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The 1970 Camaro, Most of the engine and drivetrain components were carried over from 1969, with the exception of the 230 cu in (3.8 L) six
cylinder — the base engine was now the 250 cu in (4.1 L) six, rated at 155 hp (116 kW). The top performing motor was the 396 cu in (6.5 L) L78
rated at 375 hp (280 kW). Starting in 1970, the big block V8s (nominally 396 cu in (6.5 L)) actually displaced 402 cu in (6.6 L), yet Chevrolet chose
to retain the 396 badging. Two 454 cu in (7.4 L) engines (the LS6 and LS7) were listed on early specification sheets and in some sales brochures but
never made it into production. Besides the base model, buyers could select the Rally Sport option with a distinctive nose and bumper, a Super Sport
package, and the Z-28 Special Performance Package featuring a new high-performance LT-1 360 hp (268 kW) 380 lb·ft (520 N·m) of torque 350 cu in
(5.7 L) V8. The LT-1, an engine built from the ground up using premium parts and components, was a much better performer overall than the
previous 302 cu in (4.9 L) V8s used in 1967-69 Z-28s; greater torque and less-radical cam, coupled with the 780 cfm Holley four-barrel,[1] permitted
the Z-28 to be available with the 3-speed Turbo Hydramatic 400 automatic transmission as an option to the four-speed manual for the first time.
The 1971 Camaro received only minor appearance changes from its 1970 counterpart. Inside, new high-back Strato bucket seats with built-in
headrests replaced the 1970-only low-back seats with adjustable headrests. The biggest changes came under the hood due to a GM-corporate
mandate all engines be designed to run on lower-octane regular leaded, low-lead, or unleaded gasoline, necessitating reductions in compression ratios
and horsepower ratings. The 250 ci 6, 307 ci V8 and two-barrel 350 V8 were virtually unchanged as they were low-compression regular-fuel engines
in 1970 and previous years, while the LT-1 350 V8 used in the Z/28 dropped from 360 to 330 horsepower (250 kW) due to compression ratio decline
from 11.0:1 to 9.0:1, and the big 396/402 V8 dropped from 350 to 300 horsepower (220 kW) due to compression ratio drop from 10.25:1 to 8.5:1.
The 1972 Camaro suffered two major setbacks. The UAW strike at a GM assembly plant in Norwood disrupted production for 174 days, and 1,100 incomplete Camaros had to be scrapped because they could not meet 1973 federal bumper safety standards. Some at GM seriously considered dropping the Camaro and Firebird altogether, particularly while the corporation was under pressure to adapt its vast number of makes and models to difficult new regulations for emissions, safety, and fuel economy. Others pointed out the fiercely loyal followings the cars enjoyed and were convinced the models remained viable. The latter group eventually convinced those in favor of dropping the F-cars to reconsider, and Chevrolet would go on to produce 68,656 Camaros in 1972. 970 SS396s were produced in 1972, and this was the last year for the SS model. This year the badging changed from "Z/28" to "Z28". Horsepower ratings continued to drop, not only due to lower compression and tighter emissions but, beginning with the 1972 model year, a switch from gross (on dynometer) to net ratings based on an engine in an actual vehicle with all accessories installed. With that, the 350 ci LT1 dropped from 330 gross horsepower in 1971 to 255 net for 1972 and the big-block 396/402 was now rated at 240 net horsepower compared to 300 gross horses in 1971.
The 1973 Camaro incorporated standard impact-absorbing front bumper system to met new no-damage at 5 miles per hour (8.0 km/h) NHTSA safety
legislation. The Rally Sport option with its chrome bumperettes on either side of an impact absorbing urethane grill surround continued for one more year due to creative bracing behind the front sheetmetal.
The 1974 Camaro grew seven inches (178 mm) longer thanks to new aluminum bumpers required to meet federal standards and a forward sloping
grille. Round taillights were replaced with a rectangular wraparound design. It was the last year to have a flat rear window, with thick roof pillars. All
later years had slimmer roof pillars and a wrap around rear window for better visibility.
The 1975 Camaro Z28 option was discontinued despite an increase in sales to over 13,000 units in 1974 and similar popularity of Pontiac's Firebird
Trans Am. Chevy dropped the Z28 due to ever-tightening emission standards that spelled the end of the higher-output versions of the 350 cubic-inch
V8, rated at 245 horsepower (183 kW) in 1973 and 1974. Engines that were offered in 1975 continued to reflect the impact of these regulations in
their declining horsepower ratings. Two 350 cid (5.7 L) V8s produced 145 hp (108 kW) and 155 hp (116 kW) (Horsepower losses can seem a bit
exaggerated compared to earlier cars, however, their power ratings were now net as opposed to the prior gross ratings. SAE net power ratings (used
since 1972) were taken from the engine crankshaft as before, but now all accessories had to be attached and operating, and all emissions equipment
and a full production exhaust system had to be in place. These power-robbing additions — along with stringent new emissions laws and the
equipment they required — were instrumental in creating the vastly smaller power figures found in subsequent cars. The manufacturers themselves
also sometimes intentionally underrated engines for a variety of motives, notably avoiding provoking the insurance companies and federal regulators
into enacting undesirable policies, but also sometimes to prevent lower priced models from stacking up too well on paper against their own more
profitable high-end products.). The year 1975 was also the first for the catalytic converter, which was designed as a much more efficient way of
reducing emissions than the previous air pump and other smog gear, allowing for finer tuning of engines to permit improved drivability and fuel
economy. However, the converter spelled the end of true dual exhausts and mandated the use of lower octane unleaded gasoline, which was not
only inferior in antiknock qualities but also more expensive than leaded regular gas, a great disadvantage at a time of dramatically rising gasoline
prices in the aftermath of the 1973-74 Arab Oil Embargo. The catalytic converter and GM High Energy electronic ignition (previously a Z28 option,
now made standard for 1975) were advertised among the components of "Chevrolet's new Efficiency System" which was promoted to offer other
benefits to 1975 Camaro owners (in comparison to '74 models) that included extended maintenance intervals from 6,000 to 7,500 miles (12,100 km)
for oil/filter changes and spark plugs that lasted up to 22,500 miles (36,200 km) compared to 10,000 miles (16,000 km) on '74 models.
The 1976 Camaro had only minor appearance changes, most notably a brushed metal insert in the rear tail section on the LT model. The 250 cubic-inch six-cylinder remained the standard engine in the sport coupe and a new 140-horsepower 305 cubic-inch V8 became the standard engine in the LT and base V8 option in the sport coupe. The larger 350 cubic-inch V8 was now only available with a four-barrel carburetor and 165 horsepower (123 kW). Power brakes became standard on V8 models this year. The Camaro's popularity was soaring. Sales totals jumped significantly for 1976, the best year yet for the second generation, and were to improve even more dramatically as the decade progressed
The 1977 Camaro Z28 was re-introduced to the public in the spring of 1977 as a 1977½ in response to dramatically increasing sales of Pontiac's
Trans Am, which sold over 46,000 units in 1976 and accounted for half of all Firebird sales that year. Like the Trans Am, the revived Camaro Z28 was
an instant hit and was powered by a 350 cubic-inch V8 with four-barrel carburetor and 185 horsepower (175 horses with California emissions
equipment), with most cars sold equipped with air conditioning and an automatic transmission for a comfort-oriented public. The cars were also
available with a Borg-Warner Super T-10 4-speed manual transmission and minimal option packaging for those buyers interested in a
performance-oriented vehicle. The half-year model was one of the few American high-performance vehicles available at the time. The car was
capable of turning in quarter-mile times comparable to many of the 1960s muscle cars, and the chassis was developed to reward the driver with a
first-class grand touring experience, capable of outstanding handling, especially in the hands of a competent high-performance driver. Several Z28s
were sold as a stripped performance car, and in this trim the Camaro Z28 could outperform Pontiac Trans Ams and Corvettes on highways and canyon roads.
The 1978 Camaro, Chevrolet added a new front and rear bumper and added a hood scoop unlike the 1977 with only a decal. Sales topped all previous models with 272,631, 54,907 of those are the RPO Z28 "Special Performance Package". Available models for 1978 included Sport Coupe, RS, Type LT, Type LT/RS and Z28. Although some believe you could order a "Type LT/RS Z28", that is false. The Z28 had a stripe package that you could not delete, so the two tone paint of the Rally Sport (RS) would interfere. The Z28 had a 350ci that produced 185 bhp and produced 280 ft.lb. of torque, which ran with a four-barrel Quadrajet carburetor. Z28s transmissions were either 4-speed, or a TH-350 3-speed.
The 1979 Camaro biggest changes were the introduction of the luxury-oriented Berlinetta model, replacing the Type LT, and a restyled instrument panel with a much flatter appearance than the previous wraparound design (although the gauges themselves remained in the same places as before). The base models, RS and Z28 remained, the Z28s now came with a front spoiler and fender flares much like its Pontiac Trans Am twin had, and now came with "Z28" decals that ran from the beginning of the front flares to the bottoms of the doors. Electric rear window defroster became optional this year, replacing the old blower type. Sales for 1979 were the highest ever for any generation Camaro before or since, numbering 282,571 units. Engine choices remained with the 250 I6 standard in the base and RS models, with the 305 2bbl being an option and standard on the Berlinetta.
The 1980 Camaro, the aged 250 cu in (4.1 L) inline-six was replaced with a 229 cu in (3.8 L) V6 engine, 231 cu in (3.8 L) in California. The 120 hp (89 kW; 122 PS) (4.4 L) V8 engine became an option on the base, RS and Berlinetta models this year. The Z28 hood included a rear-pointing raised scoop (air induction) with a solenoid operated flap which opened at full throttle, allowing the engine to breathe cooler air. Speedometers now read 85 mph (137 km/h), down from 130. Z28s had new optional grey 5-spoke rims (later used on the 1986–1988 Monte Carlo SS), a unique style upper and lower front grill and smaller revised graphics on its lower-door decals. The side scoops were also changed from a louvered design to a flatter one with a single opening. The 350 cu in (5.7 L) V8 was no longer available in the base, RS or Berlinetta models, being reserved only for the Z28 this year
The 1981 Camaro was nearly unchanged from 1980 and would be the last model year for the second generation Camaro. The Z28 was still powered by a 350 cu in (5.7 L) V8, however due to new emissions regulations the engine was now equipped with a CCC (Computer Command Control) unit for the first time. This predecessor to modern engine control modules had an oxygen sensor, an electronically controlled carburetor, a throttle position sensor, coolant sensors, a barometric pressure sensor, a manifold absolute Pressure sensor (MAP), and a check engine light on the dash. The transmission was now equipped with a lockup torque converter, controlled by the CCC as well. The CCC could also be used as a self diagnostic tool. However, as the goal of this change was strictly emissions reduction, horsepower dropped to 175 hp (130 kW; 177 PS). This engine was now only available with an automatic transmission and while the four-speed manual versions had the 165 hp (123 kW; 167 PS) 305 cu in (5.0 L), which was the only engine offered in Z28s sold in California, and then only with an automatic. Canadian models, however, could still get the 350 and 4-speed combination, and were not equipped with a CCC. Canadian 1981 Camaros were thus identical to 1980 US model. RS models were dropped this year, but the RS designation would reappear in 1989. Total production had dropped down to 126,139 from a high of 282,571 in 1979 - More Photo -
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