Chevrolet Camaro

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Chevrolet Camaro<tr><td colspan=2>Image:1968ChevroletCamaroZ28.jpg</tr>
Manufacturer:	General Motors<tr><th>Production:<td>1967–2002 2009+</tr><tr><th>Class:<td>Pony car</tr><tr><th>Body style:<td>2-door coupe 2-door convertible</tr><tr><th>Platform:<td>FR F-body (1967-2002) FR Zeta platform (2009+)</tr><tr><th>Related:<td>Pontiac Firebird</tr><tr><th>Similar:<td>Ford Mustang Pontiac GTO Dodge Challenger Plymouth Barracuda Chevrolet Nova Toyota Supra</tr>

The Chevrolet Camaro is a popular pony car made in North America by the Chevrolet Motor Division of General Motors. It was introduced on September 29, 1966 — the start of the 1967 model year — as a Ford Mustang competitor. The car shared the same platform and major components with the Pontiac Firebird, also introduced in 1967. Four distinct generations of the car were produced before production ended in 2002. A new Camaro will roll off assembly lines in 2009.<ref name="2009Announcement">GM Press Release on 2009 Camaro production announcement</ref>

1 Origin
2 First generation
3 Second generation
4 Third generation
5 Fourth generation
6 Fifth generation
7 Appearances in pop culture
8 References
9 External links

[edit] Origin

The Camaro was initially advertised on Top 40 AM radio stations of the day in an attempt to woo the young adult market. Although it was technically a compact car (by the standards of the time), Camaro, soon joined the Mustang with a pony car designation. It may also be classified as an intermediate touring car, a sports car, or a muscle car.

Though the car's name was contrived with no meaning, GM researchers reportedly found the word in a French dictionary as a slang term for "friend" or "companion." In some automotive periodicals before official release, it was code-named "Panther." Automotive press asked Chevrolet product managers "What is a Camaro?", and were told it was "a small, vicious animal that eats Mustangs".<ref>Top 10 Muscle Cars at Cars.uk.msn.com</ref> The name conveniently fit Chevrolet's "C" naming structure that included Corvair, Chevelle, Chevy II and Corvette.

[edit] First generation

1967

The debut Camaro shared some mechanicals with the 1968 Chevy II Nova. It featured a unibody structure, combined with a sub-frame supporting the front end. Chevrolet offered the car in only two body styles, a coupe and convertible. Almost 80 factory and 40 dealer options, including three main packages, were available.

The RS was an appearance package that included hidden headlights, revised taillights, RS badging, and exterior rocker trim. It was available on all models.

The SS included a 350 (5.7L) V8 engine (the 350 was only available in the Camaro in 1967, it became available in other carlines in 1968), and the L35 and L78 396(6.5L) big-block V8's were also available. The SS featured non-functional air inlets on the hood, special striping and SS badging on the grille, gas cap, and horn button. It was possible to order both the SS and RS to receive a Camaro SS/RS. In 1967, a Camaro SS/RS convertible with a 396(6.5L) engine paced the Indianapolis 500 race.

The Z/28 option code was introduced in December 1966 for the 1967 model year. This option package wasn't mentioned in any sales literature, so it was unknown to most buyers. The only way to order the Z/28 was to order a base Camaro with the Z28 option, front disc brakes, power steering and a Muncie 4-speed manual transmission. The Z/28 featured a unique 302(4.9L) small-block V-8 engine, with a uniquely round flange on the crankshaft, an aluminum intake manifold, and a standard 4-barrel vacuum secondary Holly carburetor of 780CFM. The engine was designed specifically to race in the Trans Am series (which required engines smaller than 305(5.0L) and public availability of the car. Advertised power of this engine was listed at 290hp (216kW). This has been said to be an under-rated figure because with little effort the smallblock Chevy, and this 302 particularly, were known to provide 1 horsepower/cubic inch, mostly due to the straight-through and unobstructed design of the ports in the cylinder heads and intake manifold. Chevrolet wanted to keep the horsepower rating at less than 1hp per cubic inch, for various reasons. The factory rating of 290hp occurred at 5300 rpm, while actual peak for the high-revving 302 was closer to 360hp (with the single four barrel carb) to 400hp (with optional dual-four barrel carbs) (269 to 298kW)at 6800-7000 rpm. The Z/28 also came with upgraded suspension, racing stripes on the hood, and 'Z/28' emblems for the fenders. In 1969, along with the modified hood, the floor console was also modified. It was also possible to combine the Z/28 package with the RS package.

Only 602 Z/28s were sold in 1967. The 1967 and 1968 Z/28s did not have raised cowl induction hoods as did the 1969 Z/28s. The 1967 Z28 received air from an open element air cleaner or from an optional cowl plenum duct attached to the side of the air cleaner that ran to the firewall and got air from the cowl vents. 15-inch rally wheels, were included with 1967 Z/28s had while all other 1967 Camaros had 14-inch wheels.

The Camaro's standard drivetrain was a 230 (3.8L) straight-6 engine rated at 140hp (104kW) and backed by a Saginaw three-speed manual transmission. A four-speed manual was also available. The two-speed "Powerglide" automatic transmission was a popular option in 1967 and 1968 until the three-speed "Turbo Hydra-Matic 350" replaced it starting in 1969. The larger Turbo 400 three-speed was an option on L35 SS396 cars.

Production numbers:

RS:	64,842
SS:	34,411
Z28:	602
Total:	220,906

1968

Image:1967 Sunoco Camaro Z28.jpg

1968 saw the deletion of the side vent windows and the introduction of Astro Ventilation, a fresh-air-inlet system. Also added were side marker lights, a more pointed front grille, and divided rear taillights. The front running lights (on non-RS models) were also changed from circular to oval. The SS models received chrome hood inserts that imitated velocity stacks. The shock absorber mounting was staggered to resolve wheel hop issues and higher performance models received multi-leaf rear springs instead of single-leaf units. A 396 in³ (6.5 L) 350 hp (261 kW) big block engine was added as an option for the SS, and the Z28 appeared in Camaro brochures. 7,199 Z28s were sold in 1968.

Production numbers:

RS:	40,977
SS:	27,884
Z28:	7,199
Total:	235,147

1969

Image:1969 Chevrolet Camaro Pace Car.jpg

The 1969 Camaro carried over the previous year's drivetrain and major mechanical components, but all-new sheetmetal, except the hood and trunklid, gave a car a substantially sportier look. The grille was redesigned with a heavy "V" cant and deeply inset headlights. New door skins, rear quarter panels, and rear valence panel also gave the car a much lower, wider, more aggressive look. This styling would serve for the 1969 model year only. Collectors often debate the merits of smooth, rounded lines of 1967 and 1968 model versus the heavily creased and sportier looks of the 1969.

Several new performance options were available for the 1969 model year.

To increase competitiveness in the SCAA Trans Am racing series, a four wheel disc brake option, RPO JL8, was made available during the year. This system used the 4 piston brake components from the Corvette and made for a major improvement in the braking capability and was a key to winning the Trans Am championship.

A GM corporate edict forbade Chevrolet from installing engines larger than 400 in³ (6.6 L) in the Camaro. But requests from dealers (notably Yenko) who were dealer installing 427's in the Camaro, caused Chevrolet to use an ordering process usually used on fleet and special orders (taxis, trucks, etc) to offer 427 engines in the Camaro. Two Central Office Production Orders (COPO), numbers 9560 and 9561, were offered in the 1969 model year. The COPO 9561 option brought the solid lifter L72 big-block engine, making an underrated 425 hp (317 kW) gross. Dealer Don Yenko ordered 201 of these cars to create the now-legendary Yenko Camaro. Other dealers also became aware of the L72 engine package and ordered it.

Even rarer was the COPO 9560. This option installed an all-aluminum 427 in³ (7.0 L) big-block called the ZL-1 and was designed specifically for drag racing. Just 69 ZL-1 Camaros were produced, probably because the engine alone cost over US$4,000 — nearly twice that of a base coupe with a V8. Though rated at 430 hp (321 kW) gross, the ZL-1 made closer to 550 hp (410 kW), making it both the fastest and rarest of all Camaros.

The 1969 model year was exceptionally long, extending into November 1969, due to engineering problems that delayed the introduction of the second generation model planned for 1970. It is a popular myth that late-'69 Camaros were sold as 1970 models (due to GM publicity pictures of the 69 Camaro labeled as a 1970), but they were all assigned 1969 VIN codes.

Production numbers:

RS:	37,773
SS:	34,932
Z28:	20,302
Total:	243,085

First Generation Engines

1967-1969: L26 230 in³ (3.8 L) 230 I6 140 hp (104 kW)
1967-1969: L22 250 in³ (4.0 L) 250 I6 155 hp (116 kW) @ 4200 rpm, 235 ft•lbf (319 N•m) @ 1600 rpm
1967-1969 Z28: 302 in³ (4.9 L) Small-Block V8 430 hp with the standard single 850 cfm Holley carb, 465 with the cross ram set up, two Holley 450 cfm carbs (total=900 cfm) (216 kW) @ 5800 rpm, approximately 430 ft•lbf (393 N•m) @ 4200 rpm
1967-1969: LF7 327 in³ (5.4 L) Small-Block V8 210 hp (157 kW)
1967-1968: L30 327 in³ (5.4 L) Small-Block V8 275 hp (205 kW)
1969: LM1 & L65 350 in³ (5.7 L) Small-Block V8 255 hp (190 kW) and 250 hp (185 kW)
1967-1969 L48 SS350: 350 in³ (5.7 L) Small-Block V8 295 hp (1969-300hp)(220 kW) @ 4800 rpm, 380 ft•lbf (515 N•m) @ 3200 rpm
1967-1969 L35 SS396: 396 in³ (6.5 L) Big-Block V8 325 hp (242 kW) @ 4800 rpm, 410 ft•lbf (556 N•m) @ 3200 rpm
1967-1969 L78 SS396: 396 in³ (6.5 L) Big-Block V8 375 hp (280 kW) @ 5600 rpm, 415 ft•lbf (563 N•m) @ 3600 rpm
1968-1969 L34 SS396: 396 in³ (6.5 L) Big-Block V8 350 hp (261 kW) @ 5200 rpm, 415 ft•lbf (563 N•m) @ 3200 rpm
1968-1969 - L89 aluminum cylinder head option for the SS396/375 engine - lightened the engine by ~100 lbs.
The 396 for the 1969 model year was actually 402ci, Chevrolet decided to keep the "396" model name because of the great number of vechiles sold under that name.
1969 COPO 9561/L72: 427 in³ (7.0 L) Big-Block V8 425 hp (317 kW) @ 5600 rpm, 460 ft•lbf (624 N•m) @ 4000 rpm
1969 COPO 9560/ZL1: 427 in³ (7.0 L) Big-Block V8 430 hp (321 kW) @ 5200 rpm, 450 ft•lbf (610 N•m) @ 4400 rpm

[edit] Second generation

1970

Image:1970ChevroletCamaroZ28.jpg The larger second-generation Camaro featured an all-new sleek body and improved suspension. The 1970 Camaro debuted as a 2+2 coupe; no convertible was offered and would not appear again until well into the third generation. Most of the engine and drivetrain components were carried over from 1969 with the exception of the 230 in³ (3.8 L) six cylinder — the base engine was now the 250 in³ (4.1 L) six-cylinder rated at 155 hp (116 kW). The top performing motor was a L-78 396 in³ (6.5 L) V8 rated at 375 hp (280 kW). Starting in 1970, the 396 in³ (6.5 L) nominal big block V8's actually displaced 402 in³ (6.6 L), yet Chevrolet chose to retain the 396 badging. Two 454 in³ (7.4 L) engines (the LS6 and LS7) were listed on early specification sheets but never made it into production. Besides the base model, buyers could select the "Rally Sport" option with a distinctive front 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) 380ft.lbs of torque 350 in³ (5.7 L) V8. The LT-1 350, an engine built from the ground up using premium parts and components, was a much better performer overall than the previous 302 cubic-inch V8s used in 1967-69 Z-28s and greater torque characteristics and less-radical cam permitted the Z-28 to be available with the Turbo 400 automatic transmission as an option to the four-speed manual for the first time.

The new body style featured a full, fastback roofline and ventless full door glass with no rear side quarter windows, therefore moving the Camaro away from a true pillarless hardtop design. Doors were wider to permit easier access to the rear seat and new pull-up handles replaced the old handles for which the lower button had to be pushed in to lock the door. The roof was a new double-shell unit for improved rollover protection and noise reduction. The base model featured a separate bumper/grille design with parking lights under the bumper while the Rally Sport option included a distinctive grille surrounded by a flexible Endura material along with round parking lights beside the headlights and bumperettes surrounding on both sides of the grille. The rear was highlighted by four round taillights similar to the Corvette.

Inside, a new curved instrument panel featured several round dials for gauges and other switches directly in front of the driver while the lower section included the heating/air conditioning controls to the driver's left and radio, cigar lighter and ashtray in the center and glovebox door on the right. New Strato bucket seats, unique to 1970 models, featured squared off seatbacks and adjustable headrests and the rear seating consisted of two bucket cushions and a bench seat back due to the higher transmission tunnel. The optional center console was now integrated into the lower dashboard with small storage area or optional stereo tape player. The standard interior featured all-vinyl upholstery and a flat black dashboard finish while an optional custom interior came with upgraded cloth or vinyl upholstery and woodgrain trim on dash and console.

The 1970 model was introduced in February 1970, halfway through the model year. This caused some people to incorrectly refer to it as a "1970 1/2" model; all were 1970 models. The 1970 model year vehicles are generally regarded as the most desirable of the early 2nd generation Camaros, since the performance of following years was reduced by the automobile emissions control systems of the period and later the addition of heavy federally mandated bumpers.

1971

The 1971 Camaro received only minor appearance changed 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 that 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 250-6, 307-V8 and two-barrel version of the 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 due to compression ratio decline from 11.0 to 1 to 9.0 to 1, and the big 396/402 cubic-inch V8 dropped from 350 to 300 horsepower due to compression ratio drop from 10.25 to 1 to 8.5 to 1.

Production and sales dropped due to a 67-day corporate-wide strike at GM that coincided with the introduction of the 1971 models in late September, 1970, along with a continued declining interest in the ponycar market fueled by skyrocketing insurance rates for high-performance cars. Rumors of the possible cancellation of the Camaro after 1972 began to surface and were nearly confirmed a year later when another worker's strike hit the assembly plant at Norwood, Ohio, which was the only plant building Camaros and Pontiac Firebirds. Camaro and Firebird production had been discontinued at the Van Nyes, Calif. plant in 1970 in favor of Chevy Novas.

1972

The 1972 Camaro suffered two major setbacks. A UAW strike at a GM assembly plant in Ohio disrupted production for 174 days, and 1,100 Camaros had to be scrapped because they did not meet 1973 federal bumper safety standards. Some at GM seriously considered dropping the Camaro and Firebird altogether, while others were convinced the models remained marketable. 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 it was 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 LT 350 cubic-inch V8 dropped from 330 gross horsepower in 1971 to 255 net for 1972 and the big-block 396/402 cubic-inch V8 was now rated at 240 net horsepower compared to 300 gross horses in 1971.

1973

A new luxury LT model was offered in 1973, and new impact-absorbing bumpers were standard. The Super Sport package was dropped, and the big block 396 in³ (6.5 L) V8 could no longer be ordered. Power was down due to new emissions standards, with the top rated 350 in³ (5.7 L) V8 producing 245 hp (183 kW) in the Z28, which was now offered with air conditioning as an option thanks to the switch from a solid-lifer to a hydraulic-lifter engine. The Z28 option could be ordered on both the sport coupe and LT models. When the Z28 option was ordered on the LT, the usual Z28 badges, stripes and graphics were deleted making for a virtually "street sleeper."

Other changes included a new console-mounted shifter for automatic transmissions similar to the Rally Sport Shifter used in Pontiac Firebirds replacing the Buick-like horseshoe shifter of previous Camaros, and the reintroduction of power windows to the option list for the first time since 1969 with the switches mounted in the console.

Camaro sales increased to over 96,000 units this year thanks to a record sales year industry-wide and a slight revival in the ponycar market as word got out of Ford's downsized Mustang II planned for 1974 and the planned discontinuation of other ponycars.

1974

The 1974 Camaro grew seven inches longer thanks to new aluminum bumpers 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.

Camaro sales increased to over 150,000 units despite the energy crisis fueled by the Arab Oil Embargo. Two ponycar competitors left the stable this year as Ford downsized the Mustang to a subcompact based on the Pinto and Mercury upsized its Cougar to an intermediate-sized personal luxury car to compete with the Chevrolet Monte Carlo and Pontiac Grand Prix. Chrysler Corporation would discontinue the Plymouth Barracuda and Dodge Challenger during the course of the 1974 model year and American Motors would drop the Javelin at the end of the year. During the mid-to-late 1970s, the Camaro and similar Pontiac Firebird would have the traditional ponycar market all to themselves and score record sales in the process.

1975

The Z28 option was discontinued for 1975 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 which was rated at 245 horsepower in 1973 and 1974. Engines that were offered in 1975 continued to reflect declining horsepower. Two 350 in³ (5.7 L) V8s produced 145 hp (108 kW) and 155 hp (116 kW) (power ratings were now net as opposed to the prior gross ratings. 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 — were instrumental in creating the vastly smaller power figures found in subsequent cars). 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 (also 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 for oil/filter changes and spark plugs that lasted up to 22,500 miles compared to 10,000 miles on '74 models.

A new wraparound rear window was introduced for 1975 and the Camaro emblem moved from the center of the grille to above the grillework and the "Camaro" nameplate was deleted from the rear decklid. Also new block letter "Camaro" nameplates replaced the previous scripts on the front fenders. Interiors were revised slightly with new seat trim patterns and birds eye maple trim replacing the Meridian grained walnut on the instrument panel of LT models. Announced for this year was the availability of a leather interior option in the Camaro LT, but never saw the light of day as no production cars were equipped with real hide seats. Other developments included the availability of air conditioning with six-cylinder engines and standard radial tires on all models. Power door locks were a new option for 1975. The Rally Sport option returned after a one-year absence, but amounted to little more than an appearance package.

Despite the loss of the Z28, Camaro sales remained steady for 1975 at 145,770 units. With the demise of the other ponycars the previous year, Camaro and Pontiac's Firebird were now the only traditional ponycars left on the market, giving GM 100 percent penetration of this segment for the first time ever. Also, despite General Motors' policy against factory-sponsored racing efforts, Camaro began to make a name for itself on the track on the new International Race of Champions (IROC) series with many top drivers winning trophies from behind the wheel of a Camaro year after year until the late 1980s.

1976

Only minor appearance changes highlighted the 1976 Camaro 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. Power brakes became standard on V8 models this year.

1977

The Z28 was re-introduced to the buying public in the spring of 1977 as a 1977-1/2 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 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. More than one Z28 was sold as a stripped performance car, and in this trim the Z28 could outperform Pontiac Trans Ams and aging Corvettes on highways and canyon roads.

In other developments, intermittent wipers were offered as a new option and the 250-6 became the standard engine for both the sport coupe and luxury LT models. The 140-horsepower 305 continued as the base V8 and the four-barrel 350 optional on sport coupe and LT models was uprated to 170 horsepower.

1978

The 1978 model featured new soft front and rear bumpers and much larger taillights. To go along with this new bumper, Chevrolet also gave the feature of a body kit to lower the front nose. Some of these body kits even featured sideskirts as well. This was also the first year the T-top — a t-bar roof with dark tinted glass lift-out panels — became available as an option. Moonroofs were also offered. RS models differed from the rest of the lineup with a unique standard 2-tone paint and striping scheme.

1979

Image:1979CamaroZ28.jpg

Image:Camaro 79 z28.jpg

The biggest changes for 1979 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 model, RS and Z28s carried on as before, 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, numbering around 282,571 units altogether, the highest the Camaro would ever see again throughout its lifetime. 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 350 V8 remained standard on the Z28 and optional on the base, RS and Berlinetta.

1980

For 1980 the aged 250 in³ (4.1 L) inline-six was replaced with a 229 in³ (3.8 L) V6, 231 in³ (3.8 L) in California. The 120 hp (4.4 L) V8 became an option on the base, RS and Berlinetta models this year. The Z28 hood included a rear-pointing raised scoop with a solenoid operated flap which opened at full throttle, allowing the engine to breathe cooler air. 85 MPH speedometers became standard issue this year, replacing the 130 MPH unit. Z28s had new optional grey 5-spoke rims (later used on the 1986-1988 Monte Carlo SS) and smaller revised graphics on its lower-door decals. The 350 V8 was no longer available in the base, RS or Berlinetta models, being reserved only for the Z28 this year.

1981

The 1981 model was virtually unchanged from 1980 and would be the last model year for the second generation Camaro. Total production had dropped down to 126,139 from a high of 282,571 in 1979 as potential would-be buyers were awaiting the all-new third-generation Camaro set for 1982 introduction. The Z28 was still powered by a 350 cubic-inch V8 that was rated at 190 horsepower, but that engine was now only available with an automatic transmission and those who preferred the four-speed stick had to opt for the smaller 165-horsepower 305, 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). RS models were dropped this year, but the RS designation would reappear in 1989.

Second Generation Engines

1980-1981: 3.8 L (229 in³) GM 90-Degree V6 engine V6
1980-1981: 3.8 L (231 in³) Buick V6 (California models)
1970-1979: 4.1 L (250 in³) Inline-6 I6
1980-1981: 4.4 L (267 in) Small-Block V8
1970-1973: 5.0 L (307 in³) Small-Block V8
1976-1981: 5.0 L (305 in³) Small-Block V8
1970-1981: 5.7 L (350 in³) Small-Block V8
1970-1972: 6.6 L (402 in³) Big-Block V8

[edit] Third generation

1982

The 1982 model introduced the first Camaros with factory fuel injection, four-speed automatic transmissions (three-speed on the earlier models), five-speed manual transmissions (four-speed manual transmissions in 1982, and some 1983 to 1984 models), 14 or 15 in (356 or 381mm) rims, a hatchback body style, and even a four-cylinder engine (due to concerns over fuel economy in the wake of the 1979 energy crisis). The Camaro Z28 was Motor Trend magazine's Car of the Year for 1982. 3 Models were available this year Sport Coupe, Berlinetta, and Z28. Third generation Camaros also had a suspension system that was more capable in corners than the previous generation.

The Sport Coupe came standard with the 2.5L 151 cid LQ9 four cylinder. The 2.8L 173 LC1 V-6 and 5.0L 305 LG4 V-8 were optional. Dog-dish-style hub caps were standard; wheel covers were optional as were steel, five-spoke 14x7 body-colored rally wheels.

The Berlinetta came standard with the 2.8 LC1 V-6 or optional 5.0 LG4 V-8. The Berlinetta came standard with its own unique 14x7 finned aluminum wheel with gold accenting and `Berlinetta' center cap, its own lower body pinstriping, gold "Berlinetta" badging, headlamp pockets were painted in an accent color and tail lights got a gold and black horizontal divider bar. The interior came standard with custom cloth interior, rear storage well cover and additional carpeting on rear wheelhouses. It also came standard with additional body insulation, full instrumentation and its own unique steering wheel with `Berlinetta' badge.

The Z28 came standard with the 5.0 LG4 4bbl V-8 or optional LU5 twin TBI `Cross Fire Injection' 5.0 liter. The carbureted engine was available with either a four-speed manual or three-speed automatic transmission and put out a "milquetoast" 145 horsepower, while the optional Cross-Fire injected 305 was rated at 165 horsepower but only offered with an automatic. Performance enthusiasts of the day gave the new Camaro rave reviews for its styling and handling, but made critical remarks about the relatively low horsepower ratings and lackluster performance compared to Ford's Mustang GT with the Blue-Oval's High Output 302 cubic-inch V8 and Top-Loader four-speed manual transmission. Chevy would improve on the third-generation Camaro in later years by increasing the horsepower of both carbureted and fuel injected versions of the 305 V8 and replace the four-speed manual and three-speed automatic transmissions with more modern five-speed manual and four-speed automatic gearboxes. However, Ford was also making similar upgrades to the 5.0 Mustang, which — despite a dated bodystyle — had many perceived advantages over the Camaro, including higher horsepower ratings, lighter weight and lower pricetags.

All Z28s came with lightweight fiberglass SMC hoods with functional hood air induction flaps on RPO LU5 cars. The Z28 had a different nose, three-piece rear spoiler and front, side, and rear lower body valances in silver or gold. Just above the valance was a two-color lower body stripe that encircled the car. Headlamp pockets on the Z28 were black. Standard were new 15x7 cast-aluminum five-spoke wheels accented with silver or gold. Z28 badges appeared on the right rear bumper, and on the side valances.

The Camaro Z28 paced the Indianapolis 500 in 1982 and over 6000 replicas were sold through Chevy dealers. The pace car edition featured special two-tone silver/blue paint and special striping, orange pin-striping on 15-inch Z28 wheels, and a silver/blue interior with six-way Lear-Seigler manually-adjustable seating. Engine choices in the pace cars were the same as the regular Z28. However,the car that actually paced the event was equipped with a highly modified 5.7 litre V8 not offered publicly.^{[citation needed]}

1983

Being all-new last year the Camaro stood pretty much pat for 1983, but there was a significant change in the Z28 engine lineup: the lackluster (and quite trouble-prone) LU5 Crossfire 305 V8 was unceremoniously dumped shortly after the start of the model year and an all-new simpler 5.0L L69 4bbl 190 horse High-Output (HO) V8 took its place, giving the Z28 a much-needed power boost and was finally much more competitive with its arch-nemesis Ford Mustang GT. Only 3223 L69 V8s were sold in 1983, making one a rare find today. The base coupe and Berlinetta carried on as in 1982 with very little change other than new available colors.

1984

Dashboard design changes to a smaller, sharper design because of complaints about the design quality and look. In the Berlinetta, the design was replaced with Star Wars-style electronic instrumentation, including bar-graph tachometer and digital speedometer. The car has an overhead console and a pod-mounted controls for controls for turn signals, cruise-control, HVAC, windshield wiper and headlights.

Drivetrain changes include discontinuation of the 305 Cross Fire V-8, hydraulic clutch linkage on manual cars, and 700R4 automatic (overdrive) transmission (3 speed auto dropped).

L69 H.O. Z28 motor now available with automatic transmission.

Road & Track selected the 1984 Camaro/Firebird as one of 12 best cars in the world and the Best Sports GT category in the $11,000 to $14,000 range. Car and Driver picked the '84 Camaro Z28 as the best handling car built in the United States.

1985

Big news for 1985, Chevrolet introduced a new Camaro model — the famous IROC-Z, named after the popular competition International Race of Champions. The Camaro IROC-Z featured an upgraded suspension, a special decal package and a Tuned Port Injection system taken from the Corvette. It also shared the Corvette's 245/50ZR16 tires and new aluminum 5-spoke 16" rims. The Camaro IROC-Z was on Car and Driver magazine's Ten Best list for 1985. The 305 was the only engine to receive Tuned Port Injection considering the L98 350 was not available until mid-year 1986, was available only with the 700-R4 automatic transmission and reserved only for the IROC-Z model and rated at 215hp(it wasn't available on the base Z28). Also new for 1985 cars were refreshened noses for all Camaros and new, deeper valances and front spoiler for the Z28 and the newly introduced IROC-Z28. The speedometers no longer had the unique double-pointed needle that simultaneously read MPH and KPH, they were replaced by conventional single-pointer 85 MPH units. The 2.8 V6 became fuel-injected this year, raising horsepower from 112 to 135. This would also be the final year for the unloved standard 2.5L 151 cid 4-cyl engine in the base models.

1986

A newly required CHMSL (Center High Mounted Stop Light) was installed on the Camaro. 1986 was the only year to see this attached to the hatchback glass on base model Sport Coupes, Z28s and IROC-Zs; in following years it was implemented in the rear decklid spoiler. This was the final year for the L69 5.0 305 HO 4bbl option, and the 2.8L V6 was now the standard engine in the base model - no more 4-bangers. The TPI 305 Drops from 215hp to 190hp in the Iroc-Z models. Chevrolet supposedly did build 1000 IROC-Zs with the L98 5.7L 350 TPI engines, but these cars were not equipped with A/C and not believed to be sold to the general public.

1987

Image:CamaroIROCZ.jpg

The 350 TPI and 5 Speed 305 TPI combinations were finally available on the IROC-Z28 after a lot of testing although the 350 was only available in the IROC-Z and only with an automatic transmission. The TPI 350 motor was not visually distinguishable from the TPI 305. Automatic and Manual 305 TPI got a 215hp rating. Roller lifters and new valve cover/head design on V-8 Camaros. Valve covers featured new sealing and mounting through center of cover. Heads featured new raised lip for improved valve cover sealing. G92 and L98 (B2L) cars finally got the Borg-Warner HD 7.75 inch four pinion rear end, produced by GM Holden's Limited of Australia (Firebird WS6 cars went to this unit in 1986). These units can be identified by their 9 bolt (rather than 10) differential cover that has a rubber plug. The Borg-Warner logo is also cast into the bottom of the differential case. This rear axle came with tapered rather than straight roller bearings and a cone-clutch rather than disc-clutch limited slip unit. These units came painted black from the factory while most others were bare metal. All 1987 350 TPI (B2L) IROC-Z's required J65 rear disc brakes, G80 limited slip differential, and KC4 engine oil cooler. The largest visual change this year was the CHMSL was now mounted on the rear spoiler instead of atop the rear hatch (unless it was a base coupe without the spoiler option - on those it remained atop the hatch like last year). The Berlinettas were no longer available this year, replaced (ironically) with a new LT model, but the base and Z28s continued as before. 145 MPH speedometers became standard in the IROC-Zs and Z28s, the base and LTs got a new 110 MPH unit. The 2.8 V6 and 5.0 carbureted V8s carried on with no changes.

Other big Camaro news was a Camaro convertible was introduced for the first time since 1969 as a regular production option. Available on the Sport Coupe and IROC-Z, the conversion was performed on t-top equipped (t-top models have extra bracing) Camaros by ASC. Only 1,007 were produced in the first year of production. 1987 marked the 20th anniversary of the Camaro and the convertibles were considered the anniversary editions and were signified by a special dash badge that read "20th Anniversary Commemorative Edition".

1988

The Camaro line was greatly simplified this year, starting with discontinuing the slow-selling one-year-wonder LT model, and dropping the base Z28. All that was left was the base coupe and the IROC-Z, although the IROC-Z was decontented this year to compensate for the loss of the base Z28 - for example, the previously standard aluminum 16" 5-spoke rims were now an option - "base" IROCs now got the old Z28's steel 15" 5-spoke rims (which also became standard on the base coupes). Also the old Z28's ground effects and spoilers were now standard issue on the base coupes. Base models got a new raised spoiler on some models. All engines were fuel-injected this year, the 5.0L 305 cid V8 gained throttle-body injection - the 2.8 V6, the 305 and 350 TPI engines carried on as before. G92 (performance axle ratio) available only on IROC-Z with 5.0 TPI (LB9). G92 was available on IROC-Z convertible in 1988. All 1988 350 TPI (B2L) IROC-Z's came standard with the 3.27 BW rear end and everything that was included with G92 but did not have the G92 RPO code because it was mandatory; this changed in 1988 however when a 2.77 BW rear was standard and G92 had to be specified to get the 3.27's.

1989

1989 signified the return of the RS designation (last used in 1980). The RS was now the base model, which all had the looks of the old Z28 but had the 2.8 V6 as standard with the 5.0 305 TBI as an option. The raised rear spoiler that became available in 1988 on the base coupes was short-lived and done away with for this year. The IROC-Zs were still available with the 170 hp TBI 305, 215 hp TPI 305, or the 235 hp TPI 350. IROCs had a new dual-converter option that boosted hp to 240 that was available only with the TPI 350 (and mandatory 700-R4 automatic).

1990

Image:Camaro1.jpg

1990 was the year with the lowest production to date (35,048), due to a truncated 1990 model run followed by early introduction of the facelifted 1991 models. 1990 also marked the final year for the IROC-Z. Chevrolet had decided not to renew their contract with the International Race of Champions, which was later renewed by Chrysler's Dodge Daytona. This year was the first year for an airbag to be offered in any F-body. The 2.8 L V6 was upgraded to the 3.1 L V6. Also, this was the first year for the updated "half-moon" gauge cluster that was offered only in 1990-1992 Camaros. That would make 1990 a distinguishable year by the fact it was the only 3rd gen Camaro that didn't feature the "aero" GFX but did feature the half-moon cluster.

1991

Early in 1990, the 1991 Camaros debuted. Big changes occurred, as all Camaros received a facelift in the form of a ground effects package for both the RS and Z28 models, while the IROC-Z was no longer offered. The Z28 also featured a high rise spoiler and non-functional hood louvers. This was the first year that the B4C "Special Service" option was made available to law enforcement, the government, and military agencies. The B4C amounted to little more than a Z28 powertrain and suspension in the RS. (Car Craft Magazine refers to the B4C as a 1LE equipped with air conditioning.) Just under 600 B4C Camaros were sold for 1991.

1992

1992 was the final year of the third generation Camaro. A "25th Anniversary Heritage Edition" option had been planned with Corvette aluminum cylinder heads, tubular exhaust headers, and 6-speed manual transmission, but this was scrapped in favor of an option which amounted to nothing more than a graphics package of badges and rally stripes. The Camaro B4C got the addition of 1LE brakes and suspension, making it one of the best performing third generation Camaros. Just under 500 B4Cs were sold. The B4C option was also deemed popular enough to be carried on to the next model.

Third generation engines

1982-1986: 2.5 L (151 in³) Iron Duke I4
1982-1984: 2.8 L (173 in³) LC1 V6
1985-1989: 2.8 L (173 in³) LB8 V6
1990-1992: 3.1 L (191 in³) 60° Gen II V6
1982-1983: 5.0 L (305 in³) LU5 Small-Block V8
1982-1987: 5.0 L (305 in³) LG4 Small-Block V8
1983-1986: 5.0 L (305 in³) L69 Small-Block V8
1988-1992: 5.0 L (305 in³) LO3 Small-Block V8
1985-1992: 5.0 L (305 in³) LB9 Small-Block V8
1987-1992: 5.7 L (350 in³) L98 Small-Block V8

[edit] Fourth generation

1993

Image:1993ChevroletCamaroZ28-001.jpg

Image:1993ChevroletCamaroZ28-003.jpg

1993 was the debut year for the fourth generation Camaro, and production continued until 2002. Production was moved from GM's Van Nuys, California, assembly plant to Sainte-Thérèse, Quebec, Canada in 1993. The new design incorporated lightweight plastic body panels over a steel spaceframe, and a much improved suspension design. The 1993 Camaro also featured the LT1 V8 engine that had been introduced in the Corvette one year earlier, as well as an optional six-speed manual transmission when ordered with the V8. In 1993, the Camaro Z28 was selected as the official pace car for the Indianapolis 500. A pace car edition was produced in limited quantities, with a unique black and white color scheme. Base Camaros were powered by a 160 hp (119 kW) 3.4 L V6.

1994

Mostly minor changes occurred for 1994. The 4L60 automatic transmission was replaced with the 4L60E, which included electronic controls. A PCM (powertrain control module) interface was added for tuning purposes. Dashboard gauge graphics were changed from yellow to white. The front brakes were revised on LT1 Camaro's. Traction control was planned for this year on LT1's but not offered until 1995. Cooling fans were changed mid-year from a parallel to a series setup. On low both fans operated on 6V, but on high both operated on 12V.

1995

In 1995, base Camaros in California were equipped with the 3800 Series II engine for emissions compliance, while base Camaros sold elsewhere retained the 3.4 L engine. This would be the last year the 3.4 L V6 engine would be available. For the LT1 V8-powered Camaros, the often-problematic OptiSpark distributor was updated to include a vent to remove moisture from the unit, greatly extending its longevity. 1995 was also the first year the fourth generation Camaro had the option of painted side bars and mirrors. Traction control became available as an option on LT1 Camaro's.

1996

Image:1996 Chevrolet Camaro in Venice, California.jpg

1996 saw minor mechanical revisions, as well as small power gains from the new OBD II-compliant engine controls and an improved exhaust system. Two option packages also returned: the RS, an appearance option for base cars, and the SS, a performance and appearance package for V8-powered cars. The SS cars were the ultimate Camaros and included a functioning hood scoop and new, five-spoke 17 in x 9 in wheels. The new wheel and tire package on the SS resulted in better handling and braking compared to Z28s. Base Camaros in California were rated at 200 hp from the 3.8 L V6. Z28 rooftops, which were previously only available in black, now had the option to be painted the same as the body color.

1997

For the 1997 model year, the Camaro got a new interior and new tri-colored tail lights. It was offered with a "30th Anniversary Package", which included unique orange stripes on white base paint, and was available only on the Z28 and SS models (unlike the previous 25th Anniversary package in 1992, which could be had on the base or Z28 model). Also, 100 30th Anniversary Camaro SSs were modified by SLP (Street Legal Performance) and included a 330 hp version of the LT4 engine. While the LT4 made it the fastest Camaro available, it was also by far the most expensive with a price of over US $38,000. The Z28 of this particular year made 285 hp (213 kW) and 325 ft•lbf (440 N•m) of torque with a Corvette derived 5.7 liter (350 CID) Engine. New 5-spoke rims were available this year available either chrome or grey (or white on the Anniversary models), no more "salad-shooter" rims.

1998

Image:1998ChevroletCamaroZ28-engine.jpg

For the 1998 model year, the Camaro was heavily revised and improved. The most obvious change was the revised front fascia, with more aerodynamic flush headlights replacing the quartet of square inset headlights. The change that was most important to enthusiasts was under the hood. Replacing the LT1 was GM's all-new 5.7 L (346in³) LS1 , which had been introduced with the Corvette C5 in 1997. It featured the same design, but included a cast aluminum block, reducing weight by about 95 lb (43 kg) compared to the iron block LT1. While the engine had been "detuned" slightly with only a single exhaust (which, like the LT1 cars, utilized a muffler with a single inlet and dual outlets), the small number of changes between it and the Corvette version—as well as the real-world performance—made the 305 hp rating for the Z28 a rather conservative estimate. Dynamometer results and performance figures showed that the LS1 actually produced about 345 hp. Minor changes were made to the suspension and the brakes were increased in size. The SS continued for 1998, as did the RS ground effects package, though the RS designation was dropped. While the numerous design improvements did spark sales; the total production for 1998 was just 48,490—a far cry from the 110,000 units sold in 1994 or the 200,000+ units per year sold during the 1970s.

1999

Not much changes in store for 1999. A couple of new colors (Hugger Orange being one of them) became available, fuel tanks were enlarged from 15.5 to 16.8 gallons, and traction control became available on the V6 models. Also a new "oil change" light was added to the instrument cluster. Also the Y3F sport apperance package was not available for any of the camaros. Monterey maroon was also a new color change but not for the ss models.

2000

Some more color changes and shuffling - Monterey Maroon Metallic became available again (after last being offered as Medium Patriot Red) but not on the SS model. Camaros finally dumped their Cavalier-inspired 2-spoke steering wheels and got the Monte Carlo's 4-spoke steering wheel that could have radio controls. A new 10-spoke rim became available, but the older 5-spokes were still available. The 3.8 V6 and 5.7 LS1 V8s continued with no changes.

2001

2001 was the lowest production year ever for the Camaro, partially due to production ending earlier than usual to begin work on the 35th Anniversary cars. Only 29,009 Camaros were built this year. The Z28 and SS models received the intake manifold from the LS6, the engine used in the fifth generation Corvette Z06. Accordingly, stated power ratings were increased to 310 hp for the Z28 and 325 hp for the SS. SLP reintroduced the RS model this year, which included rally stripes and Z28 take-off exhaust (from their SS conversions).

2002

Image:2002ChevroletCamaroSS35-001.jpg

Image:2002ChevroletCamaroSS35-002.jpg

The Camaro remained almost completely unchanged from 1998 to 2002. Sales continued to decline as the market gradually switched to smaller four and six-cylinder powered cars. GM announced that 2002 would be the final year of production for the Camaro, as sales numbers were not high enough to justify a redesign and the car could not be priced high enough to make low volume production profitable.

A new dash plaque above the audio system commemorated the 35th anniversary of Camaro production.

A special 35th Anniversary Edition was offered for the SS trim level. It included nose-to-tail stripes, embroidery on the front headrests, and unique 17" wheels. The 35th Anniversary Camaro was only available as a convertible or with T-tops. 3,000 Camaros with the anniversary package were produced for the United States and 152 for Canada.^{[citation needed]}

The final fourth-generation Camaro was built on August 27, 2002<ref name="LastCamaro">Anderson Cooper transcript on the last Camaro, August 27, 2002</ref>; total production for 2002 was 42,098. The Sainte-Thérèse plant, the only GM plant in Canada outside of Ontario, then closed down.

Fourth generation engines

1993-1995: 3.4 L (208 in³) 60° Gen III V6
1995-2002: 3.8 L (231 in³) 3800 Series II V6
1993-1997: 5.7 L (350 in³) LT1 V8
1997: 5.7 L (350 in³) LT4 V8 (100 units in U.S., 6 units in Canada All Modified by SLP Performance)
1998-2002: 5.7 L (346 in³) LS1 V8

[edit] Fifth generation

This article or section contains information about a scheduled or anticipated future automobile.

It may contain information of a tentative nature which may change significantly as the vehicle nears production and more information becomes available.

2006 Camaro Concept

Image:2006 NYIAS Camaro.jpg The return of the Camaro name has been anticipated by enthusiasts since fourth generation production ended in 2002. In January of 2006, the first official word regarding a fifth generation Camaro from General Motors came at the 2006 North American International Auto Show, where the 2006 Camaro Concept was released. AutoWeek editors unanimously awarded the Camaro Concept "Best In Show." The concept is based on the new GM Zeta platform. Road & Track offered an exclusive first look at the car which had photos as well as a short video on the day the concept was released.<ref name=R&TExclusive>World Exclusive: Chevrolet Camaro Concept Video article on Road and Track</ref>

The concept car features a 110 in (2794 mm) wheelbase, which is 9 in (230 mm) longer than the previous generation, but an overall length of just 186 in (4744 cm), 7 in (180 mm) shorter. The concept is powered by the 400 hp LS2 V8 and equipped with the T-56 six-speed manual transmission.

2009

Image:Camaro concept red rear.jpg

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On August 10, 2006, GM Chairman and CEO Rick Wagoner announced that GM will build an all-new version of the Chevrolet Camaro muscle car based on the award-winning concept that debuted at the Detroit auto show in January 2006. The all-new Camaro will begin with early production versions at the end of 2008 and will go on sale in the first quarter of 2009.<ref name="2009Announcement"/><ref name="AutoblogProduction">GM's Wagoner confirms Camaro production article from Autoblog</ref>

"The overwhelmingly enthusiastic response to the Camaro Concept continues to remind me of the uniquely iconic place our products can have in customers’ hearts,” Wagoner said. “Camaro is much more than a car; it symbolizes America's spirit and its love affair with the automobile."'<ref name="LeftLaneProduction">Official: General Motors will build new Camaro; arrives in 2009 article from Leftlane News</ref>

Although the production version of the vehicle was not shown, GM said it would follow very closely the style of the 2006 Camaro Concept. GM confirmed the Camaro would be rear wheel drive, have an independent rear suspension, be offered with both V6 and V8 engines, and have available automatic and manual transmissions. GM is expected to show the production version of the vehicle in a massive debut at the 2009 North American International Auto Show.

Chevrolet General Manager Ed Peper said the new Camaro will appeal to both men and women, and unite customers with fond memories of previous Camaros with those who first experienced a Camaro when the concept was unveiled in January.

“We intend to make the all-new Camaro relevant to younger buyers while retaining its appeal to current fans,” said Peper. “The beauty of the best Camaros is that they have always been beautiful to look at with performance that rivals expensive European GTs. Yet they were practical enough to drive every day and priced within the reach of many new-car buyers.”<ref name="LeftLaneProduction"/>

Pricing or convertible availability has not been officially announced, however, it has been speculated by many publications that a convertible Camaro will follow after the official release of the coupe in 2009.<ref name="LLConvertible">Camaro Convertible A Near Certainty article from Leftlane News</ref> The new Camaro will be produced at the Oshawa Car Assembly manufacturing plant.<ref name="LL2009production'>General Motors confirms "Made in Canada" Camaro article from Leftlane News</ref> 2,750 jobs would have been lost at the Oshawa manufacturing plant which had been originally scheduled to be closed in 2008; some of these jobs will be saved now due to the new Camaro's production (GM of Canada's president Arturo Elias couldn't give firm numbers).<ref name="TS2009produce">Camaro launch a boon for Oshawa article from Sun Media</ref> This new product program and conversion of the Oshawa plant to a state of the art flexible manufacturing facility represents a $740 million investment, with preparatory work beginning immediately.<ref name="ASCanadaPlant">New Camaro To Be Built In Canada article from AutoSpies.com</ref>

Bob Lutz's post on the GM FastLane Blog<ref name="GMFastLaneBlog">GM FastLane Blog Where GM leaders discuss all aspects of their vehicles</ref> for August 10, 2006 thanked everyone in the blogosphere who commented and offered feedback on the Camaro.<ref name="LutzThanksBlogosphere">Give the People What They Want article from GM FastLane Blog</ref>

In the live-action Transformers movie due in 2007, the Autobot Bumblebee will be portrayed as a yellow 1970s Camaro that gets destroyed<ref name=TransformersChase>More on the Transformers movie cars article from Leftlane News</ref> and remade into a Camaro Concept.<ref name=TransformersCamaro>New Chevy Camaro to star in Transformers movie article from Leftlane News</ref><ref name=CamaroTransformed>Bumblebee transforming on the Transformers set article from AutoBlog</ref> Bumblebee was originally portrayed as a Volkswagen Beetle.

[edit] Appearances in pop culture

A 1978 Camaro is owned by Jefferson in "Fast Times At Ridgemont High" which Spicoli takes on a joyride with Jefferson's little brother, but in the process the car loses control and crashes.
A 1969 Yenko Camaro is won and driven by Brian Paul Walker in a streetrace in "2 Fast 2 Furious".
In the movie "At Close Range" a 1969 Camaro is one of the cars that Brad Whitewood, Sr. Christopher Walken drives.
In the movie "A Walk to Remember" Landon Carter, played by Shane West, drives a 1967 SS, in which he runs run the cops in the begining of the movie, wrecking it. But he perodically fixes it through the rest of the movie.
The Camaro is confirmed to be the vehicle mode of the character "Bumblebee" in the 2007 Transformers movie.