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ScottieDTV’s teaser shows exactly one thing: an 850 horsepower second-gen Camaro backing out of Greening Auto Company, no burnout, no dyno pull, just an engine note loud enough that commenters said it “almost spilt my drink.” A full feature was promised for the following week, and the reaction here proves the wait is already killing fans. Watch the clip to hear what has second-gen Camaro owners this worked up.
Built by Bonnell’s Rod Shop out of Fairview, Pennsylvania, this 1968 Camaro restomod called the ‘Impulse’ has made multiple appearances on the SEMA show floor and was headed to auction through Mecum. Every bespoke detail was engineered to make the car look as fast as it actually is. Read on to find out what separates a build like this from the rest.
Don Yenko wanted 427 cubic inches in a Camaro and Chevrolet’s own corporate rules said he could not have it, so he found a way around the rulebook that eventually turned into a factory-sanctioned program. This Olympic Gold 1969 example represents the year the arrangement finally went legitimate, with the big block installed on the assembly line instead of in Yenko’s shop. Roughly two hundred were built. Read on for what actually changed between 1968 and 1969, because most people get it backwards.
Chevrolet built the 2014-2015 Camaro Z/28 as a purpose-built track weapon, dropping the Corvette Z06’s 505-hp LS7 into a chassis reworked with spool-valve dampers, a wider front track, and massive brakes. Semi-slick Pirelli Trofeo R tires — a production-car first — gave it grip few pony cars could match. GM originally planned thousands of units but hand-built just 1,801 at its Performance Build Center, making this naturally aspirated homage to the original Z/28 one of the rarest, most track-focused Camaros ever sold.
This 1968 Camaro is running an engine that didn’t exist when it left the factory — a ZZ4 crate small block bolted beneath dripping-wet custom paint and polished Torque Thrust wheels. Here’s why builders keep skipping the era-correct big block for a modern crate motor, what separates a resto-mod from a numbers-matching original, and why the first-generation Camaro remains the platform builders reach for most.
This 1968 Camaro pairs the SS-package 350 V8 – good for 295 horsepower and 380 lb-ft of torque – with the desirable M20 wide-ratio four-speed manual. It’s also a car built in the one model year that offered ten different engines and introduced federally mandated side marker lights along with the vent-window-deleting “Astro Ventilation” design, small details that separate a ’68 Camaro from the ’67 it followed.
1969 was the final and best-selling year of the original Camaro, with a mid-cycle restyle that gave the car its most aggressive first-generation look. Small-block, automatic-equipped cars like this one were far more common than the COPO 427 legends that dominate auction headlines — and they’re just as much a part of the model’s story.
This Granada Gold 1967 Camaro SS396 convertible, built for V8TV’s 50th-anniversary Camaro coverage, marks the exact mid-year moment Chevrolet finally let the 396 big block into the Camaro — a full two years after it debuted in the Impala SS. Host Kevin Oeste and The Brothers Collection dig into why the engine was late, and viewers’ own decades-old ownership stories fill in the rest.
Chevrolet marked the Camaro’s fiftieth birthday in 2017 with a commemorative edition available three completely different ways: a 275-horsepower turbocharged four, a 335-horsepower V6, or the 455-horsepower LT1 V8, all wearing the same Nightfall Gray paint and orange stripes. It was a styling package rather than a performance one, which raises a fair question about what a fiftieth anniversary should actually celebrate. Read on for what the package included and what these cars are worth now.
Lucy is a 1968 Chevrolet Camaro with a big block under the hood and an empty plate in the dash where the radio should be, and that combination says everything about how she was originally ordered. 1968 was the year Chevrolet finally filled the gap in its 396 lineup, cured the wheel hop that plagued the first-year cars, and sold 235,147 Camaros in the process. Read on for what separates a genuine big-block car from one wearing the badges.
A Texas tuning shop put a bone-stock 2017 Camaro ZL1 and its brand-new 10-speed automatic through a real 0-180 mph pull, and the data logger caught it still upshifting at the top end. Viewers argued over everything from the fuel gauge to a short-shifted launch. Hennessey teased something far more extreme was coming next. Watch the full run to see it.
Park a 1968 Camaro RS beside a 1969 SS and most people see two versions of the same car. They are not. One year separates a subtle, almost European-looking coupe from the aggressive, creased shape that became the definitive first-generation Camaro. Understanding what changed, and why RS and SS were never the same kind of option, explains why these two cars command such different money today.
Chevrolet spent years developing the Camaro under a code name that had nothing to do with cats and everything to do with secrecy, then refused to explain what the production name actually meant. The answer a company spokesman finally gave the press has been quoted ever since. Across thirty-five years and four generations the car went from a 427 big block to a four-cylinder to an all-aluminum 305-horsepower LS1. Read on for how it got there.
A 2016 Camaro, Challenger, and Mustang went through the same violent small overlap crash test, and the three modern pony cars did not come out looking anywhere close to equal. A physics teacher breaks down exactly why using a whiteboard, a test track, and the wreckage itself, while the comments argue over whether the test format even reflects real-world driving. Watch to see which of Detroit’s three headline muscle cars held up best.