1967 - 1969 Camaro Parts - Identifying a First Generation Z28 - Steve's Camaro Parts - 650-873-1890

The Chevy Camaro Z28 was produced in the following years '67-'74, '77-'88, ('88-'90 IROC), '91-'02. The only true years a Z28 was not available in any form or fashion was 1975 and 1976. Basically, the Z28 option was a performance package with some nice looks added to help identify them before you got to see their tail lights. Since the Z28 was a performance package, the engine is one of the most important parts of a Z28 Camaro. In most cases the original Z28 engine is required to identify the car as possibly being a true Z28. Also, remember that having the original engine doesn't mean the rest of the car is still original. Check everything including dates, castings and partial VIN's. If the complete VIN says it was originally a 6 cylinder Camaro then you can guarantee it was not a Z28 so be sure to check the VIN. Unfortunately, these days it is so easy to fake almost everything on a Camaro - the more you know the better off you will be. Here is a good old saying that is never more true than for this ... if we had a nickel for every time someone said they had a Z28 Camaro (but did not) we would be filthy rich by now.

Identifying a First Generation Z28:
The best place to start to try to verify a first gen Z28 is by checking the engine codes and dates. We hope more people read this before buying a Camaro not after buying that so called Z28. All had a 302 cubic inch engine with a suffix code MO or MP in '67, MI or MO in '68 and DZ in '69. To get the 302 engine Chevy took a 283 crank and put it in a 327 block. Some people say Chevy put the crank in a 350 block but since 1967 was the first year for 350's and 302's and both used the 327 block it is better to say they used a 327 block. A 302, 327 and 350 block are exactly the same except for the number of main bolts which would depend on the application and the year. The 1969 302's had 4 bolt mains. The 1967 and 1968 302's did not have 4 bolt mains. They were in fact 2 bolt main blocks used in '67 and '68 302's. In 1967 they are small journal blocks and in '68 and '69 they went to large journals. The reason for the Z28 was to compete in SCCA Trans-Am Challenge Series. The engine requirements to race in SCCA was limited to 305 cubic inches. All had 4 speed Muncie manual transmissions. All had power front disc brakes at least. All had 12 bolt rear ends but didn't have to be posi. None had A/C. None were factory convertibles except one beautiful '68 Z28 was a convertible which was made for the head of Chevrolet at the time (Pete Estes) and if you own it email us a picture and all the info you can please! Just remember badges do not a Camaro Z28 make. There is NO code in the VIN that recognizes a Z28 in any first generation Camaros. Late '69 Camaros had an "X" code on the trim tag though. A Protect-o-plate can be helpful in identifying a first gen. Z28 but be careful because there are places that make reproductions of both trim tag and protect-o-plate. Before emailing us in the hopes that we know some secret to identifying Z28's check the engine codes given below. If the Camaro doesn't have the original engine then finding out whether it was a Z28 at one time just got that much harder and in most cases impossible.

Year	Trim Tag Code?	Check Engine Code Table or get Help	VIN Engine Code?
1967	YES	MO or MP	NONE
1968	NONE	MI or MO	NONE
1969	Some X codes	DZ	NONE

Common things most people erroneously think makes a First Gen Camaro a Z28 and we get asked about all the time. Also known as FAQ's on Z28 Camaros being a true Z28.

Option	Required for a Z28	Available on base Camaros	Easily Purchased and Added
Special Engine	Yes (see above)	No	NO! Very hard to fake especially the casting number and casting date
Z28 Emblems	Yes (some were "302" and some were "Z28")	No	Very much YES!
Stripes	Yes	No	Yes!
Special Hood	Not all but most	No	Yes!
Front disc brakes	Yes (Brakes could NOT be front drum brakes)	Yes - but most got drum brakes.	Yes! Check that they are not after market though.
Special Instruments - Amp, temp, oil pressure, fuel, clock, tach	No - that's right NO not required.	Yes - just required V8 and Console	Yes! They were AC gauges. Also tach's were dealer installed or factory late in 69.
12 bolt rear end	Yes but didn't have to be a posi	Yes - but check dates of rear end	Not easy to find one dated for a specific Camaro build date.
Automatic (ANY)	NO! Automatic was not available on any first gen Z28	Yes	Easy to change to 4 speed but not easy to fake correct 4 speed trans with partial VIN. Also be sure to check manual transmission. The Z28 Trans was not a Saginaw it was a Muncie. Saginaw was the "low" performance manual trans.
"X33" or "X77" Code on trim tag on 1969's only	Yes but for late style Norwood assembled '69 Camaros only! (No so called "X" codes on Van Nuys assembled Camaros)	No - Base Camaros got "X11"	Not easily added but check VIN to make sure it was a V8 because trim tags are getting swapped out. Also have seen people selling reproduced trim tags so watch out.

Source: www.chevy-camaro.com

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1969 Chevy Camaro COPO Yenko - Solid Gold - Steves Camaro Parts - San Bruno - 650-873-1890

Rock crooner Bryan Adams sings about the summer of '69. But what was really going on back then? Vietnam, Woodstock, Chappaquiddick, Apollo 11, and AM radios playing acid rock. If that sounds like turmoil, musclecar fans were at peace because Detroit was busy turning out all sorts of diversions from the pop culture noise. NASCAR-derived specials from Dodge and Ford had you covered. How about upscale? There were Buicks and Oldsmobiles with plush trim galore. On a budget? Plymouth's Road Runner and Pontiac's new Judge were there for you. Then there was something really special that not everybody and their brother knew about. If you could hook up with a knowledgeable Chevrolet dealer for a Camaro or Chevelle built under the special COPO codes, you were hot!
The COPO, or Central Office Production Order, was a group of "insider trading" numbers that allowed dealerships in the know to order special combinations from Chevrolet. Factory-employed product specialists, like the late Vince Piggins, were smart enough to figure that some non-authorized packages could get put together without drawing the attention of the front office or the insurance gurus. One of the best insiders was former sports car racer Don Yenko, whose little dealership in Canonsburg, Pennsylvania, had been using COPO codes since the Stinger Corvair days of 1966 to get special stuff built on the assembly line.

After the Stinger program, Yenko had built short runs of 427-inch Camaros for retail sale in both 1967 and 1968. This required a crate-delivered L72 427 to be installed after the car was delivered. Due to the network of dealers that had been established during the Stinger program, Yenko had market access beyond his own environs, so selling the cars was no problem. With demand for muscle growing, Piggins authorized a special COPO code to do the 427-inch installs on the assembly line for 1969.
Yenko was not the only one to take advantage of COPO 9561 during 1969; at least 500 Camaros were built this way. However, the Yenko operation did handle approximately 200 of those cars plus an additional batch of 427-inch Chevelles built that model year, making it the largest COPO supplier by far in 1969. That fact brings us to the car seen here.

Like virtually all Yenko Camaros, this one received a stripe and decor package, but it was the first of only 10 painted in Olympic Gold, the very one that drag racer Ed Hedrick thrashed for an article in Super Stock & Drag Illustrated magazine back in the summer of 1969.

Because it was a prototype, the car features special emblems that did not end up on the regular examples. It is also the only one of the gold cars known to have white graphics, as opposed to the black versions, and the only gold one documented as having been optioned with Atlas wheels by the dealership prior to sale. This car was used as a dealership demo, and was in a solid, hot state of tune when it was pressed into duty as a magazine test car in the early summer.
"At the time, I was driving the Yenko Super Stock race car," recalls Hedrick. "We were in the NHRA points chase, we were at York, and an associate of the Don Yenko organization named Dick Williams, who lived near Pittsburgh, drove the car from the dealership to the track. He also helped arrange to do the test. I don't recall whose idea it was to start with."

Stahl made a batch of spring clamps that were put on the car that day to prevent wheelhop, and had also built some custom-length 6-inch collectors for the already-installed Doug Thorley headers to help with exhaust-cycle cylinder scavenging. Though the stock clutch was retained, a Lakewood blow-proof housing had been installed in the name of safety, and an 8,000-rpm Stewart-Warner tach was mounted inside.
"One of the magazine guys took the car out and made a couple of passes, mashing the throttle and sort of beating on it. I told Dick that the stock clutch on the car was never going to last with that going on, and he got the car back over to our pit area. Otherwise, there might not have been a road test."
The story was recalled in the July 1969 issue of SS&DI as Hedrick drove the car through six passes, cranking off a best of 11.94 with set of slicks, and the headers uncorked. It turned better times than the $7,000-plus ZL-1 version that the magazine had tested months earlier, and they rightfully sang its praises as a less-expensive alternative.

"Personally, I know we were all astonished at the level of performance we got out of that thing, which was basically a streetcar. By the third run, which was on stock tires and mufflers, it was down in the 12s, a 12.59 at 108 mph. The skinny tires were a real problem because you really had to baby the car to get off the line. You couldn't powershift it, either, since Dick had to drive back to Canonsburg, so I had to lift off the gas between shifts. I guess I was pretty good at it, because it went pretty darn quick!"

Eventually, the dealership sold this car in the Pittsburgh region, and though its new owner raced it hard, it was never tubbed nor had the frame subconnected. He had kept all the original pieces he had taken out when he converted it to a race car, and stored them away. In 1987, Cliff Ernst had a chance to become the second owner of the car, which he frankly states had been "raced hard and put away wet."
The first owner wanted to keep the L88 engine that was in the car, but his neighbor had the original L72 engine from this Camaro in his Chevelle. A deal was made and the gold Yenko, plus its original engine and components, were shipped to Tennessee. After treating the car to a body-off restoration the following year, it became a treasured part of his spectacular collection of muscle. Longtime enthusiasts may remember this from the Oct. 1993 issue of Super Chevy.
"I own, or have owned, 21 Yenkos over the years," says Cliff with a trademark grin. "Without question this gold one is my all-time favorite."
Fast forward into the new century. Chuck Huber and Paul Cupp at Musclecar CPRx Restorations in Monoca, Pennsylvania, had already done one of the cars in Cliff's collection, and he knew that the amount of detail and authenticity on modern restorations was greater than ever. So in late 2004, the gold Yenko was on its way back to Pennsylvania for a full makeover.

"When we got it, the car had a nice older restoration on it, but it was not quite up to today's standards," says Huber. "The car itself is numbers-matching, it still has the original interior in it, and the engine, rebuilt in the 1980s, and only has a few miles on it. We did rebuild the transmission, blueprinted the differential, and made sure all the details were correct. We put an N.O.S. gas tank in it, replaced the rear quarters since the lips had been rolled for race-tire clearance, and found all the right date-coded parts for the engine and accessories. We also located a set of N.O.S. Doug Thorley headers like they had used in the road test, a correct Lakewood bellhousing, and a reconditioned the Hurst shifter and linkage."
Like everything Musclecar CPRx does, details like paint and assembly marks were carefully added back to the car. The carb was sent out and recolored to look new, and every tab, paper strip, and notation that would have been on it when it rolled off the assembly line at Norwood during the second week of January 1969 is back on it. The crowning achievement on any Olympic Gold car is good paint, and CPRx had spray gun artist Ken Zekeli do that. Chuck admits that painting the car correctly was tough.
The Forge Invitational Musclecar Show was hosted in Nashville for 2005 (it will be in Chattanooga this year, go to www.detroithorsepower.com/theforge.htm for more info), and Huber and Cupp personally delivered the car to Cliff after 10 months of work. Indeed, the hour that our photos were shot was the first time that Ed Hedrick (who had come out to the Music City for the car's debut), or anyone but the CPRx crew and Cliff himself had seen it.

"I was really pleased with the way it was restored to current high standards," says Cliff. "All the correct date-coded parts are in place, the details are perfect on the components, and the overall parts fitment is very impressive. I am extremely happy with it."
"I had seen Cliff's car with its older restoration earlier," agrees Hedrick, "and I thought it was great then. So, when I saw it this time, I just couldn't believe it; this thing is like a crown jewel. Every seam, every piece of molding, every inch of it is literally perfect. The job that Chuck and Paul did was just unbelievable."
Now complete again, this newest gold standard will continue to shine in the midst of the Ernst collection, and maintain a special place in recalling just what was hot back in the summer of '69...

Tech Specs

Vehicle: 1969 COPO Yenko Camaro
Owner: Cliff Ernst, Nashville, TN
Color: Olympic Gold
Engine: COPO 9561 L72 427" with NOS Doug Thorley headers
Transmission: M21 with dealer-installed Lakewood bellhousing
Differential: 12-bolt Posi-Traction with 4:10 gearing
Interior: Black vinyl with SYC graphics
Wheels: 15x7 Atlas cast mags
Tires: F70x15 Goodyear Wide Tread GT
Dealer options: headers, bellhousing, graphics, tach, wheels, tires
Best ET: 11:94 (by Ed Hedrick, SS&DI 7/69)
Restored by: Musclecar CPRX, Monoca, PA

By Geoff Stunkard

photographs by Geoff Stunkard

source: www.superchevy.com

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1967 - 1969 Camaro Parts - US Made Front Fender Emblems - Steves Camaro Parts San Bruno - 650-873-1890

TrimParts, Inc. is the premier manufacturer of the highest quality emblems, lenses, door handles, custom molded carpet, weather strips and other trim for your 1967 – 1969 Camaro.

The TrimParts difference is simple - crafted trim parts with unmatched quality standards

Why TrimParts

TrimParts, Inc. manufactures GM-licensed restoration parts for Chevrolet and other GM cars and trucks. We are dedicated to manufacturing the highest quality products offered in the restoration industry. We use the original GM tooling under licensing from GM, when tooling is available. Otherwise, TrimParts builds all the tooling to meet the original GM specifications and TrimParts quality. 

All of our products are hand assembled and inspected before they are shipped out to our customers. Our plastic products are injection molded one by one and are hand trimmed. All of our painted trim is painted by hand, one at time to ensure only the best quality work. We do all of this to ensure that we manufacture only the highest quality products, that cannot be matched by our competitors.

Our custom molded carpet is the only GM-licensed molded carpet in the automotive restoration business. We use only the finest materials available and we engineer and manufacture all of our carpet molds to meet original GM specifications. 

TrimParts also has the largest inventory of GM-licensed automotive weather strips and rubber products. We use the best materials available to ensure doors close easily and seal completely. Our durable rubber floor mats are also made specifically to each available model and include a variety of GM-licensed model specific logos.

 

These parts are official licensed by



Available at Steves Camaro Parts

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1967 - 1969 Camaro Parts - Small Block to Big Swap - Steves Camaro Parts San Bruno - 650-873-1890

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 "There is 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!

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1967 - 1969 Camaro Parts - Basic Brakes - Steves Camaro Parts San Bruno - 650-873-1890

Basic to the operation of any automotive brake system are two well-known principles of physics. They are:

* A liquid in a closed container transmits applied pressure equally in all directions
* Energy cannot be created or destroyed. It can, however, be converted into other forms of energy. 

 

 If the applications of these two principles to automotive brake systems are not immediately obvious, do not be concerned. The rest of this section deals with these principles.

To see how the first principle, hydraulics, relates to brakes, consider how the hydraulic brake system works. The driver presses the brake pedal. This pressure is applied to a non-compressible fluid in the system, the "brake fluid", and the fluid transmits the pressure to the wheel circuits.

The fact that the master cylinder applies pressure equally to each wheel channel, is what allows properly adjusted brakes to stop the car evenly.

Another important term to remember is "non-compressible." This means that the fluid pressure from the brake pedal is transmitted through the system as a solid form. Air can be compressed, but a liquid is virtually non-compressible in an automotive application. Air in the system results in a soft pedal and possibly a brake failure. 

Another important point to note about brake fluid is that although all brake fluids are non-compressible, they are not all alike. If you look on the label, you will notice that each container of brake fluid has a DOT (Department of Transportation) designation-DOT 3, 4, or 5. Each fluid has its own characteristics.

The difference between DOT 3 and DOT 4 is their boiling point. Both of these are polyglycol based; however, DOT 3, the type specified in most American and Japanese vehicles, has a minimum dry boiling point of 401 degrees Fahrenheit. DOT 4, the type specified for most European cars, has a dry boiling point of 446 degrees. (Dry boiling point means free of water. Water lowers the boiling point of the brake fluid and may affect performance.)

Because glycol-based brake fluids do absorb moisture (hygroscopic), corroding brake parts over time, and damaging painted surfaces, many car enthusiasts have converted their vehicles to DOT 5 silicone brake fluid. It has a boiling point of more than 500 degrees Fahrenheit, does not damage the vehicle's paint and, because it does not absorb water, it will not corrode the brake system components. This means that-all other things being equal, the use of DOT 5 brake fluid will mean a longer life for the cylinders and the hydraulic brake system. That does not mean, however, that DOT 5 brake fluid should be put into every car. DOT 5 (silicone) fluid should never be used on a vehicle equipped with an ABS brake system. 

 

Few manufacturers equip their vehicles with silicone brake fluid and, since silicone brake fluid and glycol-based DOT 3, 4-brake fluid do not mix, the only way to convert to silicone is to completely purge the polyglycol brake fluid from the system by doing a complete brake system overhaul.

The final point to remember about brake fluid is that it does not last forever. Over time, the brake fluid accumulates sediment and moisture. This affects the brake fluid's performance and harms the other components of the hydraulic system.

Car care experts recommend that all brake systems be flushed every two years. This involves purging all of the old brake fluid out of the system and replacing it with new fluid. Although flushing the system is not a complicated operation, you should keep in mind that petroleum products should be kept out of the brake system. If petroleum-based products are introduced into the hydraulic brake system, the rubber seals will swell, creating a problem that can only be solved by a complete overhaul including replacement of all rubber components. 

Bleeding the System

After a brake job, air and old fluid must be removed. This is called "bleeding the system". It can be done manually by two people or by one person with a pressure or vacuum bleeder. The air is bled from the system through bleeder screws, located on the uppermost part of the master cylinder (if present), calipers, and wheel cylinders. If a bleeder screw is broken off, it must be repaired or air will remain in the system. Air retained in the system can result in a "soft or spongy pedal" or in a complete loss of pedal.

Since brake fluid absorbs moisture from the atmosphere, it is important to keep the cap on the brake fluid and the cover on the master cylinder. Once moisture enters the hydraulic system, either during repair or because of condensation, it can eventually rust and pit the bore and finish on the cylinder, resulting in frozen or leaking wheel cylinders and calipers.

Every DOT 3 or DOT 4 brake system should be flushed periodically, at least every two years, for best hydraulic system operation.

There are basically three types of hydraulic brake systems in automobiles. Prior to 1967, a single piston master cylinder was used to provide hydraulic brake system pressure to all four wheels simultaneously. This type of system was effective but offered no provision for braking in the event of a failure in any part of the system.

A dual system, or front/rear split, utilizes a dual piston master cylinder that separates, or makes independent of each other, the front and rear hydraulic portion of the system.

 A Dual Diagonal System, like the dual system, uses a dual-piston master cylinder and two independent braking systems. The dual diagonal system, however, links the right front and left rear wheels on one part of the system and the left front and right rear are on the other.

In many respects, a brake system is like an energy conversion machine. It takes one type of energy, motion, and converts it into another, heat. That heat is dissipated into the atmosphere. This heat is generated by friction.

Friction can be defined as the resistance to motion between two surfaces touching each other. In a brake system, the two surfaces in drum brakes are brake shoes and linings, and brake drums. In disc brakes, the two surfaces are the brake pads and rotors. It is this resistance to motion that actually stops the vehicle.

It is important to understand how friction works in a brake system-- what creates it and what does it do. Let's take a look at different parts of this stopping formula:

Pressure + Friction Material + Contact Area = Heat

Pressure: The brake system is designed to press the friction material against the braking surface (rotor or drum) and stop the vehicle. The amount of hydraulic pressure in the system is determined by the amount of force used to step on the brake pedal, the bore size of the master cylinder, and the size of the brake line.

In today's brake systems, pressure is converted into two types of mechanical actions: self-energizing and non-energizing.

A brake is called self-energizing if it uses the rotational force of the wheel to help stop the automobile. On this type of brake, the primary shoe contacts the drum, and the force travels through the adjuster link on the bottom to the secondary shoe. The secondary shoe wedges against the drum, stopped by an anchor pin and hydraulic pressure. On a self-energizing brake, the secondary shoe does approximately 70% of the braking. It has a longer lining than the primary shoe.

This type of brake is found on most drum-brake systems.

The non-energizing brake does not use the rotational force of the wheels to help stop the car. With disc brakes, one or more pistons in the caliper press the pads against the rotor, braking the car. On non-energizing drum brakes, a fixed anchor between the brake shoes prevents the rotational force from the leading shoe from transmitting to the trailing shoe. Seventy-percent of the braking action on this type of brake comes from the leading shoe.

 

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1967 - 1969 Camaro Parts - 1967 Chevrolet Yenko Super Camaro 450 Sold for $350,000 - Steves Camaro Parts San Bruno - 650-873-1890

After years in obscurity, this 1967 Chevrolet Yenko Super Camaro 450, number YS739 and one of only 10 known, is one of the most well-documented Yenkos in existence. It was reintroduced to the world at the 2008 Forge Invitational Muscle Car Classic in Kingsport, Tennessee, as a prize “barn find.” Unrestored and painted Red, the car was a product of the collaboration between Don Yenko and drag racer Dick Harrell, whose Kansas City Performance Center handled the conversion of factory-built SS396 Camaros into L72 427/450 HP-powered Yenko stormers. After its Forge debut the car was completely refurbished over the following year by its owner, restoration specialist Mike Slaughter, who was amazed to discover it intact and unmodified, a true wonder given that most Harrell-built Yenkos were changed to one extent or another for drag racing.

Heads-up competition was clearly the purpose of the Yenko-Harrell conversion; beyond the switch to L72 power, this Yenko 427 Camaro used Mickey Thompson tube headers, Traction Master traction bars, an R/C bellhousing, a fiberglass Stinger hood with hold-down pins, Stewart Warner tach and gauges, Autolite plugs and wires and “427” exterior badges.

Purchased new at Burt Chevrolet in Englewood, Colorado, on August 1, 1967, the car was originally finished in Butternut Yellow with a standard Black interior. Mike Slaughter, an automotive paint rep who well knows how to use his products, resprayed the car with award-winning skill in his own shop using BASF Glasurit paint. The car retains its original quarter panels, roof and floor pans, with NOS sheet metal only used where necessary. Dean Davis of Moline, Illinois, built up the 427 CI engine using all the correct pieces, most importantly the correct-code Holley 3910 780 CFM 4-barrel carburetor, achieving a dyno-tested 500 HP; a Muncie-shifted M21 4-speed and 12-bolt 4.10 Positraction rear end complete the driveline.

Since its completion by Slaughter in 2009, this rare machine has received Legends Certification from the American Camaro Association; the Muscle Car and Corvette Nationals Day Two Concours Diamond Award and Chevy VetteFest Gold Spinner Concours honors with 998 of 1,000 points. It was chosen as a finalist for the GoodGuys Muscle Car of the Year award in Kansas City in 2009 and Loveland, Colorado, in 2010 and won Best Paint in the Super Chevy Gold Class in both 2010 and 2011. Featured in the April 2010 issue of Muscle Car Enthusiast and The Complete Book of Camaro by David Newhardt, the car was praised by Super Chevy Magazine as “one of the rarest and most valuable Yenko Super Camaros in existence.” Most importantly for one of only 10 remaining 1967 Yenko 450 Super Camaros, this legacy muscle car is fully documented. It was “certified original” by Larry Christensen, who issued complete inspection reports both during and after the restoration. It is accompanied with the labor invoice from Dick Harrell to Yenko, an invoice from the sale of the car by Yenko to Burt Chevrolet and two copies of parts invoices from Yenko.

source: http://www.mecum.com/auctions/lot_detail.cfm?LOT_ID=CA0813-161569

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1967 - 1969 Camaro Parts - RallySport Hose Routing Diagrams - Steves Camaro Parts San Bruno - 650-873-1890

1968 Camaro Rallysport Headlamp Hose Diagram

 



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

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1967 - 1969 Camaro Parts - Wheels - Steves Camaro Parts San Bruno - 650-873-1890

Wheels

...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.

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

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1967 - 1969 Camaro Parts - Wiring Harnesses are Brand New - Steves Camaro Parts San Bruno - 650-873-1890

Even with OLD, GOOD wires this can happen to you!!!

 

  

OUR WIRING HARNESSES ARE BRAND NEW
AND BETTER THAN N.O.S. (new old stock)

Here's why:
Let's face it folks, auto makers never designed a wiring harness to last 30-50 years. As a matter of fact, your car's wiring was only designed to last 10 years before it deteriorates! There is ample documentation to substantiate this claim.

Your car's wiring was made of copper with a plastic insulation. The plastic insulation was porous. Contaminants, like oxygen, moisture and airborne pollutants, eventually pass through the insulation to attack the wire; a condition called oxidation. There is no practical way to completely seal off the circulation of air and moisture between the individual wire strands. Once the wire strands become oxidized, the internal resistance of the wire increases substantially. This is not a good thing for your car's electrical system.

If your wire has reached the next stage of deterioration by becoming brittle and cracked, it is in immediate need of replacement. At this stage, a short circuit to ground is eminent. In a worst case scenario, it can cause a fire.

Even if you are one of the few lucky enough to even find an N.O.S. wiring harness, these wire strands will have also deteriorated over time just by sitting on a shelf. For this reason, it would not be wise to purchase an N.O.S. harness.

The same corrosion factor happens to the wire's terminals over time.

Get rid of your car's electrical problems, or potential problems, by replacing all the wiring with new harnesses from
Steve's Camaro Parts  our Factory fit harnesses are made to exact factory specifications using the original factory blueprints. They are "correct" in every way with correct plugs. and you can easily replace your harness in just sections till its complete.

These wiring harnesses are necessary for: 

Owners who want an authentically restored, show-quality vehicle

Those who want to replace their old original wiring

Or those who want to add original, factory-installed options

we stock all the harnesses you see in our online store built just like factory - ready to install.

We suggest replacement of switches also, because contacts do wear out.

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

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1967 - 1969 Camaro Parts - See our Special Used Parts - Steves Camaro Parts San Bruno - 650-873-1890

Over the years we have collected a great stock of 1st General Camaro parts. If you our looking for high-quality used auto parts for your 1st Generation Camaro and want a great price and fast delivery? We do have hard to find original used 1st Generation Camaro parts for your needs. It is just a phone call away.

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

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

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1967 - 1969 Camaro American Cushion Seat Foam - American Made - Steves Camaro Parts San Bruno - 650-873-1890

 

America Cushion  seat foam are reinforced with tough polypropylene mesh backing material for stability and long life. All of their products, including high back cushions are molded with their exclusive cold cure process. Also included are the same as original wire contour mat reinforcements molded internally. Their wire assemblies are made from the very last GM production machine left in existence, which is now owned by American Cushion.

America Cushion reproduction seat cushions will make your finished seats look like the factory originals

You can buy American

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

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

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1967 - 1968 Camaro WIX Racing Air Filter - Steves Camaro Parts San Bruno - 650-873-1890

 

Air filters are too often overlooked.

Considering as much as 10,000 gallons of air must pass through the air filter for every gallon of fuel the engine consumes, WIX air filters play a vital part in preventing foreign particles like soot, carbon and abrasives from entering the fuel mix and damaging your engine. Even the smallest dust particles can damage cylinder walls, pistons and piston rings and cause premature engine wear.

WIX air filter media features nine pleats per inch, resulting in a longer life and the ability to capture more engine-killing contaminants.

At Steves Camaros we have found a WIX Racing Air Filter that is a perfect replacement for the 1967-1968 “cowl plenum” air cleaner. It may not look like the OEM Delco part but if you drive your Camaro it saves the original from deterioration.

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

 

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

1967 - 1969 Camaro Parts - 1967 - 1969 Extensive Parts List - Steves Camaro Parts San Bruno - 650-873-1890

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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1967 - 1969 Camaro Parts - 1967 - 1969 Camaros Terms and Phrases - Steves Camaro Parts San Bruno - 650-873-1890

 

"3/4 cam"; (pronounced "three quarter", not "three fourths". A "three fourths" cam would only work 12 of the 16 valves. This is one of those (bogus and vague) terms used in the old days for a high lift, long duration racing cam.

Basic V8 Camshaft

383"; a 350 block with a 400 crank

"700R4"; A good four speed automatic transmission for small blocks.

"4L60"; As far as I know, it's just a new name for the 700R4.

 

 

"balanced"; One of those over used and under defined terms. It could include items like matching the weights of the rods and also the pistons. Normally, it's used when talking about balancing the rotating mass, it other words, the crankshaft. What you will never hear is the accuracy of the balancing.

"Big Block"; Those big chevy engines. The factory engines range in displacement from 396 to 502. They are all (for the most part) the same size outside. Yes, you could make a 502 look like a 396.

"Blueprinted"; I really hate this term! It has to do with making the dimensions of the parts in the engine more accurate (and closer to the blueprint values). What you will almost never hear from the average joe is what values were used!

"BTDC"; before top dead center

"Bump Stick"; A camshaft.

"CFM"; This is a carburetor term and stands for "cubic feet per minute". It's the volume of air (over time) that the carburetor can pass. Bigger isn't always better!

"COPO"; Central Office Production Order. I wish that I could make up one!! It's an order to construct a non-standard car configuration.Another over used term

This is the lone "68 prototype built to test-fit all the '69 parts that follow

 

"coupe"; A hard topped car without frames around the door windows. A sedan has a frame that's mounted to the door. As an example, a 70 Chevelle is a "coupe", a 64 Chevelle is a sedan.

"front clip"; the front end sheet metal forward of the firewall. On a Camaro, this should include the fenders, hood, radiator core support, bumpers, etc.

L-numbers as near as I understand
"L34"; 360/350 hp 396

"L35"; 325 hp 396

"L36"; 385/390 hp 427

"L48"; 300HP/ 350cid

"L66"; 265 hp 396 with 2 bbl

"L68"; 400 hp 427 with 3 2 bbls (tri-power)

"L71"; 435 hp 427 with tri-power

"L72"; 425 hp 427

"L78"; 375 hp 396 (425 hp in 65 Corvette)

"L88"; 430 hp 427

"L89"; An L78 with aluminum. heads

"LS1"; 335 hp 427

"LS3"; 330 hp 402

"LS4"; 345 hp 454

"LS5"; 390 hp 454

"LS6"; 450 hp 454

"LS7"; 465 hp 454. It's a 454 version of the L88 that was designed for the 1970 Corvette, but was never released for production (in the car). It was (is?) available over the counter only.

"Protecto-plate"; Back in the Day, there was a stamped ID card that was attached to the warranty booklet that came with a new car. They had both the car information and also original owner's ID. If the card still exists, it's good for documenting the cars "numbers".

"powerglide"; The older two speed automatic transmissions Great for drag racing!!

"Small block"; The factory engines that range in size from 283 to 400. They are all the same size outside. Yes, it's possible to have a small block with more displacement than a big block.

"Speed Nuts"; Hey, we like Camaros, we must all be speed nuts. No, really, they are the nuts that hold on things like emblems. They are made from sheet steel and screw on a non-threaded stud shaft.

"Stroked"; This is when the piston stroke is increased over stock. It requires a modified (or different) crankshaft. The most common "stroked" engine is the 383. It's a combination of a 350 block with 400 crank. (the 400 crank requires minor modifications to the bearing surfaces)

"TDC"; top dead center

"TH350"; TurboHydromatic transmission. Three speed automatic. Good for most small blocks.

TH400"; TurboHydromatic transmission. Three speed automatic and strong as all get out. If you have tons of torque, this is the trans to use.

"tri power"; three carbs, normally 3 two barrel carbs

"VIN"; Vehicle Identification Number. It's the number that Chevy puts on your car and can be broken down to tell you what options were added. this is NOT THE PROTECTO PLATE!!

"Z-bar"; This is the clutch bell crank when running a manual transmission.

"Z16"; 375 hp 396 (1965 Chevelle only)

"ZL1"; same as L88 except for all alum. 427 block

"ZZ4"; 355 hp 350 Chevy crate motor

 

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1967 - 1969 Camaro Parts - What rear ends interchange with 1967 - 1969 Camaros - Steves Camaro Parts San Bruno - 650-873-1890

Q. What rear ends interchange with first generation 67-68-69 Camaros.

A. Below is a list of rear ends that will interchange with first generation Camaros. If you are aware of any errors in this information please let us know 

Camaro 1967-69
Firebird 1967-69
Nova 1968-71

Below are the basic measurements of first and second generation rear ends. The second generation rear end is 1" longer (1/2" on each side). A second generation rear end can be put under a first generation Camaro by moving the leaf spring mounts as you can see below they are different.

	1967-1969 Camaro	1970-1981 Camaro
Axle tube flange to Axle tube flange	54 1/4"	55 1/4"
Between centerlines of spring seats	42 7/16"	45 3/8"
Axle shaft length	29 33/64"	30 5/32"

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