Tuesday, November 18, 2014

1967 - 1969 Camaro Parts - Rally Sport Conversion Kits Available Now - Don't Miss Out - Steve's Camaro Parts - 650-873-1890









These have been on back order and are now in stock. Don't miss out. Also, check out our online store at www.stevescamaroparts.com and load the shopping cart. Call us at 800-544-4451 with the order and if it meets the above stated requirements we will ship via UPS ground to you.

67 Camaro, Rally Sport Front Conversion kit, This kit consists of the finest parts available in the marketplace today.

67 Camaro, Rally Sport Front Conversion kit

You will receive 2 completely assembled headlamp assemblies, 2 grille moldings(upper and lower), 1 grille(center), 2 fender bezels, 2 complete RS Front parking lamp assemblies, 1 RS Hood release , 1 RS lower valance, 2 RS fender adapter brackets, 2 headlamp motors(USA made), all needed disc and washers for headlight motors, 4 limit switches, 4 limit switch brackets and hardware needed for them , 1 circuit breaker, 1 relay board, 3 RS relays (pre-assembled), 1 RS headlamp harness, 1 diode harness
with this kit you convert you're STD fenders to RS with the adapter the best way if you have those hard to find good fitting GM fenders or if you need fenders that choice is below for you also

If you can't find what you are looking for call and ask for Steve.


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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Friday, November 7, 2014

1967 - 1969 Camaro Parts - 1967 Camaro Radio and/or Speaker Removal - Steves Camaro Parts San Bruno - 650-873-1890







Here is the procedure for Radio and/or Speaker removal on the 1967 Camaro (except when equipped with Confort-Car Air Conditioning). This is what came from the factory.

Steps 1-9 of this procedure should be followed whenever it is necessary to remove the heater or air conditioning control panel on vehicles equipped with a radio.  Once the control panel is lowered, the only additional step needed for complete removal is to disconnect the electrical connection, the vacuum hose (air conditioning control panel only) and the cables from the panel.

Radio Removal
1. Disconnect the battery ground cable.
2. Remove screws securing center floor duct to the heater distributor. Remove duct.
3. On air conditioned vehicles (except Comfort-Car) remove screw holding left air conditioning distributor plastic duct to heater distributor. Separate duct from center and right side duct. Lower left duct, with flex hose attached, to floor.
4. Remove screw securing ash tray retainer. Remove ash tray and retainer.
5. Remove radio knobs and trim plate securing nuts. Remove radio trim plate.
6. Remove the remaining screws securing face plate to dash [two of these retaining screws were removed in step 4]. Remove face plate.
7. Remove rear radio support bracket screw.
8. Remove radio retaining screws and disconnect antenna and electrical lead-ins. Remove radio.

Speaker Removal
9.  After performing steps 1-8, remove screws securing heater or air conditioning control head. Lower controls and let hang.
10. Remove screw securing speaker brace and remove speaker.
11. Reverse procedure on installation.

by Chevrolet Service News  Volume 39, February 1967, Number 2



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

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Wednesday, November 5, 2014

1967 - 1969 Camaro Parts - 2nd Generation Camaro Parts - Steves Camaro Parts San Bruno - 650-873-1890




Did you know that Steve's Camaro offers 2nd Generation Camaro Parts (1970-1981 Chevy Camaro Parts). Thats right Steve's Camaro Parts has been serving the Camaro community since 1976 and in the parts supply business since 1981 in the same location and under the same management and they are also carrying 2nd Generation Camaro Parts. No other Camaro supplier in the business comes close to their selection. If it's new we are trying to get it!! If you want to be sure you're getting the right parts in the best available quality with service to match, give us a try, and NOW with our new online supper store you can order any way you want FAX, PHONE, ONLINE!




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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Monday, November 3, 2014

1967 - 1969 Camaro Parts - RARE FIND ALLOWS MICHIGAN MAN TO ‘BUILD’ 1969 COPO 9567 ZL-1 CAMARO - Steves Camaro Parts San Bruno - 650-873-1890






Al Wallace’s fascination with the legendary 1969 Chevrolet COPO 9560 ZL-1 Camaro led to the discovery of something even rarer than the car itself – one of 17 crated 9560 engines that were jettisoned after GM scrapped the project.

So, armed with actual GM specs and a head full of knowledge, the Michigan native used the all-aluminum engine – one of only seven configured for automatic transmission – to recreate an even-harder-to-find 1969 Chevrolet COPO 9567 ZL-1 Camaro prototype.

“Most people don’t really know what to make of it,” he said. “They know it’s a Camaro, but it isn’t like anything they’ve ever seen. Once they hear the story, they’re even more intrigued.”

Wallace spent years researching COPO ZL-1 Camaros, reading everything he could get his hands on, writing to anyone who might have information and interviewing those with personal knowledge of the project. ZL-1 refers to the car’s all-aluminum 427-cubic-inch Big Block engine, and COPO was an acronym for GM’s seldom-used Central Office Production Order process, which would ultimately play a critical role in the production of one version of the COPO Camaro, the 9560.

“Most Camaro fans have heard of the infamous, bare-bones COPO 9560 ZL-1 Camaro, which was a true factory race car,” Wallace said. “But few have heard of the 9567, which Chevrolet very nearly produced.”
According to Wallace, who was able to secure GM documents that he said “never should have seen the light of day,” Chevrolet executives intended for the 9567 – also known as the ZL-1 Special Camaro – to “completely dominate the street.”

It all began when racer Fred Gibb, owner of Gibb Chevrolet, and Vince Piggins, responsible for the Camaro Z/28, began to collaborate on the ZL-1 Camaro “sometime in late 1967 and early 1968.”
“Fred wanted to race a ZL-1 Camaro in the Super Stock class, but according to NHRA/AHRA rules, in order to qualify the car the factory had to produce a minimum of 50 and make them available to the public,” Wallace said. “So, Fred and Vince came up with an idea to use the Central Office Production Order process – which was normally used for special runs like fleet vehicles and taxis – to build factory race cars.”
Wallace said Gibb and Piggins generally agreed upon every aspect of the ZL-1 Camaro except its appearance. Gibb believed it should be a bare-bones race car. Piggins thought it should be more appealing to the public, with special striping and badging. “That’s where the story of the ZL-1 Camaro became two stories – the bare-bones COPO 9560 ZL-1 Camaro and the COPO 9567 ZL-1 Special Camaro,” Wallace said.

COPO vehicles were built by following an Engineering Exception Control List, a cookbook of sorts that told assembly workers what vehicle to start with, and then, with approval from engineering, which components to delete and add. Wallace said the COPO 9560 and 9567 Camaros started out as L78 (396/375 horsepower) SS cars with power front disc brakes and either a four-speed (M21 or M22) or HD Turbo 400 (M40) three-speed automatic. In addition to swapping the drivetrain for the all-aluminum Big Block 427 ZL-1 engine (not to be confused with Don Yenko’s 9561 Iron Block 427), some heavy duty parts were added like a heat-treated 12-bolt rear-end. To allow the cars to breathe easier, they were fitted with ZL2 Cowl Induction hoods, and to keep them running cool, they were equipped with HD Harrison four-core radiators.

Gibbs’ 9560s followed those specs, but Piggins’ COPO 9567 ZL-1 Special Camaros were to be painted Tuxedo Black with Special Gold Striping and given a street detuned version of the ZL-1 engine with an 11:1 compression ratio, instead of 12:1 like the COPO 9560. Piggins and his design staff hand-built two prototypes to show executives – one a four-speed, the other an automatic. Wallace obtained a pricing sheet that suggests “GM was seriously considering producing 100 of these cars,” but the 9567 would require additional lead time for art work and badging, plus more engines needed to be built.

Meanwhile, Gibbs’ version moved forward. He ordered 50 cars with the “factory installed” 9560 ZL-1 engine for his dealership. After the first two cars were delivered, other dealers caught wind of the high-powered Camaros and wanted in. So an additional 19 were produced – 69 in all. But they didn’t sell.
“The problem was, the sticker price was astronomical,” Wallace said. “Instead of spreading the (research and development) cost across the entire fleet, GM passed it on to the car itself.”

Wallace said each 1969 COPO 9560 ZL-1 Camaro carried an MSP of $7,269 – nearly triple the $2,726 base price for a V-8 Camaro. Cost of the ZL-1 9560 engine alone was nearly $4,200.
“(Gibbs) knew that it would be difficult to sell the cars at that price, so he had GM re-invoice 37 of his 50 cars to other dealerships and had his name removed from the paperwork to avoid finance charges,” Wallace said.

The public’s reaction to the 9560’s price tag likely killed Piggins’ 9567, since the proposed price tag for the COPO 9567 ZL-1 Special Camaro was an even-steeper $8,581.60 for the four-speed version and $8,676.60 for the three-speed automatic.

Wallace said he doesn’t know what happened to Piggins’ two 9567 prototypes, but he suspects that GM has them stashed away. Realizing he’d never own one – maybe never even see one – Wallace began to dream about building a replica. But he had to find an engine first; without one, nothing else mattered. Wallace said a total of 90 aluminum ZL-1 engines were built in 1969; 69 were installed in COPO 9560 cars (47 manual, 22 automatic), two in the COPO 9567 cars and two in 1969 Corvettes. That left 17 crate engines (12 manual, seven automatic).

“Finding an actual ZL-1 engine was tough,” he said. “I’d been tracking parts for nine years before I came upon this one. I’d call on one and they’d say, ‘Oh, yeah, we can get you one.’ And I’d say, ‘No, you either have one or you don’t.’ I finally found one that belonged to a racing-eccentric guy in Florida. He showed me documentation that looked legit, and I was able to verify that it was a good engine.”

Wallace already owned a solid 1969 Camaro SS that he had purchased less than two years before he found the ZL-1 engine, and he had the Engineering Exception Control List and a 1-to-1 document that allowed him to recreate the badging and stripes intended for the 9567. The recreation/restoration took less than two years, and the car made its debut in 1996.

“I try to be modest about it, but I couldn’t be more proud of it,” Wallace said. “I’ve taken it to a lot of cruises and shows. I had to make some hard decisions when I was putting it together. I didn’t want to cut any corners, but I made three exceptions: the drive shaft is made of aluminum matrix, which is 10 times stronger than steel and about one-third of the weight; I love tunes when I drive, so I have an AM-FM cassette radio in it (but I kept the factory original AM radio); and I switched from B.F. Goodrich tires to Kumho high-speed tires after I had a blowout.”

The 48-year-old Wallace, an IT project manager who formally worked on advanced weapons systems for the U.S. Air Force, has owned a number of classics. Right now he has two – the COPO and a ’69 Pontiac Grand Prix that he’s nearly finished restoring – and he doesn’t plan to part with either muscle car.
“I’m looking for a 2½-car cemetery plot,” he said. “I’m going to take them with me when I go.”

source: http://www.hagerty.com/articles-videos/articles/2013/07/10/COPO-Camaro
by Jeff Peek


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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