Anyone who's ever owned a 1967-1969 Camaro will
smile when telling you stories about his car--and a look of wistful regret
comes over his face when he explains why he had to sell it. For many, the
Camaro is the one that got away. Not only was the body style unique, but it
came to market with something for everyone: value-minded sixes, mid-level V-8s,
and knock-your-socks-off, take-'em-to-the-track small- and big-blocks. This is
a big reason why Camaros are now so highly sought and why the legend continues
to grow. The first generation was produced through November 1969; the last year
of this body style was prolonged because Fisher Body had difficulty perfecting
the deep-draw quarter-panel dies of the 1970 model. At the time, this gave GM
higher-ups major headaches, but today it means there are more first-gen Camaros
than there should've been and more cars for collectors to choose from.
First on sale in September 1966, the Camaro was Chevrolet's
response to the Mustang and
looked unlike anything else on the road. Some of its platform was shared with
the upcoming 1968 Chevy II, and the frame structure was a
"semi-unitized" design: A front steel subframe assembly was the basis
for engine, transmission, front suspension, and steering components; and from
the cabin back, it was a unibody structure. While the unibody portion made the
F-car lightweight and less expensive to produce, it caused the cabin to suffer
from squeaks and vibrations, and inferior metallurgy and metal-prep made the
body prone to rust. Base models are referred to as the sport coupe
or convertible. The next level up, the Super Sport, includes bigger base and
optional engines, a different hood, badges, and slight suspension differences.
There also is the Rally Sport trim level, which could be combined with the base
models or the SS. Rally Sports feature a different grille with swing-away
headlight doors (these have had their share of problems) and other exterior
styling cues. The Z/28 was built to race. The engine just squeaked in under the
Sports Car Club of America's 5.0-liter displacement limit, making it eligible
for Trans-Am racing. Along with the 302 and four-speed manual transmission, it
received heavy-duty front and rear suspension and a special exhaust--and came
only as a hardtop. Pinstripes and bodyside stripes were available on RS and SS
models, and the Z/28 received its own striped-paint scheme. But not all Z/28s
came with this, as a buyer could order it without stripes.
Appearance changed little from 1967 to 1968, but there
are some visual cues that differentiate these model years. The first-year
Camaro's vent windows disappeared for 1968; this is the easiest way to
distinguish the first from the second. The second year, side-marker lights were
added in the front and rear. The front turn-signal lights, which had been round
for 1967, were made rectangular for 1968, but Rally Sports used square lamps in
the lower valance. Decklid spoilers first became available in 1968. In addition,
the location of the VIN plate, which had been mounted to the forward door
pillar on the driver's side in 1967, was moved to the top of the instrument
panel in 1968. This made it visible through the windshield. While it's a bit
tougher to tell a 1967 from a 1968 model, there were noticeable differences
between those first two years and the third. The 1969 model was a lower, wider
car, with revisions to most of the body. The grille takes on more of a V shape,
taillights are wider, and the wheel openings are more squared off.
Interiors were designed for convenience, and Chevrolet's goal
was to provide plenty of equipment in the base layout. Stepping up to the
Custom interior trim level added upscale door panels with armrests, upgraded
controls, and more stylish seats. The most notable change to the interior for
1969 was a new instrument panel.
Engines are key when it comes to the value (and cost) of a Camaro. At
launch, there were two inline-sixes and two V-8s for the sport coupe and
convertible. The Z/28 only came with the 302. The three 1967 Super Sport
options were a 350, a 325-horse 396, and a second 396-cubic-inch big-block.
Despite having the same displacement, though, the latter 396 was nearly
identical to the 425-horsepower Mark IV L78 found in the 1965 Corvette--except
that GM downrated the power to 375 for the F-car. Model-year 1968 added a
350-horse 396 and the L89 396, with aluminum heads. During the 1969 production
year, the base 327 V-8 was replaced by a 307, and there were two unofficial
choices--the COPO 427s. One was the 425-horse L72, available under COPO 9561.
The other 427 was the famed ZL-1 with its aluminum block and heads. Dubbed COPO
9560, the ZL-1 was designed for use in drag racing and was factory-rated at
430. Only 69 ZL-1s were built; just two were RS-equipped. With the exception of
the Z/28, which came only with a four-speed manual, all models had a manual or
automatic transmission. Four-wheel drum brakes were standard; front discs, and
later four-wheel discs were options. The Z/28 package required the power
front-disc/rear-drum option (J50/J52) or the power four-wheel-disc option
(JL8), but most Z/28s sold came with discs or drums. When it was
brand-new, a big part of the Camaro's appeal was the wide variety of engine and
trim levels. The downside now is that a would-be collector must be careful.
Watch for unscrupulous types trying to make a quick buck on the musclecar mania
by building "clones" of high-priced models out of base cars. It's
crucial to be sure that, if a seller claims the car is an "original"
or a rare version and is asking big money for it, the tags match. The VIN,
trim-data tag, and engine stamping all define when and where the car was
assembled. There are "Black Books" that decipher what the tag numbers
mean. Get one before you shop.
source: From the March 2006 issue of Motor Trend
http://www.motortrend.com/classic/features/c12_0603_1967_1969_chevrolet_camaro_buyers_guide/#ixzz32t8yoHme
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