One of the cornerstones of performance enthusiasts everywhere is celebrating 50 years of mostly uninterrupted Chevrolet pony power. Yes, HOT ROD has had more red Camaros on its cover than we can count and, yes, we hot rodders did have to endure a few years of Camaro-less blues in the early-2000s, but what a ride it’s been before and definitely since its triumphant return in 2009. From COPOs to Z/28s, the Camaro covers every enthusiast’s desires, whether it’s from a collector or a straight-line or twisty standpoint. We’ve gathered a nice group of vibrating Camaros from each era, along with some brief background behind each generation.
The Original
Though late to the ponycar segment—with the Mustang dropping like a bomb in April 1964—when Chevy entered with the 1967 Camaro, enthusiasts immediately embraced them. And while production numbers trail the Mustang for most years, the Mustang and Camaro share equal supremacy to enthusiasts. The Camaro’s designers wanted a mainly clean sheet with acknowledged component sharing of suspension and some internals, but for feasibility, the Camaro was based off the upcoming 1968 Nova cowl and windshield structure. Designers wanted a lower, more raked cowl/windshield, but they would have to wait until the second-gen Camaro to get this. The Camaro, available as both a coupe and convertible, was a unibody with a frame stub tied in at the cowl. Straight-six and both small- and big-block V8 options made for a Camaro to fit both customer budgets and needs. The original design lasted two years, with the iconic 1969 facelift considered by many to be the pinnacle of Camaro design. The Rally Sport (RS) appearance option included hidden headlights, while the SS option included a 295hp, 350ci V8. A few months after launch, a Z/28 performance option with the high-rev, 302ci engine and handling package made for one end of the Camaro high-performance spectrum. The other end came from the COPO big-block 427, available as either the iron block rated at 425 hp or the ZL1 aluminum block with the same rating, but obviously shedding poundage for better performance. Only 69 ZL1s were produced. With sheetmetal tooling problems plaguing the intro of the second-gen Camaro in 1970, the 1969 Camaro soldiered on through the first half of 1970 production.
Second-Gen
The highly anticipated second-gen 1970-1/2 Camaro finally got its own unique body, shared only by the Pontiac Firebird, and enthusiasts immediately embraced it. Marketed as a more “European” design, production was about half of the first-gen’s robust numbers. Still, it was a longer, lower, and heavier Camaro, with extreme tumblehome and a unique, large grille opening that set it apart from most all car designs of the time. Rally Sport, Super Sport, and Z/28 options were all available, as was the big-block. In 1974, per government crash standards, the “locomotive” bumpers were mandated. This would also mark a steady decrease in horsepower as pollution regs started strangling performance. The big-block had already been dropped in 1973. 1975 saw the new wrapping rear window applied to the design. By 1976, the largest engine was a 350 rated at 165 hp. In 1978, the Camaro received a new soft nose and tail, which hid the 5-mph bumpers, improving styling immensely. A Type LT option was added, as were transparent T-tops. 1979 would see record production for Camaro with 282,571 units built. Though the Type-LT was dropped, a Berlinetta trim option debuted. A new V6 rated at 110 hp replaced the antiquated straight-six, with horsepower toggling throughout the second-gen’s duration continuing as Chevy tried to improve on its emissions and economy. The second-gen ended its run with the 1981 model.
Third-Gen
Released in January 1982, the third-gen’s hatchback body was a radical departure from previous years. A new McPherson strut front replaced the traditional A-arm/front stub architecture, with a torque arm and coil springs out back. Also new were fuel injection, four-speed automatic transmissions, five-speed manual transmissions, and even four-cylinder engines. Carrying over from the previous generation was the base sport coupe, Berlinetta, and Z/28. By 1984, the initial throttle-body “Cross-Fire” 350 was replaced with the L69 four-barrel; in 1985, the IROC-Z (named for the International Race of Champions) debuted, with a 5.0L, tuned-port-injected (TPI), 215hp V8. For 1987, a convertible version was added after being absent since the debut of the second-gen Camaros. Also back was the 5.7L 350. In 1988, Chevy killed the Z/28 name, but added the 1LE option, which was meant to be competitive in showroom-stock road racing. The B4C police pursuit package was available in 1991, which included some of the 1LE components. 1992 was the final year for the third-gen.
Fourth-Gen
Though touted as all new, realistically, the fourth-gen Camaro was an extensively reworked third-gen sharing its floorpan stamping and rear suspension. However, the McPherson strut front suspension was replaced with an A-arm arrangement with rack-and-pinion steering. Another twist was the use of plastic front fenders. Engine choices were down to the 3.4 V6 and detuned Corvette LT1 350 V8 with 275 hp. The HiPo Z/28 option included a four-speed automatic or six-speed manual transmission. The 3800 V6 was added in 1994 and, by 1995, was the only V6 available. In 1996, an SS version once again became available with 17-inch wheels and horsepower increased to 305 as highlights for this option. In 1998, the LS1 became available, and on the outside, a new fascia replaced the original face. Other than color, wheels, and other minor changes, the Camaro continued pretty much unchanged to its eventual final year in 2002. The Camaro model would be off of dealers’ books for eight long years.
Fifth-Gen
Based on production figures for the Mustang over the eight years the Camaro was not manufactured, combined with the reception to the stunning Camaro showcar that was based on a contemporary version of the 1969 Camaro, Chevy needed little prodding to get back into Camaro manufacturing. For years after, they outsold the venerable Mustang, proving enthusiasts missed the Camaro. Available as V6- or LS-equipped versions with both six-speed automatics and manual transmissions, the RS package added 20-inch wheels, a rear spoiler, and HID headlights among other appearance items. The SS version packs a 6.2L L99 V8 with an automatic or LS3 V8 with a six-speed manual and Brembo disc brakes. In 2012, the ZL1 Camaro got the supercharged LSA V8 with 580 hp and 556 lb-ft of torque. The COPO drag-racing version of the Camaro also became available with engine options of a 550- or 500hp supercharged 5.3 LSX, or naturally aspirated 7.0L LS7 with 425 hp. For 2013, nothing changed, but COPOs received new engines with the NA 325hp 350, 375hp 396, or a 427 making 425 hp. The Z/28 made its return in 2014 with the Corvette Z06’s 505hp LS7. There were no changes for the final year of production in 2015.
Sixth-Gen
2016 debuted the new Camaro. Smaller, lighter, and with much more body sculpturing, it is based off GM’s Alpha platform. It is a livelier update of the previous fifth-gen. It also shares only 30 percent of its components with other GM cars, making for a very unique Chevy. Engine options run the gamut, starting with a 275hp, turbocharged four-cylinder; 335hp, 3.6 V6; 455hp, 6.2 LT1; or the supercharged, 640hp LT4 that will be offered in the 2017 ZL1. All of which share either six-speed manual or eight-speed automatic transmissions, except for the ZL1, which will have the option of a 10-speed automatic, a first for Chevrolet. So the sixth-gen is starting to become the most varied and able to be personalized for the most discerning enthusiast.
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