As the Chevy Camaro nears 50 years old (amazing, isn't it?), its popularity has been recharged by a new model, the fifth-generation.
Released in ’09 (as a '10 model) the new-gen Camaro has developed a strong following and continues to lead the sales race with rivals Ford Mustang and Dodge Challenger.
With the 2014 Z28 the future of Camaro performance is bright. The 2014 model embodies the spirit of the original race-ready Z while honoring all eras, setting a new milestone in the process.
The following article is a tribute to the famous Chevy RPO (Regular Production Order) option, including some historical highlights that helped make the Z28 the iconic performance model so revered today.
For a more in-depth look at the Z28, there are plenty of books and other restoration-related sources available.
The Beginning
First-gen (’67-’69)
The first-gen Camaros are arguably the most popular F-bodies, a fixture of car shows due to their muscle car era status.
On the exterior, the ’67 and ’68 models look virtually the same. The ‘67 door sports small vent windows while the ’68 does not (it has one-piece glass). Side marker lights became standard issue on all cars in ’68. The ’69 was redesigned with a more pronounced grill and, along with squared-off wheel wells, makes for a more aggressive appearance.
First-gen Z28s were high performance packages aimed at the SCCA (Sports Car Club of America) Trans Am racing series of the time. The Trans Am series mainly featured pony cars, such as the Mustang and Challenger, as well as the Plymouth Barracuda and AMC Javelin. All first-gen Z28s were coupes with 4-speed manual transmissions and power disk brakes mandatory.
Cowl induction hood, an option available exclusively on the ’69 Z28, has seemingly been fitted to just about every first-gen Camaro. Rally Stripes with the cowl hood makes for a striking package, no doubt proving the fact that ’69 is considered the most popular Camaro ever.
Production for the ’67 was only 602 with Chevy building 7,199 Z28s in 1968. These first two years are uncommon sights on the street or at shows. The ’69 Z28 was produced in far greater numbers (20,302) and is the most visible of the original group.
The most noteworthy trait of the first-gen Z28s is the motor. Chevy went to the spare parts bin, combining a 327-cid (cubic inch displacement) block’s 4.0” bore with a short-stroke 283-cid crank to form a 302-cid, just enough to slip under and satisfy the 5.0-liter limit SCCA required. Though low on displacement, the short-stroke big-bore combo netted a rev-friendly power curve, perfect for race cars.
Still, the 302 Z28 is remembered more for its race-bred heritage than for its lack of torque, a common complaint on the street.
The Evolution
Second-gen (’70-’81)
Released late in the ’70 model year, the new F-body had a decidedly European-influenced fastback styling. Early models (’70-’73) feature wide-open grills along with Corvette-inspired round taillights, and lack the clunky bumpers that began to appear in ’74 to meet Federal impact standards.
Throughout the production run, the Camaro received several front and rear face-lifts. 1975 models received wraparound rear windshields. In later years, the bumpers were covered and aerodynamics items, such as fender spoilers and air dams became the norm. Convertibles were gone, to be replaced by T-tops in ’78.
As emissions and government regulations were mounting, muscle cars were slowly being phased out. High compression ratios and high-octane leaded gas were replaced with catalytic converters and less horsepower. With this shift came an emphasis on handling and convenience packages, such as automatic transmissions and air conditioning, options that would eventually be made available on Z28 models.
Already a superior handling and braking car compared to previous-gen models, second-gen Z28s upped the ante with thicker anti-roll bars, stiffer shocks, a fast-ratio steering box, and fat tires.
Once again, at the heart of the Z28 was a powerful engine. The ’70 Z28 featured an all-new solid-lifter 350-cid LT-1 with 360hp. More important, however, was the low-RPM torque it produced. An upgrade to the previous high-strung 302-cid, the LT-1 made the Camaro a better street car.
Power declined steeply as the era wore on. The once-mighty 350 LT-1 was de-tuned with hydraulic lifters (’73), then altogether nixed. Nonetheless, the 350-cid Chevy became the standard Z28 motor (in various configurations) through ’81, ending with rather paltry 175hp.
Early second-gen Z28 models were initially not made in great numbers, starting with 8,733 for 1970 and 13,802 in 1974. The Z disappeared for ’75-’76, but returned in ‘77, peaking at 84,877 units in 1979. By 1981, however, Chevy produced just 20,253 Z28s, a quarter of what it had done a few years prior.
Overall, the Z28 sold relatively well in the ‘70s as smaller cars became mainstream with the oil embargos and gas crisis that repeatedly plagued the decade.
Performance Returns
Third-gen (’82-’92)
A lighter and more fuel-savvy Camaro greeted customers in ’82. Rear hatchback styling allowed unprecedented storage capability, a liability since the Camaro’s inception.
In ’85 Chevy introduced the IROC (International Race of Champions), an option on the Z28 package (thereby known as an IROC-Z28 or IROC-Z). On top of the Z28's already impressive performance, the IROC package included lowered suspension, firmer shocks, body ground effects, fog lamps, aluminum wheels (with unidirectional tires), a louvered hood, and special stripes and graphics. The IROC-Z was popular and its visual impact would come to define the Camaro, let alone the Z28, in the '80s.
In ’88, the IROC-Z replaced the traditional Z28. In 1991 the IROC-Z was discontinued, but the Z28 model was revived.
Engine choices for the Z28 revolved around the 305-cid. Though low on displacement, early on the 305-cid with a 4-barrel carb was good for 145hp. Fuel injection made an impact, as the optional 305-cid Cross Fire Injection was rated at 165hp. The real power came later, when TPI (Tune Port Injection) got the performance ball rolling with 215hp.
Finally the 350-cid returned to the Z28 lineup in 1987, though it was limited to an automatic transmissions due to its increased torque output and 225hp rating. The 350-cid would peak at 245hp in the last two years (‘91-’92).
Third-gen Z28 production, like the second-gen, varied considerably over the years. Some years offered a Z28 and a separate IROC model while others had just a base model and an IROC, which only adds to the confusion. Actual production numbers notwithstanding, 305-cid TPI models equipped with a 5-speed manual (350-cid weren't paired with manual trans) are highly sought after. For the first time ever a convertible Z28 was available (’87) making these a popular choice. Z28s equipped with 350-cid engines are also prized by collectors.
The End
Fourth-gen (’93-’02)
It was a drastic change, with critiques over the steeply sloped windshield and being unable to see the front of the car (ironically, now a commonplace in design). Though still a hatchback model, the Camaro still resembled the same pony car theme as before.
Bodies were less susceptible to rust due to more Sheet Molded Compound (SMC) panels being used throughout (think: Corvette).
The newest treat was under the hood with the LT1 350-cid motor providing a robust 275hp. A 6-speed manual transmission was standard, offering improved mileage with its double-overdrive. 0-60 times were clocked in 5.7 seconds with the quarter-mile arriving at just over 14 seconds. Anti-lock technology along with revised brakes improved stopping times, a good thing on what many considered one fast car.
In 1995, Z28s that had previously had their roofs, door handles and side mirrors painted black, could now get them body colored.
In ’98 the Gen III LS1 motor debuted on the Z28 rated at 305hp. With the LS block cast from aluminum, a significant weight savings off the front end was achieved. The LS series motors would prove to be more powerful and efficient than ever before, ushering in a new wave of technology that have remained a staple of GM’s entire lineup, on both trucks and cars.
The Z28 ended up with a respectable 310hp in ’01-’02.
Z28 production slowly declined over the years, with a high of 40,940 in 1994 and a low point of 6,320 in 2001. The F-body was discontinued after 2002.
The Reborn
Fifth-gen (’09-present)
The retro-inspired fifth-gen was released in '09 as a '10 model. Though it echoes the past, especially ’69 design cues, it still looks new-age and modern.
Featuring an independent rear suspension and improved performance (by even Camaro standards), the new-gen has been a revelation for Chevrolet, leading the pony car market sales race in as many years.
Until recently, the only V8 option was in the SS (Super Sport). Not to be outdone, Chevy finally reintroduced the Z28 for the 2014 model year. The LS7 motor makes at least 500hp and is only available with a 6-speed manual transmission, according to Chevrolet.
A purpose-built car for the racer in all of us, the '14 Z28 is even more track-ready than originally rumored. It represents the pinnacle of performance in Z28 history.
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