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The Chevrolet Camaro was a compact car introduced in North America by the Chevrolet Motor Division of General Motors at the start of the 1967 model year as competition for the Ford Mustang.

Although it was technically a compact (by the standards of the time), the Camaro, like the entire class of Mustang competitiors, was soon known as a pony car.

Though the car’s name was contrived with no meaning, General Motors researchers found the word in a French dictionary as a slang term for “friend” or “companion.” Ford Motor Company researchers discovered other definitions, including “a shrimp-like creature” and an arcane term for “loose bowels”! In some automotive periodicals before official release, it was code-named “Panther”.

Four distinct generations of the car were produced.

Generation 1

1967
Sharing mechanicals with the upcoming 1968 Chevrolet Nova, the Camaro featured unibody structure. Chevrolet offered the car in only two body styles, a coupe and convertible. Almost 80 factory and 40 dealer options including three main packages were avaible.

* RS Package included many cosmetic changes such as RS badging, hidden headlights, blacked out grill, revised taillights and interior trims.

* SS Package included modified 5.7 L (350 in³) V8 engine (first 350 in³ engine ever offered by Chevrolet), also L35 396 in³ “big block” was avaible. SS featured non-functional air inlets on the hood, special striping and blacked out grill. It was possible to order both – RS and SS packages to receive RS/SS Camaro. In 1967 Camaro RS/SS Convertible Camaro with 396 in³ engine paced the Indianapolis 500 race.

* Z28 option code was introduced in 1966. This option package wasn’t mentioned in any sales literature so was unknown by most of the buyers. The only way to order Z28 package was to order base Camaro with Z28 option, front disc brakes, power steering and Muncie 4-speed transmission.

Z28 package featured unique 302 in³ “small block” engine, designed specifically to compete in the Club of America Trans Am racing series (which required engines smaller than 305 in³ and public availablity of the car).

Advertised power of this engine was listed at 290 hp (216 kW) while actual dyno readings rated it at 360 to 400 hp (269 to 298 kW). Z28 also came with upgraded suspension and racing stripes on the hood. It was possible to combine Z28 package with RS package. Only 602 Z28′s were sold.

Generation 2

The larger second-generation Camaro featured an all-new sleek body and improved suspension. The 1970-1/2 Camaro debuted as a 2+2 coupe; no convertible was offered and would not appear again until well into the third generation.

Most of the engine and drivetrain components were carried over from 1969 with the exception of the 230 in³ (3.8 L) six cylinder — the base engine was now the 250 in³ (4.1 L) six rated at 155 hp (116 kW).

The top performing motor was a L-78 396 in³ (6.5 L) V8 rated at 375 hp (280 kW). (Starting in 1970, the 396 in³ big block V8′s actually displaced 402 in³ (6.6 L), yet Chevrolet chose to retain the 396 badging.) Two 454 in³ (7.4 L) engines – the LS-6 and LS-7 – were listed on early specification sheets but never made it into production.

Besides the base model, buyers could select the “Rally Sport” option with a distinctive front nose and bumper, a “Super Sport” package, and the “Z-28 Special Performance Package” featuring a new high-performance 360 hp (268 kW) 350 in³ (5.7 L) cid V8.
1972

The 1972 Camaro suffered two major setbacks. A UAW strike at a GM assembly plant in Ohio disrupted production for 174 days, and 1100 Camaros had to be scrapped because they did not meet 1973 Federal bumper safety standards.

Some at GM seriously considered dropping the Camaro and Firebird altogether, while others were convinced the models remained marketable. The latter group eventually convinced those in favor of dropping the F Cars to reconsider, and Chevrolet would go on to produce 68,656 Camaros in 1972, the lowest production numbers for any model year.

Generation 3
1982

The 1982 model introduced the first Camaros with factory fuel injection, four-speed automatic transmissions (three-speed on the earlier models), five-speed manual transmissions (four-speed manual transmissions in 1982, and some 83-84 models), 15 or 16-inch rims, hatchback body style, and even a four-cylinder engine for a brief period (due to concerns over fuel economy).

The Camaro Z28 was Motor Trend magazine’s Car of the Year for 1982.

1985

In 1985 Chevrolet introduced a new Camaro model – the famous IROC-Z, called after popular racing series. IROC-Z Camaro featured upgraded suspension, special decal package and Tuned Port Injection system taken from the Chevrolet_Corvette Third generation Camaros also had a suspension system that was more capable in corners than the previous generation.

The Camaro IROC-Z was on Car and Driver magazine’s Ten Best list for 1985.

Engines

* 1978-1981 5.7 L (350 in³) Small-Block V8
* 1982-1985 2.5 L (151 in³) Iron Duke L4
* 1982-1984 2.8 L (173 in³) LC1 V6
* 1985-1989 2.8 L (173 in³) LB8 V6
* 1990-1992 3.1 L (191 in³) 60 Gen II V6
* 1982-1992 5.0 L (305 in³) Small-Block V8
* 1985-1992 5.7 L (350 in³) Small-Block V8

Generation 4
1993

1993 began the fourth and last generation of Camaros, lasting through the 2002 model year. Production of the fourth and final generation was moved from GM’s Van Nuys, California assembly plant to one in Ste. Therese, Quebec in 1993.

Though the car would no longer be produced in the US, the new design which incorporated lightweight plastic body panels over a steel space frame, and a better suspension, further improved upon the Camaro line.

From 1993 to 1997 the Camaro was available with the LT-1 engine, the same Generation II small block V8 used in the Corvette, although in slightly de-tuned form.

In 1996, the long-discontinued “SS” option was resurrected and in 1998, the all-new LS-1 engine Generation III small block was offered on the SS and Z28 Camaros, marking the end of the Generation I small block V8 that had its roots in Chevrolet’s 265 in³ engine of 1955. Unfortunately, sales were below expectations, and production of the Camaro ceased in 2002.
1998

1998 saw a new head light design for the Camaro. The new design removed the previous recessed-light design present in the 1982-1997 Camaros. The faux air intakes on the hood were also eliminated. In addition the LT1 engine was removed and instead an LS1 in its place.
Engines

* 1993-1995 3.4 L (208 in³) 60 Gen III V6
* 1995-2002 3.8 L (231 in³) 3800 Series II V6
* 1993-1997 5.7 L (350 in³) LT1 V8
* 1998-2002 5.7 L (350 in³) LS1 V8

2002
2002 marked the last year of the Chevrolet Camaro and was also the 35th anniversary for the Camaro. This milestone was celebrated with a special anniversary car modified from the factory by SLP. The anniversary package was only available on the SS (Super Sport).

Engine modifications were available in addition to the 325 hp (242 kW) engine which all Super Sports produce. Silver racing stripes down the hood and trunk lid made the car more noticeable than ever—especially against the Bright Rally Red paint (the only color available with the anniversary package).

The car also had the slogan attached to it “Leave a Lasting ImpreSSion” and had the logo embroidered in the seats. The car was only available as a convertible or with T-Tops. 3,000 Camaros with the anniversary package were produced for the United States and 152 for Canada.

Though production Camaros were never as fast as the flagship Corvette, the car cost less than half as much and was easily modified. If its frequent inclusion in automotive enthusiast magazines is any indication, the Chevy Camaro is one of the most popular cars for modification in the automotive history.

Throughout its history, the Camaro shared its internal body and major components with a sister car – the Pontiac Firebird.

For many people, anti-roll bars is just a humble sub-iron, but iron car child will have a significant impact. Anti-RollBar often translated into anti-roll bars, to popular point can call it “under the rod” (the bar refers to the engine room bar, it was known as the balance beam). Modified after two roll bars although more than 10 thousand yuan to spend on your budget (in this case is the NT), but it was on the economic benefits of improved control can be said that the highest of all conversion projects. Normal production cars are equipped with roll bars, but are limited to front, aimed to reach a compromise control and comfort. Anti-roll bars are usually fixed in about suspension of the lower arm, the car will be the role of centrifugal force in cornering when the vehicle’s roll center of the roll caused by the body, resulting in bending and bending within the outer wheel suspension tension and compression, resulting in anti-dumping torsion bar lever extension, was to reverse the shaft created using force to suppress body roll bounce. Roll and we mentioned here previously mentioned body roll (Roll) is the same; so-called rolling direction from the front looked like the car frame in a vertical axis from the front through the rear of the vehicle, then do rotate. Of course, the magnitude of this rotation is small, if the angle of rotation will roll too much, that is really rolling up.

The role of anti-roll bars When walking the same road about two bumps or holes, the anti-roll bars and will not function properly. However, if the left and right wheels are raised or holes through the different road when the level is around two highly different time, will cause the torsion shaft, resulting in anti-dumping resistance (RollResistance) inhibition of body roll. That is when the left and right sides of the suspension moves up and down simultaneously when the roll bars on the effect does not occur only in the left and right suspension or steering cornering road surface caused by fluctuations of sync action only when the anti-roll bars have an effect. Anti-roll bars only in the role of the road will only harden, spring will be hard not to walk on the road of full hardening. If you want to completely * springs to reduce body roll that may need to be very hard spring, but to use high damping shock absorber to suppress the spring bounce, this way we will have to take the hard springs and shock absorbers caused by the device, such as the road of, when the tracking of uneven road passing bad side effects. But with the appropriate anti-roll bars can reduce roll, but should not sacrifice comfort and tracking resistance. Therefore, anti-roll bars and spring mix is to reach the road and handling the most feasible way of compromise.

Features anti-roll bars

Roll bars and springs provide resistance to anti-dumping are complementary, and resistance to anti-dumping occur in pairs, ie anti-dumping front and rear of the resistance is associated with resistance to anti-dumping occurred, but because body weight ratio, and the relationship between the role of other external forces will make the resistance before and after the anti-dumping and uneven, this way it will directly affect the body weight transfer and control of balance. If the rear wheel anti-dumping resistance might cause the oversteer (Oversteer), otherwise if the front wheel anti-dumping resistance might cause the understeer (Understeer). In order to improve the control we can make use of anti-roll bars to control body rolling can also be used to control the body’s resistance before and after anti-dumping apportioned. Anti-roll bars to achieve the most important feature is the balance between control and limit body roll when cornering to improve Tire The paste for the location. Within the wheel when cornering bend stretch and bend outer suspension suspension is compressed, then roll bars to reverse the inhibition of such a situation arises. It will bend the suspension applied outer pressure of a downward force, while the bending facilities within the wheel suspension of a lift force, imposed on the force about suspension is equal and opposite restraining each other. Anti-roll bars too soft independent suspension in the car will cause excessive camber when cornering, reducing tire contact area, too hard can cause the tire is not close to the ground, affecting handling. Inside of the bend wheel, the anti-roll bars on the wheel and the spring force applied to the force applied on the wheel is in the opposite direction, the spring force generated by the wheel pressure can be put back to the ground, while the roll bars but will it leave the ground. If the anti-roll bars to reduce the wheel too hard will force pressure back to the ground, if this happens in the driving wheel, may make refueling bending curve obtained within the smaller wheel grip, causing the tire spinning. It has a high-powered cars are not LSD is very dangerous, the ideal state is to provide anti-roll bars anti-dumping anti-dumping resistance control of the total resistance of 20% to 50%.