1970–1981 Chevrolet Camaro RS (2nd Gen): The Rally Sport That Defined the Look
Historical Context and Development
The second-generation Chevrolet Camaro arrived for 1970 with a clean-sheet F-body architecture and a striking European-influenced profile overseen under GM Styling chief Bill Mitchell, executed by a Camaro studio team noted for the long-hood/short-deck proportions and a more sophisticated stance. Compared with the first generation, the car was lower, wider, and notably stiffer, riding on a front subframe with a unibody-style body shell. The Rally Sport (RS) package returned not as a performance derivative but as a design-forward option, its identity rooted in a distinct face and trim treatment.
In its earliest 1970–1973 form, the RS (RPO Z22) delivered the now-iconic split-bumper nose with twin bumperettes flanking a recessed grille and round parking lamps low in the valance. The look became the canonical "split-bumper Camaro" enthusiasts prize, and it could be combined with other packages, including SS (through 1972), Type LT (introduced for 1973), and the Z28. The 1974 federal 5‑mph bumper mandate forced a full-width urethane bumper and effectively paused the RS package; Chevrolet later revived the RS as a two-tone appearance offering in the mid-1970s, giving buyers a dress-up option even as emissions and insurance pressures constrained outright performance across the industry.
Competition was intense and evolving. Ford pivoted to the smaller Mustang II mid-decade, while the Camaro’s closest technical rival remained its F-body twin, the Pontiac Firebird. AMC’s Javelin bowed out after 1974, and Mopar’s pony cars faded, leaving GM’s F-body as a stalwart of the segment. On track, the underlying Camaro platform found favor with privateers across SCCA and drag racing categories, even as the showroom RS package itself was principally a styling statement.
Engine and Technical Specifications
Because RS was an appearance package, engines mirrored broader Camaro availability. That spanned the durable 250-ci inline-six, small-block V8s in 307, 350, and later 305 cubic inches, and a spectrum of calibrations from economy-focused to properly lively in earlier years. Carburetion ranged from single-throat units on the six to 2‑ and 4‑barrel Rochester installations on V8s. The chassis carried unequal-length A‑arms with coils up front and semi-elliptic leaf springs at the rear, with optional heavy-duty components.
| Engine | Configuration | Displacement | Horsepower (approx.) | Induction | Redline (approx.) | Fuel System | Compression (typical) | Bore x Stroke |
|---|---|---|---|---|---|---|---|---|
| 250 I6 | OHV inline-six | 250 ci (4.1 L) | ~105–155 hp (by year/rating system) | Naturally aspirated | ~4,800 rpm | 1‑bbl carburetor (Rochester Monojet) | ~8.0:1–9.0:1 | 3.875" × 3.53" |
| 307 V8 | OHV 90° V8 (SBC) | 307 ci (5.0 L) | ~115–200 hp (gross early, net later) | Naturally aspirated | ~5,000 rpm | 2‑bbl carburetor | ~8.5:1–9.0:1 | 3.875" × 3.25" |
| 350 V8 (L48/LM1 family) | OHV 90° V8 (SBC) | 350 ci (5.7 L) | ~145–300 hp (varies widely by year) | Naturally aspirated | ~5,200–5,500 rpm | 2‑bbl or 4‑bbl carburetor | ~8.0:1–10.25:1 | 4.00" × 3.48" |
| 305 V8 | OHV 90° V8 (SBC) | 305 ci (5.0 L) | ~140–170 hp (net) | Naturally aspirated | ~5,000 rpm | 2‑bbl or 4‑bbl carburetor (by year) | ~8.5:1–9.5:1 | 3.736" × 3.48" |
Transmissions ranged from a base 3‑speed manual (Saginaw) to 4‑speeds (Saginaw early on select low-output cars; Muncie M20/M21 on higher-output; later Borg‑Warner Super T‑10) and automatics including the TH350 and TH400 depending on torque output and equipment. Steering was recirculating-ball with optional quick-ratio gears. Front disc/rear drum brakes were standard across the run with power assist and heavy-duty packages available.
Driving Experience and Handling Dynamics
Well set up, an early second-gen Camaro has the tactile directness that made the platform a staple in club racing. The front end communicates readily through the recirculating-ball gear, and the long wheelbase contributes to stability that belies the car’s pony-car brief. RS-specific equipment did not change spring or damper rates by itself, but many RS buyers paired the trim with F41-type heavy-duty suspension, quicker steering, and the meatier tire packages.
Period road manners are defined by compliant primary ride and manageable body motion. The front bites cleanly when bushings are fresh, and throttle-steer is a friendly tool with small-block torque and a limited-slip differential. The best manual cars use the Muncie or later Super T‑10 4‑speed with positive, mechanical shifts; automatics respond crisply when the TH350 is healthy and the kickdown and vacuum modulator are dialed in. Carbureted throttle response depends on mixture and ignition curve—properly jetted Rochester 4‑barrels and an honest 34–36 degrees of total timing (at the distributor, per the era’s specs) bring these cars to life.
Performance Specifications
Performance varied widely with equipment and emissions-era tuning. Representative period figures are summarized below to frame expectations for RS-equipped cars with common powertrains. Actual results depend on axle ratio, tire, state of tune, and whether the car is an early (gross-rated) or later (net-rated) example.
| Configuration (representative) | 0–60 mph | Quarter-mile | Top Speed | Curb Weight | Layout | Brakes | Suspension | Gearbox |
|---|---|---|---|---|---|---|---|---|
| 350 V8 4‑bbl (early net/gross era) | ~7.0–7.8 s | ~15.3–16.0 s @ ~88–92 mph | ~125–130 mph | ~3,400–3,550 lb | Front-engine, RWD | Front discs, rear drums (power assist optional/available) | A‑arm front, leaf-spring rear (HD options available) | 4‑spd manual or TH350 auto |
| 350 V8 2‑bbl (mid-70s net ratings) | ~8.5–9.8 s | ~16.5–17.2 s @ ~82–86 mph | ~115–120 mph | ~3,500–3,700 lb | Front-engine, RWD | Front discs, rear drums | A‑arm front, leaf-spring rear | 3‑ or 4‑spd manual / TH350 auto |
| 305 V8 (late-70s) | ~10.5–11.8 s | ~17.8–18.5 s @ ~78–82 mph | ~110–115 mph | ~3,550–3,750 lb | Front-engine, RWD | Front discs, rear drums | A‑arm front, leaf-spring rear | 4‑spd manual / TH350 or similar auto |
| 250 I6 (2‑bbl single-throat) | ~12–14 s | ~19–20 s @ ~72–76 mph | ~100–105 mph | ~3,300–3,500 lb | Front-engine, RWD | Front discs, rear drums | A‑arm front, leaf-spring rear | 3‑spd manual / 3‑spd auto |
Variant Breakdown: Rally Sport Across the Second Generation
RS was a configurable appearance package rather than a standalone trim. The highlights below capture the major RS executions within the 1970–1981 second generation.
| Year(s) | Designation | Key Visual Cues | Combinable Packages | Production (if published) | Notes |
|---|---|---|---|---|---|
| 1970–1973 | RS (RPO Z22) | Split bumperettes, recessed grille, round lower valance signals, RS badges, bright trim details | Base, SS (through 1972), Z28, Type LT (1973) | Not individually broken out by Chevrolet | Most recognized “split-bumper” look; factory RS hardware includes unique core support/brackets and valance. |
| 1975–1976 | RS (appearance package) | Two-tone paint separation lines, RS decals, specific grille/trim accents | Offered primarily on Sport Coupe/Type LT configurations | Not individually broken out by Chevrolet | Returns after 5‑mph bumper redesign; styling package without split bumpers. |
Note on documentation: Chevrolet did not consistently publish RS option counts separately from total Camaro production in these years. Surviving build sheets, dealer invoices, and original window stickers remain the most reliable authenticity sources. The presence of correct RS‑specific front-end structure and brackets is an important physical tell for 1970–1973 cars.
Ownership Notes: Maintenance, Parts, and Restoration
- Chassis and body: Inspect front subframe bushings, control-arm bushings, and steering box lash. Rust watchpoints include lower fenders, rear quarters/wheel arches, cowl and windshield channels, trunk drop-offs, rear frame rails, and floors near body mounts.
- Drivetrain: Small-block Chevrolets are robust with excellent parts support. Hydraulic-lifter V8s need regular oil changes; solid-lifter performance variants (where fitted in combined packages) require periodic lash checks.
- Brakes and hubs: Front discs are straightforward; ensure proper proportioning and that caliper slider pins and flex lines are fresh. Rear drums benefit from correct shoe arc and adjustment.
- Fuel/ignition: Rochester carburetors respond to proper float height, accelerator-pump integrity, and jetting matched to the cam and ignition curve. Vacuum advance and mechanical advance must be healthy for crisp throttle response.
- Service intervals (period-appropriate): Engine oil ~3,000–5,000 miles; coolant ~2 years; differential ~30,000–50,000 miles; manual gearbox oil ~15,000–30,000 miles; ignition tune annually or ~12,000 miles. Adjust frequency to usage and modifications.
- Parts availability: Excellent, including reproduction RS front-end components for 1970–1973. Genuine original RS pieces and correct brackets/valance metal command premiums; beware conversions using only cosmetic items.
- Restoration difficulty: Mechanical work is straightforward; bodywork separates good restorations from great ones. Correcting panel gaps on the long doors and aligning the RS bumperettes/valance requires patience and original hardware.
Cultural Relevance and Collector Insight
The RS package stamped an enduring visual identity on the second-gen Camaro. The 1970–1973 split-bumper fascia appears in period advertising and has become the de facto silhouette for the era in enthusiast media. Two-tone mid-1970s RS cars speak to the styling-forward adjustment manufacturers made under emissions and insurance headwinds, and they carry their own period charm.
Collector interest is strongest for documented split-bumper RS cars, particularly when combined with desirable options such as 4‑speed gearboxes, performance axle ratios, and complementary packages (e.g., RS/Z28 in the early years, RS/Type LT in 1973). Authenticity is paramount—correct valance with round signals, bumperette brackets, unique grille, and paperwork. Auction catalogs historically reflect premiums for verified RS specification, with RS/Z28 combinations typically commanding a notable uplift over comparable non‑RS examples and originality carrying outsized weight in final results.
Frequently Asked Questions
Was the Camaro RS a performance model?
No. RS (Rally Sport) was primarily an appearance package. It could be combined with performance packages (notably the Z28 in the early 1970s), but RS by itself did not alter engine output or fundamental suspension rates.
How can I verify a true 1970–1973 split-bumper RS?
Look beyond the bumperettes. Factory RS cars use a unique front valance with round parking lamps, specific brackets, and related core-support details. The most reliable proof is period documentation: build sheet, dealer invoice, or original window sticker indicating the RS option (commonly referenced as RPO Z22).
Which engines were commonly paired with the RS?
All engines available to the broader Camaro line could be specified with RS: the 250-ci inline-six, 307/350 small-block V8s in early years, and the 305/350 during the later 1970s. Output varied significantly by year due to emissions calibrations and the shift from gross to net horsepower ratings.
Are RS front-end parts hard to find?
Original 1970–1973 RS components are sought-after and can be expensive. Quality reproduction parts exist, but correct fitment depends on proper brackets, valance stampings, and careful alignment. The two-tone mid-1970s RS pieces are more conventional trim and decal items.
What are the known problem areas on second-gen RS cars?
Rust in lower fenders, quarter panels, cowl/windshield channels, and trunk drop-offs is common. Worn subframe bushings and slack in the steering gear degrade road feel. Carburetor and ignition neglect blunts performance but are easily remedied.
How quick is an RS-equipped Camaro?
Performance mirrors the underlying powertrain. Early small-block 4‑barrel cars can run 0–60 mph in the 7‑second range and reach top speeds around 125–130 mph. Mid/late-decade 2‑barrel and 305-equipped examples are more modest, commonly in the 9–12 second 0–60 bracket with 110–120 mph top speeds.
What drives RS values at auction?
Documented authenticity, quality of metalwork and paint, originality of RS-specific components, desirable drivetrain options (4‑speed, performance axle, limited-slip), and intact paperwork. RS‑combined cars (e.g., early RS/Z28 or RS/Type LT) tend to bring notable premiums over comparable non-RS cars.
Did the RS continue every year through 1981?
No. The RS split-bumper package ran 1970–1973. After the 5‑mph bumper change, RS returned mid-decade as a two-tone appearance package for a limited period before disappearing again toward the end of the second generation.
Why Enthusiasts Care
In any configuration, the second-generation Camaro is a sweet spot for chassis balance and accessibility. The RS package delivered the look—either the razor-sharp split-bumper face of 1970–1973 or the mid‑70s two-tone swagger—without locking the buyer into a single mechanical recipe. For collectors and drivers, that flexibility is part of the charm: choose your flavor of small-block and gearbox, dress it with the right RS hardware, and you have one of the defining American coupes of its era.
