1973–1976 Chevrolet Camaro Type LT (2nd Gen)
Historical context and development background
The second-generation Camaro entered 1973 with a new character line: Chevrolet launched the Type LT (Luxury Touring) to court buyers who wanted the crisp proportions and long-hood/short-deck stance of the F-body, but with a richer cabin and quieter demeanor. This was a strategic response to shifting market and regulatory headwinds—insurance surcharges, tightening emissions, and bumper mandates—without abandoning the car’s essential rear-drive dynamics.
Stylistically, these cars were evolutions of the Bill Mitchell–era theme executed under Henry Haga’s studio: a low cowl, deep-set grille, and muscular rear quarters. The 1973 model year was the last to offer the iconic split-bumper Rally Sport (RS) front treatment; federal impact requirements ushered in a one-piece bumper and a reworked front fascia for 1974. In 1975 the Camaro gained a wraparound rear window and further interior refinement. The Type LT slotted above the base Sport Coupe with additional sound deadening, LT emblems, body-color mirrors, brightwork, and a more fully trimmed dashboard with woodgrain accents and available full instrumentation.
Motorsport continued to shape the Camaro’s image even as emission-era realities dulled peak output numbers. The Z28 remained available in 1973 and 1974, and the Camaro body became the face of the International Race of Champions beginning in 1975. Within the showroom, the Type LT could be optioned with small-block V8 power and chassis equipment similar to its more overt siblings, but its remit was grand touring. Competitively, the Camaro outlasted several domestic pony-car rivals as the market pivoted: AMC’s Javelin and Chrysler’s E-bodies bowed out after 1974, while Ford downsized the Mustang into the Mustang II. In that landscape, the Camaro Type LT presented a refined alternative to Pontiac’s Firebird Esprit and Formula, maintaining an adult GT persona without erasing the car’s rear-drive balance.
Engine and technical specifications
The Type LT shared the core Camaro mechanical palette, from the thrifty 250ci inline-six to the small-block V8s. Carburetion was universal, with Rochester units across the board. The luxury tilt came via NVH tuning and trim; chassis hardware remained fundamentally identical to other Camaros of the same year and engine.
| Engine | Configuration | Displacement | Horsepower (SAE net) | Induction | Redline | Fuel system | Compression | Bore x Stroke |
|---|---|---|---|---|---|---|---|---|
| 250ci I6 (L22) | Inline-6, iron block/head | 4.1 L (250 cu in) | ~100–105 hp (varies by year) | Naturally aspirated | ~4,800–5,000 rpm | Rochester Monojet 1-bbl | ~8.0:1 | 3.875 in x 3.53 in |
| 305ci V8 (introduced 1976) | 90° OHV V8, iron block/head | 5.0 L (305 cu in) | ~140 hp (1976) | Naturally aspirated | ~5,000 rpm | Rochester 2-bbl | ~8.5:1 | 3.736 in x 3.48 in |
| 350ci V8 (L65 2-bbl) | 90° OHV V8, iron block/head | 5.7 L (350 cu in) | ~145 hp (typical 1973–1975) | Naturally aspirated | ~5,000 rpm | Rochester 2GC/2GV 2-bbl | ~8.0:1 | 4.00 in x 3.48 in |
| 350ci V8 (L48 4-bbl) | 90° OHV V8, iron block/head | 5.7 L (350 cu in) | ~175 hp (1973), ~185 hp (1974), ~165 hp (1976) | Naturally aspirated | ~5,200–5,400 rpm | Rochester Quadrajet 4MV 4-bbl | ~8.5:1 (typical) | 4.00 in x 3.48 in |
| 350ci V8 (L82, Z28 1973–1974) | 90° OHV V8, iron block/head | 5.7 L (350 cu in) | ~245 hp (net) | Naturally aspirated | ~5,500 rpm | Rochester Quadrajet 4-bbl | ~9.0:1 | 4.00 in x 3.48 in |
Note: Availability by year varied. The 350ci L48 4-bbl was not offered every year in LT form; it returned for 1976 after a catalyst-era lull. The Z28’s L82 was available only in 1973–1974 and could be combined with the Type LT in certain configurations of those years.
Driving experience and handling dynamics
The Type LT doesn’t anesthetize the second-gen Camaro—rather, it rounds off the edges. With the same front subframe and double A-arm front suspension, the steering retains the Camaro’s characteristic on-center weight and linear buildup, especially with the variable-ratio power steering often fitted to LT cars. Sound insulation and slightly softer bushing compliance broaden the car’s touring bandwidth; highway stability remains a standout thanks to the long wheelbase and low cowl line.
On period 70-series tires, the chassis prefers smooth, unhurried inputs. Turn-in is progressive, and mid-corner adjustability via throttle is very much part of the Camaro repertoire when equipped with a small-block. The 250ci six emphasizes quiet, even torque, whereas the 2-barrel 350 trades top-end vigor for tractability. The Quadrajet-equipped L48 adds the classic four-barrel crescendo—secondary throttle plates make themselves known with a characteristic moan when properly tuned. Braking is by power-assisted front discs and rear drums; fade resistance is adequate for brisk street driving but will protest repeated high-speed stops.
Transmissions range from the base 3-speed Saginaw manual, through 4-speed manuals (Muncie in the early years, later Borg-Warner Super T-10), to the ubiquitous Turbo-Hydramatic 350 automatic. The manuals offer a mechanical, slightly long-throw engagement with a friendly clutch take-up. The TH350 suits the LT’s GT brief: smooth, durable, and geared tall enough for quiet cruising.
Performance specifications
| Specification | 1973 L48 (350/4-bbl) | 1974 L48 (350/4-bbl) | 1975 L65 (350/2-bbl) | 1976 L48 (350/4-bbl) |
|---|---|---|---|---|
| 0–60 mph | ~8.5–9.0 s | ~8.8–9.5 s | ~10.5–11.5 s | ~9.8–10.5 s |
| Quarter-mile (ET/MPH) | ~16.5 s @ ~83–86 mph | ~16.6–17.0 s @ ~81–85 mph | ~17.8–18.5 s @ ~75–79 mph | ~17.2–17.8 s @ ~78–82 mph |
| Top speed | ~115–120 mph | ~112–118 mph | ~102–108 mph | ~108–112 mph |
| Curb weight | ~3,350–3,550 lb (equipment dependent) | ~3,450–3,650 lb | ~3,450–3,650 lb | ~3,450–3,700 lb |
| Layout | Front-engine, rear-wheel drive (FR) | |||
| Brakes | Front discs (power-assisted), rear drums | |||
| Suspension | Front: unequal-length A-arms, coils, anti-roll bar; Rear: live axle, semi-elliptic leaf springs, anti-roll bar (on some packages) | |||
| Gearboxes | 3-speed manual (Saginaw), 4-speed manual (Muncie early; Borg-Warner later), 3-speed automatic (TH350) | |||
Figures reflect period instrumented testing and factory literature for representative LT-equivalent configurations. Actual results vary with axle ratio, options, and test conditions.
Variant breakdown (1973–1976)
The Type LT was a trim level; equipment could be layered with appearance and performance options depending on the year. Production totals below reflect Chevrolet’s published practice—breakouts by trim were not consistently itemized in official summaries.
| Variant / Trim | Model Years | Key Features | Engines Typically Fitted | Production Numbers | Notes |
|---|---|---|---|---|---|
| Sport Coupe (base) | 1973–1976 | Standard trim, vinyl interior, basic gauges | 250 I6; 350 V8 (2-bbl); 350 V8 (4-bbl in select years); 305 V8 (1976) | Not separately published by Chevrolet | Formed the volume backbone of production |
| Type LT (Luxury Touring) | 1973–1976 | LT badges, additional sound insulation, upgraded interior trim, body-color mirrors, bright exterior accents | 250 I6; 350 V8 (2-bbl); 350 V8 (4-bbl in 1973–1974 and 1976); 305 V8 (1976) | Not separately published by Chevrolet | Available with full instrumentation and comfort options |
| Rally Sport (RS) appearance package | 1973–1974 | 1973 split-bumper front; 1974 revised fascia/bumper accents, blackout grille, striping | As per underlying trim; cosmetic package only | Not separately published by Chevrolet | Could be combined with Sport Coupe or Type LT |
| Z28 | 1973–1974 | L82 350 V8, heavy-duty suspension, stripes, wheels/tires | 350 V8 (L82) | Published as total Z28; LT combination not always separated | Could be specified with Type LT equipment in period |
Reference totals by model year (all Camaros): 1973 ~96,751; 1974 ~151,008; 1975 ~145,770; 1976 ~182,959. Chevrolet did not consistently publish trim-level breakouts for the Type LT across these years.
Ownership notes: maintenance, parts, and restoration
- Engine care: Small-blocks are durable with 3,000–3,500-mile oil changes and periodic ignition service (points, condenser, cap/rotor, plugs, timing). Quadrajet calibration is key to drivability; a properly sealed intake and correct choke pull-off make a night-and-day difference.
- Cooling: Radiators and clutch fans age; ensure adequate shroud fitment. Overheating is usually remedied with a clean 3- or 4-core radiator, correct thermostat, and timing advance as per factory specs.
- Transmissions: TH350 automatics are robust with regular fluid/filter service. Manual cars benefit from shifter bushing refresh and clutch linkage lubrication. Listen for input bearing growl on high-mile Saginaw boxes.
- Chassis: Subframe bushings, leaf-spring eye bushings, and front control-arm bushings are consumables. Replacing rotted body bushings transforms refinement and panel alignment on Type LT cars.
- Brakes: Front single-piston calipers and rear drums are straightforward. Soft lines and proportioning valves age; a thorough hydraulic refresh is inexpensive insurance.
- Body and rust: Inspect cowl seams, lower fenders, rear quarter bottoms, trunk drop-offs, rear frame rails, and the windshield/backlight pinch welds. Door hinge pins/sag are common and correctable.
- Electrical: Original harnesses can embrittle at the bulkhead connector; instrument clusters in LT cars benefit from careful ground cleaning. Heater/AC vacuum actuators and duct doors frequently need attention.
- Parts availability: Excellent reproduction support exists for sheetmetal, trim, weatherstripping, and interior pieces. LT-specific emblems and certain trim items can be scarcer but are obtainable via specialists.
- Restoration difficulty: Mechanically straightforward; bodywork quality and panel fit separate merely presentable cars from truly correct restorations. Keep factory seam sealer and underhood labeling in mind for concours-level work.
Cultural relevance and collector outlook
The Type LT narrative is about maturity: Chevrolet recognized that many buyers wanted Camaro style with quieter road manners and amenities. The 1973 Type LT paired with RS and—rarely—with Z28 hardware is a standout configuration, blending luxury, the last of the split-bumper era’s visual drama, and meaningful small-block performance. The continuation into 1974 with new bumpers set the template for the mid-decade cars, which, despite lower headline power, sustained the Camaro’s enthusiast base.
In motorsport imagery, the Camaro’s presence in the International Race of Champions beginning in 1975 kept the shape in front of fans and reinforced the platform’s credibility. In the collector sphere, originality, documentation, and the right option mix (V8 with gauges, tilt, air, and period-correct wheels) tend to drive interest. The Type LT’s comparative scarcity in top-tier restorations—versus Z28s—means exceptional examples are noticed. Auction results historically show premiums for 1973 LT/RS cars and for documented LT/Z28 combinations relative to standard LT or six-cylinder cars; condition and provenance dominate value more than color alone.
FAQs
What engines were available in the Type LT from 1973–1976?
Depending on year and market, the LT could be ordered with the 250ci inline-six; a 350ci small-block with a 2-barrel carburetor; a 350ci with a Quadrajet 4-barrel (not offered every year, returning by 1976); and, in 1976, the 305ci V8 became available as a base V8 in many configurations. In 1973–1974, the Z28’s L82 could be combined with LT equipment in select combinations.
How is the Type LT different from the RS?
Type LT is a luxury/trim level with upgraded interior and appearance pieces; RS (Rally Sport) is an appearance package. In 1973, RS brought the split-bumper front. By 1974, RS was reinterpreted as a cosmetic group with bumper and grille treatments—no mechanical upgrades in either case.
Is the 1975–1976 Type LT slow?
Performance reflects mid-’70s emissions and gearing. A 350 2-bbl LT will run roughly 0–60 mph in the 10–11-second range and cruise comfortably. The 1976 L48 4-bbl V8 restores some urgency, typically dipping under 10.5 seconds to 60 with the right axle ratio.
Common trouble spots?
Rust at the cowl, rear frame rails, and lower quarters; sagging doors/hinges; tired subframe and leaf-spring bushings; marginal grounds in the instrument panel; Quadrajet misadjustment; and aged vacuum actuators in the HVAC system. Leaks at the rear main seal and timing-set stretch appear on high-mile small-blocks.
What should I look for to verify a real Type LT?
Factory LT emblems, body-color mirrors, trim differences, and interior upgrades are clues, but documentation (build sheet, Protect-O-Plate, original window sticker) is definitive. Cross-check trim tag codes and option groupings to ensure consistency.
Are parts interchangeable with Firebird?
Many structural and suspension components are shared across F-body siblings, but exterior panels, interior trim, and drivetrain calibrations differ. LT-specific brightwork and emblems are Camaro-specific.
Value trends and auction prices?
Interest concentrates on 1973 LT/RS cars and documented LT/Z28 pairings, with V8, manual gearbox, and original finishes enhancing desirability. Because sale outcomes vary widely by condition, originality, and documentation—and are time-sensitive—consult recent catalogs for specific amounts. Historically, LT models trail pure Z28s but can exceed base Sport Coupes when highly optioned and well preserved.
Editor’s takeaway
The 1973–1976 Camaro Type LT is the connoisseur’s second-gen for long distances: honest rear-drive dynamics, noise suppression that actually works, and a small-block that still sounds right when the secondaries tip in. It’s the Camaro that grew up without going soft.
