Steve's Camaro Parts

Steve's Camaro Parts

Monday, June 30, 2014

1967 - 1969 Camaro Parts - Camaro Front Spoiler Installation Diagram - Steve's Camaro Parts - 650-873-1890




YOU ARE NOT JUST BUYING PARTS – YOU ARE GETTING OUR CAMARO EXPERTISE

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 

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Friday, June 27, 2014

1967 - 1969 Camaro Parts - Get Your Rally Sport Conversion Kits Now - 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 www.stevescamaroparts.com and load the shopping cart. Download and print it out. 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.

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








YOU ARE NOT JUST BUYING PARTS – YOU ARE GETTING OUR CAMARO EXPERTISE

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 

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Wednesday, June 25, 2014

1967 - 1969 Camaro Parts - 2nd Generation Camaro Parts 1970-73 and up to 1981 - Steve's Camaro Parts - 650-873-1890


Steve's Camaro Parts is will known for specializing in 1967-1968-1969 Camaro Parts. We also carry 2nd Generation Camaro Parts for 1970-1973 and up to 1981.


YOU ARE NOT JUST BUYING PARTS – YOU ARE GETTING OUR CAMARO EXPERTISE

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 

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Sunday, June 22, 2014

1967 - 1969 Camaro Parts - Enrique's 1967 Pro Touring Camaro - Steve's Camaro Parts - 650-873-1890

Here are some pictures and a great note from Enrique's 1967 Pro Touring Camaro





 As I mentioned on the phone, the car is still under construction, but we are getting really close to completion.

Attached are a few pics that show you where it started and some of the progress.



Rob Fuller at Z Car Garage in San Jose has been the builder and project manager.  He's done a phenomenal job of taking my concept and ideas and making them reality.  He's also made suggestions that take it to the next level.  ESPECIALLY in the small details. 

William Wei at Williams Auto Body in San Mateo did all the body, paint, and chassis work.  AMAZING



Ron Vargas at Vargas Upholstery in Sunnyvale is currently working on the car.

Paul Moore of Moore Speed/Z Car Garage has done all the fabrication and some of the assembly.

The car should be completed within the next two months.


Chassis:
Detroit Speed Complete Hydroformed Front Clip
Detroit Speed Quardralink
Detroit Speed Subframe Connectors
Detroit Speed Mini Tubs

Drive train:
Mast Motorsports LS3
Tremec six speed
Aluminum drive shaft
Ford 9" rear end by Moser

Baer Brakes
New Gen Thrasher Wheels
Recaro Seats


STAY TUNED!

Thanks to Steves Camaro Parts for all your help in sourcing the right parts to make this car what it is!



YOU ARE NOT JUST BUYING PARTS – YOU ARE GETTING OUR CAMARO EXPERTISE

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 

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Friday, June 20, 2014

1967 - 1969 Camaro Parts - 1969 Camaro Pace Car Convertible - Steve's Camaro Parts - 650-873-1890








by Bruce Caldwell  
Leading the Pack
Photos by Jerry Heasley


It’s hard to go wrong with any 1969 Camaro. There are good, better, and best choices, but hardly any poor choices as long as the car isn’t a total rust bucket. Even lowly six-cylinder coupes have value as bases for modified cars.

Convertibles have always done well in the collector car marketplace. First generation Camaros have succeeded for several reasons. They’re handsome cars, they were affordable when new, which helped production (63,154 first gen Camaro convertibles), they could be highly optioned, they’re easy to restore, and they’re fun to drive.

Within the first generation Camaro convertible hierarchy, the six cylinder cars anchor the list and the big-blocks top it. In the short three-year span of the first gen Camaro, it was twice chosen to pace the Indy 500. The 1967 Indy 500 Camaro Pace Car replicas are very collectible, but only about 104 were built.

We chose the 1969 Indy 500 Pace Car replica as a sure bet because of its far greater availability (3675 units sold), its flashy orange interior and graphics, and the general popularity of 1969 Camaros.

Ironically, the original price of the Z11 Indy Sport Convertible Accents option was a bargain $36.90. The catch was that you had to order a Super Sport/Rally Sport Dover White convertible with the custom interior, cowl induction hood, and rally wheels. The Z11 option was essentially the Hugger Orange stripes, trim, and Indy 500 decals. Within the Super Sport option parameters, you could choose the base 300hp 350ci small-block V-8 or any of the four 396ci big-blocks (325hp, 350hp, and two 375hp versions). The actual Indy Pace Car was equipped with the 375hp 396.

A 375hp big-block Pace Car is the most desirable. We rank the 4-speed and automatic transmission as pretty much a tie. Convertibles with automatics fit the whole cruising scene nicely. A nice thing about choosing a 1969 Camaro Indy Pace Car is that the less expensive small-block versions have the same great visual impact as the big-block cars.

source: http://www.autotraderclassics.com/car-article/1969+Camaro+Pace+Car+Convertible-71326.xhtml


YOU ARE NOT JUST BUYING PARTS – YOU ARE GETTING OUR CAMARO EXPERTISE

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 

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Wednesday, June 18, 2014

1967 - 1969 Camaro Parts - Curbside Classic: 1969 Camaro – The Last Unmolested ’69 Camaro Six Daily Driver Left In The World? - Steve's Camaro Parts - 650-873-1890




So what is this thing with me and white six-cylinder Powerglide gen1 Camaros?  The last one inspired a ridiculous flight of fantasy, so maybe this one is baiting me, to trip me up and write something stupid again. Or is it their way of extracting revenge for my going way overboard with its 1970 successor? No, I know what it is: it’s the fact that I refuse to take shots of all the pristine, restored and modded ’69 Camaros that come out of their hiding places on sunny summer Sundays. Well, I’m not going to fall for that….crash!*&#!!



Back off, Great White Camaro Spirit; I actually did shoot this on a sunny summer Sunday, after waiting two years to catch it out of its garage. Seriously. Well, more like a carport; one without a roof, actually. But I could never get decent shots of it, sandwiched between a couple other mundane cars. How often we detoured down the alley, to see if its neighboring car might be gone.


Then one day early this summer, in one of our last seasonal rains, I spotted it in traffic, heading to its lair. Aha! I zipped in behind it, parked two cars over, and stood in the dumping rain for the driver to get out. Now, for some reason, I always assumed it would be a guy, despite it obviously being a six. No, it was a woman, fifty-ish, which made me feel like even more of a stalker than I already did, trying to confront her in an absolute gushing downpour. But in addition to wet, she was cool, and said she’d leave it on the street on Sunday.
Unfortunately, that Sunday turned out to be blazingly sunny. Where’s the ever-present marine layer, when you really need one? Most cars are tough to shoot in the sun, much more so if they’re partly in the shade. And its all that much more unpleasant with a white car; a study in contrasts. The Great White Camaro Spirit was out for revenge.


The other unfortunate thing about this whole affair is that I really wanted to know a bit about this Camaro and its owner. Was it her first and only car? Hard to imagine; how many miles would it have by now? A hand-me down from…an aunt? Mom? Dad?!? How many guys would have bought a six cylinder Powerglide ’69 Camaro? This is the ultimate all-American hot-blooded pony car; and I guess I’m going to have to use the word “icon”, even if I promised myself I wouldn’t.


Let’s let a few facts get in edgewise here: this really is a six cylinder ’69 Camaro. I actually got down on the ground to look at the engine’s undersides enough to absolutely confirm that. The lack of a 327 badge on the front fender should have been enough, but you never know. And it really does have a column-mounted shifter for the Powerglide. Uh oh; better run to my second- favorite site and do some quick fact checking………oops; the Turbo-Hydramatic was also available, as well as the Powerglide, in 1969, even on the sixes; which were either the standard 140 (gross) 230 incher, or the 155 hp 250Turbo-Thrift 250.


And there’s more: it could have the legendary Chevy Torque-Drive, a Powerglide with a lobotomy, so dumb it doesn’t even know when to make its one shift between Hi and 1st. Just leave it in Hi, and listen to the six whine and wheeze. Car Counter: here’s what you’ve been looking for.
It cost some $100 less than the smart version; in 1969, some Americans really were still watching their pennies. Quaint. So am I going to have to hop on my bike and ride a dozen blocks to go check which one it is?  Here’s the deal: I’ll look at it next time I’m there, and if it is a THM or T-D, I’ll do a follow-up. Good enough?


We do know it’s not the three-speed or four-speed manual. Wow! Five different transmission available on a six cylinder Camaro. And not one of them with an overdrive ratio. Yup, O/D was not available on the three speed. Gas was getting cheaper (inflation adjusted) all through the sixties. So what was the last year for overdrive? Now that would make a good subject for a post: the death of overdrive, before it re-emerges in its new form.
And just how many of  the ’69s were sold as sixes? My trusty Encyclopedia says….exactly 25%. A bit more than I would have guessed. And how many didn’t get their sixes ripped out in favor of a V8, big or small?


We all know the basic Camaro genesis story, so we’re not going to repeat it here. But let’s just say that the ’67 and ’68 had a very modest face; as in cheap, or hurried, or something that caused it to look like it was a bit low in the IQ department.

The biggest change for the 1969 was a significantly more dynamic front end. It looks so much more awake and on the ball than the dull and sleepy ’68. Downright eager, even. Just don’t even mention the current Camaro; thank you.


The odd thing about that is that the ’69 front end is almost a dead ringer for the one on this 1964 XP-836 clay concept for the ’67 Camaro. Was it four bucks too expensive, like the 1960 Corvair’s anti-sway bar? The legendary GM bean counters hedging their bets, not yet aware that the pony wars were going to go thermonuclear? GM hated playing follow-the-leader, and the very safe 1967 Camaro shows that.
But by 1969, it was starting to feel just a bit more self-confident. New lower-but-wider hips and squared-off wheel openings gave the Camaro a more sculptured look along its sides, that really worked rather effectively.

And the previous rear end which also seems to have been bean-countered into a generic facsimile of a rear end,


developed a bit more character for ’69. I dunno; looking at these two, maybe I’m just blowing smoke out of my exhaust. Let’s just say that the ’69′s new perkier face was the best thing it got that year of the various cosmetic changes.


That’s better, moving to the less shadowy curb side of the Camaro. We haven’t talked about its wheels and tires: No Rally Wheels!!  From this vantage point, those tires seem to fill out their wheel houses reasonably well, sitting on stock-looking steelies and certainly stock dog dishes.

Let’s take a look, just to appreciate a ’69 Camaro without giant bulging tires stuffed in its fenders. 215 70R14. That’s a bit bigger than stock, which would equate to a 195/75R14, on 5″ wide wheels. These are almost certainly 6″ wide wheels. Well, so  much for my headline.


So what exactly has made the ’69 Camaro so über-popular? Memories of a distant youthful longing that was never fulfilled at the time? Or re-living (in perfected form) that heap of a battered ’69 Camaro that finally had to be shot dragged to the dump in 1977? But I suspect this owner doesn’t fit into either of those categories quite so easily, which of course may explain why she’s driving a grungy survivor six cylinder as her sole daily driver. Or maybe she knows something we don’t  know: that the value of her last unmolested ’69 Camaro six now vastly exceeds that of every resto-modded 502-powered Z/28 clone. Doubly so if it has Torque -Drive.

source: http://www.curbsideclassic.com/curbside-classics-american/curbside-classic-1969-camaro-six-the-last-unmolested-69-camaro-daily-driver-left-in-the-world/

by Paul Niedermeyer


YOU ARE NOT JUST BUYING PARTS – YOU ARE GETTING OUR CAMARO EXPERTISE

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 

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Monday, June 16, 2014

1967 - 1969 Camaro Parts - One of our Customers Cars 1969 Camaro -Being Restored in Michigan - Steve's Camaro Parts - 650-873-1890

It's a 1969 Camaro, big block powered, black in color with a full tube chassis and believe it or not a streetable exhaust system













YOU ARE NOT JUST BUYING PARTS – YOU ARE GETTING OUR CAMARO EXPERTISE

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 

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Friday, June 13, 2014

1967 - 1969 Camaro Parts - The Unassuming High-Performance Camaro 1967-68 L30/M20 "SS-327" - Steve's Camaro Parts - 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 there was 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.


RPO 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.




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.

 source: http://www.camaro-untoldsecrets.com/articles/spotlite2.htm


by:  Rich Fields




YOU ARE NOT JUST BUYING PARTS – YOU ARE GETTING OUR CAMARO EXPERTISE

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 

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