Back in 1966, the American people were introduced to a sports car that would see five decades of success. That sports car was the Camaro, and to this day has just as much power and influence in the high-performance auto motor industry as the day it first went on sale on Sept. 29, 1966.
After the Mustang was introduced in 1964, Chevrolet had to come up with a sportier, tougher two-door sports car than its current two-door sports car at the time, the Corvair. So under the code name XP-836 and then soon after named the Panther for temporary identification, Chevy went to work.
For the year 1967, Chevy decided to name the soon-to-be iconic sports car, the "Camaro". This obscure word comes from the French-English dictionary meaning "friend". They added eight different engine setups including a SS 350 option and a stout 427 option. Even though the Z/28 did not come along till the next year, on the day of September 29th, 1966, the Camaro hit the road for the first time. Five decades later, this sports car is still a noticeable piece of automobile history no matter what year or model you are driving.
Everyone should know about the iconic late 60s and earlier 70s Yenko drag cars that donated the tracks—Camaro, Nova, and Chevelle. But would you be alarmed to know that Don Yenko was working his high-performance magic long before those muscle cars came along?
Don Yenko had his eyes on a different type of racing before he built horsepower heavy-drag cars. In the late 50s to the mid-60s, he was into road course racing. He first was racing Corvettes professionally but was getting beat pretty consistently by the Shebly. Don realized the reason was the Corvettes had become just too heavy to compete.
Enter The Corvair Corsa
The Corvair Corsa weighed 500 pounds less than the Corvette, making it a very viable candidate for some of Yenko's genius power upgrades. So in true Don Yenko fashion, he went to the drawing board and came up with the blueprint needed to retrieve the success he was looking for.
Yenko Upgrades For The Corvair
Forged Pistons
Ported Cylinder Heads
High-Performance Distributor
Stiffer Suspension
Cadillac Dual Master Cylinders for Brakes
Light Weight Flywheel
Four Speed Manual
Limited-Slip Differential (3.89 rear gears)
Added Oil Cooler
Quicker Steering Ratio
Removed Rear Seats (making it eligible to be labeled a sports car and save on weight)
Front Spoiler
Rear Fiber Glass Engine Cover w/Spoiler
Aftermarket Steering Wheel
Time To Get In Sync With SCCA Regulations
It turns out that the SCCA didn't have too much of a problem with the new Corvair race car entering the competition. Instead of giving Don Yenko a hard time, the SCCA's two biggest requests to give the car the SCCA homologation (stamp of approval) were to have at least 100 road-capable Yenko Stingers produced and to have the car painted in white and blue. White and blue were the American colors used to identify American cars on the race course, as every country had its own color codes to follow.
Needing to have all 100 cars done by January 1st, 1966 to compete in 1966—already being late November gave Don one month to complete the project. Don and his men worked long hours, seven days a week, all through December with the expectation of one day, and that was Christmas. Despite the grips and grimes of the overworked workers, they proudly finished the quota in time.
Four Separate Power Levels
All Stingers came with a 165 cu.-in. (2.7-liter) flat-six engine setup with four carburetors that offered four different Yenko power options. The base Yenko option came with roughly 160 horsepower, from there it went up a level to 190 horsepower, then leveled up to 220 horsepower, and for the big dog of them all, you could get one with 240 horsepower. The different options were mainly so the Yenko Stinger could qualify to race in all road course classes.
Interesting Fact
Yenko's daughter received a Stinger to drive when she first got her driver's license. Two weeks into driving, she had an unfortunate accident that sent her headfirst into a utility poll. Because of the engine being in the rear and the spare tire being in the front trunk, the Corvair basically bounced off the poll instead of crushing the front end and sending the engine into the front seat. For the car that has been dubbed "unsafe at all speeds," Yenko's daughter calls it the car that is "safe at all speeds."
Corvette has always made a big splash with their Z-Series sports cars. Badass Vettes such as the ZO6, ZR1, and ZL1 would receive more power and torque, handling capabilities, and all-around upgrades for better track performance than any other vehicle General Motors was pushing on the market at the time (expectation 14 and 15 Camaro Z28).
Chatter started around 2007 about a new version of the ZR1, a ZR1 that would be so performance-packed it would give it a supercar status that would have its name mentioned in the likes of Ferrari, Porsche, and Lamborghini.
This first 2009 ZR1 was auctioned off for a Million bucks to Dave Ressler. He is also the owner of the oldest known Corvette in existence, #003.
2009 ZR1 Motor and Transmission
A 6.2-liter LS9 aluminum V8 with a Twin Vortices Series supercharger and a top-loaded intercooler powers the ZR1. Hand-built in Wixom, Mi., this powerhouse motor puts out 638 horsepower at 6500 rpm and 604-lb.ft. of torque at 3800 RPMs.
Sure, nowadays there are some stout performers that make more horsepower and torque, but not 13 years ago.
Controlling all this power is easy with a close-ratio six-speed manual gearbox and a high-capacity, high-performance clutch that makes anyone sitting in the driver's seat feel like they are driving a professionally-built race car.
Performance Stats
This General Motors engine and transmission combination is responsible for the staggering numbers that it puts down while going in a straight line.
This ZR1 gets from 0-60 in 3.4 seconds while reaching 100 mph in a matter of 7 seconds. The Corvette has no problem covering the quarter-mile in 11.3 seconds at 131 mph. With a top speed of 200 mph, without a doubt, this was the most capable, powerful Corvette put into production.
Frame and Suspension
The ZR1 comes standard with an aluminum frame structure that weighs in at a mere 138 pounds. The frame was the exact frame used on the C6.R race car, giving it a power-to-weight ratio of 5.2 pounds per horsepower.
The aluminum frame rides on a Magnetic Selective Ride Control suspension. The Magnetic Ride Control was the most sophisticated suspension of its kind. This ride-control system gives the driver two different driving modes to select—Sport ride-control, ideal for the racetrack, and Touring mode, which is ideal for everyday driving. These modes can be easily switched back and forth in the cockpit by the driver with a push of a button. This may not seem like much of a wow factor today, but back in 2009, this convenience was just starting to become a top technology on American vehicles.
Tires
With all that power and such a capable suspension, you have to have some way of keeping the tires and wheels sticking to the ground, and in this department, GM spares no expense. When testing the Corvette at the Virginia International Raceway, the stock Michelin tires were eventually replaced with a set of Michelin Pilot Sport Cup tires. With this change, the ZR1 was able to shred a considerable amount of time off of each lap. And that’s when the decision was made, the Michelins that performed the best would come on the best Corvette ever produced.
Braking
You can't have a vehicle with all that power and ability without having an effective way of stopping it. So massive Brembo Carbon Ceramic 15-inch front and 15.5-inch rear vented cross-drilled rotors were added. These rotors can withstand heat of 1000 degrees Celsius before warping. The brake system includes six-piston calipers in the front and four-piston calipers in the rear. When this system all works together, it creates the stopping power you would need for a 200 mph supercar.
The Looks Of A Supercar
With a wider stance than the average Vette, the ZR1 is designed to take corners better and get around the track faster. Sporting 19x10-inch wheels in the front and 20x12-inch wheels in the back, the look of the ZR1 says nothing but supercar.
All buyers would have had the option to choose the color of the wheels, which include a bright silver coated finish, a deep black coated finish, or a chrome finish. All three colors look great, depending on the look you are trying to achieve.
There are nine color options for the exterior finish, all of which are in an exotic tint, helping give the ZR1 the supercar look that Corvette is ultimately after. The spoiler on the back is both functional and proportional-looking, and the see-through carbon fiber hood really makes a supercar statement.
Interior Options For The ZR1
When it comes to the interior, the ZR1 came with an abundance of options and colors. The buyer was able to request almost everything from the steering wheel to the door panels be wrapped in rich leather. They would also have the option of different model-specific badges to be placed on the inside of the vehicle.
Power-adjustable heated leather seats with microfiber inserts could be purchased for a better day-to-day driving experience. Corvette also offered a package called the 3ZR. This package included a nine-speaker Bose system, Bluetooth wireless technology, a head-up display, and a SiriusXM satellite radio, making sure that ultimate convenience and comfort could be achieved.
Price Tag And Gas Mileage
With supercar looks, power, and track times to match, this ZR1 puts otherworldly supercars to shame when you compare price tags to performance. When brand new, the MSRP price tag was $112,000.00, which was much cheaper than a higher-powered Farria, Lambo, or Porsche at the time. The ZR1 also rated very high in gas mileage for a 2009 sports car. With an EPA-estimated 14 city/20 highway mpg, the Corvette did better than most vehicles with that size engine.
The best thing about the ZR1 is for the first time ever, Americans who were in the market for a supercar could finally buy an American-built supercar, minus the outrageous cost of maintenance, luxury tax, and everything else that comes along with owning an overseas supercar.
It starts with Chevy's need for change. For the first time since 1918, Chevrolet was willing to offer a V8 in its 1955 Chevy sedan, and with that V8, Chevy thought it would be a good time to get rid of the shoe-box look that they were recently using and try something different.
Chevrolet Chief Designer, Ed Cole, wanted to get rid of the shoe-box look by 1956 and have a whole new look for 1957. Unfortunately, things didn't go as planned and the new look never launched forcing Cole and the design team to make do with the shoe-box style for one more year, but there were going to be big changes.
To help differentiate the '57 from '55 and '56 Chevy, Cole brought in Harley J. Earl, a famous automotive designer. Earl had already had huge styling successes under his belt that not only worked out for General Motors, but also influenced the automotive world as a whole.
The changes Earl was making to the '57 Chevy would be widely ridiculed by Earl's co-workers, automotive experts, and anyone and everyone who just couldn't see his vision the way he did.
'57 Chevy Dramatic Transformation
Some of the changes were: A new dashboard, a reshaped windshield, sealed cowl, and 15-inch rims to replace the 16-inch rims. Also, Earl decided to relocate the air-ducts to the headlights, which gave the car the big distinctive chrome look in the front. Then he added the iconic quarter-panel fins to the rear to help make the Chevy six inches longer, ultimately giving the Chevy the lowered look that everyone recognizes today.
Other intriguing things that were new with the '57 were a lighter front-end, a bigger engine bay, and new drivetrain options that included a fuel-injection system and a three-speed Hydra-Matic transmission. A dual exhaust was offered with all V8 options for a little more horsepower but more so for the cool sound that it would give the Chevy.
A 1957 Chevrolet Coupe And Convertible For Everyone
Different trim options helped make the car more affordable for the average family and classy enough for those who wanted the feel of something a little more luxurious.
Trim Models Were As Followed:
Base: 150 Series
Base: 210 Series
Del Ray: 210 Series
Base: Bel Air
Convertible: Bel Air
Nomad: Bel Air (station wagon)
El Morocco: custom hand-built to mimic a Cadillac
Each version was available in a two-door or four-door body style. The base "150" series with an in-line six was not only priced very well for consumers on a budget but also did very well when it came to gas mileage compared to the V8s.
As you went up in models, you went up in comfort and class and, of course, in price. The Bel Air and Bel Air convertible was the most popular and expensive models, and in today's market, it is the most wanted by all collectors and car enthusiast alike, even if you're not a Chevy fan, you've probably wished you had a '57 Chevy at one point or another.
Choose Your '57 Chevy Options
Each version had options that could be ordered up to make the car more comfortable and luxurious. Some of those options were air-conditioning, power brakes, power steering, a padded dashboard, power windows, and power seats. Color schemes and chrome trim options were another way to show your impeccable taste in automobile selection.
Also, a signal-seeking radio with a power antenna could be purchased along with a separate speaker that could be placed in the back, and at that time, that's what automotive companies called surround sound. The "Automatic-Eye" was another new option. The Automatic-Eye was attached to your dashboard and could detect on-coming traffic and dim your headlights automatically - high-tech for 1957.
One of the things that played a part in making the '57 Chevy so desirable was the bigger engine bay it came with. This was important because it made room for the big-block engines that Chevy was making for racing at the time. As drag racing became more popular and going fast was the thing to do, having a '57 Chevy that could accommodate Chevy's big-block engines with virtually no fabrication required was a huge plus to the go-fast racing enthusiast. Even without the big blocks, you could still make plenty of power by opting for what Chevy called the Power-Pack (283 cubic-inch engine with solid lifters, a 4 barrel carb, and dual exhaust), which would make 275 horsepower right off the showroom floor.
Although the 283 cubic-inch motors would make 283-hp with fuel injection, that option was often overlooked by consumers at the time because very few people knew how to work on fuel injection setups. Even mechanics were having problems working on the new fuel-injection system. So, if you were buying the car to modify it and or race it, going with the carburated setup you already knew how to work on was a much smarter way to go.
The odd thing about these desirable collector cars is that in 1957, the sales of Ford's '57 Fairlane model ended up out-selling the Chevy. Maybe it was the 1957 Chevy's bold chrome front-end or the rear-fins that threw consumers off. Maybe it was the introduction of the fuel injection and the 3-speed Hydra-Matic transmission - both of which consumers were skeptical about. Whatever the case was, by the time the '80s rolled around, these were considered one of the most, if not the most, collectible cars around.
Worth Every Penny
Nowadays, a meticulously restored '57 Chevy Bel-Air can go for around $100,000.00 or more, and a seller could catch even more for a convertible in the same condition. But if you are thinking about buying one, you will want to be careful and maybe even seek some professional help before doing so. There are a lot of replicas out there, and it can be very easy to be fooled.
The good idea was pushed forward when Chevrolet signed on to be the official sponsor of the IROC Racing Series. This move gave Chevrolet permission to use the name IROC on their Camaros, which in turn spawn the birth of the road course king, "IROC-Z Camaro".
The IROC-Z Start
Starting in 1985, the new IROC-Z became available to the public and would go on to be produced as a Camaro performance option until 1990. The turn of the decade brought up the end of the licensing agreement with the IROC Racing Series. Chevrolet had other plans for the future of the Camaro and decided not to renew the sponsorship with the race series and dropped the IROC-Z from production. For those years that the IROC-Z was in production, they became such a staple in the Camaro lineup, Chevrolet would drop the Z-28 from production for the years of '88, '89, and '90. The IROC-Z would become your primary choice if you wanted a performance-based Camaro.
When Chevrolet halted production for the IROC-Z because of their licensing agreement end with the IROC Racing Series, they also had to drop the IROC-Z nameplate. After a few years on hiatus, the Z28 performance package was brought back for 1991.
The IROC-Z: A Better Camaro
What mostly stood out about the IROC-Z is its 5.7-liter (350-cu.-in.) Tune-Port Injection (TPI) engine which was bigger than its sister motor, the 5.0.
The 350 TPI came with a four-speed 700R4 automatic transmission and a special suspension package better known as the 1LE package that included:
4 wheel disk brakes
3.42 positraction rear-end
An aluminum driveshaft
Large 12" front rotors
Aluminum calipers
Engine oil cooler
Gas tank baffles
Larger anti-roll bars
Specially valved Delco-Bilstein shocks
Larger diameter sway bars
Steering/frame brace known as the "wonder bar" and
More aggressive springs that lowed the Camaro by .05 inches.
The special Camaro would also get 16-inch rims, an upgrade from the smaller 15-inch rims, more aggressive side-skirts for the body kit, large IROC-Z decals on the doors, and special trim. Although throughout the years the IROC-Z was released from the factory with a few different trim options and setups like t-tops, controvertible, and even a 5-speed transmission, the most common trim options are mentioned above.
Important? It should be noted that although the 5.7-liter IROC-Z Camaros are the most common and sought-after Camaros of all the IROCs, if you're looking to buy an '85, you can find them with the bigger 5.7-liter engines, but they will not be original. In '85, they only came available with the smaller 5.0-liter engine.
Unfortunately for the IROC-Z, it was produced in a time when power was not a priority, and the horsepower and torque numbers it boasted in the mid-to-late '80s sucked in comparison to today's sports cars. But the reason why the IROC-Z is a collector car and will stay a collector car is not because of its power outputs, but because of its connection to the IROC Racing Series and its road course capabilities.
Shopping for an IROC-Z Camaro
If you're searching for an IROC-Z, you must be careful for there are a lot of impostors out there. A lot of the exterior IROC-Z options such as the vented hood, front spoiler, and ground effects options were available for order on regular Camaros, Z28s, and can be bought as aftermarket pieces. So check the VIN numbers and do some research via. some reputable sources before you go laying down big money.
If you already own one, I would suggest saving it and passing it on to someone in your family, because in time they will be just as valuable as a Camaro from the Muscle Car era.
The 2022 Corvettes are pretty cool as they are, but to pay tribute to the success Chevrolet and Corvette had with the C8.R in the 2021 IMSA inaugural racing season, a special edition Corvette will be available in 2022. Corvette's C8.R and the Corvette team did exceptionally well for Chevrolet last year, winning the manufacturers', drivers', and team titles in the IMSA sportscar championship series.
IMSA Corvette Appearance Package
The 2022 Corvette Stingray ISMA GLM Championship Edition sports/supercar comes with a unique appearance package and all the small mechanical upgrades the Corvette will receive for 2022. Unforntelty, at least I was led to believe, that Corvette was not just going to settle on the C8 the way it was, but from what we know now, not many changes are going to find their way to the 2022 Corvette. Hopefully, mid-way through 2022, talks will start getting fired up about some of the major changes that have been discussed in the past e.i. eRay LT2 AWD hybrid and single and twin-turbocharged versions of the Vette.
The IMSA Corvette Stingray appearance package will include two color combinations: Accelerate Yellow with Gray corvette racing graphics and Hypersonic Gray with yellow accents. These special Corvettes will be outfitted with the larger rear wing and mirrors crafted in Carbon Flash.
They will also include black rocker guards and splash guards, yellow brake calipers, and Black Trident wheels with "Jake" logos on the center cap. On the interior, you get a C8.R Special Edition numbered plaque along with an interior design that follows your chosen exterior look. Yellow seat belts will come with Corvette's GT2 seats, or you can opt for the competition bucket seats for the all-around racing feel and vibe.
All special edition Corvettes will be sold as a 3LT model with the Z51 package, which is Corvette's highest trim. You will also get a special edition indoor car cover that matches your special edition color scheme. Expect to pay an extra $6,595 for the package along with the extra cost of the 3LT Z51 package. There will only be an official 1,000 models made, so expect for the price tag to be high and the car to be rare to find.
As mentioned above, not much will be changing. Even the horsepower and torque rating will be staying the same for the 6.2-liter LT1 (490 hp and 495 torque), which is still a good number.
According to Chief Engineer Josh Holder, the Corvette injection system will be operating at a higher pressure which will help the 6.2-liter small-block get better emissions and better stability at idle RPMs. There have also been some other changes to the enhanced "Active Fuel Management" range.
The Corvette will now deactivate cylinders over a broader range of RPMs and in lower gears. Although the hope would be to get better EPA ratings, there has been nothing noted yet.
The few last changes will be aerodynamic changes that probably won't be too noticeable. So if you were wondering if the C8 was going to be another long stretch of similar-looking Corvette's year-after-year like previous generations, that's the way it's looking.
El Camino is a Spanish name that stands for "The Road". The name and the idea was first introduced to the public by Cadillac in 1954 at the Detroit Motorama. Even though it received some serious attention, the idea never set sail, and Cadillac would eventually drop the project after about one year.
Ford saw the potential and came out with its own version of a car/truck called the Ranchero in 1957. The Ranchero saw such a good response from its consumers, like in true competitive fashion, Chevrolet was ready to get in on the game.
The El Camino by Generations
1959-1960 El Camino
(First-Generation)
In 1959, Chevrolet relaunched Caddilac's El Camino idea based on the Chevy Impala Bel Air's frame and styling. But again, the El Camino still became a hard project to get on its feet, so the El Camino got the ax again after 1960.
Experts believe the reason for the poor sales was that Ford downsized the Ranchero from a Ford Fairlane-based frame to a Ford Falcon-based frame. This ultimately made the Ranchero smaller and more desirable to drive. This left buyers heading toward Ford for the truck/car vehicle and forced Chevy to put the El Camino project back on the shelf.
Engine
235 cu.-in. I6
283 cu.-in. V8
348 cu.-in. V8
Transmission
3-speed manual
4-speed manual
2-speed Powerglide automatic
1964-1967 El Camino
(Second Generation)
During the El Camino's hiatus, GM was taking notes on Ford's progress with the Ranchero. After a few years, Chevrolet decided they had the El Camino style and design right in the sweet spot for a relaunch in 1964. With a smaller frame and style based on the Chevelle, the El Camino started seeing good enough sales to keep it in Chevrolet's lineup for a while, a long while. The El Camino stayed on Chevrolet's roster for more than two decades with 1987 being the last year for the odd but successful Spanish-named car/truck.
One of the things that helped keep the second-generation El Camino selling so well was the engine performance. Since it was based on a Chevelle, the El Camino came available with almost all the same upgrades that were available on the Chevelle, including the 327 cu.-in. motor in the first two years, then a beefed-up 396 cu.-in., starting in 1966.
In this generation, the El Camino would see some major performance upgrades to keep up with the muscle era. This would include an SS396 which had an actual displacement of 402 cubic inches (6.6 liters). The next engine up was an even more powerful LS6 454 cu.-in. that put out 450 horsepower and 500 lb.-ft. of torque. Yes, this beast was powerful and could run the 1/4 mile in the upper 13-second range.
Then 1971 came around, and the EPA (Environmental Protection Agency) came down hard on all of the automotive companies. Mandated lower-octane unleaded fuel pushed for a reduction in engine compression, and GM's A.I.R. system (smog pump) was added to control tailpipe emissions. No more big horsepower outputs for the El Camino, and even worse for gear heads, most other cars suffered the same fate.
Most all the engines in the El Camino lineup suffered about a 150-200 horsepower decrease. This was a sad time for muscle cars (the end of an era).
This would be the largest and longest El Camino of all of the generations. The new redesign used the Chevelle bodylines and Chevrolet's station wagon chassis. This was without a doubt the most comfortable driving El Camino but was also the heaviest.
The energy-absorbing hydraulic front bumper systems early in the generation years were truly undesirable. Moving forward it seemed that not just Chevrolet, but all of the automotive companies were in the business of making fuel-efficient cars that were both safe for the people and the environment. Through these years, the El Camino would receive a lot of upgrades including suspension upgrades, standard front disc brakes, interior redesigns, a lift in ground clearance, High Energy Ignition (High Energy Ignition), some headlight rearrangements, and more.
For this new generation, the El Camino would see some different changes. The V6 Chevy and V6 Buick 90-degree engines would replace the inline-six cylinders. The 454 cu.-in. engine was dropped for an Oldisomblie sourced 350 cu.-in. diesel powerplant. You had a choice of four different trim models: Classic, Black Knight (1978) Royal Knight (1979–83), Conquista, and the SuperSport (SS).
The 1983–87 El Camino SS was offered as a conversion (completed by Choo-Choo Customs Inc., of Chattanooga, Tennessee) to include the aerodynamic front-end similar to the Monte Carlo SS, but it did not receive the L69 engine package.
Moving on with the times, Chevrolet moved production to Mexico and added a 4.3-liter fuel-injected V6 as their base engine for 1985-1987. The El Camano ended production in '87.
Engine
3.3 L (200 cu in) Chevrolet V6
3.8 L (229 cu in) Chevrolet V6
3.8 L (231 cu in) Buick V6
4.3 L (262 cu in) Chevrolet V6
4.4 L (267 cu in) Small Block V8
5.0 L (305 cu in) Small Block V8
5.7 L (350 cu in) Small Block V8
5.7 L (350 cu in) Oldsmobile deisel V8
Transmission
3-speed manual
4-speed manual
3-speed Turbohydromatic automatic.
28 Years of El Camino Existence
It sounds odd that a car/truck would make it through so many generations, but then again, look at the minivan. The El Camino may be out of production now, but it is not out of America's automobile history or memory.
You'd be hard press to show up to a car show and not see at least a couple of these El Caminos, either in their stock form or customized for show or drag racing.
