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

1969 Chevrolet Camaro

The 1969 Chevrolet Camaro was changed to look more aggressive. The heavily restyled body looked longer and lower. The wheel wells were flattened with sculptured feature lines flowing off the towards the rear of the car and rear-slanting air slots ahead of the rear wheel. At the front of the standard Camaros was a grille with 13 slender vertical moldings and five horizontal moldings forming a grid surrounded by a bright molding. A badge with the Chevrolet bow-tie emblem was in the center. There were single round headlights at the ends of the grille. The full width bumper integrated with the body color outer grille surround and there was a license plate holder in the center of the valance panel. Round parking lights were positioned on either side of the license plate. At the rear were wider taillight bezels with triple segment lenses.

The 1969 Chevrolet Z28 Camaro remains one of Americas most desirable Muscle Cars of all. With just $458 added to the base price of $2,726 of a Camaro coupe, the Z28 included twin rally stripes, quicker steering and the F41 handling suspension with E70x15 raised-letter tires on seven-inch wide rims.

With a solid-lifter 302 V-8 and four-barrel carburetor the 1969 Z28 wasn't the fastest but definitely packed plenty of power for most performance seekers. Another option unique to the 1969 Z28 was the cowl-induction hood with a valve that opened to draw in cool air from the base of the windshield. The Hurst-shifted close-ratio four-speed was standard.

1969 Chevrolet Camaro Specifications

Model Number	Body/Style Number	Body Type & Seating	Factory Price	Shipping Weight	Total Production
Camaro Series 23 - Six-Cyl
23	37	2d Cpe	$2,621	3,005 lbs	Note 2
23	67	2d Conv	$2,835	3,255 lbs	Note 3
Camaro Series 24 - V-8
24	37	2d Cpe	$2,727	3,135 lbs	Note 2
24	67	2d Conv	$2,940	3,385 lbs	Note 3
Camaro Rally Sport Series 23 + Z22 - Six-Cyl
23	37	2d Cpe	$2,753	Not Available	Note 4
23	67	2d Conv	$2,967	Not Available	Note 4
Camaro Rally Sport Series 24 + Z22 - V-8
24	37	2d Cpe	$2,859	Not Available	Note 4
24	67	2d Conv	$3,072	Not Available	Note 4
Camaro SS Series 24 + Z27 - RPO L48 "Turbo-Fire 350" V-8/3-Speed Manual Transmission
24	37	2d Cpe	$3,023	Not Available	Note 5
24	67	2d Conv	$3,236	Not Available	Note 5
Camaro SS Series 24 + Z27 - RPO L34 "Turbo-Jet 396" V-8/3-Speed Manual Transmission
24	37	2d Cpe	$3,207	Not Available	Note 5
24	67	2d Conv	$3,420	Not Available	Note 5
Camaro SS Series 24 + Z27 - RPO L35 "Turbo-Jet 396" V-8/3-Speed Manual Transmission
24	37	2d Cpe	$3,086	Not Available	Note 5
24	67	2d Conv	$3,299	Not Available	Note 5
Camaro SS Series 24 + Z27 - RPO L89 "Turbo-Jet 396" V-8/3-Speed Manual Transmission
24	37	2d Cpe	$3,734	Not Available	Note 5
24	67	2d Conv	$3,947	Not Available	Note 5
Camaro Indy Sport Convertible (Indy 500 Pace Car Replica) Model 2467 + Z11 (350-cid V-8)
24	67	2d Conv	$3,405	Not Available	3,675
Camaro Indy Sport Coupe Model 12437 + Z10 (350-cid V-8)
24	37	2d Cpe	$3,192	Not Available	200 - 300
Camaro Z/28 Sport Coupe - Series 24 + Z/28 - V-8/4-Speed Manual Transmission
24	37	2d Cpe	$3,588	Not Available	20,302

NOTES:

Total Production = 243,085

Base Coupe = 165,226

Base Convertible = 17,573

Rally Sport = 37,773

SS = 36,309

Model Series Identification

Camaro - 12300, 12400, 12500, 12600	Camaro Std. Sport Coupe - 12337, 12437
Camaro Std. - 12300, 12400	Camaro Std. Convertible - 12367, 12467
Camaro Deluxe - 12500, 12600	Camaro Deluxe Sport Coupe - 12537, 12637
Camaro Sport Coupe - 12337, 12437, 12537, 12637	Camaro Deluxe Convertible - 12567, 12667
Camaro Convertible - 12367, 12467, 12567, 12667

Chassis Specifications

Model	Wheelbase	Overall Length	Width	Front Tread	Rear Tread	Tires
Camaro	108 in	188 in	74 in	59 in	58 in	E78 x 14B
Camaro SS 350	108 in	188 in	74 in	59 in	58 in	F70 x 14
Camaro Z/28	108 in	188 in	74 in	59 in	58 in	E70 x 15

VIN Numbers

Serial Numbers were stamped on a plate on the left front door hinge pillar (center pillar on Corvair). The Fisher Body number plate on the right-hand side of the cowl gives additional information such as the body style number, the production sequence number, the trim (upholstery) number code and the paint number code. Also the serial number was on the top of the dash, left side, visible thru windshield.

First Symbol - Manufacturer 1 = Chevrolet

Second & Third Symbol - Series 01 = Corvair 500 six-cylinder 35 = Chevelle Malibu/Concours six-cylinder 05 = Corvair Monza six-cylinder 36 = Chevelle Malibu/Concours V-8 11 = Nova four-cylinder 38 = Chevelle Concours Estate V-8 13 = Nova six-cylinder 53 = Biscayne/Brookwood six-cylinder 14 = Nova V-8 54 = Biscayne/Brookwood V-8 23 = Camaro six-cylinder 55 = Bel Air/Townsman six cylinder 24 = Camaro V-8 56 = Bel Air/Townsman V-8 31 = Chevelle Nomad six-cylinder 63 = Impala six-cylinder 32 = Chevelle Nomad V-8 64 = Impala/Kingswood V-8 33 = Chevelle/Greenbriar 300 Deluxe six-cylinder 66 = Caprice/Kingswood Estate V-8 34 = Chevelle/Greenbriar 300 Deluxe V-8 94 = Corvette

Fourth & Fifth Symbol - Body Style 11 = two-door sedan 45 = four-door nine-passenger station wagon 27 = two-door pillared sport coupe 46 = four-door three-seat station wagon 35 = four-door six-passenger station wagon 47 = Impala Custom or Caprice sport coupe 36 = four-door two-seat station wagon with dual -action tailgate 67 = two-door convertible 37 = two-door hardtop or sport coupe 69 = four-door sedan 39 = four-door hardtop or sport sedan 87 = Impala two-door sport coupe

Sixth Symbol - Last Digit Of The Model Year 9 = 1969

Seventh Symbol - Assembly Plant (A) Atlanta, Georgia (N) Norwood, Ohio (B) Baltimore, Maryland (R) Arlington, Texas (C) Southgate, California (S) St. Louis, Missouri (D) Doraville, Wisconsin (T) Tarrytown, New York (F) Flint, Michigan (U) Lordstown, Ohio (G) Framingham, Massachusetts (W) Willow Run, Michigan (J) Janesville, Wisconsin (Y) Wilmington, Delaware (K) Kansas City, Missouri (Z) Fremont, California (L) Los Angeles, California (2) St. Therese, Quebec, Canada

Last Six Symbols - Production Sequence Started at 100001

1969 Chevrolet Camaro Options

Code	Description	Price
AS1	Front Shoulder Belts	$23.20
AS4	Custom Deluxe Rear Shoulder Belts	$26.35
AS5	Standard Rear Shoulder Belts	$23.20
A01	Soft-Ray All Tinted Glass	$32.65
A31	Power Windows	$105.35
A39	Custom Deluxe Front and Rear Shoulder Belts	$9.00
A67	Rear Folding Seat	$42.15
A85	Custom Deluxe Front Shoulder Belts	$26.35
B37	Color Keyed Floor Mats	$11.60
B93	Door Edge Guards	$4.25
CE1	Headlight Flasher	$15.80
C06	Power Convertible Top (Convertible)	$52.70
C08	Vinyl Roof Cover (Sport Coupe)	$84.30
C50	Rear Window Defroster	$22.15
C60	Air Conditioning	$376.00
DX1	Front Accent Striping	$25.30
D33	Left-Hand Remote Controlled Outside Rearview Mirror	$10.55
D34	Visor-Vanity Mirror	$3.20
D55	Center Front Seat Console	$53.75
D80	Spoiler	$32.65
D90	Sport Striping	$25.30
D96	Fender Striping	$15.80
F41	Heavy-Duty Sport Suspension	$10.55
GT1	Optional Rear Axle Ratio 2.56	$2.15
G31	Special Heavy-Duty Rear Springs	$20.05
G76	Optional Rear Axle Ratio 3.36	$2.15
G80	Positraction Rear Axle	$41.15
G92	Optional Rear Axle Ratio 3.08 (Performance / High Altitude)	$2.15
G96	Optional Rear Axle Ratio 3.55	$2.15
G97	Optional Rear Axle Ratio 2.73	$2.15
H01	Optional Rear Axle Ratio 3.07	$2.15
JL8	Power Four-Wheel Disc Brakes	$500.30
J50	Power Brakes	$42.15
J52	Power Front Disc Brakes	$64.25
KD5	Positive Crankcase Ventilation	$6.35
K02	Temperature Controlled Fan	$15.80
K05	Engine Block Heater	$10.55
K79	42-Amp Delcotron Alternator	$10.55
K85	63-Amp Delcotron Alternator	$26.35
LM1	350 cid/255-hp V-8	$52.70
L22	250 cid/155-hp Six Cylinder	$26.35
L34	396 cid/350-hp V-8 (SS Only)	$184.35
L35	396 cid/325-hp V-8 (SS Only)	$63.20
L48	350-cid/300-hp V-8 (Base SS)	Included in SS Package
L65	350 cid/250-hp V-8	$21.10
L78	396 cid/375-hp V-8	$316.00
L78/L89	396 cid/375-hp V-8 w/ Aluminum Heads (SS Only)	$710.95
MB1	Torque Drive Transmission (6-Cyl only)	$68.65
MC1	Special 3-Speed Manual Transmission	$79.00
M11	Floor Mounted Gearshift Lever	$10.55
M20	Wide-Ratio 4-Speed Manual Transmission	$195.40
M21	Close-Ratio 4-Speed Manual Transmission	$195.40
M22	Close-Ratio Heavy-Duty 4-Speed Manual Transmission	$322.10
M35	Powerglide Automatic Transmission w/ Six-Cylinder Engine	$163.70
M40	Turbo Hydra-Matic Transmission	$190.10
NC8	Chambered Dual Exhaust System	$15.80
N10	Dual Exhaust System	$30.55
N33	Comfortilt Steering Wheel	$45.30
N34	Walnut- Grained Steering Wheel	$34.80
N40	Power Steering	$94.80
N44	"Quick-Response" Variable-Ratio Steering	$5.80
N65	Spacesaver Spare Tire	$19.00
N66	Chevelle SS Type Wheel	$75.00
N95	Simulated Wire Wheel Covers	$73.75
N96	Mag-Style Wheel Covers	$73.75
PA2	Mag-Spoke Wheel Covers	$73.75
PK8	E78-14 White Sidewall Tires	$32.10
PL5	F70-14 White Letter Tires	$63.05
PW7	F70-14 White Stripe Tires	$62.60
PW8	F70-14 Red Stripe Tires	$62.60
PY4	F70-14 Fiberglass-Belted White Stripe Tires	$88.60
PY5	F70-14 Fiberglass-Belted Red Stripe Tires	$88.60
P01	Bright Metal Wheel Covers	$21.10
P06	Wheel Trim Rings	$21.10
T60	Heavy-Duty Battery	$8.45
U15	Speed Warning Indicator	$11.60
U16	Tachometer	$52.70
U17	Special Instrumentation	$94.80
U35	Electric Clock	$15.80
U46	Light Monitoring System	$26.35
U57	Stereo Tape Player	$133.80
U63	AM Radio	$61.10
U69	AM/FM Radio	$133.80
U73	Manual Rear-Mounted Radio Antenna	$9.50
U79	Push Button AM/FM Stereo Radio	$239.10
U80	Rear Seat Speaker	$13.20
VE3	Special Body Color Front Bumper	$42.15
V01	Heavy-Duty Radiator	$14.75
V31	Front Bumper Guard	$12.65
V32	Rear Bumper Guard	$12.65
V75	Liquid Tire Chain	$23.25
ZJ7	Rally Wheels	$35.85
ZJ9	Auxiliary Lighting	$13.70
ZK3	Custom Deluxe Seat and Shoulder Belts	$12.10
ZL2	Special Cold Air Induction Hood (SS or Z/28 Only)	$79.00
Z11	Special Indy 500 Convertible Package	$36.90
Z21	Style Trim	$47.40
Z22	Rally Sport Package	$131.65
Z23	Special Interior Group	$17.95
Z27	Camaro Super Sport Package	$295.95
Z28	Special Performance Package	$458.15
Z87	Custom Interior / Two Tone Paint	$142.20

1969 Chevrolet Camaro Engine Options

Location Of Engine Code: 6-Cyl-- Stamped on a pad behind the distributor on right side of block. 8-Cyl-- Stamped on the block in front of the right hand cylinder head.

Letter Code	Engine	Horsepower	Torque	Transmission	Carburetor
AM	6-230	140	220	Manual 3 & 4-Speed	1 BC
AN	6-230	140	220	Powerglide & Torque Drive	1 BC
AO	6-230	140	220	Turbo Hydra-Matic 350	1 BC
AP %	6-230	140	220	Manual 3 & 4-Speed	1 BC
AQ %	6-230	140	220	Powerglide & Torque Drive	1 BC
AR %	6-230	140	220	Turbo Hydra-Matic 350	1 BC
BB	6-250	155	235	Powerglide & Torque Drive	1 BC
BC %	6-250	155	235	Powerglide & Torque Drive	1 BC
BD	6-250	155	235	Turbo Hydra-Matic 350	1 BC
BE	6-250	155	235	Manual 3 & 4-Speed	1 BC
BF %	6-250	155	235	Manual 3 & 4-Speed	1 BC
BH %	6-250	155	235	Turbo Hydra-Matic 350	1 BC
DA	8-307	200	300	Manual 3-Speed	2 BC
DC	8-307	200	300	Powerglide	2 BC
DD	8-307	200	300	Turbo Hydra-Matic 350	2 BC
DE	8-307	200	300	Manual 4-Speed	2 BC
DZ	8-302	290	290	Manual 4-Speed	4 BC
FJ	8-327	210	320	Manual 3 & 4-Speed	2 BC
FK	8-327	210	320	Powerglide	2 BC
FL	8-327	210	320	Turbo Hydra-Matic 350	2 BC
HA	8-350	300	380	Manual 3 & 4-Speed	4 BC
HB	8-350	300	380	Turbo Hydra-Matic 350	4 BC
HC	8-350	250	345	Manual 3 & 4-Speed	2 BC
HD	8-350	250	345	Turbo Hydra-Matic 350	2 BC
HE	8-350	300	380	Powerglide	4 BC
HF	8-350	250	345	Powerglide	2 BC
HP	8-350	300	380	Manual (Heavy Duty Clutch)	4 BC
HQ	8-350	255	365	Manual 3 & 4-Speed	4 BC
HR	8-350	255	365	Powerglide	4 BC
HS	8-350	255	365	Turbo Hydra-Matic 350	4 BC
JB	8-396 (E)	325	410	Powerglide	4 BC
JF	8-396 (E)	350 +	415	Manual 4-Speed	4 BC
JG	8-396 (E)	325	410	Turbo Hydra-Matic 400	4 BC
JH	8-396 (E)	375 #	415	Manual 4-Speed	4 BC
JI	8-396 (E)	350 +	415	Turbo Hydra-Matic 400	4 BC
JJ	8-396	(A.H.)	415	Manual 4-Speed	4 BC
JL	8-396 (E)	375 #	415	Turbo Hydra-Matic 400	4 BC
JM	8-396	(A.H.)	415	Turbo Hydra-Matic 400	4 BC
JU	8-396 (E)	325	410	Manual 3 & 4-Speed	4 BC
KA	8-396 (E)	350 +	415	Manual (Heavy Duty Clutch)	4 BC
KC	8-396 (E)	375 #	415	Manual (Heavy Duty Clutch)	4 BC
KE	8-396	(A.H.)	415	Manual (Heavy Duty Clutch)	4 BC
KL	8-396	375	415	Not Available	4 BC
ME	8-427	430 (A.H.)	460	Manual (Heavy Duty Clutch)	4 BC
MG	8-427	430 (A.H.)	460	Manual (Heavy Duty Clutch)	4 BC
CJB	8-396 (L)	325	410	Powerglide	4 BC
CJF	8-396 (L)	350 +	415	Manual 4-Speed	4 BC
CJG	8-396 (L)	325	410	Turbo-Hydramatic 400	4 BC
CJH	8-396 (L)	375 #	415	Manual 4-Speed	4 BC
CJI	8-396 (L)	350 +	415	Turbo-Hydramatic 400	4 BC
CJL	8-396 (L)	375 #	415	Turbo Hydra-Matic 400	4 BC
CJU	8-396 (L)	325	410	Manual 3 & 4-Speed	4 BC

Notes:

(p) Police

(t) Taxi

(A.H.) Aluminum Heads

(E) 1st design; 396 cu. in.

(L) 2nd design; 402 cu. in.

+ High Performance

# Special High Performance

% Used w/ Air Conditioning

Transmission Codes

Transmission Location Powerglide (Corvair) On top of the case in the rear at 11 o'clock. Powerglide Passenger (exc. Corvair) Immediately behind right hand machining lug with the bottom of the sticker parallel to mold flash. Powerglide All models stamped on the right side of transmission oil pan. Turbo Hydra-Matic Right hand vertical surface of transmission case 3-Speed Corvair and fully synchronized Passenger (exc. Warner Gear) transmissions stamped on square boss on left side below and rear of cover 4-Speed Passenger models (exc. Corvair) stamped on right side of case ahead of the extension. 4-Speed (Corvair) Stamped on boss on lower left side of case just below side cover.

Plant and Type Designation Prefix Plant Transmission Type N Muncie 4-Speed W Warner Gear 3 and 4-Speed P Muncie 4-Speed R Saginaw 4-Speed S Saginaw 3-Speed M Muncie 3-Speed, Overdrive* C Cleveland Powerglide T Toledo Powerglide CA Hydra-Matic 3-Speed, Automatic Turbo Hydra-Matic D Saginaw Overdrive K McKinnon 3-Speed E McKinnon Powerglide O Saginaw Overdrive X Cleveland Turbo Hydra-Matic 350 B Cleveland Turbo Hydra-Matic 350 Y Toledo Turbo Hydra-Matic 350 A Cleveland 2-Speed, Manual Powerglide *Overdrive distinguished from 3-Speed by physical appearance only. The above transmissions (exc. Warner Gear) will carry a production code number such as: C1116N (C = Cleveland Powerglide, 11 = November, 16 = 16th, N = Night Shift). The Warner Gear transmissions will carry a production code number such as: WG1031 (W = Warner Gear 4-Spd., G = July, 10 = 10th, 7 = 1967, 1 = First Shift).

Axle Codes

Location Of Axle Codes: The axles for Chevrolet will be built by Chevrolet Buffalo, Chevrolet Gear and Axle, Buick, Oldsmobile, and McKinnon. Divisional Manufacturer code letters will be metal stamped on the axle tube adjacent to the carrier for identification. Metal stamp on left rear axle tube on the rear side, letters and numerals 3/16 in. high, 3 in. outboard of carrier.

Codes - Non-Locking Codes - Locking Ratio Inspection Cover BA, PB, PY BB, PC, PZ, QS 2.56 10 Bolt, 12 Bolt BC BD 3.36 10 Bolt BI, BP BQ, PX, QT 2.73 10 Bolt, 12 Bolt BL BR, QU 3.07 12 Bolt BM BS, QV 3.31 12 Bolt BN BT, QW 3.55 12 Bolt BO BU, QX 3.73 12 Bolt BV, QY 4.10 12 Bolt BW, QZ 4.56 12 Bolt BX, QN 4.88 12 Bolt PA PE 3.08 10 Bolt

Manufacturer Identity B - Buick C - Chevrolet Buffalo O - Oldsmobile K - GM of Canada, St. Catharines P - Pontiac M - GM of Canada G - Chevrolet Gear & Axle

source: http://www.oldride.com/library/1969_chevrolet_camaro.html http://www.stevescamaroparts.com

1967 - 1969 Camaro Parts - Ken and David's 1968 Camaro Race Story - Steves Camaro Parts San Bruno - 650-873-1890

The Camaro

It’s 1976.  A young high school student and his friend sit at a stoplight in his sisters 1968 Camaro equipped with a 390hp 427 engine. They had been cruising at lunch time with different friends exchanging seats for a cruise around the school.

    Next to them pulls up a guy in a 67 small block Camaro. The 67 was nothing to look at, aged silver paint and rear tires sticking out from the wheel wells, just a rough car overall, but from the rumble of the exhaust and the revving of the engine , it was obvious it should not to be dismissed as a weak puke of a car.

     The drivers eyes met and nods exchanged. They both knew what would happen next. The light turned green and the two cars launched with a trail of smoke behind. Side by side the two cars accelerated down the East Lake Avenue. The traffic was clear as they passed the Dairy Queen on the left at 50+ miles per hour. But on the right was one of the local black and whites waiting for such a display of power. With lights rolling the “City Kitty” began pursuit.

  The 67 turned left and the 68 broke right at the next intersection. The cop was in the right lane so naturally he followed the 68 427 car. With the police right behind me, thoughts of making a run for it down Trafton alley flashed through my head but were quickly replaced with images of going to jail and impound for the car. I pulled to the curb and shut‘er down.

   Now at this point I’d like to say I calmly removed my license and waited to the approaching officer, but the reality was I was shaking so much I don’t think I could even find my wallet let alone retrieve the license.

  The officer approached my window. “ License and registration please” A short pause, then the phrase I never really understood. “ Do you know why I pulled you over sir? “ Yah I think I know why. (I was thinking to myself.)  I kept silent still looking for my license and shaking in my boots.

   After fumbling for the requested paperwork and listening to a good butt chewing, the officer noticed my friends name on his license. “Hey kid I think I went to school with your mom.” The officer said.  My eyes began to dry as I watched my friend work us out of a ticket. “Yea that’s my mom” my friend responded followed by more small talk. At the end of the conversation I heard the words we all want to hear from an officer of the law. “ I’m giving you guys a warning this time , but don’t let me catch you doing anything like this again”.

   I don’t know if  the officer had pity on me because of the state I was in  or the story my buddy was giving him that led to the grace that was shown to me that day, but that didn’t matter. I was just was grateful to be able to drive back to school in “The Camaro”

  Fast forward 34 years later. July 4th 2010 the same Camaro was entrusted to me once again. This time the pink slip was signed over. The Camaro was my sister’s daily driver 29 years then it was stored in our mom’s garage. There it sat for the next 13 years being started periodically and cruised up the block a few times a year. 

   My goal is to restore this special car with the help of my sixteen year old son and my friends, enter it in car shows and also to honor my sister and brother in law who purchased it new.  When finished I would like it to be considered as a featured car in Hemmings Muscle Magazine  

   We have been doing the restoration in stages so we could enjoy driving and entering it in local car shows. The highlight so far was taking two laps on Laguna Seca Raceway in Monterey Ca. as part of the Cherry’s Jubilee car show last year. The most fun I ever had in a car.

   So far with the help of friends we have rebuilt the engine, resealed the transmission, repainted the engine compartment, fire wall and sub frame. We also have rebuilt the front suspension/brakes. Did the interior and trunk. At the time of this writing, we have the rear differential; leaf springs, fuel tank and exhaust system removed and are painting the chassis.

  Hopefully we will be able to have the car exterior painted before July this year. We will be doing as much of the prep ourselves with a skilled person doing the painting.

                                                                                                                                   

                                                                        Ken and David H

                                                                        Watsonville Ca.

http://www.stevescamaroparts.com

1967 - 1969 Camaro Parts - Driving the 1969 Chevy Camaro Z/28 and its 2014 successor, for history - Steves Camaro Parts San Bruno - 650-873-1890

“If this storm hits, we’re screwed. I don’t mind the raindrops,” he said, “but what concerns me is getting the underside all messed up with dirt.”

A Carolina Blue, 1969 Chevrolet Camaro Z/28, the only one of its kind in existence, shone under the bright lights at Mecum Auctions in Indianapolis. It was rolling onto the auction block in just 48 hours – expected to fetch around $400,000 – so I could appreciate Mecum’s concerns. I looked at my watch. It read 8 a.m.: “When is this storm due to hit?” I asked.

“Now, so you should probably get out there,” I was told. “By the way, where’s this brand-new Z/28 at?”

Few cars drew as much excitement as when Chevrolet announced the rebirth of its iconic moniker. That was over a year ago now, and yet production is only just beginning. Engineers have treated their new baby like a fine wine – requiring a seasoned mouthful of fillet and a slow decant to remove unwanted sediment. And this unhurried, methodical process worked, as I discovered for myself a handful of weeks ago at the Barber Motorsports Park in Alabama. From behind the wheel, the 2014 Camaro Z/28 astonishes.

The ’69 Z/28, however, remains a machine many deem to be one of the greatest muscle cars of them all – a roaming billboard of red, white and blue; Hendrix embodied in metal. The fine folks atMecum Auctions allowed me to test-drive the legendary car, while I brought along its modern-day counterpart for comparison. It was set to be a once-in-a-lifetime experience, but it would all be for nothing if I didn’t beat this blasted rain. 

I trailed Mecum’s chief mechanic aboard a black golf cart – all the while inhaling the 69’s pungent fumes and humming “Lay Lady Lay” uncontrollably. We pulled over on a quiet road, and while I got myself settled behind the wheel, I was offered words of wisdom from the man that had tuned her up ready for auction: “Just baby the throttle, but keep the revs up,” he said. “Like any old car, she’s temperamental, but she runs real sweet.”

There’s something about an old V-8 that transports you back in time. It was Woodstock, Aug. 15, 1969. 500,000 unkempt youths, high on life, rocking to the likes of Jimi, Joplin, and The Who. The 302 cubic-inch motor roared, and I imagined Neil Armstrong’s giant leap, military jackets festooned in peace signs, and headbands shielding wild, unruly hair. Those that lived that glorious era were blissfully unaware that just a few years later – after skyrocketing fuel prices, insurance hikes and stifling EPA mandates – that era was about to end.

When the Z/28 returned in 1977, long gone was the 350 hp V-8, replaced by a lump maxing out at just 185 hp. Times had changed, and car culture has never been the same since. 

For 2014, Chevrolet promised to do justice to the original Z/28. A suitable 7.0-liter V-8 found its way under the hood, pushing 505 hp. Air conditioning and a stereo became a $1,500 option; carbon ceramic brakes arrived standard, as did special Multimatic dampers. The tires were near-slick race rubber, because the Z/28 was always intended to be a racecar for the street.

Named not after a wild horse or toothy fish, the Z/28 moniker was merely a production order number (RPO Z28, following the Camaro SS which was Z27). Vincent Piggins, a veteran Chevy engineer and the man behind the Hudson Hornet’s NASCAR championships from the ‘50s, was responsible for convincing company execs of the need for such a performance car.

In 1966, SCCA created the Trans-Am sedan class, aimed at the ’67 season. Piggins spoke with SCCA officials and confirmed Chevrolet’s involvement. Due to their rear seats, pony cars could qualify as "sedans," meaning all Piggins had to do was get his boss to see his vision. A 327 block featuring a 283 crank, providing a displacement of 302.4 to sneak under the SCCA’s 305 cubic inch limit, was all it took to score a green light.

The Z/28 was born, and as of January 1, 1967, the car began homologation with the FIA as a Group II racecar.

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Shifting through the Rock Crusher 4-speed manual gearbox, using the Cross Ram induction and dual Holley four-barrel carburetors to maximize grunt, it’s said the 1969 Z/28 pushed 290 hp. In reality, it surpassed 350 hp. The steering felt vague on center, while at slow speeds, my shoulders ached as I manhandled the non-assisted wheel. We all lament over how electric power steering diminishes the feel you get through the tires, up the column, and into your fingertips. But the precision and speed of today’s racks make me think that much of that grievance is down to a lack of memory.

But I enjoyed the weight of the wheel, and the heavy clutch. When I came to the end of the short stretch of road I was permitted to drive on, I slipped the gear lever into reverse, requiring a few stabs and jiggles for it to engage. I then rolled my right ankle off the brake pedal and onto the throttle – in a desperate effort to keep the motor alive.

At first, with every stop, it stalled. But as my drive continued, I began to learn its quirks and nuances. I’d keep it in gear as long as I could, bobbling along at 3 mph. I engaged reverse before coming to a complete stop, and then moved my foot from the brake to the gas pedal while holding the car steady via the clutch (the pedals were too far apart for proper "heel and toe"). I depressed the gas pedal more swiftly so as to relieve the weary clutch from its duties, and by doing so, I eliminated the stall most every time. You needed to move fast in this car, and yet I envisaged every ’69 Z/28 being different, requiring an alternate strategy. I imagined it as a living, breathing organism. I imagined it as a friend. 

When slipping behind the wheel of the all-new Z/28, I immediately lurched off the line like a teenager driving for the first time. I was used to the '69's weighty clutch; my left leg was like a heavy metal anchor, too cumbersome to control. I then dabbed the brakes, only to narrowly miss smacking my head on the wheel. It appeared my right leg had suffered a similar curse.

A 2014 Z/28’s carbon brakes aren’t grabby; in fact they’re one of the best systems on any production car, helping make its $75,000 price tag a relative steal (note: “relative”). Never would one describe a 2014 Z/28 as comfortable; even Chevrolet says it’s not suited to the street. But after driving the ’69, which wasn't uncomfortable itself, the older brother felt very comfortable, somewhat docile, and yet still passionate and engaging at the same time.

Of course it wasn’t docile, but my senses had been tricked. I did wonder, however, why we have such an obsession with a Rolls-like ride quality and noise-proof interiors. We’re all spoiled, as if we wish to drive swathed in bubble wrap. It felt so refreshing to be in a modern-day car that was unruly, agitated and ferocious. This new Z/28 felt like a dying breed – one that must be treasured.

The V-8’s roar was familiar; the square dials on the dash, too, were reminiscent of those found in the ’69. It’s the first Z/28 in decades that I’ve cared for. And while it handles far more like a sports car than a traditional muscle car, you can feel that burliness within.

The ’69 was all brute strength. There was no finesse, or glamor. It was a car for blue-collar workers – the heart of America. This particular Z/28 was unrestored, bar a lick of paint in the early ‘90s. The first owner, Lyle Mader of Madison, S.D., spec’d out the car to $4,720.50. On June 20, 1969, it left the Norwood, Ohio, factory on route via train to Rapp Chevrolet in Marion, S.D. During a lengthy rest stop, thieves climbed aboard the train and spotted the baby blue Z/28, with its twin stripes flowing over the rear wing like a Yosemite waterfall. The Cross Ram induction was stolen, along with its 8-track tape player. The original, handwritten note from the shipping company to the dealership stating the crime is still in the glove compartment. By the time Mader took delivery, the dealership had of of course returned it to its intended state. And at Mecum Auctions, a new chapter in its history will be written.

Against all odds, the storm set to hit Indianapolis that day held off – perhaps a gift from the gods, or simply proof that meteorologists are rarely correct. I returned to base, parking the ’69 on its stand ready for sale, with no more than a drop of fuel left in the tank.

This test was not about performance, or speed, or whether old school tops new school. It was about celebrating a glorious era of motoring (and I include Hemi Cudas, GT350s, GTOs, and all the other greats in that statement). Cars like the 2014 Camaro Z/28 fight to keep that legacy alive. While those lucky enough to live it won’t ever forget.

That day, I got my fill of nostalgia. It was August 15, 1969. Hendrix was electrifying Woodstock. And I was in a Z/28, with not a care in the world.

source: motoramic
by Alex Lloyd

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 Parts - Berger 1969 Chevy Camaro SS - Rare Pair Read more - Steves Camaro Parts San Bruno - 650-873-1890

Liberty, Texas, is a long way from Grand Rapids, Michigan, but the Michael Rileys (Senior and Junior) from that east-Texas town have made a strong connection to that small city "up north."

In fact, they've made the two-day journey between Texas and Michigan several times during the past few years as they've become acquainted with Grand Rapids-based Berger Chevrolet and the unique Camaros that have come out of the dealership. Recently, the Rileys have taken delivery of a Berger Chevrolet 75th Anniversary Camaro SS to complement the family's restored '69 Berger-sold COPO Camaro.

Berger Chevrolet gained a reputation in the '60s and '70s as a haven for hot Chevy parts and power packages. The dealership sold numerous COPO Camaros and Chevelles, including one of the 69 ZL-1 Camaros built in 1969.

"I never even heard of Berger before we found the '69," says Mike Riley (the elder Michael of the family). "Back in 1994, we decided to find a rare Camaro, like a Yenko or Nickey or something like that. My son Michael came across an ad in the Old Car Trader for a '69 Berger COPO Camaro. We didn't know really what a Berger was at the time, but we did some research and found out they're more rare than even a Yenko."

With that, the Rileys brought their transporter to Lowell, Michigan. It's a village near Grand Rapids where, apparently, the super-rare Camaro had "lived" most of its years-not even 20 miles from the dealership.

Like most COPOs, this Daytona Yellow example had been bought to race. Its overall condition was rough, but complete. The Rileys made their deal with the owner and hauled the rare F-car back to Texas.

The COPO's singular lifestyle, though, presented some pros and cons to the restoration process. Because it was primarily a race car, it wasn't subjected to the harsh, salty Michigan winters that consumed so many native musclecars. It was also stored indoors. This combination preserved the body exceptionally (for a rust-belt car), but its lack of sheetmetal cancer was apparently an accident of its overall care because none of the previous owners did much to prevent dings and dents.

"Every single body panel needed attention," says Riley. "There was body damage everywhere. And one of the previous owners said he was sure the car had once scraped its entire passenger side along the guardrail at the dragstrip."

The car had also suffered the ignominy of a '80s makeover that was as trendy as an episode of Miami Vice.

"Somebody took off all the chrome and badges," Riley says. "What brightwork was left, they painted black. It was so '80s-looking!"

That, and a pair of phony Z28 stripes were laid down the hood. But years of building street rods had given the Rileys all the experience they needed to smooth the '69's flanks. They even tackled the engine and interior work at home.

Wonderful Trash
The car's interior was "trashed," in Mike Riley's words, but filled with "wonderful trash," too.

"We found receipts and paperwork that had just stayed in the car over the years," he says. "We even found old timeslips. The car was running mid-12s on street tires back in the mid-'80s; which is pretty much when it was taken out of circulation."

That the car ran on street tires points out another interesting fact: The Riley's COPO, unlike others, was never cut-up, despite its many years of dragstrip duty.

"Nobody ever cut the fenders or narrowed the axle," Riley says. "We checked all the codes and numbers; this car still has the original engine, transmission and BE-coded 4.10 rearend."

Some hard launches on wide slicks had worn down the insides of the rear fenders, but this COPO was never butchered in the name of speed. Of course, all those quarter-mile blasts took their toll.

source: http://www.superchevy.com/features/camaro/sucp_0103_berger_1969_chevy_camaro_ss/

by Barry Kluczky

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 Parts - A CAMARO WITHOUT COMPROMISE! - Steves Camaro Parts San Bruno - 650-873-1890

 

THE PHASE III SS-427

A CAMARO WITHOUT COMPROMISE!

The BALDWIN/MOTION COMBINE had an answer for the late 60's "FACTORY HIGH PERFORMANCE DILEMMA"..! Chevrolet is inherently limited to the amount of performance they can build into a vehicle. As a result production cars, especially high performance models are produced with a multitude of built-in compromises. They have-to-be..! These allowances are necessary to keep manufacturing costs down and to comply with state and federal regulations. As a result, the end product is basically a "de-tuned" version of the original concept, no where near it's best in terms of performance... During production of the first generation Camaro these compromises were most apparent. They included: Diaphragm clutches that stuck to the floor on redline powershifts, hydraulic lifter cams that pumped up at 5000 rpm, carbon core ignition wiring, ineffective carburetion that to ran out of gas at high rpm, un-tuned suspensions that lead to wheel hop and smog equipment that robbed power and added excessive weight etc., etc. All of which are totally non-conducive to high performance driving. Back then, if you wanted a R-E-A-L performer, let's say a dual purpose street/strip machine, you could order up a pretty hot SS 396-375 Camaro from Chevrolet with all of the standard built-in factory compromises listed above. However, as good a "potential" product it was, with all of those compromises it probably wouldn't be quite the performer you expected...! WHAT TO DO?... As was typical of the time, you would begin the gutsy process of tearing a brand new Camaro apart and rebuilding it the "right way" by removing the evil and adding all the hot after market goodies. Then finally, after spending plenty of time and a ton more cash you hopefully came away with a pretty competitive little Camaro. Which by the way, was totally subjective to your knowledge and skills in the building of a high performance car and therefore offered no guarantee and neatly did away with your factory warrantee! Thank God for Alternative's.... How about buying a ready to go, de-bugged, 100 percent legal street/race Camaro guaranteed to run mid 11 second quarters from a Chevrolet dealership! ENTER THE BALDWIN-MOTION CONCEPT... WOULD YOU BELIEVE....THE PHASE III GOES TO 60 MPH IN JUST 4.8 SECONDS! The idea behind BALDWIN/MOTION PHASE III CAMARO was to be able to offer a package without compromises... A genuine street/strip super car, the real thing! The basic car came packed with the most popular performance products that were usually put together piece by piece by the owner after a hot factory car was purchased. The wild thing about the MOTION package was that it could be financed, insured and delivered by a authorized Chevrolet dealership!!! Every piece of equipment used in the Phase III Camaro was proven on the dyno, street, and strip prior to its release. So, the buyer is received a proven product, which by the way was guarenteed to turn 120 MPH in 11.50 seconds or better with an approved driver on an AHRA or NHRA sanctioned drag strip!! The basic machine tagged out at $4,990 which covered the following: 427 engine, close ratio four speed, any ratio (4.56 recomended) beefed posi rear, HD suspension and radiator, Wide Ovals, chrome goodies, complete Super Bite suspension, dyno-jetted Holley three barrel on a special high rise aluminum manifold, M/P-Mallory Super Spark ignition system with Ram Charger wiring, dual electric fuel pump, tuned equal-length headers, Phase III solid cam and Ultra-Rev kit, Scooped fiberglass hood, Schiefer clutch and flywheel, Lakewood scattershield, deeptone mufflers, power disc brakes, and a clutch-type fan. The extras such as; Sun Tach and gauges, Wood wheel, Hurst Shifter, mag wheels, Indy tires, functional outside exhausts, radio and a few other do-dads (as seen on the Camaro in this article) would bring the price up to about $5,400... Performance of the Phase III Camaro was as would be expected... noisy and it idled rough, but you might expect that from a car that harnessed 500-plus horses. The Super-Bite suspension kit (bars, shocks and front end spacers) backed up by a set of Air-Lifts allowed the car to come out of the hole at 5,000 RPM and to power shift gears at 7,000 RPM without losing it. source: http://www.camaro-untoldsecrets.com/articles/flash2.htm 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  http://www.stevescamaroparts.com