1967–1969 Chevrolet Camaro Z/28 Guide & Specs

1967–1969 Chevrolet Camaro Z/28 (1st Gen): History, Specs, and Buyer’s Notes

Historical Context and Development Background

Chevrolet’s Z/28 was born as a purpose-built homologation special for the Sports Car Club of America’s Trans-American Sedan Championship. The rulebook capped displacement at 5.0 liters, so Chevrolet engineers combined a 4.00-inch bore (from the 327) with a 3.00-inch stroke (from the 283) to create a 302 cu in small-block—short-winded, ferociously eager to rev, and ideal for road racing. The Z/28 package first appeared in 1967, deliberately understated: no flamboyant badging, just twin stripes, a tuned chassis, a close-ratio four-speed, and the 302 under a flat hood.

The corporate landscape was reactive and competitive. Ford had fired the opening salvo with the Mustang and its Trans-Am efforts; the Cougar also contested the series. Chevrolet’s retort was the Z/28, developed with input from racers and engineers in equal measure. By 1968 and 1969, the Penske/Donohue Sunoco Camaros had transformed the Z/28 from a clever option code into a championship-winning icon, taking the Trans-Am manufacturer’s titles in both seasons and cementing the car’s reputation among enthusiasts.

Design-wise, the first-gen Camaro rode on GM’s F-body: unitized body with a bolt-on front subframe. The Z/28 leveraged that platform with stiffer springs and bushings, heavy-duty cooling and lubrication, quick steering, and gearing meant to keep the 302 on cam. The 1968 model year brought incremental improvements including multi-leaf rear springs and staggered rear shocks on high-performance applications, while 1969 introduced the ducted ZL2 cowl-induction hood and an expanded option matrix that let buyers tailor the car from no-frills street-fighter to RS-trimmed boulevard bruiser.

Engine and Technical Specs

The 302 small-block is the Z/28’s defining feature. It used forged internals, a solid-lifter “30-30” camshaft, high-flow heads, and an aluminum high-rise intake topped by a 780-cfm Holley four-barrel. Chevrolet rated it at 290 gross horsepower—a conservative figure—paired exclusively with a four-speed manual. A dealer over-the-counter cross-ram dual-quad intake became available late in the run for competition-minded buyers.

Driving Experience and Handling Dynamics

At idle, the solid-lifter 302 chatters and breathes through its big Holley with the immediacy of a race motor. Throttle response is crisp, the short-stroke bottom end spins freely, and the engine wakes up above 3,500 rpm, charging to its redline with a hard metallic snarl. Period Z/28s used close-ratio Muncie four-speeds—the M21 was common, with the heavy-duty M22 available in 1969—so gear selection keeps the 302 in the fat of its power band. Axle ratios from 3.55 to 4.56 were available; 3.73 was a popular and well-rounded choice.

Steering is recirculating-ball but quick, with a solid on-center feel and genuine feedback through the rim, particularly on bias-ply tires. The chassis is simple: unequal-length control arms up front and a leaf-spring live axle out back. Chevrolet tuned the Z/28 with stiffer springs, a front anti-roll bar, and heavy-duty shocks; in 1968, multi-leaf rear springs and staggered shocks sharpened axle control and reduced hop under hard launches. Braking performance was strong for the era: power front discs with rear drums were standard on later cars, while the ultra-rare JL8 option in 1969 added Corvette-sourced four-wheel discs with four-piston calipers.

Performance Specifications

Period instrumented tests varied with gearing and tires; the figures below reflect typical numbers for a well-tuned street Z/28 on factory-type equipment.

Variant Breakdown (1967–1969)

The Z/28 began as an obscure option code in 1967 and grew into a mainstream performance model by 1969. Production and trim evolved with the platform and the Trans-Am program.

• Stripe colors varied by exterior color; black or white stripes were typical, and high-visibility paints (e.g., Hugger Orange, LeMans Blue) became closely associated with the model.
• Rally Sport (RS) appearance package—concealed headlamps, revised trim—could be combined with Z/28 in all three years.
• JL8 four-wheel disc brakes were a 1969-only factory option and exceptionally rare.

Ownership Notes: Maintenance, Parts, Restoration

• Valve lash and fuel: The solid-lifter 302 requires periodic valve lash checks (the “30-30” cam calls for hot lash settings of 0.030 in/0.030 in). High-compression pistons were designed for high-octane fuel; attentive ignition timing is essential.
• Carb and ignition: The Holley 780 responds well to meticulous float, jet, and choke setup. Points-and-condenser ignition needs regular dwell and timing verification.
• Driveline: The Z/28’s close-ratio Muncie prefers numerically higher axle ratios; gearsets from 3.55 to 4.10 were common. Positraction clutch packs benefit from regular fluid service.
• Service intervals: Many owners adhere to 3,000-mile oil changes, frequent valve-lash checks, and annual brake fluid refresh—particularly for cars driven briskly.
• Parts availability: Small-block components and wear items are widely supported; original Z/28-specific pieces (deep-groove pulleys, correct Holley 4053 carb, original exhaust manifolds, DZ/MO-coded blocks) command premiums.
• Restoration watch-points: Inspect for corrosion at the cowl/windshield base, floor pans, trunk floor, rear quarters, and subframe mounts. Verify correct multi-leaf hardware on 1968–1969 cars and proper front disc brake components. Panel fit and stripe placement matter on concours builds.

Cultural Relevance and Motorsport Legacy

The Z/28’s raison d’être was SCCA Trans-Am, and that’s where it forged its legend. The Penske/Donohue Sunoco cars set the competitive template, delivering the manufacturer’s championships in 1968 and 1969 against factory-backed Mustangs, Cougars, and later AMC Javelins. Those wins filtered straight to the street: a high-winding small-block, firm chassis tuning, and an all-business cockpit. The look—stripes over a spoilered tail and, in 1969, a cowl hood—became one of the definitive American performance signatures. As a collectible, early Z/28s are prized for provenance: 1967’s 602-unit rarity, 1969’s JL8 brake cars, and properly documented dealer cross-ram setups have achieved strong, often six-figure results at major auctions, particularly when numbers-matching and with original paperwork.

FAQs

Why is the Z/28 a 302 and not a 350?
The 302 cu in displacement was chosen to meet SCCA Trans-Am’s 5.0-liter limit. Chevrolet created it by pairing a 4.00-inch bore with a 3.00-inch stroke, yielding a free-revving, road-race-friendly small-block.

How can I verify a real 1967–1969 Z/28?
There is no Z/28 engine code in the VIN for these years. Verification relies on original documentation (window sticker, Protect-O-Plate, build sheet), the engine pad suffix and partial VIN stamp, and correct componentry. Typical suffix codes include MO on earlier 302s and DZ on 1969 engines. On 1969 Norwood cars, Fisher Body “X” codes can help: X33 (with style trim) and X77 (without) denote Z/28-related builds but are not substitutes for drivetrain documentation. Los Angeles (Van Nuys) cars do not carry X-codes.

What were the standard gears and transmission?
A close-ratio Muncie 4-speed (commonly M21) was standard Z/28 fare. Axle ratios varied by order; 3.73:1 was a popular baseline, with 3.55, 3.90, 4.10, and deeper sets available.

What braking systems did the Z/28 use?
Power front discs with rear drums were fitted broadly across 1968–1969 Z/28s. The 1969-only JL8 option added four-wheel discs with four-piston calipers; factory installation is documented on a small number of cars (commonly cited at 206 units).

How does a cross-ram Z/28 differ?
The dual-quad cross-ram intake and associated parts were sold as over-the-counter service pieces intended for competition. When installed with the matching cam and cold-air plenum, the setup increased top-end power but could be temperamental in street use.

What sets the 1967 Z/28 apart from later cars?
It is the rarest by production, carries no external Z/28 emblems, and uses mono-leaf rear springs. Later cars gained badges, multi-leaf springs, staggered shocks (1968+), and, for 1969, the option of the ZL2 cowl-induction hood and JL8 four-wheel discs.

Known problems or watch-outs?
Look for incorrect or restamped engine pads, mismatched date codes on major components, and fabricated paperwork. Mechanically, pay attention to valvetrain wear from neglected lash adjustment, flat-spotting bias-ply tires from storage, and worn shifter/linkage on Muncies.

How do Z/28 values trend by year and options?
Rarity and documentation drive desirability. 1967 cars, 1969 JL8 cars, and documented cross-ram builds are among the most sought-after. Original engine (numbers-matching) examples with factory paperwork consistently command premiums at auction.