1967–1969 Chevrolet Camaro SS: First-Gen Specs, History

1967–1969 Chevrolet Camaro SS (1st Gen): The Sweet Spot of Early F-Body Muscle

Historical Context and Development Background

Chevrolet’s first-generation Camaro (1967–1969) was a rapid, corporate-level response to Ford’s runaway Mustang success. The Super Sport option package — SS — was the factory’s straight-faced declaration that the Camaro could be as serious about performance as it was about showroom appeal. Beyond the visual cues, the SS meant real hardware: a standard V8 with higher output, heavier-duty suspension and cooling, and, importantly, access to Chevrolet’s big-block 396.

Engineering was pragmatic. The Camaro shared F-body architecture with the Pontiac Firebird and drew on A- and X-body parts bin familiarity: a separate front subframe with coil-sprung double wishbones and a unibody rear with leaf springs. For the SS, that meant stiffer rates, specific shocks, thicker front anti-roll bar, and 12-bolt rear axle hardware when paired with higher-output engines. Braking options escalated from drums to power front discs in 1967–1968 (fixed four-piston calipers) and a revised single-piston front setup in 1969; the rare JL8 four-wheel disc package (1969) borrowed Corvette-spec four-piston hardware.

Design-wise, the SS identity evolved each year. The 1967 SS wore a bumblebee nose stripe and simulated louvered hood; 1968 refined the detailing while adding side-marker lamps; and in 1969 the SS gained a more aggressive raised-center hood and revised badging. RS (Rally Sport) could be stacked with SS to add hideaway headlamps and exterior trim, a combination that quickly became an icon. In motorsport, while the Z/28 carried Chevrolet’s Trans-Am flag, SS cars were staples of NHRA Stock and Super Stock competition, where the 396’s torque made short work of the quarter-mile. On the street, the SS package positioned Camaro squarely against the Mustang GT, Fairlane/Torino GT, Plymouth Barracuda Formula S, and, internally, the Chevelle SS 396.

Engines and Technical Specifications

Super Sport Camaros in this era centered on two powerplants: the small-block 350 (RPO L48) and the big-block 396 (RPOs L35/L34/L78, with the L89 aluminum-head option atop the L78). All were iron-block, pushrod OHV V8s with 2 valves per cylinder and carburetion.

Driving Experience and Handling Dynamics

The SS delivers the kind of period-correct muscle that’s more nuanced than its stripes suggest. Steering is a recirculating-ball box with a pleasantly quick optional ratio when equipped with power assist. There’s unmistakable front-end bite from the F41-style uprated springs and bar, and, on good tires, the small-block cars feel distinctly lighter over the nose. The L48 SS350 is the sweet-handler: it pulls hard from low rpm, revs cleanly past five grand, and turns in with a balance the big-blocks simply can’t match.

The 396 changes the character. Even the mild L35 swells midrange torque, and the L78, with its solid-lifter cam and deeper breathing, wakes up above 4,000 rpm with real urgency. Throttle response varies by tune and carb, but period road tests consistently noted crisp pick-up and a broad torque plateau. The rear axle (12-bolt on SS and all big-blocks) accepted short 3.31:1 gears for long-legged cruising or 3.73:1 and 4.10:1 for quarter-mile focus. Wheel hop was a known first-year complaint; Chevrolet refined rear springing and damping through 1968–1969, and the cars respond well to correct shocks and bushing condition.

Transmissions define the vibe. The standard 3-speed manual is honest but forgettable; the Muncie M20/M21 4-speeds make the car, with a firm gate and close spacing that flatters the L78’s upper-rpm rush. The heavy-duty M22 “Rock Crusher” appears in limited combinations. Automatics were common: Powerglide for small-blocks in 1967–1968, Turbo-Hydramatic 350 arriving for 1969 small-blocks, and TH400 for big-blocks throughout.

Performance Specifications

Representative period-test figures and factory data summarize the SS’s capability. Equipment, gearing, and tires heavily influence results; the ranges below reflect that spread.

Variant and Production Breakdown

The SS was an option package, not a standalone model, and Chevrolet did not always publish granular breakouts by engine within SS production. The most sought-after combinations are well documented by year.

Ownership Notes: Maintenance, Parts, and Restoration

• Engines and service: The small-block L48 is robust, with plentiful parts support and straightforward maintenance. The L78’s solid lifters require periodic lash checks, and its higher compression demands careful ignition timing and quality fuel to avoid detonation.
• Cooling and ancillaries: Big-block SS cars benefit from a clean, correct shroud and fan clutch, proper radiator core, and tight belt condition; heat-soak and percolation can creep in if any of these are marginal.
• Chassis and brakes: Subframe bushings, front control-arm bushings, and leaf-spring pads materially affect ride/handling; worn pieces make the car feel loose and encourage axle tramp. Disc/Drum systems respond well to quality linings and correct proportioning.
• Transmissions and axles: Muncie 4-speeds are durable when set up properly; watch for case cracks around the mounting ears. The 12-bolt rear is strong; gear howl typically points to pinion depth or bearing wear, not inherent weakness.
• Restoration difficulty: The SS-specific trim, gauges, and hood pieces are reproduced, but verifying original SS configuration requires documentation (build sheets, Protect-O-Plate, or factory invoices). Pay attention to correct date codes on major components for top-tier restorations.
• Service intervals: Period norms were 3,000–5,000 miles for oil changes, with more frequent intervals recommended for hard use. Ignition points/condenser and carburetor calibrations respond best to seasonal checks.

Cultural Relevance and Collector Standing

The SS is the broad-shouldered face of first-gen Camaro culture. The 1969 RS/SS Indy Pace Car program cemented showroom cachet with a striking colorway and high-visibility presence. On dragstrips, SS396 cars were fixtures in NHRA Stock and Super Stock, supported by a deep bench of dealers and tuners who understood Chevrolet V8s intimately. Among collectors, documented L78 and especially L89 cars sit at the top of the SS hierarchy, while well-optioned SS350s deliver the purest streetable balance of performance and drivability. Auction houses consistently reflect that spread: big-block cars, especially with original drivetrains and paperwork, command meaningful premiums over small-block SS examples, and Pace Car replicas with correct Z11 equipment remain perennial headliners.

FAQs

What engines were available in the 1967–1969 Camaro SS?

L48 350 small-block (295 hp in 1967–1968; 300 hp in 1969) and 396 big-blocks in L35 (325 hp), L34 (350 hp, 1968–1969), and L78 (375 hp). The L89 aluminum-head option could be added to the L78 in 1968–1969.

How quick is a first-gen Camaro SS?

Period tests commonly recorded SS350 0–60 mph in roughly 6.5–7.2 seconds and quarter-miles in the high 14s to low 15s. L78 SS396s, with traction and gearing, ran 0–60 mph in about 5.5–6.0 seconds and the quarter-mile in the high 13s to very low 14s.

Which transmission is most desirable?

Enthusiasts prize the Muncie 4-speeds (M20/M21/M22) for involvement and strength. Big-block cars with M22 close-ratio gearboxes are particularly sought-after. Automatics include Powerglide (small-block, 1967–1968), TH350 (small-block, 1969), and TH400 (big-blocks).

Did the 1969 Camaro SS offer four-wheel disc brakes?

Yes, RPO JL8 (1969) provided four-wheel discs using Corvette-style 4-piston calipers. It was a very low-production option, with approximately 206 systems installed.

How rare are L78 and L89 cars?

L78 SS396 production is documented at 1,138 (1967), 4,575 (1968), and 4,889 (1969). The L89 aluminum-head option totals are documented at 272 (1968) and 311 (1969).

Are parts and restoration support strong?

Yes. Mechanical parts are plentiful and reasonably priced for small-blocks; big-block-specific brackets, pulleys, and date-coded ancillaries require more hunting. Trim and interior pieces are widely reproduced. Authenticating a genuine SS specification remains the key challenge for top-quality restorations.

What are known problem areas?

Age-related chassis bushings, steering-box wear, rear axle hop if shocks and springs are tired, marginal big-block cooling when components aren’t correct, and carburetor heat soak in hot conditions. Rust in cowl, rear quarters, and floor pans is typical of the era.

How does the SS compare to a same-year Z/28?

The Z/28 is sharper and lighter, optimized for road courses with the 302 small-block. The SS emphasizes torque and straight-line speed, especially in big-block form. An SS350 sits between them dynamically, with strong street performance and better balance than the big-blocks.