CRG Research Report
COPO 427: The Relentless Pursuit of Acceleration
© 2002-2016, Camaro Research Group
Primary Author -
Reviewed by the CRG
Last Edit: 05-Jun-2014
Previous Edit: 21-Aug-09, 22-Jan-09, 03-Aug-07
Original Release: 27-Jun-2002
The 1969 Camaro 427 COPO's are famous for their raw power
and low production volumes. They were specifically made to
get around the limitations on performance cars that General
Motors had imposed on Chevrolet; only a limited number of
people knew enough to order them. Many years went by before
their very existence became public knowledge. This article
provides the details of how these cars came about and what
In the early days of racing, select racers enjoyed, in
varying degrees, a mutually beneficial relationship with
Chevrolet. These racers include Smokey Yunick, Roger Penske,
Jim Hall, and Fred Gibb, to name a few. Fred Gibb was an
AHRA drag racer and owner of a Chevrolet dealership
in La Harpe, Illinois. Due to his direct involvement in
drag racing, Fred was no stranger to key people at
Chevrolet, including the famous "Product Performance"
department. But his closest ally was no less than Chevrolet
General Manager (and GM Vice-President) Pete Estes, who
could be considered the godfather (with Vince Piggins as
father) of the Z/28.
The Camaro was Pete's baby and when it did not perform well
in the 1967 Trans-American Series, the resources of
Chevrolet's massive engineering department were tapped.
Photographs exist of the Penske-Donohue Trans-Am Camaro
undergoing testing at the GM proving grounds. Soon "Heavy
Duty" (read "racing") driveline, suspension, and braking
components appeared along with virtually unstreetable engine
parts. Camaro went on to win the Trans Am series in 1968 and
In 1969, Pete's baby was under attack again, but on a
different front. Drag racing sanctioning bodies had a simple
rule: if at least fifty units of a particular
engine/platform combination had been produced, such
combination would be considered legal for stock-class
racing. Ford was building Mustangs with 428 Cobra Jet
engines, Chrysler had commissioned an outside firm to build
Hemi Darts and Barracudas, and even lowly AMC was having 401
engines placed into AMXs. Fred Gibb thought a Camaro with
the new, aluminum block 427 engine slated for the Corvette
(RPO ZL1) would be perfect. But Camaro could not
participate, for GM had a corporate policy forbidding the
production installation of an engine larger than 400 cubic
inches in any non-Corvette passenger vehicle smaller than
"full-size". A proposal to management for a production 427
Camaro would take significant time for approval, and even if
accepted, would be politically unpopular within the higher
levels of GM.
Time was wasting and Fred Gibb wanted to race the car at the
AHRA opener in Phoenix, January, 1969. There was an easy
way around the corporate bureaucracy: a special fleet order
procedure (known internally as the Central Office Production
Order) normally used for special equipment on commercial vehicles like
trucks or police cars. (In fact, Fred Gibb had used this trick
in 1968 to have fifty COPO L78 Novas built for drag racing
with special automatic transmissions.) Fred and Pete decided
on equipment that would become part of their new 1969 Camaro
package: the aluminum ZL-1 engine, the new cold-air hood,
heavy-duty cooling, transistor ignition, and a special rear
axle. Additionally, the cars would require mandatory options
of F70x14 RWL tires, power front disc brakes, and either a
new Turbo 400 automatic or any of three Muncie 4-speed
transmissions. Thus Central Office Production Order (COPO)
9560 was born. The cars were emissions-certified, carried
both the 12/12 and 5/50 warranties, and were street-legal.
Gibb received verbal assurance that the option price would
be around $2000. During October 1968, fifty 1969 ZL-1
Camaros were ordered for delivery to Fred Gibb Chevrolet:
four automatics and six M21 4-speeds each in the five colors
of Dusk blue, Fathom green, Cortez silver, LeMans blue, and
Hugger orange. No other options were specified, not even
The AMA specifications filed for COPO 9560 listed horsepower
at 430 and shipping weight at around 3300 pounds. Fred and
Pete probably did not realize they had just created the most
powerful passenger car Detroit ever built.
The ZL-1 Engine
The origins of the ZL-1 engine trace back to the SCCA's
Can-Am Challenge Cup series of the mid-'60s. Chevrolet was
providing engineering assistance and parts to Jim Hall's
Chaparral racing team that was using aluminum 327 engines at
the time. The engines had reached the end of their
development and more power was needed for Chaparral to
remain competitive. Since the big-block was well along in
power development and reliability due to Chevrolets'
involvement with the Smokey Yunick / Curtis Turner NASCAR
effort, it offered the path of least resistance. But the
Chaparral did not want the added weight of a cast-iron
engine, so it would have to be developed in aluminum.
The transition to aluminum was not an easy one. Most of the
1967 season was spent making the new engine survive. By the
end of the season the bugs had been worked out and the
aluminum 427 engine was powerful and reliable. At that time,
Jim Hall was the exclusive customer for the engine. For the
1968 Can-Am season, other racers were able to acquire it,
most notably McLaren Racing with its famous orange cars. It
was extremely successful and Chevrolet began to think the
engine could have a market as an option in the Corvette. It
was transferred to the production engine group and some
efforts were made to publicize it. Hot Rod magazine did a
feature article on it with a cover photo for the December
In production form, the engine differed from Can-Am
configuration. The dry-sump oil passage was eliminated and
provision for a mechanical fuel pump added. Production
tooling was developed for the block (castings #3946052/53),
cylinder heads (#3946074), and intake manifold (#3933198). A
new aluminum water pump was to be included (and at least one
and perhaps two Camaros were built with it), but last minute
testing raised reliability questions.
Chevrolet continued to develop the Can-Am version of the
aluminum big block for racing, progressing to a liner-less
390-alloy block buildable in displacements of 430, 441, 494
and 510 cubic inches. These did not have provision for a
mechanical fuel pump. They were never used in production and
few were produced.
Adaptation to the Camaro Chassis
Production ZL-1 engines were intended for Corvette
installation. An engineering document was issued listing the
parts to be changed for installation in a Camaro. The
assembled engines were not painted as normal cast iron
engines but certain steel components were painted. The
engine assembly manual shows that "black engine enam" was to
be used to paint the "oil pan, air inj brkt, distr clamp,
frt cover, clutch fork (exposed part), torsional damper,
lifting hook, exh manif, clutch hsg cover".
Some new component parts were necessary to accommodate the ZL-1
engine. New "HQ" code front springs were developed for the
weight change. Engineering drawings were produced detailing
the assembly of the K66 transistorized ignition system in a
1969 Camaro, including the design of an ignition amplifier
mounting plate and a small harness to adapt the K66 ignition
to the Camaro engine wiring.
ZL-1 engines do not have intake manifold heating so a spacer was used
in place of the heat-riser valve on the RH exhaust manifold. Also because
of this, the carburetor had no choke. The AMA specs specified an 850 cfm
Holley model #4296 carburetor. But due to supply problems,
most cars were built with 780 cfm Holley model #4346
carburetors, though many were later retrofitted with the
#4296. A rebuildable hi-performance AC fuel pump was used.
The ZL-1 engine was built with a crankcase windage tray that
interfered with the baffle in the production 4-quart oil
pan. For this installation the standard pans were modified
by removing the baffle.
Fred Gibbs' drag racing experience had found the limits of
the standard production rear axle. A stronger positraction
unit with larger pinion and axle gears was developed. This
new unit was used with a heat-treated 4.10:1 ring and
pinion. It was coded "BE", instead of the standard 4.10
Camaro axle code of "BV".
The remainder of the car was built using standard assembly
procedures and components as employed on a Camaro SS with
the L78 engine, with some other exceptions. A document
titled "Exception control letter sheet" was used to outline
parts that were to be deleted and / or substituted from the
SS L78 package. One example is the starter: an L78 used an
11" clutch, the ZL-1 used the 10.34", and so starter 1108418
was replaced with 1108351 on the 4-speed and 1108400 on the
automatics. This system also explains why Rally Sport COPO's built
through June 69 do not have the rally sport fender emblems (later
RS COPOs do have the rally sport fender emblems). The
"Camaro SS" badging was initially specified and the document
"deducted" the SS, leaving only the "Camaro" emblem on the fender.
There was no external indication of the engine. Assembly line
workers wrote "427" in crayon on the inside of the fender
extensions so the fenders would not be pierced for emblems
as all other 8 cylinder Camaros were. All ZL-1 cars were
equipped with AIR pumps and Gibbs' cars were produced with
standard N10 dual exhaust.
Since usage in both the Corvette and Camaro looked likely,
engine assembly codes "ME/MG" for Corvette 4 speed/automatic
and "ML/MM" for Camaro 4-speed/automatic were added to
service documentation. The Camaro engine codes are in a
listing headed "427 Camaro" and are described as COPO 9560.
Also listed are codes "MV" and "MX", described as RPO ZL-1.
(More on these two codes later.)
Engine production eventually totaled 80 "ME", 14 "MG", 54
"ML", and 34 "MM". Many bare blocks and heads were also sold.
The Gibb Chevrolet ZL-1 Camaros
There were difficulties immediately. Chevrolet dealers were
ordering far more Camaros than the plants could build.
Normal production scheduling would have meant the first ZL-1
cars would be produced mid-January, too late for Fred Gibb
to prepare his car for the first AHRA meet in Phoenix.
Concern was expressed to the right people and on December
31, 1968, two identical Dusk blue ZL-1/automatic 1969
Camaros arrived at Gibb Chevrolet. On the bottom of the one
Body Broadcast Copy was a note:
SHIP 1230 ESTES REQUEST RED HOT
PILOT 427 ENGINE OPT 9560BA
As a harbinger of things to come, it was 22 below zero in La
Harpe that day and neither car would start.
The #2 car was sold to a private individual. Gibb and
partner Dick Harrell prepared the #1 car in three short
weeks and arrived at Phoenix only to fail technical
inspection. Chevrolet had built the car with a carburetor
that did not match the part number listed in the AMA
specifications. Once again some calls were made and soon a
Chevrolet engineer arrived in Phoenix with the correct
carburetor. Although it did well this first time out, it did
not win its class. It had a successful racing history,
winning the AHRA Pro Stock Championship in 1971. The car was
sold at the end of the 1971 season. It would be many years
before it returned home.
The telling blow for COPO 9560 was the price. Gibb is
quoted as saying he believed the cars would list for around
$4900. Unfortunately for Gibb, the new edict at Chevrolet
came through that options had to be priced according to
production costs. Just the "HIGH PERFORMANCE UNIT" option
was priced at $4160.50. (For reasons unknown, subsequent
ZL-1s were priced at $4160.15) The mandatory power disc
brakes and transmission option pushed sticker prices over
$7300. This was far more than a well equipped 1969 Corvette
and would be roughly equivalent to today's Z06 Corvette.
Not only would the cars not sell, Gibb
likely was unable to pay for them. Gibb plead his case,
and in an unprecedented move, Chevrolet agreed to the return
of many ZL-1 Camaros. The cars were shipped back to Norwood,
Ohio beginning in May 1969 and Chevrolet began to shop the
cars around. Gibb also wholesaled cars directly to other
dealers who would soon learn what he knew: they were
sale-proof. Many dealers removed and sold the ZL-1 engines,
replacing them with iron 396 or 427s, adding stripes and mag
wheels, doing whatever it took to sell the white elephants.
Several were stolen and never recovered. Gibb
sold his last new 1969 ZL-1 Camaro in 1972 (with the aid of
a $1000 rebate from Chevrolet). It was re-possessed and
returned it to Gibb in 1973.
Possibly because the racing sanctioning bodies required
proof, Chevrolet retained a list of ZL-1 Camaro vehicle
identification numbers. The
CRG ZL-1 compilation list lists
the 50 cars initially shipped to Fred Gibb Chevrolet. All
the built-for-Gibb cars had the black standard interior;
the automatic cars were column-shifted. Most of these cars
were ultimately sold by other Chevrolet dealers.
Fred Gibb may have believed the ZL-1 Camaro was his
exclusively. Compounding his difficulty in selling the cars
was the fact that other Chevrolet dealers had learned of the
COPO and ordered 19 additional ZL-1 Camaros. Some of these
cars had more optional equipment. Many of these Camaros
found the same cold reception as the Gibbs' cars and
suffered the same fate: engine swaps, theft, modifications.
Several production ZL-1 Camaros were raced by Dick Harrell,
Shay Nichols, Ken Barnhart, Malcolm Durham, Lamar Walden,
and others. It should be noted that some 1969 Camaros raced
with ZL-1 engines in SS/C were not part of the production
run. Bill Jenkins and Jungle Jim Liberman retrofitted
engines into their racecars.
For a car with a total production run of only 69, the
enthusiast magazines of the era took notice. Super Stock was
the first, featuring the #1 car in full AHRA trim, and
another of Gibb's, believed to be #5, in the May 1969 issue.
The street version ran an incredible 11.64/122 mph with open
headers and small 6-1/2 inch slicks. The #1 car ran
10.29/132 mph. Popular Hot Rodding covered the same test in
the July 1969 issue. Hot Rod reviewed this test in the July
1998 issue. Hi-Performance Cars August 1969 tested the
now-famous #3 ZL-1 and ran 13.16/110 mph on E70x15 tires
with closed exhaust and an AIR pump. Drag Racing magazine
had Baldwin-Motion build them one and it ran 11.48/122 mph.
The potential was certainly there. But the car that should
have become a dominant force in drag racing never quite
lived up to its promise. High cost was certainly a factor,
making the production run low. Durability issues also came
into play. Many cars were sold without the ZL-1 engine.
Perhaps an L88 Camaro may have been a better idea.
By late 1969, there was little corporate interest in the ZL-1
engine program. The aggressive people that made it happen
were moving out of Product Performance due to the increasing
need for emissions and accident protection development. The
driving force behind the Camaro, Pete Estes, left Chevrolet
in February 1969 to become a GM Group Vice-President. He was
replaced by John DeLorean from Pontiac, oft credited as the
father of the GTO. DeLorean was a performance enthusiast but
he was on a mission. Chevrolet was losing market share and
was marginally profitable. Budgets were tightened, tougher
controls put in. By 1970, Product Performance was no more.
Much ZL-1 Camaro documentation has been located, and some
representative pieces are illustrated in this section. The
acronym "ZL-1" does not appear on any of it. The entire
option was indicated by "9560AA" for a 4-speed and "9560BA"
for an automatic.
All things considered, it may be hard to believe Chevrolet
actually considered a Regular Production Option ZL1 Camaro.
In April 1969, a Camaro SS-RS hardtop was delivered to the
Tech Center. It was fitted with a de-tuned version of the
ZL-1 engine; both automatic and 4-speed versions were
considered, codes "MV" and "MX". It was painted black with black
vinyl top, and had a larger front spoiler, chrome exhaust tips and
some special touches such as blacked out trim, gold striping, and ZL-1
badging. The car appeared in several publications during
1969-70 but was never considered for production due to the
projected list price of $8500. Period photos of the car
depict it with both chrome and body-color front bumper.
While this created the impression there were two of the prototypes,
Chevrolet records indicate only one ZL-1 show car was built.
Chevrolet actually did offer the ZL-1 engine as Corvette RPO ZL1. The
oft repeated but unverified production quantity is three, though it is
possible that up to seven cars were produced.
One fully documented car survives, a yellow hardtop, VIN
194379S729219, on display as of this writing at Roger's Corvette
Center, Maitland (near Orlando), Florida. A white hardtop
also is in a private collection, sans factory documentation.
Several other Corvette ZL-1 cars have appeared, but only the
one is believed to be fully documented.
Were it not for the curiosity and persistence of a couple of
people, the story of the ZL-1 Camaro may have been lost in
Bill was an engineer with Oldsmobile who had built a number of
street machines and racecars utilizing the ZL-1 engine,
starting with the Kellmark GT in 1976. In 1978 he became
aware of the fact that Chevrolet had built a number of 1969
Camaros with the ZL-1 engine and became determined to own
one. His persistence finally paid off in 1981 when he
located the #3 car nearby. Although it had some bolt-on
racing modifications and a different engine, it had never
been cut or repainted and had only 18,000 miles. Rather than
restoring the car, a correct ZL-1 engine was assembled and
the car thoroughly detailed. Today it is one of the most
original ZL-1 Camaros and is now in a private collection.
#3 has been featured in numerous automotive publications.
The original engine exists but, as of this writing, past owners
of the car have been unable to acquire it.
Bill has acquired a substantial amount of paperwork and
engineering documentation concerning the cars and the ZL-1
engine. The purchase of the #3 car led Bill to contact Vince
Piggins, then with Chevrolet's Product Promotion
Engineering. Piggins had recorded all of the ZL-1 Camaro
VIN's in a long-forgotten file. He was able to locate them
and confirm the #3 car was a ZL-1. Vince then provided the
list to Super Chevy magazine, which printed it in the August
1981 issue, albeit with a few typos.
In June 1988, Bill was to locate an even more significant car -
the first ZL-1 Camaro built. The car had been raced for
almost 20 years and was in need of a tremendous amount of
work. Rather than attempt to restore the car to as-built
condition, it was returned to its 1969 AHRA form as raced by
Dick Harrell and Fred Gibb. The car is now in a private collection
and has been re-united with its original block.
Ed is a long-time Camaro enthusiast, having owned several
rare 1969 Camaros. When the list appeared in Super Chevy, Ed
wasted no time. Through title searches, he soon located and
acquired one of the Gibb cars, an orange 4-speed. This was
only the beginning; all told Ed and his brother-in-law Ron
have located 13 ZL-1 Camaros over the years.
Where are they today?
The complete listing of COPO 9560 Camaro VIN's has been
public knowledge for more than 30 years (see the list in the Appendix). State title and registration
information for most of this period was considered public
domain and available to anyone sending the requisite fee.
Perhaps for this reason it is known that 50 of the cars
still exist. Of the remainder, some have old registration
histories and may or may not still exist. Others were never
registered for reasons that include being raced since new,
stolen, or being sold in states that did not require titles
at the time such as New York and Alabama. Some of these
"missing" COPO 9560 Camaros probably do still exist, and
could turn out to be quite a bargain for the knowledgeable
For those wishing to "create" a ZL-1 Camaro using one of the
69 VIN's, a word of caution. There is unpublished dealer
paperwork for most of the cars that could be used to prove
the car to be a non-original.
Tales of Some of the Survivors
#4 124379N608214 Cortez silver automatic
I personally located #4 parked on a lawn in Idaho in 1987. It had been
raced for a few years but not extensively modified. A frame-off
restoration was completed in 1990 and the car is now in a private
#16 124379N608395 Hugger orange 4-speed
Believed to be the only remaining original owner ZL-1 Camaro. Purchased
directly from Fred Gibb by Ken Barnhart, the car was raced from 1969-1975.
Ken still shows the car and occasionally races it in nostalgia events.
#18 124379N609510 Dusk blue 4-speed
One of the cars Gibb returned. The car was sold new in Virginia and
repossessed by GMAC. The second owner raced it sparingly, sold it and
bought it back a few years later. It became the famous USCC "Raffle Car".
#30 124379N610168 Hugger orange 4-speed
Sold new by Gibb, the car was raced as a super-stocker for many years,
never street driven. In excellent condition with original engine
intact, it is now restored to virtually perfect condition and has been
featured in a number of publications.
#33 124379N610732 Hugger orange 4-speed
#52 124379N620934 LeMans blue automatic
Sold new by Rathmann Chevrolet in Florida, both cars went to Melbourne
Australia to be raced. #33 is a road racer, #52 was a drag racer. #33
has recently been restored to its original racing trim and remains
"down under". #52 was reportedly wrecked and remains sent to a landfill.
#54 124379N635720 LeMans blue automatic
Sold new in Canada, this is the only one of the 22 automatics to be
equipped with a console. The car also has factory instrumentation and
the white houndstooth interior. The engine was removed early and the
car ended up in Vancouver, BC where it was purchased in the mid-80s.
The original engine has been acquired and a meticulous restoration was completed.
#55 124379N641266 LeMans blue 4-speed
One of the more famous ZL-1 Camaros. It has Rally Sport equipment along
with many other options. The car is in excellent original condition with
less than 10,000 actual miles and has been the subject of many magazine
#68 124379N650643 Cortez Silver 4-speed
Another RS, this ZL-1 was raced by its original owner for many years.
The car is now beautifully restored and has the DX1 hood stripe.
The Other COPO's:
Also considered an "insider" at Chevrolet in those days was
another Chevrolet dealer actively involved in racing, Don
Yenko. His family owned a dealership in Canonsburg, PA,
which had been modifying Corvettes and Corvairs for years,
marketing them as produced by Yenko Sports Cars Inc. When
the Camaro was introduced in 1967, Yenko installed 427
engines and sold them as the "SYC Camaro". This continued
in 1968 but the process of swapping the engines was time
consuming and expensive. Yenko approached Chevrolet about a
special production run of 427 Camaros, using the 425HP L72
iron block engine.
An agreement was reached for COPO 9561. With the exception
of the engine, ignition system, and front springs, COPO 9561
is identical to 9560. In contrast to the ZL-1s, COPO 9561
was a steal at $489.75. This included the L72 427/425 hp
engine, special ducted hood, heavy-duty cooling, and the
special 4.10 'BE' axle. Power front discs and an optional
transmission were mandatory, but the 9561 Camaro actually
listed for around $130 less than a 396/375 hp Camaro SS.
Other dealers learned of the COPO and also ordered cars
similarly equipped. The L72 COPO cars sold well initially but insurance
companies caught on and these also became a tough sell.
Yenko reportedly canceled orders for hundreds of cars. Some
dealers really jumped on the COPO bandwagon, stocking COPO 9561 Camaros
and Chevelles. Some of more noteworthy:
COPO 9561 and COPO 9737
Many L72 Camaros were sold new in Canada, and several other dealers also
stocked L72 Camaros, including:
- Berger Chevrolet, Grand Rapids, MI
- To this day, Berger is a legend
among Camaro enthusiasts having been the home of ZL-1 #3. Berger
also had approximately 50 L72 Camaros, several of them nicely
optioned including Rally-Sport equipment, special front bumper
and COPO 9737. Berger pioneered the "High-Performance" parts
department, selling crate engines and other parts in the late '60s.
Seasoned enthusiasts will remember their ads in Hot Rod magazine
featuring HP parts manager Jim Luikens. Berger remains in business at
the same location.
- Scuncio Chevrolet, Greenville, Rhode Island
- Due to its High-Performance theme, Scuncio is also a legendary
dealership. In addition to being home to ZL-1 #60, they also stocked
a large number of L72 Camaros and Chevelles and were active in
racing, sponsoring several race cars.
- Jack Douglass Chevrolet, Hinsdale, IL
- For 1969, Douglass signed on to be a Yenko franchise dealer, initially
selling a number of Yenko-converted COPOs. After finding documentation of
the COPO order in one of the first Yenko cars that he received, Douglass
ordered a number of COPO Camaros directly from Chevrolet around March 1969.
Yenko found out about this order and Yenko and Douglass worked out an
agreement. The COPOs Douglass acquired from Chevrolet were ultimately
sold as Yenkos; the striping and badging added by Douglass. This became
a source of confusion for enthusiasts a few years ago because the later
"Douglass Yenkos" did not appear on any of the SYC inventory lists. For
this reason, some refer to Yenkos' COPOs as "Canonsburg Yenkos".
- Emmert Chevrolet, Detroit MI
- Although Emmert only had around 20 L72 Camaros, several were
well-optioned and had special-order paint. A few of the special colors
were Nugget Gold (an Olds color), Verdoro Green (Pontiac), and Can-Am White
To date, COPO 9561 production records have not surfaced, but
engine production is known. 822 "MN" 4-speed and 193 "MO"
automatic engines were produced, some for service/warranty,
but suggesting 900-1000 cars. Of these, Yenko sold 198.
Performance was outstanding with skilled drivers able to
record high 11/low 12 second times.
Yenko Camaros also featured another COPO, the 9737 "SPORTS
CAR CONVERSION" which included a 13/16" front stabilizer
bar, 15x7 rally wheels with E70x15 tires, and a 140 mph
speedometer. COPO 9737JD had an initial list price of $126.40,
later raised to $160.10, then $184.35 when a factory tachometer
was included. At least 2 ZL-1s were built with
COPO 9737, as were some of the L72 COPO's ordered by other
- Byrne Bros Chevrolet, White Plains, NY
- Dale Chevrolet, Waukesha, WI
- The Glockner Chevrolet Co., Portsmouth, OH
- Queen City Chevrolet, Cincinatti, OH
- Konners Chevrolet, Columbus, OH
- Frost Chevrolet, Mechanicsburg, OH
- Funston Chevrolet, Detroit, MI
- Indian River Chevrolet, Cocoa Beach, FL
- Malcom Konner Chevrolet, Paramus, NJ
- Prout Chevrolet, Elyria, OH
- Ed Stinn Chevrolet, Cleveland, OH
- Macs Chev-Olds, Crete, NE
- Baldwin Chevrolet, Baldwin, NY
Appendix - COPO 9560 VIN List
Fred Gibb placed the first COPO 9650 order and his order was
the first fifty units built, except for units #3 and #51 which
went to other dealers. However,
Fred Gibb was only able to sell thirteen of these fifty
units himself: #s 1, 2, 5, 9, 15, 16, 19, 21, 28, 30, 36,
45, and 48. The remaining units were either returned to
Chevrolet for redistribution or directly exchanged with
other dealers. (See the CRG ZL-1
compilation list for the option details and the selling
The 19 additional ZL-1 Camaros ordered by other Chevrolet
dealers often had more optional equipment. The ordering
dealers are shown below. COPO 9560 numbers 54, 56, 59, 62,
and 68 were later exchanged and sold by other dealers (see
the CRG ZL-1 compilation list for
the option details and the selling dealers).
The 50 ZL-1 Camaros Shipped to Fred Gibb Chevrolet
# VIN Color Transmission Ordering Dealer
-- ------------- --------------- ------------ ---------------------
1. 124379N569358 Dusk blue automatic Gibb-Illinois
2. 124379N569359 Dusk blue automatic Gibb-Illinois
4. 124379N608214 Cortez silver automatic Gibb-Illinois
5. 124379N608381 Dusk blue automatic Gibb-Illinois
6. 124379N608536 Cortez silver automatic Gibb-Illinois
7. 124379N608613 Hugger orange automatic Gibb-Illinois
8. 124379N608761 Cortez silver automatic Gibb-Illinois
9. 124379N608879 Cortez silver automatic Gibb-Illinois
10. 124379N608969 Dusk blue automatic Gibb-Illinois
11. 124379N609016 Cortez silver 4-speed Gibb-Illinois
12. 124379N608149 Dusk blue 4-speed Gibb-Illinois
13. 124379N609171 Cortez silver 4-speed Gibb-Illinois
14. 124379N609238 LeMans blue 4-speed Gibb-Illinois
15. 124379N609372 Cortez silver 4-speed Gibb-Illinois
16. 124379N609395 Hugger orange 4-speed Gibb-Illinois
17. 124379N609462 Cortez silver 4-speed Gibb-Illinois
18. 124379N609510 Dusk blue 4-speed Gibb-Illinois
19. 124379N609530 Dusk blue 4-speed Gibb-Illinois
20. 124379N609599 Cortez silver 4-speed Gibb-Illinois
21. 124379N609651 Dusk blue 4-speed Gibb-Illinois
22. 124379N609690 Cortez silver 4-speed Gibb-Illinois
23. 124379N609747 Dusk blue 4-speed Gibb-Illinois
24. 124379N609838 Dusk blue 4-speed Gibb-Illinois
25. 124379N609856 Hugger orange automatic Gibb-Illinois
26. 124379N609880 Hugger orange 4-speed Gibb-Illinois
27. 124379N609965 Fathom green automatic Gibb-Illinois
28. 124379N610014 Hugger orange 4-speed Gibb-Illinois
29. 124379N610123 Hugger orange 4-speed Gibb-Illinois
30. 124379N610168 Hugger orange 4-speed Gibb-Illinois
31. 124379N610413 Hugger orange automatic Gibb-Illinois
32. 124379N610515 Hugger orange automatic Gibb-Illinois
33. 124379N610732 Hugger orange 4-speed Gibb-Illinois
34. 124379N610899 Fathom green 4-speed Gibb-Illinois
35. 124379N612763 Fathom green 4-speed Gibb-Illinois
36. 124379N612913 Fathom green 4-speed Gibb-Illinois
37. 124379N612963 Fathom green 4-speed Gibb-Illinois
38. 124379N613633 Fathom green automatic Gibb-Illinois
39. 124379N613787 Fathom green automatic Gibb-Illinois
40. 124379N615198 Fathom green 4-speed Gibb-Illinois
41. 124379N615229 LeMans blue 4-speed Gibb-Illinois
42. 124379N615242 LeMans blue 4-speed Gibb-Illinois
43. 124379N615362 LeMans blue 4-speed Gibb-Illinois
44. 124379N618396 Fathom green 4-speed Gibb-Illinois
45. 124379N618522 Fathom green automatic Gibb-Illinois
46. 124379N618562 LeMans blue 4-speed Gibb-Illinois
47. 124379N618713 LeMans blue automatic Gibb-Illinois
48. 124379N618902 LeMans blue 4-speed Gibb-Illinois
49. 124379N619976 LeMans blue automatic Gibb-Illinois
50. 124379N620498 LeMans blue automatic Gibb-Illinois
52. 124379N620934 LeMans blue automatic Gibb-Illinois
The 19 ZL-1 Camaros Ordered by Other Dealers
# VIN Color Transmission Ordering Dealer
-- ------------- --------------- ------------ ---------------------
3. 124379N608193 Daytona yellow 4-speed Berger-Michigan
51. 124379N620923 Dover white 4-speed Brooks-Georgia
53. 124379N634918 Dover white 4-speed Lyle-Ohio
54. 124379N635720 LeMans blue / automatic Stedelbauer-Canada
black vinyl roof
55. 124379N641266 LeMans blue / 4-speed Whit-Arkansas
parchment vinyl roof
56. 124379N641310 Dover white 4-speed Lowe-Maryland
57. 124379N642468 Daytona yellow 4-speed Brewers-Kentucky
58. 124379N642835 Garnet red 4-speed Indian River-Florida
59. 124379N642876 Hugger orange 4-speed Hechler-Virginia
60. 124379N642903 Fathom green 4-speed Scuncio-Rhode Island
61. 124379N642927 Fathom green 4-speed Seltzer-Oklahoma
62. 124379N642934 Garnet red 4-speed Hechler-Virginia
63. 124379N643047 Hugger orange 4-speed Burt-Colorado
64. 124379N643171 Hugger orange automatic Indian River-Florida
65. 124379N643779 Fathom green 4-speed Lavery-Ohio
66. 124379N644311 Cortez silver 4-speed Huffmans-Illinois
67. 124379N644314 Hugger orange 4-speed Huffmans-Illinois
68. 124379N650643 Cortez silver 4-speed Harris-Indiana
69. 124379N650977 Hugger orange 4-speed Huebner-Ohio