35 years of power, performance, and style
By Christian Wardlaw
|
January 9, 2006
Introduction
Arriving four years late to the pony car party, the 1967 Chevrolet Camaro was rushed into production after Ford’s stunning success with the original Mustang. Now, 40 years later, history repeats itself. With nearly 200,000 Ford Mustangs sold after a 2005 retro redesign took the icon back to its 1960s roots, Chevrolet can’t afford to ignore the sporty rear-drive coupe segment, and the bowtie boys are planning a return as evidenced by the Camaro concept car the company trotted out at the 2006 North American International Auto Show which foreshadows a production car to arrive for 2009.When the new Chevy Camaro hits showrooms, Ford will have added power, performance, and polish to the successful Mustang. Will General Motors be too late this time, or will the return of the Camaro, and the Dodge Challenger, spark a new pony car war to rival the late 1960s and early 1970s? With Baby Boomers retiring with more wealth than any generation in history, we forecast a long and successful run for these retro-modern muscle cars. And if the Camaro Concept piques your interest, you might want to know a little bit more about this legendary performance machine, so turn the page for a retrospective on the iconic Chevy Camaro.
1967 – Pacing the Race
Aimed right at the popular Ford Mustang, the 1967 Chevrolet Camaro mustered more than 220,000 sales in its debut year. Chevrolet offered the Camaro as a hardtop coupe or a soft-top convertible, in standard, Rally Sport (RS), Super Sport (SS), and Z28 trims. The standard engine was a 140-horsepower, 230 cubic-inch inline six-cylinder engine, and an upgrade V8 motor made 210 horsepower from 327 cubes. Optional engines included a 155-horse 250 inline six, a 275-horse 327 V8, a 290-horse 302 V8 for the limited-production Z28 (rumored to actually make more like 400 horsepower), a 295-horse 350 V8 (the venerable small-block Chevy V8 engine), a 325-horse 396 V8, and a 375-horse 396 V8. Ah, the good old days. A three-speed manual was standard, a four-speed manual was optional, and the six-cylinder model could be paired with a two-speed Powerglide automatic. An automatic transmission was also offered with the 396 cid V8 making 325 hp. The ’67 Chevy Camaro paced the Indianapolis 500 race that year, and just 100 replicas like the car shown above were built.
1968 – Success!
In 1968, the Chevy Camaro proved itself popular with consumer – and racers. Ironically, the Camaro won the Trans-Am championship that year, not its corporate sibling the Pontiac Firebird, which famously wore the “Trans-Am” name for decades starting in 1969. The performance-oriented Z28 model was more widely available, and minor cosmetic changes inside and out marked the 1968 Camaro. Optional four-wheel-disc brakes also debuted in the middle of the model year.
1969 – Last Original
Updated styling for 1969 created one of the best-looking Camaros ever, with revised fenders and quarter panels, updated front and rear styling, and a new dashboard. The look lasted one year, and the ’69 Chevy Camaro convertible was the last one for almost two decades. The Camaro paced the Indianapolis 500 again, and won the Trans-Am racing championship one more time. Z28 models equipped with the high-revving 302 V8 got a more realistic horsepower rating of 350 ponies. The 1969 Chevrolet Camaro coupes enjoyed an extended run as early-1970 models because the redesigned second-generation model was delayed until February of 1970.
1970 – New Generation
After just three years on the market, the Chevy Camaro was completely redesigned, adopting a European appearance with a very long hood and a very short deck. Inside, the ’70 Camaro sported driver-centric cockpit-style instrumentation, and a “stirrup” shifter with the optional automatic transmission. The convertible model was dead, and Camaro coupes were sold in standard, RS, SS, and Z28 trim. The RS received special styling cues like a split front chrome bumper, inboard parking lamps, and hidden wiper blades. The base engine was a 155-horsepower, 250-cid inline six-cylinder. A 200-horsepower, 307-cid V8 was available as an option. A 250-horse 350 V8, a 300-horse 350 V8, a 360-horse 350 V8 (for Z28 only), a 350-horse 396 V8*, and a 375-horse 396 V8* were also offered. An automatic transmission was available on the Camaro Z28 for the first time in 1970.
* Actual displacement was 402 cubic inches.
1971 – Power Slide
Groovy new vinyl top options debuted on the 1971 Chevy Camaro, and new standard features like power front disc brakes and a defroster arrived. The ’71 Camaro SS, shown here, included fake wire wheel covers, white-lettered tires, a dual exhaust system, and a right-side sport mirror. The big news for 1971, however, was that power ratings took a tumble. The standard six-cylinder motor lost 10 horsepower, while the Z28’s 350 V8 took a 30-horse hit and the mighty 396 motors dropped 50 ponies. These horsepower reductions occurred before the switch from gross to net ratings: in 1972, the most powerful Camaro Z28 made just 255 horsepower.
1974 – Regulated by USA
For 1974, the Chevy Camaro was restyled with federally-mandated five-mph bumpers and new sheetmetal. At the rear, the Camaro’s round quad taillights gave way to a new trapezoidal wrap-around design that would characterize Camaro styling until the end of the line. With a new cultural emphasis on “personal luxury,” the zooted-up Camaro Type LT (Luxury Touring) debuted to tremendous success, slotting in between the standard model and the Z28 performance edition. The standard engine was a smog-strangled inline six making a measly 100 horsepower. Optional 350-cid V8s offered 145, 160, or 185 horsepower. The ’74 Camaro Z28, pictured here, got a gaudy hood graphic and a 245-horse 350 V8.
1975 – Z28 is Dead
The Camaro Z28 was gone for 1975, replaced by a revived Rally Sport trim level. Stylistically, the 1975 Chevy Camaro received a new wrap-around rear window for improved visibility. The standard six-cylinder engine gained five horsepower this year, but the most powerful Camaro sold for ’75 was equipped with a pathetic 155-horsepower 350 V8, and that engine was only offered in California and high-altitude regions. Other Camaro buyers got stuck with a 145-horsepower version of the 350. Shown here is the luxed-up Camaro Type LT.
1976 – Paint and Stripes
Paint and stripes were about the only excitement offered with the emasculated 1976 Chevy Camaro lineup, even though engineers were learning how to extract more horsepower out of the embarassing engine lineup. The optional 350 V8 was making 165 horsepower in 1976, and a new 305-cid V8 for the Type LT whipped up 140 ponies. Ten new paint colors were offered for 1976, and the vinyl roof option only covered the front half of the roof, leaving a body-colored band of metal stretching between the B-pillars.
1977 – Overshadowed
Burt Reynolds drove a 1977 Pontiac Firebird Trans-Am to fame in “Smokey and the Bandit,” one of the great car-chase movies of all time, leaving the revived Camaro Z28 overshadowed by its corporate twin for years. The Z28 received a stiffer suspension, painted rally wheels, fatter tires, quicker steering, a big decklid spoiler, special graphics, and a dual-resonator exhaust system. It even got a 185-horsepower 350 V8. But most people preferred to have a screaming chicken decal on the hood of their GM-built sport coupe.
1978 – Restyled
Refreshed for the second time, the 1978 Chevy Camaro lent new life to a rapidly aging design. The biggest change was a switch from metal bumpers to soft urethane front and rear fascias painted the same color as the body, but snazzy new T-tops that rattled and leaked were also notable. Standard, Type LT, Rally Sport, and Z28 trim levels continued, and the Z28 got a fake hood scoop and fender vents to better battle the incredibly popular Firebird Trans-Am. Buyers in California could only get a Camaro with an automatic transmission in 1978. The engine lineup remained the same, though the optional 350 V8 for all Camaros except the Z28 was making 170 horsepower by now. Watch out.
1979 – Berlinetta
Despite refreshed styling for 1978, the following model year brought further modifications to the 1979 Chevy Camaro. Inside, a new instrument panel debuted because the tooling that had been used since 1970 finally wore out, and a new optional CB radio let Chevy loyalists pretend to be Burt’s Bandit character. The Type LT model was replaced by the Berlinetta, a name appropriated from Ferrari, for crying out loud. The Z28 received a new turbine wheel option and got larger fender flares decorated with two-tone decals, which helped sales increase by over 50 percent. The optional 305 V8 (5.0-liter) was down to just 130 horsepower, about what an entry-level economy car with a 1.5-liter motor makes today.
1981 – Last Classic
By the time the second-generation Chevy Camaro was finally retired after the 1981 model year, the standard inline-six was dropped in favor of a 229-cid V6 making 110 horsepower. A new 267-cid V8 made just five horsepower more than the V6, but added torque for a livelier feel off the line. The 155-horse 305 V8 continued (and became standard on the 1981 Camaro Z28), but the optional 350 V8 for the Z28 model dropped from 1980’s 190-hp rating to 165 ponies. That means that even if you brake-torqued a brand-new 1981 Camaro Z28 and floored it from a traffic light, your grandma could whip your ass in a stock 2006 Honda Civic LX sedan with an automatic transmission. Ugh. Sales plunged spectacularly in 1980 and the 1981 lineup was pared to the base Camaro, the luxury Berlinetta, and the gaudy Z28.
1982 – Rejuvenated!
Chevrolet revived the Camaro with a complete redesign for 1982. Touting aerodynamics and handling over straight-line performance – a smart move given the wimpy 165-horsepower 5.0-liter (305-cid) V8 under the hood of the Z28 – Chevrolet was able to dramatically boost sales. The 1982 Chevy Camaro was a good looking car, melding classic Camaro design cues with the creased-and-folded styling popular at the time. The new Camaro was shorter, narrower, and lighter than the car it replaced, and had a more sophisticated front MacPherson strut suspension with rear coil springs replacing the former leaf springs. The base engine was a sorry 90-horsepower four-cylinder engine, while the Berlinetta got a 112-horse 2.8-liter V6. Optional on both models was a 150-horsepower 5.0-liter V8.
1984 – Power War
When the third-generation Camaro debuted in 1982, a horsepower war started between Chevy and Ford. Ford’s Mustang GT, equipped with a “Boss” 302 motor (5.0-liter), made 157 horsepower and could get the lightweight car to 60 mph quickly. The more appealing Camaro Z28 made more power but was heavier. So, each year, Chevy and Ford found ways to extract more power out of their pony cars. By 1984, the Z28 was making 190 horsepower – 15 more than the Mustang GT and turbocharged four-cylinder Mustang SVO. To celebrate, Chevrolet added awful electronic gauges to the options list.
1985 – IROC-Z
A decade before becoming the punch line of an ethnic joke, the 1985 Chevy Camaro IROC-Z became the lust object of thousands of teenaged boys, thanks to its 215-horsepower 5.7-liter (350-cid) V8 engine. Inspired by the International Race of Champions, the ’85 IROC-Z got unique front styling, deeper side skirts, and special 16-inch alloy wheels wearing wide Goodyear Eagle GT tires. Good thing Chevy introduced the IROC-Z: Ford was getting 210 horsepower out of the Mustang GT’s 5.0-liter V8 by 1985.
1989 – Going Topless
In 1987, the IROC-Z was making 225 horsepower, good for 0-60 mph in 6.5 seconds. That same year, the Camaro convertible was revived. Also re-introduced was the RS trim, essentially a Camaro Z28 equipped with a V6 engine, but only 2,000 were made for California customers. The slow-selling Berlinetta got the axe in ’87, replaced by an equally unpopular LT model. IROC-Zs were making 230 horsepower in 1989, five more than the speedy Ford Mustang LX 5.0 and GT models. During 1989, Camaros competed in the IMSA Firestone Firehawk racing series, in near production trim, and smart enthusiasts could get one right from the factory by ordering the 1LE option package with a/c delete, heavy-duty components, and a lower gear ratio.
1990 – Nose Dive
In 1990, the Chevy Camaro chalked up its worst sales year on record, but that’s mainly due to an abbreviated model year run – the 1991 Camaro arrived early in 1990. Dealers moved fewer than 35,000 1990 Camaros, all of which got a driver’s side airbag. The base Camaro RS received a new standard 3.1-liter V6 making 144 horsepower, but a stronger 170-horsepower 5.0-liter V8 was optional. A 220-horsepower V8 was also offered in the RS Coupe. The 230-horsepower IROC-Z received new wheels, revised trim detailing, and a limited slip differential. This was the last year for the IROC-Z, which was replaced by a revived Z28 trim for 1991 after Chevrolet lost rights to use the IROC name on the Camaro.
1993 – Fourth Generation
Compared to its cross-town rival, the Ford Mustang, the redesigned 1993 Chevrolet Camaro was a technical tour-de-force. It was sleek, rakish, and modern whereas the Ford Mustang resembled a box on wheels. The Camaro was strong, too, thanks to 275-horsepower, 5.7-liter V8 under the hood of the Z28 model. By contrast, a Mustang LX 5.0 or GT was making just 205 horsepower and the limited-production SVT Cobra mustered just 230 ponies. In 1993, the Camaro was invited to pace the Indianapolis 500 for the fourth time, and Chevrolet built 645 replicas like the car shown above.
Front and rear, the 1993 Chevy Camaro displayed strong stylistic ties to the long-lived 1982-92 model, but overall the car a little longer, a little taller, and a little wider. However, despite a complete redesign, the strongest engine lineup in decades, and handling unmatched by any Camaro sold in history, the 1993 version landed on the market with a dull thud. Base and Z28 coupes were the only Camaros sold in 1993, with the standard engine in Base models a 160-horsepower, 3.4-liter V6. Camaro Z28 got the monster 5.7-liter V8, matched to a standard six-speed manual transmission.
1994 – Sun Shines In
In 1994, the Camaro convertible returned to the lineup, offered in both Base and Z28 trim. The top was power operated and included a glass rear window with defogger for improved visibility. Despite newfound competition from Ford in the form of a redesigned Mustang that made 240 horsepower in Cobra trim, Chevrolet was able to triple Camaro sales in 1994. Unfortunately for enthusiasts, the 1994 Camaro Z28 received a Computer Aided Gear Selection feature for the manual transmission, a.k.a. “skip-shift,” which automatically moved the shifter from first to fourth gear under certain conditions in an effort to increase fuel economy.
1996 – More Power
During the mid-1990s, Camaro maintained impressive sales. In 1995, traction control was added to the options list. In 1996, the RS trim level returned, basically a dressed up Camaro V6 that appeared as though it wore a bed skirt thanks to a deep front air dam and low rocker panel extensions. Also, the Camaro swapped out its 3.4-liter V6 for a stronger 200-horsepower 3.8-liter V6. An F-1 package could be ordered on the 1996 Camaro Z28: covered headlights, white monochromatic paint scheme w/orange stripes, and a 300-horsepower V8. Also built in limited numbers was the 305-horsepower 1996 Camaro SS, with a functional hood scoop and leftover five-spoke alloy wheels from the legendary Corvette ZR-1.
1997 – 30th Anniversary
To celebrate the Camaro’s 30th Anniversary, Chevrolet offered a special package patterned after the 1996 Brickyard 400 pace car. Painted white with orange stripes, the 1997 30th Anniversary Package was offered on the Z28 and included a white-and-black houndtooth checked interior just like the 1969 Z28 Indy Pace Car. The Camaro SS became more widely available in 1997, pushing 305 horsepower to the massive rear wheels through a six-speed manual transmission, the same amount of power that Ford offered in the lighter SVT Cobra.
1998 – Final Update
A new nose and more power gave the 1998 Chevy Camaro its final major update. The front end featured near-flush headlights, a more prominent grille, and neatly faired-in turn signals and fog lights. The hood lost its fake air scoops, and its character. Simple five-spoke wheels replaced the stylish vented brushed aluminum alloys that had been on the Camaro since 1993. The end result was a duller looking car. The garish RS was discontinued for 1998, leaving the base, Z28, and SS trim levels – though the RS version’s dopey bed ruffle body kit was offered in a Sport Appearance Package on base Camaros. Camaro Z28s ditched the old 285-horse LT1 motor for a version of the Corvette’s aluminum LS1 V8 that was good for 305 horsepower in the Z and 320 ponies in the Camaro SS.
2000 – Waning Interest
While we all fretted about Y2K computer crashes and bought SUVs and pickup trucks in droves, the Camaro foundered. Sales bumped along at near historic lows, and new alloy wheels for the Z28 model didn’t help matters in 2000. The model lineup continued with coupes and convertibles in base, Z28, and SS models with a 3.8-liter V6 making 200 horsepower standard on base Camaros, a 305-horse 5.7-liter V8 standard on Z28, and an air-inducted 5.7-liter V8 making 320 ponies standard on the SS version.
2002 – Last of the Breed
After announcing that the end of the line had come for the Camaro, Chevrolet debuted these 35th Anniversary Editions in SS trim. Featuring red paint with white checkered-flag stripes and special wheels with black inserts, the 35th Anniversary Editions were snapped up by Camaro loyalists decrying the decision to shutter the Quebec assembly plant that had been building the car since 1993. In its last year, the Camaro SS, also pictured below, was making 320 horsepower. The Ford Mustang, which had been kicking the Camaro’s butt in sales for years, offered 390 horsepower and an independent rear suspension in the SVT Cobra when the last Camaro rolled off the assembly line.
21st Century Camaro
With the introduction of the Camaro Concept at the 2006 North American International Auto Show, Chevrolet underlines its intent to return to the rear-drive, V8-powered muscle car fray. This car turns the clock back nearly 40 years, taking the original 1967-69 as inspiration. But like any retro-mod original, the hardware underneath is all new. A Corvette-sourced 6.0-liter V8 belts out 400 horsepower, and those ponies get put to the ground through a six-speed manual transmission driving the rear wheels. Other goodies include a four-wheel independent suspension, four-wheel disc brakes with 14-inch drilled rotors, and a four-seat interior that looks very much like the original Camaro.
Aimed right at the popular Ford Mustang, the 1967 Chevrolet Camaro mustered more than 220,000 sales in its debut year. Chevrolet offered the Camaro as a hardtop coupe or a soft-top convertible, in standard, Rally Sport (RS), Super Sport (SS), and Z28 trims. The standard engine was a 140-horsepower, 230 cubic-inch inline six-cylinder engine, and an upgrade V8 motor made 210 horsepower from 327 cubes. Optional engines included a 155-horse 250 inline six, a 275-horse 327 V8, a 290-horse 302 V8 for the limited-production Z28 (rumored to actually make more like 400 horsepower), a 295-horse 350 V8 (the venerable small-block Chevy V8 engine), a 325-horse 396 V8, and a 375-horse 396 V8. Ah, the good old days. A three-speed manual was standard, a four-speed manual was optional, and the six-cylinder model could be paired with a two-speed Powerglide automatic. An automatic transmission was also offered with the 396 cid V8 making 325 hp. The ’67 Chevy Camaro paced the Indianapolis 500 race that year, and just 100 replicas like the car shown above were built.
1968 – Success!
In 1968, the Chevy Camaro proved itself popular with consumer – and racers. Ironically, the Camaro won the Trans-Am championship that year, not its corporate sibling the Pontiac Firebird, which famously wore the “Trans-Am” name for decades starting in 1969. The performance-oriented Z28 model was more widely available, and minor cosmetic changes inside and out marked the 1968 Camaro. Optional four-wheel-disc brakes also debuted in the middle of the model year.
1969 – Last Original
Updated styling for 1969 created one of the best-looking Camaros ever, with revised fenders and quarter panels, updated front and rear styling, and a new dashboard. The look lasted one year, and the ’69 Chevy Camaro convertible was the last one for almost two decades. The Camaro paced the Indianapolis 500 again, and won the Trans-Am racing championship one more time. Z28 models equipped with the high-revving 302 V8 got a more realistic horsepower rating of 350 ponies. The 1969 Chevrolet Camaro coupes enjoyed an extended run as early-1970 models because the redesigned second-generation model was delayed until February of 1970.
1970 – New Generation
After just three years on the market, the Chevy Camaro was completely redesigned, adopting a European appearance with a very long hood and a very short deck. Inside, the ’70 Camaro sported driver-centric cockpit-style instrumentation, and a “stirrup” shifter with the optional automatic transmission. The convertible model was dead, and Camaro coupes were sold in standard, RS, SS, and Z28 trim. The RS received special styling cues like a split front chrome bumper, inboard parking lamps, and hidden wiper blades. The base engine was a 155-horsepower, 250-cid inline six-cylinder. A 200-horsepower, 307-cid V8 was available as an option. A 250-horse 350 V8, a 300-horse 350 V8, a 360-horse 350 V8 (for Z28 only), a 350-horse 396 V8*, and a 375-horse 396 V8* were also offered. An automatic transmission was available on the Camaro Z28 for the first time in 1970.
* Actual displacement was 402 cubic inches.
1971 – Power Slide
Groovy new vinyl top options debuted on the 1971 Chevy Camaro, and new standard features like power front disc brakes and a defroster arrived. The ’71 Camaro SS, shown here, included fake wire wheel covers, white-lettered tires, a dual exhaust system, and a right-side sport mirror. The big news for 1971, however, was that power ratings took a tumble. The standard six-cylinder motor lost 10 horsepower, while the Z28’s 350 V8 took a 30-horse hit and the mighty 396 motors dropped 50 ponies. These horsepower reductions occurred before the switch from gross to net ratings: in 1972, the most powerful Camaro Z28 made just 255 horsepower.
1974 – Regulated by USA
For 1974, the Chevy Camaro was restyled with federally-mandated five-mph bumpers and new sheetmetal. At the rear, the Camaro’s round quad taillights gave way to a new trapezoidal wrap-around design that would characterize Camaro styling until the end of the line. With a new cultural emphasis on “personal luxury,” the zooted-up Camaro Type LT (Luxury Touring) debuted to tremendous success, slotting in between the standard model and the Z28 performance edition. The standard engine was a smog-strangled inline six making a measly 100 horsepower. Optional 350-cid V8s offered 145, 160, or 185 horsepower. The ’74 Camaro Z28, pictured here, got a gaudy hood graphic and a 245-horse 350 V8.
1975 – Z28 is Dead
The Camaro Z28 was gone for 1975, replaced by a revived Rally Sport trim level. Stylistically, the 1975 Chevy Camaro received a new wrap-around rear window for improved visibility. The standard six-cylinder engine gained five horsepower this year, but the most powerful Camaro sold for ’75 was equipped with a pathetic 155-horsepower 350 V8, and that engine was only offered in California and high-altitude regions. Other Camaro buyers got stuck with a 145-horsepower version of the 350. Shown here is the luxed-up Camaro Type LT.
1976 – Paint and Stripes
Paint and stripes were about the only excitement offered with the emasculated 1976 Chevy Camaro lineup, even though engineers were learning how to extract more horsepower out of the embarassing engine lineup. The optional 350 V8 was making 165 horsepower in 1976, and a new 305-cid V8 for the Type LT whipped up 140 ponies. Ten new paint colors were offered for 1976, and the vinyl roof option only covered the front half of the roof, leaving a body-colored band of metal stretching between the B-pillars.
1977 – Overshadowed
Burt Reynolds drove a 1977 Pontiac Firebird Trans-Am to fame in “Smokey and the Bandit,” one of the great car-chase movies of all time, leaving the revived Camaro Z28 overshadowed by its corporate twin for years. The Z28 received a stiffer suspension, painted rally wheels, fatter tires, quicker steering, a big decklid spoiler, special graphics, and a dual-resonator exhaust system. It even got a 185-horsepower 350 V8. But most people preferred to have a screaming chicken decal on the hood of their GM-built sport coupe.
1978 – Restyled
Refreshed for the second time, the 1978 Chevy Camaro lent new life to a rapidly aging design. The biggest change was a switch from metal bumpers to soft urethane front and rear fascias painted the same color as the body, but snazzy new T-tops that rattled and leaked were also notable. Standard, Type LT, Rally Sport, and Z28 trim levels continued, and the Z28 got a fake hood scoop and fender vents to better battle the incredibly popular Firebird Trans-Am. Buyers in California could only get a Camaro with an automatic transmission in 1978. The engine lineup remained the same, though the optional 350 V8 for all Camaros except the Z28 was making 170 horsepower by now. Watch out.
1979 – Berlinetta
Despite refreshed styling for 1978, the following model year brought further modifications to the 1979 Chevy Camaro. Inside, a new instrument panel debuted because the tooling that had been used since 1970 finally wore out, and a new optional CB radio let Chevy loyalists pretend to be Burt’s Bandit character. The Type LT model was replaced by the Berlinetta, a name appropriated from Ferrari, for crying out loud. The Z28 received a new turbine wheel option and got larger fender flares decorated with two-tone decals, which helped sales increase by over 50 percent. The optional 305 V8 (5.0-liter) was down to just 130 horsepower, about what an entry-level economy car with a 1.5-liter motor makes today.
1981 – Last Classic
By the time the second-generation Chevy Camaro was finally retired after the 1981 model year, the standard inline-six was dropped in favor of a 229-cid V6 making 110 horsepower. A new 267-cid V8 made just five horsepower more than the V6, but added torque for a livelier feel off the line. The 155-horse 305 V8 continued (and became standard on the 1981 Camaro Z28), but the optional 350 V8 for the Z28 model dropped from 1980’s 190-hp rating to 165 ponies. That means that even if you brake-torqued a brand-new 1981 Camaro Z28 and floored it from a traffic light, your grandma could whip your ass in a stock 2006 Honda Civic LX sedan with an automatic transmission. Ugh. Sales plunged spectacularly in 1980 and the 1981 lineup was pared to the base Camaro, the luxury Berlinetta, and the gaudy Z28.
1982 – Rejuvenated!
Chevrolet revived the Camaro with a complete redesign for 1982. Touting aerodynamics and handling over straight-line performance – a smart move given the wimpy 165-horsepower 5.0-liter (305-cid) V8 under the hood of the Z28 – Chevrolet was able to dramatically boost sales. The 1982 Chevy Camaro was a good looking car, melding classic Camaro design cues with the creased-and-folded styling popular at the time. The new Camaro was shorter, narrower, and lighter than the car it replaced, and had a more sophisticated front MacPherson strut suspension with rear coil springs replacing the former leaf springs. The base engine was a sorry 90-horsepower four-cylinder engine, while the Berlinetta got a 112-horse 2.8-liter V6. Optional on both models was a 150-horsepower 5.0-liter V8.
1984 – Power War
When the third-generation Camaro debuted in 1982, a horsepower war started between Chevy and Ford. Ford’s Mustang GT, equipped with a “Boss” 302 motor (5.0-liter), made 157 horsepower and could get the lightweight car to 60 mph quickly. The more appealing Camaro Z28 made more power but was heavier. So, each year, Chevy and Ford found ways to extract more power out of their pony cars. By 1984, the Z28 was making 190 horsepower – 15 more than the Mustang GT and turbocharged four-cylinder Mustang SVO. To celebrate, Chevrolet added awful electronic gauges to the options list.
1985 – IROC-Z
A decade before becoming the punch line of an ethnic joke, the 1985 Chevy Camaro IROC-Z became the lust object of thousands of teenaged boys, thanks to its 215-horsepower 5.7-liter (350-cid) V8 engine. Inspired by the International Race of Champions, the ’85 IROC-Z got unique front styling, deeper side skirts, and special 16-inch alloy wheels wearing wide Goodyear Eagle GT tires. Good thing Chevy introduced the IROC-Z: Ford was getting 210 horsepower out of the Mustang GT’s 5.0-liter V8 by 1985.
1989 – Going Topless
In 1987, the IROC-Z was making 225 horsepower, good for 0-60 mph in 6.5 seconds. That same year, the Camaro convertible was revived. Also re-introduced was the RS trim, essentially a Camaro Z28 equipped with a V6 engine, but only 2,000 were made for California customers. The slow-selling Berlinetta got the axe in ’87, replaced by an equally unpopular LT model. IROC-Zs were making 230 horsepower in 1989, five more than the speedy Ford Mustang LX 5.0 and GT models. During 1989, Camaros competed in the IMSA Firestone Firehawk racing series, in near production trim, and smart enthusiasts could get one right from the factory by ordering the 1LE option package with a/c delete, heavy-duty components, and a lower gear ratio.
1990 – Nose Dive
In 1990, the Chevy Camaro chalked up its worst sales year on record, but that’s mainly due to an abbreviated model year run – the 1991 Camaro arrived early in 1990. Dealers moved fewer than 35,000 1990 Camaros, all of which got a driver’s side airbag. The base Camaro RS received a new standard 3.1-liter V6 making 144 horsepower, but a stronger 170-horsepower 5.0-liter V8 was optional. A 220-horsepower V8 was also offered in the RS Coupe. The 230-horsepower IROC-Z received new wheels, revised trim detailing, and a limited slip differential. This was the last year for the IROC-Z, which was replaced by a revived Z28 trim for 1991 after Chevrolet lost rights to use the IROC name on the Camaro.
1993 – Fourth Generation
Compared to its cross-town rival, the Ford Mustang, the redesigned 1993 Chevrolet Camaro was a technical tour-de-force. It was sleek, rakish, and modern whereas the Ford Mustang resembled a box on wheels. The Camaro was strong, too, thanks to 275-horsepower, 5.7-liter V8 under the hood of the Z28 model. By contrast, a Mustang LX 5.0 or GT was making just 205 horsepower and the limited-production SVT Cobra mustered just 230 ponies. In 1993, the Camaro was invited to pace the Indianapolis 500 for the fourth time, and Chevrolet built 645 replicas like the car shown above.
Front and rear, the 1993 Chevy Camaro displayed strong stylistic ties to the long-lived 1982-92 model, but overall the car a little longer, a little taller, and a little wider. However, despite a complete redesign, the strongest engine lineup in decades, and handling unmatched by any Camaro sold in history, the 1993 version landed on the market with a dull thud. Base and Z28 coupes were the only Camaros sold in 1993, with the standard engine in Base models a 160-horsepower, 3.4-liter V6. Camaro Z28 got the monster 5.7-liter V8, matched to a standard six-speed manual transmission.
1994 – Sun Shines In
In 1994, the Camaro convertible returned to the lineup, offered in both Base and Z28 trim. The top was power operated and included a glass rear window with defogger for improved visibility. Despite newfound competition from Ford in the form of a redesigned Mustang that made 240 horsepower in Cobra trim, Chevrolet was able to triple Camaro sales in 1994. Unfortunately for enthusiasts, the 1994 Camaro Z28 received a Computer Aided Gear Selection feature for the manual transmission, a.k.a. “skip-shift,” which automatically moved the shifter from first to fourth gear under certain conditions in an effort to increase fuel economy.
1996 – More Power
During the mid-1990s, Camaro maintained impressive sales. In 1995, traction control was added to the options list. In 1996, the RS trim level returned, basically a dressed up Camaro V6 that appeared as though it wore a bed skirt thanks to a deep front air dam and low rocker panel extensions. Also, the Camaro swapped out its 3.4-liter V6 for a stronger 200-horsepower 3.8-liter V6. An F-1 package could be ordered on the 1996 Camaro Z28: covered headlights, white monochromatic paint scheme w/orange stripes, and a 300-horsepower V8. Also built in limited numbers was the 305-horsepower 1996 Camaro SS, with a functional hood scoop and leftover five-spoke alloy wheels from the legendary Corvette ZR-1.
1997 – 30th Anniversary
To celebrate the Camaro’s 30th Anniversary, Chevrolet offered a special package patterned after the 1996 Brickyard 400 pace car. Painted white with orange stripes, the 1997 30th Anniversary Package was offered on the Z28 and included a white-and-black houndtooth checked interior just like the 1969 Z28 Indy Pace Car. The Camaro SS became more widely available in 1997, pushing 305 horsepower to the massive rear wheels through a six-speed manual transmission, the same amount of power that Ford offered in the lighter SVT Cobra.
1998 – Final Update
A new nose and more power gave the 1998 Chevy Camaro its final major update. The front end featured near-flush headlights, a more prominent grille, and neatly faired-in turn signals and fog lights. The hood lost its fake air scoops, and its character. Simple five-spoke wheels replaced the stylish vented brushed aluminum alloys that had been on the Camaro since 1993. The end result was a duller looking car. The garish RS was discontinued for 1998, leaving the base, Z28, and SS trim levels – though the RS version’s dopey bed ruffle body kit was offered in a Sport Appearance Package on base Camaros. Camaro Z28s ditched the old 285-horse LT1 motor for a version of the Corvette’s aluminum LS1 V8 that was good for 305 horsepower in the Z and 320 ponies in the Camaro SS.
2000 – Waning Interest
While we all fretted about Y2K computer crashes and bought SUVs and pickup trucks in droves, the Camaro foundered. Sales bumped along at near historic lows, and new alloy wheels for the Z28 model didn’t help matters in 2000. The model lineup continued with coupes and convertibles in base, Z28, and SS models with a 3.8-liter V6 making 200 horsepower standard on base Camaros, a 305-horse 5.7-liter V8 standard on Z28, and an air-inducted 5.7-liter V8 making 320 ponies standard on the SS version.
2002 – Last of the Breed
After announcing that the end of the line had come for the Camaro, Chevrolet debuted these 35th Anniversary Editions in SS trim. Featuring red paint with white checkered-flag stripes and special wheels with black inserts, the 35th Anniversary Editions were snapped up by Camaro loyalists decrying the decision to shutter the Quebec assembly plant that had been building the car since 1993. In its last year, the Camaro SS, also pictured below, was making 320 horsepower. The Ford Mustang, which had been kicking the Camaro’s butt in sales for years, offered 390 horsepower and an independent rear suspension in the SVT Cobra when the last Camaro rolled off the assembly line.
21st Century Camaro
With the introduction of the Camaro Concept at the 2006 North American International Auto Show, Chevrolet underlines its intent to return to the rear-drive, V8-powered muscle car fray. This car turns the clock back nearly 40 years, taking the original 1967-69 as inspiration. But like any retro-mod original, the hardware underneath is all new. A Corvette-sourced 6.0-liter V8 belts out 400 horsepower, and those ponies get put to the ground through a six-speed manual transmission driving the rear wheels. Other goodies include a four-wheel independent suspension, four-wheel disc brakes with 14-inch drilled rotors, and a four-seat interior that looks very much like the original Camaro.
Photos courtesy of General Motors