Although this legendary rear-wheel-drive muscle car platform drew to a close during the 2015 model year, it will not only be remembered for its looks, but for its potential as a bona fide supercar. Chevrolet took the fifth-generation platform to the next level with the 2012 Camaro ZL1. The 2014 Camaro Z/28 pushed the limits of the chassis, edging out some of the best in the business on the legendary Nürburgring track. And drag racing–minded critics of the platform got their fill with the return of the COPO Camaro for 2013. The factory-built no-VIN race car was yet another nod to the Camaro’s heritage, and a huge boost to the fifth-gen image.
The 1969 Camaro Indy 500 Pace Car and its 2011 Camaro SS counterpart, which were featured at the 100th anniversary of the Indy 500 race. A 1967 Camaro RS/SS was the first Camaro to pace the Indy 500, at the 51st race in 1967.
These factory versions of the Camaro demonstrated that the fifth-gen could do anything equally well (on dragstrip, road course, and street), albeit with the right improvements. If your goal is a reliable daily driver that will put a few car lengths between you and your neighbor’s Mustang, a bumper-dragging single-digit screamer, or anything in between, you have plenty of options to achieve it. Just like a driving instructor, my job is to show you the driving line. But you have to take the wheel and keep your Camaro shiny side up.
In 1960, the Corvair was the sum total of Chevrolet’s small-car portfolio until the Chevy II debuted the following year. However, when the Ford Mustang flooded the streets in 1964, it was immediately apparent that the mid-engine coupe should be scrapped for a sportier, front-engine car that would destroy the little pony. In 16 short months GM engineers built and tested the 1967 Camaro from the ground up, based on the hardtop Chevy II. The long-hood short-deck look is credited to Dave Holls, who also designed the 1963 Buick Riviera, and was subsequently promoted. The Camaro debuted on September 29, 1966.
This is the first Camaro: VIN 100001. This 1967 model was the first of 49 to be hand-built in Norwood, Ohio, in mid-1966 as a “pilot assembly” vehicle. Equipped with a 3.7L inline-six and 3-speed manual, its main function was to introduce the Camaro to the public in August 1966 before going on sale.
The 1969 is widely thought of as the most iconic Camaro of all time, and this particular model would be right up there. Pennsylvania Chevrolet dealer Don Yenko created 200 finely tuned Camaros based on the COPO special order program with an iron-block 427. This is also 1 of 30 to have a Turbo 400 automatic transmission.
First Generation: 1967–1969
The first-generation Camaro (1967–1969) was the shortest run of the five; however, it was certainly the most memorable. Mechanically speaking, all three model years were nearly identical. The unibody structure had a front subframe with an independent front suspension that used double A-arms and a solid rear axle with the semi-elliptical leaf springs that were popular in its day. Speaking of popular in its day, manual four-wheel drum brakes were standard, though power assist and front disc brakes were available. It wasn’t until 1969 that four-wheel disc brakes became optional.
Hugger Orange is easily the most iconic Camaro color.
The Rally Sport (RS) package was available as an add-on during the first-generation Camaro, available with any model, including the V-6, SS, and Z/28. It was an appearance package that included hideaway headlights, backup lights under the rear bumper, and different trim.
There were many engine and transmission choices starting with a 230- and 250-ci straight-6, a 327-ci small-block, and two 396-ci big-blocks (the most potent sported 375 hp). There was also an SS-350 model with a new 295-horse 350-cube V-8, Chevy’s first 350. The Rally Sport (RS) appearance and Super Sport (SS) performance packages could be ordered separately or together (RS/SS). And later in the year, the race-bred Z/28 was introduced with its high-compression and high-revving 302-cube 290-horse V-8.
For 1969 Chevrolet introduced Central Office Production Orders (COPO) 9560 and 9561. The latter (9561) was essentially a stripped-down, base Camaro coupe with a 427-ci iron big-block. GM’s records state that 1,015 of these COPOs were delivered to Yenko Chevrolet. The famous Pennsylvania dealership scoffed at the factory-rated 425 hp, squeezing another 25 hp with tuning that was good for mid-13-second times at 105 mph in the quarter-mile.
The rarest Camaro ever built is the COPO 9560, which had an all-aluminum ZL-1 427-ci big-block. Only 69 of these light and extremely quick Camaros left the factory. The ZL-1 reportedly ran low-13-second times with more than 500 hp on tap, though Chevy advertised 430 hp.
Second Generation: 1970½–1981
The second-generation Camaro came a mere three years after the pony car’s debut, arriving (late) in February 1970, and lasted more than a decade. Although perhaps not quite as iconic as the first-gen, the 1970½ Camaro offered a split bumper, which has become dear to collectors’ hearts, and was available through the 1973 model year before the new government mandated bumper regulations took effect for 1974. A wrap-around style rear window was added for 1975 and was one of the few changes until 1978 when the Camaro was given a new nose. The 1978–1981 models were known as the disco era, and are typically the least sought after today.
Camaro sales peaked with the 1979 model at 282,571. The following year, the fuel crisis plunged sales to 152,005.
Although the second-gens became the first to top the Mustang in sales (for the 1977 model year), engine options became progressively worse through the era. Originally the 155-horse 250-ci 6-cylinder was the base engine with 307-, 350-, and 396-ci options. The most potent of which (the 396 big-block) made 375 hp. The Z/28 model’s 350-ci LT-1 was right behind it with 360 horses. The high-compression engine was capable of eclipsing the quarter-mile in 14.2 seconds at 100.3 mph according to Car and Driver.
In 1971 General Motors went from the more generous “gross” power ratings to “net,” which we use today, on top of dropping the compression ratio of all its engines. By 1972 the LT-1 made a measly 255 hp (net), while the big-block made 240. The SS and its big-block were removed for 1973, and the L82 made just 245 hp. The Z/28 was killed for 1975 and the most potent engine, a 350 with a 4-barrel, made just 155 horses. Things didn’t get much better than that when the Z/28 returned in 1977 with a 170-horse version of the same engine. Until 1981, the 350 seemed to gain a few ponies every year. Meanwhile a 305 had become a popular engine choice, especially in California where the 350 was not available by 1980 because of the gas crisis.
The year 1970 introduced the second-gen Camaro and a 360-hp LT-1 V-8 engine. This Hurst Sunshine Special was a prototype for the power-sliding sunroof, as well as front and rear spoilers for the Sports Car Club of American (SCCA) Trans-Am series. It saw considerable time in the wind tunnel.
Although the early split-bumper Camaros are the most sought-after for collectors, the 1977 model saw the return of the Z/28 that emphasized handling. Between