Friday, September 27, 2013

1967 - 1969 Camaro Parts - Body and Sheetmetal for 1st Generation Camaro - Steves Camaro Parts San Bruno - 650-873-1890


Steve's Camaro Parts

We carry Body 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.


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

http://www.stevescamaroparts.com
 

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

Wednesday, September 25, 2013

1967 - 1969 Camaro Parts - The Great Camaro - Designers at work Part 1 - Steves Camaro Parts San Bruno - 650-873-1890





 

 


 

Designers at Work

Word had come down in early August, 1964, that there would be a Chevrolet sporty car for 1967 to challenge the Mustang, directly. General Motors now realized that the 1965 Corvair couldn’t match the Mustang’s engine and option versatility.

The news pleased Chevy general manager Bunkie Knudsen mightily, and GM’s Design Staff, as mentioned, had been hoping for just such an opportunity and wasn’t caught at all unprepared.  The man with overall charge of the F-Car’s styling was GM design vice president William L. Mitchell.  Mr. Mitchell, now retired, also oversaw the second-generation Camaro’s styling – the 1970 1/2’s – and he makes no bones about which version he likes best.  “The 1970 ½ Camaro,” he says, “it is a designer’s design; but that first series was designed by committee.”
 

 What Mitchell means is that certain specification for the 1067 Camaro were laid down early by Chevrolet engineers and management to accommodate the practicality of the 1968 Chevy II.  While the Camaro came first and did get the major styling and engineering emphasis, everyone realized that the Camaro had to be the specialty car, and the Chevy II had to be the volume seller.  Thus the new 1968 Chevy II could and did dictate certain terms and conditions to the Camaro design team.

Two of the compromised dimensions that left the Camaro’s designers less than ecstatic were:  1) the tallness of the cowl, and 2) the short dash-to-front-axle span.  Comments David M. Holls, then Chevrolet group chief designer. “We were a little unhappy with those dimensions, but they were just requirements -  a tooling requirement and a cost consideration.”

The Camaro’s chief designer for both the first and second generation was Henry C. Haga. Haga reported to David Holls, who in turn reported to Chevrolet/Pontiac executive designers Charles M. Jordan and Irvin W. Rybicki.  All, of course, had a good deal to do with the Camaro’s eventual shape, but most of the actual drawing board work and clay modeling came out of Henry Haga’s Chevrolet Studio Two.

As it happened, that particular studio also had responsibility for the design of the re-bodied 1968 Corvette.  Haga had helped productionize  the 1965 corvai, and he’d been instrumental in styling the Super Nova showcar.  So all three – Corvette, Corvair, and Super Nova – influenced the Camaro’s design.

Henry Haga was working as design director for Opel in Germany when we contacted him for his remembrances of the F-Car’s early styling development.  Haga wrote back a long, very informative letter detailing his involvement with not only the first-generation Camaro but also the second. He headed the design teams that created both cars.  Here are parts of Haga’s letter:

“To start with, the men in Chevrolet Studio Two – the designers, modelers, and engineers – were all auto enthusiasts.  We were pretty excited when we found out we had a chance to design and all-new, 4-place sporty car that would eventually compete with the Ford Mustang.”

The General Motors design theme of that era was termed fluid, and it emphasized a look based on an interesting proposition. The GM theory held that if you take a heavy wire frame and bend it into the basic 3-demensional outline of the car you want, then stretch thin canvas over the frame, and if you finally blow compressed air gently up into the bottom of the canvas envelope, you get a very natural, free-flowing, unartifical body shape. This fluid form showed up most strikingly in the 1965 crop of General Motors cars, and it continued as a corporate look for a number of years thereafter.

“The canvas-stretched-over-wire theme,” continues Henry Haga, “served to give the Camaro its own character and separated it from the Mustang approach, which was much stiffer and more angular.”
 

The 1964 Nova showcar set the first direction for the Camaro-to-be, although it was used only loosely as a model. The Corvette and Corvair also entered into the Camaro’s early styling, as Haga explains further.

“We felt very strongly about reducing design to its simplest form, using only one peak down each body side, interrupted by accented wheel arches.  The profile of the car also was very simple, using the classic approach of crowned fender lines, with their high points directly above the accented wheel arches.

“We purposefully avoided any contrived design lines and superfluous detail. Even the execution of the wide, horizontal-loop front end and grille, with its hidden headlamps in the Rally Sport variant, was as pure in content as we could make it.”

Haga goes on: “The F-car design had one major flaw, though, and that was proportion. The cowl was too high, and the front-wheel location stood too far back; what we call the dash-to-axle ended up too short. Those were areas and dimensions shared with the Chevy II for 1968. Also, the execution of the side rear-quarter window didn’t help the car’s sportiness, because it make it look more like a conventional hardtop then an exotic sports car.
 
YOU ARE NOT JUST BUYING PARTS – YOU ARE GETTING OUR CAMARO EXPERTISE


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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
 

source special-interest autos, February 1979
This was an excerpt from Mike Lamm's book, The Great Camaro
by Mike Lamm

 

Friday, September 20, 2013

1967 - 1969 Camaro Parts - About the Camaro Rally Sport (RS) - Steves Camaro Parts San Bruno - 650-873-1890




 

 1969 z-28 camaro

The Rally Sport package, RPO Z22, added several style options to the standard Camaro, the most noticeable of which were the hidden headlights. 1967 and 1968 RS Camaros used the same stlye grille and doors, but they were operated differently. The 67 doors utilized two electric motors, three relays, in line diodes, limit switches, a circuit breaker, and several other electrical parts. Needless to say, these doors could be less than reliable, and the problem was particularly bad in the north. Snow and ice would freeze the doors shut and the electic motors would burn out trying to open them.
8hspace.gif (810 bytes)For 1968 Chevrolet switched to a vacuum operated system. This was not only more reliable, but more importantly you could still open the doors by hand if the system failed, and without damaging the system further.

8hspace.gif (810 bytes)In 1969 the grille and headlight doors were changed. The doors now had horizontal slits in them so that if the doors stuck closed some light would still shine through. You couldn't really see like this, but it was a neat idea.

The Rally Sport also received separate back up lights mounted below the rear bumper instead of having them in the taillight assembly. There were also bright accents on the taillights and parking lights. Other RS features included headlight washers, fender striping, front and rear wheel opening moldings, bright accents on simulated rear fender louvers, bright roof drip moldiongs, and a black body sill. 1967 was the most popular year for the RS option, with 64,842 sold. 1968 sales totalled 40,997, and another 37,773 in 1969. 

1968 RS camaro rear panel

1967 Production
8hspace.gif (810 bytes)Z22 Rally Sport Package; includes front valance mounted parking lights, electrically operated headlight doors, body lower side moldings, body side paint stripes, front and rear wheel opening moldings, roof drip gutter moldings (Sport Coupe only), black painted taillight bezels, rear valance mounted back-up lights, special grille styling and "RS" emblems on radiator grille, fender and gas filler cap. $105.35, 64,842 built.

1968 Production
8hspace.gif (810 bytes)Z22 Rally Sport Package; includes special grille with vacuum-operated headlight covers, front valance mounted parking lights, lower body side moldings, belt reveal molding, wheel opening moldings, rear valance-mounted back-up lights, RS emblems on grille, fenders and fuel-filler cap. Sport Coupe also includes bright roof drip molding. $105.35, 40,977 built.

1969 Production
8hspace.gif (810 bytes)Z22 Rally Sport Package; includes special black painted grille with concealed headlights and headlight washer, fender striping (except when sport striping or Z28 Special Performance Package is specified), simulated rear fender louvers, front and rear wheel opening moldings, black body sill, RS emblems on grille, steering wheel and rear panel, Rally Sport front fender nameplates, bright accented taillights, back-up lights below rear bumper; also includes bright roof drip moldings on Sport Coupe. $131.65, 37,773 built.
 
YOU ARE NOT JUST BUYING PARTS – YOU ARE GETTING OUR CAMARO EXPERTISE


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

 

Thursday, September 19, 2013

1967 - 1969 Camaro Parts - First Generation R/S Conversion Kits - Steves Camaro Parts San Bruno - 650-873-1890







We have built the most complete and technically correct R/S conversion kits available...DON'T be fooled by others on the web who throw in Books, nuts and bolts and then list everything separately to make there kits look better!!!To have a real R/S conversion you need it all, front valance, park lamps,R/S hood release..After all how are you going to open your hood when you can't reach the hood release??
 

And to really step up to the plate R/S the back end of your ride also with R/S Backup lamps the proper tail lamps..kick in the Rocker mouldings and the R/S front end fastner kit. And it will be so real they'll think the VIN numbers are wrong!! Look at everything the kit has then shop the others. ASK THEM! What else you need to finish the kit...add in all the right parts you need to finish your ride!..

Then come back




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


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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, September 18, 2013

1967 - 1969 Camaro Parts - 1967 Chevrolet Camaro - The Lost Z/28 - Steves Camaro Parts San Bruno - 650-873-1890




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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Posted in April 17th, 2008by Letz Roc in Z28's 1st Gen
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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, September 13, 2013

1967 - 1969 Camaro Parts - 1967 Camaro Parts & Restoration Specifications - Steves Camaro Parts San Bruno - 650-873-1890


1967 Camaro

1967 Camaro Parts & Restoration Specifications
With the Ford Mustang already eating up the new pony car market, Chevrolet announced its rebuttal on September 26th, 1966. Originally named Panther, the Camaro moniker was chosen instead. Some experts believe the word means “companion” or “friend” but others argue that it simply has no meaning at all. Either way, this new pony car would mark the beginning of a whole new era of American muscle car icons.
The 1967 Camaro was available in many different configurations. From a plain Jane sport coupe to asphalt eating Super Sport, there was something for everyone! All 1967 Camaros shared the same body unlike the Chevelle and were available in either coupe or convertible. Buyers could choose from the base model Sport Coupe, drag strip ready Super Sport, or road racing Z-28. The Rally Sport option with hidden headlights could be added as a separate packing to any of those models.
 
Interiors could be optioned with either bucket seats or bench seats and were available in a variety of colors and styles. Standard interiors were available in Black, Light Blue, Red, White, or Gold. Buyers who ordered a deluxe interior received unique door panels and striped Comfortweave seats with color choices of Aqua with Dark Aqua stripe, Black with White stripe, Bright Blue with White stripe, Red with Black stripe, Off-White with Black stripe, or Gold with White stripe. A fold down rear seat was available but very rare. An optional console was available with our without gauges on bucket seat cars. The buyer could have ordered a number of different exterior colors including Tuxedo Black, Ermine White, Nantucket Blue, Deepwater Blue, Marina Blue, Granada Gold, Mountain Green, Emerald Turquoise, Tahoe Turquoise, Royal Plum, Madeira Maroon, Bolero Red, Sierra Fawn, Capri Cream, or Butternut Yellow.
 
To complement the wide variety of available colors were the available drive train combinations that could be opted for on the 1967 Camaro. Base power was had by one of two available six cylinder engines. Buyers who wanted more power could opt for aV-8. Manual transmissions were either 3 speeds or 4 speeds. The 2 speed Powerglide was the standard transmission and a 3 speed Turbo Hydramatic was optional.
About 221,000 1967 Camaros were produced.
 
Model Options:
1967 Camaro
  • Models
    • 1967 Camaro Standard Sport Coupe
    • 1967 Camaro Rally Sport (hidden headlights)
    • 1967 Camaro Super Sport
    • 1967 Camaro Rally Sport Super Sport (RS/SS)
    • 1967 Camaro Z/28
    • 1967 Camaro Rally Sport Z/28 (RS/Z/28)
    •  
  • Body Styles
    • 2 Door Coupe
    • 2 Door Convertible (except Z/28)
 
  • Engine Options
    • 230 cubic inch 140 horsepower 6 cylinder (base)
    • 250 cubic inch 155 horsepower 6 cylinder (optional)
    • 302 cubic inch 290 horsepower V8 (base Z/28, Z/28 only)
    • 327 cubic inch 210 horsepower V8 (base)
    • 327 cubic inch 275 horsepower V8 (optional)
    • 350 cubic inch 295 horsepower V8 (base Super Sport, SS only)
    • 396 cubic inch 325 horsepower V8 (optional Super Sport, SS only)
    • 396 cubic inch 375 horsepower V8 (optional Super Sport, SS only)


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Wednesday, September 11, 2013

1967 - 1969 Camaro Parts - Vacuum Actuated Headlamp Doors - Steves Camaro Parts San Bruno - 650-873-1890



Vacuum Actuated Headlamp Doors
1969 RPO Z22



Brief History:
All three years of the first generation Camaro were available with the RPO Z22
Rally Sport
option. Any Camaro could be ordered with the desirable hidden headlights starting with the most modest inline 6 cylinder right on up the food chain to the powerful COPO. In 1967 the headlight doors were opened and closed by electric motors, which Chevrolet quickly replaced with a vacuum actuated system in 1968. I do not know if the 1968 system was revised in 1969. This means if you have a 68 RS Camaro use this information cautiously and have the correct year manuals referenced below to be sure...

Reference Material:
The Vacuum actuated headlight doors are just one of the features included on the 1969 (RPO Z22) Rally Sport Camaro. The intent of this tech feature is to aid you in understanding how this very simple vacuum circuitry is plumbed and works. Please reference the 1969 Camaro Factory Assembly Instruction Manual
(AIM) RPO Z22 B6 (page 462) for part numbers and proper installation of hardware and routing of hoses.
The diagram I have included has been laid out in a way that depicts proper connections of hoses and components based on the AIM and will give you a feel for where everything belongs. They are not intended to show mounting and proper physical placement. For additional reference, the 1969 Chevrolet Chassis Service Manual (CSM) also has information that may be of assistance to you (Section 12: Electrical-Body and Chassis: Lighting Systems starting on page 12-6 Vacuum Operated Headlamp Service
).

Getting Started:
Take a good look at the diagram; let's start with the vacuum source. You will find a vacuum line running from a fitting on the intake manifold across the firewall toward the driver side fender (the black hoses on the diagram).




Click Here to open diagram in a new window.

Note: Hoses are black or black with colored stripes and are as depicted in the AIM. These colors concur with the CSM with the exception of one of the black hoses, which is shown with a white stripe. I chose to default to the AIM for correctness as the CSM represents several of the Chevrolet line up with hidden headlights.

With the engine running, the headlights off and the override switch in the normal position there will be vacuum present on the black hoses, the yellow-striped hoses, the Vacuum Tank and the middle port of the Vacuum Relay. You will also find vacuum present through the headlight switch and on the orange-striped hose from the headlight switch to the Vacuum Relay and the green-striped hoses to the actuators. The doors will be closed under these conditions.
Take note of the one way check valve or "Vacuum Line Filter" (much like the one used in the power brake booster system) placed in the main vacuum line coming from the intake manifold. It keeps the system (black, orange, yellow and green-striped hoses) holding about 10" of vacuum when the engine is shut off. That is based on what I measured on my own system. At this point there is no vacuum present on the red-striped hoses.

The Operation:
The headlight doors operate (open) when the headlight switch is pulled out to the second position (headlights on) cutting off the vacuum to the orange-striped hose. This operates the Vacuum Relay removing vacuum from the green-striped hoses and placing vacuum on the red-striped hoses to the actuators. This can also be accomplished by operating the over ride switch (pushing in the plunger) which plugs the orange-striped hose, removing vacuum at that point (same result as turning on the headlights).

Testing:
To test the system, start the engine and push the override plunger switch in on the Vacuum Relay, the doors should open. Pull out the plunger on the override and the doors should close. Do the same from the headlight switch. If they don't open and close properly, or at all, make sure the mechanical parts of the doors are adjusted and working smoothly before tearing into the plumbing.
Assuming the mechanical parts all function properly you now know where vacuum should be under open and closed conditions. Trouble shoot by unplugging one hose at a time and verifying that vacuum is present or not. Reproduction actuators have had a bad rap in the past so you might want to start there. Verify the switches (Headlight and Vacuum Relay) are doing what they are supposed to as well. Hose kits have been known to have the ends get brittle and crack before they even get taken out of the box they are packed in so be alert for vacuum leaks too. If low idle vacuum is a concern, vacuum should increase with rpm so set your idle up a bit if you have to for testing.

End Results:
It's a great feeling knowing your headlight doors open and close properly, it's the little pleasures in life, isn't it? Special thanks go out to Team Members Chad Renfro (CA420) and Todd Bradford (DTB) whose research and willingness to share their knowledge with TC has assisted me greatly with this tech reference page. Thanks guys! 
 
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Tags: camaro part, camaro parts, Camaro restoration parts, 69 camaro, 1969 camaro, aftermarket camero parts, chevrolet camaro, ss, z28, rs, chevrolet, restoration, 68 camaro, chevy, 67, 69, f-body, camaro, chevy camaro, chevrolet camaro, gm, z-28, 350, ls1, z/28, pace car, camaro ss, 69 camaro, first generation, copo, fbody, yenko, 67 camaro, 68 camaro, musclecar 

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Friday, September 6, 2013

1967 - 1969 Camaro Parts - 13" Power 4 Wheel Disc Brake and Line Kit(Big Brakes) - Steves Camaro Parts San Bruno - 650-873-1890

 
 

 

 Front includes:

·         Black or Red Powder Coated PBR (same maker for Corvette and Baer brakes) Dual Piston Aluminum Calipers

·         Pair of 13" rotors - Drilled, Slotted, and Zinc Plated! The Drill and Slotting will help to remove buildup on your pads as well as help cool the rotor, the zinc plating will help prevent surface rust!

·         2024-T6 Forged Aluminum Brake Hub's

·         Inner and outer USA MADE TIMKEN Bearings!

·         Inner seals

·         Pair of fully machined plated caliper brackets 

·         Full Ceramic Brake Pads

·         Pair of Dust caps

·         Pair Stainless Steel Braided (Caliper to Frame)

·         Pair banjo bolts with washers

·         All necessary hardware (nuts bolts)

·         Includes 7/16" Studs

Rear includes:

·         Pair of 12" Drilled, Slotted, Zinc Plated rotors with 7/16" Stud Patterns- Vented for proper cooling

·         Pair of Plated caliper brackets 

·         Special shim kit included - This shim kit includes many sizes and will help dial in the caliper adjustment over the rotor for proper fitment! Many kits on the market do not include this shim kit and will require you to shave the pad for proper fitment.

·         NEW pair of single piston Black Powder Coated calipers with built in E-Brake(Staggered Kit includes 2 Right Hand Calipers and brackets for routing around the shock mounts)

·         Ceramic pads

·         Pair Stainless Steel Braided flex hoses

·         Pair of E-Brake Cables - Designed to fit your applicationAll necessary hardware (nuts bolts)

Steve’s kit also includes

The correct Disc brake line kit pre bent and ready to install you chose standard steel that has stood the test of time for 40+ years or Stainless Steel

Power Brake booster with Firewall brackets, rod and pedal hardware

Dual bowl Cast Master Cylinder with Gold Cadnium Plated Lid

Preset proportioning valve with low pressure warning switch

Master to prop valve lines, bracket and hardware

Note: If your car currently has front drum brakes this kit will push the wheels out up to 3/8" per side. If you have the factory style disc brakes it will not push the wheels out. for use with 17" rims or larger ONLY!! 


YOU ARE NOT JUST BUYING PARTS – YOU ARE GETTING OUR CAMARO EXPERTISE
 
Available at Steves Camaro Parts


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 

Http://www.stevescamaroparts.com

Thursday, September 5, 2013

1967 - 1969 Camaro Parts - GM Restoration Part Sill Plates - Steves Camaro Parts - 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




These sill plates includes Fasteners with the original riveted tag

YOU ARE NOT JUST BUYING PARTS – YOU ARE GETTING OUR CAMARO EXPERTISE
 
These parts are official licensed by




Available at Steves Camaro Parts


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 

Http://www.stevescamaroparts.com

Wednesday, September 4, 2013

1967 - 1969 Camaro Parts - Steves Camaro Parts - 1967-1969 Camaro Interior Facts - 650-873-1890





1967-69 Camaro Interior Facts

 
photo
 
1967 was the only year to have the VIN on the door jamb.
 
The VIN for 1968 and 1969 models can be found on the dash.
 
All three years used different dashpads; 1969 used a different pad for with air conditioning and without.
 
All three years used different metal dash (repair panels).
 
Pillar post moldings in 1967 were available in chrome-plate or plastic. Padded pillar post moldings were introduced in 1968 and used throughout 1969 (different design between years). Coupes in all three years differed from convertibles. 
First Generation Camaro carpets were available in the following colors: Black 1967-1969, red 1967-1969, bright blue 1967, gold 1967, turquoise 1967-1968, medium blue 1968, ivy green/gold 1968, dark green 1969, and dark blue 1969. 
Headliners for 1967 were in the Impala Leather grain and were available in black, red, light blue, bright blue (deluxe interior), gold, and turquoise. The grain changed in 1968 to Bedford Ribbed, which was also used in 1969. 

Colors available in 1968 were black, red, medium blue, and ivy green/gold. In 1969 color selections were white, dark blue, dark green, black, red, and moss green. 
While the sunvisors for 1967 and 1968 are similar, the grain pattern would match the headliner and would be different between the two years. Sun visors in 1969 were longer and also sported the Bedford Ribbed grain. Convertible sun visors were padded with vinyl instead of headliner material. 
The sail panel sections were the same for all three years, however the grain would match the headliner. 
 



All 1967 to 1969 package trays were the basic fit. Color selections differed through the years. Black and red were available for all three years. Also available in 1967 were bright blue, light blue, and gold. In 1968 in addition to black and red, medium blue and ivy green/gold were available. 

In 1969 dark blue and dark green were available also. The carpet was an 80/20 combination loop pile two-piece carpet. 
Deluxe mesh trays were available in 1967-1969 black and red, 1967-1968 turquoise. 1967 gold, 1968 medium blue, and 1969 dark blue and dark green. 
 
 
The sill plates (Body by Fisher) were the same for all three first generation years.
Glove boxes were the same in 1967 and 1968, but with air conditioning was different than without due to the ductwork. In 1969, glove box design was changed. With air conditioning was again different than without.


1967 and 1968 used the same glove box lock and catch assembly; 1969 went to a different design.

It should be noted that a 1969 white interior received white seats and door panels; but black dashpad, carpet, and package tray. In 1967 and 1968, pearl/parchment received the same treatment.
 
 

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  http://www.stevescamaroparts.com