When was the first z28

They were either too big, over cubic inches or too under powered 6-cylinders to compete. Chevrolet wanted to offer consumers a street legal race ready performance car and to do this they just took note of what a lot of street racers were already doing. The beauty of early GM engines was the ability to swap parts to enhance their power, and Chevrolet engineer Vince Piggins did just that.

He used a cubic inch block and installed a crankshaft from a making a "stroker" engine with a 4-inch cylinder bore that gave the new engine a cubic inch displacement of Chevrolet announced their new line produced horsepower, but in reality with the addition of a radical performance camshaft that made the whole car shake at idle , fueled by a single 4-barrel carburetor and factory headers hooked up to a 3-inch exhaust, the engines were putting out closer to horsepower at the rear wheels.

There was an option for a dual 4 barrel carb set up that brought put out just over horse power. Oh yeah, Chevrolet was now not only in the game, but they were also now setting the trends! From , Chevrolet kept improving not only the list of engine options but also the performance options available for the whole car.

The 2nd generation of Zs were equipped with a cubic inch engine that made horsepower. Sales were at an all-time high, but with increased gas prices and shortages and new federal safety and emission regulations to adhere to, the Z28 package was discontinued in Like all Z28 Camaros, it is equipped with a Muncie M21 close ratio 4-speed, Positraction rear end, power steering and front disc brakes, Style Trim Group, simulated-wood steering wheel, tachometer and gauges and Redline tires.

Documentation includes the original dealer order, Protect-O-Plate, window sticker and a copy of original title. Text courtesy of Mecum Auctions Chevrolet built only Z28 Coupes in the first year of Camaro production, so when this rare example was purchased by its second owner in , he immediately set about restoring it to its original configuration. Share on Facebook. The top choice was the hp, cubic-inch 6. Just 25, convertibles were part of Camaro production.

The Indianapolis was paced by a Camaro convertible with a hp version of the big-block V-8 engine under its hood. Chevrolet didn't produce replicas as such, but there were of these Ermine White droptops built for Indianapolis Motor Speedway use, most of which were later sold as used cars. Chevrolet was determined to establish high-performance credentials for the Camaro.

During the season, Donohue would win three times. In , the same car redecorated as a '68 was among those used by Donohue to win 10 of the 13 races that season. Camaros have long been among America's most-raced cars. Here's Grumpy's Camaro on its way to winning the very first Pro Stock title at the Winternationals.

New taillights and grilles were also part of the package. Choosing the RS option included hidden headlights. The SS option included dual exhaust, red-stripe tires, black accents on the grille, and a retuned suspension.

Structurally, the Camaro was little different from the first two editions. But the bodywork was more voluptuous and slightly provocative. For the second time, a Camaro paced the Indianapolis , and this time Chevrolet produced replicas of this Z11 convertible with its signature orange houndstooth upholstery.

The was powered by the hp, L72 iron-block cubic-inch 7. Only 69 of the s were built, and they were all powered by the aluminum ZL-1 big-block also rated at horsepower. Those ZL-1 Camaros built in are considered the most collectible of them all. Hot rods are an essential element of the Camaro's heritage. Over the years, the Camaro has been twisted by its owners into parade floats, jacked-up street racers, gilded Pro Street show cars, and a few truly awesome supercars. GM engineer Mark Stielow's series of first-generation Camaros are thoroughly rebuilt around the vast hoard of aftermarket parts available for the car as well as later-model components adapted to the vehicle.

Our Blue Maxi remains one of the magazine's most indelible project cars. At the same time it would have to be tractable on the highway and it would have to be a credit to its publisher. Mostly it had to represent everything we thought was right about the automobile in an atmosphere of increasing criticism of anything with four wheels—especially four fat wheels. Bigger than before and lacking a convertible variant, the new Camaro was nonetheless similarly engineered to the first-generation car, with a front subframe and a unibody rear structure.

It's more tolerant to driving techniques now, more mature in its behavior. The LT-1 may have sacrificed some of the DZ's high-revving charisma, but it was a much friendlier everyday driving companion. The high-back seats indicate that the pictured car is a model—when a switch to SAE "net" power-rating standards dropped the nominal output of the LT-1 to horsepower.

The second-generation Camaro carried on visually almost unchanged through And yes, the styling was cribbed from Ferrari. The big-block V-8s fell off the menu for New federal bumper regulations meant the nose and tail of the Camaro had to be redesigned for Considering how massive those aluminum bumpers were, the car survived their addition admirably. The V-8 under the hood was rated at only horsepower.