan native used the all-aluminum engine – one of only seven configured for automatic transmission – to recreate an even-harder-to-find 1969 Chevrolet COPO 9567 ZL-1 Camaro prototype.

“Most people don’t really know what to make of it,” he said. “They know it’s a Camaro, but it isn’t like anything they’ve ever seen. Once they hear the story, they’re even more intrigued.”

Wallace spent years researching COPO ZL-1 Camaros, reading everything he could get his hands on, writing to anyone who might have information and interviewing those with personal knowledge of the project. ZL-1 refers to the car’s all-aluminum 427-cubic-inch Big Block engine, and COPO was an acronym for GM’s seldom-used Central Office Production Order process, which would ultimately play a critical role in the production of one version of the COPO Camaro, the 9560.

“Most Camaro fans have heard of the infamous, bare-bones COPO 9560 ZL-1 Camaro, which was a true factory race car,” Wallace said. “But few have heard of the 9567, which Chevrolet very nearly produced.”
According to Wallace, who was able to secure GM documents that he said “never should have seen the light of day,” Chevrolet executives intended for the 9567 – also known as the ZL-1 Special Camaro – to “completely dominate the street.”

It all began when racer Fred Gibb, owner of Gibb Chevrolet, and Vince Piggins, responsible for the Camaro Z/28, began to collaborate on the ZL-1 Camaro “sometime in late 1967 and early 1968.”
“Fred wanted to race a ZL-1 Camaro in the Super Stock class, but according to NHRA/AHRA rules, in order to qualify the car the factory had to produce a minimum of 50 and make them available to the public,” Wallace said. “So, Fred and Vince came up with an idea to use the Central Office Production Order process – which was normally used for special runs like fleet vehicles and taxis – to build factory race cars.”
Wallace said Gibb and Piggins generally agreed upon every aspect of the ZL-1 Camaro except its appearance. Gibb believed it should be a bare-bones race car. Piggins thought it should be more appealing to the public, with special striping and badging. “That’s where the story of the ZL-1 Camaro became two stories – the bare-bones COPO 9560 ZL-1 Camaro and the COPO 9567 ZL-1 Special Camaro,” Wallace said.

COPO vehicles were built by following an Engineering Exception Control List, a cookbook of sorts that told assembly workers what vehicle to start with, and then, with approval from engineering, which components to delete and add. Wallace said the COPO 9560 and 9567 Camaros started out as L78 (396/375 horsepower) SS cars with power front disc brakes and either a four-speed (M21 or M22) or HD Turbo 400 (M40) three-speed automatic. In addition to swapping the drivetrain for the all-aluminum Big Block 427 ZL-1 engine (not to be confused with Don Yenko’s 9561 Iron Block 427), some heavy duty parts were added like a heat-treated 12-bolt rear-end. To allow the cars to breathe easier, they were fitted with ZL2 Cowl Induction hoods, and to keep them running cool, they were equipped with HD Harrison four-core radiators.

Gibbs’ 9560s followed those specs, but Piggins’ COPO 9567 ZL-1 Special Camaros were to be painted Tuxedo Black with Special Gold Striping and given a street detuned version of the ZL-1 engine with an 11:1 compression ratio, instead of 12:1 like the COPO 9560. Piggins and his design staff hand-built two prototypes to show executives – one a four-speed, the other an automatic. Wallace obtained a pricing sheet that suggests “GM was seriously considering producing 100 of these cars,” but the 9567 would require additional lead time for art work and badging, plus more engines needed to be built.

Meanwhile, Gibbs’ version moved forward. He ordered 50 cars with the “factory installed” 9560 ZL-1 engine for his dealership. After the first two cars were delivered, other dealers caught wind of the high-powered Camaros and wanted in. So an additional 19 were produced – 69 in all. But they didn’t sell.
“The problem was, the sticker price was astronomical,” Wallace said. “Instead of spreading the (research and development) cost across the entire fleet, GM passed it on to the car itself.”

Wallace said each 1969 COPO 9560 ZL-1 Camaro carried an MSP of $7,269 – nearly triple the $2,726 base price for a V-8 Camaro. Cost of the ZL-1 9560 engine alone was nearly $4,200.
“(Gibbs) knew that it would be difficult to sell the cars at that price, so he had GM re-invoice 37 of his 50 cars to other dealerships and had his name removed from the paperwork to avoid finance charges,” Wallace said.

The public’s reaction to the 9560’s price tag likely killed Piggins’ 9567, since the proposed price tag for the COPO 9567 ZL-1 Special Camaro was an even-steeper $8,581.60 for the four-speed version and $8,676.60 for the three-speed automatic.

Wallace said he doesn’t know what happened to Piggins’ two 9567 prototypes, but he suspects that GM has them stashed away. Realizing he’d never own one – maybe never even see one – Wallace began to dream about building a replica. But he had to find an engine first; without one, nothing else mattered. Wallace said a total of 90 aluminum ZL-1 engines were built in 1969; 69 were installed in COPO 9560 cars (47 manual, 22 automatic), two in the COPO 9567 cars and two in 1969 Corvettes. That left 17 crate engines (12 manual, seven automatic).

“Finding an actual ZL-1 engine was tough,” he said. “I’d been tracking parts for nine years before I came upon this one. I’d call on one and they’d say, ‘Oh, yeah, we can get you one.’ And I’d say, ‘No, you either have one or you don’t.’ I finally found one that belonged to a racing-eccentric guy in Florida. He showed me documentation that looked legit, and I was able to verify that it was a good engine.”

Wallace already owned a solid 1969 Camaro SS that he had purchased less than two years before he found the ZL-1 engine, and he had the Engineering Exception Control List and a 1-to-1 document that allowed him to recreate the badging and stripes intended for the 9567. The recreation/restoration took less than two years, and the car made its debut in 1996.

“I try to be modest about it, but I couldn’t be more proud of it,” Wallace said. “I’ve taken it to a lot of cruises and shows. I had to make some hard decisions when I was putting it together. I didn’t want to cut any corners, but I made three exceptions: the drive shaft is made of aluminum matrix, which is 10 times stronger than steel and about one-third of the weight; I love tunes when I drive, so I have an AM-FM cassette radio in it (but I kept the factory original AM radio); and I switched from B.F. Goodrich tires to Kumho high-speed tires after I had a blowout.”

The 48-year-old Wallace, an IT project manager who formally worked on advanced weapons systems for the U.S. Air Force, has owned a number of classics. Right now he has two – the COPO and a ’69 Pontiac Grand Prix that he’s nearly finished restoring – and he doesn’t plan to part with either muscle car.
“I’m looking for a 2½-car cemetery plot,” he said. “I’m going to take them with me when I go.”

by Jeff Peek


Tags: camaro part, camaro parts, Camaro restoration parts, 69 camaro, 1969 camaro, aftermarket camero parts, chevrolet camaro, ss, z28, rs, chevrolet, restoration, 68 camaro, chevy, 67, 69, f-body, camaro, chevy camaro, chevrolet camaro, gm, z-28, 350, ls1, z/28, pace car, camaro ss, 69 camaro, first generation, copo, fbody, yenko, 67 camaro, 68 camaro, musclecar

Friday, October 31, 2014

1967 - 1969 Camaro Parts - 1967-68 L30/M20 "SS-327" Part 1 - Steves Camaro Parts San Bruno - 650-873-1890

Take a good look... Although it lacks the SS hood, you could be easily fooled by the looks and performance of this '68 L30/M20 coupe...

If you are a regular attendee of classic car cruise and show events, you may have encountered an adamant believer that some first-generation Camaro Super Sports were manufactured with the 327ci engine. While the claim of a factory SS-327 Camaro is absolutely untrue - no production Camaro SS's were ever built with engines smaller than the 350 - there are understandable reasons for the spread of such rumors, since therewas a factory 327 Camaro model with technical specifications and performance very similar to that of the SS-3501. Included with this 327 were a number of pieces of high-performance equipment that some have believed were applied only to the SS or Z28. This is a story that has been largely forgotten --- the details behind an unsung performance Camaro, the L30/M20 Camaro of 1967-68.

The 1967-682 RPO (regular production option) combination of the L30 327ci-275HP V8 engine with the M20 4-speed manual transmission created a true high-performance automobile, in part due to additional components automatically installed by the factory when the M20 was paired with the L30. The details of this package were poorly documented and essentially unadvertised; probably only the most discerning people of the era realized the implications.

The writers and editors of period car enthusiast magazines rarely delved deeper into available options than the basic promotional literature supplied by Chevrolet, and the Chevrolet marketers preferred to emphasize the SS models, or later, the Z28. Serious racers considered the SS and Z28 to be only starting points, with further modifications required to meet their needs. So it was not well-known (and still isn't3) that the L30/M20 Camaro was the only regular production Camaro outside of the SS/Z28 models to receive the heavy-duty "12-bolt" rear-end, right-side traction bar (in 67), and multi-leaf rear springs (in 68), as well as additional performance equipment otherwise exclusive to the SS or Z28 lines. The potential for model confusion is understandable since, without this knowledge, a L30/M20 could easily be mistaken for a SS-350 stripped of ornamentation (if the 327 was mistaken for a 350), or, if the 327ci engine was recognized as such, the L30/M20 could be interpreted as evidence of a factory SS-327.

The above ad ran in many major enthusiast's magazines. It depicts a 327 coupe in "SS trim" and calls it an "SS"!!! Could this have added to some of the confusion? I think so...

PO L30 "327-275" Engine. A real performer when combined with RPO M20 four speed transmission.
If there is any confusion, much of the blame can probably be assigned to the manufacturer. Chevrolet's long-term record-keeping policies have proved to be so poor (perhaps deliberately poor) that they have no permanent individual records of the vehicles produced (GM of Canada is the exception, but Canadian Camaros were a relatively small number of the total Camaro population.) Chevrolet fileshave been nearly purged of first generation Camaro engineering data; old drawing numbers are now being reused on new models with old drawing files trashed in the process. Little, if any, of the original data remains in Chevrolet files. Chevrolet has even lost the official translation and/or significance of certain of their own production codes.
An example particularly germane to the topic at hand is the 1967 "4P" Trim/Cowl Tag code. The meaning of codes can now be understood only by deduction; by acquiring data on a number of vehicles, determining the similarities and differences, and then attempting to deduce the original meaning of the code. Lacking an official Chevrolet interpretation, the 4P code was, for a long time, interpreted in aftermarket Camaro literature as unique to the SS-350. Recently however, a more complete meaning has been determined by the U.S. Camaro Club. This code is now believed to indicate a high-performance small-block V-8 application; 5 this includes not only the SS-350 but, for a short period of time, also the Z28 (until the unique "4L" code was set aside) and the L30/M20. (The extent of application of the "4P" code to 1967 L30/M20s is still being researched.)

A better understanding of the significance of the L30/M20 Camaro can be had by first briefly reviewing the specifications of its close cousin, the SS-350...
The SS-350 Camaro, a.k.a, the L48/M20:
350ci-295HP, 4-speed (base V8 price + $395.00 in 1968)
When Chevrolet introduced the all-new 1967 Camaro on September 29, 1966, the top-of-the-line Camaro Super Sport was powered only by a new high-performance 350ci-295HP small-block V8. The 350 engine (in its various forms) would prove to be the last6 and arguably most famous expansion of the overhead-valve, small-block Chevrolet engine line that began in the 1950's. The previous incarnations, the 327, 283, and 265 (in reverse chronological order) had developed a formidable reputation for dependable power.
The additional displacement of the 350 was obtained from the 327 engine block via a new crankshaft7 that increased the 3.25 inch stroke used on the 327 engine to 3.48 inches while retaining the 4.00 inch bore. This new engine debuted in the 1967 Camaro as part of RPO L48 (the Super Sport, or SS), and would not be made available to the other Chevrolet lines until the next model year. While the Camaro SS line would soon be bolstered by a series of 396ci big-block engine options that would push advertised power ratings to the 325-375HP range, the 350 engine retains a strong identity as the baseline powerplant of the original Camaro SS, the SS-350.
During the first two years of the Camaro, RPO L48 was more than just the new 350ci engine; it was a true option package that pulled together a balanced collection of performance components and added a special trim package for visual distintion8. While certain performance components (dual exhaust, for example) were also available to many non-SS models via separate RPOs, other components (like the traction bar, heavy-duty clutch, and multi-leaf springs) were restricted to Camaro models internally designated by Chevrolet as high-performance vehicles and could not be specifically ordered as a separate option9. Not counting non-functional special interior and exterior trim (SS badges, SS hood, SS paint stripe, chrome-plated engine trim, etc.), the 1967-68 RPO L48 added eight high-performance component groups to the baseline vehicle:
A heavy-duty rear-end based on a larger, 8.875 inch diameter, ring gear suitable for high-torque engines. This rear-end is commonly called the "12-bolt," after the number of bolts on the ring-gear (as well as on the cover). The standard rear-end of this era was "10-bolt" rear end with a 8.125 inch diameter ring-gear10.
Heavy-duty driveshaft universal joints, suitable for high-torque engines.
Significant suspension improvements: stiffer springs (multi-leaf rear springs in 1968) teamed with heavy-duty shocks and, with 1967 manual transmissions, a rear axle radius rod (a.k.a., traction bar).
A low-RPM, high torque, starter motor, needed for high-compression ratio engines and upgraded from the baseline starter.
A two-piece rear brake line with rear brake proportioning valve to improve pressure distribution between front and rear brakes. (1968 only. 1967 Camaros featured this only on air conditioned cars and disc brake cars. *See Illustration below.)
A dual-exhaust system with 2-1/4 inch pipes for improved power.
Wider profile 70-series tires: D70x14 in 1967 and F70x14 in 1968, as compared to the standard D78x14 tires used in both years.
Heavy-duty, larger diameter (11.0-inch) clutch, suitable for high-torque engines. (Obviously only for use with manual transmissions.)

Having reviewed the performance features of the SS-350 Camaro, let’s look at the top-of-the-line 327-powered Camaro.
The L30/M20 Camaro:
327ci-275HP, 4-speed (base V8 price + $331.00 in 1968, with N10 dual exhaust & PY5 F70x14 tires)
While the L48 package got top billing, the less-publicized optional upgrade to the base 327 engine, RPO L30, boosted performance of the base 327ci V8 from 210HP to 275HP. When the L30 engine was combined with the M20 4-speed manual transmission, and only in this case, Chevrolet considered the result to have crossed the line into high-performance territory and added to the package a number of high-performance components, including identical (or near-identical) matches to the first five of the eight SS-350 performance component categories... Similarly to the 67-68 Z28, the L30/M20 was outfitted with the smaller, 10.4-inch diameter clutch, and the larger clutch used on the L48/M20 could not be separately ordered. Though not a heavy-duty clutch in the same sense as the 11.0-inch SS clutch, with the L30/M20 combination the pressure plate on the 10.4-inch clutch was upgraded to a more durable lining. When the dual exhaust system (RPO N61 in 67; RPO N10 in 68) and wider-profile tires (such as RPO PY5 in 68) were added to the L30/M20 option, the result was a truly functional 327 equivalent of the SS-350. The L30/M20 with N10/PY5 add-ons could be had for a 1968 list price of $331.00, $64.00 less than the SS-350 L48/M20 and enough difference to pay for an additional high-performance option like positraction, with change left over. Budget-minded performance enthusiasts who were in-the-know could optimize their fun by adding additional options to the L30/M20 Camaro to meet their specific needs, rather than by selecting the SS-350.

Above.. The L30/M20 and L48 face off... So close in so many ways!!

In addition to the clutch, the other significant difference between the L48 and L30/M20 was the M20 transmission. M20 was not the name of the transmission, it was the functional designation for any standard ratio 4-speed. Unfortunately, Chevrolet yoked the L30 to the less-desirable cast-iron-bodied Saginaw 4-speed, heavier by some 14 lbs. than the Muncie aluminum-bodied 4-speed11 that was placed behind the L48. Just for the L30 application, the Saginaw 4-speed was beefed-up slightly by the substitution of heavy-duty bearings for the standard bearings in both the clutch-gear shaft bearing and rear mainshaft bearing locations.
The increased weight of the Saginaw was offset by the lower weight of the standard, and arguably better-looking, hood used on the L30/M20, as compared to the much heavier SS hood with its non-functional "window-dressing" hump and ornaments. The 1968 L30/M20 with N10 exhaust is documented12 as being a total of 29 lbs. lighter than the L48/M20, though a few pounds of this margin would be eaten away if the PY5 wide-track tires were added to the 327 powered car. While data that would allow a comparison of vertical Center of Gravity (CG) coordinates are not available at this time, the L30/M20/N10 may have enjoyed a slight handling advantage from a lowered CG due to the mass shift combination of the much lighter hood and the slightly heavier transmission.

Identifying an L30/M20:
The L30/M20 Camaro was contained, as was the 1967 Z28 (base V8 price + $663.60 including the Z28 required M21/J50/J52 options), in a package with no tell-tale external badging. To the undiscerning eye the L30/M20 is just another plain-jane Camaro. The only way to verify an original L30/M20, without the original paper documentation, is to check as many of the performance components as possible. The best-case scenario would find a suitably date-coded, matching-number, 327ci-275HP engine of the proper block casting number that is stamped with the manual transmission engine model code (MK or ML in 1967; EA in 1968). This L30 engine should be teamed to a suitably date-coded and matching number 4-speed Saginaw transmission assembled of castings with the proper numbers. If either engine or transmission have been replaced, L30/M20 verification will require checking the date-code on the 12-bolt rear end; to supplement this one should attempt to locate as many of the other performance components as possible, especially the traction bar (1967) or multi-leaf rear springs and rear brake proportioning valve (1968).
Shown below is the two-piece rear brake line with rear brake proportioning valve to improve pressure distribution between front and rear brakes. (1968 only. 1967 Camaros featured this only on air conditioned cars and disc brake cars.
If most of these components are missing (many are often missing due to modifications made over the years), including more than one of the three key drivetrain items (engine, transmission, rear-end), the claim of a real L30/M20 may be difficult to reliably establish.

If you have one of these difficult cases, contact the author for help with additional identifying features.

How Many...?
How many L30/M20s were built? While Chevrolet records document how many of each individual option was sold, we don't at this time have any record of how many option combinations like the L30/M20 were sold. However, we can make an educated guess, based on transmission usage, from the data shown in the table below13. The L30 predominately drove either the standard Saginaw 3-speed manual, the M35 PowerGlide two-speed automatic, or the "close ratio" M20 Saginaw 4-speed manual. The total number of these three transmissions sold in Camaros in model years 1967-68 was approximately 430,458. Dividing this into the number of M20s sold (Saginaw + Muncie), 80,967, gives us a rough estimate (perhaps a significant over-estimate, since we are including the Muncies in the M20 arithmetic) of the number of L30s mounted to M20 transmissions; just under 19% (18.81%). Multiplying this factor by the number of L30s sold indicates that a maximum of 8835 L30/M20 Camaros were produced for both years; less than 2% of all Camaros built in these years. Interestingly enough, production quantities this low put the rarity of the L30/M20 on a par with models like the 1967-69 SS with the L78 396ci-375HP engine (9464 built) or the 1968-69 SS with the L34 396ci-350HP engine (4597 built), and significantly more rare than most other production models, even the SS-350 or Z28. If this estimate is reasonably close, only the L89 aluminum-head 396-powered SS (583), or the various low-volume COPO models would be significantly rarer. Given the relative lack of respect that this poorly appreciated option combination has enjoyed, these thirty years later it is likely that surviving original L30/M20s are counted in the hundreds rather than the thousands14.

19671968Both Years (+1969)% Total
Total Vehicles:220,906235,147456,053100
Engines Subtotals:
L48 (350ci-295HP)29,27012,49641,766+22,3399.16
L30 (327ci-275HP)25,28721,68646,97310.30
L35 (396ci-325HP)4,00310,77314,776+67523.24
L34 (396ci-350HP)---2,5792579+20180.57
L78 (396ci-375HP)1,1384,5755713+48891.25
M20 (4-speed manual)45,80635,16180,96717.75
Std 3-speed manual48,50651,09399,59921.84
MB1 (2-speed semi-automatic)---3,0993,0990.68
M13 (special 3-speed manual)6817521,4330.31
M21 (4-speed manual)1,73311,13412,8672.82
M22 (4-speed manual)---1,2771,2770.28
M35 (PowerGlide automatic)122,727127,165249,89254.79
M40 (TurboHydraMatic automatic)1,4535,4666,9191.52
L30/M20 Estimate:4,756?4,079?8,835?1.94?

by Rich Fields.


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