Steve's Camaro Parts

Steve's Camaro Parts

Monday, December 31, 2012

1967 Camaro Parts - 1967 Chevrolet Camaro - The Lost Z/28 - Steves Camaro Parts San Bruno




The name Z28 started out as only a Regular Production Order (RPO) option code but has since grown into one of the most recognizable three letters in Camaro automotive history. It may just be a coincidence that the RPO code for the Camaro Super Sport (SS) package was Z27 and that RPO Z28 just followed it sequentially or maybe not. Whatever the case may be it was nothing more and nothing less than a RPO option code at first.

Some people mistakenly believed that the Z in Z28 stood for Zora Arkus-Duntov the Corvette engineer. Actually a man named Vincent W. Piggins (more on him later) had put a name on the original 283 “Z28″ prototype Camaro before he presented it at a October 1966 “show-and-tell” session with top management at the GM Proving Grounds. The name that he had chosen was Cheetah. However at the last moment Vincent took the handmade decal off the car mumbling something like, “Well, a name is a name is a name.”

“There wasn’t any suggestion of what we were going to call this car,” recalls Vincent. “When it came down to having to decide, somebody just said, `Hey, it’s option RPO Z28; let’s call it Z28!’ So the name just grew from there. The graphics people did things with the Z, and that’s how the designation stuck. The car got its name from the actual option number.”

So who is Vincent W. Piggins you ask? Well he was a veteran Chevy engineer who designed the Z28 expressly for the Trans-America sedan series races along with convincing Chevrolet/GM management to sell it to the public. In fact, without Vincent’s efforts, the Sports Car Club of America’s (SCCA) might never have continued Trans-America sedan competition at all. Had it not been for Vincent’s assurance to SCCA officials that Chevrolet would lend its support there may not have been a Trans-Am sedan series race schedule for 1967.

Vincent had been a Chevrolet engineer since 1956 and was the man behind the Hudson Hornet’s NASCAR championships in the early 1950′s. The following is his explanation of the Z28′s creation:

“After Ford released the Mustang, they had about two years on us before Chevrolet could get the Camaro into the 1967 product line. I felt in my activity, which deals with product promotion and how to get the most promotional mileage from a car from the performance standpoint, that we needed to develop a performance image for the Camaro that would be superior to the Mustang’s.

“Along comes SCCA in creating the Trans-Am sedan racing class for professional drivers in 1966, aimed at the 1967 season. I made it a point to have several discussions with SCCA officials-notably Jim Kaser, John Bishop, and Tracy Byrd-and one thing led to another. I suggested a vehicle that would fit this class and, I believe … supported by what Chevrolet might do with the Camaro … it gave them heart to push ahead and make up the rules, regulations, and so forth for the Trans-Am series. I feel this was really the creation of the Trans-Am as we know it.”

“This was “sedan racing,” mind you, and what qualified the Camaro and all ponycars as “sedans” was the fact that they had rear seats. And although Chevrolet sold only 602 Z28′s during 1967, they met the 1000 production rule by homologating the 350-cid Camaro under FIA Group I rules and then qualifying the same basic vehicle with the Z28 option under Group II.”

“Now on August 16, 1966, ” continues Piggins, “I put together a memo to my boss, W.T. Barwell, that laid out the basic idea of the Z-28, although, of course, it wasn’t called that then.

“This memo went out to engineers Alex Mair and Don McPherson, sales manager Bob Lund, Joe Pike in sale promotion, and C.C. Jakust. I said, in effect, that SCCA sedan racing was becoming increasingly popular and would blossom into even bigger things with the advent of the short-wheelbase, Mustang type pony car.

“My proposal went on that since our projected engine lineup for the 1967 Camaro had no V-8 smaller than the 327, and since we were above the 5000cc (305-cid) SCCA displacement limit for Class A sedans, we ought to take a high-performance version of the old 283 and wrap an option package around it to make it competitive within SCCA. You’ll remember that the Barracuda was running a 273 V-8 at that time, and the Mustang’s competitive engine was the 289. So our high-performance 283 would certainly have been right in there.”

The key portions of Piggins’ Aug. 17 memo said, “A new 283 high-performance engine plus other relative drive line and chassis items will provide performance and handling characteristics superior to either Mustang or Barracuda. To aid in the merchandising of this vehicle, certain other embellishments have been included to make the overall vehicle immediately identifiable and distinctive. The sales department anticipates a volume of 10,000 such vehicles could be sold in 1967.”

Piggins continues his explanation: “My initial proposal suggested we use the 283 V-8 plus the F-41 optional suspension, with heavy-duty front coils and multi-leaf rear springs. I also requested the J-52 front disc brakes with J-65 metallic linings for the rear drums, the 11-inch clutch from the 396 V-8, the close-ratio 4-speed with 2.20 low, a brand-new steering gear with a 24:1 overall ratio, Corvette 15 x 6 wheels with 7.75 tires, and a special reworked hood to provide functional air intake. There were other modifications called for as well, and 1 suggested we make the package available only in the Camaro coupe, not the convertible, and that the Z-22 Rally Sport option form part of the equipment for this car. Now not all this equipment went into the production Z-28 automobile, but those were the initial parts called for.”

Piggins got permission to have a pre-production Z-28 prototype built to these initial specifications. One of his first passengers in the as-yet-unnamed Z-28 was Chevrolet’s new general manager, Elliott M. (Pete) Estes. The ride didn’t come until just before noon. After some full-throttle acceleration runs and a few dives through a slalom course, Piggins let Estes take the wheel.

“Estes was quite impressed with the performance of this 283 engined vehicle,” recalls Piggins, “and as I explained to him what we planned to do to capture the Trans-Am championship and to produce a good performance image for the Camaro, it didn’t take much convincing for Pete to see what I was aiming toward.

“The only thing. . .” says Vincent, “while we were driving the car, I mentioned that we’d put the 283 into it because we’d built that size engine before. But I suggested when we got back to the starting pad that it might be a lot better to take the 327 block and put the 283 crank into it, giving us a 4 x 3 bore and stroke. That would put displacement at 302.4 cid, just under the SCCA’s 305 limit.” This configuration produced a high revving 302 cid small-block with a modestly rated 290 bhp (probably more like 350hp) and 290 pound-feet of torque (probably more also).

“So Pete immediately agreed, especially being an engineer and knowing the potential this car could have. Estes walked over to engineers Alex Mair and Don McPherson and said, `Let’s release this package and develop a 302 engine to go with it.’

“That was really the start of the Z28, and we proceeded to homologate that vehicle with the FIA as of Jan. 1, 1967 as a Group II car.” Even before that happened Chevrolet built a prototype 302 engined show car and displayed it for the motoring press at a special preview. This preview was held at Riverside International Raceway in California in November 1966 at the end of the ARRC events.

Chevrolet’s public relations person Walt Mackenzie set up a special track side tent at Riverside that had a technical news handout. It showed the Camaro coupe with what was called simply Regular Production Option (RPO) Z28. Magazine writers and editors from publications such as Motor Trend, Road & Track, Car & Driver, Sports Car Graphic, Hot Rod just to name a few were allowed to drive this first Z28. They all loved the car publishing rave reviews soon afterward.

What helped transport the Camaro from a wanna be to real competition for sedan sports car sales was the fact that the Camaro was successful at the track, beating the Mustang on a regular basis. Of course, the Z28 that the public could buy at their local Chevrolet dealership was not anywhere close to being the race-ready car that won SCCA championships. The race winner was, however, the basis for the cars that were made available to the public. The more racers learned about what they needed to win, the more Chevrolet was able to offer as performance parts for the Z28′s. For example, the Penske/Donohue race team was hugely responsible for bringing many heavy duty performance upgrades to dealers’ parts counters since any part that was used on the Z28′s being raced was required to be made available to the public.

One of the amazing facts of the first gen Z28 was its warranty. Chevrolet didn’t flinch and applied the same 2year/24,000-mile warranty to the Z28 automobile as a whole and its 5-year/50,000-mile warranty to the powertrain. That went beyond expectation and contrary to the practice of warranties for most high performance packages.

Posted in April 17th, 2008by Letz Roc in Z28's 1st Gen

http://www.stevescamaroparts.com


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, December 28, 2012

1967 Camaro Parts - How a 1967 Camaro Helped A Man Achieve His Dream - Steves Camaro Parts San Bruno


 
 

Overcoming  obstacles. George Washington had to do it when he became the first President of the United States. Henry Ford had to do it when he mass-produced cars for the first time. And Dave Ross had to do it when he built this amazing 1967 Chevy Camaro. 13 years ago, Dave was riding in the passenger seat of a car driven by his friend when the car was involved in a serious accident. The accident lead to some pretty bad head injuries for Dave and left him legally blind.

Despite this impairment, he overcame his major obstacle and built his dream car. Dave has always had a weak spot for both Camaros and large horsepower numbers.

He told me about a few of his previous projects; like a 2000 Chevy Camaro SS. What started out as a daily driver slowly evolved into a show car, a trailer queen, and finally a non-street-legal track monster.

Then the itch hit again. Three years ago, Dave was shopping around his hometown of Carlsbad, California for a new project. He had recently sold a few of his other rides, like a Porsche 911, when an ad for a 90% restored ’67 Camaro popped up. When he called, Dave was told it was a father-son project and everything, short of a few small odds and ends, had been restored to original condition. Briefly after taking a visit to look at the car, the Camaro came to its new home in Carlsbad. Dave’s vision for the ’67 included being stuffed full of modern technology while keeping a clean and simple look on the outside.


Take, for example, the motor. That’s not just any LS. This one is an LS3 out of a 2010 Camaro SS. The motor sports an L.G. Motorsport G6X3 cam, Comp Cams 921 dual valve springs & pushrods in the heads, and a Katech single roller timing chain to keep things in order.  The Xcelsior Motorsports ported LS3 throttle body and intake manifold pull in the massive amounts of air to keep this beast running, while the chrome Street & Performance intake tube keeps the air cool. The transmission paired up to the LS3 is a GM6L80 6 speed automatic taken from a 2010 Camaro. Just like the engine, the tranny has been beefed up to Corvette specs with an L.G. Motorsports 2800 stall, custom tuned shift-points, and a slick Cadillac CTS-V shifter.

With all this power being made, Dave wanted to make sure it stops just as fast as it goes. This brought about the front & rear brakes being replaced with a complete C5 Corvette swap with PowerSlot cryo-treated and slotted rotors. Even the interior wasn’t left untouched. The stock seats have been replaced with Corbeau TRS seats fully wrapped in black leather with black Corbeau 4 point harnesses. The gauges in the dash have been changed out with Dakota Digital VHX gauges with blue LED backlighting. Even the dome light has made its’ way into the 21stcentury with an LED light for a brighter view.

Dave replied “Not enough. It might see the roads about once or twice a month. If I could drive it like I really want to, it would be on the road almost every day.” It took 3 years to get the Camaro to where it is today; but without the support of his wife Roche and the help of his lead mechanic and good friend Justin Beckley, it would still be just a dream. This build proves that with time and patience, all obstacles can be beaten.


 source: http://www.streetlegaltv.com/news/how-a-1967-camaro-helped-a-man-achieve-his-dream/
by Jon Norton


http://www.stevescamaroparts.com


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

Thursday, December 27, 2012

1967 Camaro Parts - 1967 Chevy Camaro - A Christmas Story - Steves Camaro Parts San Bruno


1967 Chevy Camaro Front Bumper


Over the years, we all receive many less-than-memorable gifts. They end up in a closet or buried in the basement and soon we forget all about them. But every once in a while, there's that one gift that stands out among the rest-something truly special. Bob Bertelsen's '67 Camaro has come a long way since rolling off the assembly line in 1966. It was then that this convertible became part of his family , and eventually Bob's pride and joy.

In 1966, Bob's father bought his wife a very special Christmas present-this then-new '67 Camaro convertible would be her first new car . When it came time for Bob and his sister to get behind the wheel, the convertible was theirs to learn on until it was parked in 1978. Bob's father had every intention of restoring the Camaro once he retired, but after being untouched for 13 years, the F-body would be a Christmas gift once again. With the torch now passed from father to son, Bob decided it was time to breathe some new life into this family heirloom.

The first round of resto found Bob's ragtop sporting all new GM sheetmetal. Dressed in stock trim, the Camaro netted some trophies at a few local shows before being parked once again in 1996. Fast-forward 10 years: A road trip sparked a renewed interest for Bob, and his '67 was once again brought to the forefront. "I originally thought I would just freshen up the car  with new paint, a couple of suspension upgrades, and an overdrive transmission," Bob says. "Then I thought I needed to exceed my last Camaro, which won national awards. I couldn't go backwards."
1967 Chevy Camaro Steering Wheel

The revamping started with the exterior and the ponycar was quickly mounted on a rotisserie. With the help of his friend Tom McKenzie, Bob media blasted the bottom side of the car and began fabricating and test fitting the new wheel tubs, subframe and frame connectors, along with the new custom tailpanel. The front and rear bumpers were cut and narrowed to provide a better fit before the boltholes were filled for a smooth appearance, and once the fabrication was complete, the bumpers were sent out for chrome plating. The factory door handles gave way to new units normally found on the Buick Lacrosse, and the emblem and molding holes were filled completing the metal work.

With the sheetmetal having been replaced in 1992, bodywork was kept to a minimum and Bob laid down the Sherwin Williams primer in preparation for the new silver hue that was soon to come. With the help of Rick DeSalvo, the body was blocked, leaving every panel straight and ready for color. With basecoat and clearcoat now covering the car, Bob and Rick finish-sanded and buffed the body, bringing out a mirror-like finish.
1967 Chevy Camaro Supercharger

Now that the body was in line, Bob shifted his attention to the suspension. The front and rear subframes from Chris Alston's Chassis Works were prepped and treated to charcoal powdercoat, custom made at A Plus Powder Coaters to match the stripe on the hood. With the powdercoat complete, and the subframes back in the car, Bob started assembling the rest of the Chris Alston's suspension and air ride system from Air Ride Technologies. The Air Ride Shockwave system cushions the front and rear suspension and gives this Camaro the sleek, low look Bob was after.

Wilwood six-piston brakes reside up front, while its four-piston counterparts sit in the rear. The beefy binders lay-in-wait just in case Bob needs to bring the good times to a timely halt. As soon as Bob decided Trial wheels from I Forge wrapped in BFGoodrich rubber would be this Camaro's new shoes, Tom went to work narrowing and mounting the Fab-9 rearend housing from Chris Alston's Chassis Works completing the rear suspension.

With the drivetrain now at the forefront of the build, Bob turned to Schafiroff Race Engines to handle the task of making power. The Little M Dart block is the base for 406ci of Chevy power. An Eagle 4340 forged steel crankshaft uses Eagle H-beam rods to move the forged Mahle pistons producing 10.3:1 compression under the Canfield cylinder heads. A Comp Cams camshaft manipulates the valves inside the heads allowing the air/fuel mixture and exhaust in and out. Induction is handled by an 800-cfm Edelbrock carburetor, which sits on top of an Edelbrock Performer RPM intake manifold. Exhaust gasses escape through a set of long-tube headers and full custom exhaust with 40-series Flowmaster mufflers.
1967 Chevy Camaro Tail Lights

Power is transferred through a 2,400-stall speed TCI converter to a TCI 4L60E four-speed automatic transmission while Moser axles and 3.55 rear-end gears handle the duty of getting power to the hides out back. A TCI Outlaw shifter sits in the console while a Twist Machine paddle-shifter assembly handles the task of controlling the ups and downs of the gearbox.

As the project was seemingly coming to a close, one area was still left unattended. The interior needed to be customized in a way that reflected the overall attitude this '67 now emits. For this, Krist Kustom Interiors of Fort Wayne, Indiana, was called into action. Optimum leather from Sherwin Williams wraps the seats, door panels, and custom center console, and Auto  Meter gauges help Bob keep an eye on everything happening under the hood. A Kenwood CD/DVD player provides a little extra entertainment for the other passengers

Nine months of custom work was well worth it. Bob's dream car has gone from a drawing to reality, and it all started with a Christmas gift.
source: http://www.superchevy.com/features/camaro/sucp_0906_1967_chevy_camaro/viewall.html
By Pete Epple, Photography by 


http://www.stevescamaroparts.com

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, December 26, 2012

1967 Camaro Parts - #17 of 25 Camaro Z/28 Pre-Production Gulf Oil/SCCA Race - Steves Camaro Parts San Bruno







302 cubic inch pre-production V8 that’s equipped with a 1968-spec cross ram induction system and a whole roster of authentic ancillary equipment

Modified suspension that’s equipped with both manual steering and power four wheel disc brakes

Number 17 of 25 pre-production SCCA Trans Am Z-28s which were sold to well-known drivers and dealers

Authenticated by both Camaro expert Jerry MacNeish and Watkins Glen Walk of Fame driver Gary Morgan

Muncie M22 ‘Rock Crusher’ 4-speed transmission

15 inch magnesium Torq Thrust D wheels

Driven to 11 victories, two second place finishes, one A-Sedan championship, one regional fourth place and two back-to-back Watkins Glen speed records

12 bolt Posi-traction rear end

Correct Bolero Red exterior paint that’s accented with Ermine White rally stripes and a 1968-spec logo and decal package

Featured in three Gulf advertisements which aired during both the 1968 presidential debate and the 1969 Apollo 11 moon landing

For many Camaro enthusiasts the pinnacle of their favorite car’s 45 year legacy is its original mission to dominate SCCA’s fabled Trans Am series. Never have the worlds of automotive production and automotive motorsports been so closely linked; and the idea that an eager gearhead could walk into their local Chevy dealership, check the options sheet for a Z/28 Camaro, and build it into a race winning super car via factory supplied parts is better than fantasy! Unfortunately, Chevrolet’s official SCCA program was short lived, the purity of the original Camaro Z/28 was even shorter lived and, thanks to the high attrition rate of track cars, today’s enthusiasts usually take solace in aging photos and well-done replicas. But every once in a while the planets align and fortune smiles as an unassuming member of their fraternity stumbles upon a jewel like this fully documented Watkins Glen record holder. One of the first 25 pre-production Z-28s built specifically for tearing up America’s road courses, this old school Trans Am winner is a one-of-a-kind show car that was driven to fame by SCCA legend Gary Morgan. Today with an extensive race record, a storied history and major car show awards under its belt, this Camaro is the perfect investment for any collector who likes to win big and make history!

In March of 1964, Ford took young buyers by storm with the introduction of America’s first pony car. It wasn’t long before rival Chevrolet realized the breadth of Dearborn’s newest star and planned a suitable competitor codenamed ‘Panther’. Even with a rush to market, the leadership at GM knew the Panther project would take at least two years to fully develop; and subsequently, Ford would have a major head start defining what was quickly becoming the country’s hottest segment. So, Chevrolet brass decided the only way to truly establish the Panther as a better alternative to the Mustang would mean proving its superior performance ability. SCCA’s new-for-1966 Trans Am series seemed a logical test bed, and F-body engineers started lobbying the agency to continue its faltering sedan class to showcase the newly christened Camaro’s prowess. However, SCCA refused to commit to another season until GM assured full factory support, and Chevrolet’s Project Cheetah racing program was officially kicked into gear. By mid-1966, a simplified version of the Cheetah package was in the hands of both GM executives and car enthusiast publications. In early 1967 the first 25 RPO Z-28 Camaros, all bound for SCCA competition, were delivered to Chevrolet’s top dealers and a few well-known drivers. And in 1968 and 1969 Chevrolet won back to back Trans Am championships officially establishing the Camaro as a serious competitor to the once untouchable Mustang.

Ordered by Heinrich Chevy-Land in Rochester, New York, and driven by Watkins Glen Walk of Fame inductee Gary Morgan, this 1967 Camaro is the 17th pre-production Z-28 built to kick off Chevrolet’s official SCCA Trans Am racing program. During its three years with Morgan at the wheel, the car set both 1967 and 1968 Watkins Glen speed records, collected 11 victories and two second place finishes, claimed an SCCA Area 11 A-Sedan championship, and was bestowed with 4th place honors in the Finger Lakes Region SCCA Northeast Division. As is often the case with successful motorsports campaigns, major publicity lead to major sponsorship and this historic F1 eventually headlined a trio of TV commercials which aired during both the 1968 presidential debate and the 1969 Apollo 11 moon landing. Today, authenticated by both Gary Morgan and well-known Camaro authority Jerry MacNeish, it’s a 100% correct restoration of a racing icon that is believed to be the only complete, pre-production SCCA Z-28 ever publicly displayed.

After racing under various drivers and getting lost in the sands of time for almost 20 years, this one-of-a-kind Camaro was found wearing 95% of its original paint and one repaired quarter panel. The car’s new owner, initially looking for a clean Z/28 to restore as a semi-daily driver, recognized its “4P” branded cowl tag as something special and eventually executed a high quality frame-off restoration which accurately recreated a 1968-spec appearance. A smooth coat of correct GM code R Bolero Red lies between slightly flared fenders, Ermine White rally stripes and a full outfit of era-correct logos and decals. At the front of the car, a bright “Chevrolet Camaro” header emblem shines above a standard Camaro grille, aluminum headlight and parking light fillers, mesh valence inserts, and a 1968-spec D80 front spoiler. At the top of the car, a flat F1 Camaro hood rides below tight pins and like-new glass which is framed by spotless stainless trim, cleared by satin finish wipers and secured by small aluminum tabs. Form comes courtesy of painted drip rails and chrome “Camaro” fender emblems which have been strategically incorporated into large Gulf logos. Function is provided by bright trimmed vent windows, correct chrome mirrors and obligatory factory door handles. And at the back of the car, stainless trimmed back glass props full-length braces above a polished fuel filler, tight decklid pins, a 1968-spec trunk spoiler, pristine Camaro tail lights and an aluminum block off plate for the car’s factory fuel cap.

When GM planned the Camaro line they decided Chevrolet’s reliable small block 350 would be the perfect base engine. Unfortunately, SCCA’s Trans Am class imposed a 305 cubic inch displacement cap and Chevy’s engineers had to quickly create a suitable powerplant to coincide with the car’s launch. Their solution was to build a track-ready option package around a tweaked version of the brand’s tried and true Turbo-Fire 327. And the result is this 302 cubic inch mill which, in addition to being original to the car, is thought to be the last prototype 302 in existence and the only prototype 302 ever displayed to the public. Naturally, this legendary flag chaser is equipped with some of the best performance equipment GM ever developed; and throughout its three years of factory racing, ran the gamut of horsepower numbers from 290 for street use and insurance semantics to 400 at its inaugural race and somewhere north of 465 when equipped as it sits today. At the top of the block a rare cowl plenum induction system forces wind through two correct Holley list 4295 4-barrel carburetors and an early, 1968-spec Winter cross ram intake. At the sides of the block, correct double hump heads hang bright, stamped Chevrolet valve covers above an authentic set of Stahl headers. At the back of the block, a familiar points distributor sends power through fresh AC Delco Premium plug wires. And at the front of the block, new V-belts center a massive pulley fan between a deep shroud, a correct radiator, reproduction GM hoses and authentic tower clamps. Aesthetically, this F1 trophy winner’s fully restored bay is top notch in every way from its Gary Morgan autograph and correct Delco Moraine brake booster to its dual remote oil filters and track-ready coolant catch tank. And the engine’s vivid Chevy Orange paint contrasts beautifully against straight, satin black fenders and a super clean firewall.

In addition to a cowl plenum fed small block V8 and ill-fated Z-22 Rally Sport appearance enhancements, the initial proposal for RPO Z-28 included Chevrolet’s optional F41 suspension, familiar J52 front disc brakes, heavy duty J65 metallic rear drum linings, a close ratio Muncie 4-speed with an 11 inch clutch from the division’s 396 cars, and 15 inch Corvette wheels with wider 7.75 tires. And while the bottom of this racer has been modified to better fulfill its team’s mission of dominating the Glen, it still closely resembles an F1 Camaro with factory fresh underpinnings. The hot small block’s power flows through a tough M22 Muncie 4-speed transmission to a correct 12 bolt Posi-traction rear end. Turns come courtesy of a track tuned double A-arm front and rear leaf suspension which combines large diameter power disc brakes with a thick front sway bar, upfitted traction bars, an upfitted panhard bar and tight manual steering to provide stellar driving dynamics. And a thrill inducing soundtrack roars through mandrel bent side pipes that are bolted directly to the car’s authentic Stahl headers. All this expertly restored muscle rolls on an era correct set of 15 inch Torq Thrust D magnesium wheels which are fitted with 6.00-15 front and 7.00-15 rear 1968-spec Goodyear tires. And since no wholesale replacement of the floors was needed, they were appropriately restored, finished in a smooth coat of GM satin black paint and accented with both stainless hardware and braided hoses.

By now, you’ve undoubtedly looked at the pictures of this Z-28’s sparse and well-used interior and put to rest any creeping thoughts that it isn’t a pure-bred race car. A complete roll cage wraps around a tight fitting race bucket which is equipped with both a four point RJS racing harness and a rare bowtie headrest. To the right of that bucket, you’ll notice a small fire extinguisher, an oil accumulator for the wet sump oil system and a tough and durable Hurst T-handle shifter. At the front of the car, a correct heater and radio delete dash hangs a second Gary Morgan autograph between simple aluminum filler panels. At the sides of the car, restoration-fresh door panels and window hardware serve as the only blatant aesthetic modification from the Watkins Glen glory days. In front of the driver, a Kirkey-padded steering wheel spins around a simple instrument panel which centers an Auto Meter tachometer between a full set of Stewart Warner accessory gauges, a full set of chrome accessory switches and an Auto Meter Pro-Lite. And behind the cockpit, the car’s would-be trunk houses a fresh stainless fuel cell, a high performance Holley electronic fuel pump and a new battery.

Naturally this killer Camaro, which is sold on a bill of sale held here at RK Motors Charlotte, comes with a stack documentation that includes: a binder full of historic clippings, vintage photos and official judging sheets, letters of authentication from both Gary Morgan and Jerry MacNeish, modern photos of Gary Morgan signing the car’s dash and air cleaner, a copy of Gary Morgan’s official race record, a list of previous owners, copies of both the car’s feature in Super Chevy and Chevy High Performance, and three DVDs of vintage race footage.

As a rare and significant piece of automotive history, this storied SCCA racer has racked up many awards including:

The Illinois Camaro Club 1992 Best of Show

The U.S. Camaro Club Gold Award of Excellence (979 out of 1000 points)


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, December 19, 2012

1967 - 1969 Camaro - The Torque Converter in Automatic Transmissions - Steves Camaro Parts San Bruno



The Torque Converter in Automatic Transmissions.



Understanding Torque Converters


By Aaron Gold
Torque Converter Cutaway 1 - Click on the Image to EnlargeThe torque converter is one of the most misunderstood – or, perhaps, non-understood – parts of the powertrain. Torque converters are sealed units; their innards rarely see the light of day, and when they do, they're still pretty hard to figure out! This article will take you on a guided tour of the torque converter from front to back (well, technically, we'll go back to front), and help you to understand how the parts work together.

Let's start with a little theory. The torque converter in an automatic transmission serves the same purpose as the clutch in a manual transmission. The engine needs to be connected to the rear wheels so the vehicle will move, and disconnected so the engine can continue to run when the vehicle is stopped. One way to do this is to use a device that physically connects and disconnects the engine and the transmission – a clutch. Another method is to use some type of fluid coupling, such as a torque converter.
 
Imagine you have two fans facing each other. Turn one fan on, and it will blow air over the blades of the second fan, causing it to spin. But if you hold the second fan still, the first fan will keep right on spinning.
That's exactly how a torque converter works. One "fan," called the impeller, is connected to the engine (together with the front cover, it forms the outer shell of the converter). The other fan, the turbine, is connected to the transmission input shaft. Unless the transmission is in neutral or park, any motion of the turbine will move the vehicle.

Torque Converter Cutaway 2 - Click on the Image to Enlarge
 
Instead of using air, the torque converter uses a liquid medium, which cannot be compressed – oil, otherwise known as transmission fluid. The spinning impeller pushes the oil against the turbine, causing it to spin. But if the turbine is held still (the car is stopped with the brakes applied) the impeller can keep right on spinning. 

Release the brakes, and the turbine is free to turn. Step on the accelerator and the impeller will spin faster, pushing more oil against the blades of the turbine and making it spin faster.
Once the oil has been pushed against the turbine blades, it needs to get back to the impeller so it can be used again. (Unlike our fan analogy, where we have a room full of air, the transmission is a sealed vessel that only holds so much oil.) That's where the stator comes in.
The stator is a small finned wheel that sits between the impeller and the turbine. The stator is not attached to either the turbine or the impeller – it freewheels, but only in the same direction as the other parts of the converter (a one-way clutch ensures that it can only spin in one direction). When the impeller spins, the moving oil pushes against the fins of the stator. 

The one-way clutch keeps the stator still, and the fins redirect the oil back to the impeller. As the turbine speeds up, oil begins to flow back to the impeller on its own (a combination of the turbine's design and centrifugal force). The oil now pushes on the back side of the stator's fins, and the one-way clutch allows it to spin. It's job now done, the stator spins freely and doesn't affect oil flow.
Because there is no direct connection in the torque converter, the impeller will always spin faster than the turbine – a factor known as "slippage." Slippage needs to be controlled, otherwise the vehicle might never move. That's where the stall speed comes in. Let's say a torque converter has a stall speed of 2,500 RPM. 

If the vehicle isn't moving by the time the engine (and therefore the impeller) reaches 2,500 RPM, one of two things will happen: either the vehicle will start to move, or the engine RPM will stop increasing. (If the vehicle won't move by the time the converter reaches the stall speed, either it's overloaded or the driver is holding it with the brakes.)
The stall speed is a key factor, because it determines how and when power will be delivered to the transmission under all conditions. Drag racing engines produce power at high RPM, so drag racers will often use a converter with a high stall speed, which will slip until the engine is producing maximum power. 

Diesel trucks put out most of their power at low RPM, so a torque converter with a low stall speed is the best way to get moving with a heavy load.
And now we get to one of the best-kept performance secrets: by altering the design of the torque converter, it is possible to tune the stall speed to match an engine's power curve.
 
Torque converter slippage is important during acceleration, but it becomes a liability once the vehicle reaches cruising speed. That's why virtually all modern torque converters use a lock-up clutch.
The purpose of the lockup clutch is to directly connect the engine and the transmission once slippage is no longer needed. When the lockup clutch is engaged, a plate attached to the turbine is hydraulically pushed up against the front cover (which, you will recall, is connected to the impeller), creating a solid connection between the engine and transmission. 
 


Having the engine and transmission directly connected lowers the engine speed for a given vehicle speed, which increases fuel economy.
 
If a vehicle has a heavy enough load, its possible for the lockup clutch to slip, which can cause excessive heat and wear. How can the clutch be prevented from slipping? Since the converter clutch is held in place by oil pressure, its possible to increase the pressure for a firmer lock, though too much pressure can d amage the transmission's oil seals. Another way is to use a multi-element clutch, which sandwiches an additional layer of friction material between the clutch plate and the front cover. A third method is to use better material on the clutch face a fourth is to increase the clutch surface.
 
What other ways are there to improve a torque converter? We've already discussed the use of a tuned stall speed and a more durable lockup clutch. Another area that can be improved is the front cover, which is the side of the converter that faces (and is attached to) the engine's flywheel or flexplate.
 
Since the front cover connects directly to the engine, it is subject to incredible amounts of stress. Many stock torque converters use a stamped steel front cover because they cost less, but under high power loads they can bend or deform. The solution is to use a billet front cover.
 
Technically speaking, a billet part is something that is machined from a solid chunk of material. Some torque converter manufacturers use a solid disc and weld it to the sidewall, while others simply weld a reinforcement ring into the stock stamped-steel cover. This compromises the cover's strength and can cause it to warp under load. The strongest covers are precision-machined from a single piece of forged steel, which is then welded to the impeller to form the outer shell.
 
So as you can see, the torque converter isn't just a "little black box." It's a complex device that, if properly tuned, can have a tremendous impact on your vehicle's performance, economy and durability, and turn your automatic from a "slushbox" into a powerhouse!
 

Understanding Stall Speed

Let's start by illustrating how the stall speed works. Even under light loads, a vehicle with an automatic transmission will start moving as soon as you take your foot off the brake. The stall speed comes into play under all load conditions. When we talk about stall speed, we're referring to engine RPM. If the vehicle isn't moving by the time the impeller reaches the stall speed, either it will start to move, or the engine RPM will no longer increase. In other words, stall speed is the engine RPM at which the torque converter transfers the power of the engine to the transmission.
In the real world, the torque converter's stall speed roughly equates to the clutch engagement point on a manual transmission. Let's say you're driving your stick-shift car around town. Normally, you'd give the car a little gas and ease off the clutch pedal gently enough to get a smooth start. Likewise, under most driving conditions the torque converter will start delivering power to the transmission at relatively low engine RPM.
 
Now, let's say you need lots of power, either to make a fast getaway or to start with a heavy load. You'd rev the engine up to a point where it delivers more power before letting up on the clutch pedal. It's under those same circumstances that the stall speed becomes important. The torque converter will allow the engine to build RPM without turning the output shaft (the turbine) until the stall speed is reached.
 
Let's go inside a high-stall torque converter under heavy load. The impeller (input side) of the torque converter is spinning quickly, while the turbine (output side) is spinning slowly or not at all. The motion energy of the impeller is being converted into heat energy, most of which is passed on to the transmission fluid. The higher the stall speed, the more heat will be generated. Heat is the enemy of a transmission. You want to keep the fluid temperature as low as possible. With a lower stall speed, less time elapses before the motion energy of the impeller is converted to motion energy to drive the turbine, so the transmission runs cooler and lives longer. If you have a high stall converter in your car, always use a good transmission fluid radiator or heat exchange, for your transmission to live longer
 
What many people don't know is that the torque converter is a tunable device. Stall speed is determined by several factors, including the distance between the impeller and the turbine and the design of the stator. By properly modifying the converter's internal components, it's possible to alter the stall speed and create a torque converter that is tuned for a particular engine.

Source: Aaron Gold
 
source: http://www.firstgencamaro.com/torqueconverter.html


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Friday, December 14, 2012

1967 -1969 Camaro Parts - The original Muscle Missile - 1969 ZL1 Camaro - Steves Camaro Parts San Bruno


The Legend of the Camaro ZL1

The ZL1 Camaro is likely the most legendary vehicle in a long and storied history of Chevrolet muscle cars. Although only 69 ZL1s slipped out GM's doors, the ones that did were the fastest cars GM would sell for decades to come. The name of the all-aluminum 427 V8 became synonymous with what remains one of the most potent Camaros to ever leave the factory.

The ZL1 Engine was never intended to be put into a street legal production car. Chevrolet had developed the engine primarily for Can-Am racing and other track use under the hood of a Corvette. Featuring aluminum heads used on the also potent L88 iron block 427, the ZL1 also featured an entirely aluminum casting of the 427 engine block. The combination resulted in an engine that was rated at 435hp and weighed about the same as a small block 327.

General consensus among those knowledgeable about ZL1s is that the engines actually produced in excess of 500hp. The engine could easily propel the Camaro in "stock" form to low 13 second ¼ miles. With minor modifications the cars were able to run deep into the 11s. In a time when muscle reigned supreme these kinds of numbers were unheard of.
The Legend of the Camaro ZL1

The ZL1 Camaro came into existence through an exploitation of a Chevrolet factory process. The Central Office Production Order, known as COPO for short was a process that allowed vehicles to be specially ordered from the factory. The original intent was for specialty commercial vehicles, such as taxicabs or possibly trucks, although the process remains best known for the rare and special muscle cars it allowed Chevrolet dealers to produce.

Fred Gibb owned Gibb Chevrolet and was one of the dealers who were well versed in using COPO to produce rare muscle cars. Gibb Chevrolet was well known as a high performance Chevrolet dealership before Fred Gibb even conceived the Camaro ZL1. Dick Harrell, a longtime Chevrolet drag racer, had already been tuning COPO cars that Gibbs ordered for several years. The drag racer, who was already familiar with the ZL1 engine, had a hand in encouraging Fred Gibb to pitch manufacturing ZL1 Camaros to Chevrolet. Both men believed the ZL1 engine in a Camaro would prove dominant on the street and more importantly on the track for the 1969 NHRA season.

With this in mind Fred Gibb contacted Vince Piggins, who was the head of product performance for Chevrolet engineering, in the late summer of 1968. Piggins was the man with final approval over what could be ordered through the COPO system. ZL1 Camaro production would be approved, Piggins told Gibb, as long as the dealer placed an order for at least 50. Gibb said yes, Piggins approved the COPO 9560 package, and the stage was set for the production of one of the most serious Camaros Chevrolet ever built.
The Legend of the Camaro ZL1

When the first two Dusk Blue 1969 ZL1 Camaros arrived at Gibb Chevrolet in La Harpe, Illinois neither of the cars would start due to the cold weather. That wasn't close to the worst of it for Gibb though. The sticker price on both cars, which has been previously unknown to the dealer, was over $7200. The price was significantly more than what a comparable iron blocked 427 COPO car cost. Not surprisingly, selling the expensive ZL1 turned out to be fairly sizable task.

Although 50 of the first 52 ZL1 Camaros made were shipped to Gibb Chevrolet, the dealer was ultimately only able to sell 13, with the rest being returned to Chevrolet or exchanged with other dealers. After being prepped by Gibb Chevrolet, the ZL1s were tuned by Dick Harrell. The dealership sold their last ZL1 in 1972, although it was actually repossessed and returned to them a year later. Some of the other dealerships who ended up with the now legendary cars pulled the ZL1s and replaced them with less expensive engines in order to sell the cars.

In the end, a total of 69 ZL1 Camaros were built. Even though the cars were barely street cars, they were supported by a 5 year/50,000 mile warranty. Chevrolet actually considered a regular production option ZL1 at one point in 1969 but wisely decided it was not a good idea. The ZL1 engine was also put under the hood of two Corvettes before leaving the factory. Although the cars didn't sell well when new, they certainly do now.

The low production numbers combined with the high performance potential make the ZL1 Camaro on of the most sought after rare muscle cars ever made. Before the collector car market burst, it was thought the ZL1 would be the first Camaro to sell for a million dollars. The Grey ZL1 seen at the top of the page sold for $486,000 in 2006 and you can see the sale of Reggie Jackson's green ZL1 post market implosion in the video above.

Taking into account the ZL1's reputation for being one of the fastest and most collectible Camaros ever made, it isn't hard to see why Chevrolet opted to bypass the Z28 name (for now) and name their new car the ZL1. Giving a production vehicle the name of what has until now been a Camaro legend for not only being the most powerful ever, but also for such a limited run, doesn't exactly sit right with us but it doesn't make the 2012 Camaro ZL1 any less cool. For now at least, the legendary 1969 will remain the first thing that comes to mind at the mention of the term ZL1.

(Photo Credits: Barrett-Jackson and Hemmings)
source: http://jalopnik.com/5759179/the-legend-of-the-zl1
by Tom Joslin



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Thursday, December 13, 2012

Steves Camaro Parts - Buyer's Guide: 1967-1969 Chevrolet Camaro - San Bruno


1967 1969 Chevrolet Camaro Side View


Anyone who's ever owned a 1967-1969 Camaro will smile when telling you stories about his car--and a look of wistful regret comes over his face when he explains why he had to sell it. For many, the Camaro is the one that got away. Not only was the body style unique, but it came to market with something for everyone: value-minded sixes, mid-level V-8s, and knock-your-socks-off, take-'em-to-the-track small- and big-blocks. This is a big reason why Camaros are now so highly sought and why the legend continues to grow. The first generation was produced through November 1969; the last year of this body style was prolonged because Fisher Body had difficulty perfecting the deep-draw quarter-panel dies of the 1970 model. At the time, this gave GM higher-ups major headaches, but today it means there are more first-gen Camaros than there should've been and more cars for collectors to choose from. First on sale in September 1966, the Camaro was Chevrolet's response to the Mustang and looked unlike anything else on the road. Some of its platform was shared with the upcoming 1968 Chevy II, and the frame structure was a "semi-unitized" design: A front steel subframe assembly was the basis for engine, transmission, front suspension, and steering components; and from the cabin back, it was a unibody structure. While the unibody portion made the F-car lightweight and less expensive to produce, it caused the cabin to suffer from squeaks and vibrations, and inferior metallurgy and metal-prep made the body prone to rust. 

 Base models are referred to as the sport coupe or convertible. The next level up, the Super Sport, includes bigger base and optional engines, a different hood, badges, and slight suspension differences. There also is the Rally Sport trim level, which could be combined with the base models or the SS. Rally Sports feature a different grille with swing-away headlight doors (these have had their share of problems) and other exterior styling cues. The Z/28 was built to race. The engine just squeaked in under the Sports Car Club of America's 5.0-liter displacement limit, making it eligible for Trans-Am racing. Along with the 302 and four-speed manual transmission, it received heavy-duty front and rear suspension and a special exhaust--and came only as a hardtop. Pinstripes and bodyside stripes were available on RS and SS models, and the Z/28 received its own striped-paint scheme. But not all Z/28s came with this, as a buyer could order it without stripes. 

 Appearance changed little from 1967 to 1968, but there are some visual cues that differentiate these model years. The first-year Camaro's vent windows disappeared for 1968; this is the easiest way to distinguish the first from the second. The second year, side-marker lights were added in the front and rear. The front turn-signal lights, which had been round for 1967, were made rectangular for 1968, but Rally Sports used square lamps in the lower valance. Decklid spoilers first became available in 1968. In addition, the location of the VIN plate, which had been mounted to the forward door pillar on the driver's side in 1967, was moved to the top of the instrument panel in 1968. This made it visible through the windshield. While it's a bit tougher to tell a 1967 from a 1968 model, there were noticeable differences between those first two years and the third. The 1969 model was a lower, wider car, with revisions to most of the body. The grille takes on more of a V shape, taillights are wider, and the wheel openings are more squared off. Interiors were designed for convenience, and Chevrolet's goal was to provide plenty of equipment in the base layout. Stepping up to the Custom interior trim level added upscale door panels with armrests, upgraded controls, and more stylish seats. The most notable change to the interior for 1969 was a new instrument panel. Engines are key when it comes to the value (and cost) of a Camaro. At launch, there were two inline-sixes and two V-8s for the sport coupe and convertible. The Z/28 only came with the 302. The three 1967 Super Sport options were a 350, a 325-horse 396, and a second 396-cubic-inch big-block. Despite having the same displacement, though, the latter 396 was nearly identical to the 425-horsepower Mark IV L78 found in the 1965 Corvette--except that GM downrated the power to 375 for the F-car. Model-year 1968 added a 350-horse 396 and the L89 396, with aluminum heads. During the 1969 production year, the base 327 V-8 was replaced by a 307, and there were two unofficial choices--the COPO 427s. One was the 425-horse L72, available under COPO 9561. The other 427 was the famed ZL-1 with its aluminum block and heads. Dubbed COPO 9560, the ZL-1 was designed for use in drag racing and was factory-rated at 430. Only 69 ZL-1s were built; just two were RS-equipped. With the exception of the Z/28, which came only with a four-speed manual, all models had a manual or automatic transmission. Four-wheel drum brakes were standard; front discs, and later four-wheel discs were options. The Z/28 package required the power front-disc/rear-drum option (J50/J52) or the power four-wheel-disc option (JL8), but most Z/28s sold came with discs or drums. When it was brand-new, a big part of the Camaro's appeal was the wide variety of engine and trim levels. The downside now is that a would-be collector must be careful. Watch for unscrupulous types trying to make a quick buck on the musclecar mania by building "clones" of high-priced models out of base cars. It's crucial to be sure that, if a seller claims the car is an "original" or a rare version and is asking big money for it, the tags match. The VIN, trim-data tag, and engine stamping all define when and where the car was assembled. There are "Black Books" that decipher what the tag numbers mean. Get one before you shop. Whether it's love of the look of the first-generation F-car, a quest to feel the power of the legendary Z/28 or a big-block, or the desire to have something to take to the Burger Biggie on cruise night, the 1967-1969 Camaro is one of the most popular muscle/ponycars out there. Don't let it get away this time.
  
What’s Hot
•Great engines: 302, 327, 350, 396, 427...
•Classic body always turns heads
•NOS, factory-authorized reproduction, and aftermarket parts most plentiful as any collector car  out there.
What's Not
•Rust prone in critical areas
•Watch out for misrepresented clones and fakes
•Interiors will never be squeak- and rattle-free
Hot Tip
•Even a plain-Jane Camaro can be a blast to drive; you don't have to spend $100,000 to have a good time.
Avoid
•Deals that look too good to be true. Watch for Z/28 and SS fakes.
Most Collectible
•The 1969 ZL-1. Sixty-nine were produced--they have the all-aluminum 427 and went from zero to 60 in just a tick over five second
Best Performer
•If the ZL-1's out of your price range, the 1969 Z/28 was a 302 with a claimed 290 horsepower . Although General Motors swore this was an accurate number, others have found the power closer to 350.
Best Daily Driver
•You can't go wrong with one of the 327/350-cubic-inch V-8s.
Bottom Line
•One of America's greatest pony cars ever; easy to restore and fun to drive.
Through The Years
•1967 General Motors needs a response to the Mustang. It builds one, which the Ford still outsells, but the Camaro becomes a legend in its own right. Eight engine options, manual and automatic trans available. Super Sport and Rally Sport options both sell well, sometimes on the same car. Only 1967s feature a vent window.
•1968 Minor changes to the second-year car. VIN plate is relocated, the grille updated with rectangular turn-signal lights, SS side striping revised. The seats are updated, as is the steering wheel, and a new 396 is added to the line.
•1969 For the final year with this body style, there are clear changes. The front end takes on a more defined V shape, and the grille contains a recessed silver or black grid. Taillights are wider, the gas cap is relocated, and the wheel openings are more  square. This year also represents the year of the ZL-1, the most valuable COPO. This production year continues through November, and there are more 1969 Camaros produced than either of the previous years.
1. 1967 RS hideaway headlights used electric motors that tended to burn out. 1968/1969 went to a less breakage-prone vacuum setup.
2. This paint scheme combines a Hugger Orange body with Tuxedo Black Z/28 stripes.
3. The teakwood-look three-spoke steering wheel was a desirable option, especially when combined with the tilt option. Front windows come loose from window regulators and need to be resecured with lockwashers.
4. Rear-window regulators tend to freeze up from non-use. An easy fix.
5. Vinyl-covered steel tops were available all three years, with all exterior colors, but in 1969, the vinyl no longer ran the full width of the car. Watch for rust buildup beneath the top.
6. 1967s had monoleaf rear springs prone to wheelhop, which resulted in damage to spring and shock mounts. For 1968, the system was replaced with a multileaf setup with staggered shocks, which cured the problem.
7. Early Camaros suffered from a weak motor-mount design. Make sure they're in good shape or replace them with later, interlocking-style mounts.
8. Rust can be a problem for all years, depending upon where the car lived and how it was cared for. Two most rust-prone areas to check are the front fenders, just behind the wheel openings, and the trunk floorpan on leak-prone convertibles .
9. Subframe to body mounts can disintegrate over time. There are better compounds out there today that last longer. Switching to polyurethane or aluminum can be an even longer-lasting choice, but these may squeak.
10. This Z/28 has four-wheel disc brakes. The JL8 option was available only in 1969.
11. Early 1969 Z/28s used the 1968 15x6.0-inch Rally wheel, and then switched to this 15x7.0-inch model.



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source: http://www.motortrend.com/classic/features/c12_0603_1967_1969_chevrolet_camaro_buyers_guide/viewall.html