The Oldsmobile (a Division of General Motors) answer to the Musclecar craze that began in 1964, was the F-85/Cutlass “4-4-2” mid-sized model. “4-4-2” initially stood for a special option package of their F-85/Cutlass mid-sized models, which came equipped with a four-barrel carburetor, four-speed manual transmission (or four-on-the-floor) with dual exhaust from the factory.

For the “4-4-2” units produced with an automatic transmission, the first “4” stood for 400-cid, V8 (which was the base engine supplied); the second “4” stood for four-barrel carburetor and again, the “2” stood for dual exhaust. By 1968, the  “4-4-2” was flying solo as its own distinct model, which would continue through the 1971 year models. After that, it would revert back to an option of the Cutlass models and carry on through the mid-70’s.  The “4-4-2” option/model/badging would reappear several times after that, through the 80’s and into the 90’s, but did not necessarily designate a four-barrel, four-speed with dual exhaust.

The performance specifications on the most powerful of all the “4-4-2” models was the “Hurst/Olds 4-4-2”, with a 455-cid Big-Block V-8, producing 380 hp, and was stated to reach 0-60 mph in 5.9 seconds. A 1/4-mile run was clocked at approximately 103 mph in 14.03 seconds. Not bad for a box stock, factory issued, hulk of a car that possessed pure performance, coupled with awesome handling for a vehicle of its size.

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The Rolls-Royce Silver Wraith models were part of the post WWII era resurrection and rebuilding of the automobile industry in Europe and were produced by Rolls-Royce, LTD at their “Bentley-Crewe” plant located in Crewe, Cheshire, England. The “Silver Wraith” moniker was first introduced in 1946, as new for 1947 models and would last through the 1959 model year. The 1954 Rolls-Royce Silver Wraith was one of only a handful of the long wheelbase (133 inch) models built over the 13 year production run, where only about 1880 total vehicles were produced, of which around 639 were of the long wheelbase version (approx. 1/3 of the total production run).

The large displacement, in-line, 6-cylinder engine was increased to 4,887cc for 1954 and was coupled with a General Motors designed, four-speed automatic transmission, and had a live-axle, rear-wheel drive setup with semi-elliptic springs. Hydraulic brakes were now used on all four wheels and the front suspension was of the independent type with coil springs. All the press was continually impressed with whatever came from the Rolls-Royce factory and one even stated the following in trying to sum it all up: “All the world knows that Rolls-Royce carry on an unremitting search for engineering perfection in everything they undertake. The qualities which made their aircraft engines famous, and their cars the finest procurable, are the result of scientifically conducted engineering research and of painstaking attention to detail.”  And now a new range of cars is about to appear it is believed that the new cars are the best that Rolls-Royce have ever built.” Brilliantly said, Ol’ Chap! “Rolls-Royce Motor Cars” also boasted . . . “In common with all Rolls-Royce cars, the Silver Wraith has an indefinable something about it, a delicacy of behaviour, which escapes definition in written words. It is a car for the connoisseur in cars”!

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The 1956 Morgan Plus Four (or +4) model, was produced in Worcestershire, England.  It was powered by Triumph’s TR3 (and later TR4) based, in-line 4-cylinder engine displacing 1991cc’s and producing nearly 100hp. Harry Frederick Stanley Morgan (known by his friends as “HFS”) started his company back in 1910, with the idea to produce a light weight, economical, but sporty vehicle for himself to drive.

The original Morgan vehicles were of a three-wheeled configuration. The two wheels up front were outboard, steered, sliding-pillar design and independently sprung, and the rear had a single, driven wheel. They were powered by a 2-cylinder, V-twin style engine. The Morgan Plus Fours were light weight, agile, spirited and most of all . . . just plain fun to drive. The first Morgan 4-4 (4-wheels, 4-cylinders) cars were produced in 1935/6. The updated Morgan 4-4 or Plus Four, four-wheeled models made their debut after WWII and were an instant hit with sports car enthusiasts from around the world, but mostly in the good ole U.S. of A.

The Morgan Plus Four was first introduced to the world in 1951, but it looked nearly the same as it had since 1935/6. It wasn’t until 1954 that the body got a facelift. It became more streamlined and curvaceous upfront with a distinct sloped back rear body. The grill changed from the outward protruding, flat-front, radiator/cowl configuration to a concealed radiator with formed grille and smooth front cowl area. The frame and chassis of the Morgans were light but sturdy units of stamped steel. They supported ash-framed, steel-over-wood designed bodies of various light weight materials (even an all-aluminium body, as the Brits would call it, was available) and are completely hand-built even to this day. It had such upgrades as four-wheel hydraulic brakes, a longer wider stance ( a bit more hefty all-around) and upgraded interior amenities over previous models.

Early competition events were commonplace for the “Moggies” (affectionately nicknamed by their owners and admirers) and they always fared pretty well, even winning the 1913 French Cyclecar Grand Prix at Amiens, France. Morgans, old and new, are entered in competition all around the world even today and always perform quite well. As they have been for over 50 years, Morgans are always in high demand, with waiting lists for new vehicles ranging from 2 to 5 years and were sometimes as long as a 10 year wait.

The 1964-1965 Porsche 356C was the last generation for the model 356 production run (with four generations during its run, model “356” from 1948 to 1955, “356A” from 1956 to 1959, “356B” from 1960 to 1963).  Spanning from 1948 to 1965, it remained basically unchanged by looks, but made dramatic evolutionary and technological changes underneath that curvy exterior.

The 356 model is also the first, full-production vehicle, offered by Porsche. The Porsche 356 model was created by Ferdinand “Ferry” Porsche, the son of the founder of the company, Dr. Ferdinand Porsche. It featured flat, 4-cylinder, air-cooled, rear-mounted engine, rear-wheel drive configuration in a lightweight sporty package with quick-handling, sure-footed suspension.

It quickly became very popular on the racing scenes all around the world. The pan style chassis was attached to the body making a sturdy unitized construction design. Most of the original mechanicals were borrowed from the Volkswagen Beetle (designed by Dr. Ferdinand Porsche himself), and improved over the years to enhance performance and make it more Porsche-like.

Initially and throughout its 18 year run, it took some time to build enough numbers to supply the demand it had created and by the time it had run its course, the little 356 had quite a reputation for driving pleasure, quality of build and racing prowess. It is believed, that over half of the 76,000 units produced, are still in existence today.

The 356 was offered in both coupe and convertible (or cabriolet) models and were about 50/50 split as far as production numbers go. The 356C’s were built with disc brakes at all four corners, the most horsepower (1582 cc and 88 hp in stock form, 95 hp with “SC” model) of all the pushrod pancake Porsche motors and many upgrades in both suspension and creature comfort areas. The 356C, which remained almost completely and painstakingly, hand-built, was certainly the most refined and therefore most desirable of all the 356 models.

In fact, in a 2004 article, Sports Car International ranked the 356C as the 10th position of Top Sports Cars of the 1960’s. Certain limited production models, like the 356 Carrera, can bring over $300,000 at auction and almost any 356 model will bring from $20,000 to over $150,000.

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The De Tomaso “Pantera” was a mid-engined, production “Musclecar” made and designed in Italy (with support from the Ford Motor Company, mostly for powertrain components) and destined mainly for the U.S. market. It was produced from 1971 to 1991 and evolved over it’s 20 year-run into one of the worlds most unique exotics ever produced! This was also, in-part, due it’s odd (at the time) blending of “Italian” design, handling and craftsmanship and good-ole American V8, raw musclepower! I say, odd, because the “purists” do not consider it a “real” Italian sporstcar due to it’s half-breed combination of Italian and American components. However, it has remained a cult-status vehicle in it’s own right and has stood the test of time as one of the most respected, feared (by other makes that cross it’s path) and sought after marques of it’s time! Although this car was designed in Italy at Ghia (another company owned by De Tomaso at the time) by a US-born designer, named Tom Tjaarda, it is steeped in “Italian” history and exoticar styling. The De Tomaso Car Company of Modena, Italy, was founded in 1959 by Alejandro De Tomaso, an Argentinian-born immigrant and at one time, also owned the likes of the Maserati and Moto-Guzzi brands.

The “Pantera”, meaning panther in Italian, replaced the short-lived “Mangusta” model, which was De Tomaso’s second-ever production vehicle (which also was powered by mid-engined Ford V8) introduced in 1966 and running through 1971. Their first, was the even shorter-lived, “Vallelunga” mid-engined model, which used a European Ford, Cortina 4-cyl powerplant. The “Pantera” would also be the first De Tomaso vehicle to use an updated steel “moncoque” chassis, which replaced the aluminum “backbone” chassis of earlier De Tomaso mid-engined vehicles. The V-8 supplied by Ford was the 351C (Cleveland) model and was/is considered by most, to be the best of the Ford small-block, V-8 family. It made it’s first, official public debut in Modena, Italy in March of 1970 and then made it’s U.S. debut a few weeks later at the New York Motor Show to rave reviews. Production was brisk ,at first, and from 1971 through 1973 Modena pushed out over 6,100 units (some 7,260 total production in over 20 years)! But once the big oil “crisis” reared it’s ugly head (also in 1973) and the oil embargo started, not to mention the poor fit, finish and quality control problems they were experiencing at De Tomaso, the Ford Motor Company decided to pull the plug on importing these Italian/American musclecars, which they sold through their Lincoln-Mercury dealerships. De Tomaso continued to build the “Pantera”, mostly by hand (at about 100 per year) until 1991 (some say a few models trickled out until 1993), at which time all production ended and the “era of the Pantera” was over. More than a footnote in automotive history, the “Pantera” is a legendary vehicle which seemed flawed only by it’s human “handlers” of the day.

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The third generation Chevrolet Corvette (or C3, built from 1968 to 1982) went through many changes and technological advances during the 15 years of production. Even though the USA, and the rest of the world for that matter, was experiencing the first real fuel shortage crisis and facing continually restrictive EPA regulations throughout the entire series, the sales of the first true American Sportscar continued to increase by huge numbers.

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The C3 series was a toned-down version of the popular Mako Shark II concept vehicle,easily one of the most famous and recognizable concept/show cars of all time (designed by Bill Mitchell and his team at Chevrolet, including the young Larry Shinoda). The Mako Shark II, concept/show car, was first shown at the Motorama show in 1965 to rave reviews and was a newer version of the Mako Shark I from 1957. The “Stingray” fender scripts were used from 1969 through 1976. Even though everyone referred to all 1963 through 1982 Corvettes as Stingrays, the scripts were absent from all 1968 units and from 1977-1982.

There were two body styles of the newly-designed C3 Chevrolet Corvette, which included a convertible model with a hinged hard cover to conceal the top when in the down position and the T-Top model, which was the first dual-panel, removable roof design to debut in the U.S. marketplace. In fact, the T-Top model proved to be so popular, that the convertible models were discontinued altogether after the 1975 production year and would not return until 1986. The T-Top design was unique, and actually became a secondary design choice, mainly due to the creaks and groans (due to body-flex) produced by the initially designed, single-panel removable roof ( a design flaw the engineers could not seem to quiet). The chassis and engine offerings remained unchanged from the previous C2 series Corvettes and horsepower only diminished over the years, mainly due to strict EPA restrictions. The Big-Block engines were discontinued after 1974.

Of course, the usual upgrades to creature comforts (including leather seats and “cockpit” styled dashboard) and the technological advancements were continuously made over the years through the end of C3 production. The Corvette went through a period of metamorphosis from raw-powered, street and racetrack monster to more of a mild, yet sexy, boulevard cruiser. The horsepower rating of the final year (1982) of the C3 production run was a mere 200 hp. This meager horsepower rating actually increased over the previous years 190 hp rating. This was only due to the introduction of the first fuel injected (Chevrolet’s, Cross-Fire, electronic throttle-body system) Corvette since 1965. Keeping in mind, that in 1972 General Motors (and most other automobile manufacturers), changed to the SAE “Net” horsepower rating system, as opposed to the previously used SAE “Gross” horsepower rating system (270 hp gross = approximately 200 hp net). This resulted in lower, but more realistic horsepower ratings. This horsepower rating system is still in use today, as a global standard.

Some other highlights during the C3 production run, were the introduction of rubberized front and rear bumpers after the 1973 model (which actually had the new “rubber” nose, but retained the chrome rear bumperettes) to meet government safety standards for slow speed impact. There was also the addition of catalytic converters incorporated into all exhaust systems starting in 1975 which marked the end of a true dual exhaust system as we know it (thus,1974 was last year for true dual exhaust systems). This required the installation of steel floorboards, to replace the previous fiberglass units, due to the higher heat created by the catalytic converters. In 1978, the Corvette fastback styling returned, with an elongated, unopenable, rear glass area which included a larger storage area in the rear deck. The 1980 Corvettes, lighter in weight, introduced a more aerodynamically advanced body design which reduced wind drag and improved performance. In mid-year of 1981 the new Corvette specific production facility was finally ready, and all Corvette production was moved to Bowling Green, Kentucky where it remains to this day.

Zora Arkus-Duntov, also known as the “Father of the Corvette”, officially retired in 1975 and was replaced by Dave McLellan as Corvette’s Chief Engineer. However, Mr. Duntov would always be “unofficially” involved with the Corvette until his death in 1996. He remains the most influential figure of the first true American Sportscar in history. His unwavering input and support over the years, resulted in creating and refining the American icon that is the Chevrolet Corvette.

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The first generation Pontiac Firebird (1967 to 1969) offered two different design options to consumers: a 2-door hardtop coupe and a convertible model. This new vehicle made by Pontiac, shared the new General Motors “F-Body” chassis with its also new for 1967 sibling, the Chevrolet Camaro. The debut of the Firebird marked Pontiac’s entry into the popular Pony Car arena.

The new Pontiac Firebird had a 108.1-inch wheelbase, weighed in the area of 3,000 pounds and showed up on the scene some five months after the Camaro made its debut. This short delay helped John DeLorean (who was, at the time, the youngest head of a division in GM’s long history) and his team of Pontiac designers and engineers, put some distinguishing touches on a vehicle who’s design closely mirrored that of the Chevrolet Camaro.

Apparently, John DeLorean was somewhat annoyed that the Camaro was released first, because the new Firebird was one of his pet projects that he hoped would be as popular as the 1964 Pontiac GTO that he also engineered, which is often referred to as the first Muscle Car.

There were five different engines available (engine displacement also identified each model) for 1967 Firebirds, which Pontiac referred to as their “Magnificent 5”.  You could start with the base model which had an innovative “overhead cam” (or “OHC”) 230-cid, in-line 6-cylinder, with a 1-barrel carburetor that produced about 165 hp.  The next step up was the “Sprint” model that offered a 230-cid, in-line 6-cylinder, with a 4-barrel carburetor that produced about 215 hp. Both 6-cylinder models were available with a 3 or 4-speed manual transmission or a 2-speed, automatic transmission.

The 326-cid V8 model with a two-barrel carburetor capable of producing about 250 hp, was also an option. Next in line was the Firebird V8-H.O. (High Output) model which also featured a 326-cid V8 with a 4-barrel carburetor rated at 285 hp.  At the top of the heap was the 400-cid V8 (borrowed from the GTO) with a 4-barrel carburetor that was capable of producing at least 325 hp.  Another option was the 400-cid, “Ram Air” engine which contained a tuned camshaft with heavier valve springs, making the otherwise non-functional hood scoops, functional. This engine design modification was not reflective of any additional horsepower output in any of the marketing brochures for the Firebird at the time. Subsequently, this option was rarely ordered, also making it an ultra rare option to find in today’s classic car buyer’s market. Ultimately, all V8’s came standard with the heavy-duty 3-speed manual transmission, with an optional 4-speed manual transmission and 2 or 3-speed automatic transmission.

The unique and definitive Pontiac styling on the Pontiac Firebird included a split chrome grille with embedded quad-headlamps, “beaked” hood, rear quarter panel “split-gills” and slotted , “slit-style” tail lights (also borrowed from the GTO). All of these details made the Firebird stand-out in a crowd of new Pony Cars. Many performance options and creature comforts were also available including several different rear axle ratios, front disc brakes, power steering, full gages, floor consoles and the first-ever, hood-mounted tachometer.

The 1968 Pontiac Firebirds saw little change from the 1967 models. Some noticeable differences were the loss of door vent-windows and some minor interior revisions that were made. Pontiac “Arrowhead” side-marker lights were added to the rear 1/4 panels and the front turn signal/parking lamps were revised to curve around to the sides of the vehicle for the 1968 Pontiac Firebird, new federal vehicle laws that were implemented in 1968.  The rear shocks were also staggered  on the 1968 Pontiac Firebird, with one mounted to the front side of the axle and the other to the rear side of the axle, in an effort to increase ride quality.  The rear leaf-springs were also changed to the “multi-leaf” design, in order to reduce annoying “wheel-hop” upon quick acceleration. Most of the other changes, were in the available drivetrains, such as the “OHC” 6-cylinder, that grew from 230 to 250-cid and the 326-cid V8 that grew to 350-cid, both producing increases in horsepower production.

The Pontiac Firebird had a major facelift in 1969 (similar to the new GTO), with a new front end design. The rear-end area was changed slightly, while the interior was again revised and an exciting new Trans Am performance and appearance package was introduced in March of 1969. The Trans Am name, which was borrowed from the SCCA racing series, also meant that Pontiac had to pay the SCCA a license fee of $5.00 for every car sold, in order to use the Trans Am name. All the Trans Am optioned vehicles produced in 1969 (only some 689 coupes and only 8 convertibles, again super rare) were polar white with blue racing stripes. A 5 foot long trunk-lid mounted low-profile spoiler, special decals and the exclusive hood with driver operated, functional intake scoops, were included in the package. Also exclusive to the Trans Am, were the front fender scoops or vents, which were intended to help evacuate captured, engine-bay air.

It’s quite a shame that one of the oldest automobile manufacturers (at the time of their demise) couldn’t have withstood the stiff competition of the day, because many believe they would have been an interesting addition to the future of the motoring world. The “Studebaker Automobile Company” (originally called the “Studebaker Brothers Manufacturing Company”) began existence in 1852 as a company which produced high-quality wagons and carts which became known as one of the heartiest, innovative and well-made variety of wagons to ever roam the wide-open lands.

Oddly enough, the first automobiles produced by Studebaker Motor Company were of the electric variety and made their debut in 1902. Their first gasoline driven cars were produced in 1904, with some components purchased from various other suppliers, while the first completely proprietary “Studebaker’s” came off the assembly line in South Bend, Indiana in the year 1912. The next 50 years (right up to and including their 100th anniversary) would prove beyond a shadow of doubt that Studebaker automobiles were not only innovative and sometimes years ahead of the competition, but very well built and completely reliable vehicles. Due to internal issues, some management blunders and the stiff competition of the day, Studebaker, like many other venerable marques over the years, would disappear by 1966.

For their 100th Anniversary in 1952, Studebaker Automobile Company planned to build a totally new vehicle, but due to complications and time constraints, some of which stemmed from the end of WWII and the more current Korean conflict, they settled instead for a facelift of the current models they offered since 1947. The striking looks of the bullet-nosed (or torpedo) designed front end was massaged into a more smooth-looking “clamdigger” design with a lower profile and six-toothed grille. The rear end kept the unique wrap-around or starlight glass effect (which is also the last year this design was used) and boat-tail rear trunk styling while the interior was updated, but most other areas of the 100th anniversary vehicles were left as they had been since the late forties. Studebakers came standard with their venerable in-line, six-cylinder engine with an optional small-block V8 offered and standard manual-transmission with an optional automatic transmission.

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After the dazzling debut and extreme popularity of the 1st generation (1967 through 1969) Chevrolet Camaro, GM’s Chevrolet Division’s designers and engineers (inspired by the likes of Jaguar, Ferrari and Aston-Martin designs of the day) were challenged to give the next generation Pony Car a fresh new look and some added technological upgrades. For the 2nd generation Camaro (1970 thru 1981), there were obvious body style changes made, including lower, wider and longer dimensions. Some chassis and drivetrain upgrades were made and eventual horsepower downgrades were in the works as well (mostly due to pressure from EPA to meet continually restrictive, emissions standards) throughout the model run. Even so, some enthusiasts will argue that the 2nd generation Camaros, nicknamed the “Super Hugger”, were more a true driver’s car and quite possibly, the best all-around Muscle Car ever made.

The newly redesigned Chevrolet Camaro two-door coupe (the convertible was no longer offered), complete with fastback styling, would get a late start as a 1970 model (released in February of 1970). This would eventually make it the most sought after year of the second generation Camaros, due to low production numbers (just under 125,000 units) and more powerful drivetrain offerings.

Some notable changes throughout the second generation Chevrolet Camaro series were:

1970 – Totally new, re-design of body (all of Fastback 2+2 style) and upgrades to chassis, available in base Sport Coupe, RS, SS and Z/28 models. They were approximately two inches longer, an inch lower and just less than an inch wider than the first generation Camaros, with a longer hood and shorter rear trunk/deck area with a Kamm (flat cut-off) back styling with round, inset Corvette-like tail lights. The longer doors were of a full-glass (vent-less) design and gone were the rear quarter-panel, side panel windows. The roof panel was of a new double-panel design to increase roll-over protection and deaden sound. The base models featured a full front bumper, while the rest of the models all had a more aggressive looking, extended, rubberized “Endura” material surrounding a sunken grille, with chromed bumperettes on each side of the open grille. The new instrument panel featured several round gauge clusters, placed directly in front of the driver with other controls and radio near the center. The standard interiors were offered with an all-vinyl material and the dash was finished in a matte black color. An optional upgraded vinyl/cloth interior was offered along with some woodgrain surfaces. The largest engine available was the 396-cid V8 (which actually displaced 402 c.i., but Chevrolet decided to retain the “396” badging) which was rated at 375 hp and was only available in the SS models and came with 4-spd manual transmission, also available in the SS, was the 350-cid, 300 hp V8, again, with the 4-spd manual transmission. The six cylinder engine, available in the base Sport Coupe, was increased to 250-cid, 155 hp, from the former 230-cid powerplant and an optional 307-cid, V8, 200 hp, was also available. The RS models were available with the 250-cid L6, with 155 hp or the 350-cid V8, with 250 hp depending on your option choice. The Z/28 (Special Performance Package) was only available with the new high-performance LT-1, 350-cid, V8, 360 hp, powerplant. Transmissions available were a 3-spd standard, 4-spd standard (with Hurst Shifter) or Turbo-Hydramatic 400/3-spd automatic transmission.

1971 – Minor changes were made mostly in the appearance area (colors, stripes, badging, etc.) and the standard interior was now of the vinyl/cloth design. Also in the interior was the addition of the high-back bucket seats with built-in headrests that were not adjustable. Due to tougher emissions standards imposed by the government, most horsepower ratings declined in the performance offerings. The world was beginning the change-over to unleaded fuels and all manufacturers were scrambling to meet these more restrictive emission standards. Due to a corporate-wide, GM strike in late September, 1970, (which lasted 67 days) production was down for the 1971 year models. There were even rumors at GM about the demise of the F Body cars (Camaro and “sister” Firebird) because of declining interest in the PonyCar market and high insurance rates for all performance vehicles. Also, production of Camaros was halted at the Van Nuys, CA plant and were now produced at only the Norwood, OH assembly plant.

1972 – Again, minor changes are made to a faltering model, which again, is hit by a devastating UAW strike lasting 174 days. The internal battle to continue the F body cars went on at General Motors/Chevrolet and finally the supporters of the models won out and convinced the top-brass that it was still a viable vehicle. Only some 68,000 Camaros would be built in 1972, including only about 970 SS-396 models. This was also the last year for the SS models in the second generation run and the Z/28 model would lose the “/” and now be the Z28. Horsepower ratings continued to fall and even more so because the world was changing from gross to net ratings. For instance, the LT-1, 350-cid V8 dropped from 330 hp gross (1971 rating) to 255 hp for 1972 net ratings.

1973 – Standard impact absorbing front bumpers were added due to government safety legislation and again the horsepower ratings dropped and the 396-cid V8 was dropped. A new model LT was introduced and could be ordered along with the RS and Z28 to have all combinations in one car. The LT came with a more luxurious, quieter interior, full instrumentation, Rallye styled wheels, “hidden” wipers, sport mirrors and variable-ratio steering, among other available upgrades. Power windows were again offered, which had not been available since the 1969 year models. After a rough year and recovering from the previous year’s strike, they managed to build over 96,000 units.

1974 – A forward slanting grille was added to accommodate the new aluminum front bumper, which was added to meet further government safety standards. A similar rear aluminum bumper was added for the same reasons and overall the two new bumpers increased the length of the Camaro by some seven inches. The round rear taillights were replaced by elongated, rectangular, corner-wrapped units and sales would increase to over 150,000 units (despite the fuel crisis, which was initiated by the Arab Oil Embargo). Most of the Camaro’s (and Firebird’s) traditional competition would fall by the wayside and from now through the end of its run in 1981, the Camaro would be the reigning PonyCar with no real competition.

1975 – Interiors were changed slightly with new trim patterns and you could supposedly order a leather interior in the LT models (even though none were ever produced) and the walnut trim was replaced with a Bird’s Eye Maple woodgrain. Power door locks were now available and radial tires were standard equipment on all models. The rear window area was changed to a more wrap-around fastback style and gave greater visibility. The “Camaro” nameplate was removed from the rear trunk lid and the front fender scripts were changed to block letters. The “Camaro” badge was removed from the grille and a badge was placed on the cowl above the grille area on the front nose. The Z28 was dropped and would not reappear until 1977. The catalytic converter was introduced as a more efficient means to reduce emissions, which ended the use of a true-duals, exhaust system. Sales were again pretty strong at over 145,000 units for 1975.

1976 – The sales kept climbing as Camaro/Firebird now owned 100% of the PonyCar market and over 182,000 units were produced for 1976. A few appearance updates were made and the LT models received a brushed metal insert on the rear panel. All V8 models were now supplied with standard power-brakes.

1977 – The reintroduction of the Z28 was mostly due to the extreme popularity of the Firebird Trans-Am of 1976 and was a mid-year addition for 1977 Camaros. This late addition was an immediate success and very popular with a 350-cid V8, 4-barrel carburetor and producing 185 hp. Most of the Z28’s were supplied with creature comforts, like air-conditioning and automatic transmission. The Borg-Warner Super T-10, 4-spd manual transmission was still available, as well as the new intermittent wiper system. Over 218,000 units were produced for 1977 and the first time that Camaro outsold the Ford Mustang. A stripped-down Z28, in the hands of a capable driver, could outperform the Pontiac Trans-Am and even the Corvettes on any highway or even a twisty canyon road.

1978 – The Camaro would receive new bumpers front and rear for 1978 with rubberized, body-colored covers and the hood would now contain a “scoop”. Sales again increased to over 272,000 units and make a strong statement to those who had doubted it just a few years ago.

1979 – The “LT” model would be replaced by the more luxurious “Berlinetta” model for 1979. A re-designed instrument cluster, with flatter looking fascia, would replace the aging dash area in front of the driver. The “Z28” came with a new front spoiler and fender flares and some new decals. The rear window now had an electric “defogger”, embedded in the glass. Another record year for sales with over 282,000 units being produced, breaking all previous sales by first or second generation Camaros.

1980 – The old reliable standard 250-cid L6 motor would be replaced by the new 229-cid V6. The Z28 hood got a new rear facing, raised, functional scoop with a solenoid actuated flapper valve, which opens under a full throttle position. New, optional grey 5-spoke rims were available for the Z28 and standard on all Z28’s was a newly styled upper and lower front grille and revised, colorful graphics. All speedometers now read a maximum of only 85 mph, reduced from the previous reading of 130 mph. Total sale figures fell to just over 152,000 units for 1980.

1981 – Virtually unchanged from the 1980 models, the 1981 Camaro would be the last of the second generation Camaros and the end of an era. Changes made were mainly government mandated, in order to increase fuel efficiency, while reducing emissions. A new computerized control system was used (CCC or Computer Command Control) with an oxygen sensor, electronically controlled carburetion system including a throttle position sensor, coolant temperature sensors, barometric pressure sensors and manifold absolute pressure sensors, along with the dreaded check engine lamp. This was only the beginning of changes that would take us out of the mechanical age and into the electronic age of today. The automatic transmission was also fitted with an electronically controlled, lock-up torque converter. This modernization (emissions restrictions) reduced the output rating to 175 hp for the 350-cid V8 in the Z28 and was now only available with an automatic transmission. The RS model was dropped this year and would not reappear until 1989. Total production fell again, to just over 126,000 units.

It was a great run for the second generation Chevrolet Camaro and they not only proved themselves as daily drivers that were loved by many, but also as great racing machines that dominated many series and all sorts of racing venues all over the world. The IROC series for one was totally dominated by the Camaros of the day.