1967–1969 Chevrolet Camaro RS: History, Specs, Guide

1967–1969 Chevrolet Camaro RS (1st Gen): Design History, Specs, and Driving Character

Historical context and development background

Chevrolet launched the first-generation Camaro in the fall of 1966 as a direct answer to Ford’s Mustang, riding on GM’s new F-body platform shared with the Pontiac Firebird. The 1967–1969 Chevrolet Camaro RS (RPO Z22) was the upscale appearance package in the lineup, a visual signature built around hidden headlamps, revised taillamps, bright exterior moldings, and specific badging. Under GM Styling Chief Bill Mitchell, the Camaro’s taut forms and long-hood/short-deck stance were honed to a sharp edge; the RS package amplified that with jewelry and lighting that made even a six-cylinder Camaro look expensive.

Corporate momentum came from Chevrolet General Manager Pete Estes, while engineer Vince Piggins championed the Camaro’s racing credibility—most famously the Z/28 for SCCA Trans-Am. Although the RS package itself did not include performance hardware, it was available on virtually any Camaro—inline-six, small-block, big-block, SS, or Z/28—resulting in some of the most desirable combinations, such as RS/SS 396 and RS/Z/28.

Across these three model years, the competitive field evolved quickly. Ford broadened the Mustang’s range, Pontiac positioned the Firebird as the more premium F-body sibling, AMC joined with the Javelin, and Plymouth’s Barracuda matured into a legitimate threat. Chevrolet answered with incremental refinement: safety-driven side marker lamps for 1968, revised interiors and braking changes, and the visually tougher 1969 facelift. Throughout, RS remained the sophisticated face of the Camaro—distinctive at night and unmistakably upmarket by day.

Engine and technical specs

As an appearance package, RS did not dictate powertrain. Buyers could pair RS with everything from thrifty inline-sixes to fire-breathing big-blocks, and—importantly—RS could be combined with SS (L48 350 or L35/L34/L78 396) and Z/28 (302) equipment.

Transmissions included 3-speed column-shift manuals, 4-speed Muncie gearboxes (M20 wide-ratio, M21 close-ratio, and the heavy-duty M22 in select high-performance applications), and automatics ranging from the 2-speed Powerglide (widely used on sixes and small-blocks) to the TH350 (introduced for small-blocks in 1968) and TH400 (big-blocks). Final drives varied; 12-bolt axles accompanied higher-output V8s, often with Positraction.

Driving experience and handling dynamics

The first-gen Camaro’s road manners pivot on the F-body’s straightforward hardware: unequal-length A-arms with coil springs up front and a live axle on leaf springs at the rear. Base cars used mono-leaf springs early on, while SS and Z/28 models adopted multi-leaf rears and heavier-duty shocks and bushings. Steering was recirculating-ball with a relatively slow manual ratio, sharpened appreciably by the optional power assist and quick-ratio packages.

An RS with a small-block feels light on its toes, turning in eagerly with modest understeer and progressive roll. The texture of the road comes through the wheel—better damped on cars with the F41/F40 heavy-duty suspension—and throttle response varies from the lazy pull of a 2-barrel 327 to the crisp, rev-happy zing of the 302 Z/28. Big-block RS/SS cars deliver towering midrange torque, but add appreciable nose weight; you sense it under heavy trail-braking or mid-corner surface changes, where the car asks for smooth hands and measured throttle.

Braking evolved over the three years. All-drum setups were standard, adequate for boulevard duty but prone to fade. The optional front discs (four-piston calipers in 1967–1968; single-piston sliding calipers in 1969) transform confidence, especially when paired with period bias-ply tires. A well-sorted RS/Z/28 on 15-inch wheels with Trans-Am–inspired spring rates remains one of the sweetest-driving muscle-era Chevrolets—alive, mechanical, and surprisingly precise when kept within period limits.

Full performance specifications

Variant breakdown and production

The RS package (RPO Z22) was a cosmetic group offered across the range. It included hidden headlamps with a unique grille, revised taillamp lenses and separate back-up lamps, bright belt/reveal and wheel opening moldings, RS badging, and interior trim accents. Headlamp door actuation changed from electric motors in 1967 to a vacuum system for 1968–1969, accompanied by grille and wiring differences.

Popular RS combinations included:

• RS (Z22) with inline-six or small-block V8: the classic boulevard spec.
• RS/SS 350 (L48): 295 hp small-block with RS dress, often with front discs and F41/F40 suspension.
• RS/SS 396 (L35/L34/L78): big-block torque with RS visuals; the L78 is the unicorn configuration.
• RS/Z/28 (302): Trans-Am homologation hardware with the RS face; among the most collectible first-gen Camaros.

Ownership notes: maintenance, parts, restoration

• Service cadence: frequent oil changes (circa 3,000 miles) and ignition tune-ups keep carbureted Camaros happy. The 302’s solid lifters require periodic valve lash checks; most other engines use hydraulics.
• Brakes and cooling: drum systems need careful adjustment and quality linings; front-disc conversions or factory-spec discs are wise for spirited use. Big-blocks benefit from clean radiators and correct shrouding.
• RS headlamp system: 1967’s electric doors rely on relays, limit switches, and motors—clean grounds and properly adjusted stops are critical. The 1968–1969 vacuum system needs intact hoses, check valves, and actuators; vacuum leaks are the usual culprit for lazy or asymmetric door motion.
• Rust watchpoints: cowl and windshield channels, rear quarters, trunk pan, front subframe mounts, and the lower fenders. Inspect cowl drains; water intrusion here can be structural.
• Parts availability: excellent reproduction ecosystem covers sheetmetal, trim, and RS-specific pieces (including headlamp door hardware and wiring). 1967-only electric door parts are more specialized; budgeting for correct bits pays dividends.
• Authenticity: documentation is key. RS was an option; verify Z22 on original sales paperwork, protect-o-plate, and, where available, build sheets. 1969 Norwood “X-codes” do not prove or disprove RS by themselves.
• Restoration difficulty: body and brightwork alignment is time-consuming; RS headlamp door fitment demands patience. Cars originally equipped with multi-leaf rears and front discs are easier to make drive “right” with period-correct parts.

Cultural relevance and collector landscape

The Camaro’s instant credibility came on track. While RS was primarily aesthetic, many RS/Z/28 cars echo the look of Penske/Donohue’s Trans-Am program that cemented the Camaro’s performance image. On the pop-culture front, the first-gen’s face—especially with RS hidden lights—became a poster for Chevrolet’s new era, appearing in period ads and dealer showroom campaigns.

A milestone moment arrived when a 1967 Camaro RS/SS convertible served as the Indianapolis 500 Pace Car, spawning highly sought-after pace car replicas. In the collector arena, RS/SS and RS/Z/28 configurations command meaningful premiums over standard RS cars. Originality, matching-numbers drivetrains, rare options (L78, cowl-induction hood in 1969, 4.10 Positraction, console gauges), and documented low-mileage histories drive values from modest five-figure territory for driver-grade RS small-blocks to strong six-figure results for correctly documented RS/Z/28 and RS/SS L78 cars.

FAQs

What is the difference between RS, SS, and Z/28?

RS (RPO Z22) is an appearance package—hidden headlamps, unique taillamps/back-up lamps, trim, and badging. SS adds performance hardware (L48 350 or 396 big-blocks, heavy-duty suspension, non-functional hood accents early on, badges). Z/28 is the Trans-Am homologation model with a 302 small-block, 4-speed only, uprated suspension and brakes; it could be ordered with the RS package.

Were the RS hidden headlamps electric or vacuum?

1967 RS used electric motors with limit switches and relays. For 1968–1969, Chevrolet switched to vacuum actuators with a different grille and control hardware.

How can I verify a real RS?

Look for factory documentation (window sticker, sales invoice, protect-o-plate, build sheet). The car will have RS-specific body punch-outs and harness provisions for the headlamp doors and separate back-up lamps. 1969 Norwood “X-codes” do not confirm RS; they relate to style/trim groups and certain performance packages.

What engines were available with the 1967–1969 Camaro RS?

All regular-production Camaro engines: 230/250 inline-six; 327 V8s; SS 350 (L48); SS 396 (L35/L34/L78); and the 302 in Z/28. RS did not change engine availability.

What are known problem areas?

Vacuum leaks or electrical issues in the headlamp door system, worn front-end bushings, drum brake fade on non-disc cars, cooling marginality on big-blocks with tired radiators, and rust in the cowl/quarter/trunk areas.

What performance can I expect?

Period tests put small-block RS/SS 350s in the mid-15s for the quarter and 0–60 in the 7-second range. RS/Z/28 cars typically ran high-14s with ~130 mph capability depending on gearing. Big-block L78 RS/SS cars were low-14s with strong trap speeds.

Which transmissions were offered?

3-speed manuals, 4-speed Muncies (M20/M21/M22 in some high-performance cases), and automatics including Powerglide, TH350 (from 1968 small-blocks), and TH400 (big-blocks).

How collectible are RS cars?

Stand-alone RS cars are valued for their look and drivability; RS/SS and RS/Z/28 combinations are significantly more collectible. Pace Car replicas and documented RS/SS L78 and RS/Z/28 examples are among the most desirable first-gen Camaros.

Key technical highlights at a glance

Few cars illustrate the breadth of the American pony car formula as well as the 1967–1969 Chevrolet Camaro RS: same bones, wildly different characters—from a silky six-cylinder boulevardier to a snarling RS/Z/28 or an RS/SS 396 torque monster—all wearing the most distinctive face Chevrolet offered in the era.