1969

1969 not only saw the and of the decade which was to have such important influences on design, fashion and style, but also the last of the first generation Camaro. Although the 1969 model was essentially the same as the 1967 - 1968, it looked considerably different and there were quite a few changes to powertrains and options.

In Detroit it was quite normal to introduce new sheetmetal to existing models every two years, and despite 1968's improving sales record (over the Mustang) and the fact that the 1970 model had been penned, 1969 sheetmetal changes were instigated to give the Camaro a lower, wider stance. Henry Haga, chief designer of the first generation Camaro, admitted design influences from the Mercedes 300 SL gullwing in the wheel arches. The front grill resembled an "egg crate" and became more aggressive but less aerodynamic. The rear lights were segmented into three to accentuate the feeling of width. Those wider arches now enable the modern day Camaro fiend to squeeze larger tyres under them without fouling.

On the mechanical front, the 327 was discontinued and the low spec 307 replaced it. The L-65 350 superseded the high performance 327, giving the 1969 Camaro two 350's and four 396's, as well as the Z/28 302, the base 307 and two 6's.

1970

February 1970 heralded the new second generation Camaro, which continued in the same form for 12 years. Bill Mitchell was quoted as having said that the first generation Camaro was designed by Committee but the second became a designer's design.

Again, Henry Haga, Chief of Chevrolet's Studio Three, was instrumental in designing the new shape. The Pontiac team was run concurrently by Bill Porter for the Pontiac version of the new "F" car. Bill Mitchell, Chuck Jordan, Irv Rybicki and Dave Holls formed the mainstay of the Committee to which Henry Haga reported.

The Chevrolet engineers were having difficulty packaging a heater, air conditioner, radio, glove compartment and instruments within the limits of the cowl. They wanted to raise it. Hank Haga had a word with Bill Mitchell who was adamant that the low cowl was essential to the look of this new sporty car and that it was not to be raised by one inch !

The new car borrowed styling cues from Jaguar, Aston Martin, and Facel Vega at the front, and Ferrari for the Kamm tail with 4 round tail lamps. It is fascinating to see things go full circle as William Lyons has confirmed early 60's Camaro influences in his design of the Aston Martin V8, particularly around the muscular rear haunches.

The second generation did away with rear quarter lights at a saving of $18.00 per car. This enabled those huge doors to be hung - they are five inches longer than those of the previous model. Whilst the car was heavier, had less interior space, one cubic foot less of boot space, there was no doubt that the original shape was right from the outset, as well as having a much more distinctive front grill or "face". As a result of various last minute complications, the 1970 model was not ready for sale by September 1969 (as was Chevrolet's practice) but eventually was offered to the public in February 1970, hence the 1970.5 nickname.

The interior came in for major revision with a clearer instrument panel although the all foam, non-adjustable seats were considered too upright for many. Although much of the running gear was carried over from the 1967 - 1969, the front subframe splayed out wider than before and the steering box was mounted ahead of the front axle rather than behind it. This improved steering deflection oversteer immeasurably. Whilst the front suspension was the same design and looked remarkably similar, no piece is interchangeable ! The roof had a double skin for the first time, contributing to the car's strength and front disc brakes of eleven inch diameter became standard.

Plenty of power was available in the 1970 line-up but the choices narrowed:-

All V8 engines could be bought with a 4 speed manual or Turbo Hydramatic three speed automatic at no extra cost, except the high performance 396 4V V8 and the Z28 which only came with a 4 speed manual gearbox. The Z28 for 1970 provided one of the best power/user friendly compromises in Camaro history and coincidentally lost the slash (/) in the name. A user friendly but powerful 350 CID engine rated at 360 hp with 11:1 compression was used. This was the last year of the Z28 as a pure musclecar, in the following years the cars began to lose more and more power and gain additional weight. The beginnings of the end of pure muscle were on the way.