Wednesday, January 30, 2013

1967 to 1969 Camaro Parts - 1967 Chevy Camaro Don't let the looks fool you, this is a 10-second Camaro! - Steves Camaro Parts San Bruno


Hrdp 1208 01 1967 Chevy Camaro Ugly But Fast


 

How quick is it? Answer: 10.62 at 126 mph in the quarter. Not bad. After posting those numbers on the web and in a YouTube video ("Crusher Camaro Hits the Dragstrip," HOT ROD Unlimited, episode 3), folks wanted to know the skinny, so here it is.

The Power

The '67 Crusher has been with HOT ROD since 1993 and has seen several makeovers. This time around, the focal point is the engine, which is a 489ci big-block Chevy that's been around for many years, having seen dyno-test time in HOT ROD, Car Craft, and Chevy High Performance magazines. It's been so long since we last dyno'd it that we lost all the data after our PC laptop crashed and burned, but we know from old stories that it made 650 to 660 hp at about 6,000 rpm and 650 lb-ft at 4,400. During a chassis-dyno test the day before our road trip, it made 520 hp and 500 lb-ft to the Pro Trac tires.

That's actually not too impressive for a blown Rat, but the engine is very, very tame. The cubes come from a 4.280 bore and a 4.250 stroke with a Scat cast crank, and the SRP pistons squeeze just 8.95:1 compression. The cam is a weenie Comp Cams hydraulic roller that doesn't even lope with 224/230 degrees of duration at 0.050, 0.510/0.510 lift and a 110-degree LSA. (Note: Incorrect cam specs were printed in the Dec. '09 story.) The heads are little Holley oval-ports that have been discontinued but are comparable to Edelbrock Performers. It's got Hooker's Darkside black-coated headers with 2.0-inch pipes and 31?2-inch collectors, and the exhaust is a 3-inch Flowmaster kit with Series 44 mufflers.

Most important, induction comes from a Weiand 8-71 blower that has been Teflon-stripped and blueprinted by The Blower Shop (actually, the shop did that for us twice because we had an ignition problem that led to multiple backfires that totally hashed the rotors). We run the blower significantly underdriven to deliver only 5 psi of boost, and we've never run it on higher than 91-octane gas, even at the track.

Drivetrain

The best part of the Crusher is the 4L85E auto-overdrive transmission from Gearstar, which modernizes the dinosaur with computer-controlled shift points and adjustable shift firmness. It's also beefy enough to take as much as 400 hp more than we're making, so we have room to grow. The transmission's 0.75:1 Fourth gear and lockup converter combine with the 3.50:1 axle gears to deliver 2,100 engine rpm at a 70-mph cruise. The rear axle is a Ford 9-inch with 35-spline axles and a Moser centersection with a Wavetrac limited slip.

Chassis

Zero rocket science here. In fact, it's pretty wrong. Out back, we've got sagged-out multileaf springs and old-school slapper bars. In the front, it's all stock but with CPP (PN FCS6330D) big-block Chevelle springs to hoist the nose for an old-school look. We've got QA1 double-adjustable shocks all around. In race trim, the car weighed 3,475 pounds. Add 175 for the driver and another 20 in video equipment, and you get 3,670 pounds rolling down the track.


At the Drags

Our private test session at Auto Club Raceway in Fontana, California, was the last one before that track closed due to whiners complaining about the noise. We drove the Crusher 50 miles from home to the track, bolted on some Hoosier 30x9.00-15 radial slicks, and let fly. The first pass, leaving off idle, was 10.702 at 124.98 mph with a 1.574-second 60-foot time. We hot-lapped it to see if heat soak in the blower was going to kill us and hit 10.833 at 124.91. Much of the e.t. was lost up to the 330-foot mark, as we foot-braked some rpm against the converter and spun the tires. But the mph was a repeat, telling us the horsepower was still there.

Tuning ensued. Our FAST air/fuel reader was monitoring O2 sensors in both pipes and telling us we were seeing ratios of around 12.8:1 at the leanest, which made the engine happy and the spark plugs flawless. However, Finnegan noted that the timing mark on the ground straps was a little shallow. We were using an MSD Digital 6 Programmable 6AL-2 ignition box, which allowed us to lock out the centrifugal advance mechanism in the distributor and program the timing curve on a laptop with MSD's Pro-Data software.

We had it tuned for 36 degrees of total timing at cruise and 26 degrees at max boost. Advancing the timing just 1 degree to 27 degrees BTDC had a negative impact, slowing us to a pair of 10.90-second passes at 122–123 mph. But, in a display of remarkable sensitivity to timing, Finnegan finessed it just half a degree, giving us 26.5 degrees total and picked up mph. We also fiddled with shift points, having to click 'em at 6,000 rpm to avoid valve float. In the end, our best run was the 10.621 at 126 with a 1.564 60-foot and eighth-mile performance of 6.767 at 102.57. (Point of interest: To estimate quarter-mile performance based on the eighth-mile numbers, many people use a multiplier of 1.56 to 1.6; we use 1.57. Amazingly, the Crusher's 6.767-second eighth-mile number times 1.57 equals 10.624, almost exactly our full-track number.)

Conclusions

The Crusher's engine and rear gears are far more optimized for the street and highway than for the track. At 126 mph in Third gear, the big-block is lugging at just 5,200 rpm. Swapping the 3.50 gears for 4.10s would almost certainly improve the e.t. if we could maintain traction at launch. That's iffy, because the chassis is far from optimized. The rear springs are sagged to the bumpers on the slapper bars and there's a little porpoising. The front suspension offers almost no rebound droop to allow optimal body separation at launch, and the car carries 57 percent of its weight on the nose. The rear end could get better, but we're not going to be able to solve the front end without losing our '70s stance. The front-end alignment could also be a whole lot better, but thanks to that nosebleed posture, we're out of camber adjustment.

Our other option would be to leave the rear gear as-is and simply run more mph to get the finish-line rpm closer to the peak. How? Swap the blower pulley, make 8 psi of boost, and gain almost 100 hp. We'd want to use race gas at that point just to help protect that poor cast crank from possible detonation, but we might even see a 9.99 pass. We have to try it some time. We also have a slick dual-quad plate system from NOS. Hmm. And then there's that leftover Bonneville short-block at 555ci that would look spiffy under the 8-71. This could go nuts.

source: By David Freiburger, Photography by David Freiburger
 
http://www.stevescamaroparts.com

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

Monday, January 28, 2013

1967 - 1969 Camaro Parts - Small Block to a Big Block Engine Swap - Steve's Camaro Parts



There is nothing like opening the hood of a nice Camaro and seeing those fat valve covers of a big block. There are many advantages to making the switch from small block to big block power like the monster torque available under your right foot and that unmistakable rumble

Back in the Day there was no substitute for cubic inches in any kind of car, in fact the saying went "Theres no replacement for displacement."The only thing that kept you from owning a big-block was, much as today, the wallet-bending dollar. Much of the car-crazy public had to settle for a small block (307, 327, or 350) . Today, many of those who dreamed of a 396, 427, or the awe-inspiring 454 are taking that giant leap by doing what man has done for decades - the engine swap!
The small block to big block swap in any Chevy is relatively easy, provided you have all the necessary tools and parts & some Brains!. When performing this swap in the Camaro,STEVES CAMAROS has just what the doctor ordered. Tool-wise you'll need access to an engine hoist, an engine stand, jack stands, floor jack, 1 or 2 sets of sockets and wrenches, and maybe a few other common mechanic's tools.

Parts needed will include 2 major items that are critical to this operation: the motor mounts and the engine frame mounts.

The engine frame mounts are particular to the big block engine and also differ between the 67/68 style and the 69 style. The big block-style mounts pull the engine forward away from the firewall and also tilt the engine towards the passenger side (RH side) of the car to make up for the large amount of torque produced by the larger cube engines. Many people have tried to drop in a big block using small block mounts only to discover "no room" between the back of the block and the firewall and the side of the block and the heater core cover - not to mention only 1/4 to 1/2 normal throttle response. Correct frame mounts cure this problem. The mounts are available from STEVES CAMAROS (sold as pairs) under Part Numbers #110560(1967-68), #110570(1969). These mounts can be used with either original GM or reproduction motor mounts.

If your not going HEATER DELETE and you want to keep your heater you'll also need a new heater core and Big Block Heater cover. On original factory big-block cars without A/C, Chevrolet put the heater hose outlet very close to the passenger side fender - versus right next to the engine block like the small block cars. So to KEEP the heater you need both the big-block heater core (Part # 150120 for 67-68 non air and Part#150150 for 69 non/air) and the big block heater box (Part # 150010)for 67-69 Camaros, and are available from us.

When utilizing power steering on your Camaro with a big block, you will need the correct power steering pump brackets and pulleys. Once a hard part to find, STEVE'S now makes it easy! On 67-68 cars, order pump cradle bracket #110650 and adjuster brace #110660. For '69's, use kit #110710 and your problems are solved. 1969 cars used a big block-only power steering pump, while 67-68's with V8 all used the same pump. Get pulley #111680 and you'll have that end covered, too.


An often asked question on this swap is: "Why does my engine sit offset 1 inch to the side?" This problem only seems to arise when the small block frame mounts are used.



To ensure proper alignment of the transmission, unbolt the cross member until after the engine is in place. In some instances, new alignment holes may have to be drilled, but again, not until after the engine is in.
You should also replace your front springs with a stiffer set for the Big Block to ensure proper steering and load handling (Part #251110)and don't forget your new radiator or at the very least the B.B. Fan Shroud (Part #070380 for 67-68 and Part #070390 for 69)

The last two items involved with this swap are the exhaust system and accelerator linkage. These will depend on the set-up you chose (I.E.: Headers or manifolds; Mechanical or cable linkage) just remember for your piece of mind, there are no headers for a big block camaro 1967-1969 that will clear the power steering box with out modification.

Aside from minor adjustments and owner-chosen accessories, like radiators, hoses, fan shrouds, Just use your smarts, that pretty much finishes the swap. Remember that almost everything is available from STEVES CAMAROS.


Also If your car is a manual car(stick shift) you will need to change the Z-bar (part# 260030) and lower push rod (part# 260730) you should be able to reuse your old return spring just leave off the extension!
GOOD LUCK
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Friday, January 25, 2013

1967 - 1969 Camaro Parts - Extensive Parts List - Steves Camaro Parts San Bruno





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
http://www.stevescamaroparts.com

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Wednesday, January 23, 2013

1969 Camaro Parts - How Goerge Lyons Wrangled and Restored a Super-Rare 1969 Camaro Pace Car - His Story - Steves Camaro Parts San Bruno

Return to Form: George Lyons' Super-Rare Camaro Indy Pace Car


 How Goerge Lyons Wrangled and Restored a Super-Rare 1969 Camaro Pace Car - His Story

Going back as far as 1975 I had great success advertising in larger city newspapers, in the cities surrounding me, including Pittsburgh, PA, Cleveland, OH, and Buffalo, NY. I would advertise in the wanted section for particular types of cars, different collectible cars. And, of course, most of the success I had with this was well before the growth of the Internet. Back in 2001, I'd advertised in the Cleveland Plain Dealer. I was looking for early Camaros, and I listed them by model: Z-28s, Super Sports, good cars or good restoration projects.

One day, I got a call from a gentleman that described a 69 Indy Pace Car Camaro Convertible, and I was immediately interested by two things he told me: It was a 396 big-block car, and it came out of Arizona. He'd purchased the car and brought it back with him to Cleveland, though he'd never really done much with it. I told him, of course, I was very interested, and made the trip to Ohio the following day. I knew it was a good bet that I'd probably see a good, solid, rust-free car, being that it was coming out of Arizona.

Well, when I first saw the car I was thrilled with the condition, as far as being a great core car for a restoration. As I expected, there was no rust, deterioration, modifications, or damage. But, overall the car was in somewhat tired condition: very poor amateur repaint, tired interior and convertible top, and fairly tired mechanicals— but the car was 100% complete. And it just got better the more I looked… Not only was it a 396; but it was a 375hp car, the high-performance 396 paired to a 4-speed. So, then I checked the engine numbers only to find out that this was a "Code JJ" motor, which is not only a 375 but also the ultra-rare L89 Aluminum head car.

I was absolutely astounded to discover that. I'd only ever seen one other one in my life.

The word is that Chevrolet built a total of ten, which may have included the three that were used at the speedway as pace cars and backup cars. But, we do know the number is between seven and ten as the total build number of these L89 Pace Cars.

I can tell you once I saw the car and inspected it; I was determined to own it. Once I found out what it was, I mean, there was no question I was going to own this thing.

Well, from there, I brought the car back to Erie, PA, and immediately began to sort out what I'd bought. I immediately decided that the car warranted a complete, ground-up rotisserie restoration with the highest degree of skill and new old stock quality parts. It was certainly a car that deserved to have the money spent on it, as it was such a big opportunity with it being an L89, 4-speed pace car.

In addition to the documentation I received with the car, I tracked the car back to the original selling dealer, Lamb Chevrolet in Prescott, Arizona, who are still in business today. I went so far as to visit that dealership on a trip out west, and spoke to the original selling dealer's son, who actually remembered the car. He recalled they got two pace cars, one automatic, and then this monster. I also discovered that it'd changed hands once or twice in the Prescott area.

It was a wonderful car underneath the paint, and, actually, as restorations go, this was fairly easy. Though, it did take about a year to complete. We really worked hard to restore the car to a correct assembly line level of finish and detail. We weren't trying to "over-restore" it, just trying to get the fine details right. We wanted to achieve the same paint quality, overspray, plating and assembly techniques that would have been used by the Camaro plant, when the car was built new.


We tried to build it to be an exact representation of what this car looked like in 1969. We really tried to use as many new old stock, factory GM parts as possible with this restoration. What reproduction items that are on the car, were things that were simply not available new.
I spent a good deal of time sourcing some of the best parts I could find to do the restoration. And, ultimately, I believe I achieved what I sought out to do with this car. It's an all-correct, original drivetrain car, and the mechanicals are completely rebuilt to stock specs. And it performs very strong. I've driven the car very little since it's been finished, but it runs and drives just like a brand new car. In the end, I couldn't have been happier wit

source: https://theblock.com/news/how-george-lyons-wrangled-and-restored-super-rare-69-camaro-pace-car
 
Submitted by theBLOCK

http://www.stevescamaroparts.com


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


Tuesday, January 22, 2013

1969 Camaro Parts - The Legend of the Camaro ZL1 - Steves Camaro Parts





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

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

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

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

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

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

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

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

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

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

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

(Photo Credits: Barrett-Jackson and Hemmings)
by Tom Joslin
 http://www.stevescamaroparts.com


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

Friday, January 18, 2013

1967 - 1969 Camaro Parts - 1967 - Camaro Steering Column Realignment - Steves Camaro Parts San Bruno





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

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

Wednesday, January 16, 2013

1967 - 1969 Camaro Parts - David Wynne’s First-Gen Camaro a Fabricated Form of Individuality - Steves Camaro Parts San Bruno






 

 

Custom built projects can take years, but if you’re like David Wynne of Denver, Colorado, you know the satisfaction of achieving a substantial build in only a matter of months. That’s exactly how Wynne’s ‘69 Camaro convertible came to be, astonishingly taking less than a year to complete. But don’t discount this car as one that’s been quickly thrown together. In fact, it’s anything but and we have the story to prove it.

On Display

We first came across Wynne’s first-generation Camaro at the Colorado Super Chevy Show at Bandimere Speedway this summer. Sitting at the end of the first-generation Camaro row with the hood up, this blue beauty was attracting tons of attention. But what was really surprising about this fabulously fabricated musclecar was not the amazing craftsmanship put into it but the finished product considering that the car only took about 6 months to complete. Talk about some long nights in the shop fabricating.

Although 6 months is no time at all when it comes to custom builds, this isn’t the first magnificent project Wynne has cranked out in a short time. As the owner of Camaro Dave’s (a nickname his friends gave him back in the day), Wynne builds Camaros, as well as other classic Chevy musclecars full time, specializing in the mild to the wild.

“If you can dream it, we can build it,” Wynne told us in a phone conversation, admitting that most the projects he does at his shop tend to be a bit more on the extreme side. But who would we be to complain about that?


The Back Story

Wynne got into cars at a young age, purchasing his first vehicle, an Aztec Avenger, at the age of 12. At age 19, Wynne acquired his first Camaro and started working on cars along with remodeling houses. Finding his true passion with vintage sheet metal, Wynne left his career in home remodeling and opened his own shop in Denver. Ever since, he’s been immersed in building dream muscle cars for his customers. Building the blue ‘69 convertible, however, was all about the shop and doing something Wynne and his crew hadn’t done before.

“We have done coupes for about the last 7 years,” Wynne said. “So I was sitting at a car show and said it’s time to build a convertible.”

Getting the perfect base car for the project wasn’t as easy as deciding on the build, however. After purchasing a convertible out of state, Wynne decided he had to find a different car to build from. “It was extremely nice and a real SS,” Wynne told us. “I didn’t have the heart to cut that one apart.”

So he found another convertible body, luckily being sold by a buddy of his that would make for the perfect starting point. With the car completely in pieces, media blasted and containing patches of bondo and primer, Wynne went to work, building the car during times away from customer projects.

Built to Perfection

To kick things off with the Camaro build, Wynne started with a full frame-off restoration, during which time the car got a full suspension upgrade. As a pro-touring beast turned show car, the Camaro now boasts a Chris Alston billet G-link in the rear, along with a FAB 9-inch rearend, and mini tubs. The Camaro also features an air ride suspension system all the way around backed by an additional Chris Alston Chassisworks G-Machine subframe and RideTech Shock Waves. For stopping power, the Camaro makes use of massive 15-inch rotors and 6-piston calipers from Baer Brakes up front.

With a suspension built for a beast, Wynne made good on the rest of the performance setup on the car, equipping it with and LS1 engine out of a 2004 GTO boosted with a Magna Charger supercharger. This is fueled by none other than a stainless gas tank from Rick’s Tanks. Adding fuel to the Camaro’s fire is a TREMEC T-56 six-speed manual transmission which allows 532hp and 525 ft-lbs of torque to be transferred to the rear wheels.

 

Fabulous Fabrication

While the suspension and powertrain of the Camaro is pretty impressive, the real head-turner about this car is the exquisite fabrication work that makes it one-of-a-kind. There are 20 hours in the hood alone, giving the car a unique presence set off by billet hood inserts.

The rest of the car follows suit with smoothed and molded bumpers, a custom trunk lid with the spoiler extended to both rear quarters, custom flush door handles, a custom fabricated tail panel with custom one-off taillights, shaved marker lights, an RS headlight conversion, and shaved and molded stainless accents. Even the windshield and side mirrors are custom with the windshield being flush mounted to the front of the car. So how many hours are in the car? “I wouldn’t even know where to start,” Wynne said,“Thousands.”

Enhancing the exterior appearance are billet accessories, including the grille and front turn signals, not to mention the billet hood and trunk hinges. The Camaro also features extremely unique exhaust tips, which Wynne modified from a Lexus LS 460 and flush mounted in the tail panel. Tying the entire exterior together is a smooth coat of Corvette Jet Stream Blue paint, which Wynne told us was chosen after he opted not to paint the car PPG Hot Pink (the Camaro was initially planned as a female’s car) and Cadillac Diamond Black, and a custom off-white cloth top. Even the undercarriage is painted body color. “It’s a little too nice to beat up on anymore,” Wynne told us.

The whole package sits atop 19×8-inch front and 20×12-inch rear, three-piece Intro wheels.

Elegant Surroundings

Keeping with the creativity of the car, Wynne decided to carry the customization into the interior as well. Inside you’ll find a custom dash with Double Din Head Unit stereo system, console with air ride controls built in, door panels and leather seats all finished in off-white to match the Camaro’s custom convertible top.

The trunk is just as nice with leather-wrapped panels, a mounted amplifier and speakers, while more Billet can be found on the door jam and door sill plates.

In the future, the trunk might get redone since it was rushed, according to Wynne, to make the SEMA debut- that is unless Wynee sells it first.

Success in Accomplishments

Nicknamed the Situation, because “everything that could go wrong went wrong,” according to Wynne (or Blue Dream, depending on who you ask), this amazing Camaro is a true example of quality custom work. Being such, the Camaro debuted at the 2011 Specialty Equipment Market Association as a feature car, was awarded Best in Class and the Adam’s Award at the November 2011 Greybeard Show, and won Best in Class, Editor’s Choice and Best Camaro awards at the 2012 Colorado Super Chevy Show. Not bad for a car that only took half a year to complete!



source: http://www.chevyhardcore.com/features/david-wynnes-first-gen-camaro-a-fabricated-form-of-individuality/
by Linsey Fisher


Monday, January 14, 2013

1967 - 1969 Camaro Parts - More First Generation Camaro History - Steves Camaro Parts San Bruno



Click to see fullsize image



Introduction: After two years of watching the Ford Mustang enjoy tremendous success, General Motors finally launched its entry into the pony car segment, the Chevrolet Camaro. Although available with a mediocre six cylinder for volume sales, the Camaro could be equipped with several V8s and a myriad of performance options. Then, of course, was the famous Regular Production Code, Z/28, that would change the industry's view of pony cars.


1967 Chevrolet Camaro







Comments: Inspired by the success of the Ford Mustang, Chevrolet launched its own pony car, the Camaro. Chevrolet stated that the "Camaro" was named after the French word for "comrade," although some linguists argued that it was actually Spanish for a type of shrimp. Not exactly an awe aspiring name for a new pony car. Luckily, the Camaro had the muscle to back up its case. The Camaro was based on the upcomming 1968 Chevy Nova platform, and featured a unibody structure from the windshield and firewall back, with a separate steel rail subframe for everything up front. The Camaro was available from the start in hardtop coupe and covertible body styles, and could be order with nearly 80 factory options and 40 dealer accessories, including three main option packages and a choice of four different engines. The RS package included numerous cosmetic changes including a blacked out grill with hidden headlights, revised parking and tail lights, upgraded interior trim, and RS badging. Of greater interest to enthusiasts was the SS package which included as standard equipment a modified 350 cid V8 (the first 350 engine Chevy ever offered) with an available 396 cid big block producing 325bhp (L35) and later a 375bhp version, along with simulated air-intakes on the hood, special bumble bee striping, and a blacked out grill. It was possible to order both the RS and SS packages, and get a RS/SS Camaro, in which case the RS badging took precedence. Camaro popularity soared when a RS/SS Convertible with the 396 paced the 1967 Indianapolis 500 race.

In December 1966, Chevrolet then quietly released one of the most famous options codes of all time, option Z-28. Unpublicized and unknown by most of the buying public (and most Chevrolet sales people for that matter) and not mentioned in any sales literature, the only way someone could order the Z-28 package was to order a base Camaro with the Z-28 option, mandatory front disc brakes with power assist, and the Muncie 4-speed transmission. You could not order the SS package, automatic transmission, air conditioning, or the convertible. What you got was a unique 302 cid small block (Non-California emission cars were labeled MO while California emission engines were labeled MP) that was created by taking the 327 block and installing the short-stroke 283 crank. Specifically designed to compete in the Club of America Trans Am racing series which placed a 305 cid limit on its entries, the Z-28 was available to the public solely to qualify the car for racing. Advertised horsepower was listed at just 290bhp, which was not very impressive until one hooked it up to a dyno and got actual readings of 360-400 bhp. The Z-28 also came with a competition suspension, broad racing stripes on the hood and trunklid and could be combined with the RS option package. There was no Z-28 badging at all, lest it attract to much attention. The Z-28 proved to be difficult to launch on the street because its high reving engine was lethargic under 4000rpm and worked best when it was shifted at 7500rpm (!). Once it got going, the Z28 was tough to beat and boosted a 140mph top speed and numerous racing victories. Only 602 Z-28s were sold in 1967, making it a truly desirable collectable.

Production:
RS: 64,842
SS: 34,411
Z-28: 609

Engines:
230 I6 140bhp.
250 I6 155bhp @ 4200rpm, 235lb-ft @ 1600rpm.
(Z-28) 302 V8 290bhp @ 5800rpm, 290lb-ft @ 4200rpm.
327 V8 210bhp.
327 V8 275bhp.
350 V8 255bhp.
(SS350) 350 V8 295bhp @ 4800rpm, 380lb-ft @ 3200rpm.
(SS396) 396 V8 325bhp @ 4800rpm, 410lb-ft @ 3200rpm.
(SS396) 396 V8 375bhp @ 5600rpm, 415lb-ft @ 3600rpm.

Performance:
(Z-28) 302/290bhp: 0-60 in 6.9 sec, 1/4 mile in 14.85 sec @ 101mph.
(SS350) 350/295: 1/4 mile in 15.4 seconds @ 90 mph.
(SS396) 396/325bhp: 0-60 in 6.0 sec, 1/4 mile in 14.5 sec @ 99mph.


1968 Chevrolet Camaro







Comments: The 1968 received minor changes for its second year. The grill took on a more horizontal look while the vent windows were dropped and "Astro Ventilation" (i.e. flow-through ventilation) was added. Side marker lights were added while the SS396 received revised chromed hood inserts (the SS350s stayed with the 1967 styling). Underneath, the 1967 Camaros pesky axle tramp was cured by the addition of multi-leaf rear springs to replace the single-leaf units and rear shock absorbers were now staggered. A new 350bhp 396cid option for the SS was added, while the Z-28 option (now just labeled MO) actually received some publicity and sold 7,199 units. The Z-28s were now easier to spot as they sported Z-28 or 302 badges.

Production:
RS: 40,977
SS: 27,884
Z-28: 7,199

Engines:
230 I6 140bhp.
250 I6 155bhp @ 4200rpm, 235lb-ft @ 1600rpm.
327 V8 210bhp.
327 V8 275bhp.
350 V8 255bhp.
(SS350) 350 V8 295bhp @ 4800rpm, 380lb-ft @ 3200rpm.
(SS396) 396 V8 325bhp @ 4800rpm, 410lb-ft @ 3200rpm.
(SS396) 396 V8 350bhp @ 5200rpm, 415lb-ft @ 3200rpm.
(SS396) 396 V8 375bhp @ 5600rpm, 415lb-ft @ 3600rpm.

Performance:
(SS396) 396/325bhp: 0-60 in 6.6 sec, 1/4 mile in 15.0 sec @ 94mph.

1969 Chevrolet Camaro







Comments: 1969 saw several noteworthy changes to the Camaro. The grill became deeper set, the taillamps were longer and thinner abbroken into three segments. A heavy "eye-brow" crease was added on the both sides of the car extending from the front wheel well to the rear wheel well. A matching crease went from the rear wheel well to the rear quarter panel. The Camaro also received new fenders, door skins, rear quarter-panels, grille and taillights which gave it a wider, lower appearance. Inside, the Camaro received a redesigned dash and more comfortable seats. Endura rubber bumpers were available on the Camaro as well as two ram air induction systems for the SS. The first was a new special hood with a rear facing inlet and cold-air duct underneath the hood. The second was a dealer installed cowl plenum kit that came with a special air cleaner and adapter. No special hood was needed. 1969 saw an explosion in engine choices. On the low-performance side, a new 307 V8 (a 327 crank in a 283 block) rated at 200bhp was added and a new 350 V8 rated at 255 bhp replaced the more powerful 327 engine. The Z28 continued with its seriously under-rated 302 (now called DZ) engine. The RS package was still popular, and included a special grill with concealed headlights (of a ribbed design) and washers, chrome wheel well moldings, drip rails, pinstripes, and RS badging. The SS standard 350 received a slight power boost to 300 bhp while the 396 engines continued in 325/350/375 bhp versions. Once again, a white RS/SS convertible with the 396 engine paced the Indianapolis 500 race, and Chevy offered replica versions as white convertibles with orange stripes and orange houndstooth upholstery (though most replicas were powered by 350 engines. Because of their collectibility, there are many "fake" 1969 Pace Car replicas out in the collector market so be careful if you are planning on buying one.

But real performance is more than special upholstery and the big news for 1969 was the availability of special 427 cid V8 equipped Camaros. The first were special dealer-installed units, most notably the Yenko Camaro 427. Yenko Sports Cars, based in Pennsylvania, along with other Chevy dealers such as Nickey in Chicago, Dana in California, and Baldwin-Motion in New York, would install the L72 427 cid block, rated at 425bhp by Chevrolet, ordered under the Central Office Production Order System (COPO) code 9562 into a buyer's Camaro. The Yenko Camaro 427 is a typical example: it came from the factory with no ornamentation, badging, and the 427 engine in a crate. Yenko installed the 427 block, changed the rating to a more realistic 450bhp, and added 15-inch rally wheels, bigger front roll bar, and sYc (Yenko Sports Car) badging. A full complement of racing add ons were available and sub 13 second quarter miles were possible with a few more dollars.

Overshadowing these dealer modified Camaros was the factory Camaro ZL1. Specially designed to compete in the NHRA Super Stock drag classes, Chevrolet made it an option under the COPO system (code 9560). The cars began as SS396/375bhp Camaros with the F41 suspension. The SS trim and engine were deleted, and the 427 engine, cowl-induction hood, front disc brakes, a choice of heavy duty 4 speed transmissions or Turbo Hydra-matic, and a 4:10 posi axle were added. But instead of the regular iron-block and head L72 found in the dealer installed Camaros, the ZL1 sported aluminum heads and the first aluminum block ever made by Chevrolet. It shared the L88 aluminum head/iron block's engine rating of 430 bhp but made closer to 500 bhp -- making it probably the most powerful engine Chevrolet ever offered to the public. And the engine weighed just 500 pounds, the same as Chevy's 327 small block. The car was blessed with a 5 year/50,000 mile warranty and was fully street legal. With factory exhausts and tires, it turned low 13s; with headers and slicks, it could turn 11.6s @ 122mph. This was the fastest car ever produced by Chevrolet. Performance had its price -- $4,160 for the ZL1 engine alone pushing the price of the Camaro ZL1 to an unbelieveable $7,200 (about double the price for a SS396 Camaro). Chevy needed to build 50 to qualify the car for racing, and in the end built 69 Camaros and 2 Corvettes with the ZL-1 engine. Their high price made them difficult to sell and at least 12 engines were removed and about 30 cars were returned back to Chevrolet. It took until the early 1970s to sell them all. One can only wonder what they are worth today.

Production of the 1969 Camaros continued into the beginning of 1970 as the all new 1970 Camaros were not released until mid 1970. To add to the confusion, some late 1969 cars were titled as 1970 models.

Production:
RS: 37,773
SS: 33,980
Z-28: 19,014

Engines:
250 I6 155bhp @ 4200rpm, 235lb-ft @ 1600rpm.
Z28: 302 V8 290bhp @ 5800rpm, 290lb-ft @ 4200rpm.
307 V8 200bhp @ 4600rpm, 300lb-ft @ 2400rpm.
327 V8 210bhp.
327 V8 275bhp.
350 LM1 V8 255bhp.
(SS350) 350 V8 300bhp @ 4800rpm, 380lb-ft @ 3200rpm.
(SS396) 396 V8 325bhp @ 4800rpm, 410lb-ft @ 3200rpm.
(SS396) 396 V8 350bhp @ 5200rpm, 415lb-ft @ 3200rpm.
(SS396) 396 V8 375bhp @ 5600rpm, 415lb-ft @ 3600rpm.
(COPO 9561) 427 V8 425bhp @ 5600rpm, 460lb-ft @ 4000rpm.
(COPO 9560) 427 V8 430bhp @ 5200rpm, 450lb-ft @ 4400rpm.

Performance:
(Z-28) 302/290bhp: 0-60 in 7.4 sec, 1/4 mile in 15.12 sec @ 94.8mph.
(SS396) 396/375bhp: 0-60 in 6.8 sec, 1/4 mile in 14.7 sec @ 98.7mph.
(COPO 9561) 427/425bhp: 0-60 in 5.4 sec, 1/4 mile in 13.5 sec @ 102mph.
(COPO 9560) 427/430bhp: 0-60 in 5.3 sec, 1/4 mile in 13.16 sec @ 110 mph.

source: http://www.musclecarclub.com/musclecars/chevrolet-camaro/chevrolet-camaro-history-1.shtml

http://www.stevescamaroparts.com

Friday, January 11, 2013

Steves Camaro Parts - Body and Sheetmetal for 1st Generation Camaro


Sheetmetal



Front End Sheet Metal
Valance Panels

1967-1968 Standard - Fits both coupe and Convertible

This is for your 1967 and 1968 Camaro

Comes completely EDP coated to prevent rust. Ready to prime and paint.




1967 Rally Sport (RS)

Fits both coupe and convertible

This is a brand new reproduction Valance panel for your 1967 Camaro. Ready to prime and paint




1968 Rally Sport (RS)

Fits both coupe and convertible

This is a brand new reproduction Valance panel for your 1968 Camaro.

Comes completely EDP coated to prevent rust. Ready to prime and paint.



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

Wednesday, January 9, 2013

1967 Camaro Parts - 1967 Chevy Camaro Cutway Picture and Facts - Steves Camaro Parts San Bruno

1967 Chevy Camaro Cutaway




Here is a great cut away shot of a 1967 Camaro.

Camaro Trivia

Every engine in every Camaro ever built by GM was of pushrod-actuated valve design. There's never been an overhead cam engine in a factory Camaro.
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 camaros did not have side marker lights.
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 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.

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.


http://www.stevescamaroparts.com

Tuesday, January 8, 2013

1967 - 1969 Camaro Parts - THE HISTORY OF THE FIRST GENERATION CAMARO (DAY BY DAY) - Steves Camaro Parts San Bruno




THE HISTORY OF THE FIRST GENERATION CAMARO (DAY BY DAY)

Mid-Year 1963

     Immediately upon introduction of the Mustang, rumors began developing (mostly within the industry) that Chevrolet was working on an answer. The rumor was true but the car was kept under wraps for another 2 years under Code Name XP-836. Nothing was done to stop the rumors.

July 14, 1964

    The first design was the XP 196X --The Super Shark-- for display on renderings/scale model purpose (mystery competition).

July 16, 1964

    The XP-386 project began in Design Staff.

July-August 1965

    Public Relations begin to shoot photos of everything from drawing board through clay models up to various features of the finished car, as it developed. One important project was an effort toward a LIFE Magazine story on the Birth of the Camaro. The car had not yet been named. Nor did the story ever materialize. It was replaced by the Frey-Mustang vs. Estes-Camaro featurette that did appear in September 1966. Many of the photos have been used in different magazine stories. Fortune Magazine may still run the picture story originally planned for Life.

November 1965

    The internal code name became "F" car. November saw the first showing of cars to Chevrolet sales executives and creative people and to Public Relations. By now the car had become "The Panther." There was much speculation that this would be its name, and the public accepted it as such. Public Relations began planning for a July Press Conference. Proposals were made for various ways to publicize the car; specified cars were required for early showing and for photographic work. Creative work began at Campbell-Ewald immediately. This included catalogs, direct mail, sale promotion, and of course print-outdoor and TV/radio.

January/February 1966

   Public Relations began photography of test prototypes and styling models; early testing.

March 1966

    Public Relations decides to have 20 top-optioned Camaros for a press drive-away scheduled for early September. A selection of cities and editors to participate would be made. Creative explorations.

April 1966

    At the New York Auto Show Press Conference, it is admitted that the new 1967 will be in the Corvair-Chevy II range. No name has been chosen as of yet. Creative work is refined.

May 1966

    The first creative presentation takes place. The project is still known as the "F" car.

June 29, 1966

    A 14-city closed circuit press conference is held to bury the name "Panther" and to announce the new name, CAMARO. General information is revealed on the new car. Estes' gag story about how he came up with the name was that he locked himself in a closet and came out with CAMARO. Bootlegged, over the fence telephoto lens photos hit on UPI Wire Service.

July-September 1966

    Public Relations has all major magazines in to the Proving Grounds for briefing, driving, and interviews on all aspects of the total line, with the emphasis on the Camaro. Photos and specifications were distributed. Wide photo coverage is done by the publications for September release. Radio/TV kits are distributed.

August 22-23, 1966

    At the Chevrolet Sales Convention in Detroit, the Camaro is the big hit of the show.

September 5, 1966

    LIFE Magazine teaser ad appears.

September 25, 1966

    First Camaro ad appears in newspapers.

September 28-29, 1966

    Camaro ad consist of newspapers, magazines, radio, television, outdoor, and a six-minute TV spectacular. Public Relations released a press package including photos, specifications, and line stories. The press package is mailed nationally. A General Press Conference is held using 25 Camaros, with 100 members of the press present. Another press conference is held featuring questions and answers, driving on the proving grounds, and a gymkhana where press guests competed in handling of the Camaro. The same type of conference was held a week later in Los Angeles for West Coast press. Top-optioned Camaros were driven from Detroit to home cities by 15 editors. They were used over the announcement weekend for a large public display at the U.S. Grand Prix by journalists and celebrities Cars circulated among the other prominent press in major city locations for additional "I drove it personally" features.

September 29, 1966

    The Chevrolet Camaro is released to the public for the first time. The legend arises! 

source: http://www.firstgencamaro.com/history.html

http://www.stevescamaroparts.com


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