Camaro history part2

[Maximus]

3rd generation Camaro history
As a sign of the times, the Camaro was redesigned for 1982. The new styling was quite overwhelming, which is fortunate since the power plants were not. Only three levels of Camaro were offered... base, the Berlinetta, and the Z28. One of the rarest and most collectible 3rd-generation Camaro's is the '82 Indy Pace Car, clad in silver, blue and red trim.

The engines offered were less than spectacular. At the bottom was a 90hp 4-banger. The 2.5 liter Iron Duke was an excellent, bulletproof 4 cylinder engine, but it made its home best in small S-10s and Vegas, not in what was supposed to be America's top pony car. The middle option was the 2.8 litre V-6 wheezing out 102 hp, and two 305 cid (5.0 litre) V-8s. The base 305 4-barrel was rated at a ridiculous 145hp, and the "top" V-8 was the 305 equipped with the Corvette's Cross-Fire Injection system (twin throttle-body fuel injection) making 165hp.

While the new refined styling was a sign of the times, so obviously was the paltry performance. However with new technology on the horizon, things were going to get better.For the Camaro spotter, there's very little difference in styling between the '82 and '83 Camaro's. The big difference however came in the performance of the F-body.

Now offered as the top option on the Z28 was the L69 305 V-8. With the help of the same camshaft used in the Corvette, along with a revised exhaust system and (finally) a respectable 4-bbl carburetor, this new engine pumped out 190hp. While this is still unimpressive compared to true performance cars, this was a major improvement in the 80s. Thanks to this engine, mated to the excellent new Borg-Warner 5-speed manual transmission, The F-body was capable of consistent low 15s in the 1/4 and was ready to put up a fight against the Fox-body Mustang.

The F-body was making a comeback and would only get better. Only 3223 L69 Z28s were built in 1983, making them quite rare. For 1984, once again little was changed. The new 700R-4 overdrive automatic transmission was added to the lineup to prove that economy could be had with some performance, along with some minor suspension modifications. The L69 was now thankfully common-place in the Camaro, and the hideous Cross-Fire Injection system was mercifully dropped.1985 represented the return of true performance to the Camaro lineup with the addition of the new IROC-Z. Named after the famous racing series, the IROC-Z sported stylish 16" wheels (still a popular bolt-on for many GM cars today) with P245/50VR16 Goodyear Gatorback rubber. The 1985 production year also saw the introduction of the famed TPI (Tuned Port Injection) V-8. The F-body version was 5.0 litre fare, with engine code LB9 and making 215 horsepower. Unfortunately, this power plant was only offered with the 700R-4 automatic and not the Borg-Warner standard.

The IROC-Z featured a revised front nosepiece and could be had with any of the V-8's offered. Only the carbureted V-8s were available with the Borg-Warner 5-speed. The base Z28 was also offered with the TPI V-8, with a new trim featuring louvered hood scoops. The Berlinetta and base Camaro were still available, unchanged from before. For 1986, the only change to the Camaro line was the government-mandated addition of the CHMSL (Center High-Mounted Stop Light) above the rear glass. This is really the only key to telling '85 and '86 Camaro's apart.The biggest news for 1987 came with the re-introduction of the Camaro Convertible, last seen in 1969. The '87 convertible cost another $4,400 more than the regular Camaro, and was designed by ASC. Only 1000 ragtop Camaros were built in 1987, making them quite collectable. The Berlinetta Camaro was dropped for the LT model.... All Camaro's built with a rear spoiler had the third brake light moved to it.

Arguably bigger news than the new drop-top in 1987 was the adoption of the Corvette's TPI 5.7 litre engine to the IROC-Z. The Camaro's L89 was virtually identical to the Corvette's L98, except it used iron heads instead of the aluminum block-toppers on the 'vette, and a less free-flowing exhaust. This dropped the advertised horsepower to 225, with the Corvette at 240 ponies. Unfortunately this excellent power plant was only offered with the 700R-4 automatic transmission. This engine allowed the IROC-Z to run consistent 14s with a good driver. The muscle car image had truly returned...

As another sign of the times, the L69 305 H.O. and the 4-cylinder (thankfully) were dropped from the Camaro's lineup. The Z28's came standard with the 165hp carbureted 5.0, and the optional 215hp TPI 5.0.For some strange reason, GM dropped the Z28 for 1988, however the IROC-Z continued on strong as the performance leader. All Camaro's were now built with the rear spoiler with its imbedded third brake light. The Base Camaro 5.0s were now offered with the TPI system, rated at 170hp.

The rarest and most impressive Camaro beginning in 1988 was the IROC with the 1LE package. Available on IROCs with the 5.0 and 5.7 TPI engines, the 1LE package was built specifically for road racing and featured huge disc brakes, a balanced aluminum driveshaft and major suspension tuning with stiffer sway bars, lower, stronger springs and shocks. This 1LE was somewhat bare-bones in terms of options, but it was built specifically for road racing, so who cares lol. For 1989, in an effort to combat insurance premiums, Chevy offered the RS package with styling virtually identical to the previous Z28, including the ground effects, 5 spoke aluminum wheels and louvered hoods. The standard engine remained the 135hp 2.8 V-6, with the TPI 5.0 as an option. Come 1990, the base V-6 in the RS was now the 3.1, bumping power to 145 horsepower. More importantly though, the L89 5.7 litre V-8 was now rated at an excellent 245hp. All 1990 Camaro's now had a driver-side airbag included, as well as a CD player.... no external changes were evident otherwise.Chevy dropped the IROC package for 1991 and brought back the Z28 as the top performance model. The styling changes were small but made all the difference, with a taller rear wing and gorgeous new ground effects with redesigned 5-spoke wheels. The new B4C package was built for police forces, and was basically a Z28 with the 1LE options packaged as an RS... very few were built, making them quite rare. With the new 4th-gen Camaro design looming on the horizon, very few changes came for 1992. A limited edition Heritage package was available to celebrate the F-body's 25th anniversary. A black, white or red Camaro could be ordered with special stripes and graphics, with only a $175 price tag on the option.

[Maximus]

3rd gen pics
http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=776&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=777&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=778&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=779&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=780&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=781&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=782&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=783&stc=1

[Maximus]

3rd gen pics
http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=784&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=788&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=785&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=786&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=787&stc=1

[Maximus]

4th gen Camaro history
1993 was one of the greatest years for F-body enthusiasts, with the introduction of the all-new 4th-generation Camaro. The new styling was positively gorgeous, much more sleek and wide. All cars had a black roof and side mirrors no matter which body color was used. The Z28 had black "Z28" badges on the front fenders, replacing the "CAMARO" badges on the base coupe, and a "Z28" badge under the right rear tail light.

The base model now featured the 3.4 litre 60-degree V6 rated at 160 horsepower. (And no, not the same kickass 3.4 litre DOHC V6 featured in the Z34... though 220 hp would've been nice in the base V6 ;)

However, the big news for 1993 was the Z28, now featuring the awesome new LT1 small block, underrated at 275 horsepower. The Coupe featured paltry S-rated Goodyear Eagle GA's, and if so also included a 108 mph governor, but the Z28 could be ordered with optional P235/55R16 Goodyear's, along with 4-wheel disc brakes and the awesome Borg-Warner T-56 6-speed transmission.

The most desirable Z28 for 1993 was the limited-edition pace car replica from the Indy 500... the 4th Indy 500 the Camaro had paced. All featured T-tops and an automatic transmission. Only 645 were built.

Performance was up, with the Z28 capable of high 13s in the 1/4 with a good driver. And it would only get better.
The convertible resurfaced again, this time in gorgeous 4th-gen form. The new convertible F-body had a much stiffer chassis than previous convertible Camaro's, meaning that, other than the additional curb weight, the performance did not differ much from the hardtop. The convertible was available in base form and Z28. Other than the new drop-top, the Camaro was visually unchanged from '93.

For performance-minded enthusiasts, the only major change came with addition of Sequential-Port fuel injection to the LT1. This boosted the ponies, although the rating stayed the same (again, very underrated, it actually made around 300), and improved fuel economy tenfold over the previous Multi-port Injection. It was also changed from Speed Density to Mass Air Flow (MAF) Control, and the fuel injectors were upgraded from 22 lbs to 24 lbs.. This slight jump in horsepower along with the 6-speed standard could propel the Z28 to consistent mid 13s in the 1/4 now...

The T56 6-speed transmission in the Z28 was upgraded with new gear ratios and also introduced CAGS, the skip-shift feature. The EPA made it necessary on all 6 speeds to meet emissions standards. It locks out all other gears except 1-4 to maximize fuel efficiency. In addition, the updated 4L60-E overdrive automatic was bolted into the F-body, the successor to the 700R-4. The only rear-end ratio available with the 6-speed was now the 3.42.

Over on the blue side, Ford had just unveiled their new-for-94 Mustang. With its 5.0 liter V-8 barely making 215 horsepower, it was no match for its "direct competition" from Chevrolet and Pontiac. The F-body had gained the MAJOR upper hand in performance, and would never look back.Little changed for 1995, with the exception of GM's excellent new 3.8 liter 90-degree V6 making 200 horsepower. Traction Control was now available on all Camaro's. Automatic Z28's in California received dual catalytic converters which boosted output by 10 hp. The Base Eagle GA tires were upgraded from S-rated to T-rated, raising the governor to 115 mph. The governor could still be bypassed using the Z-rated tires on the Z28.For 1996, the 3800 V6 model now became the base model, with the RS package returning. The RS was an option package that added spoilers and ground-effects to the base V6 package. OBD-II ECM made its debut, to better diagnose engine problems, and the oil cooler was dropped. Air conditioning was now standard, even on the special 1LE packages (which now included Koni adjustable shocks).

The Y87 Performance Package was made available on the Coupe & RS models, consisting of 4-wheel disc brakes, 3.42 differential and the sportier suspension components of the Z28. This package required the P235/55-TR16 tires.

The most important change for 1996 was the resurfacing of the famous Super Sport package, after a 24 year absence. The new Camaro SS, modified by SLP Engineering, featured P245/40ZR17 BFGoodrich Comp T/A tires riding on new 17" five spoke wheels. A fully functional induction scoop was included to boost the advertised ponies to 305 (again, a little underrated), or 315 with the optional dual exhaust, and a suspension-package allowed the SS to hug the corners at levels almost as impressive as the Corvette. Sales were skyrocketing, needless to say.Chevrolet was riding a rocket of F-body sales, and celebrated the 30th Anniversary of the Camaro in style. A 30th Anniversary Camaro was introduced as a special option on the Z28, featuring a white body color with Hugger Orange stripes. This combined with hounds tooth upholstery completed the tribute to the '69 Pace Car Camaro. This Anniversary Camaro was available in convertible or coupe form.

Other than the 30th Anniversary Camaro, the F-body was largely unchanged from 1996. A new dash was introduced with a slightly different instrument cluster. New stereo head units and a 6-speaker Monsoon sound system replaced the previous Bose units. A 12-disc cd changer was also optional. Daytime running lamps were now standard.

SLP also built an ultra-rare version of their already awesome SS Camaro, this time with the '96 Corvette's limited-edition LT4 small block, punching out 330 horsepower.1998 represented the zenith of F-body performance. The short-lived Camaro RS was dropped and replaced by the Sport Appearance Package which is now available on all models (basically just ground effects and rear spoiler lip). While the base model continued with the 3800 V-6, Chevrolet debuted their all-new LS1 small block in the Z28.

Larger brakes (12" front and rear) all around were now standard on the Z28, and optional on V6 cars with the Y87 Performance Package, using dual piston front calipers and electronic rear brake force distribution.The SS model, now produced in-house at General Motors, featured a more free-flowing exhaust and functional ram-air induction with a stylish hood scoop, for more horsepower (again, see next page), plus SLP's optional dual exhaust. The SS featured P275/40ZR17 rubber, and the suspension was tuned for awesome handling ability, capable of 0.95g's on the skid pad, arguably the best handling Camaro yet. This awesome package competes regularly in SCCA and Motorola Cup competition with little or no modification, and dominates. along with its sister car, the WS6 Trans Am.

Camaro's received the new hood and nose, as well. This was done primarily to accommodate for the LS1's slightly taller height compared to the LT1.For 1999, the formula was so awesome for the Camaro that only minor tweaks occurred. An engine-oil monitor was now available on all models, and a new Torsen differential for the limited-slip packages. Electronic throttle control was added, and the fuel tank was upgraded to 16.8 gallons, from 15.5--this tank is no longer metal, so some weight was also saved.
V6 cars also received traction control.The latest Camaro for 2000 again shows little change to what could be the perfect pony car. Radio controls were moved to the steering wheel and a 12-disc CD changer was added to the option list. Miscellaneous changes include rear seat child restraint provisions on all coupes, revisions to 3.8L & 5.7L make them compliant with govt. L.E.V. standards. The Z28's low coolant sensor was dropped as well.The V6 model comes with the same wheel colors, though 16" wheels are now optional. The Z28 has the standard 16" wheels, either painted or polished. 17" wheels are not available, being a part of the SS package. Fog lights, power mirrors, door locks, windows, keyless entry, and Monsoon premium sound system w/ cassette player now standard equipment on V6 Convertible.The only easy way to tell a 2000 Camaro apart from 98-99 was the side-view mirrors, now the same color as the body.



September 25, 2001 GM announced plans to close the Ste. Thérèse, Quebec plant in the fall of 2002 and to discontinue the Chevrolet Camaro and Pontiac Firebird as of the 2002 model.
In Conclusion...
With proven 1/4 miles in high 12s right off the showroom floor, or low-mid 13s without any driving experience, all the while getting around 23 mpg average, it's obvious these latest 4th-gen F-bodies are awesome performers. And, at base prices starting around $20,000 for the Z28, they are the best bang-for-buck values on the planet. This is thanks in part to their powerful LS1 power plant, which will be examined thoroughly next.

[Maximus]

The LS1 power house of the last great GM pony cars

The all-new for '97 (98 for the F-body) LS1 was designed to be the epitome of General Motor's small block design, which dates back to the design of the original Generation II (LT1/LT4) small blocks. Thanks to their extensive development, GM was able to refine the design into what is arguably the greatest small block ever built. Let's take a look at the design of this engine in depth.

The Harness System
The bottom end of the LS1 is reinforced with the same cast nodular iron crankshaft used in most previous small blocks, including the LT1/LT4. However, it is noticeably shorter than that of a generic small block crank and the main bearing size is larger than most, with the exception of the 400 cid engine. The rod bearing journals are standard small block "large journal" fare, pretty much the only component of the LS1 carried over from the generic small block. All journals are rolled-fillet, introduced in the LT4. Another interesting note about the LS1's crankshaft is that crankshaft end-thrust is accommodated by the center main bearing instead of the rear main. The crankshaft is fastened with steel 6-bolt main bearing caps and 6.1 inch "powdered-metal" forged connecting rods, topped with hypereutectic pistons that are much lighter than the previous LT1/LT4, allowing for much faster revving.

Engine Block Design
The aluminum block requires extra strengthening for reliability and vibration issues, so many external stiffening ribs are cast into the outside of the block, as well as a lower skirt which extends beneath the crankshaft centerline. The completed block weighs around 107 lbs, a full 53 lbs less than the LT1/LT4's engine block.
A bore size of 3.8976 inches (99 mm) combined with a stroke of 3.6620 inches (92 mm) equates to a total displacement of 5.665 liters or 345.69 cid. Of course, in keeping with the Chevrolet tradition, it was rounded up to 5.7 liters, or 350 cid.

The Intake System
This killer bottom end is only the start of the advanced design. A new plastic composite intake manifold is used for light weight and maximum flow (the best way to quickly identify an LS1 is this manifold, which is flat black). The plenum is beneath the runners, allowing them to be long, but also to flow smoothly from their junction at the plenum, up and over to each intake port in the heads. The LS1 uses a tuned intake port length similar to that of the L98 small block, but features only 15" long runners instead of the L98's 21" runners for best top-end power. This design is aided by the massive 58mm single throttle body in front of the intake system.

Combustion Chambers
The aluminum heads of the LS1 are of an all-new design, influenced by the LT4. These block-toppers are sand cast of 356 aluminum, and heat-treated to the T6 specifications. The valve angle (the angle between the cylinder bore centerline and valve stem), which influences the overall chamber shape and size as well as spark plug position, is 15°, which is three degrees less than a NASCAR Winston Cup small block head. With a 67.3 cc combustion chamber, the LS1's compression ratio hangs at 10.2:1, just right for the street on high-test gasoline. This is significantly lower than the LT4's static ratio of 10.8:1, but thanks to the LS1's superior heads, it has a higher dynamic compression ratio. It should also be noted that the generation of the flame front on these new heads is far superior to the LT1/LT4 and therefore takes better to nitrous or boost.

Cylinder Head Port/Valve Design
One major feature of this new production head is what GM refers to as "replicated ports". Previous Chevrolet V8 heads have two distinct intake and exhaust port designs, but on the LS1, each intake port is identical and each exhaust port is identical. This eliminates the problem of combustion inconsistencies between the cylinders and create a uniform quality and quantity of A/F flow.

Also aiding in the light weight are hollow-stemmed stainless steel valves, 2.00" intake, and 1.55" on the exhaust side. The intake port volume of the LS1 is a rather massive 200 cc., with the exhaust port at a generous 70 cc (and thanks to the 15° valve angle, the exhaust port has excellent flow efficiency). The intake port is one of the most critical features of the LS1's cylinder heads, which delivers a direct, straight path from the intake runner to the intake valve, allowing maximum velocity and efficiency all throughout the power band. This design is perfectly consistent on each cylinder for complete balance. The fuel injectors, one per port, follow the same design and are aimed DIRECTLY at each intake port for highest velocity and precise fuel delivery.

Valvetrain
The valve train is completed with roller-tipped rockers and good ol' pushrods, which were used mainly to keep costs down (designers looked back at the DOHC 32-valve LT5 from the Corvette ZR-1 to realize that), but also to keep overall engine height to a minimum so it would fit under the C5 Corvette's sleek hood.

The LS1's camshaft is a steel-billet affair, and is rifle-drilled (read: hollow) to reduce rotating mass. The LS1 cam has larger bearing journals compared to the previous LT4, and all the lobes have bigger base circles. The lift is also smaller than before, especially on the intake side. The LS1's redline is around the same as the LT4, but with lower valve acceleration, the valve train has greatly reduced mass and therefore softer valve springs can be used, which in turn reduces the impact of the valve against the seat for added reliability.

The hydraulic roller lifters are another carry over from the previous small blocks, and their centerlines are parallel to the valve stems and pushrods to greatly reduce valve train deflection. The valve train is completed with cast steel roller rockers, with a ratio of 1.7:1, 0.05 higher than the LT4's and .20 higher than standard small block rocker arms. This higher ratio is to compensate for the LS1 camshaft's lower overall lift. Thus, the overall intake lift is .472" and exhaust lift checks in at .479". Designer John Juriga’s noted in an interview...

"We didn’t go more aggressive on the cam, so at this point, the engine has a lot of potential. First time out, we could meet our target with a camshaft that is conservative."

Ignition System
One of the LS1's most serious advancements is in the ignition system. General Motors began with the distributor less ignition system (DIS) in 1990 with the LT5 small block, but now have gone one step further and created a separate coil-per-cylinder system. Each cylinder has its own coil and coil driver assembly, where a short plug wire runs from the coil to the plug. This allows less energy loss (almost none) through the lead, and also reduces electromagnetic interference with other on-board systems, such as the sound system.

Another VERY major change in the LS1 is the firing order. The new firing order is 1 8 7 2 6 5 4 3, much different from the classic 1 8 4 3 6 5 7 2 sequence which has existed in all Chevrolet small blocks for the past 5 decades. GM stated that this reduced vibration and provided better idle qualities. Factory spark plugs are AC Delco, platinum-tipped, similar to the plugs used in the previous LT1.

Exhaust System Design
The LS1 exhaust manifolds are hydro-formed, tubular stainless steel. They feature a double-wall design which reduces heat loss between the cylinder head and catalytic converters. Unlike the previous generation small blocks (LT1, LT4, LT5), the catalytic converters are not mounted directly to the manifold outlet, rather a further bit down the tubing.

Summary/Comments
The LS1 is advertised at 345 hp in the Corvette, 320 in the SS Camaro and 305 in the Z28, but in many cases has dynoed (at the crank) far more. The horsepower peak occurs at 5600 RPM and peak torque (advertised at 350 ft lbs) occurs at 4400 RPM. The maximum engine speed is 6200 RPM. Compared to the LT4, that's 15 more advertised horsepower, peaking 200 RPM lower, and 10 more ft lbs of advertised torque, produced 100 RPM lower, and the torque band is much, much broader.

Many Z28s with the "base" LS1 have dynoed at over 305 REAR WHEEL horsepower, indicating how ridiculously underrated the engine is (click here (http://cars.dozer.com/regulars/z28.html) for a dyno sheet of my friends 1998 Z28 as one show of proof). In fact, Corvette LS1's have often dynoed much less than Camaro SS', which have been known to dyno as high as over 315 rear wheel horsepower. Impressive numbers indeed, especially considering the total engine weight is 83 lbs. less than the GenII small block. A strong rumor was circulating that GM was gonna stop underrating the F-Body LS1 back in 2001, and finally admit its rated horsepower in the area of 345."GTO number enter your mind"

Another important point to make in this mindset is the modability of the LS1. The aftermarket had to scramble when the LS1 was first introduced, as they were just getting properly established with the LT1/LT4 modifications. However, it has already been seen in the past three years that the LS1 has potential for extreme levels of power without serious modification. Needless to say, the factory LS1 could be thought of as detuned, despite its already impressive performance. The camshaft is a fine example of an area that could be radically modified. The compression could certainly be bumped up if an LS1 was being built as a race-only engine, and both the Throttle Body system, injectors and the exhaust system leaves plenty of room for improvement. Aftermarket tuners like Lingenfelter Performance Engineering (http://www.lingenfelter.com/) also build stroker kits for the LS1 to bump the displacement up.

Another major aftermarket that is building around the LS1 and, indeed the entire performance world, is turbo charging. Both Lingenfelter (http://www.lingenfelter.com/) and Incon offer twin turbo systems for the LS1. Lingenfelter's Stage I Twin Turbo, in particular, has dynoed at 560 brake horsepower on about 6 psi of boost on stock internal engine parts... certainly a true showing of the potential of the stock LS1.

In comparison to the impressive performance engines of the '60s, the LS1 generates in the area of 400 gross horsepower, which is how engines were rated then. This exceeds the original carbureted LT1's rating of 370 horsepower and surpasses the horsepower rating of famous engines like the Mopar 440 Six-pack and Chevrolet 396, though torque is understandably lower than those.

It's also most impressive that the LS1 is the first two-valve V-8 engine to reach the one-"net"-horsepower-per-cubic-inch rating. That is truly a great title to hold, especially considering the production price of the LS1 cars.

It's obvious that the LS1 is one of the most advanced engine designs ever used in a Chevrolet vehicle, yet not advanced to the point where it is absurdly overpriced like many import engines that are considered "more advanced". And it certainly follows GM's status as the best manufacturer of "Bang-for-buck" performance... and this holds true for the Camaro/Firebird and the legendary Corvette.

[Maximus]

4th generation Camaro pics
http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=789&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=790&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=791&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=792&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=793&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=794&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=795&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=796&stc=1

[Maximus]

4th generation Camaro pics
http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=797&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=799&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=798&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=802&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=801&stc=1http://www.sicgmtrucks.com/forum/attachment.php?attachmentid=803&stc=1

[Maximus]

Ok im done with the Camaro history thread.It took me forever to do it all.Im sure I left some stuff out but I couldn't rack my brains to remember every little detail.I hope everyone finds them informative.I just wanted to bring some attention to one of the best lines of cars ever made.The GM pony car might be out of production but they will continue to dominate the competition on the street and the strip for many years to come.

[extreme gmc]

i cant see most of the pics...

[extreme gmc]

o yea, good article too

[Maximus]

Thank you and is anyone else having trouble seeing the pics.