Steve's Camaro Parts

Steve's Camaro Parts - A mid-year push in 1968 got Z/28 sales rolling and created a Chevrolet legend

2012-02-24T07:13:00.000-08:00

Feature Article from Hemmings Muscle Machines
November, 2011 - Mike McNessor - Photography by Jeff Koch

To enthusiasts, Chevrolet's on-again-off-again relationship with the Z/28 is annoying--nearly as frustrating as the bow-tie brand's on-again-off-again relationship with the Camaro a few years ago.
Fortunately, the Camaro is back and, by many accounts, better than ever. A proper Z/28, however, has yet to emerge to do battle with the incredible 2012 Mustang Boss 302 (as seen in HMM#96, September 2011).

Notice the word "proper" in the previous sentence. It's one of the worst-kept secrets in the industry that the 2012 Camaro ZL-1 was going to be badged Z/28. But at the last minute, the name was inexplicably and quietly changed. We can only speculate that someone came to the conclusion that putting the grunty supercharged 6.2-liter LSA engine from the Cadillac CTS-V in a heavy Camaro and trotting it out to square off against the 5-liter Laguna Seca-conquering Boss would be like pitting one of the Budweiser Clydesdales against Secretariat.
Of course, this isn't the first time Chevrolet has sidelined the mighty Z. There was the Z/28 crisis of 1975, the IROC invasion of 1988 and then, as we've seen, the latest Z/28 deficit. Sigh. Such an iconic model designation, and so little respect from its maker. Rodney Dangerfield could relate.
Though first-generation Z/28s are highly respected among collectors today, the earliest Zs got off to a rocky start. An internal GM memo, circulated to GM district managers in January of 1968, shows that the rarity of the 1967 and 1968 cars might have had more to do with bungled production and a complete lack of sales support than anything else:
"Mr. E.M. Estes (AKA Elliot Marantette "Pete" Estes, then president of Chevrolet; he later became president of General Motors) has challenged the Sales Department to sell Z-28's (sic)," wrote Chevrolet Zone Merchandising Manager M.J. Streit. "This option was introduced a little over a year ago, and to date, the sales have not established any records, due primarily to the fact that there has never been satisfactory availability of this option. This option has been plagued from its very inception with stop orders, shortages and general confusion. Mr. Estes, last December, asked the sales department to sell 1,000 Z-28's (sic) per month, beginning in January. This objective has been broken down by regions and zones on the basis of their contribution to total Camaro sales. Mr. Estes has personally promised availability of this option beginning the latter part of December in sufficient volume to handle any orders the Sales Department is able to generate. The Distribution Department is scheduling 1,000 of these Camaros per month beginning in January and has advised they are flexible to accept upward revisions in the schedule."
And once 1,000 customers per month started flocking into Chevrolet dealers demanding Z/28s, Streit even offered some advice to salespeople about how best to order the car.
"This option is available on the Model 12437 Camaro and also requires that the M-21 four-speed, close-ratio transmission, together with powered disc brakes be ordered. The positraction rear axle is strongly recommended. For the street, the plenum air intake and the exhaust headers are not required or even desirable."
Curiously, the Z/28 isn't even mentioned in the 1968 Chevrolet Camaro brochure. The RS and SS are well represented, but there's nothing about Chevrolet's racy homologation special. By the same token, there's no mention of the 302 in the early brochure's powertrain lineup. Still, by the end of the model year, 7,199 copies of the unheralded factory-built road racer made it into the hands of aspiring Mark Donohues.
For those who were aware of the car, the 1968 Z/28 was indeed a winner. Car and Driver put Trans-Am challenger and all-around nice guy Sam Posey behind the wheel of a '68 Z and a '68 Mustang tunnel-port for a heads-up comparison. Though it was neck and neck, the Camaro squeaked out a win on the pre-Boss Mustang.
For the test, the Camaro was loaded with a cross-ram intake and cowl plenum air cleaner, plus "dealer installed" headers. It also was said to have been equipped with heavy-duty valve springs, breakerless ignition and a stouter-than-stock clutch.
The Mustang also had a dual-four-barrel intake, headers, an 8-quart oil capacity and dual-point distributor. When the smoke cleared, the Camaro edged out the Mustang in the quarter with a 13.77 at 107.39 MPH to the Mustang's 13.96 at 106.13 MPH. At Lime Rock, the Mustang got the nod as Posey covered the course in 1:08.8 vs. 1:09.2 with the Z.
"Both are easily the most exciting machines we've ever driven with price tags less than $10,000 and by far the best performing street cars ever," C/D's editors concluded. "But... the Camaro gets the nod. In acceleration, both cars were nearly equal with the Camaro slightly, but consistently faster. It wasn't much of a contest in the braking test with the Camaro stopping at a rate greater than one G. At Lime Rock, the Mustang was a marginal winner, but we suspect that with equal tires the Camaro would have been pretty strong because of its better brakes."
The Z/28's 302 engine was developed out of necessity--it had to conform to the SCCA's 5-liter displacement limit. Chevrolet's solution was to cross a 283 with a 327: The 283's 3-inch-stroke crankshaft was used with the 4-inch bore of a 327, yielding 302.4 cubic inches. As it was built with off-the-shelf parts, the 302 was economical to manufacture and, being a Chevrolet small-block, it would accept the full gamut of proven factory speed parts. There was the lumpy "Duntov 30-30" mechanical cam with .485 lift and 254 duration, 11:1 forged aluminum pistons, 2.02 heads with screw-in studs and guide plates, and an aluminum high-rise intake topped with a Holley four-barrel. The 302's factory rating was 290hp, but these engines typically produce more than 350hp at 6,000 RPM and 333-lbs.ft. of torque at 4,000 RPM. Where the engine really sings is in the upper RPM range and, when kept buzzing by a seasoned driver, the lightweight small-block can produce ample power to make a 3,100-pound Camaro a 1960s-vintage road course threat.
Our immaculate feature car belongs to Ed Montini of Gilbert, Arizona. Built in April of 1968, it has virtually no options except the Z/28 package, an AM radio and a 4.10:1 gear ratio. Just the basics here: no bright exterior trim, no accessory gauges or tachometer, the standard upholstery package and no factory spoilers.
Ed purchased the car completely restored in August of 2005 while scanning for prospects on Camaros.net.
"I have a pair of 1969 Zs and I thought a '68 Z would be a nice addition to the collection," he said. The unusual color, Corvette Bronze, happens to match a 1968 Camaro SS 396 that Ed owns--one of a handful that were ordered by Yenko Chevrolet but never converted into Yenko Super Cars.
"It was the color that sold it as much as anything," he said.
In 2000, with approximately 65,000 miles on the odometer, the Z/28 received an extensive five-year restoration. At the outset, there was rust in the quarters and on the tail pan, while the doors, front fenders, inner fenders, trunklid and hood were all in good shape. The trunk pan and floor pans were very solid, but the interior needed an overhaul. The car was a perfect candidate for a no-holds barred restoration, however. All of the major components were intact, though it was missing the correct heads, alternator brackets, alternator, fuel pump, original tires, trim rings and small items like correct nuts and bolts. The smog system was also missing.
Its documentation and ownership history were impressive, however, as over the years, the car retained its original Oklahoma title, original warranty book, original Protect-O-Plate, original broadcast sheet, and the original sales contract from McDonald Chevrolet in Sallisaw, Oklahoma.
During the restoration, the factory quarters were removed from the car, along with the tail pan and rear wheelhouses. Any sheetmetal that needed to be chemically stripped was removed, including the doors, fenders, hood, trunklid, and inner fenders. The quarter panels, tail pan, header panel, lower valance and a cowl pan were all replaced using NOS GM sheetmetal and spot-welded in place, replicating the factory process.
Inside, the carpet, front and rear seat covers, headliner and rear seat panels were replaced; Ssnake Oil Products reworked a set of standard seatbelts for the car.
The engine block was bored .030-inch and fitted with 11:1 pistons. A set of correct heads were treated to a valve job before the engine was balanced and assembled. The transmission and rear axle were also rebuilt and the driveshaft tube was replaced and balanced. The correct 10.5-inch clutch, pressure plate and throwout bearing were used when the drivetrain was reassembled. Finally, the carburetor and distributor were rebuilt before being reinstalled.
The Z's subframe was totally rebuilt, as was the steering box. Reproduction brake lines and hoses, as well as drive belts and battery cables were eventually installed. A set of correct rebuilt front brake calipers and rotors were used and the correct three-core Harrison radiator was re-cored and repainted.
Reusing and rebuilding the Z's original parts was a priority throughout this restoration. For instance, the windshield wiper motor and transmission that the car rolled out of the factory with were rebuilt and reinstalled, as was the original brake master cylinder.
As a result of all of this attention to detail, don't expect to see this Z screaming around Watkins Glen anytime soon. Ed drives the car sparingly, choosing instead to put miles on his 1969 Z. What we wanted to know, however, is how he thinks it stacks up against his big-block-powered Camaros.
"Both have the same body feel and steering control, but the Z feels surprisingly fast once the 302 is past 3,000 RPM--that's where it really wants to live. The 4.10 gears help, and it's like a rocket once you get it wound up."
His only complaint precisely echoes one that Sam Posey lodged against the Z back in 1968.
"The Muncie shifter is the sloppiest you've ever felt," he said. "You never know if you're in first, reverse or third."

Owner's View
Ed Montini's first-gen Camaro collection is impressive, consisting of '68 and '69 Yenkos, a pair of 1969 Z/28s and this month's feature '68 Z/28. "I'm 56 years old and my first car was a '69 Camaro SS 350," he said. "It was always one of those things; Camaros have always been in my blood."
In the hunt for the elusive '68 Z/28, Ed looked at 10 cars before finding this one.
"I was looking for a nice, well-documented 1968 Z/28. There are lots of them out there, but at least 90 percent lack documentation, and they are difficult to document. This car had the most paperwork I'd seen on a '68 Z/28. It was everything I was looking for."

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Steve's Camaro Parts - 1968 Camaro Restorer keeps from going overboard on his own Berger Z/28

2012-02-23T07:10:00.002-08:00

Feature Article from Hemmings Muscle Machines
March, 2006 - Daniel Strohl

Restoration begets temptation.
The closest aftermarket catalog, left flipped open, inspires thoughts aplenty of stuffing in a hotter camshaft, of swapping in a new wood-rimmed steering wheel, of a thumpin' stereo able to shame the local baggy-pants crowd.

Resto catalogs, judging guidelines in the club newsletter, coverage of the latest big concours event infect the brain with visions of repro parts stamped on the exact same press in the exact same factory under the exact same alignment of the planets as factory.
Your heavy right foot, $3 per gallon gas and the wife's harping over the checkbook conspire to pressure thoughts of yanking the numbers-matching big-block under the hood in favor of an EFI small-block. Or, conversely, the siren call of the 1320 begs for a tunnel-ram intake, traction bars and big slicks.
Thomas Kazanji, then, must know some sort of temptation-negating voodoo.
Aside from the paint it wears, a handful of service parts and a pair of headers (though justified; more momentarily), Kazanji's 1968 Camaro Z/28 differs in no way from when it left the dealer floor. And what a dealer it was.
Berger Chevrolet in Grand Rapids, Michigan, had one of the busiest high-performance parts departments in the nation and, like Baldwin-Motion, Yenko, Gibb, Dana and Nickey, it sold many high-performance cars.
Dale Berger, 67, became general manager of his father's dealership in 1964. His high-performance parts department was doing about $60,000 a month in the late 1960s and early 1970s.
"That was just our parts department," Berger said. "Back then, we were selling bare V-8 blocks for $113, a cylinder head wasn't any more than $50, and we sold headers for $100.
"In 1965, we built a new building down near all the shopping malls and business took off like a rocket. We had a high-performance-oriented salesman named Mike Wawee, who lived these cars and was out and about at night, went to the drag strips on weekends, and was promoting our business. We sold a lot of Camaros, and I was close with Pete Estes at the time and we were allocated more Camaros than other dealers. At any one time we had 10 to 15 Camaros on our lot."
And those Camaros rarely left Berger as Chevrolet intended. While Berger never offered packages that grouped certain high-performance items as his contemporary supertuners did, the dealership made it awfully easy to take your new Camaro over to the parts counter and fit it, a la carte, with all the performance goodies your wallet could handle.
The car's original owner, Kenneth Spyke, ordered the Z/28 with a Hurst shifter, Sun tachometer and Ansen scattershield, as he stated in a letter to Kazanji years later. Berger himself said he remembers the day Spyke picked up the car at the dealership because Spyke immediately set his first child's baby seat in the back, putting a small rip in the blue vinyl.
"I was king of the road," Spyke wrote. "There was none quicker."
But after Spyke's second child arrived a couple years later, he sold his beloved Camaro for $2,100 to Jim Polisky in Filer City, Michigan. Polisky's brother Tom, who built hot rods and other fast cars at the time, fostered Jim's interest in hot cars, which turned to Z/28s the moment he saw one light its tires. But Uncle Sam asked Tom to serve his country in Vietnam, where Tom died in August 1968.
Jim Polisky thus decided not to go away to college and instead stayed with his family in Michigan. His parents, using the money that probably would have gone to his college fund, decided to help finance Polisky's first car. Polisky chose Spyke's Z/28.
Polisky raced it on the streets over the next few years, turning the odometer up above 43,000 miles, before he had his own kids and decided to retire it. Rather than sell it, as Spyke did, he put it in storage and figured he'd get around to it sometime in the future.
Meanwhile, Kazanji, who owns and runs Redz Auto Collision and Restoration in White Plains, New York, had seen many high-quality muscle car restorations go through his shop over the years, when he decided it was time he had a supercar of his own in 2002. Though he thought of looking for a Yenko, Gibb or Nickey, he decided to narrow his focus to Berger products and came across Polisky's classified ad.
Polisky, tired of storing the car and anticipating a costly restoration, decided it was time to let it go. Kazanji, after a couple of calls, booked a flight to Michigan the day after Polisky said it was still available.
"It was September 11, 2002," Kazanji said. "I was the only idiot in the airport that day, but tickets were cheap, so whaddayado?"
He bought it and had the car trucked back to White Plains, where he had to decide what he wanted to do with the car. The Le Mans blue paint with white rally stripes remained original ("I think the previous owners maintained it by waxing so much that they waxed through the paint," Kazanji said), as did the bucket seat interior. The engine ran, the car drove just fine, the carburetor leaked a bit, but all the Z/28 and Berger items remained on the car.
"It was a hard decision to make," Kazanji said. "I thought about leaving it original and untouched, but being that I own a resto shop, it was hard to leave it when all the cars that leave the shop are supposed to be mint."
So Kazanji decided to split the difference and go for a partial restoration, using as many existing and original parts as possible.
He started by disassembling the car--not by ripping and slashing, but by careful prying, knowing he'd use a lot of the same parts later, such as the weatherstripping. He then hand-stripped the car using Captain Lee's spray strip to look for any significant markings and to record the color of the primers and sealers.
The body went out to American Dry Stripping in Bridgeport, Connecticut, which blasted the shell and subframe using olivine, a fine soft gem mined in the Carolinas.
Upon its return to the shop, Kazanji sealed all the seams with Duramix and 3M seam sealer before he had his friend and employee, Tommy Anunziato, pound out a few dents on the roof, trunklid and a couple of other "typical areas" then lay about half a gallon of Evercoat Rage and Evercoat Polyester filler to make everything smooth. Kazanji said he would have preferred to do it himself, but "if I would've done it, I'd still be doing it. Tommy has the speed over me."
Throughout the bodywork phase, Kazanji primed with Spies Hecker red brown 3255 etching primer and gray 8590 surfacer, the latter a GM-approved refinish material. The 3255 base seals the base metal, Kazanji said, and the 8590 allows you to do bodywork on top of it rather than on the bare metal. Kazanji finished the bodywork with four coats of gray 5310 high-build primer.
Kazanji then block-sanded the primer with 220-, 320-, 400- and 600-grade wet sandpaper before he primed it again and sanded with 400-, 600- and 800-grade wet sandpaper. He sprayed four coats of Sherwin-Williams Le Mans Blue lacquer, using a Sata Jet 90 spray gun backed with a Curtiss air compressor in his shop's Devilbiss Expert 2000 full downdraft heated paint booth. He then baked the paint for 30 minutes at 140 degrees Fahrenheit and let the car sit for a couple of days.
"I started block sanding with 3M 600 then 800 wet sandpaper," Kazanji said. "After cleaning the car with DuPont Final Wash, I painted the car with another four coats of lacquer and then baked it for 15 minutes at 120 degrees.
"I painted the car with the doors on and the trunklid installed, like the factory. All the other parts I painted off the car with four more coats of Le Mans Blue."
He then taped and painted the two rally stripes using a stencil kit and Sherwin-Williams White lacquer.
He then block-sanded again with 1500-grade wet sandpaper followed by 2000-grade and polished the car with a Makita variable speed polisher, 3M white foam pad and 3M compound. Finally, he hand-glazed the entire car with Kar Kraft glaze.
Not done yet, he decided to depart from the factory paint procedure by blacking out the undercarriage after he painted the rest of the car rather than before, as GM did.
"If I painted the black first, there would be too much buildup, so I did it reverse for a cleaner look," Kazanji said. "I taped up the body and painted the floorboards and wheelwells with DuPont Chroma Premier Single Stage with a flattening agent added. The firewall I painted a slight bit glossier. After all the blackout was complete, I mixed up some Le Mans Blue and sprayed some on the rear wheelwells and floorboards with overspray duplicated from pictures I took at the beginning."
Kazanji said he stuck with the lacquer because he wanted to finish the car the way Chevrolet did in 1968.
"My car has areas that are not glowing with shine, but that's the way they were," he said.
Inside the car, he found that--aside from the Spyke-installed rip in the rear seat, which hadn't grown much over the decades--it remained in excellent condition, so he simply scrubbed and reinstalled the original carpet, headliner, door panels, dash, column, console, seats and weatherstripping.
While the Z/28 came with front and rear bumperettes, Spyke removed them shortly after he bought the car, boxed them and left them in the trunk, where condensation eventually pitted them. Kazanji sent the bumperettes, along with the potmetal taillamp housings and acorn nuts for the rear spoiler to Paul's Chrome Plating in Evans City, Pennsylvania--one of two chrome platers he often uses in his regular restoration work.
Kazanji made sure not to send out the Berger dealer plate that came with the car, thus its current pitted condition.
"I was afraid to send it out," Kazanji said. "I've seen those plates go for $1,500, so without it, I would have probably been money ahead to have just parted the car out."
Kazanji sent the Z/28's Muncie M-21 four-speed transmission to D&L Transmission in Huntington, New York, to have it cleaned and rebuilt. A new Hayes clutch went between it and the 302-cu.in. V-8--complete with a GM aluminum intake and Holley 800cfm four-barrel carburetor--that Gary Sharkey at the Performance Engine Shop in West Babylon, New York, rebuilt with new bearings and gaskets.
One facet of the car stymied Kazanji, though. A set of rotted GM headers, claimed as authentic Berger installations, hung off the 302.
Knowing that Dale Berger remained in business throughout the years, Kazanji brought the car to Berger's attention. Through Berger, he got Spyke's contact information as well as confirmation that the car did indeed come from his dealership with the scattershield, tachometer and Hurst shifter. But the headers confused Berger as well.
"One thing that seems to be in question is the headers," Berger wrote Kazanji. "(Spyke) doesn't remember headers being on the car when he took delivery.
"There is one thing I know for certain. If the car has the headers, that didn't provide for the air injector reactor (a.k.a. the smog pump). We did not install them. We were not allowed to modify or change the emissions on any vehicle that was to be driven on the street. If, however, the car has the smog pump-type headers with the air lines going to the outlet manifolds on the headers, there is a good chance that we installed them."
Kazanji said he figures the car came with regular exhaust manifolds, but that Spyke bought the headers over the counter and installed them himself.
The headers had rusted far too much to be of any use, so Kazanji ditched them in favor of a pair of Jet-Hot-coated Hooker 15/8-inch-diameter headers backed by a full reproduction exhaust system from Gardner Exhaust in Rhinebeck, New York. NOS spark plugs, new plug wires and new battery cables joined the engine underhood, as did the original air cleaner that Kazanji had Dale Berger sign.
Kazanji then shod the original 15-inch Chevrolet Rallye wheels--painted with Sherwin-Williams silver lacquer on the front and a minor bit of silver-green overspray on the back--with the original trim rings and center caps and a set of Goodyear E70-15 bias-ply tires sourced through Kelsey Tire.
Kazanji's meticulousness during the restoration comes through clearly on the underside of the Z/28. He left all the natural-finish components--steering box, knuckles, tie rods, pitman arm, center link, driveshaft and leaf springs--in their unfinished state and managed to use all the original coil spring tags by first removing the springs, then spinning them around the springs to the end, where he could take them off without ripping them.
"I have no idea how they stayed in good condition after 40,000 miles," Kazanji said.
Kazanji wrapped up the restoration by September 2003, even using the original front brake rotors and pads, and has since hammered the show scene, taking Best American Car honors at the 2004 Greenwich Concours Show, as well as People's Choice at the 2004 National Muscle Car Association nationals and Best Chevrolet at our own Musclepalooza II.
Because of all the showing at various events, Kazanji has put about 50 miles on the car since he finished it. Not a lot, no, but he did say the smell of rubber in the air at Lebanon Valley Dragway this past Memorial Day has tempted him into thinking of stuffing some big tires under the rear flanks and giving the 1320 a try at Musclepalooza III.

Owner's View
"All my friends thought I was crazy to do this car," said Thomas Kazanji, 45, of Mamaroneck, New York. "They said, 'Why take such a nice, original car and go through it?'
"But I like things mint. If you come to my house, you gotta take your shoes off before you come in--that explains a lot. Besides, this satisfies me and it attracts a lot of attention.
"At many points, though, I hated working on that car because when I own the car, I want everything to be perfect, and I'll take the time to do it that way. I'd come home from working on it and tell my wife, Patti-Lee, that I just wish it'd fall off the lift. But she gave me great support throughout this whole thing, and I probably wouldn't have finished it if it weren't for her."

Steve's Camaro Parts - 1967 Camaro Improved Touring

2012-02-22T22:08:00.000-08:00

Can today's ''G-Machines'' achieve true synergy between past and present? We take a ride to find out.

Perhaps one of the primary reasons that muscle car restoration presents such a challenge--beyond coping with rust--is that these cars were often the subjects of ongoing alterations. It was a process that often began nearly immediately, as celebrated with the emerging ''Day Two'' trend, where freshly restored cars are presented with just those few period modifications that new owners tended to make as soon as they got home.
Some of those efforts to personalize a new car may have halted after the first few additions, while others never stopped, sometimes winding up with track-dedicated racers that differed radically from the specs laid down by the manufacturers. To this type of owner, the factory's configuration was merely a starting point, one that need never be revisited. It's a dictum that stands even today, in the midst of widespread efforts to return these 40-year-old machines to their original forms; there are still those who are more interested in pursuing ever-improved levels of performance than in returning everything to factory-spec. For them, the interest in yesterday is purely aesthetic.

But are these efforts actually improving their subjects? Do the ends justify the means, or is it all folly for the sake of putting on a good show, yielding an assemblage of parts and pieces that look cool while lacking any sort of mechanical harmony?
John Malouf wasn't around when the first muscle cars were being built--his first car was an '85 Mustang GT, and it was several years used when he picked it up as a teen. The timing was perfect to land John right at the cusp of the 5.0 movement, where modifications were the order of the day. Despite having a ''late-model'' subject, he found himself practicing a time-honored method of going faster: by picking choice bits from the junkyards around his southern California home.
''I built that car while I was in high school and college, and I did a lot of junkyard raiding,'' he told us, recounting that he eventually made it into the 11s using mostly salvaged parts--including a 351W--and lots of tweaking and tuning. ''It taught me a lot about working on cars, and really built my confidence,'' explained John, adding that he'd had another 5.0 later, this one with EFI and a centrifugal supercharger.
But the Fox Mustangs lacked one thing that John found himself drawn to: the aggressive lines of the muscle car era. ''I wanted something older,'' John said, adding that he'd always admired the lines of the first-generation F-body. So, as the Nineties were drawing to a close, he located a '68 Camaro coupe in nearby Van Nuys, just a few miles from the site where the car had originally been built. It was solid, and it even ran and drove...for a little while, anyway.
''I was driving the car home when the rear end seized up; when it did, it took out the transmission, too, which I believe was a Turbo 350. I was mad, but only because I thought I probably would have gotten the car cheaper if it had happened on the test drive. All I really wanted was a clean body,'' recounted John. Right from the outset, it had been his intention to use the Camaro as a blank canvas.
His goals, though, were actually aimed more at straight-line competition; he also intended to get there gradually, at least until the driveline grenaded.
''After it broke on the way home, I hastened my plans. First the engine came out, then the subframe, and then the suspension was falling apart in my hands, so I just decided this was going to be a ground-up restoration,'' said John, though his use of the term ''restoration'' really referred more to the car's body and interior--he still intended to go drag racing.
To that end, he set about straightening out the Camaro's flanks, replacing the rear quarter panels with NOS GM pieces to eliminate the accumulation of dents and the rust that was creeping along the lower edges--yes, even So-Cal cars can rust, given enough time. He was also fortifying the car's foundation by welding the subframe seams and adding gussets to the chassis along with subframe connectors.
At the same time, John was getting the new drivetrain together. The centerpiece was a 406-inch small-block, using parts sourced from Speed-O-Motive in Santa Fe Springs, California, topped with a conventional Holley carburetor and backed with a somewhat unconventional (at least at the time) Tremec five-speed.
''I'd been really happy with the Tremec in my '85 Mustang, so I wanted to see if it was possible to put one in the Camaro. There weren't kits for this the way there are now, but I talked to Mike Fortes of Fortes Parts Connection, where I used to get stuff for my Mustang, and he was working on a conversion kit to put the Tremec in a GM car,'' explained John, revealing that his efforts to enhance the Camaro's road manners had begun even before that was an established goal. ''It worked out really well, and was nearly a bolt-in.''
Once the car was moving under its own power, the stripped shell was taken to Studio Auto Body in Glendale, California, for final straightening and to lay down the Torch Red paint. When the car came back home, John handled the interior himself, including the painting and upholstery installation, leaving the Camaro with a restored factory Deluxe interior in black and using lots of factory trim pieces. By this point, the car was once again roadworthy and looking good. It seemed like everything was back on course to create a solid street/strip Camaro...until John went for a ride.
''I was still planning to go drag racing when I met a guy who lived about a quarter-mile from my house with a nearly identical-looking car. He'd just finished it and took me for a ride--I was really impressed with the handling. In fact, up to that point, I never thought an old car could handle like that.''
That one ride was all it took to change the course of John's Camaro project. ''I decided that's what I wanted to do with my car.''
John and the owner of the other Camaro became fast friends, and the two shared a desire to elevate all aspects of their respective Camaros' performance, though they didn't realize they were on the leading edge of an emerging trend. ''Nobody was using the term 'Pro-Touring' back then--we just wanted to make our cars handle and stop as well as, or better than, late-model performance cars.''
It turned out that John's new friend had worked as a machinist, and still had access to his former employer's shop, which allowed the two to create many of the parts they needed to achieve their goals. This included fabricating brackets and making other alterations to facilitate the mounting of C4 Corvette ZR1 brakes, using PBR aluminum calipers, to the Camaro's spindles; more fabricating and machining got the Corvette's rear brakes onto the Camaro's 12-bolt.
Actuating those brakes was yet another challenge, particularly since the Camaro's small-block was then running a lumpy cam that did away with most of the idle vacuum needed to power a brake booster. This conundrum prompted John to consult with a power brake specialist, though his suggestion was far less conventional than they'd anticipated. ''He asked if we knew what a hydro-boost system was, and then told us GM had used them with some trucks and on some of the diesel-powered cars to get around a lack of vacuum. I asked him if he could put one together for me; once we got it on the car, I couldn't believe how well it worked.''
In spite of the brake solution, the raucous small-block did become tiresome over time, and John felt there were a number of inefficiencies with the engine combination. The next step toward improving drivability was to add a programmable EFI system--Holley's Commander 950. ''I could hook it to my laptop, and then I'd have someone else drive while I worked on the programming,'' explained John, though he still felt there was room to make the Camaro better.
That feeling led to the development of a new engine package, which also provided the opportunity to get some weight off the Camaro's front end. A new small-block was built using a rotating assembly from SCAT in an aluminum Motown block from World Products. It still displaced 406 cubic inches, but this time, the cam was based on a 113-degree lobe separation, which smoothed out the idle considerably and brought back the vacuum--it would now sit at 800 RPM while pulling 16 to 17 inches of vacuum.
But making less power was definitely not the goal, so the new cherry on top became a centrifugal supercharger--a Paxton Novi unit. John had used a centrifugal blower on his second Mustang to great effect, and working in concert with the EFI, it seemed an excellent way to make big power numbers while maintaining streetability.
So this Camaro has experienced quite a metamorphosis since it first rolled from the Van Nuys plant over 40 years ago--and really, just since John took title. It makes for an impressive spec sheet, but the real question is simply, does it all work? Is it actually better than it was?
For a bit of impartial insight, our man out West, Jeff Koch, took the opportunity to drive the fruits of John's labor after handling the photo work. Though he's driven quite a few stock muscle cars over the years, Jeff has also been behind the wheel of numerous examples of the Pro-Touring approach to tweaking and tuning, providing a solid basis for commentary.
Before even twisting the key, Jeff experienced a genuine improvement: The stock seats had been lowered--an inch and a half, according to John--so that they looked stock but provided a noticeable gain in headroom, which, at 6-foot-2, Jeff could appreciate. ''Better headroom, okay legroom, but the wheel is still in your lap,'' was the first entry in his notes. ''Autometers are big and clear, but console gauges are not going to be useful when eyes are up, at speed,'' he continued. Then he turned the key.
''Idle settles at 700 to 900 RPM, with the blower whine drowning out much of the engine--an interesting blend.'' Easing the clutch out was eye-opening. ''Wow, this thing is not subtle. Clutch movement is short and heavy, engaging at the top of the travel; throttle is more of an on/off switch. Owner says he's considering swapping the 3.73s for 3.08s, and advises that he normally starts in second when cruising the neighborhood; when I try this, the power is still startling, but it's just right to avoid tire-spin.''
Even after getting more familiar, the Camaro kept Jeff on his toes, but he seemed to be enjoying himself. ''Shifter is quick and direct. Brake pedal is super-stiff; at low speeds the binders want to throw you out the window. There's blower whine up to 2,500 RPM, then the engine gets loud enough to take over, and by 4,000 RPM you're all in, with the engine making Super Stock noises.''
By the end of the trip, Jeff had minor criticisms, but even he was quick to dismiss them. ''The ride around town is rough-ish, but so what? Cornering is flat, and the steering is firm and quick--as close to perfect as I've felt, and there's no chassis flex at all, thanks to cage.''
The praise isn't all that surprising to John--he's spent years making changes and adjustments to get it just so, but is there anything lingering that he would have done differently? ''If I could do it again, I would have gone with the milder camshaft combination sooner; it makes the car so much more driveable.''
So is it done, then? ''I continue to make little adjustments--keeping a car like this finely tuned takes considerable time and effort.''
In the final analysis, it certainly seems that John's efforts have yielded quantifiable results, but his closing comments summed it up perhaps more aptly than could any black-and-white data: ''I've put approximately 5,000 miles on it this way, and every time I drive it, it puts a smile on my face.''
Sounds like a mission accomplished.

Perhaps one of the primary reasons that muscle car restoration presents such a challenge--beyond coping with rust--is that these cars were often the subjects of ongoing alterations. It was a process that often began nearly immediately, as celebrated with the emerging ''Day Two'' trend, where freshly restored cars are presented with just those few period modifications that new owners tended to make as soon as they got home.
Some of those efforts to personalize a new car may have halted after the first few additions, while others never stopped, sometimes winding up with track-dedicated racers that differed radically from the specs laid down by the manufacturers. To this type of owner, the factory's configuration was merely a starting point, one that need never be revisited. It's a dictum that stands even today, in the midst of widespread efforts to return these 40-year-old machines to their original forms; there are still those who are more interested in pursuing ever-improved levels of performance than in returning everything to factory-spec. For them, the interest in yesterday is purely aesthetic.

But are these efforts actually improving their subjects? Do the ends justify the means, or is it all folly for the sake of putting on a good show, yielding an assemblage of parts and pieces that look cool while lacking any sort of mechanical harmony?
John Malouf wasn't around when the first muscle cars were being built--his first car was an '85 Mustang GT, and it was several years used when he picked it up as a teen. The timing was perfect to land John right at the cusp of the 5.0 movement, where modifications were the order of the day. Despite having a ''late-model'' subject, he found himself practicing a time-honored method of going faster: by picking choice bits from the junkyards around his southern California home.
''I built that car while I was in high school and college, and I did a lot of junkyard raiding,'' he told us, recounting that he eventually made it into the 11s using mostly salvaged parts--including a 351W--and lots of tweaking and tuning. ''It taught me a lot about working on cars, and really built my confidence,'' explained John, adding that he'd had another 5.0 later, this one with EFI and a centrifugal supercharger.
But the Fox Mustangs lacked one thing that John found himself drawn to: the aggressive lines of the muscle car era. ''I wanted something older,'' John said, adding that he'd always admired the lines of the first-generation F-body. So, as the Nineties were drawing to a close, he located a '68 Camaro coupe in nearby Van Nuys, just a few miles from the site where the car had originally been built. It was solid, and it even ran and drove...for a little while, anyway.
''I was driving the car home when the rear end seized up; when it did, it took out the transmission, too, which I believe was a Turbo 350. I was mad, but only because I thought I probably would have gotten the car cheaper if it had happened on the test drive. All I really wanted was a clean body,'' recounted John. Right from the outset, it had been his intention to use the Camaro as a blank canvas.
His goals, though, were actually aimed more at straight-line competition; he also intended to get there gradually, at least until the driveline grenaded.
''After it broke on the way home, I hastened my plans. First the engine came out, then the subframe, and then the suspension was falling apart in my hands, so I just decided this was going to be a ground-up restoration,'' said John, though his use of the term ''restoration'' really referred more to the car's body and interior--he still intended to go drag racing.
To that end, he set about straightening out the Camaro's flanks, replacing the rear quarter panels with NOS GM pieces to eliminate the accumulation of dents and the rust that was creeping along the lower edges--yes, even So-Cal cars can rust, given enough time. He was also fortifying the car's foundation by welding the subframe seams and adding gussets to the chassis along with subframe connectors.
At the same time, John was getting the new drivetrain together. The centerpiece was a 406-inch small-block, using parts sourced from Speed-O-Motive in Santa Fe Springs, California, topped with a conventional Holley carburetor and backed with a somewhat unconventional (at least at the time) Tremec five-speed.
''I'd been really happy with the Tremec in my '85 Mustang, so I wanted to see if it was possible to put one in the Camaro. There weren't kits for this the way there are now, but I talked to Mike Fortes of Fortes Parts Connection, where I used to get stuff for my Mustang, and he was working on a conversion kit to put the Tremec in a GM car,'' explained John, revealing that his efforts to enhance the Camaro's road manners had begun even before that was an established goal. ''It worked out really well, and was nearly a bolt-in.''
Once the car was moving under its own power, the stripped shell was taken to Studio Auto Body in Glendale, California, for final straightening and to lay down the Torch Red paint. When the car came back home, John handled the interior himself, including the painting and upholstery installation, leaving the Camaro with a restored factory Deluxe interior in black and using lots of factory trim pieces. By this point, the car was once again roadworthy and looking good. It seemed like everything was back on course to create a solid street/strip Camaro...until John went for a ride.
''I was still planning to go drag racing when I met a guy who lived about a quarter-mile from my house with a nearly identical-looking car. He'd just finished it and took me for a ride--I was really impressed with the handling. In fact, up to that point, I never thought an old car could handle like that.''
That one ride was all it took to change the course of John's Camaro project. ''I decided that's what I wanted to do with my car.''
John and the owner of the other Camaro became fast friends, and the two shared a desire to elevate all aspects of their respective Camaros' performance, though they didn't realize they were on the leading edge of an emerging trend. ''Nobody was using the term 'Pro-Touring' back then--we just wanted to make our cars handle and stop as well as, or better than, late-model performance cars.''
It turned out that John's new friend had worked as a machinist, and still had access to his former employer's shop, which allowed the two to create many of the parts they needed to achieve their goals. This included fabricating brackets and making other alterations to facilitate the mounting of C4 Corvette ZR1 brakes, using PBR aluminum calipers, to the Camaro's spindles; more fabricating and machining got the Corvette's rear brakes onto the Camaro's 12-bolt.
Actuating those brakes was yet another challenge, particularly since the Camaro's small-block was then running a lumpy cam that did away with most of the idle vacuum needed to power a brake booster. This conundrum prompted John to consult with a power brake specialist, though his suggestion was far less conventional than they'd anticipated. ''He asked if we knew what a hydro-boost system was, and then told us GM had used them with some trucks and on some of the diesel-powered cars to get around a lack of vacuum. I asked him if he could put one together for me; once we got it on the car, I couldn't believe how well it worked.''
In spite of the brake solution, the raucous small-block did become tiresome over time, and John felt there were a number of inefficiencies with the engine combination. The next step toward improving drivability was to add a programmable EFI system--Holley's Commander 950. ''I could hook it to my laptop, and then I'd have someone else drive while I worked on the programming,'' explained John, though he still felt there was room to make the Camaro better.
That feeling led to the development of a new engine package, which also provided the opportunity to get some weight off the Camaro's front end. A new small-block was built using a rotating assembly from SCAT in an aluminum Motown block from World Products. It still displaced 406 cubic inches, but this time, the cam was based on a 113-degree lobe separation, which smoothed out the idle considerably and brought back the vacuum--it would now sit at 800 RPM while pulling 16 to 17 inches of vacuum.
But making less power was definitely not the goal, so the new cherry on top became a centrifugal supercharger--a Paxton Novi unit. John had used a centrifugal blower on his second Mustang to great effect, and working in concert with the EFI, it seemed an excellent way to make big power numbers while maintaining streetability.
So this Camaro has experienced quite a metamorphosis since it first rolled from the Van Nuys plant over 40 years ago--and really, just since John took title. It makes for an impressive spec sheet, but the real question is simply, does it all work? Is it actually better than it was?
For a bit of impartial insight, our man out West, Jeff Koch, took the opportunity to drive the fruits of John's labor after handling the photo work. Though he's driven quite a few stock muscle cars over the years, Jeff has also been behind the wheel of numerous examples of the Pro-Touring approach to tweaking and tuning, providing a solid basis for commentary.
Before even twisting the key, Jeff experienced a genuine improvement: The stock seats had been lowered--an inch and a half, according to John--so that they looked stock but provided a noticeable gain in headroom, which, at 6-foot-2, Jeff could appreciate. ''Better headroom, okay legroom, but the wheel is still in your lap,'' was the first entry in his notes. ''Autometers are big and clear, but console gauges are not going to be useful when eyes are up, at speed,'' he continued. Then he turned the key.
''Idle settles at 700 to 900 RPM, with the blower whine drowning out much of the engine--an interesting blend.'' Easing the clutch out was eye-opening. ''Wow, this thing is not subtle. Clutch movement is short and heavy, engaging at the top of the travel; throttle is more of an on/off switch. Owner says he's considering swapping the 3.73s for 3.08s, and advises that he normally starts in second when cruising the neighborhood; when I try this, the power is still startling, but it's just right to avoid tire-spin.''
Even after getting more familiar, the Camaro kept Jeff on his toes, but he seemed to be enjoying himself. ''Shifter is quick and direct. Brake pedal is super-stiff; at low speeds the binders want to throw you out the window. There's blower whine up to 2,500 RPM, then the engine gets loud enough to take over, and by 4,000 RPM you're all in, with the engine making Super Stock noises.''
By the end of the trip, Jeff had minor criticisms, but even he was quick to dismiss them. ''The ride around town is rough-ish, but so what? Cornering is flat, and the steering is firm and quick--as close to perfect as I've felt, and there's no chassis flex at all, thanks to cage.''
The praise isn't all that surprising to John--he's spent years making changes and adjustments to get it just so, but is there anything lingering that he would have done differently? ''If I could do it again, I would have gone with the milder camshaft combination sooner; it makes the car so much more driveable.''
So is it done, then? ''I continue to make little adjustments--keeping a car like this finely tuned takes considerable time and effort.''
In the final analysis, it certainly seems that John's efforts have yielded quantifiable results, but his closing comments summed it up perhaps more aptly than could any black-and-white data: ''I've put approximately 5,000 miles on it this way, and every time I drive it, it puts a smile on my face.''
Sounds like a mission accomplished.

Feature Article from Hemmings Muscle Machines
September, 2010 - Terry McGean - Photography by Jeff Koch

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

Steve's Camaro Parts - 1968 Camaro - A Never-Was Z/28 RS Convertible

2012-02-17T08:11:00.000-08:00

Just a Second

Everyone knows there's only one '68 Z/28 convertible. Don't they?

The story of the one and only 1968 Z/28 convertible is an oft-told one:
Vince Piggins built it for Chevy general manager Pete Estes, fortified it with more power and lots of trick options, from the cross-ram dual four-barrel intake to 4.88:1 gears and four-wheel disc brakes. The green machine recently changed hands to the tune of seven figures, though it's still known as the Estes Camaro, and is celebrated as a fantastical one-of-one creation that many may consider the ultimate first-gen Camaro.

Now, take a look at the '68 Camaro on these pages. This is clearly not Estes's car--for one thing, it's Marina Blue and sports an RS nose. And yet even the most intense scrutiny will bear out that it's full of correct date-coded parts and part numbers. Pop the hood and there's an aluminum cross-ram intake with twin 585cfm Holley four-barrels; even the Protect-O-Plate and window sticker shows that this was built in January of 1968 and delivered to a dealer in Utah. It's a clean restoration, for sure--no aluminum radiators or radial tires take away from the ultra-period vibe. But it's enough to shake the faith of even the most hardcore Camaro fan, making them reconsider what it is that they think they know.
We're here to tell you that the Estes Camaro's new owner has nothing to sweat; his Z/28 doesn't have a long-lost cousin that's been floating in the ether for four decades. As nice as this car is, and as much documentation as owner John Scholz III of Pleasanton, California, has to prove that it is what it is, it quite simply isn't real.

Cue a chorus of readers annoyed that this isn't a real car. We can debate about what a "real" car is all day long. But your author drove it, and spent a blustery March morning shivering on a dry lake bed to get shots as the sun came up over the mountain, so he well knows it exists. Is it a real Marina Blue small-block V-8 RS convertible? Yes, it is. And so the questions arise: If it isn't what it purports to be, beyond a blue Camaro ragtop, then what the heck is it?
It might be easier to get into what it isn't. This Camaro is not a clone; it's different enough from Maynard's that no one can possibly mistake the two. (Yes, we know that color-selection markers mean that a clone can be differently marked and colored than the donor. Hush.) Nor can it be considered a tribute car (the latest euphemism for "clone"), for many of the same reasons.

And it's not really a fraud, because the owner completely owns up to every aspect of what he did to the car. Frankly, he was positively gleeful about pointing out every aspect of his machine.
Besides, the most important number on the whole car--the VIN--has remained unaffected and untouched. It's still a Norwood, Ohio-built 1968 Camaro V-8 convertible, and this is reflected in the 124678N VIN sequence. Thus we parse the difference between what's legal and what's ethical: People swap engines and components all the time to no one's detriment, but changing out VINs is a no-no according to the state.

Beyond that, although we're not lawyers, we're pretty sure that fraud usually involves deception in a financial transaction between two parties, and--despite some very careful and thorough manipulation of the documents that could well be considered proof of this car's proper existence--that hasn't happened. Indeed, Scholz had to sell three of his other Camaros to help pay for the building of this particular beast...after that kind of sacrifice, he's not looking to part with it anytime soon.
So what is it?
The owner prefers the term "counterfeit." "Where there is big money involved," Scholz told us, "whether it's a painting, a rare coin or a muscle car, counterfeiters will always be around. What better way to show what's happening in our hobby than to create a perfect three-dollar bill?"

Indeed, while the concept and execution were Scholz's own, he made regular trips to Steve's Camaros for plenty of NOS, restored and reproduction parts. Everywhere you look, there are plenty of actual, correct, date-coded bits. The 327 block (with the correctly cast-in 3914678 part number and which, while not original, was cast within two weeks of this car's original mill) shared a part number with the 302 for part of 1968. Thus it is saved the ignominy of having its ID ground down and re-stamped, although the V0103MO (V for Flint-built engine, 0103 for month and week, and MO for the code indicating a 290hp 302) suffix has been added.

"I didn't want to resurface the block with a milling machine," he says. "That would have been too obvious." So instead, the block was surfaced with an antique broaching machine ("This doesn't give you the accurate tolerances of today's precision machining," Scholz explains, "but I was after correctness, not precision.") The deck surface was then aged for a year, using alternating coatings of a muriatic acid solution and a saline solution, which allowed it to corrode more quickly.
An original 302 crank (p/n 3941176) has been added, along with 11:1 pistons. On the top end, correct 3917291 heads were installed; they're correct for either a 302 or a 327 with 2.02-inch intake valves. The 1100814 alternator, 1108367 starter, 1111266 distributor, pulleys and brackets have all been date-coded.

And then, of course, there's the correct intake and carburetors: The original (not repro, Scholz swears) intake was a $6,800 flea market piece. We can't believe we just typed "$6,800" and "flea market" while describing an intake manifold, but such is the high demand for these pieces, in the days before the quality re-pops were on the market. The carburetors are correct reproduction 585cfm Holleys from Heartbeat City. ("There are some subtle differences," Scholz says, without telling us exactly what they are.)

A couple of friendly words from Bay Area cross-ram Z coupe owner Mark Schwartz at a show convinced Scholz to ditch the vacuum advance. "I learned that they use the L88/ZL1-type distributor with a dummy vacuum advance can," Scholz told us. "Those are $1,200 on eBay. So I made one. Now it's got pure centrifugal advance."

The same attention to detail is paid all around the car. You could tear the thing apart and, while it would be certainly considered a very fine restoration, there's nothing to give away that there's anything hinky going on. This completeness was something of a challenge: As if finding (and buying, yikes) the right parts alone wasn't enough, Scholz stuck with his car's original build date of the 3rd week of January for his machine. "Building a January car is difficult," he says. "Some of the parts are dated late '67 and are specific to the '68 model year." Yet they're all within the realm of possibility: The dates are randomly scattered throughout October, November and December of 1967.

So sticking your head under the hood will reveal nothing. Poke around elsewhere, and there's no indication either: This performer doesn't wait for the audience to stop gasping, but continues on with its po-faced show.
"I was at a show recently," Scholz says, "I walked away and came back, and there's some guy lying underneath my gas tank. So I kicked his foot to get his attention. He was telling me that you can tell a fake JL8 rear by how the emergency brake cables were set up, and he was wondering where I got mine? I told him that they came with the rear."
Some have questioned the dust shields on the front brakes, because the service package wouldn't have had them, "but the experts are 50/50 on it," Scholz says.

Creating a numbers-matching second of a car that everyone knows there's only one of, with correctly dated components, is one thing, he tells us. "Adding full documentation to this car really opens up a can of worms." Indeed, the paperwork, again happily coughed up by the owner, backs up everything as written on the car. Which some might find troubling.
Scholz started by recreating a window sticker, stirring in both the options the actual car came with and the ones he added on later. The sticker and invoice both came from a real dealership: Gordon Wilson Chevrolet (now Larry H. Miller Chevrolet) in Murray, Utah--the dealership where this particular car was originally delivered to the fictional Robert Tuller. A full complement of options (named and priced on our spec page) on the sticker and three dealer-installed goodies (the "cross/ram intake kit," the camshaft kit, and the four-wheel disc brake kit) adding $1,234.76 on the dealer invoice, made for a $6,210.84 Camaro.

An NOS owners' manual was sourced (copies are now available). The Protect-O-Plate, which reads V0103MO, has the fictitious Tuller's home address and reflects the engine suffix stamped into the block. The book reflects the original 3.73:1 rear, which would have been replaced with the disc-brake axle at the dealership.
The paperwork was sent out to be weathered. "I promised the bigwigs in the Camaro club that I wouldn't disclose who did it," he says in response to our query regarding just who, exactly, is able to age documents with such accuracy that nothing short of carbon-dating will reveal their true age.

So it's in character and can't be shaken. What's done is done, so we might as well enjoy the show. Slip inside, and at first blush it's like any other Camaro convertible you've been in. If you're too tall, the top of the windshield will bisect your vision. The steering wheel could stand to be a couple of degrees higher up, even with the added tilt column. Endless headroom, thanks to the down-folded top. You know the drill.

Turning the key is another matter. It cranks readily enough, but at cold idle, you really don't want to be near it. It twitches, it spits, it cackles. You can hear the valves defiantly slamming shut inside the heads with each revolution of the cam. It smells like the drag strip, the muffler sounds like there's a Maxwell House can with a pachinko ball let loose inside, and it seems very annoyed to have woken up and realized that it's alive to see another day--and doubly so to discover that you roused it from its slumber.

Even once it warms up, and is able to maintain a rolling 950-1,100 rpm idle, it's still muttering under its breath through gritted teeth at you. The Muncie shifter shivers in its moorings--whether it's from engine vibrations or sheer fear remains undetermined.

Getting it to warm up and calm down on a chilly morning is easier said than done out in the open desert. Surely the carb jetting isn't helping: With 61 jets in the primaries, 69s in the secondaries, and a #35 accelerator pump squirter, it's been tuned for sea level. "My friend Henry Olsen did his magic... when I mentioned my Z/28 cross-ram, he said 'Get that thing over here! It's been a while since I tuned one.' " Here at the El Mirage dry lakebed, we're more than half a mile up (2,800 feet); leaner jetting could help things. But it is what it is on this frigid March morning.

Blip the throttle, and you actually get some response, rather than the fat black hole that a small-cube, multi-carb V-8 could easily throw you into. Let up on the clutch--the takeup is nearly all the way up on the pedal's travel--and the pedal seems stiff, but not heavy. Getting aggressive with it off idle, even once it's warmed up, is a good way to stumble and stall. Rather, if you roll into it off idle and don't upset the carbs, you'll be on track to take advantage of all that power once it kicks you in the small of the back at around 2,500 rpm. Do it, and you're hurled clear through redline in less time than it takes to tell.

Once you're moving, though, the 302 demands a strong hand: Tentative shifts will be rewarded with revs caught well outside the power band, quickly scrubbing off your momentum. No, you need to get in there and rev the whee out of it, clear up to 7,000 rpm if you must, and shift hard and fast.

It's easy to do--the clutch and Muncie shifter are nicely weighted so that they work in concert, demanding a forceful approach without threatening to break any hard parts. In third and fourth gears, the Muncie shifter rattled something fierce in its gate--it actually drowned out the engine. They all do that, we know, but this is the kind of behavior that made Hurst a household name in the '60s.

As delightful as all that power was, the bias-ply rubber it rode on was an utter fright: Willing to sniff out and follow every crack in the ancient desert-baked pavement, letting the nose feel deceptively light under even moderate acceleration. Luckily, the power steering was perfectly tuned to be able to catch the chassis' antics while dancing around on its repro bias-ply tires. The slightest of fingertip movements from behind the wheel let you save yourself from what seemed like inevitable disaster; the lack of on-center slop made up for the relative lack of feel. The JL8 disc brakes were strong, progressive, fade-free and nicely dialed in, so anytime the rubber got to be too much (or, more correctly, not enough), you could count on them to bring you back down to earth.

But as much of an experience as it is to drive, this car, more than maybe any other muscle car ever built, doesn't need to count on its actual performance to make your head explode. No, the fact that it exists at all is what's supposed to blow your mind; it messes with your perceptions of what you think you know. If owner Scholz chooses not to show his documentation during a show--oh, who are we kidding, even if he does show off the paperwork--heads are scratched before they explode.

"I built it to prove a point," he says. Okay then, John. What's the point?
"These days, there are a lot of cars going through auctions, and trading hands, that are just fake. That's just unfortunate. So I created the ultimate fake--a car that everyone knows there's only one of. Yet here's a second, completely documented car. It's scary.

"When I first showed this car with the documentation, man, did I get an earful. I'm not trying to fool everyone. I'm just showing everyone that it's being done. It's something everyone knows is happening, but I'm one of the first to say 'Hey, look at what's going on.' These days, you can't really believe what you read anymore. You have to do your homework if you're going to shell out for a big-bucks car, even with documentation.

"People are wondering whether I'm trying to rip someone off, but at the same time I've received plenty of pats on the back for standing in front of a clone instead of hiding behind it."

Owner's View
The original Z/28 convertible has only been in the hands of a few... and I will never be one of those fortunate collectors. So I went out and did what any passionate car builder would do: I built my own, down to every correct detail.
At shows, people will tell me that Chevy never made one of these, but when they see the documentation, or the correctly broached and stamped engine suffix code, they completely believe Chevy made it. I just smile, shake their hand and tell them that they can't always believe what they hear, see or read.
It's simply a counterfeit convertible.

Source: Feature Article from Hemmings Muscle Machines
August, 2008 - Jeff Koch

2012-02-16T08:19:00.001-08:00

1969 Chevrolet Camaro

Mark Stielow's Latest Camaro Is The First Recipient Of An LS9 Engine Swap-And This One Makes More Than 700 HP

From the September, 2009 issue of Hot Rod Magazine

By Mike Yoksich

Photography by Mike Yoksich

You are looking at the first hot rod powered by the LS9 V-8 crate engine sold by GM Performance Parts, the same supercharged, 6.2L mill used in the latest ZR1 Corvette. But while the engine choice is really cool, don't be fooled; this '69 Camaro is about way more than just an engine. It came together under the guidance of well-known Pro Touring car builder Mark Stielow. Unlike the other 35 or so cars Mark has built, this one started in the mind of his friend Charley Lillard. As a direct descendent of the killer '69 Camaro that Mark unveiled back in 2003, which was called the Mule, Charley decided to simply call this ride Jackass.

The name is somewhat misleading. The Mule represented a huge step forward in the build and performance of a Pro Touring-style muscle car. It featured massive rubber, production-looking mini-tubbed rear wheelwells over a streetable four-link rear suspension, a 1,000hp twin turbo V-8, a late-model front suspension, 275/35R18 front tires, 335/30R18 rear tires, and was detailed in 22 consecutive months of magazine buildup stories. The Mule was chassis-dyno-tested in 0-to-200-mph runs, run in track events at facilities such as Laguna Seca, and driven cross-country on four HOT ROD Power Tours(r).

The 6.2L supercharged LS9...

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Jackass takes all the lessons of the Mule and builds on them with a host of refinements and innovations. The stock LS9 V-8 engine is an obvious innovation, but don't forget to take in the carbon-ceramic Brembo ZR1 Corvette disc brakes, C6 Corvette front suspension on the Art Morrison front subframe, front spoiler relocator kit, trick Rick's stainless gas tank, and coolers for the transmission and rearend.

Is Jackass better than the Mule? Mark says, "We gave the Mule that name because it was a testbed for a lot of the ideas I had rumbling around in my head for years. That car was intended to really make a statement, which it did, but it is also more aggressive than most of the cars I have built. My pal Charley Lillard, who owns the Mule now, felt I could do a car with the same capabilities but with production car manners. Jackass is truly that car-insane power and speed capabilities, but the thing idles like a rumbly taxi cab sitting in traffic with the A/C blowing cold."

So is Jackass the best Pro Touring car Mark has built yet? That is tough to say because it won't get the snotty-cammed, high-compression fanboys fired up, as it quietly idles around town. We guess that won't matter to the true Pro Touring enthusiasts who will once again be awed by Mark's ability to reinvent and refine what performance terror looks like wrapped in the envelope of a '69 Camaro. And for that reason, many will consider Jackass his best yet.

Steve's Camaro Parts - 1969 Chevy Camaro - Red Devil

2012-02-15T21:09:00.000-08:00

Robert McGaffin

Mark Stielow has been at the leading edge of the Pro Touring genre since it began. Quite likely, it was one of Mark's cars that tipped the whole thing over. Anyone who's followed the 45-year-old's progress knows that Mark is smitten by the 1969 Chevy Camaro, so it has become the car to build for road race, slalom, 0-100-0 rips, and burning up the quarter-mile. Though his cars can be driven daily, they aren't-but that has always been Stielow's mindset when planning and building. It's the whole enchilada in one trick bag, or it's nothing.

Stielow: "The Red Devil was supposed to be my economical build after I had to sell Camaro X. I had a plan and was working to it: a basic Pro Touring '69 with DSE chassis and an LS7 engine. I was able to piece most of it together at a reasonable cost. I almost had all the pieces together and then went to SEMA last year. After I drove [Charlie Lillard's] Jackass at the Optima Street Car Challenge and saw the reaction of people to that car, I knew I needed more power than an LS7. I called my engine builder Brian Thomson and asked him about an LS9. He said that he'd done a 427 LS9 for a customer and asked me if I wanted to drive it. Well, like the [street] dealers say in Detroit, the first one is free ... I was hooked. I needed a 427 LS9. I told Brian to build me one."

Mark found the car he wanted in Sacramento, California. He's the third owner. He was able to retain every bit of the stock sheetmetal but lightened the front end a bit with an aluminum cowl hood and aluminum front bumper. Reiter Metal Craft in Mt. Clemens, Michigan, did the initial metal repair, DSE mini-tubs, subframe connectors, and QUADRALink install. Joe Borschke at Stenod Performance in Troy installed the roll cage and exhaust cutouts in the floorpan. Mark couldn't have done this in the prescribed time frame without some help. He credits Ryan Kuhlenbeck for wiring the engine, chassis, and the antilock braking system. Dave Mikels tuned the package and, with Kyle Tucker's (DSE) pointers, Kevin Zelenka tuned the chassis.

Thomson Automotive is in Redford, Michigan. Thomson Automotive makes serious power with LS engines (their dual-turbo 454 LSX makes a minimum of 2,000 hp). Proprietor Brian Thomson built the Devil's whiz-bang based on the LS7 cylinder block, which is 51 ci larger than the LS9. His plan included a Callies crankshaft, Oliver aluminum connecting rods, and Diamond 9.0:1 forgings. Do you need premium parts for a mere 10 psi of positive manifold pressure from the LS9 supercharger? Certainly not, but if you turn up the wick somewhere down the road, it's always better to be laughing than crying when the smoke clears.

Thomson readied the block with ARP studs instead of torque-to-yield bolts. He installed one of his blower cams (specs proprietary) with the LS9 rollers, pushrods, and every other bit of the LS9 valvetrain. The LS9 cylinder heads carry 2.160 titanium intake and 1.590-inch sodium-filled exhaust valves. Combustion chamber volume is an as-cast 68cc. For reasons of durability, reliability, and ground clearance, Thomson retained the LS7's 8-quart dry sump oiling and consummated the deal with a Peterson Fluid Systems tank (Henderson, Colorado). The top of the engine is piled with a 1.9-liter Eaton supercharger that cranks out 10 psi maximum with a 3:1 drive ratio.

The petrol supply trail begins at the Rick's stainless fuel cell that was modified to accept a Cadillac CTS-V fuel-sending module. A GMPP crate engine controller is teamed with Kinsler high-capacity fuel injectors, and monitored by a Kinsler FMU. Cooling is a very big deal for a car that does some very big things. A Griffin custom two-row radiator core is plied with fast-moving air via an electrically driven GM fan. The transmission and differential fluid temps rise exponentially on the road course and the 0-100-0 rips, so stop trouble before it starts, Stielow went with immaculate Weldon pumps for both issues.

Though the stock LS9 ignition provides more than enough zap, the product of combustion is drawn to the outside by Kook's headers featuring 1 7/8-inch primary pipes. It flows through an X-pipe, Borla mufflers, and 3-inch stainless steel system. The dyno sheet that accompanied Mark's notes indicates 760 hp at 6,600 rpm and 810 lb-ft of animal torque at 3,900 rpm. At 2,500 rpm engine speed, torque is more than 600 lb-ft. One thousand rpm later, and you're now shoeing 800. How's that for flexibility and instant reflex?

Throttling this much grunt on macadam is neigh impossible unless the driver is absolutely diligent on launch. Stielow is used to the terror hidden beneath the metal of his of '69 Camaros, so for him it's not much more than buckling up and motoring away. The real test is being able to drive out of turns straight and true with nothing more than haze from the 335s. D&D Performance fixed Mark up with a bullet-proof T56 taking torque from a Lingenfelter billet-steel flywheel and accompanying pressure plate in conjunction with LS9 twin clutch discs. A Dynatech aluminum driveshaft links the six-speed with the Currie 9-inch (TrueTrac helical-gear differential, 3.25:1 ring-and-pinion).

Where do you put a drivetrain as formidable as this? You could reinvent the wheel, or you could go straight to one of the most popular vendors in the Pro Touring realm. DSE sent spindles, upper and lower control arms, rack steering, a 1 1/4-inch bar, and its adjustable coilover shock absorbers at the nose cone. On the smoke-and- ash end, a complete DSE backdrop-QUADRALink 4-bar suspension, coilover adjustables, subframe connectors, and a hollow 1 1/8-inch bar. It's the job of all this stuff to tax hell out of the tires, so you'll need some big ones, pally. In this story, the Red Devil wears lightweight Fikse Profil 5S forgings that are 10 inches at the front and 12.5 inches at the back. Rubber accompanying is Michelin PSII, 275/35 and 335/30, respectively. Alternatively, the Devil sometimes spins Forgeline GA3 wheels shod with BFG KDW tires and dimensions identical to the Fikse/Michelin combination. The killer icing is the ABS system adapted from the LS9 Corvette. To our knowledge, this is first "hot rod" to be blessed with such an endowment. Watch for more of these conversions. They could become the darling of Pro Touring.

Stielow spends his daylight hours as an engineer at GM. His engineer buddy, Ryan Kuhlenbeck, does too. Ryan had been working on the Chevy Volt launch and Stielow had to go to Korea three times last spring. Do these guys sleep? Stielow says, "Needless to say, we were a bit busy. I sent all the body parts to Dutch Boys Hot Rods in Vicksburg, Michigan, manned by father Joe and 19-year-old son Paul VanNus-avid hot rodders, the both of 'em." The VanNus duo massaged the parts carefully, endlessly, and then Joe blew on the Standox VW Salsa Red, stepped back, wiped his brow, and turned out the lights.

The car's man cave is Stielow-esque. It's tuxedo sharp and formally understated; all controls and levers are within arm and peripheral range, and nothing is in there that doesn't need to be. There are creature comforts; Stielow has spent way too much time sweating inside out, hence the Vintage Air HVAC system. Mark also craved audio to the max. He's got an Alpine setup but that's all we know about it. The door panels are GM repro. The steering wheel is a Sparco product. A shifter from a '06 CTS-V pulls the gears. Mark keeps tabs on the mechanicals via a bank of Auto Meter instruments sunk into a DSE dash panel. On the street and track, the ten-point cage and five-point Schroth safety harness plant Mark's gluteus maximus firmly in the high-zoot Recaro suede/leather seats. All the interior work was finished by the crew at All American Upholstery in Romulus, Michigan.

Plan One was to finish the Devil and test it before the May 1 race at Road America, but these street fighters missed the first two events. Plan Two was to get everything hooked up and tied down for the Motor State Challenge, June 19-20, at Gingerman Raceway in South Haven, Michigan. On Thursday the 17th, Stielow pulled the jack stands, put all four tires on the ground, and drove the Devil straight to Belle's Tire for wheel alignment. There was a coolant leak and also a throttle mismatch problem that put the motor in limp-home mode. He made it to Brian's shop where Dave Mikels diagnosed and operated successfully.

Jack Ass and Red Devil: Two...

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The night prior to the race it stormed. The threat of hail scattered the gathering. The Devil found himself chasing Lillard, who was driving through the deluge at 80 in Jack Ass. Mark was tied to Charlie. Much to his chagrin, he discovered that the Devil had no windshield wipers! They got to the hotel, put the cars in their boxes, and went to the bar for a couple of beers. When the storm played out, they hit the freeway to see how the car ran. They had finally amassed the 200 break-in miles for the differential. "We tore up and down the highway a few times and thought it was good. It was better than good." The next morning, Mark qualified number one and won the road course portion of the MS Challenge. "Of all the car stuff I've done in my life, this is one of my best achievements," says Mark. "To take a basically brand-new build to the track and do well without having to do anything more than tighten one bolt made me very happy."

What would Stielow do differently were he to build Red Devil (or most likely his next project) again? His little professor self says, "I would make a few of the parts a little lighter. Like the exhaust, which was built out of stainless steel I had lying around. It's 0.065-wall. I wish I would have purchased the 0.049 wall tubing to save 10 pounds." Yeah, you gotta love this guy.

source:

From the January, 2011 issue of Camaro Performers

By Ro McGonegal

Photography by Steven Rupp

Steve's Camaro Parts - 1969 Camaro Dissasembly of 1969 Steering Column Lock Cylinders

2012-02-10T21:48:00.000-08:00

Disassembly

1. Using a paper clip or similar gauge wire, fashion a tool by placing a 90 degree bend approximately 1/8 inch from one end of the wire.
2. The lock cylinder sleeve incorporates two separte brass plunger pins, approximately 180 degrees apart. Only one of these pins can be used to disassemble the lock cylinder. The pin is adjacent to the tango on the anti-theft ring and is the incorrect pin to use (see figure 1)
3. The cylinder may be freed from the sleeve with the cylinder in either the "LOCK" or the "ACC" position.

a. If the "LOCK" position is chosen, use the tool formed in step 1 to depress the correct plunger pin (identified in step 2) approximately 1/8 inch down into the sleeve housing as shown in figure 2. While depressing the pin and maintaining light upward pressure on the lock cylinder, rotate the cylinder counter-clockwise (toward the "ACC" poisition) until the cylinder pops from the sleeve.

b. If the "ACC" position is chosen, the correct plunger pin (identified in step 2) is flush with the sleeve housing and is not visible. The pin is located directly above the stake mark as shown in figure 2. Using the tool formed in step 1, depress the plunger pin approximately 1/8 inch down into the sleeve housing while maintaining light upward pressure on the lock cylinder until the cylinder pops up from the sleeve.

4. Remove the lock key from the cylinder.
5. Tap the lower end of the sleeve on the work bench several times (on side containing the wire spring and retainer) Remove the sleeve assembly, anti-theft ring and wave washer from the lock cylinder assembly.

source: Chevrolet Service News Volume 41 - March 1969 - Number 3

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

Steve's Camaro Parts - 1967 Instrument Panel Harness

2012-02-08T08:32:00.000-08:00

The instrument panel harness has a new provision in the light switch wiring to facilitate the new safety standard that parking lamps will be 'On" whenever headlamps are on. It also incorporates polarized or indexed connector cavities in the fuse panel to prevent improper instalation of connectors in the panel. One basic fuse panel is common to all passenger cars. It has nine fused cavities and four connector cavities for increased capacity (Fig. 12-25).

Fusing has been rearranged to more evenly distribute the electrical loads. The passenger car cluster is now fused separately and tailights are fused on a different fuse than the stop lamps and hazard switch. This allows the rear lamps to function even if one of the real lamp fuses is blown.

The tabulation below summarizes the basic cicuitry.

The follwoing 1968 Accessory or RPO items obtain their power source by plugging into polarized receptacles in the face of the fuse panel:

The engine and generator & forward lamp harness are more positively engaged to the instrument panel harness (back of fuse panel) through the mating of the engine and generator & forward lamp connectors and an attachment bolt (se Fig. 12-25).

The circuit breaker amperage has been lowered from 40 amps (1967) to 30 amps (1967). This will give added protection to power window, power top, and/or power seat motors and wiring.

Source: Chevrolet Service News Volume 39 September - October 1967 Number 9

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

Steve's Camaro Parts - Are Now in Moscow

2012-02-07T21:31:00.000-08:00

Steve's Camaro Parts now as their Camaro parts in Moscow. Steve's recent customer was excited to receive their parts for their 1969 Camaro project.

See the pictures below:

Car guys are World Wide!!!!

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

Steve's Camaro Parts - 1968 Camaro Steering

2012-02-03T06:51:00.000-08:00

Camaro production power steering gear housings, and all service replacement power gear housing, incorporate an internal stop in the form of a snap ring (Fig 9-1). When replacing, or when servicing the housing, this snap ring should not be removed even if the housing being replace did not have the stop. Any attept to remvoe the snap ring will result in damage to the housing.

The snap ring serves as an internal stop for the rack piston when negotiating a right turn. The left-turn stop is incorporated in the housing end plug. End plugs are available in various thicknesses, to contro the gear travel adn are stamped wih degree of turn for identification purposes.

The Camaro steering linkage components (steering arms, and pitman arms) are new to permit usage of a more common steering gear. Steerign columns are new due to a change in the shift levers for the manual transmission equipeed vehicles.

source Chevrolet Service News - Volume 39 - September - October 1967 - Number 9

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

Steve's Camaro Parts - 1967 Camaro Transmissions

2012-02-02T22:27:00.000-08:00

Transmissions for the Camaro included the 3-speed manual, 4-speed manual and Powerglide and Turbo Hyda-Matic automatics. Base equipment with all 6-cyclinder and V-8 engines up to 350 cubic inches is the 3-speed manual unit, fully synchronized in all forward speeds. the 2.85:1 low gear ratio is used with 6-cylcinder engines. For the 327 and 350 cubic inch V-8's, the closer ratio 2.54:1 low gear transmission is standard equipment. A heavy-duty 3-speed manual transmission is available as an option for use with the 350 and 396 cubic inch V-8 engines. For greater power train diversity, the 4-speed manual transmission is available, at extra cost, for 6-cyclinder modes as well as for V-8's. A heavier duty transmission is offered for the 396 and the new 350 cubic inch V-8 engines. The Powerglide automatic transmission is available optionally with all engines up to 350 cubic inches. Turbo Hydra-Matic is available exclusively with the 396 Turbo Jet V-8.

Shift controls for the standard 3-speed manual and automatic transmissions are located on the steering column. An option providing floor mounted controls and a console is available, except when the 3-speed manual unit is teamed with the 350 cubic inch V-8. Controls are floor mounted for the heavy duty 3-speed and all 4-speed manual transmissions, with the console an option. For all manual transmissions with floor-mounted controls, the control assembly is attache to the partial frame rear cross-member, through an "L" shaped bracket, rather that the conventional transmission extension housing attachment, for improved isolation from engine movement.

The Camaro features a one-piece balanced propeller shaft, with yoke and trunnion universal joints.

The Camaro rear axle has separate axle shaft tubes pressed and welded into a central cast differential carrier housing. Standard gear ratios are designed for general purpose use, with optional economy, performance and special purpose ratios available.

Camaro clutch assemblies are the single dry-disc type with application force supplied by a diaphragm spring.

Source: The Chevrolet Camaro
Donald H. McPherson, Charles M. Rubly, and Victor D. Valade

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

Steve's Camaro Parts - 1968 Camaro Hidden Headlights

2012-02-02T12:35:00.000-08:00

The Camaro (Fig. 12-13) headlamp system opens to the side as in the 1967 (of which most parts are a carry over).

The Camaro vacuum system (Fig 12-15) is like that of a Corvette headlamp system in that they use a vacuum reserve tank with capacity for one and half cycles without the engine running, a vacuum relay valve and an actuator. The actuator is a piston type rather than a diaphragm type. This piston moves to the vacuum side of the actuator as directed by the relay valve. There is no manual valve in the cluster are of the Camaro system.

Instead there is a provision on the relay valve that when moved to one side will vent the relay valve diaphragm to atmosphere. This in turn will cause the relay valve to move and route vacuum to the open side of the actuators; consequently opening the headlamp doors. As with the Corvette vacuum system, the headlamp doors on the Camaro can be manually opened in the event of malfunction as follows:

(Fig. 12-18) Pull outer edge of the door towrds the center of the car until the door locks in open position.

Provisions for headlamp alignment are the same as units with the hideaway feature. Door adjustments are accomplished through shims, slotted holes, and floating cage nuts (see Figs 12-13).

It is recommended that the headlamp doors and windshield wiper access door be set in open position during vehicle operation in inclement weather to avoid freezing of the doors in closed position.

source: Chevrolet Service News Volume 39, September-October 1967 - Number 9

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

Steve's Camaro Parts - MuscleCar Review on the Z28

2012-01-27T07:04:00.000-08:00

Here is a nice article in MuscleCar Review February 1988 with photos by Bill and Mary Mason

Steves Camaro Parts - 1967 Rear Axle

2012-01-26T07:04:00.000-08:00

The Camaro heavy-duty axle is revised to incorporate spring pads for mounting the multi-leaf, heavy-duty springs, which utilize a "U" bolt and stud attachment. The pring leafs are contained at the mounting area by a channel bracket and mounting plate. Springs are isolated from the axle by rubber pads sanwiched between the channel bracket and spring pad and between top of spring pile and axle bracket.
Service procedures for determining the differential bearing preload have been revised to ensure a more accurate method of ascertaining the total shim thickness, insert Tool J22779 between left bearing cup and carrier (Fig 4-2); turn thumb screw to obtain a line-to-line contact-use a micrometer to determine thickness of Tool J-22779; install applicable service spacer and a suitable shim that in total are equal to the micrometer reading. Repeat gauging procedure for opposite side of carrier and add .008 inch (for preload) to the micrometer reading. Select applicable service spacer and one shim that in total equal the micrometer reading-install spacer and tap shim into position. By using Tool J-22779 to ascertain required shim stack, a more accurate preload and subsequently a quieter running axle is assured (Fig. 4-3)

Two new tools are released for use in gauging the pinion oil seal installed depth (Fig. 4-4). In past years the seal was installed depth (Fig. 4-4). In past years the seal was installed until it was seated on an internal shoulder or until a pre-determined distance remained between axle housing and seal flange. Since both of these procedures called fo rthe individual to determin the correct depth, if seal was seated or if seal was square in housing, the seal was often damaged or improperly installed. To prevent damage by overseating and to assure proper sealing, use gague J-22804-1 for heavy-dutyaxles and J-22804-2 for light duty axles. The pinion oil seal is of the new helix desing which proveds greater seal life and improved lubrication qualitites.

Since introduction of the Chevrolet Salisbury-type rear axle in 1963, several different real axle pinion gear depth determination gauge plates have been released. In an effor to standardize and to eliminate duplication, tow new gague plates are recommended for 1968 and prior model usage; J-6266-52 is recommended on all passenger axes with the ten-bolt axle cover attachment.

Source: Chevrolet Service News Volume 39, September-October 1967 - Number 9
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

Steve's Camaro - 1967 - 1968 Camaro Transmission Assembly Removal

2012-01-25T21:32:00.000-08:00

The correct procedure for crossmember removal is listed below. The information should supplement the procedures for Camaro Transmission Assembly Removal, 'either manual or automatic. which appear in the 1967 and 1968 Chassis Service Manual. Remove the crossmember as follows:

1. Disconnect exhaust pipe at manifold and lower.
2. Remove the transmission mount bolts. Raise the transmission off the crossmember. Support transmission at this position.
3. Remove four (4) bolts securing crossmember to frame.
4. Remove right rear (#3) body mount bolt.
5. Pry right rear portion of frame downward and insert a block of wood to maintain a gap between the frame and underbody at the recess location.
6. Lift right side of crossmember into the gap created between the frame and underbody. Rotate crossmember to the right until it is clear of frame. Drop right side of crossmember below frame. Move crossmember to the right and remove from vehicle.
7. Continue with transmission removal.

Once the transmission has been reinstalled, install the crossmember by reversing the above procedure. Retorque body mount bolt to 80ft. lbs.

source; Chevrolet Service News Volume 41 - March 1969 - Number 3

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

Steve's Camaro Parts - 1967 Camaro Brakes

2012-01-21T07:57:00.000-08:00

A dual circuit brake system, is standard equipment on the 1967 Camaro and features separate front and rear hydraulic lines fed by a dual reservoir main cylinder.

The dual circuit system provides two independent hydraulic brake systems. If for any reason a wheel cylinder or brake line should fail in one system, the other system remains functional.

The main cylinder front reservoir and outlet is connected to the front wheel brakes. The rear reservoir and outlet is connected to the rear brakes. The different thread sizes are purposely provided ot ensure proper connecting of brake pipes to the cylinder outlets. The front outlet is 1/2 -20; rear 9/16-18.

The main cylinder is compased of two independent hydraulic systems (fig 16). the primary piston operates in the same manner as the piston in the current production main cylinder. The piston contains a secondary seal, a short lip primary seal and a thin steel cup protector, a secondary spring retainer, and a secondary return spring. A stop screw which retains the secondary piston while the primary piston is being assembled also prevents the secondary piston from damaging cups, in the event that bleeding presure is applied to the front chamber before the rear chamber.

The reservoirs are completely independent and are sealed at the top with a diaphragm member (fig 17). This diaphragm is not vented and behaves in the same manner as the diaphragms used in current production. The diaphragm is always assembled with the convolution pointing up, a feature which is different that present production diaphragms which can be assembled from either side. The diaphragm is protected by a metal cover which is vented to atmosphere. Diaphragm and cover are held in place by a bail wire. The bail wire limits the pressure build up in the reservoir to 4-20 PSI.

In normal operation the primary piston and caged spring assembly move the secondary piston to close off the by-pass at the front chamber. At the same time the by-pass hole is also closed at the rear chamber. Under these conditions hydraulic pressure is then built up in both front and rear chambers and the brakes operate normally.

When a failure occurs in the front braking system, the operation is the same as just described except that the secondary piston will move through its full stroke and bottom out on the end of the main cylinder body. After this occures hydraulic pressure can then be developed in the rear chamber htus actuating rear brakes. This failure is also accompanied with a noticeable increase in pedal travel and pedal effort.

When a failure occurs in the rear brake system, the primary piston and caged spring assembly move forward and pressure starts to build up in the front chamber. Since the primary spring is the only source of load no increase in pressure will occur until the extension screw on the primary piston makes contact with the secondary piston. From this point on all pressure build-up in the fornt chamber is by direct mechanical loading via the primary piston, extension screw and secondary piston. Again, this type of failure is accompanied by an increase in pedal travel and pedal effort.

source: Chevrolet Service News Volume 38 - September-October 1966, Number 9.

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

Steve's Camaro - 1967 Camaro Steering Column Realignment

2012-01-20T07:48:00.000-08:00

1. Remove steering column trim cover attached to the lower side of the column under the dash.
2. Loosen, but do not remove, two nuts (H) and nut (K) [or early produced Camaros this is a bolt].
3. Remove steering column toe pan trim and insulation material around the column to expose the steering column toe pan attachment plates (A & B) and seal (D).
4. Lossen, but do not remove, three screws (J).
5. Loosen two screws (C) and pull toe pan attachment plate (A) from the toe pan.
6. Check steering column to insure column is loose and can be moved in all directions.
7. Align steering column with steering gear shaft, move column in or out, setting flexible coupling clearance to dimension X, at 3/8 inch, and tighten two nuts (H) to 20 ft-lbs. torque.
8. Insert wedge (E) to the position requried to fill the gap-do not force the wedge beyond this point. Holding the wedge in this position, tighten one nut (K) to 20ft.-lbs. torque.
9. Push steering column toe pan attachment plates (A & B) to the toe pan. Seal (D) must be in position shown in View (B) against the column and tighten two screws (J*). Tighten two (2) screws (C) to 35 in.-lbs torque.
10. Loosen the two screws (J*) and shake the column in the area immediately above the cover so as to make certain the column position is not affected by the column to dash cover attachment. Tighten three screws (J) to 35 in.-lbs. torque and reinstall steering column toe pan trim and insulation material around the column.
11. Reinstall steering column trim comver to lower side of column under the dash.

source: Chevrolet Service News volume 39, February, 1967, Number 2

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Steve's Camaro - Blower Motor Replacement 1967 Camaro When Equipped with four Season A/C

2012-01-19T22:16:00.000-08:00

Removal

1. Disconnect battery cables. Remove battery hold-down and battery.
2. Remove front bumper.
3. Remove hood and hood hinge (two men). Scibe hinge location before removal.
4.Remove rocker panel molding and retainer, if so equipped.
5. Remove radiator support to fender brace.
6. Disconnect heater hoses from fender skirt retainer.
7. Remove bolts securing receiver-dehydrator to fender skirt.
8. Remove headlamp bezel and headlamp.
9. Remove battery tray.
10. Remove screws securing fender and skirt assembly to header panel, headlamp housing and valance panel. Remove screw securing fender extension to valance panel.
11. Remove screws securing fender and skirt assemblyto vehicle. Make note of location and size of shims removed.
12. Raise fender and skit assembly, pushing forward slightly. Disconnect antenna lead-in from antenna base and move fender up and over evaporator and blower housing and away from vehicle for access to blower motor. Take care not to place stress on air conditioning hoses passing through the skirt opening. Remember the system is still charged and under pressure. Support fender on suitable stand as depicted in Figure 7.

13. Disconnect the blower motor and cooling hose.
14. Remove the motor attaching screws and remove motor. Pry the flange gently if the sealer acts as an adhesive.
15. Remove the blower wheel retaining nut and separate blower and motor.

Reverse procedure on installation. Take care, when reinstalling fender, not to pinch the air conditioning hoses between the frame and skirt.

source: 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

Steve's Camaro Parts - 1967 Camaro Cruise Master

2012-01-14T06:35:00.000-08:00

The Cruise Master is a speed control system which employs engine manifold vacuum to power the throttle Servo unit. The Servo moves the throttle when speed adjustment is necessary by receiving a varying amount of bleed air from the Regulator unit. The Regulator varies the amount of bleed air through a valve system which is linked to a speedometer-like mechanism. The speedometer cable from the transmission drives the Reguator and a cable from the Regulator drives the instrument panel speedometer. The engagement of the Regulator unit is controlled by an Engagement Switch located at the end of the turn signal lever. Two brake release switches are provided: an Electric Switch disengages the Regulator unit and a Vacuum Switch decreases the vacuum in the Servo unit to quickly return the throttle to idle position.

Chevrolet Service News Volume 38 - September - October 1966 - Number 9

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

Steve's Camaro - 1967, 1968 and 1969 Parts - What are Customers Say

2012-01-13T06:26:00.000-08:00

No surprise why this place has all 5 star reviews. Steve is great, very personable. After one visit, I went back and he remembered me by name.
Steve is definitely passionate about not just Camaro's but all the classics, which shows in his vast knowledge and willingness to take the time to cater to his customers needs.

Add me to the list of faithful customers that would go out of their way to give their business to him. Big thanks to Steve's Camaro's.

VTK - SSF

I have been going to this place since the early 90's. Steve sells quality parts that are reasonably priced.

Larry M. - SF

I love this place. Its the one stop shop for all my 68 camaro needs. Staff is friendly and always helpful. Great literature and great customer service. I highly recommend this place for all your first generation muscle car needs.

Skraper D - SF

Steve is a great guy and i have been buying parts from him for over 10 years. He has a great amount of knowledge for camaros and always has what I need.

Mike D - WC, Ca

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

Steve's Camaro Parts - 1967 Camaro Steering

2012-01-12T07:30:00.000-08:00

The 1967 Camaro is equipped with an Energy Absorbing Steering Column. The Column is engineered to sequentially break away from the instrument panel and telescope, after a predetermined pressure is exerted on the steering wheel. (fig. 36)

The steering column is constructed so that the mast jacket, shift tube and steering shaft will collapse individually under various front impact conditions. An expanded metal section at the mast jacket, located below the instrument panel permits the column to collapse. The steering shaft is a multiple-piece design having a flattened oval upper shaft staked in a hollow lower shaft. The shifter tube is fabricated from three separate sections. Unitizing of the steering shaft and the shifter tube is achieved by injecting plastic into adjacent cavaities in each part.

To function as an energy absorbing column, the column must be free of its attachment at the instrument panel and firmly held at the bottom end. The column-to-instrument panel retaining bracket is shear mounted to the instrument panel.

The steering column-to-instrument panel retaining bracket is rigidly fastened to the mast jacket. The bracket is bolt attached to the insturment panel through retainers which are an integral part of the bracket. Retainers are integral with the bracket through an injection molding process which forms plastic shear-pins. Controlled release of the column is established by a predeterminded load being placed on the shear pins. Located in open-ended slots in the bracket, the retainers serve as a guide to allow the column to move in a downward direction.

Servicing the Energy Absorbing Steering Column (fig 37) can be accomplished easily. You should be aware that only the specified screws, bolts and nuts be used as designated during reassembly, and the the bolts are tightened to specified torques. this precaution will ensure that the energy absorbing characteristics are not destroyed. Care should also be exercised to ensure that overlength bolts are not used, as they may prevent the assembly from compressing under impact.

When the column is installed in a vehicle, it is no more susceptible to damage through usage than an ordinary column; however, when the column is removed from the vehicle special care must be exercised in handling. Such actions as a sharp blow on the end of the steering shaft or shift levers, leaning on the column or dropping the assembly could shear or possibly loosen the plastic fasteners that maintain column rigidty and therby destroy future utility. It is important that the service procedures be carefully followed.

source; Chevrolet Service News Volume 38 September - October 1966 Number 9

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

Steve's Camaro Parts - 1967 Body History

2012-01-07T07:18:00.000-08:00

In the Camaro, proven structural elements of Chevrolet separtate frame and integrated body-frame construction are combined to produce and all new low silhouette body.

A heavily ribbed reinforced underbody forms a sturdy foundation platform for the all-steel body structure. At the rear, framing elements are integrated into the underbody to provide firm mounting for the rear suspension and axle. With this approach efficint use of metal members is achieved, while attaining good ride and road isolation.

Door pillars, rear end, and dash panels, including the "saddle bag" ventilation plenum chamber, are conventionally welded to each other and to the underbody. "Crossbow" roof design is used and headers and roof side rails are welded to the lower body through box-section front and rear pillars. Rocker panels for the coupe model are glavanized for maximum corrosion resistance, while rocker panels for convertibles are of heavier gauge sheet to provide the added stiffness required by the open top structure. With the heavier gauge sheet metal, galvanizing of the convertible rocker panels is not required.

Provisions are made in the toe pan area and under the front seat to attach the partial frame with rubber bisuit type body mounts, providing improved isolation of the front running gear from the body proper. side plenum chambers of the high-level ventilation system direct air and water to each rocker section, similar to the washed-dried rocker arrangement of other Chevrolet car lines.

Curved side window glass complements styling, contributing to the rear silhouette contour look. Windshild and rear window glass are cemeted in the body openings to give an excellent seal.

by Donald H. McPherson, Charles M. Rubly, and Victor D. Valade
the Chevrolet Camaro
Chevrolet Motor Div.
GM Corp.

Steve's Camaro Parts - 1967 Camaro Rear Suspension History

2012-01-06T07:46:00.000-08:00

The Camaro rear suspension consists of a Salisbury-type rear axle, direct double-acting shock absorbers and Mono-Plate springs shackled at the rear. The comple suspension assembly is isolated from the body at ten different points.

Becaus of the relatively short wheelbase and the ever present need for space conservation, a shorter length Mono-Plate leaf was developed for Camaro. Measuring 56 inches between eye centers, the new leaf is 2.5 pounds lighter thean the 62.5 inch spring used in the Chevy II.

A carefully controlled computer program, analyzing suspension reaction to bushing changes, was conducted. The object was to gain as complete a body isolation as possible, while maintaing the exceptional supsension control planned for this vehicle. As a result a prestressed single-piece rubber bushing of lower durometer is used at the spring front eyes, in place of the two-piece bushing used for Chevy II. At the rear, two-piece bushings for the upper and lower shackle pins are retained, but they also are of lower durometer rubber. The soft mounting of the rear suspension gives excellent body isolation from driveline and road noises, being achieved without compromise to rear suspension control.

Further computer analysis indicated that changes in the traditional shock absorber arrangement would improve rear suspension action. By moving the shock absorbers outboard of the springs and mounting them nearly vertical, instead of the usual diagonal arrangment, the abiltiy of the wheels to more closely follow and maintain contact with wasboard road surfaces and during cornering was much improved.

To ensure the corect amount of rear suspension steer geometry, spring mounting pad locations were very carefully computer screened.

It was deemed desirable to have a faily large fuel tank for the Camaro line. However, with the short rear overhang and the need for a muffler loction behind the rear axle, space was a premium. Through the institution of another computer program it was determined that the rear springs could be splayed a sufficient amout to allow the necessary space with, once again, preservation of the high standards of suspension control set for the Camaro line.

by Donald H. McPherson, Charles M. Rubly, and Victor D. Valade
the Chevrolet Camaro
Chevrolet Motor Div.
GM Corp.

Steve's Camaro Parts - 1967 Camaro Front Suspension and Steering History

2012-01-05T07:45:00.000-08:00

The excellent ride and handling characteristics of the front suspension are complemented by the computer analyzed adaption of the Hotchkiss rear drive system.

The independent front suspension is the short and long arm design, with coil springs mounted on wide wishbone-type lower control arms. The wisbone-type upper control arm shaft is bolted to a bracket which is welded to the top of the frame rail with the forward end raised to provide anti-dive characteristics. Suspension parts from the steering knuckle outward, including ball joints and brakes, are nearly identical to Chevelle components. With the steering linkage behind the front suspension, the steering arm is reversed. Upper and lower control arms are canted rearward, providng a trailing wheel arrangement.

The coil springs nest in the lower control arm, pass through the lower frame rail, and nest in a seat in the upper frame rail. The shock absorbers are located inside the coil springs. The lower shock attachment is a platform type, and the upper a bayonet.

The Steering linkage is a parallel relay design, mounted to the rear of the front suspension.

by Donald H. McPherson, Charles M. Rubly, and Victor D. Valade
the Chevrolet Camaro
Chevrolet Motor Div.
GM Corp.

Steve's Camaro Parts - 1967 Camaro Styling History - (Interior)

2011-12-30T07:46:00.000-08:00

The interior styling of the car was developed with the exterior, and carries the sports theme also.

Vinyl trimmed bucket front seats, in a choice of four colors, were standard with the rear bench unit simulting the front bucket apperance.

The Camaro instrument panel recesses instruments and tell-tale lights in two elliptical bezels. The high beam indicator is located between the bezels. Control knobs, located high on the insturment cluster, feature new "mushroom" type styling. heater controls, radio provision and ash tray are centrally located on the instrument panel, and are mounted in a black finished trip plate that is framed by a bright metal molding. Heater controls are the horizontal sliding type. A stowage compartment is located at the right side of the instrument panel.

The Custom Interior Opotion provides seven all-vinyl deluxe interiors and special trip appointments at extra cost for the Camaro. The Strato-Bucket front seats have a two-tone treatment effected by a band of color framing embossed seat and backrest panels. The rear bench seat contiunes the front seat pattern, giving a bucket seat appearance.

Door trim panels feature a molded vinyl panel with integral armrests and a carpet kick panel. Door handles are mounted in a depression in the armrest and door lock buttons are bright. Circular lights mounted in the "sail" panel, or roof rear quarter, provide interior lighting for the sport coupe. For the convertible, lights are mounted under the instrument panel. In addition, the Sport Coupe receives rear seat armrests with ash trays. A special deluxe styled oval steering wheel, molded luggage compartment mat an dhood sound insulation complete the deluxe option.

An optional front bench featuring bucket styled backrests and a fold down center armrest is also available. A fold down rear seat back, which provides an additional carpeted stowage area, is available as optional equiopment for both the Camaro Sport Coupe and Convertible.

by Donald H. McPherson, Charles M. Rubly, and Victor D. Valade
the Chevrolet Camaro
Chevrolet Motor Div.
GM Corp.

Steve's Camaro Parts - 1967 Camaro Styling History Part 5

2011-12-29T07:45:00.000-08:00

Two distinctively different front end treatments were available to the Camaro buyer as part of the opportunity to tailor the vehicle to the buyers preferences. In the standard car, single exposed circular headlights are located at the extremes of a "jet engine" nose opening, accented by the sharp definition and depth of the full-width black grille. Circular parking lights, postioned just inboard of the headlights, contribute to the very "business-like" shape.

A completely different second radiator grille features concealed headlights. here the black deeply sectioned rectangular lattice extends the full width of the openign, uninterrupted by lights.

The headlights are concealed behind electrically operated doors that fully integrate with the grille in the closed position. Rectrangular parking signal lights are located in the valance panel.

The concealed headlights are part of an optional "RS" or Rally Sport package, which also includes a distinctive side treatment make up of paint stripes and bright moldings and specific real lamp treatment. "RS" emblems throughout the car further indentify the option.

SS signifies a third Camaro variation, the performance machine of the line combining distinguishing appearance and extra-duty chassis components with either a 350 cubic inch V-8 engine available exclusively for the car or the 396 cubic inch V-8 engine.

At the front of the car, a special hood with raised central area and simulated louvers, an "SS" grille emblem, and a wide " bumblebee" paint band around the front panel and fender nose indentify the engine options. "SS" letters on the front fender and an "SS" emblem on a special gas filler cap provide side and rear indentification. An "SS" horn buttor cap is added to the interior.

In addition to the larger displacement engine, and specific chassis equipment, wide oval nylon red strip tires are part of the package.

The "RS" and "SS" options can be combined for still another apperarance.

More to come in the next blog.

by Donald H. McPherson, Charles M. Rubly, and Victor D. Valade
the Chevrolet Camaro
Chevrolet Motor Div.
GM Corp.

Steve's Camaro Parts - 1967 Camaro Styling History Part 4

2011-12-28T22:06:00.000-08:00

A conituation of the 1967 Camaro Styling History

Flow visualization studies were also conducted, using the ink stain method. After the flow pattern was established in the tunnel, photographic records of the results were made.

The test model was sculptured in clay on a wood frame, to an accurate quarter size representation of the Sport Coupe model. Model weight was added and distributed front to rear to simulate a Camaro equipped with a V-8 engine and passenger load. A major advantage of clay for the test model was the ease with which variations and changes could be made in the tunnel and tested immediately. A modeler accompanied the Chevrolet and Staff stylists, engineers and test observers just for this purpose.

Final aerodynamic coefficent data and the flow visualization studies confirmed the basic functional aspect of the Camaro styling, and allowed perfecting of the approach in several particulars. Revised fairing of the front fender leading surfaces and a reduction in the front valance rake were two changes resulting from the wind tunnel tests.

More to come in the next blog.

by Donald H. McPherson, Charles M. Rubly, and Victor D. Valade
the Chevrolet Camaro
Chevrolet Motor Div.
GM Corp.

Steve's Camaro Parts - 1967 Camaro Styling History Part 3

2011-12-23T07:36:00.000-08:00

As the Camaro styling studies progressed, aerodynamic qualities were considered analytically in consultation with research engineers.

A detailed check and test of aerodynamic properties was made in early 1965 as the final shape of the exterior surfaces became well defined. An accurate 1/4 scale clay model of the Camaro was subjected to intensive and detailed wind tunnel testing is a modern, fully instrumented tunnel facility at Dallas, Texas. Directions stability as well as power requirements and flow charateristics were given a great deal of attention by the stylists and research engineers of the Corporation and design engineers from Chevrolet.

The model was tested in the presence of a ground plane mounted on a turntable which permitted a varible yaw angle from right to left through the straight ahead position during a single test.

The model was pitched at various attack angles from run to run, as was the height in relation to the ground plane. Through instrumentation in the turntable, six forces and moments acting on the model were measured during each test run. Lift, drag, and side forces as well as pitching, rolling and yawing moments were recorded instantaneously and continuously as the yaw angle varied.

Over a total time of 78 hours in the tunnel, 76 data runs were made consisting of yaw runs through 60 degrees right to 18 degrees left. A fixed pitch angle was used during each, but was varied as much as three degrees up and down from run to run.

More to come in the next blog.

by Donald H. McPherson, Charles M. Rubly, and Victor D. Valade
the Chevrolet Camaro
Chevrolet Motor Div.
GM Corp.

Steve's Camaro Parts - 1967 Camaro Styling History Part 2 The Hood Design

2011-12-22T07:29:00.000-08:00

The long hood-short deck initial requirement is very evident in the side view. Just as important is the turn under of the sides, front and rear, which give the car a flattened cylindrical cross section. A similar theme is carried throughout the front and rear views by the proportionally greater overall width, extra wide tire tread and curved contours of the body sides. One interesting styling aspect of these rounded beauty surfaces is the feeling of mothion achieved by light reflections while the car is stationary as well as moving. This caracterizes the basic theme of the Camaro: smooth, horizontally accented surfaces blended together into a aerodynamically functional shape, a clean, straight-forward piece of sculpture.

More to come in the next blog.

by Donald H. McPherson, Charles M. Rubly, and Victor D. Valade
the Chevrolet Camaro
Chevrolet Motor Div.
GM Corp.

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

Steve's Camaro Parts - 1967 Camaro Styling History Part 1

2011-12-21T07:29:00.000-08:00

Camaro styling began, as it does for all new cars, with dreaming and sketching; a great deal of ceiling gazing and a great many artist's drawings.

Ideas from everywehere, from past and current cars to the "way-out" futuristic were considered, mulled over, and drawn from every angle by Styling. However, before commitment to a firm styling approach, a more pratical design determination was made - that of the passenger envelope. Since the basic specification of the Camaro prescribed a four passenger vehicle, the dimensions of such a seating package were developed to meet anthropometric, comfort and operational standards.

Essential spartial requirements of the primary passenger carrying function were worked out, first on paper and then in a full size buck. As the three dimensional passenger package took a definite firm direction, it was married with the developing styling theme. A full size clay model of the more promising ideas was sculptured. Many approaches to the front, side, rear, and green house areas were tried, then rejected or tentatively approved. As the general beauty surfaces were developed and approved, more an dmore attention was focused on details. Various front grille and headlamp treatments were tried along with similar rear lamp details. As the more promising considerations were accepted, the clay model began to appear more and more as it would be offered to the customer. This process continued through consultation after constultation with design, production, and research engineers; manufacturing specialists; and sales representatives, until the model acquired a polish and detail that would deceive the uninformed eye as to how much of a real car it is.

More to come in the next blog.

by Donald H. McPherson, Charles M. Rubly, and Victor D. Valade
the Chevrolet Camaro
Chevrolet Motor Div.
GM Corp.

1967 Camaro - Radiator and Grille - Steve's Camaro Parts San Bruno, CA

2011-12-18T07:04:00.000-08:00

The radiator (fig. 49 is of the cross-flow design with the inlet and outlet located diagonally opposite. The cross-flow design permits a lower vehicle silhouette whild still maintaining adequate cooling capacity.

All radiator hoses and radiators are new and perculiar to the Camaro. A 15 pound pressure cap is used to seal the system.

The full width one-peice plastic grille with a centrally-mounted grille emblem provides openings for attachment of parking lamps, and partially borders the single left and right headlamp bezels. Upper and lower anodized aluminum grille mouldings rivet to the grille with the assemply mounting to the forward edge of a header panel and to the upper edge of the valence panel, which is painted body color. The header panel forms a tie between the front fenders and grille thus eliminating the need for a front fender tie bar. The valence panel attaches vertically to the fender extension, and provides openings for the protrusion of the bumper brakets for bumper mounting. The hook lock support forms a tie betwen valence panel, header panel, and radiator support. the radiator support provides attachment for the headlamp housing.

by Chevrolet Service News Volume 38, Sept/Oct 1966 Number 9

1967 Camaro - Head Lamp Information - Steve's Camaro Parts San Bruno, CA

2011-12-17T13:04:00.000-08:00

Camaro uses single headlamps (fig.48). The Rally Sport model headlamps are covered by a retractable section of the radiator grille when lamps are not used. The section of the grille covering the headlamps folds back when lights are required ; the headlamps are stationary. The covering is retracted by a small electric motor mounted to the headlamp housing. The headlamps are automatically uncovered when the headlight switch is pulled "ON" for illumination. If at any time the electrical circuit becomes inoperative, the lamps can be uncovered manually. The ignition switch must be "ON" in order to operate the electric motors.

Base Camaro parking lamps are located in the radiator grille. while the Rally Sport parking lamps are in the valence panel, For styling reasons, the lens will be white and an amber glass bulb will be used. All Camaro parklamps require a separate ground wire because of the plastic grille.

by Chevrolet Service News Volume 38, Sept/Oct 1966 Number 9

Steve's Camaro Parts - 1969 Camaro History

2011-12-16T08:29:00.000-08:00

Of all first and second generation Camaros, the 1969 model stands alone as the most unique of the bunch. Except for the hood, roof and deck lid, no sheet metal carried over from 1968. Neither did the instrument panel, which was completely new for 1969 and would change again in 1970.

Why did Chevrolet go to all the trouble and expense to freshen the Camaro with a deeply recessed grille and scalloped wheel openings for 1969 when an all-new replacement was due one year later? Truth be known, Chevrolet was locked in a knock-down, drag-out battle for the number –one sales position with Ford in the late 1960s and a three year old Camaro needed help if it was to gain any ground on archrival Mustang, which was all new inside and out for 1969.

Other elements set the 1969 Camaro apart from all the others. A few hundred 1969 Camaros were factory equipped with a 427 cu-in. V8, either the all-aluminum ZL-1 or iron-block L-72. While the 427 V8 option never appeared on the dealer order forms, these could be special-ordered under codes COPO 9560 and COPO 9561. The resulting COPO rat-motor Camaros (COPO standing for Central Office Production Order) are valuable collector items today. Along with the COPO Camaros was an electrically operated, cowl induction hood, with a ram air set-up, which could also be ordered on SS and Z/28 models. Also 4-wheel disc brakes (adapted from the Corvette) could be factory ordered as options on the Z/28 and SS. Headlamp washers made their first appearance in 1969, standard on the RS and optional on all other models.

Various under the skin improvements made their debut in 1969. Single-piston, floating caliper front disc brakes replaced the corrosion-prone four piston design of 1967-68. Also new was a steering column mounted ignition lock, variable ratio power steering and a medium duty, 3 speed Turbo Hydra-matic 350 transmission option for all applications except Z/28 (4 speed manual mandatory) and SS396 (which got the heavy-duty Turbo Hydra-matic 400 when an automatic transmission was specified). Under the hood, the 230 cu-in inline-6 and venerable 327 V8 made their last appearances and a new low compression 307 cu-in, 2 bbl V8 was introduced. And the gas filler neck was moved to a concealed location behind the license plate and beneath the rear bumper.

The ever popular Rally Sport option continued to use vacuum operated hideaway headlamps, but for 1969, new louvered “see-through” headlamp doors were used to permit night driving in the event the doors became stuck in the closed position. For the second time in three years, Camaro was named as the Official Pace Car for the 1969 Indianapolis 500, and Chevrolet commemorated the event by producing 3675 Pace Car replicas. Sold under the RPO code Z11, all were orange-on-white SS/RS convertibles. Model year 1969 also marked the last time a convertible would be offered in the Camaro line until 1986.

A total of 243,085 1969 Camaros were produced during its extended model year, which ran 18 months- well into the 1970 calendar year.

by Tom Currao & Ron Sessions (From Camaro Restoration Handbook)

Steve's Camaro Parts - 1967 Front Brake Discs

2011-12-12T07:17:00.000-08:00

The purpose of this article is to reemphasize Chevrolet's recommendation concerning the servicing of front brake discs.

Manufacturing tolerance for flatness and paralelism of the brake disc is held to .0005" while lateral runout of the brake disc surfaces cannot exceed .004" total indication reading. Excessive lateral runout of the brake disc will cause a "knocking back" of the pistons, which will create increased pedal travel and vibration when the brakes are applied. The finish of the frictional surfaces must be maintained at 30-50 micro inches.

In view of the foregoing close tolerances, machining of the discs is not recommeded by Chevrolet. It has been found that, once a wear pattern has be established, disc brakes are less susceptable to scoring problems than are drumm brakes. Disc surface scoring imperfections less than .015 in dept have no effect on disc brake operation.

When the total disc thickness is less than .965 for the 1" thick disc it should be replaced. Disc thickness less than this can permit the shoes to come out of contact with the shoe abutments and cause malfunction.

Below is a Disc Brake Diagnosis chart.

by Chevrolet Service News Volume 40, March 1967, Number 3

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

Steve's Camaro Parts - 1967 Camaro Radio and/or Speaker Removal

2011-12-11T07:18:00.000-08:00

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

Steve's Camaro Parts - 2nd Generation Camaro Parts

2011-12-09T22:31:00.000-08:00

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!

Steve's Camaro Parts - 1968 Original Type Rally Sport Body Side Moldings Clip Set

2011-12-03T09:03:00.000-08:00

Have you been waiting forever to find the correct original type clips to mount the 1968 rally sport body side moldings?

Your search can now end.

This clip set has all the correct mounting to attach the 6 rally sport moldings to your Camaro!

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

Steve's Camaro Parts - 1967 Camaro Exhaust Systems Diagram and Data

2011-12-02T15:43:00.000-08:00

The Camaro exhaust system employs a transversally mounted muffler located between the real axle and the fuel tank.

A single muffler is used with both the single and dual-exhaust systems (fig. 34). On the dual system the muffler has two inlet tubes in the lower portion of the muffler has two inlet tubes in the lower portion of the muffler and two tail pipe outlets in the upper portion of the muffler.

The exhaust pipes are routed under the transmission crossmember, along the tunnel, over the rear axle and into the lower side of the muffler. When resonators are used, they are located between the front and rear exaust pipe forward of the muffler (fig. 35).

Chevrolet Service News Sept- Oct 1966 Volume 38, Number 9

Steve's Camaro Parts - 1967 Camaro Fuel Tank Information and Diagrams

2011-12-01T22:48:00.000-08:00

A flat, rear-fill, 18 gallon fuel tank is located beneath the luggage compartment floor (figure 30). The lower half of the tank has reinforcement ribs with strips of anti-squeak material cemented to the intermediate ribs which carry the attaching straps. the carrying straps are hooked through a double slot in the rear compartment panel reinforcement and attach to strap bolts provided at the rear of the panel reinforcement.

A new, vented anti-surge type filler cap is exposed and located in the rear body panel recess. A service only chromed-plated cap was available for all models and color combinations. the production cap is painted body color and due to warranty obligations was available for replacement when the vehicle was in warranty.

The fuel tank meter unit is mounted on top of the tank necessitating tank removal to replace the metering unit.

Chevrolet Service News Sept- Oct 1966 Volume 38, Number 9

1967 Camaro Parts - Steve's Camaro Parts - 1967 Camaro Automatic Transmission

2011-11-27T08:17:00.000-08:00

The Turbo Hydra-Matic transmission is available with the RPO L-35 option. Since the Turbo Hydro-Matic transmission is only offered as part of the 396 Cu. In. engine powertrain on Camaro, the service procedures for linkage adjustment are not covered in the 1967 (Passenger Car) Chassis Service and Overhaul manuals. Figure 9 depicts the column mounted Turbo Hydro-Matic control linkage and the Control Switch adjustment. The floor console manual linkage is adjusted as shown in Figure 10. Shift points for the Hydro-Matic transmission are shown in the chart below.

Chevrolet Service News Volume 40, March, 1967, Number 3

1967 Camaro Parts - Steve's Camaro Parts - 1967 Camaro Rear Suspension

2011-11-26T09:16:00.000-08:00

A member of the heavy duty rear suspension components is a “Rear Axle Radius Rod”. Figure 8 illustrates its configuration and mounting. As can be seen in Figure 8, there is a first and second design radius rod. The first design is the same as that presently available in the Camaro RPO L48 option. The rear bushing of both designs is serviceable. The front bushing of either design is non-serviceable.

Chevrolet Service News Volume 40, March, 1967, Number 3

Steve's Camaro Parts - 1967 Camaro 396 Engine Option

2011-11-25T21:10:00.000-08:00

In March of 1967 introduced a new Camaro performance appearance package featuring a 325 horsepower Turbo-Jet 396 V-8 engine. The new engine option (RPO L35) was available on the 1967 Camaro Sport Coupe and Convertible models. This larger displacement, higher horsepower engine became the sixth unit in the Camaro engine line-up, and with the transmission available the Camaro power team count becomes 18.

Identifying ornamentation for the newest “SS” Camaro includes:

Front header paint stripes
“SS” front fender emblems
Front fender 396 cubic inch engine emblem, located under the Camaro nameplate.
“SS” fuel filler cap and radiator grille emblems.
“SS” steering wheel hub emblem.
Special hood with simulated louvers and underhood insulation.
Black Painted rear end panel.

Engine and chassis equipment over the base Camaro includes the following:

Turbo-Jet 396 with a rating of 325 horsepower.
Higher performance starting motor.
Larger capacity radiator.
Larger diameter fuel lines.
Heavier duty engine mounts.
2 ¼ inch diameter dual exhaust system with resonators.
Heavier duty clutch (11 inch diameter driven disc).
Special front springs and shock absorbers.
Special rear springs and shock absorbers.
Special front suspension lower ball joints.
Heavier duty rear axle.
Rear Axle radius rod.
Red Strip wide oval D70-14-4PR tires on 6 inch wide rims.

Manual transmissions available for the Camaro 396 V-8 models were the Warner heavy-duty 3 speed (RPO M13) and the Saginaw 4-speed unit (RPO M20). Shift controls were floor-mounted for both transmissions. The Turbo Hydra-Matic (RPO M40) was introduced to the Camaro line as the only auto-matic transmission option for 396 V-8 models. Standard shift controls for the Turbo Hydramatic are column mounted with floor shift available optionally in combination with the center console. Special propeller shafts and higher capacity universal joints are used.

The Camaro 396 V-8 powertrain lineup is shown in the chart below.

Chevrolet Service News Volume 40, March, 1967, Number 3

Steve's Camaro Parts - 1967 Interesting Camaro Background Facts

2011-11-19T06:41:00.000-08:00

A 2-door Sport Coupe and a 2-door Convertible make up the Camaro Line. With front bucket seats and bench type rear seat as standard equipment, both models are rated as 4-passenger vehicles. The overall lenght is 184.7 inches on a wheelbase of 108 inches. This new car is proportioned in a long low silhouette featuring a long hood line and a relatively short rear deck. These proportions are attained by shifitng the wheelbase to give a long 36.6 inch front overhang and a relatively short rear projection. In a similar manner, the instrument panel, cowl, and front seats are positioned more to the rear than in the other Chevrolet car lines, except Corvette.

The mechanical equipment of the car is conventionally arranged with front mounted engine and rear wheel drive. Body-frame and isolated separate frame construction are combined in a practical new approach for a car of this size, to give the stipulated ride quality and manufacturing flexibility. The Camaro is, in effect, divided into four major construction groups:

Bolted-on front end sheetmetal
Unitized body construction with the rear framing elements incorporated into the underbody
Driveline, solid driving rear axle and single leaf rear suspension conbinded into a simple and efficient Hotchkiss drive system
A front chassis unit consisting of the engine, transmission, front suspension, front brakes, and steering gear and linkage mounted on a separate, extended rail partial front frame.

Source The Chevrolet Camaro January 9-13, 1967 Donald H. McPherson, Charles M. Rubly, and Victor D. Valade

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Steve's Camaro Parts - 1967 Interesting Camaro Background

2011-11-18T06:38:00.000-08:00

Chevrolet started the car's final design in late 1964. The following were the defining terms and were the baselines on the Camaro's design.

Chevrolet derived these terms from the buying public and they were right:

Distinctively modern aerodynamic styling for a clean functional appearance
Small, highly maneuverable size with packaging for four passengers
A very broad range of available performance capability
Quick, sharply defined roadabiltiy with a firm, yet comfortable ride
"Cockpit-type" interiors for close drive identification
An evolutionary, rather thea revolutionary, basic design approach to maintain maximum value to the customer
Wide selection of mechanical and appearance equipment to allow customer tailoring to his/her needs and desires.

Translating the broad definitive guidelines into specific design parameters became the next step:

Four passenger packaging in a low silhouette where tunnel requirements do not impose severe spatial restrictions.
Long hood-short deck styling on a short wheelbase with the passenger envelope placed more to the rear.
Use of conventionally arranged and readily available powerplants and drivelines to include the following;

A full range of engines from currently used engine families
Standardized manual and automatic transmissions with column and floor shift controls
Solid driving rear axle with full complement of ratios from economy to performance combinations

Conventional but compatible chassis design that would;

Have sharply defined, sports feeling roadabiltiy and maneuverabiltiy
Have superior ride quaility for a vehicle of this type with improved road, engine and driveline isolation

Full complement of optional comfort and convenience equipment to be available
Full range of "dress-up" interior and exterior packages to allow the customer to tailor the appearance as well as the performance of his/her Camaro
The complete car design eo embody all traditional Chevrolet safety, convenience, maintenance and serviceabiltiy features
To be offered at competitive prices

Steve's Camaro Parts - 1967 Camaro Steering Column Realignment

2011-11-17T22:40:00.000-08:00

Camaro Parts - 2nd Generation Camaro Parts 1970-73 and up to 1981 - Steve's Camaro Parts

2011-11-13T08:00:00.000-08:00

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.

1967 -1969 Camaro Parts - TrimParts Door Opening Sill Plates - Steves Camaro Parts

2011-11-12T22:24:00.000-08:00

No need to look anywhere else because TrimParts and Steve's Camaro has the parts to finish your project right.

1967-1969 Camaro or Firebird Sill Plates.These award winning,GM licensed sill plates are manufactured to original GM specifications for the most original fit and look you have been searching for.Also included are "Body By Fisher" Tag rivited on as original and fasteners. Sometimes referred to as the inner door step moldings. Each unit is located on the inner lower door frame section and secures the carpet to the floor once installed. MADE IN U.S.A.

You can't beat American Made!!!!!

Steve's Camaro Parts - Quick Parts Links

2011-11-11T12:52:00.000-08:00

Camaro Quick Parts Link

Steve's Camaro Parts offers 1967-1981 Camaro parts including Camaro interior parts and Camaro performance parts.
Visit our secure site for our full selection of 1000's of Camaro parts and start shopping today!

CAMARO BODY PARTS AND SHEET METAL Our extensive line of sheet metal and Camaro Body Parts will help you get that restoration or repair project done right. From rusted Camaro floor pans to damaged fenders and quarter panels, we have the Camaro replacement parts you need.

CAMARO DOOR PARTS We carry a large selection of replacement Camaro Door Parts as well as the parts related to the door and door window area. We carry complete door shells, door repair skin, Camaro door latch assemblies, hinges, molding and a whole lot more.

CAMARO INTERIOR PARTS From Camaro Upholstery to Carpets, you'll find a full selection of Camaro Interior parts at Steve's Camaro Parts. Our Upholstery sets come authentically reproduced with attention to detail, as do all of our products. We have tried to divide our Interior categories into easy to find groups of related products, but if you are having problem locating your specific item of need, contact one of our experts in classic car restorations at the number below.

CAMARO ENGINE PARTS We offer a wide variety of restoration and performance parts for your Camaro Engine 1967-1981 Camaro valve covers, cowl induction parts, air cleaners, oil caps, chrome engine dress up kits, ignition pieces and other motor or engine compartment related parts can be found here

CAMARO EMBLEMS Check out our great selection of beautifully reproduced Camaro Emblems for your 1967-1981 Camaro. We have the emblems your looking for and have organized them into their own relevant sections

CAMARO WEATHERSTRIP If you're looking for quality Camaro Weatherstripping then Steve's Camaro Parts has everything you need. Our quality reproduction Camaro weatherstripping is made to look and last better than the originals. Made In the USA!

CAMARO STEERING PARTS Camaro Steering Parts like most other older cars, are some of the most important high wear components of your classic Camaro to replace. We can help you get rid of that old rattle or tighten up your steering with a large selection of quality Chevy Camaro steering parts

CAMARO SUSPENSION PARTS No restoration is complete without fixing or updating that worn out or tired suspension for your 1967-1981 Camaro. Adding new shocks, leaf springs, control arms or even complete front end rebuild kits will make your classic camaro ride Better than new

Steve's Camaro Parts - Customer Testamonials

2011-11-04T11:11:00.000-07:00

Henry B. - San Francisco

great service for the parts you need for your vintage camaro. i bought a cowl induction hood by goodmark for a deal!

i don't order from the mail order places because a) they give you cheap stuff, b) its not that much cheaper with the shipping and handling, and c) nothing can replace good ol' fashioned customer service.

Larry M. - San Francisco

I have been going to this place since the early 90's. Steve sells quality parts that are reasonably priced.

Skraper D. - San Francisco

I love this place. Its the one stop shop for all my 68 camaro needs. Staff is friendly and always helpful. Great literature and great customer service. I highly recommend this place for all your first generation muscle car needs.

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

Steve's Camaro Parts - Converting Drums to Discs

2011-11-04T05:43:00.000-07:00

Use a single piston caliper and rotor for a 69 Camaro or from my list of donor cars, they are all single piston.

You need a caliper mounting bracket, brake hoses, pads, bearings. You don't need the two piece rotor and hub like the origonal 69 used. The Monte and Nova used a one piece cast hub and rotor.

67 thru 68 Camaro used 4 piston calipers and the two piece rotor. I've heard there may be caliper to rotor clearance problems with the one piece rotor and 4 piston calipers on these cars. But the single piston calipers work fine,

Your drum booster should work, use a disc brake master cylinder. Get a 1970 or newer one piece combination brake valve and mount it under your master cyl. Take off your old brake warning switch, replace with the Combination valve.

NOTE: front disc brake Camaros from 67-69 used three separate valves for:

1. metering (hold back)
2. F/R pressure differential warning (Used on some disc and some drum brake Camaros, usually on front-heavy models like BB engine and AC cars.
3. proportioning.

The "combination" valve contains all these funcitons for a 1970 and later Disc/drum brake car. For use with four wheel discs, an adjustable rear proportioning valve may or may not be needed.

The brown brake light warning wire plugs into the combination valve.

The combination valve has four functions:

1. Metering - holds back pressure to the discs until 40 psi is reached, so the rear brakes can overcome the return spinings and take up slack. Keeps front from grabbing under VERY LOW PEDAL PRESSURES ONLY, LIKE WHEN YOU ARE ON ICE OR VERY SLIPPERY SURFACES. Once you are over 40 psi line pressure there is no benefit to having this valve.

2. PRESSURE DIFFERENTIAL WARNING SWITCH -same as drum, senses differences in front to rear pressure, warns of leak by turning on a brake warning light on the dash.

3. PROPORTIONING- reduces rear pressure to balance front to rear traction. fronts should lock first.

4. RESIDUAL PRESSURE VALVE (RPV)

A stock front disc 67-69 Camaro uses separate valves for each function above. Some do not use the proportoning valve down on the frame rail.

Many drum systems have a residual pressure valve (a little piece of rubber the size of an eraiser tip) in the master cyl outlet just behind the little brass seat where the brake line screws in. It maintains a slight (10 to 15lb) pressure to keep the wheel cyl cup seals inflated. Drum master cylinders also lack enough stroke and/or enough reservoir volume to properly operate disc brakes.

WARNING- most discs do not use a residual pressure valve (RPV). Some aftermarket disc systems use a 2lb RPV which is OK, it helps pedal height. caliper seal design is a main factor in RPV requirement.

Drum brake systems use: a brake pressure warning switch/distribution block only, with some models using a proportioning valve attached to the frame under the drivers seat area. And a RPV in the master cyl outlet.

Disc brake Camaros use: NO residual pressure valve in the disc side of the master cyl. The drum side often has a RPV. A round metering valve with rubber push button, by the master cyl, and a Proportioning valve on the frame rail. Also a brake pressure warning switch under the master.

Early Vette four wheel disc and Camaro JL8 systems use: NO RPV, NO Metering valve, they do not use a proportioning valve on the 69 Camaro JL8 four wheel disc system.

When swapping master cyls, there are at least two different length master cylinder push rods coming OUT of the booster. To fit different depth master cyls. The rod can be removed from the booster by pulling on it. It has an O ring on it. If the master cyl you get is deeper where the pushrod goes, you either have to swap the pushrod, or you can cut a length of rod or bolt and put it inside the master cyl to make it the same as the shorter drum brake master cyl. If the rod is too long you can cut it.

UNDER NO CIRCUMSTANCES USE A SHORT DEPTH MASTER ON A MANUAL SYSTEM. THE PUSHROD CAN FALL OUT AND YOU WILL HAVE NO BRAKES!

If the push rod is the wrong length, your brakes will lock or not work at all!

With stock calipers, use a 1 1/8" master cyl bore size master cyl on a power disc system. A 1" bore on a manual brake system. Make shure the master cyl piston returns all the way or it won't uncover the replensihment port to the reservoir.

NO RUBBER Dust BOOT!

The rear pushrod hole in the booster must be open to the air. If you are swapping to power brakes and transfering the manual brake rubber boot to the power booster. THIS WILL PREVENT THE BOOSTER FROM WORKING. There is a felt pad in the booster around the pushrod to keep noise down. That is all that should be in there. For road racing they remove the pad for faster brake actuation.

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

2011-11-03T22:15:00.000-07:00

AVAILABLE POWER STEERING RATIOS

There are two types of power steering gears, constant ratio and variable ratio. Variable ratio was available, starting in 1969 and offered well into the late 70's. Constant ratio was used before and after the 70's

Constant ratio is felt to be more predictable for the driver in a racing type application, however varable ratio is less twitchy in a straight line, BUT the 69 variable ratio boxes were very fast average ratios, and has low effort levels which can make the car a bit twitchy feeling to some drivers.

Two ways of listing ratios: OVERALL RATIO - measured at the wheel, and BOX RATIO - measured at the steering box output shaft.

VARIABLE RATIOS- Two numbers, first number is the center of travel ratio, the second is ratio near the end of travel, measured at box output shaft, not the wheels. the boxes below were used by GM in the 70's only the ratios marked * are First Gen boxes.

14-11:5:1
16-12.4:1 *
20-16:1

CONSTANT RATIOS- I believe these are at the box ratios, not overall.

17.5:1 *
14.4:1
12.7:1

NOTE: the ratio numbers change a bit from article to article. 12 to 1, 12.4 to 1, and 12.7 - to 1 they are all talking about the same ratio, and 12.7 is more correct according to what my box measures.

The steering linkage adds an additional multiplier to the basic box ratio to arrive at an overall ratio. It could be a positive or negative multiplier (number less than one - a decimal).

Pitman arm long - 5.8", short- 5.25" These measurements are fairly accurate.

Outer steering arms - short 5.25", medium 5.75", long outer steering arm, is roughly 6.2" long. These are pretty close, I may revise by 1/8" + -

The factory sales brochure for 1967 shows power steering ratios of 17.5, to 1, - the "fast steering"15.6 to 1.

GM OPTION CODES

N40 = Power steering option

N44 = Fast ratio option (could be ordered on manual or power steering)

On Z/28 only, got a "special fast ratio" MANUAL STEERING option that was faster than normal N44 fast ratio.

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Steve's Camaro Parts - First Generation Camaro Transmissions

2011-10-28T07:11:00.000-07:00

The Powerglide transmission was the stock 2-speed automatic transmission on the small-block Camaros, and was both very popular and reliable. It was a very smooth transmission and would delivey very respectable performance. The Powerglide in "built" form was the preferred drag-race transmission for quite a few years, and is still popular for drag racing.

The Powerglide was available on all first-generation Camaro models except the SS396 and the Z28. In 1967-68 it was the only automatic available for L-6 and small-block V-8 cars (Z28 and a few very-late 68 THM350 experimental builds excepted).

The THM350 transmission wasn't officially offered as an option (RPO) until 1969, although some 1968 327/275 Camaros did manage to get this 3-speed automatic transmission as part of an internal GM test fleet. The only way to identify if your 1968 car has an original THM350 is by transmission date code. When the THM350 was released in 1969 it sold more then the Powerglide 78,849 units to 66,423. However it was only applied to 6-cylinder and small block V-8 (Z28 excepted) cars, as the high-torque Camaro big-block engines were too powerful for the THM350. The transmission model number comes from the nominal rated torque, 350 lb-ft of torque.

The THM400 transmission first appeared on GM passenger cars in 1965. For first-generation Camaro it was only available on, and was the only automatic transmission for, big-block V-8 engines. The model number comes from the nominal transmission torque capacity (400 lb-ft of torque).

Source: Camaro Research Group - camaros.org
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

Steve's Camaro Parts - 1969 Camaro Parts and Restoration Specs

2011-10-27T08:05:00.000-07:00

The 1969 Camaro marked the last of the first generations and is arguably the most popular. While it shared the same basic body style as its earlier siblings, it featured entirely new, more aggressive looking sheet metal and an entirely revised grille. The familiar coke bottle shape was flatted more to give the 1969 Camaro a lower and wider looking stance. The grille was much more angled and the parking lamps were moved to the lower front valance below the bumper. Other than the roof itself, the 1969 Camaro doesn’t share very much sheet metal with earlier models.

The 1969 Camaro was available in many different configurations. From a plain Jane sport coupe to asphalt eating Super Sport, there was something for everyone! All 1969 Camaros shared the same body unlike the Chevelle and were available in either coupe or convertible. Buyers could choose from the base model Sport Coupe, drag strip ready Super Sport, or road racing Z-28. The Rally Sport option with hidden headlights could be added as a separate packing to any of those models.
Interiors were only available with bucket seats and were available in a variety of colors and styles. Standard interiors were available in Black, Dark Blue, Red, White, Light Green, or Dark Metallic Green. Buyers who ordered a deluxe interior received unique door panels with molded in arm rests and Comfortweave seats with color choices of Black, Dark Blue, Light Green, Dark Metallic Green, or Red. Even rarer was the deluxe Houndstooth interior with unique pleats in Black, Orange, Yellow, or White. A fold down rear seat was available but very rare. An optional console was available with our without gauges. The buyer could have ordered a number of different exterior colors including Tuxedo Black, Butternut Yellow, Dover White, Dusk Blue, Garnet Red, Glacier Blue, Azure Turquoise, Fathom Green, Frost Green, Burnished Brown, Champagne, Olympic Gold, Burgundy, Cortez Silver, LeMans Blue, Hugger Orange, Daytona Yellow, or Rallye Green. Two tone color combinations were available in Glacier Blue/Dover White, Azure Turquoise/Dover White, Glacier Blue/Dusk Blue, Dusk Blue/Glacier Blue, Olympic Gold/Dover White, and Burnished Brown/Champagne.

To complement the wide variety of available colors were the available drive train combinations that could be opted for on the 1969 Camaro. Base power was had by one of two available six cylinder engines. Buyers who wanted more power could opt for aV-8. Manual transmissions were either 3 speeds or 4 speeds. The 2 speed Powerglide was the standard transmission and a 3 speed Turbo Hydramatic was optional.
About 243,000 1969 Camaros were produced.
Model Options:
1969 Camaro

Models

1969 Camaro Standard Sport Coupe
1969 Camaro Rally Sport (hidden headlights)
1969 Camaro Super Sport
1969 Camaro Rally Sport Super Sport (RS/SS)
1969 Camaro Z/28
1969 Camaro Rally Sport Z/28 (RS/Z/28)

Body Styles

2 Door Coupe
2 Door Convertible (except Z/28)

Engine Options

230 cubic inch 140 horsepower 6 cylinder (base)
250 cubic inch 155 horsepower 6 cylinder (optional)
302 cubic inch 290 horsepower V8 (base Z/28, Z/28 only)
307 cubic inch 200 horsepower V8 (base)
327 cubic inch 210 horsepower V8 (replaced by 307 January 69’)
350 cubic inch 255 horsepower V8 (optional, dropped midway)
350 cubic inch 250 horsepower V8 (optional late in the year)
350 cubic inch 300 horsepower V8 (base Super Sport, SS only)
396 cubic inch 325 horsepower V8 (optional Super Sport, SS only)
396 cubic inch 350 horsepower V8 (optional Super Sport, SS only)
396 cubic inch 375 horsepower V8 (optional Super Sport, SS only)
427 cubic inch 430 horsepower V8 (Central Office Production Order COPO)
427 cubic inch 435 horsepower V8 (Central Office Production Order COPO)

Steve's Camaro Parts - 1967 Camaro Paint Codes

2011-10-26T14:19:00.000-07:00

Thought you might enjoy looking at the original paint codes

1967

CANADIAN - US, PRODUCTION

PASSENGER

These codes are listed on the Cowl Tag and break down as listed below.
Note: The first letter indicates the lower body color, the second letter indicates the top color.
1 is a white vinyl or convertible top.
2 is a black vinyl or convertible top.
eg: D2 = Nantucket blue with a black top.

     COLOR NAME                          PAINT JOB NO.

     Tuxedo Black                                    AA
     Provincial White                                CC
     Nantucket Blue Met.                             DD
     Deepwater Blue Met.                             EE
     Marina Blue Met.                                FF
     Granada Gold Met.                               GG
     Mountain Green Met.                             HH
     Verde Green Met.                                JJ
     Emerald Turquoise Met.                          KK
     Tahoe Turquoise Met.                            LL
     Plum Mist Met.                                  MM
     Madeira Maroon Met.                             NN
     Silverglaze Met.                                PP
     Bolero Red                                      RR
     Sierra Fawn Met.                                SS
     Capri Cream                                     TT
     Antique Pewter Met.                             VV
     Butternut Yellow                                YY

The  two letters represent Lower and Upper body color.

Stevescamaroparts.com 1967 Camaro Paint Codes

1968 Camaro - Steve's Camaro Parts - Rear Deck Lid Spoiler Installation Diagram

2011-10-15T08:40:00.000-07:00

Do you want to enhance your current Camaro with a rear deck lid spoiler. Below is an installation diagram for drilling the correct measurements.

1969 Camaro - Steve's Camaro Parts - Installing a Camaro Front Spoiler

2011-10-14T06:50:00.000-07:00

This is a diagram for installing a spoiler on a '69. A '68 install should not be that different.

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Steve's Camaro Parts - Use Factory Assembly Specs

2011-10-13T22:41:00.000-07:00

We all know how to spin wrenches, and most of us are convinced we know how to take apart and reassemble our cars blindfolded, but do you really know everything you should?

Unless a factory assembly manual was used to glean techniques, procedures, and specifications, you probably don't. For example, the subframe on an early Camaro is pretty easy to bolt up, but did you know there are alignment holes in the floorpan to help square it up?

Misaligned subframes, either from improper installation or worn-out bushings, are the source of much body-panel-gap frustration. Most factory manuals are reprinted, so see what the guys who built your car the first time had to say about it.

Tags: 1969 camaro, 69 camaro, aftermarket camero parts, camaro part, camaro parts, Camaro restoration parts, chevrolet camaro

Camaro Parts - Wheels - Steve's Camaro Parts

2011-10-06T10:11:00.000-07:00

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RIM OFFSET DIA.

...One of the most popular questions we have heard here is, " How do I measure a wheel's offset and what is the difference between a wheel's offset and it's backspacing?" At Steves Camaros, we handle a number of different types of wheels and we would like to help clear up any misunderstandings.
A wheel's backspacing refers to the measurement taken perpendicular from the mounting inner face of the wheel (the contact point where the wheel meets the brake rotor or drum) to the inner rim height.

A wheel offset refers to the distance between the mounting surface of the wheel and the rim centerline. The offset is positive when the mounting pad is outboard of the rim centerline and negative when inboard of the rim centerline. See Diagram for a complete understanding of these two important concepts.

1968 Camaro Parts - Rare Options on the Camaro - Steve's Camaro Parts

2011-10-05T10:07:00.000-07:00

Camaros were available with a wide range of options, some of which were obscure, or simply not well documented, which cause them to be quite rare. Some examples:

    * A67 Fold-Down Rear Seat - A common option on today's cars, but quite rare back then. Allows the back seat to fold down for more cargo carrying capacity. First-generation Camaros were notorious for unusually small trunks making this option useful for those that had to carry larger cargo than would fit in the trunk.

    * V75 Liquid Tire "Chain" - An option on '69 Camaros that provided a dispenser with nozzles located in the rear tire wheel wells that would spray a special traction-enhancing liquid on the rear tires to help traction on snow and ice. Quite rare.
    * JL8 4-Wheel Disc Brakes - Available on '69 high- performance Camaros. Installed mostly on Z-28 Camaros, but technically available on any model. 205 known to be produced. A similar Heavy-Duty Service Option disc-brake rear axle was available over-the-counter but differed from JL8 in the details.
    * Factory Headers - Available on Z-28 Camaros as a dealer-installed item. Supplied in 1967-68 from the factory in the trunk of the car for installation by the dealer.

    * U46 'Vigilite' Lamp Monitors - Special fiber-optic head and tail-lamp and directional signal monitors that allowed the driver to determine that all lights were working properly while sitting in the driver's seat.

    * L78 396ci - Iron-head 396ci 375HP big-block. 4-bolt main block (all other Camaro 396s were 2-bolt mains), 11.0:1 compression forged pistons, high-performance large-port heads, heavy duty rods, special solid- lifter camshaft, aluminum intake manifold, and special Holley carburetor. Available and rare all years, quite rare in '67 (1,138 made).

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    * L89 Aluminum Head 396 - Available in '68 and '69. An addition to the L78 that replaced the iron heads with aluminum closed-chamber rectangular port heads. Very rare.
* U17 Tic-Toc-Tach: a dash-mounted tachometer that included a clock on the same dial face. While U17 was available all three years, the Tic-Toc-Tach version was only produced in 1968.
* AL4 Front Bench Seat - Optional front bench seat available in non-console cars (1967-68 only). Not available in convertible.
* Deluxe Houndstooth Interior - Deluxe door panels, with houndstooth cloth seat inserts.
* J52 Front disc brakes - Not very rare, but the 1967-68 calipers are 4-piston units and can be hard to find. The design was changed to a single-piston design in 1969.
* F41 Suspension - upgraded suspension components that allowed better cornering performance.

1969 Camaro Parts - door-Lock Ferrules and Knobs - Steves Camaro Parts

2011-10-04T22:03:00.000-07:00

This will seem like a trivial detail, but I have a pet peeve regarding junk door-lock buttons. As small as they are, they're also the most obvious door item, and for some reason, on older cars, they've often been replaced with either the wrong type or universal parts-store wood junk. When the wrong buttons are used, they can bind and rattle in addition to looking lousy. New ones are offered for lots of popular cars all the way back to the '50s, and they can make a big difference in interior feel and function. The lock buttons on this '67 Camaro actually serve to guide the mechanism; new buttons and new ferrules are the best few dollars you can spend

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Camaro Parts - Chevy expects over half of all Camaro ZL1 models to be automatic - Steves Camaro Parts

2011-09-28T06:29:00.000-07:00

Consider this a sign of the times: Even though Chevrolet is readying its highest-performance Camaro ever, General Motors executives are reportedly already hedging their bets that over 50 percent of all 2012 ZL1 orders will be for automatic transmission models.

The high expected order rate for automatics paired with the 6.2-liter, 580-horsepower ZL1 not only follows a growing market preference for two-pedal vehicles, it also suggests that even sporty car buyers are noting that advancements in design have all but eliminated the performance deficit long associated with this type of transmission.

Low take rates also means that fewer models are even available with manual transmissions, and it's a problem that's only getting more acute. With fewer new cars being fitted with manual transmissions, opportunities for learning how to drive a three-pedal car (along with people who can teach how to drive them) are fewer and further between. The result? Even fewer manual transmissions.

According to the Ward's Auto report, fully 89 percent of 2010 model-year passenger cars were fitted with automatic gearboxes. In the case of Chevrolet's Camaro, even the existing SS model is trending at 70 percent automatic, and that's higher than the 65 percent take rate among base Corvette purchasers.

The Oshawa, Ontario-built Camaro ZL1 is expected in dealers in the first quarter of 2012.

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

1968 Camaro - Sold at Barrett Jackson Auction - Steves Camaro Parts

2011-09-27T06:27:00.000-07:00

Price:	*$33,550.00
Year:	1968
Make:	CHEVROLET
Model:	CAMARO
Style:	CUSTOM 2 DOOR COUPE
Exterior Color:	MAROON
Interior Color:	MAROON
Cylinders:	8
Engine Size:	350
Transmission:	MANUAL
Summary:	Supercharged small block Chevy with nitrous and 4-speed manual transmission. "The Heartbeat" paint with matching interior and trunk.
Details:	"The Heartbeat" was built in the late 80's when "the Heartbeat of America" was the tag line for Chevrolet. It still retains the old school look and feel. Featuring a supercharged small block Chevy with a nitrous system, 4-speed speed transmission, and big 18" wide rear tires, this car will get up and go. Flashy paint scheme with matching interior and trunk, mirrored engine compartment and wheelie bars. This car was featured in Hot Rod Magazines foreign and domestic back in the day, and some copies come with the car. 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

1969 Camaro Parts - 1969 Camaro Fun Facts - Steves Camaro Parts

2011-09-26T10:53:00.000-07:00

The Camaro was introduced by Chevrolet to compete with Ford's Mustang. By 1969, new interior and exterior renovations had been made in the Camaro, ensuring its place as the highest volume selling first generation Camaro, with 243,085 cars sold according to Firstgencamaro.com. The 1969 Camaro is known for its sleek design and horsepower. One of the most popular versions of the 1969 Camaro was the Z/28, or RPO Z28 Camaro Special Performance Package, which had a top speed of 120 miles an hour.

Engines
- The 1969 Camaro base engine was a 327 cubic inch V8 small block. A slower 230 cubic inch V6 version was also available.
Innovations
- Components introduced for the 1969 Camaro included new exterior sheet metal, flattened wheel wells and a new grill design. Variable-ratio steering, which means when the steering wheel turns the wheels turn progressively more until they lock, was also introduced on the 1969 version of the Camaro.
Size
- The 1969 Camaro was 186 inches long with a 108-inch wheelbase chassis.
Considerations
- Headlight washers, which operated by vacuum like windshield wipers, were a feature only offered on the 1969 Camaro.

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Steve's Camaro Parts - 1968 Fun Facts

2011-09-23T09:42:00.000-07:00

Chassis and Mechanical Features

Body-frame - Unitized all-welded steel body construction with a separate front rubber-mounted frame section that provides extra strength and support.
Body Construction - Rugged body components are used throughout to increase strength and rigidity. Cross-braced bow-like members in the sport coupe roof add firm support, while the convertible has rocker panels of heavier gauge steel to lend extra stiffness to the convertible design.
Body Protection - Camaro is built with an eye to long, long life. Galvanized members are used along with other rust preventive materials. We even go so far as to put fenders inside the outer fenders to shield against corrosion from salt, slush, snow and ice. Rocker panels are the flush-and-dry design. Rain and snow water entering the vents at cowl level wash out the rocker panel while incoming air dries it.
Roadability and Suspension - Camaro rests on a 108-inch wheelbase with 59.0-inch tread front and 58.9-inch rear-wide stance for flat, level cornering and solid going on the straightaway. A combination of independent coil spring suspension up front and Mono-Plate single leaf springs at the rear provide just the right balance between smoothness and firmness. Special multi-leaf rear springs with extra-cost V8s (with 4-speed transmission only with 275-hp 327 V8). Bias-mounted rear shock absorbers offer improved suspension control.
Brakes--Safety-Master - self-adjusting brakes give you a full 168.9 square inches of bonded lining area. Brakes have dual master cylinder with warning light on instrument panel. Rayon-reinforced front and rear brake hoses. All brake lines are corrosion-resistant. Parking brake is foot-operated with fingertip release.
Exhaust System - Highly corrosion-resistant for long life. Exhaust emission control system is standard equipment.
Electrical System - 12-volt system. Delcotron diode-rectified generator with 9-37-ampere rating is standard.
Steering - Recirculating ball-race steering for easiest handling. Ratios: manual, 28.3:1; power, 17:1. Also available is low-ratio steering: manual, 21.6:1; power, 15.6:1.

Power Trains

Standard Engines--

140-hp Turbo-Thrift 230 Six.Smooth, effortless performance along with a decidedly modest appetite for regular-grade fuel. Single-barrel carburetor, hydraulic valve lifters and single exhaust system. Seven-main-bearing crankshaft.
210-hp Turbo-Fire 327 V8. A perky V8 that will please you with its economy. Its 327-cubic-inch displacement and two-barrel carburetion give it the stamina for all kinds of duty. Compression ratio, 8.75:1, general performance camshaft and hydraulic lifters. A 61-ampere-hour battery and single exhuast. Uses regular-grade fuel. Extra-Cost Engines--
155-hp Turbo-Thrift 250 Six. Here's a bigger 6-cylinder engine that's excellent for runabout service. Cubic-inch displacement: 250. Single-barrel carburetor, hydraulic valve lifters and single exhaust. Fully counterbalanced seven-main-bearing crankshaft. Uses regular-grade fuel.
275-hp Turbo-Fire 327 V8. Ideally suited to higher performance requirements. Four-barrel carburetor, 327 cubes and a 10.0:1 compression ratio. Single exhaust standard.
295-hp Turbo-Fire 350 V8. One of two Camaro SS engines available. You can judge its credentials by the fact that it powers the SS. A 350-cubic-inch V8, it checks in with a compression ratio of 10.25:1, 4-barrel carburetor, hydraulic valve lifters, dual exhausts and resonators.
325-hp Turbo-Jet 396 V8. Tops in the Camaro stable. Unique feature: "porcupine" cylinder heads that improve engine breathing and combustion. Four-barrel carburetor, 10.25:1 compression ratio, general performance camshaft, hydraulic valve lifters and dual exhausts with resonators. Standard Transmission--
3-Speed fully synchronized. Standard with all engines except 325-hp V8 (see below). Fully synchronized in all forward gears. Shift lever is column mounted unless floor-mount shift is specified. Extra-Cost Transmission--
Special 3-Speed fully synchronized. (Camaro SS only). Floor mounted in a snug rubber boot for real shifting fun. Must be specified with 325-hp Turbo-Jet 396 V8 if you order a 3-Speed manual transmission. Offers closer ratios to take advantage of bigger V8 output. (Available with console).
4-Speed fully synchronized. Floor-mounted and available with all Camaro engines. Available also with console. Tailor-made for the real car buff. Shift pattern is debossed on the control knob. Ratios matched to engine.
Powerglide Automatic. Available with all engines except 325-hp V8. Consists of a three-element torque converter and geared drive for a magnificent blend of smoothness and responsiveness. Steering column mounted unless floor-mount is specified, with or without console.
Clutch. Single dry disc diaphragm spring type. Conventional roof and linkage connects suspended pedal to actuating fork. Size and capacity matched to engine choice.
Propeller shaft and rear axle. One-piece balanced propeller shaft, attached at transmission and differential through universal joints. Rear axle ratio matched to power teams

Steve's Camaro Parts - 1967 Fun Facts

2011-09-21T09:38:00.000-07:00

1967 FACTS Excerpted from Michael Antonick's White Book

The first Camaro model was the 1967, introduced on September 26, 1966. At the time of introduction, several important options were not available. These included the RPO-Z28 Special Performance Package, and the 396-cid displacement engine for Camaro SS models.
The 1967 model was the only first generation Camaro to have both rear shocks mounted forward of the rear axle. Later years changed to a staggered arrangement to counter wheel hop. The 1967 was the only Camaro to feature a right-side traction bar, also to counter wheel hop. The traction bar was standard equipment for all Z28 models, and was installed on other high performance models.
The 1967 Camaros did not have side marker lights.
The 1967 Camaro was the only Camaro model to have its VIN tag mounted to the door hinge pillar. The VIN tags of later models moved to positions visible through the windshield.
The bumblebee nose stripe was part of the SS package at the start of 1967 production, but became a separate option (RPO-D91) in March 1968.
Chevrolet built three special Camaro pace cars for the 1967 Indianapolis 500 auto race. It also built 78 lookalikes for complimentary use by race officials and dignitaries during the month preceding the race. After the race, these lookalikes were sold to the public as used cars. All were white SS/RS convertibles with Bright Blue custom interiors. Other options varied. All had "Chevrolet Camaro Official Pace Car 51st Annual Indianapolis 500 Mile Race - May 30, 1967" decals on their doors. (Chevrolet also built anywhere from 100-560 Pace Car Replicas for a special "Pacesetter" campaign which ran through June, plus 21 cars exported to Canada. The actual number of these cars is unknown, this number is my guess - Greg McGann)
When first introduced in September 1966, the 1967 Camaro SS came only with a 350-cid engine, an engine displacement exclusive to the Camaro within the Chevrolet line that year. In November 1966, the 396-cid engine was added to the SS option list.
Though similar to 1968, the 1967 instrument panel was unique to the year. Its padding did not fold over the corners as did the following year. And, with the exception of air conditioned models, the 1967 instrument panel did not have the side air (Astro Ventilation) vents.
The ignition for the 1967 model (and 1968) was located on the dash.
The first Z28 models were built starting on December 29, 1966, and low volume delivery began in January 1967. The Z28 was initially developed as a contender for the SCCA (Sports Car Club of America) Trans Am sedan racing series. The series had a displacement limit of 305 cubic inches which the Z28 met by combining a 327-cid Chevrolet block with a 283-cid Chevrolet crankshaft for a 4" x 3" stroke that yielded 302.3 cubic inches.
The "Z" in Z28 was at first nothing more than another option code, along with others like Z23 for the Special Interior Group, or Z87 for the Custom Interior. But the Z28 had a special ring to it and became the model's official name. However, the Z28's built in 1967 carried no external identification other than wide racing stripes. Convertibles could not be ordered with the ZZ8 option.
Chevrolet listed curb weights for the 1967 Camaro as 2,910 pounds for the 6-cylinder coupe, 3,070 pounds for the 8-cylinder coupe, 3,165 pounds for the 6-cylinder convertible, and 3,325 for the 8-cylinder convertible. Add 21 pounds for power windows, 20 pounds for the folding rear seat, 86 pounds for air conditioning, 9 pounds for power brakes, 23 pounds for front disc brakes, 10 pounds for the 250-cid 6-cylinder engine, 39 pounds for the 327-cid V-8 engine, 72 pounds for the 350-cid V-8 engine, 258 pounds for the 396-cid V-8 engine, 7 pounds for the four speed manual transmission, 14 pounds for the Powerglide, 56 pounds for the Turbo Hydra-Matic, 38 pounds for dual exhaust, 29 pounds for power steering, 15 pounds for heavy duty battery, 8 pounds for an AM radio, 9 pounds for an AM-FM radio, and 17 pounds for the Rally Sport.
The 1967 was the only Camaro model to feature side vent windows.
The headlight door covers of the 1967 Camaro were electrically operated. Later model years were vacuum operated.
All 1967 Camaros had single leaf rear springs.
The center console design used in 1967 was unique to the year. Additionally, the design of the optional instrument grouping which mounted to the console was unique to 1967. The secondary instrument cluster consisted of fuel gauge, temperature gauge, oil gauge, ammeter, and clock.
The first 1967 Camaro built at the Norwood, Ohio, plant had a VIN ending in N100001; the first built at the Van Nuys, California, plant had a VIN ending in L100001.

1969 Camaro Parts - Fans Vote 1969 Camaro as the Best Chevrolet Ever - Steve's Camaro Parts

2011-09-19T13:44:00.000-07:00

Cover your ears, Corvette lovers--the 1969 Camaro is the best Chevrolet of all time, according to Chevy fans.
As part of its centennial celebration, Chevy asked fans to vote online for their favorite vehicle from the marque's 100-year history. Nearly 125,000 people voted, and the Camaro edged out the 1970 Chevelle SS in the final round of the four-round elimination contest.

Chevy design director Tom Peters agrees with the verdict: "Today, the '69 Camaro has become one of the best examples of timeless design in the industry.

"Like the very best designs, the Camaro is much more than just a machine because it evokes powerful emotions in people of all ages," Peters said. "That's why we looked to the '69 for inspiration when designing the fifth-generation Camaro and why the '69 Camaro is an example of the timeless vehicles Chevrolet will strive to deliver for the next 100 years."

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1967 Camaro - A Legend is Born - Steve's Camaro Parts San Bruno, CA

2011-09-16T06:13:00.000-07:00

The mid 1960's were an exciting in the world of American automotive production. The emergence of the muscle car was in full swing. With the introduction of the Ford Mustang in late 1964 the country was ripe for the muscle and Chevy was right there hitting the mark with the brand new Camaro. There are few cars from this period in history that have as much wide spread recognition and fame as the 1967 Camaro. From casual observers to hard core gear heads on to professional car collectors the first generation Camaro instantly captured the hearts and minds of the American public.

Like many automotive model launches of the day Chevrolet really poured on the media and marketing. Perhaps taking a tip from it's biggest competitor the 1967 Camaro was the official pace car for the 1967 Indianapolis 500, very much like the Mustang was just a few years earlier. The Indy 500 promotion was a big one including dozens of special "Pace" cars specially made for race officials and celebrities to drive to promotions and events in the months leading up to the race. There was also a "Pacesetter" package that Chevy dealerships were able to create if they chose to.

Another big moment in the promotion of the 1967 Camaro turned out to be a first for the news media as well. For the first time ever, in the final days of June, 1966, a news conference was held live in 14 cites. This feat was accomplished by hooking up these cities together by telephone lines and had never been done before. Looking back this seems like child's play from today's standards but back in the 60's this was quite a marvel! In addition to this there was a six minute television promotion, on top of newspaper and radio ads, that let the American public know they were in for something special.

The name Camaro was figured to be a good choice by the folks at Chevy because nobody had any idea what the heck it meant! When the press asked some of the project managers what the name stood for they replied, "It's a small, vicious animal that east Mustangs." It was statements like that that really helped fuel the Mustang vs. Camaro rivalry which, arguably, worked out to more sales for both Ford and Chevy.

Like most brand new car models the 1967 Camaro has several features and quirks that are only seen on the first model year. These tell tale signs often quickly disappear as they are replaced with better or upgraded items in the second year of production. These are the tips that car enthusiasts and collectors live for. The first day the 1967 model was up for sale to the general public was September 29th, 1966.

Here are just a three things to remember at your next car auction or show that were unique to the 1967 Camaro�

- The 1967 model had both rear shocks mounted in front of the rear axle. This was changed to the more familiar staged set up (one in front and one behind) in 1968.

- Side vent windows only appeared on the '67 model.

- The VIN plate on the first year model was located on the door pillar and was later moved to the more standard dashboard location in '68.

It's at least arguable that the Camaro has seen more unofficial promotion than many of its competitors. There have been dozens of popular songs written about this car, not the least of which is everyone's' favorite "Bitchin Camaro" by the Dead Milkmen. Various years and models of the car have appeared in movies for decades although the most memorable is the 1967 Camaro featured in the 1985 John Cusack movie "Better Off Dead" which introduced a whole new generation to the fascination of the early years of this iconic car.

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

1968 Chevrolet Camaro convertible gets beautiful restoration - Steve's Camaro Parts San Bruno, CA

2011-09-15T06:06:00.000-07:00

Back in the days when cars could be ordered to the buyer's specifications, a young college graduate in Iowa ordered a new 1968 Chevrolet Camaro convertible. The 21-year-old woman took delivery of her sassy Matador Red car on July 30, 1968 in Sioux City.

The happy owner set out in her Camaro in search of a teaching position in central California, where she drove her Camaro for almost a decade before taking it out of daily service.

The original 327-cubic-inch V-8 engine proved to be a lemon. It was replaced by a rock solid 350-cubic-inch V-8. Another decade passed, and when the owner's two daughters approached driving age, the car was revived and the three-speed manual transmission was replaced with an automatic transmission.

When the Camaro was 37 years old, in 2005, it was sold to a second owner who refurbished the convertible, replaced many of the well-worn parts, and resprayed it in the original color. Also added were power brakes and power steering, options that were available when the car was new.

By 2008, the Camaro was back in pristine condition with a new white convertible top and was offered for sale. That is when Mark Eitelgeorge learned of the car. Since 1980, he had longed for a first-generation Chevrolet Camaro.
As a teenager Eitelgeorge had worked three part-time jobs to save money for his first car. Back then he located a used Camaro for $1,000. The price was right, so early one afternoon he went to see the car. It looked great but he wanted his grandfather to give the car a once-over. By the time his grandfather was available later that afternoon the car had been sold. Eitelgeorge never forgot the disappointment he felt when he missed out on that first car.

The 1968 Camaro was located nearby, so Eitelgeorge, accompanied by his wife, Jeannie, went to investigate. "I didn't want a project car," he says. At first glance, he remembers, "She fell in love with it." He did, too. The automatic transmission had been removed and the original floor-mounted Saginaw manual transmission was replaced.

Eitelgeorge and his wife put the top down and took the 15-foot, 4.6-inch-long car for a test drive. "It drives as smooth as any new car," Eitelgeorge says. He purchased the car in May 2008.

Records show that Chevrolet manufactured 16,927 convertibles like Eitelgeorge's. He explains that his 3,295-pound Camaro is the standard, base model. It is not an RS or a SS upscale version. The base price when new was $3,148.55.
Nestled in the dashboard is the original AM radio with the traditional five pre-selected push buttons.

"The exact number of miles on the car is unknown," the third owner says, "but it is estimated to be about 100,000 miles." The speedometer can register speeds up to 120 mph. Eitelgeorge is confident that his Camaro can easily surpass 100 mph should the need ever arise.

With a four-barrel carburetor replacing the original two-barrel model, Eitelgeorge reports fuel economy of about 13 miles per gallon. "You don't buy a car like this with economy in mind," he explains. "This car is fun, fast and loud."
Refueling can be a challenge with the new anti-siphon nozzle pumps, the owner says. Driving in modern-day traffic without a right side mirror, the owner says, "takes some adjustment."

Eitelgeorge has contacted the original owner and she still has the original wheels, which he soon plans to install. It's another step toward originality that this 1968 Camaro convertible deserves.

By VERN PARKER

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Steve's Camaro Parts

Steve's Camaro Parts - A mid-year push in 1968 got Z/28 sales rolling and created a Chevrolet legend

Feature Article from Hemmings Muscle MachinesNovember, 2011 - Mike McNessor - Photography by Jeff Koch

Steve's Camaro Parts - 1968 Camaro Restorer keeps from going overboard on his own Berger Z/28

Feature Article from Hemmings Muscle MachinesMarch, 2006 - Daniel Strohl

Steve's Camaro Parts - 1967 Camaro Improved Touring

Steve's Camaro Parts - 1968 Camaro - A Never-Was Z/28 RS Convertible

Just a Second

Everyone knows there's only one '68 Z/28 convertible. Don't they?

1969 Chevrolet Camaro

Steve's Camaro Parts - 1969 Chevy Camaro - Red Devil

Steve's Camaro Parts - 1969 Camaro Dissasembly of 1969 Steering Column Lock Cylinders

Steve's Camaro Parts - 1967 Instrument Panel Harness

Steve's Camaro Parts - Are Now in Moscow

Steve's Camaro Parts - 1968 Camaro Steering

Steve's Camaro Parts - 1967 Camaro Transmissions

Steve's Camaro Parts - 1968 Camaro Hidden Headlights

Steve's Camaro Parts - MuscleCar Review on the Z28

Steves Camaro Parts - 1967 Rear Axle

Steve's Camaro - 1967 - 1968 Camaro Transmission Assembly Removal

Steve's Camaro Parts - 1967 Camaro Brakes

Steve's Camaro - 1967 Camaro Steering Column Realignment

Steve's Camaro - Blower Motor Replacement 1967 Camaro When Equipped with four Season A/C

Steve's Camaro Parts - 1967 Camaro Cruise Master

Steve's Camaro - 1967, 1968 and 1969 Parts - What are Customers Say

Steve's Camaro Parts - 1967 Camaro Steering

Steve's Camaro Parts - 1967 Body History

Steve's Camaro Parts - 1967 Camaro Rear Suspension History

Steve's Camaro Parts - 1967 Camaro Front Suspension and Steering History

Steve's Camaro Parts - 1967 Camaro Styling History - (Interior)

Steve's Camaro Parts - 1967 Camaro Styling History Part 5

Steve's Camaro Parts - 1967 Camaro Styling History Part 4

Steve's Camaro Parts - 1967 Camaro Styling History Part 3

Steve's Camaro Parts - 1967 Camaro Styling History Part 2 The Hood Design

Steve's Camaro Parts - 1967 Camaro Styling History Part 1

1967 Camaro - Radiator and Grille - Steve's Camaro Parts San Bruno, CA

1967 Camaro - Head Lamp Information - Steve's Camaro Parts San Bruno, CA

Steve's Camaro Parts - 1969 Camaro History

Steve's Camaro Parts - 1967 Front Brake Discs

Steve's Camaro Parts - 1967 Camaro Radio and/or Speaker Removal

Steve's Camaro Parts - 2nd Generation Camaro Parts

Steve's Camaro Parts - 1968 Original Type Rally Sport Body Side Moldings Clip Set

Steve's Camaro Parts - 1967 Camaro Exhaust Systems Diagram and Data

Steve's Camaro Parts - 1967 Camaro Fuel Tank Information and Diagrams

1967 Camaro Parts - Steve's Camaro Parts - 1967 Camaro Automatic Transmission

1967 Camaro Parts - Steve's Camaro Parts - 1967 Camaro Rear Suspension

Steve's Camaro Parts - 1967 Camaro 396 Engine Option

Steve's Camaro Parts - 1967 Interesting Camaro Background Facts

Steve's Camaro Parts - 1967 Interesting Camaro Background

Steve's Camaro Parts - 1967 Camaro Steering Column Realignment

Camaro Parts - 2nd Generation Camaro Parts 1970-73 and up to 1981 - Steve's Camaro Parts

1967 -1969 Camaro Parts - TrimParts Door Opening Sill Plates - Steves Camaro Parts

Steve's Camaro Parts - Quick Parts Links

Camaro Quick Parts Link

Steve's Camaro Parts - Customer Testamonials

Steve's Camaro Parts - Converting Drums to Discs

WARNING- most discs do not use a residual pressure valve (RPV). Some aftermarket disc systems use a 2lb RPV which is OK, it helps pedal height. caliper seal design is a main factor in RPV requirement.

UNDER NO CIRCUMSTANCES USE A SHORT DEPTH MASTER ON A MANUAL SYSTEM. THE PUSHROD CAN FALL OUT AND YOU WILL HAVE NO BRAKES!

NO RUBBER Dust BOOT!

AVAILABLE POWER STEERING RATIOS

There are two types of power steering gears, constant ratio and variable ratio. Variable ratio was available, starting in 1969 and offered well into the late 70's. Constant ratio was used before and after the 70's

GM OPTION CODES

Steve's Camaro Parts - First Generation Camaro Transmissions

Steve's Camaro Parts - 1969 Camaro Parts and Restoration Specs

Steve's Camaro Parts - 1967 Camaro Paint Codes

CANADIAN - US, PRODUCTION

PASSENGER

1968 Camaro - Steve's Camaro Parts - Rear Deck Lid Spoiler Installation Diagram

1969 Camaro - Steve's Camaro Parts - Installing a Camaro Front Spoiler

Steve's Camaro Parts - Use Factory Assembly Specs

Camaro Parts - Wheels - Steve's Camaro Parts

1968 Camaro Parts - Rare Options on the Camaro - Steve's Camaro Parts

1969 Camaro Parts - door-Lock Ferrules and Knobs - Steves Camaro Parts

Camaro Parts - Chevy expects over half of all Camaro ZL1 models to be automatic - Steves Camaro Parts

1968 Camaro - Sold at Barrett Jackson Auction - Steves Camaro Parts

1969 Camaro Parts - 1969 Camaro Fun Facts - Steves Camaro Parts

Engines

Innovations

Size

Considerations

Feature Article from Hemmings Muscle Machines
November, 2011 - Mike McNessor - Photography by Jeff Koch

Feature Article from Hemmings Muscle Machines
March, 2006 - Daniel Strohl