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Chevrolet Camaro
Chevy's new sporty compact, the 1967 Chevrolet Camaro, was a huge success.

Adding new spice to Chevy's '67 line was Camaro, which would eventually succeed the ailing Corvair as the division's sporty compact. Despite the beautiful styling and impressive performance of the all-new '65 Corvair, the rear-engine Chevy was no threat to Ford's incredibly successful Mustang in the burgeoning ponycar market. Worse, it was costly to build -- entirely different in concept and technology from other Chevys.

Six months after the '65s debuted, division managers decided Corvair would be allowed to fade away in favor of the conventional Camaro, which was deliberately designed as a direct Mustang-fighter.

Created under the omnipresent eye of GM design chief Bill Mitchell, Camaro styling was exactly right: long-hood/short-deck proportions; low, chiseled profile; flowing, slightly "hippy" lines.

Like Mustang, Camaro aimed at those who wanted a sporty four-seater that could be equipped as an economy run-about, vivid straight-line performer, or something in-between, so it offered a Mustang-style plethora of options: some 81 factory items and 41 dealer-installed accessories.

Camaro's 1967 prices started at $2466 for the basic hardtop coupe and $2704 for the convertible with standard 140-bhp, 230-cid six. A 155-bhp, 250-cid six cost $26 extra; a 210-bhp 327 V-8 was $106.

Next on the list was a 350 V-8 with 295 bhp, exclusive to Camaro in '67 but more-widely available beginning in '68. To get it you had to order a $211 Super Sports package comprising stiffer springs and shocks, D70-14 Firestone Wide-Oval tires, performance hood with extra sound insulation, SS emblems, and "bumblebee" nose stripes. A 396 big-block V-8 became available during the year at nearly $400.

Also tempting '67 Camaro customers were custom carpeting; bucket seats; fold-down rear seat; luxury interior; full instrumentation; and console shifters for the optional Turbo Hydra-Matic, heavy-duty three-speed manual, and four-speed manual. For $105, a Rally Sport package added a hidden-headlight grille, "RS" badges, and other touches. Additional extras ran to tinted glass, radio, air conditioning, clock, cruise control, and a vinyl roof covering for hardtops.

Mechanical options included sintered metallic brake linings, ventilated front disc brakes, vacuum brake booster, power steering, fast-ratio manual steering, stiff suspension, Positraction limited-slip differential, and a dozen different axle ratios. With all this, a Camaro could easily be optioned to $5000.

Though two years behind Mustang, Camaro was a big hit. Production topped 220,000 the first year, 235,000 for '68, and 240,000 for '69. There were no major changes through mid-1970. The '68s carried a horizontal grille treatment, ventless side glass, Chevy's new "Astro Ventilation" system, and restyled taillights; the '69s were more-thoroughly face-lifted via a recontoured lower body with front and rear creaselines atop the wheel openings, plus a Vee'd grille and new rear styling.

Available for the street but aimed squarely at the track was Camaro RPO (Regular Production Option) Z-28, a tailor-made competition package for hardtops announced during 1967. With it, Camaro won 18 of 25 events in the Sports Car Club of America's new Trans-American road-racing series for production "sedans." Camaro then claimed the class championship in 1968 and '69.

Veteran Chevy engineer Vincent W. Piggins had designed the Z-28 expressly for the Trans-Am -- then convinced management to sell it to the public. To meet the prevailing displacement limit, he combined the 327 block with the 283 crankshaft to produce a high-winding 302.4-cid small-block with a nominal 290 bhp -- it was more like 350 -- and 290 pound-feet of torque.

Com­pleting the Z-28 package were heavy-duty suspension, 11-inch-diameter clutch, quick steering, hood air ducts feeding big carburetors, close-ratio four-speed gearbox, front disc brakes, metallic rear-brake linings, a "ducktail" rear spoiler, broad dorsal racing stripes, and Rally wheels with wide-tread tires.

All this listed for about $400, but actual price was more like $800 because the four-speed, power front discs, special headers, and metallic rear-drum linings were all "mandatory" extras.

Nevertheless, the Z-28 was a whale of high-performance buy. It wasn't for everyone, of course, but production climbed quickly, going from 602 for '67 to 7199 for '68 and then to 20,302 for '69. All are now coveted collectibles, not only as the first of a great breed, but because, unfortunately, the Z would become less-special in future years.

For more on Chevrolet cars, old and new, see:

  • Chevrolet New Car Reviews and Prices
  • Chevrolet Used Car Reviews and Prices

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