C R G CRG Reports Exterior Engine 1967 Model ID
Numbers Decode General Info Interior Transmission 1968 Model ID
Drivetrain Decode Options Underhood Chassis 1969 Model ID

General Information

©1998-2010, Camaro Research Group
Edited by
Version: Thursday, 13-May-2010 02:51:36 EDT

  1. What does the CRG mean by "normative practice?"
  2. Why do I keep hearing about an "F-body?"
  3. Why is there a difference between the car model year and the calendar year?
  4. When were the first-generation models built?
  5. Where were first-generation Camaros built?
  6. How many first-generation Camaros were built? Are there monthly totals?
  7. What models were available?
  8. How many Camaros were built with xx, yy, and zz options (or colors, etc)?
  9. What are the best sources of information and data on my car?
  10. How can I find out about the past history of my car?
  11. What are the major differences between the 1967 and 1968 models?
  12. What are the major differences between the 1968 and 1969 models?
  13. What were some of the changes occurring mid-year?
  14. What are some curious Camaro trivia?
  15. What major option packages were available on the Camaro?
  16. How do I recognize the differences between first-generation high-performance models?
  17. How do I distinguish the L30/M20 and LM1 models from their better known relations?
  18. What were some of the rare options available on the Camaro?
  19. What else was special about a first-generation Camaro Z-28?
  20. What are Pace Car Camaros?
  21. What is a COPO Camaro?
  22. What is a double COPO Camaro?
  23. What is a Yenko (or Baldwin-Motion or Berger or ...) Camaro?
  24. Which Camaros are worth the most?


  Q: What does the CRG mean by "normative practice?"

A: The first-generation Camaro was produced at two US factories and at least four foreign sites, in large numbers, for more than three years. Mid-year changes were deliberately made for marketing, production, and safety purposes. Each factory had specific unique assembly practices, many of which are undocumented. The CRG strives to document the released and accepted factory procedures for each major vehicle configuration, and additionally, attempts to document as many of the major variations as can be easily noted.

However, in order to keep assembly lines rolling, some exceptions to "normal" procedure could be and were made by GM. In these cases, GM had a internal process to determine what components or process could be substituted (normally based on fit and function). There were also assembly errors made, including mismarked tags and stamps. Buyers searching for original vehicles should realize that such unusual features can be real, though the CRG does not encounter them frequently.

Therefore the CRG focuses on what we call "normative practices," which are the factory configurations per released procedure for the model year. To the extent that we can, the CRG will also document normative practices as a function of assembly plant and mid-year time frame, though these will never be complete, and in many cases must be observed indirectly by collection of a statistically significant population of vehicle data.

The point is that when inspecting first-generation Camaros an occasional "non-normal" feature will pop up. The reason for documenting typical practice is that the more unusual the feature, and the larger the number of exceptions to practice on a single car, the more the originality of that vehicle should be questioned. While it is difficult to say "never" or "always" about a first-generation Camaro, too many liberties from normative practice should sound a warning bell to any interested in an original vehicle.


Q: Why do I keep hearing about an "F-body?"

A: Each major car line at GM is given a letter name that includes all of the division-crossing models. The letter assigned to Camaro during development was "F." This letter also includes the Pontiac Firebird, which is built on the same basic chassis as the Camaro.


Q: Why is there a difference between the car model year and the calendar year?

A: The automotive industry typically used (and generally still does) a model year that is offset from the calendar year. Sales dates for a car model typically start in September of the prior year and end the following August. Production start/stop dates are generally a month before the sales start/stop dates. For instance, the 1967 Camaro was built from August of 1966 through July of 1967. If a 1967 Camaro has a cowl tag date of 12A (indicating that the build month and week were December/first-week), then the car was built in December of 1966 (not December of 1967). A production gap of a couple of weeks between the end of one year and the start of the next was common, and used to changeover the plant for the next model year.

There are exceptions to this and the end of model year for the 1969 Camaro is one. The build for the 1969 Camaro was extended from July 1969 to November 1969, because the 1970 Camaro was not ready for release.

1967-1969 Camaro Model Year Production Dates 
Model Year   Started      Ended
           Month/Year  Month/Year
---------- ----------  ----------
  1967      Aug 1966    Jul 1967
  1968      Aug 1967    Jul 1968
  1969      Aug 1968    Nov 1969


Q: When were the first-generation models built?

A: First generation Camaros were built from the 1967 model year (starting with August 1966 production for the September 1966 model launch) through the 1969 model year. Note that the 1969 model year was an unusual one for Camaro, since it extended through November 1969, several months beyond the conventional end of model year.

The extended 69 production and the delay of introduction of the '70 Camaro was not purposeful, nor was it related to labor problems; it was late because the quarter panel draw dies failed during final die tryout and had to be rebuilt from scratch. Fisher Body had lots of troubles drawing the 1970 quarter panels without wrinkles and splits. They attempted to correct the problems by modifying the draw dies during final tryout but the problems got worse instead of better. Fisher finally had to redesign/rebuild the draw dies, which delayed the launch by 4-5 months. Chevrolet decided to extend the 1969 model, which created a wild scramble, as this meant extending part supplier contracts for the '69 (suppliers had already committed their facilities to other business), finding alternate capacity for '69 parts, etc. The PR department attempted to spin the delay in a different direction for public consumption as GM never publicly admitted any internal problems or failures, especially within Fisher Body, its biggest manufacturing Division, with the biggest tooling budget. But the delay of the 1970 Camaro was a black eye for Fisher Body Die Engineering, as it was the first production launch delay that was ever laid at their feet.


  Q: Where were first-generation Camaros built?

A: About 75% of 1967-69 Camaros were built at the Norwood, Ohio factory (near Cincinnati). Norwood built units for central and eastern US, as well as all exports of fully-assembled Camaros to Canada and Sweden and all models for central Europe that were not locally assembled (see below). The other major US assembly facility (~25% of the Camaro total) for Camaro was the Van Nuys, California assembly plant near Los Angeles, the primary assembly plant for units intended for Western US delivery.

In addition to the US assembly plants, many hundreds (if not several thousands) of Camaros were assembled by at least four overseas factories: the Yutivo factory in the Philippines (the subject of a CRG research article), GM Continental in Belgium, GM Suisse in Bienne, Switzerland, and a little-known assembly plant in Caracas, Venezuela. The last three factories remain objects of continuing CRG research, and if you have information on any of these facilities, or cars built at them, please contact us.

These plants and the export activities were managed by GMOO (GM Overseas Operations) and GMODC (GM Overseas Distribution Corporation). We would be interested in talking to anyone that has worked for either of these GM groups.

The Philipine, Swiss, and Belgian factories all assembled vehicles from "completely knocked down" (CKD) kits; as the name implies, kits from which bodies were fully assembled from individual separate sheet metal stampings. Parts and subassemblies for CKD export units were shipped to a central collection point, gathered together and consolidated into kits, then packed into containers for shipment overseas. There were generally six CKD kits to a container; with twenty-four cars in the typical export car order (XCO), that meant four containers per XCO. The CKD kits were reportly consolidated at a "box plant" in Michigan.

It is presumed that the Venezuelan factory assembled cars from "semi-knocked down" (SKD) kits; kits based on an assembled "body-in-white" that was then completed locally (normally for tax reasons). The bodies-in-white for export would have been assembled in Norwood.

When SS models were imported into Europe they were fully assembled in Norwood, had US VINs, and were modified locally as needed, e.g seatbelts, lights, etc.

Fully-assembled (driveable) export units (non-Canadian) were rail-shipped to "Mortensen's Warehouse" (a contractor to Chevrolet) at the Port of Baltimore, who handled export preparations (wax and oil spray, etc.) and loaded them on ships.

Foreign-built Camaros used a different VIN and trim tag format from those assembled in the US.


Q: How many first-generation Camaros were built? Are there monthly totals?

A: Official Chevrolet production records show a total of 220,906 Camaros built in 1967; 235,147 Camaros built in 1968; and 243,085 Camaros built in the last year of the first generation, 1969. Note that the 1969 model year was extended to November 1969, 4 months longer than normal, due to production delays with the redesigned 1970 Camaro.

The list below is Chevrolet's documentation of the end-of-month VIN for the GM assembly plants. * Due to several limitations the VINs in this list will not necessarily correlate exactly with either a specific calendar day or the build week on the cowl tag. The data for some months (especially May and June 68 at Norwood) deviate significantly from actual build dates, while other months correlate well.* We are unsure of the source of these deviations, but uncertainties include:

  1. It isn't known what day of the month was used for logging the monthly production, or if the same system was used for all years.
  2. It isn't certain where in the production process GM recorded this data.
  3. Vehicles were NOT assembled in the exact order of VIN. For any given VIN selected as the nominal "last" for that month, it is likely that slightly lower or higher VINs might either still be in process, or might have already been assembled.
  4. The build date on the cowl tag is when the body was started. It was attached 3-4 days before final assembly of the car was completed and build week dates did not always align exactly with calendar weeks.

Despite these limitations, the list remains a useful guide for approximate confirmation of date as to when a given VIN was built.

1967-1969 LOS/NOR End-of-Month Monthly VIN Report 
*see limitations of this data as noted in text above 

              LOS            LOS            NOR
           Passenger       Camaro         Camaro
 Month    End   Month    End    Month   End    Month
          VIN   Total    VIN    Total   VIN    Total 
 ------  -------------  -------------  -------------
1967 Model
 Sep-66  104227  4227   104208  4208   111323  11323 
 Oct-66  112746  8519   112733  8525   124052  12729
 Nov-66  122258  9512   122251  9518   140230  16178 
 Dec-66  130166  7908   130165  7914   160043  19813
 Jan-67  137621  7455   137621  7456   174339  14296
 Feb-67  144299  6678   144322  6701   179242   4903
 Mar-67  150486  6187   150507  6185   197221  17979
 Apr-67  156998  6512   155897  5390   209658  12437 
 May-67  166016  9018   158904  3007   224672  15014 
 Jun-67  175123  9107   163266  4362   241701  17029 
 Jul-67  178607  3484   165008  1742   254698  12997 
 
1968 Model                   LOS            NOR
 Sep-67  109488  9488   304745  4745   319989  19989 
 Oct-67  119058  9570   309652  4907   337720  17731 
 Nov-67  125265  6207   315860  6208   352898  15178 
 Dec-67  131371  6106   321968  6108   368090  15192 
 Jan-68  137496  6125   328091  6123   381420  13330 
 Feb-68  140888  3392   331484  3393   392427  11007 
 Mar-68  145579  4691   335251  3767   407303  14876 
 Apr-68  152211  6632   338564  3313   425530  18227 
 May-68  159256  7045   342085  3521   465482  39952 
 Jun-68  165727  6471   345432  3347   482588  17106 
 Jul-68  170718  4991   349164  3732   484735   2147 
 
1969 Model                   LOS            NOR
 Sep-68    4825  4825   502310  2310   512133  12133
 Oct-68   13440  8615   506631  4321   530337  18204 
 Nov-68   21359  7919   510583  3952   551862  21525 
 Dec-68   27840  6481   513816  3233   569987  18125 
 Jan-69   32566  4726   520247  6431   589720  19733 
 Feb-69   37310  4744   525388  5141   607164  17444 
 Mar-69   45956  8646   528108  2720   623587  16423
 Apr-69   54708  8752   530155  2047   637106  13519 
 May-69   54708     0   530155     0   650323  13217 
 Jun-69   58446  3738   531026   871   664008  13685 
 Jul-69   59028   582   531163   137   669119   5111 
 Aug-69       0     0        0     0   678253   9134 
 Sep-69       0     0        0     0   692607  14354 
 Oct-69       0     0        0     0   707932  15325 
 Nov-69       0     0        0     0   711922   3990


  Q: What models were available?

A: First-generation Camaros came in two basic models, hardtop and convertible. All cars had two doors with 2+2 style seating. Although GM claimed five adults would fit using 2+3 seating, and starting with the 1968 models three sets of rear lap seat belts were standard, in practice a 2+2 seating arrangement was much more realistic.


Q: How many Camaros were built with xx, yy, and zz options (or colors, etc.)?

A: CRG has published a downloadable RPO spreadsheet in PDF format that documents the official Chevrolet tallies for each first-generation Camaro Regular Production Option (including the base, non-optional, configurations), based on and courtesy of Len Williamson's "Tailfins & Bowties" compendium of official Chevrolet production records. Similar data, but containing certain errors and omissions, have been previously published in several Camaro books of the '90s. While these other lists may be sufficiently accurate enough for many uses, Len Williamson's work is definitive and taken directly from his exhaustive primary research at Chevrolet archives in the late 1980s.

Chevrolet did not retain any statistical records on option combinations. Which means it is impossible to know with certainty the exact production number in situations of multi-option combinations.

However, using the Chevrolet single-option production data, simple statistics allow the estimation of production quantities of many option combinations. CRG will leave the math for you to do. The higher the number of combined options in the calculation (and the rarer the options), the less reliable the result.

In a related question, there is no factory data on the popularity of exterior or interior colors, either singly or in combination. However, CRG has analyzed its database of Camaros and has published the color percentages for the vehicles in its database. Please note the associated disclaimers.


Q: What are the best sources of information and data on my car?

A: If you own a US-built car, call the Chevrolet Customer Assistance Center at 800.222.1020 (toll-free US number), tell them you are restoring an early Camaro, and would like some data to help your labor of love. They will request your VIN, and then ship you a package of documentation that includes a detailed and extremely (though not perfectly) accurate specification of that year Camaro and the options. This, unfortunately, does not include option or configuration information on your exact unit (see the Car History FAQ), but it is free! And it is worthwhile.

If you are restoring a Camaro this package will not tell you everything you will need and want to know. There are a number of web links (many shown on our CRG Links page) that can provide a great deal of assistance.

In addition, there is at least one broad-based Camaro car club with local clubs affiliated with it: The Worldwide Camaro Club, run and owned by Eckler Industries. (The club was formerly the Worldwide Camaro Association and, before that, the United States Camaro Club.)

Critical printed references that the CRG recommends that you investigate include the following:

There are a number of other worthwhile publications for specific needs. For example, the original Chevrolet Chassis Service Manuals are available in reprint from the major reproduction suppliers. And, if you do not currently have a Camaro and are considering a purchase, the CRG suggests consideration of either or both of two light-duty books by Michael Antonick that give a good general overview of each year up to and including the modern era - however they are not definitive for research as they contain some errors (generally minor) and numerous omissions for the sake of brevity:


  Q: How can I find out about the past history of my car?

A: If your vehicle was originally sold in Canada, you can request a vehicle report from GM Canada Vintage Vehicle Services (VVS). Direct contact information for VVS is below. For a nominal fee ($57.75CDN as of March 2009) you will receive basic information from the original computerized records such as the option by RPO number, date of shipment, and the Canadian dealer. They are also able to provide info on Canadian-built 1993-2002 Camaros, as well as other Canadian-built GM models, e.g. GTO's, 442's and Chevelles, regardless of where they were originally sold.

G.M. of Canada Vintage Vehicle Services
1908 Colonel Sam Drive
Oshawa, ON  L1H 8P7    Canada
  888-467-6853 (toll-free and only from within Canada)
  905-440-7697 office      905-440-7644 fax
  905.440.7636 George Zapora, george.zapora@cc.gm.ca
Office hours: Monday-Friday, 8:00am-5:00pm Eastern Time

Unfortunately this service isn't available for 67-76 Camaros built and sold in the US, since the US operation of GM did not retain the records.

Little satisfaction for the first-gen Camaro owner, but for 1977 and later Chevrolets (fleet and exported vehicles excluded) the General Motor Dealer Invoice service is managed by Allied Vaughn, a tier one supplier of GM. For copies of a GM vehicle invoice you can email a request to vehicleinvoice@gmmediaarchive.com and you will receive a a request form to fill out. As of March 1, 2005 the cost for this service is $50.00 per invoice. The postal contact information is: 

Allied Vaughn
11923 Brookfield
Livonia, MI. 48150
Attention: GM Vehicle Invoice

Allied Vaughn is also able to locate these other GM Invoices: 

  Pontiacs since 1987
  Buicks since 1982
  Cadillacs since 1980
  Oldsmobiles since 1977
  GMC since 1976

But for the above exceptions, the only recourse for owners of most Camaros is for you to become detective with whatever evidence is at hand. Any paper documentation (records, titles, receipts, Protect-o-plate, etc.) can be extremely valuable in this search. Your detective job has been made more difficult with the enacting of a US Federal privacy statute making it very difficult to conduct private title searches. Previously, in most states, it was possible to request a vehicle title history and so trace back through previous owners, even to the point of tracing it from state to state as a result of multiple moves, to the original owner and/or dealer. Title research information is much more limited now.


Q: What are the major differences between the 1967 and 1968 models?

A: There were obviously a large number of minor differences. However, there are key major visual differences that aid instant recognition at a distance, so we will focus on those. (Perhaps eventually we'll include some additional image references that correspond with the text.)

The link shows a 1967-model RallySport (RS) Camaro. The 1968 model had essentially the same body lines as the 1967 model. However, in 1968, the vent windows were eliminated. To replace that airflow, below-dash air vents (Astro-Ventilation) were added to the interior. Sidemarker lights at each quarter of the vehicle were another addition, mandated by the Federal Government. Other 1968 model discriminators:

There were many more changes, but these are some of the most obvious.


Q: What are the major differences between the 1968 and 1969 models?

A: Again, there were obviously a large number of minor differences, but we will focus on the major visual differences to aid instant recognition at a distance.

While the 1969 hood, roof, and deck did not change appearance, the body lines were significantly modified at the nose, fenders, quarters, and tailpan, giving the Camaro a more streamlined look. A molded body streak extended from the rear of each wheel opening, adding to the effect.

Other 1969 model discriminators:


Q: What were some of the changes occurring mid-year?

A: 1967 mid-year changes included:

1968 mid-year changes included:

1969 mid-year changes included:


Q: What are some curious Camaro trivia?

A: The rear antenna option, U73, was not available from the factory with either of the AM/FM radios (U69/U79) or the D80 spoiler. However, the rear antenna was often installed by the dealer, even with these other options.

The Corvette only shared a limited number of colors with Camaro, and then only for a limited time. Starting in January 1968, LeMans Blue, Corvette Bronze, and British Green, all of which were Corvette colors, were introduced to Camaro. LeMans Blue continued on into the 1969 model year as a shared color between the two models. The other two colors were dropped from Camaro at the end of the 1968 model and no new shared colors were added.

Unusual options with short lives, or those that were documented for production but that never made it into production, include:


Q: What major option packages were available on the Camaro?

A: The Camaro could be ordered in either Convertible or Hardtop models with the following major packages:

An additional, little-publicized option combination that included almost all of the upgraded SS performance components, but without the SS trim and emblems, was available in 1967-68 as the L30/M20 (327ci-275HP/4-speed) and in 1969 as the LM1(350ci-255HP).


Q: How do I recognize the differences between first-generation high-performance models?

A: Here are a few of the more distinguishing characteristics. There are many other clues, both positive and negative. The complete list of identifying features is shown in the CRG Visual ID HyperTables, one for each year: 1967, 1968, 1969.


Q: How do I distinguish the L30/M20 and LM1 models from their better known relations?

A: For more details on the L30/M20, see the L30/M20 Research Report. For more details on the LM1, see the LM1 Research Report.

Documentation and/or the engine code, if present, are the most reliable discriminators.

If the original engine is absent, apart from the absence of SS trim (easily faked), the 1967-68 L30/M20 was notable for its use of the cast-iron Saginaw 4-speed, not present on the SS-350 (which used the aluminum-cased Muncie transmission). Related to this, the Saginaw transmission speedometer cable exited the case on the side opposite the Muncie, and therefore pierced the firewall on the drivers side of the steering column. The Muncie speedometer cable passes through the firewall on the passenger side of the steering column.

If, by chance, original wheels are present, the 1967 L30/M20 wheels were 5-inch wide, versus 6-inch wide wheels for the SS-350. In 1968 the L30/M20 wheel where the same as SS at 6-inches wide, but the standard tires on the L30/M20 were 78-series as opposed to the 70-series tires on the SS-350. While the 70 series tire could be had on the L30/M20, a '68 tire sticker on the inside of the glovebox door documenting a 78-series tire indicates that the car was not a Super Sport.

The 1969 LM1 can be more difficult to ascertain, since this model shared many of the same features as the SS-350, including 12 bolt axles and, if ordered with a 4-speed, a Muncie transmission. The wheels on the LM1/M20 were 6-inch wheels with 78-series tires (unless options were selected). However, in 1969, the SS had moved to 7-inch wheels with 70-series tires.


Q: What were some of the rare options available on the Camaro?

A: Camaros were available with a wide range of options, some of which were obscure, or simply not well documented, which cause them to be quite rare. Some examples:


Q: What else was special about a first-generation Camaro Z-28?

A: All first-generation Z-28s were coupes with a 302ci/290HP V8 engine, a 4-speed manual (Muncie) transmission, and a large ring-gear rear axle (the "12-bolt"). Front and rear springs were specially matched, and the package included larger 15-inch wheels. Power front disc brakes were required but priced separately. Positraction was recommended but not required. The engine power rating was conservative, and in racing trim made in excess of 400HP. Air conditioning and automatic transmission simply were not available. If you see a first-generation Camaro with Z-28 on it, and it has an original automatic or A/C, it is not a true Z-28.

The first year, Z28 had no external badging at all to distinguish it from a base L6-engined car. Early in 1968, a 302 engine emblem was added to the fenders, but into the model year the fender engine emblem was replaced with a "Z/28" emblem. In 1969 there were Z/28 emblems all over the car: grille, fenders, tailpan and (cowl hood only) 302 engine emblem.

In the first two years a cowl plenum option was available as an extension of RPO Z28. In '67, it was Z28BA for the standard car, Z28BB for the Z with cowl plenum air cleaner, Z28BC for the headers-only option, and Z28BD for both the headers and cowl plenum air cleaner. The last two letters are the ECL (Exception Control List) codes that indicate differences in particular applications of each RPO. If you have an original window sticker for a car you will see these ECL codes attached to each option. For '68, the Z28 was ordered in the different configurations as Z281, Z282, Z283, and Z284, but the option was printed on the window sticker with the same ECL codes as used in '67 and indicated above.

The cowl plenum air cleaner and the plastic duct were in separate boxes in the trunk with installation instructions included. If headers were ordered they were in the trunk as well, along with the trim rings and hub caps for the rally wheels, which made for a pretty jam-packed situation, to say the least!

For '69, the cowl plenum option was not available. At the start of the model year the standard 1969 Z28 was indicated as Z28BA. In the middle of the model year, the formerly optional D80 spoiler became a part of the Z28 package and at this time the ECL changed to Z28BB.


Q: What are Pace Car Camaros?

A: In both 1967 and 1969 the Camaro was chosen as the Pace Car for the famous Indy 500 car race. Two Camaros were special-built to serve as the actual Pace Car for the race (the second was a back-up), and a number of look-alike Pace Cars, termed festival cars, served for use by dignitaries at the track. Along with the two literal Pace Cars and the festival cars Chevy offered Pace Car replicas to dealers for sale to the public. Pace Cars, festival cars, and replicas were always SS/RS Convertible Camaros, with either 350ci or 396ci engines.

In '67, the color scheme was a white Camaro with blue 'bumble bee' stripe (around the nose), blue deluxe interior, and a white convertible top. The trim tag will generally indicate either a O-1 or C-1 paint color, a 732-Z interior, and a 4P, 4N, or 4K trim tag code.

In '69, the pace car was white, with Hugger Orange Z-28-style stripes, cowl-induction hood, special Hugger Orange interior, and a white convertible top. The 1969 Pace Car replica was denoted on NOR cars by a Z11 code on the cowl trim tag and on LOS cars by the combination of a 50-A exterior with a 720 interior. For more details on the 1969 Pace Cars, see the 1969 Pace Car and Z10 Research Report.

Shortly after the Z11 was produced there was also a special run of '69 Camaros called the Z10, which is believed to be a regional promotional item for certain southwestern states. The Z10 was similarly equipped to '69 Z11 Pace Car replica, but was a hardtop instead of convertible. There were no production records retained but it is commonly believed that somewhere between 400 and 500 of the Z10 cars were built at the Norwood plant between 3rd week of April (04C) and 1st week of May (05A). All known Z10 cars have a Z10 code on the cowl tag. A little more flexibility in ordering options has been observed in Z10s, as there was no restriction on the interior color.

The two 1969 pace cars (#1 and #2) had L78 396ci (375 HP) engines. They started out with L89 aluminum-heads, but were changed to the baseline cast iron heads due to durability concerns. The engines were handbuilt and blueprinted by engineering (though within factory specifications) and critical drivetrain and suspension parts were penetrant inspected for cracks. A heavy-duty service 4-wheel disc brake axle (not the same as the JL8 option) with a 3.31 ratio was added along with 15x7-inch rally wheels sporting Goodyear Wide Tread GT tires. Other special requirements included balancing the driveshaft and inclusion of a heavy-duty battery and a 63-amp alternator.


Q: What is a COPO Camaro?

A: For details on the COPO Camaros, see the COPO 427 Research Report, but here is some basic information.

COPO stands for Central Office Production Order. This is the process used by Chevrolet (and other divisions of GM) for internal orders for limited production of non-standard cars. The COPO process was used most often for mundane special fleet orders such as taxis and special wheelbase trucks and doesn't necessarily indicate a high-performance vehicle. But in 68 and 69, the process was used to order high-performance Camaros that were otherwise not available from the factory.

The most famous first-generation COPO Camaros were 1969 COPOs 9560 and 9561. COPO 9560 was a special run of 1969 Camaros based off of the SS package (minus the SS badges) and with a 427ci aluminum block engine (ZL-1) making at least 430 HP (a conservative factory number). Only 69 of these were built. COPO 9561 was another special run of 1969 Camaros equipped with the cast iron version of the 427ci engine (L72). Both of these COPOs started, on paper, with a RPO L78 SS396 Camaro baseline but were modified as guided by a document called the Exception Control List for that COPO; components were added and substituted until the required result was achieved. There were few options that could not theoretically have been added to either COPO, but one of them was air conditioning (RPO C60); GM would not install factory air in a vehicle with a solid lifter engine like either of the ZL1 and L72 options (the production L78 and Z28 engines were also solid lifter engines). JL8 disc brakes (not available in the COPO axle) and C05 convertible are also believed to have been unacceptable options. COPO Camaros in original condition are extremely valuable.

Easily accessible printed resources for basic COPO information include the 1969 Camaro books by Hooper and MacNeish. Another source of information is the COPO Connection Handbook, which was published by Ed Cunneen of the COPO Connection. The COPO Connection is no longer active.

COPO 9560 Camaros came from the factory with the ZL-1 aluminum 427ci engine, a HD 4.10 ratio 12-bolt rear-end, HD radiator, cowl induction, special springs, and transistorized ignition. It could be had as either an automatic or a manual. Additional options could be combined with the COPO option, but every COPO order had to be specially approved by Chevrolet management. Originally, the plan was to have 50 cars built and shipped to Fred Gibb (dealer/racer). Other dealers got wind of the order and the total build ended up being 69 cars. The original order of 50 was built identically except for exterior paint and transmission. In the supplemental 19 units there were 2 RallySport cars and 2 double COPO 9737 cars.

The COPO 9560 option added $4160 to the price of the car and made them nearly unsellable, with a list price in excess of $7300. Some of the original engines were pulled and a stock 396 installed, with the pulled ZL-1s being sold as crate engines for use in racecars. There were ~90 ZL-1 engines produced in '68/'69. 69 of the 90 went into Camaros, 2 went into Corvettes, 2 went into COPO 9567 prototypes, and the rest (~17) were sold as crate engines.

COPO 9561 was basically the same as the 9560 except it got an all-iron 427 without transistorized ignition. Records were not kept on these as they were for the ZL-1s, but it is believed that anywhere from 700-1015 iron 427 cars were built at the factory. 1015 is the upper limit as that marks the production of this engine for the year. The lower limit of 700 is speculative.

As soon as the dealers realized the price assigned to COPO 9560 they began complaining. A rebate was reportedly created to assist the dealers, but GM realized it would have a problem selling more 9560s, which were plain-jane race cars with a healthy price tag. The COPO 9567 proposal was dreamed up as a response. Vince Piggins and his GM design staff hand-built 2 of these prototypes. COPO 9567 was not an attempt to build a cheaper ZL-1 car, as the proposed price of this model was well beyond the price of a 9560, at $8581.60 for an M21 4-speed car and $8676.60 for a HD M40 equipped car. The 9567 was intended to be a more streetable car, running 11:1 CR as opposed to 12:1. Both 9567 prototypes were Tuxedo Black Rally Sports with special gold striping, and were very similar, but with distinct differences. While most of the 9560s were plain-jane cars, the 9567s were all jazzed up, pretty as a picture. The location of the prototypes is not known. Unfortunately for posterity, this COPO never made it to production.

The COPO 9560/9561 cars started with a SS396 big-block chassis that included:

The price of the COPO 9560/9561 High Performance Units included the following: To this was added the following mandatory equipment:

The proposed 9567 COPO would have included:

Despite lower factory quoted numbers, the ZL-1 factory dyno shows it produces ~575hp at ~6400rpm and ~515 ft-lbs torque at ~5000rpm, in stock form with manifolds. Click here for a complete list of the options ordered with each of the sixty-nine COPO 9560 vehicles.


Q: What is a double COPO Camaro?

A: A "double-COPO" is COPO 9560 or 9561 (aluminum or cast iron 427ci engine) combined (in 1969) with COPO 9737.

COPO 9737 was the "sports car conversion" that added a 140 MPH speedometer, a 13/16-inch diameter stabilizer shaft (increased from the 11/16-inch diameter standard bar), and E70x15 Goodyear Wide Tread GT tires on 15-inch rally wheels. COPO 9737 cars built after May, 1969 also got a center gas gauge and a factory tachometer. This COPO was pioneered by Don Yenko for his use in 1968, but for 1969 model year was also ordered (in fewer numbers) by other dealers. In 1968 COPO 9737 is believed to be exclusive to Yenko. The 1968 version of 9737 included a L78 396 (with a unique MV engine code and different carburetor) and the 140 MHP speedo. This COPO was not ordered in combination with any other COPO in 1968.


Q: What is a Yenko (or Baldwin-Motion or Berger or ...) Camaro?

A: Yenko Chevrolet was one of a number of Chevy dealers that made special performance-oriented versions of the Camaro outside of the normal Chevrolet factory options. In 1967, when the Camaro was first introduced, the hottest engine initially was the 295HP 350ci in the Camaro SS. Some of these performance-oriented dealerships started transplanting more powerful 396ci and 427ci big-block motors into these early Camaros for serious street/strip performance. Don Yenko worked with Chevrolet to have the 427ci engines installed at the factory (to reduce the amount of labor and effort converting the 396ci cars into 427ci cars and to reduce warranty issues). This was accomplished thru the COPO system, with the L72 427ci engine being used in the cars. In fact, use of the COPO system for this purpose was initially tried in 68 and several of the late-68 Yenko Camaros have factory installed 427's in them. Verifiable Yenko production quantities of the "Super Yenko Camaros" have not been located by the CRG. Unverifiable previous reports have quoted numbers of 54 in 1967, 64 in 1968, and 198 to 201 in 1969.

The 1969 SYCs were only available in 6 colors: (76) Daytona Yellow, (57) Fathom Green, (79) Rally Green, (72) Hugger Orange, (65) Olympic Gold, and (71) LeMans Blue. All '69 SYCs had either the M21 4-speed or the THM400 automatic transmission, COPO 9737, D80 spoiler equipment, and 711 black standard interior. Yenko added the special striping on the exterior and the SYC lettering on the headrests.

A contact for more information on Yenko Camaros, or Yenkos in general, is: 

YENKO Sportscar Club
Tom Clary
417.778.6639
Email: syc@yenko.net
Web Site: http://www.yenko.net/

In addition to Yenko, a number of other Chevrolet dealerships, including Motion Performance (Baldwin-Motion), Dana Chevrolet, Nickey Chevrolet, and Berger Chevrolet, were doing similar 427ci engine transplants into 1967-69 Camaros and most of them also took advantage of COPO 9561 when it became available in '69. Several of these dealerships added other dealer options like dual-quad carburetors, aluminum heads, high performance clutches with scattershields, suspension modifications, and appearance packages. These dealers were literally offering complete turnkey race-prepped cars for sale to the public through their dealerships. 

Joel Rosen
Motion Performance
98 Sunrise Hwy
Baldwin, NY 11510 
516.223.3172
Email: catalogs@baldwinmotion.com
Web Site: http://www.baldwinmotion.com/

Any of these cars are very desirable and rare today, especially those with documentation.


Q: Which Camaros are worth the most?

A: As always, cars, no matter what the type, are only worth what the market will bear, and beauty is in the eye of the beholder.

Here are some general and relative guidelines that may not always hold true:

Any first-generation Camaro in good, original condition, is worth well more today (1998) than it cost new. (Of course this is without consideration of cost of money and inflation.) Certain models and option combinations typically and historically command premium prices on the collector car market. There is little doubt that the 1969 COPO 9560 Camaro brings the highest price. Also at a premium are the 1969 COPO 9561 Camaros and the original 1967 Z-28 (of which fewer than 200 remain). Also worthy of the premium list are the Pace Cars, the 1968-69 Z-28 Camaros, and certain specially optioned SS cars such as with those with the L78 or L78/L89 engines. Dealer-modified Camaros like Yenko, Baldwin-Motion, Nickey, Dana, and others can also command high prices.

Any SS Camaro, especially when combined with the RS package, and/or with an original big-block motor, is also desired. Convertibles, combined with SS and/or RS packages are always worth a premium. Typically, 4-speed cars demand better sales prices than automatic cars, and cars with rare options and/or many options add value.

With a surge in popularity for '60's cars, even base-model convertible Camaros are becoming very popular.

The cars with the highest value in any category are usually in documented, original condition, with few or no modifications. Camaros which are irreversibly modified from original stock condition, such as engine/drivetrain swaps, interior changes, body modifications, etc., typically are not valued as highly as an original car.

 


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