1967 Just as the first Mustang was based on Ford's compact
Falcon, so the first 1967 Camaro was based on
Chevy's compact Nova. However, it was based on the upcoming
redesigned '68 Nova and therefore more robust than a comparable '67
Nova.
The basic engineering of the Camaro was a unibody
structure from the windshield and firewall back, with a separate
steel rail subframe for everything up front. Double A-arms made up
the independent front suspension while the solid rear axle was
suspended by semi-elliptical leaf springs. As was typical of
standard-equipped vehicles at the time, braking was by four drums,
the steering was slow and manual, and Chevy's rugged 230-cubic-inch
straight six poked out an optimistically rated 140 horsepower while
twisting a three-speed manual transmission.
The base $2,466
'67 Camaro sport coupe was lean and aggressive, as was the
convertible. Adding substance to that appearance was done either by
picking or combining individual options or trim packages called RS
and SS.
Buyers could opt for a larger 250-inch version of the
six making 155 horsepower, a 210-horsepower 327-cubic-inch
small-block V8 fed by a two-barrel carb, that same V8 with a
four-barrel carb and a higher compression ratio was rated at 275
horsepower, or two versions of the 396-cubic-inch big-block V8
making either 325 or 375 horsepower. Those engines could be lashed
to a series of wide- or short-ratio three- or four-speed manual
transmissions, or one of two automatics: the slushy two-speed
Powerglide or outstanding three-speed Turbobydramatic.
The
Rally Sport (RS) appearance package brought deluxe interior trim and
hidden headlights with it, and the high-performance Super Sport (SS)
package had its own distinct decoration (including a domed hood with
simulated vents, "bumble bee" stripes encircling the nose and the
iconic SS badges), a heavy-duty suspension and larger D70-series
tires on 14-inch wheels. Beyond that, the SS-350 model also offered
a new 350-cubic-inch small-block V8 rated at 295 horsepower —
Chevy's first 350. The Rally Sport and Super Sport packages could
also be ordered together to form the most lavishly equipped Camaro
of them all, the RS/SS. And it was an RS/SS convertible powered by a
396 that Chevy provided as pace car for the 1967 Indianapolis 500.
Almost outside the regular Camaro line was the race-oriented
Z/28. Introduced in December 1966, the Z/28 was powered by a special
high-compression 302-cubic-inch V8 whose displacement was achieved
by matching the short-stroke crank of the 283-cubic-inch version
with the big-bore block of the 327. Rated at 290 horsepower and
built to rev, the radical powerplant was matched to a more
aggressive suspension.
How did the first Camaro perform?
Car Life magazine's test of an SS-350 had it completing the
quarter-mile in 15.8 seconds at 89 mph while Motor Trend
reported that its SS-350 did the same trick in 15.4 seconds at 90
mph.
1968 Thanks to "Astro Ventilation," General Motors
eliminated the side vent wing windows on the 1968
Camaro and also added federally mandated side marker lights and a
revised base grille). Mechanically, the most significant change was
the adoption of staggered rear shocks (one in front of the rear
axle, one behind) to counteract wheel hop under hard acceleration.
1969 While the 1969 Camaro's structure
and mechanical elements were virtually unchanged from the '68 model,
new fenders, door skins, rear quarter-panels, grille and taillights
gave the car a wider, lower appearance. A redesigned dash and more
comfortable seats made it more livable, too. But it was the
staggering array of available performance equipment that marks 1969
as the greatest model year for Camaros.
On the yawn side, a
new low-performance 200-horsepower 307-cubic-inch small-block (a 327
crank in a 283 block) supplemented the low-performance 327 and a new
255-horsepower 350 replaced the better-performing 327. On the
yeow side, Chevy produced its second Camaro Indianapolis 500
pace car and offered replicas of the white RS/SS convertible with
orange stripes and orange houndstooth upholstery to the public (the
actual pace car was powered by a 396, but most of the replicas had
350s). In addition, two radical Camaros were produced in extremely
limited numbers under special Central Office Production Orders
(COPO) 9560 and 9561.
The COPO 9561 was a basic Camaro sport
coupe stuffed with 427 cubic inches of all-iron big-block making 425
horsepower. Most of the 1,015 COPO 9561s were delivered to
Pennsylvania's Yenko Chevrolet for conversion into that dealership's
signature Camaro. Even rarer was the COPO 9560 featuring the
legendary all-aluminum ZL-1 427 also rated at 425 horsepower. Only
69 of the ZL-1s were built, and because of their rarity, tremendous
output and relatively low weight, they are today considered the
quickest and most valuable Camaros ever built.
Sales of the
1969 models extended into the winter of 1969 and early 1970; some of
these lingering '69s may have been titled as 1970 models, leading to
some confusion.
Second Generation (1970½-1981)
1970 Though it didn't make it to market until February of
1970, the second-generation 1970½ Camaro would be
in production 12 years. The second-generation Camaro's styling was
inspired by Ferrari and was also bigger, heavier and no longer
available as a convertible. And as the 1970s progressed, it would
grow less powerful, succumbing to the pressures of tightening
emissions regulations and a fuel crisis.
Still based on the
Nova, the new Camaro was engineered much like its predecessor in
that it still used a unibody structure with a front subframe, leaf
springs in the back and A-arms up front for suspension. Those A-arms
were freshly designed and the steering gear moved from the back to
the front of the front axle, but otherwise the basic mechanical
pieces were familiar.
Also familiar were most of the engines.
The 155-horsepower 250-cubic-inch six was now the Camaro's base
engine, followed by the who-cares 200-horsepower 307, the lowliest
of V8 offerings. A 250-horsepower two-barrel 350 effectively
replaced the 327. Order the SS package and the 350 earned a
four-barrel carb and additional compression to reach 300 horsepower.
Moreover, SS buyers could pay even more and get a 350- or
375-horsepower 396 big-block V8.
As before, the Camaro was
offered with Rally Sport or Super Sport equipment or both. The Rally
Sport package featured a unique front-end appearance with a split
front bumper and a center grille cavity encircled in rubber. The SS
again had heavier-duty suspension and the "SS" logos.
The
star 1970½ Camaro was again the Z/28, now powered by a
360-horsepower high-compression "LT-1" 350. Unlike the high-revving
302 used in the first Z/28s, the LT-1 was easy-going in everyday
traffic, still revved with enthusiasm and was now available with an
automatic transmission. Car and Driver's test had the '70½
Z/28 ripping to 60 mph in 5.8 seconds and running through the
quarter-mile in 14.2 seconds at a full 100.3 mph, though the drivers
still found it lacking in bottom-end power.
1971 But the glory days of the LT-1 would last just that
one year. With emissions regulations growing tougher, GM dropped
compression ratios across the board for 1971 and
also adopted "net" alongside "gross" power ratings for its engines
(by '72, all engines were only net rated). For the 250-cubic inch
inline six, the power rating dropped from 155-gross to 110-net
horsepower. For the LT-1, the drop was a 30-horsepower plunge down
to a 330 horsepower gross and 275 horsepower net. Otherwise, the '71
barely changed from the '70½ model; high-back bucket seats were new,
and the rear spoiler on Z/28s was now a larger three-piece unit.
1972 The 1972 Camaro changed mostly in
the engine bay where the horsepower devastation continued. The LT-1
could now only poke out 255 horsepower (net) and the most robust
big-block (still called a 396, but in reality a 402) was making just
240 net horsepower.
1973 In 1973 the bumpers were slightly
revised and the horsepower drain continued with the base six now
making an utterly lame 100 net horsepower and the L82 only 245. The
big-block was off the option sheet altogether. In place of the Super
Sport was the "Type-LT" Camaro, which bundled a slew of luxury
options into one cohesive package.
1974 To meet new bumper regulations, the 1974
Camaro was redesigned with thick aluminum bumpers front and rear.
The one-and-only grille (the Rally Sport option vanished) was now
shovel-shaped and the rear taillights wrapped into the fenders. But
there were no changes to the available engines and trim levels.
1975 With unbelievable shortsightedness, Chevy killed the
Z/28 and pared the engine selection down to just three
catalyst-equipped lumps for 1975 — the
250-cubic-inch six now rated at 105 horsepower, a two-barrel 350 V8
making a pathetic 145 horsepower and a four-barrel version of the
same engine rated at a meager 155 horsepower.
Distinguishing
the '75 from '74 was a new rear window that wrapped down into the
roof sail panels. Also new for '75 was a "Rally Sport" package that
consisted of two-tone paint and some tape stripes.
1976 For no apparent reason, the '75 Camaro sold well, so
there were few changes to the 1976 model. An
aluminum panel between the taillights was now used on the Type-LT,
power brakes were finally standard and cruise control was a new
option. The two-barrel 350 was killed in favor of an even-crummier
two-barrel 305 producing 140 horsepower while the four-barrel 350
now whacked out a still-inexcusable 165 horsepower.
1977 When the 1977 Camaro appeared, there
were again few changes (intermittent wipers anyone?), but in the
middle of the year, the Z/28 returned as a separate model whose
concentration was now on handling and appearance. And the new Z/28
did handle well, even if it only had 170 horsepower aboard from the
same 350 four-barrel V8 offered in other Camaros (up 5 horsepower
from '76). The '77 Camaro was thoroughly lackluster, but with Ford
foisting the hideous Mustang II upon America, for the first time,
more Camaros (198,755) were sold than Mustangs (161,654).
1978 Daring to mess (however lightly) with success,
Chevrolet equipped the 1978 Camaro with a new nose
that put the big bumpers under soft plastic. Five models were now
offered (sport coupe, Rally Sport, Type-LT, Type-LT Rally Sport and
Z/28), and translucent T-tops were a new option. The Z/28's
full-disco body package (with front fender vents and a fake
hoodscoop) was supported in '78 with a revised version of the 350 V8
now rated at a better-but-still-weak 185 horsepower.
1979 Though almost a carryover from '78, the 1979
Camaro would prove the most popular one yet. The Type-LT vanished in
favor of a new trim level called Berlinetta, but the engines were
all unchanged, even though power ratings were rattled a bit in
contending with emissions requirements (Z/28 output dropped to 175
horsepower for 49-state cars). The most substantial change to the
'79 Camaro was a new instrument panel with more contemporary
instrumentation and better control placement. Chevy sold a stunning
282,571 Camaros during the 1979 model year — a number it would never
top.
1980 Looking to improve fuel economy, Chevy mangled the
Camaro's engine lineup for 1980 while leaving the
rest of the car pretty much alone. A new 115-horsepower
229-cubic-inch V6 (basically a small-block V8 with a pair of
cylinders hacked off) — or, in California, a 110-horsepower
231-cubic-inch V6 replaced the ancient inline six, and a new
267-cubic-inch two-barrel version of the small-block V8 debuted,
rated at a laughable 120 horsepower. On the positive side, output of
the Z/28's 350 grew to 190 horsepower, except in California where
buyers got a 155-horsepower 305-cubic-inch V8 mated to a mandatory
three-speed automatic. Caught in a fuel crisis, Camaro sales
nose-dived to 152,005 during the 1980 model year.
1981 The antiquated platform of the second-generation Camaro had
run its course by the 1981 model year. With a new
engine control computer aboard, all engines were now certified for
all 50 states, but output on the Z/28's 350 dropped to 175
horsepower. The Rally Sport died (again) and the '81 Camaro lineup
consisted of three well-defined models: base sport coupe, Berlinetta
and Z/28. Those three model names would survive to see 1982, but not
much else.
Third Generation (1982-1992)
1982 Third-generation Camaros were the first built without front
subframes or leaf-spring rear suspensions. Now the front end was
held up with a modified MacPherson strut system, and the hind end
relied on a long torque arm and coil springs. These were also the
first Camaros with factory fuel injection, four-speed automatic
transmissions, five-speed manual transmissions, four-cylinder
engines, 16-inch wheels and hatchback bodies. In January 1982, the
Camaro was, for the first time since 1967, truly all-new and
slightly smaller.
But the 1982 engine
selection was hardly scintillating. Base sport coupes started with a
90-horsepower version of GM's lethargic 2.5-liter "Iron Duke" four
and could be optioned up to a 112-horse 2.8-liter V6 (base engine in
the Berlinetta) or a four-barrel carbureted 5.0-liter
(305-cubic-inch) small-block V8 rated at 145 horsepower. That V8 was
the Z28's base powerplant; buyers could opt for a Z28 "Cross-Fire
Injection" (throttle body-injected) version producing 165
horsepower. The carbureted V8 could be had with either a three-speed
automatic or four-speed manual, but the injected engine was
automatic only.
A Camaro paced the Indianapolis 500 again in
1982, and the silver and blue replicas of that car are probably the
most attractive of the '82s. However, the T-top Z28 that actually
paced the Memorial Day classic that year used a highly modified 350
(5.7-liter) V8 for motivation that wasn't available to the general
public. Kind of sad, really.
1983 The three-tier Camaro lineup continued into 1983
with minimal visual differences. However the Z28 got a nice power
bump with the introduction of the "L69" engine option. With a
Corvette-spec camshaft, revised exhaust and a healthy four-barrel
carb, the 5.0-liter L69 "H.O." V8 was rated at 190 horsepower and
could be backed by a new five-speed manual transmission.
1984 For 1984, availability of the L69 improved
on Z28s (the junky Cross-Fire engine died) and the four-speed
"700R4" automatic was adopted by most Camaro models. Because
anything digital was, of course, good, the Berlinetta sprouted a
funkadelic digital instrument panel and overhead console this year,
as well. The instrumentation was probably more entertaining than the
V6 that powered most Berlinettas.
The great leap forward in
third-generation Camaro performance came with the introduction of
the 1985 IROC-Z, named after the International Race
of Champions, which was contested with Camaros. The IROC featured
big 16-inch five-spoke wheels and unique graphics. Carbureted
versions of the 5.0-liter small-block V8 were still available, but
the big improvement came with the fitment of Tuned Port Injection
(TPI) to that engine to produce a flexible 215 horsepower. Sadly,
the TPI engine could only be had with the four-speed automatic (in
either the IROC or the regular Z28).
1985 Beneath the Z28, the sport coupe and Berlinetta blustered
through 1985 unchanged, except for a new
fuel-injected version of the 2.8-liter V6 that now pushed out 135
horsepower.
1986 The 1986 Camaros were easy to spot because
of the goofy blister fitted atop their rear hatches to accommodate
the federally mandated center high-mounted stop light (CHMSL).
Beyond that, there was a new exhaust system for non-Z28 cars and a
new basecoat/clearcoat two-stage paint system.
1987 Big engines returned to the Camaro for 1987
with the good old 350 (5.7-liter) V8 making its way into IROC-Zs as
an option. Capped with the TPI system, the 5.7 was rated at a full
225 horsepower — the highest horsepower in a Camaro in 13 years and
with vastly better drivability. While the TPI 5.7 came only with the
four-speed automatic, the TPI 5.0 liter was finally available with
the five-speed manual.
Equally good news was the comeback of
the Camaro convertible — the first Camaro convertible since 1969 —
and the consignment of the four-cylinder engine to a well-deserved
eternity in junkyard Hell. The high-output carbureted 5.0-liter V8
also disappeared, and a new 165 horsepower carbureted 5.0-liter V8
became the standard Z28 engine. Also gone from the '87 Camaro line
were the Berlinetta (replaced with an "LT" option package), and, on
any Camaro with a rear spoiler, that ugly CHMSL housing on the rear
glass. The CHMSL was instead built into the spoiler and Chevy would
simplify its own production for 1988 by making the rear spoiler
standard on all Camaros.
1988 So that brake light blister was gone entirely from the
1988 Camaro, but so was the Z28. Since Chevy had
firmly established the IROC name, all high-performance '88 Camaros
became IROCs. Base '88 Camaros, meanwhile, inherited the elegant
15-inch five-spoke wheels from the Z28, as well as the Z28's lower
body skirting. Also, the Z28's 5.0-liter V8 was now optional on the
sport coupe; it gained a throttle body fuel-injection system to make
170 horsepower.
The rarest and most intriguing '88 Camaro was
the 1LE road racing package optional on the IROCs with both the 5.0-
and 5.7-liter TPI engines. Featuring oversize disc brakes, an
aluminum driveshaft and a well-tweaked suspension, the 1LE was built
to win showroom stock road races.
1989 Proving that no name is forever dead in the world of
Camaros, the old "RS" (but not Rally Sport) designation returned for
the 1989 model year. Looking much like an '85 Z28,
the RS was a basically a trim package atop the base sport coupe and
was powered by either the V6 or a throttle-body-injected 5.0-liter
V8. Although the 5.7 TPI V8 now boasted 240 horsepower, about the
only way to tell '89 IROCs from previous years is to look at the
ignition key and see if has the "Pass-Key" theft deterrent resistor
embedded in it.
1990 The IROC breathed its last breath during the short
1990 model year, as Dodge picked up sponsorship of the
International Race of Champions. The big changes that year were the
growth of the base V6 from 2.8 to 3.1 liters, with a bump in output
from 135 to 140 horsepower and the fitment of driver-side airbags to
all models.
1991 Chevy jump-started the 1991 model year by
re-introducing the Z28 in the spring of 1990. Sure, the '91 Z28 got
a tall rear wing, new lower body cladding, new phony hood scoops and
new five-spoke wheels, but it was otherwise still an IROC and now
the top engine was a 245 horsepower 5.7-liter TPI V8. All other '91
Camaros were pretty much '90 Camaros with revised ground effects
that featured fake air inlets.
Law enforcement got its own
Camaro in 1991 with the introduction of the Camaro B4C pursuit
vehicle. Basically, a B4C was a Z28 that was badged as an RS and
equipped with most of the good stuff developed for the 1LE race
package. Very few B4Cs were ever produced.
1992 With an all-new Camaro coming for 1993, the 1992
model was barely changed from '91. The big change was that they all
sported a "25th Anniversary" badge on their instrument panels.
Further, a $175 "Heritage Package" of stripes was offered for any
'92 Camaro.
Fourth Generation (1993-2002)
1993 While the 1993
fourth-generation Camaro was very much new, it was shy of all-new;
much of the floor stamping and all of the rear suspension was shared
with the third-generation car. But with plastic front fenders, a new
short-arm/long-arm front suspension, rack-and-pinion steering and a
sleek new profile, the '93 was new enough.
For '93, the
Camaro lineup was pared to two models: base sport coupe powered by a
160-horsepower 3.4-liter version of GM's V6 and the Z28 with the
Corvette's 5.7-liter LT1 small-block V8 underrated at 275
horsepower. Once again, the convertible was gone.
The
black-roofed (no matter what the body color) '93 Z28 was a stunner.
The LT1 was easily the most powerful small-block installed in the
Camaro since its namesake, the 1970 LT-1, and, considering the move
from gross to net power ratings, probably even more powerful than
that legend. Behind it was either a four-speed automatic or
six-speed manual transmission and 16-inch wheels and tires; and
four-wheel antilock disc brakes were standard. With Z28 prices
starting under $17,000, the value was just amazing. The most
desirable '93? Probably the black Z28 replicas of that year's Indy
500 pace car. These replicas were identical to the actual pace car
which, in stark contrast to the '82, led the race with no mechanical
changes.
1994 As expected, the convertible Camaro
returned with the 1994 model year. Designed and
built by GM at the St. Therese, Quebec, plant where all F-cars were
assembled, the '94 ragtop's chassis was significantly stiffer than
the previous convertible's. Otherwise it's almost impossible to tell
a '94 coupe from a '93 unless one opens up the automatic
transmission and finds that it is the electronically controlled
version of the 4L60.
1995 While the 1995 Z28
received only minor changes (all-season tires and traction control
were now available), the base Camaro added GM's "3800"
200-horsepower 3.8-liter V6 as an option. The 3800 was both
significantly more powerful and refined than the 3400, and by 1996
would become the only V6 in Camaros.
1996 Two new models were added, the Rally Sport Coupe
and the Rally Sport Convertible. They included front and rear fascia
extensions, ground effects along the sides, and a three-piece rear spoiler
extension. The 200-hp 3800 V6 engine became standard on all base models
and was available with a five-speed manual or a four-speed automatic
transmission. The SS package made a comeback and was available to dealers
through arrangements with Chevrolet and SLP Engineering of Troy, Michigan.
The SS featured a 305-hp engine, a special hood featuring a functional
scoop and forced induction, a restyled rear spoiler, a revised suspension,
Corvette-style wheels and special badging. Production for the '96 model
year was 61,362.Two new models were added, the Rally Sport Coupe
and the Rally Sport Convertible. They included front and rear fascia
extensions, ground effects along the sides, and a three-piece rear spoiler
extension. The 200-hp 3800 V6 engine became standard on all base models
and was available with a five-speed manual or a four-speed automatic
transmission. The SS package made a comeback and was available to dealers
through arrangements with Chevrolet and SLP Engineering of Troy, Michigan.
The SS featured a 305-hp engine, a special hood featuring a functional
scoop and forced induction, a restyled rear spoiler, a revised suspension,
Corvette-style wheels and special badging. Production for the '96 model
year was 61,362.
With the adoption of the 3800 as standard
power, the least powerful 1996 Camaro still had
more power than the most powerful 1984 Camaro. Somewhat in
celebration, the RS name reappeared on the V6 coupe as a spoiler and
ground effects package. Meanwhile on the Z28 side, the V8's output
jumped to 285 horsepower and SLP Engineering brought back the SS
name by adding engine tweaks and 17-inch five-spoke wheels wrapped
with P245/40ZR17 BFGoodrich Comp T/A tires. The SS, with its 305
horsepower rating was the first factory Camaro to break the 300
horsepower barrier since 1971, and the first of any year using net
ratings.
1997 Camaro turned 30! To celebrate, Camaro was chosen
to pace the Brickyard 400 at Indianapolis Motor Speedway in August of
'96. The Pace Car was a Z28 Coupe with T-Tops in Artic White with Hugger
Orange heritage stripes and a special white and black houndstooth interior
fabric. While all '97 Camaros featured a 30th anniversary logo on the
front seats, a special Z4C Anniversary Package was available as a Z28
Coupe or Convertible as well as an SS Coupe or Convertible. A total
of 4,534 of these anniversary models were built. Interiors on all Camaros
featured a new instrument panel and front seats. A new Monsoon premium
sound system was offered, as well as a 12-disc CD changer..Camaro turned 30! To celebrate, Camaro was chosen
to pace the Brickyard 400 at Indianapolis Motor Speedway in August of
'96. The Pace Car was a Z28 Coupe with T-Tops in Artic White with Hugger
Orange heritage stripes and a special white and black houndstooth interior
fabric. While all '97 Camaros featured a 30th anniversary logo on the
front seats, a special Z4C Anniversary Package was available as a Z28
Coupe or Convertible as well as an SS Coupe or Convertible. A total
of 4,534 of these anniversary models were built. Interiors on all Camaros
featured a new instrument panel and front seats. A new Monsoon premium
sound system was offered, as well as a 12-disc CD changer..
To celebrate the Camaro's 30th anniversary, Chevy introduced a
specially optioned white Z28 with orange stripes and orange
houndstooth upholstery (evocative of the '69 Camaro pace car) for
1997. Otherwise, there were new "tri-color"
taillamps for all models, and SLP produced an extremely limited run
(106 cars) of 330-horsepower Corvette LT4 5.7-liter V8-powered
Camaro Z28 SS models.
1998 There were between 650 and 1,000 new parts and components
in the '98 Camaro as compared to the '97 models. The new items included
a completely restyled front end with new reflector optic headlamps,
fenders, hood, grille, and bumper fascia.
The biggest news was the all-aluminum block Gen. III 5.7-liter LS1
V8 engine. This Corvette-inspired engine developed 305 hp in the Z28
and 320 hp in the Camaro SS Performance/Appearance Package. All
'98 Camaros received a new Bosch four-wheel disc brake system with integral
ABS. Cloth interior fabrics were new, as was the addition of white leather,
which was now available on all Camaro models. The SS Package was now
produced at the St. Therese Assembly - with SLP Engineering adding the
air induction hood and special SS rear spoiler.
The fourth-generation Camaro's first (and only) extensive visual
update came for 1998 with a new front fascia
design. But the real news lay behind that face where the C5
Corvette's new-age all-aluminum small-block LS-1 V8 took up
residence in the Z28. The 5.7-liter LS-1 was the first all-aluminum
engine offered in a Camaro since the '69 ZL-1 and carried a
thrilling 305-horsepower rating (base Camaros kept the
200-horsepower 3800 V6). GM took over production of the SS itself
this year, as well, with the ram-air induction system boosting the
LS-1 to 320 horsepower.
1999 To commemorate its 30th anniversary, the '97 Camaro
was chosen to pace the Brickyard 400 at the Indianapolis Motor Speedway
in August of '96. Reminiscent of the '69 Indy 500 pace car, this
Camaro was Arctic White with Hugger Orange heritage stripes and featured
a special black-and-white Houndstooth interior. While all '97 models
boasted a 30th anniversary logo on the front seats, a special Z4C Anniversary
Package replicated the Brickyard 400 pace car.
Except for
electronic throttle control on V6 models, a new oil life monitor and
a Torsen limited-slip differential, the 1999
Camaros were indistinguishable from the '98 models.
60,201 Camaros, including
4,534 anniversary models, were produced, 4,829 were SS models.
2000 In turn, the 2000 Camaros
were pretty much the same as the '99s, except for radio controls
integrated into the steering wheel, body-color sideview mirrors,
some new interior fabrics and an optional 12-disc CD changer.
45,461 Camaros were produced, 3,353 were SS models.
2001 By 2001, it was obvious that the
Camaro's days were numbered, and the only changes to the car were
restyled 16-inch wheels, a new paint color and the unchanged LS-1's
output rating to 310 horsepower in the Z28.
2002 Grimly, the Camaro soldiered on into 2002.
For the Camaro's last year in production, changes were,
understandably, minimal. Z28s got a new power steering cooler, the
sound systems were revised and V6 convertibles got the automatic
transmission standard, but that's about it.
Chevrolet did
celebrate the car's 35th year, however, with a special graphics
package for the Z28 SS coupe and convertible. The flamboyant stripes
and logos of the 35th Anniversary package were attractive in their
own idiomatic way, but it was hardly the glorious send-off for which
Camaro enthusiasts had hoped.
Fifth Generation (2010-Present)
2010 After eight years of flying the Chevy
flag at half-mast, Camaro enthusiasts had their prayers answered
when Chevrolet brought back its road burner for 2010.
Initially available only as a coupe in base LS, midlevel LT and
V8-powered SS models, this is without a doubt the best Camaro to
date. The retro styling borrows shamelessly from the 1969 Camaro,
down to the cowl-induction-style hood, Coke bottle profile,
cross-hatch grille and rear-quarter gills. Yet it's not a complete
knock-off, as the 2010 has a huskier stance and is noticeably
thicker in the rear haunches. The cockpit is mostly modern, with a
few old-school touches thrown in such as a quartet of gauges located
down low in front of the gearshifter. The latter isn't exactly an
ergonomic success, but they pay homage to the optional setup of the
late '60s. The available RS package (essentially an appearance
package) adds bigger (20-inch) wheels, a rear spoiler, HID
headlights and smoked taillights.
Unlike before, getting a
V6 Camaro doesn't mean "plenty of show but not so much go." The LS
and LT come packing 304 hp via a direct-injected, 3.6-liter V6. It
also has a six-speed manual transmission (six-speed automatic
optional), disc brakes all around, an independent rear suspension (a
Camaro first) and 18-inch wheels. At a base price of around $23,000,
the entry-level Camaro offers a heavy dose of performance that's
light on the wallet. With 0-to-60 and quarter-mile times of 6.0 and
14.2 seconds, respectively, these are seriously rapid cars.
The big-dog SS has a 6.2-liter V8 with either 426 hp (with six-speed
manual) or 400 hp (with six-speed automatic) as well as meatier
Brembo disc brakes. With the ability to leap to 60 mph in 5 seconds
and tear down the quarter-mile in 13 seconds flat, the SS will show
its taillights to virtually any Camaro that came before, perhaps
even the super rare ZL-1 of 1969. And in terms of unraveling a
twisty road, the latest Camaro has no peer with its elders, thanks
to a finely balanced and tuned chassis, the aforementioned
independent rear end and quick, communicative steering.
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