The smart athlete retires gracefully, at his peak – before he starts to slip and give off that “has-been” stink. To their credit, that’s what Chevrolet managers did when they discontinued the Z28 version of the popular Camaro sport coupe after the 1974 model year. True high-performance engines such as the 1970–1971 Z28’s solid lifter-equipped high-compression LT-1 V-8 (and the later L-82 350, also sourced from the Corvette) had been involuntarily retired by ever-tightening government regulations as well as by fading consumer demand in the wake of startling gas price hikes and shortages that made owning a 12 MPG muscle car as popular as the Herp at a swinger’s party.
So it was decided to allow the Z28 RPO (Regular Production Option) a dignified fade-away with its well-earned reputation still intact, rather than exploit the performance image of the older cars to sell new cars that had none. The Z28 would not have to do embarrassing commercials for Bengay – or have the tabloids dissect its marital problems. It would retire like Johnny Carson from The Tonight Show – with class.
For two model years—1975 and 1976—there was no Z28 option at all, conferring a sort of moral superiority on Chevrolet for not trying to slip the public a “roofie.” Other brands (notably Ford and its Mustang II) had been mercilessly exploiting the legacy of their once-proud performance cars of the 1960s to hawk their watered-down, non-alcoholic beer replacements. For awhile, “Z28” still meant something on the street – unlike “Cobra,” which by the mid-late 1970s had become synonymous with stripe-and-decal disco cruisers driven by guys wearing medallions and too-tight Vidal Sassoon jeans.
It didn’t last.
After two years of resisting the same temptation that had gotten the better of Ford, Chevy brought back the Z28 – but in name only, sort of like “New Coke.” The “all-new” 1977 Z28 was pretty much the old (1976) Z28 in every way that mattered.
It did not have a special high-performance engine, as it had in years past. Instead, it was motivated by the same low-output, low-compression LM1 350 V-8 used in grandma-destined Malibus and Novas – and exactly the same engine used in non-Z28 1975 and 1976 Camaros, right down to the emissions calibrated carburetor, cast-iron exhaust manifolds and single exhaust. Chevy advertised a special high-performance suspension but even that had been offered the year before as the optional F41 package on RS and Type LT Camaros. Ok, maybe it had been “tuned” a bit, but that hardly makes a Z28.
The “all new” 1977 Z28 was thus little better than a quick skin job. It didn’t even come with a fake hood scoop – just a decal that suggested one. Kind of like that spray-on stuff that suggests hair on a bald spot.
This same basic soft-cammed, low compression 350 4-barrel engine lasted through 1981 – by which time Chevy had at least bolted on a fiberglass “air induction” hood scoop and fitted the flabby Z with aluminum wheels instead of the heavy stamped steel Rally wheels that had been used in 1977 through 1979. In a bid to bleed away some sales from Pontiac’s highly successful Trans-Am, Chevy also added a chin spoiler, fender flares, and dummy air extractors on the front quarter panels after 1978 – but these features did little to make the car any faster. The fairly aggressive 3.73 rear axle ratio was one of the few legitimate performance pieces the car was allowed, but with so little horsepower available – and so much weight, nearly two tons of it – the performance gear set only served to limit the car’s top speed to around 110 MPH at the edge of the gutless V-8’s 5,000 rpm redline. This was 20 or 30miles per hour less than in the Z28’s heyday four or five years earlier – and less than a current year Prius hybrid is capable of achieving.
As toothless as the 1977-1981 Z28s were, they appeared to have dentures at least when the downsized “Third Generation” Camaros appeared in 1982. The 5.7 liter LM1 350 had been dropped entirely, replaced by an even smaller and weaker 5-liter 305 V-8 that in top “high output” form offered a meager 165horsepower, 25 less than the 1981 Z28’s 350 4-barrel engine.
These were dark and dismal years, and the Z28 never fully recovered, even though power and performance eventually came back in the mid-1990s. By then, however, it was too late to undo the damage of a decade’s worth of dragging the Z28’s memory through the mud. GM eventually cancelled the Camaro (and its corporate twin, the Pontiac Firebird) for good after the end of the 2002 model year.
The franchise was revived again in 2010 – this time, with performance to match the image. But the resurrection coincided with the worst economic belly flop since the Great Depression and the future of the Camaro is (once again) a question mark.
Five Fast Facts
Unlike the original 1967 Z28 and models through 1974, the 1977–1981 Z28s were mass produced – and used engines no different from those used in other Chevy vehicles. The 1977–1981 Z28s’ standard 350 V-8 could even be ordered as an option in other, non-Z28 Camaros- something which was never allowed with the 1967–1974 models.
Though Pontiac’s Trans-Am had stopped using exposed metal bumpers years earlier, the Z28 did not get a flexible “Enduro” nosepiece and tail section until the 1978 model year – four years after the ’Bird.
The 1977–1981 Z28 did not come with mufflers; to enhance the illusion of performance, the cars were fitted with twin “resonators” (basically echo chambers) and a Y-pipe aft of the catalytic converter to provide an approximation of that rumbly V-8 muscle car sound.
Beginning with the 1979 model year, all Z28s were fitted with 85miles per hour speedometers – a measure intended to discourage people from speeding. (It also gave the owner the possibility of burying the needle.)
The 1977–1981 Camaro Z28 was the last Z28 (and the last Camaro) to have an interior design substantially different from the Firebird’s, including different dashboard, instruments, door panels, center console, and seats.
Excerpted from “Automotive Atrocities” (MBI, 2004) http://www.amazon.com/s/ref=nb_sb_noss?url=search-alias%3Daps&field-keywords=Automotive+Atrocities&x=0&y=0
Hello , how are You today ? I owned a 1980 Z-28 Camaro from feb. 1985 until sept.2001 and I loved the car . That engine did’nt come alive unless You ran the timing at between 12-13deg btdc and installed full dual exhaust .Also Bfg 275-50-15 rear , 265-50-15 fr . In that trim the car reached 60 in 6.0 sec . The reason I’m leaving a comment is to make a correction of the differential gears . They were 3:42/1 . It’s a common mistake I used to see alot when guys would advertise those differentials for sale . They would also adv them as being lim slip/ posi-traction which they were not . The Trans-Am had the lim slip/ posi-traction but not the Z-28 in those years . Anyway I really miss that car as I had all the goodies including the posi , KYB shocks , T/A big block fr springs , T/A sway bars fr and rear , the rear discs and combination valve off a T/A , killer stereo …….etc
Hi Chris,
I know TAs better than Camaros so maybe I am not remembering correctly, but I’m pretty sure limited slip was at least available as an option on the ’77-’81 Z28.
I once owned an ’80 Z28 and it had the limited slip tag on the pumpkin – and both tires would spin, not just the right rear. I agree that a good performance tune – and definitely dual exhaust – would much improve the car’s 0-60 time, but 6 seconds flat? I dunno, man. These were big, heavy cars and the stock 350 was not even remotely a performance engine (in fact it was identical to the 350 that was optional in non-Z28 Camaros and also the same as the 350s used in other Chevy passenger cars). Even with the performance tune and duals, the 350 was probably not making as much power as the same-era Trans-Am’s “W72″ 400, which did have a few performance features such as a more aggressive camshaft and was rated at a much stouter 220 hp vs. the Camaro’s 190 hp…. and the TA was not a 6 second car in stock trim. The ’73-’74 SD-455 (290 hp) was in that ballpark (mid 5s, if memory serves) but the SD-455 was a serious, purpose-built performance engine with big valve heads, a hot cam, header-style exhaust (with duals) and so on… (Here’s some detail http://www.transamworld.com/fbird-history-php2.php )
I don’t have my hp calculator handy, but my guess is you’d need to be making at least 260-275 honest (net, rear wheel) hp to get a late ’70s Z28 or TA to 60 in 6 seconds flat.
Hello
So………..A friend is restoring a 1981 Z-28 with a modified 350 pushing around 370 hp and automatic. It has the t-tops, red interior, cowl induction, and stripe kit. The friend, a Pontiac and Camaro fiend, claims these cars are VERY popular as many teenagers and years beyond came to know and love these cars as they were considered a ‘muscle car’ to them. No expense spared on the car, total front end rebuild, new (and flawless) paint etc. etc. etc. I am considering purchasing the car, but am also looking at market value and popularity down the road. Any ‘inside track’ on the desirability of this car?? Thanks for your opinion.
Hi Daryl,
Late second generation (circa 1975-’81) Camaros are already very popular – and collectible – and likely to become more so. Though not as powerful in stock trim as the earlier versions, they’re still basically the same cars (with minor trim/sheetmetal differences here and there) and easily modified to perform as well as the earlier cars, stock or modified. There is also interest in restoring and preserving them as they were. Either way, it’s a very safe bet as far as an investment. Some stuff to know:
The ’80-’81 Z28s were the only second generation Camaros to have operational cowl induction from the factory. The ’78-79 cars had dummy scoops; the ’77 just had a sticker.
Automatic-equipped cars were (and still are) much more common; 4-speed cars are more valuable today.
The T-tops leak. No matter what you do. They will leak. Your ’81 has the factory Fisher tops, which are much better than the dealer-installed Hurst hatches. But they all still leak. Be aware of this, because most T-top cars have rusted floor pans as a result.
Parts for these cars are abundant, with one exception: The molded cowl seal end pieces; damn hard to find NOS and not made (that I am aware of) aftermarket.
Disclosure: I’ve owned an ’80 Z28 and a ’78 Type LT with the same 350 as the same-year Z28. These were great cars. I think you’ll enjoy owning it!
Thanks Very Much Eric
The current owner/restorer is selling the car because he has a line on an ’81 Z with a four speed, apparently blue and similar to the one he adored in high school, and has always wanted another.
I was not aware of the T-Top issue so will be sure to keep a close eye on that, and should I stumble across the cowl induction pieces at a parts swap meet, I will be sure to secure another set of parts, just in case.
I too am a former Camaro owner; a 1974 LT with a four speed; somewhat somnolent but looked good with a set of Cragar SS mags; and a 19701/2 Z-28 which was an odd copper/salmon colour………that I never should have sold, nuff said.
I am currently restoring a /75 FIrebird Formula, numbers matching 400 and 4 speed, but wanted something to enjoy in the meantime. Somewhere down the road I will have to choose because of limited space and marital compliance.
Your comments and additional info are most greatly appreciated.
Daryl
Np!
And: Your ’75 400 4-speed Formula is a pretty rare (and cool) car. I had a buddy whose father owned an even more rare ’79 Formula with the W72 “T/A 6.6″ 400 and 4-speed, WS6 – the works. Of course he sold the car long before he knew what he had….
Not many around for sure…..this one is Buccaneer Red with white interior, engine with some perormance mods, polished exhaust and intake, cam, electric fuel pump, even has working ram air. The same guy who is doing the Z-28 did the motor on this car, should be around 400hp.
Sounds great!
You can see some indirect/background pics of my ’76 in the articles on the Kawasaki S1 resto that are up on the main page (and under “motorcycles”). It has a 455 with mild street cam, tuned Quadrajet and MSD ignition, factory-style RA III cast iron headers and working shaker scoop. Probably makes an honest 370 or so hp. But the torque is incredible!
Back around 1987-88 I would always see a 73or74(forget which)Formula SD-455 at the local car shows.This car was beautiful and in flawless condition.It was for sale too-$6,500.I was only 16 at the time and though this was crazy money he was asking.Now I look back and think I should have robbed a bank or whatever it took to get this car.
Ah feeel your pain, Getcha!
Back in the early ’90s I had the same experience. I used to frequently pass a red ’74 SD-455 parked in this guy’s driveway; it was tired-looking but “all there” and still operational (he moved it every once in awhile). It had a For Sale sign on it: $5,500 or something like that. I was recently out of college and po’ – so $5,500 might as well have been $55,000. But if I could turn back time… I’d have become a manwhore or whatever it took get the coin to get that car!
I purchased an 81 Camaro z28 last year and have had the car upgraded with a 425 hp 383 motor with all the bells and whistles. The motor was added along with a 700r transmission with a stall speed converter and a shift kit, Caltrak taction bars, brakes redone totally, all suspension upgraded or replaced, all body mounts replaced, headers with dual exhaust. About $30,000 invested so far. The body needs to be redone and I am in the process of sending it to a professional body shop for that mission. The interior will be included in the $10,000+ restoration of the body. I recently put Mickey Thompson street radials on the back and radials on the front. Im wondering if anyone is interested in the car as it is now without the body and interior restoration. The car has 700 break in miles and is a blast to drive. I need to sell the car with tight year ahead. I hate to part with the car but it is what it is. Anyone interested please e-mail. It is a mean motor scooter.
Hi Tom,
I had one once, too – sorry to hear you need to sell yours. Second Gen. F cars are lots of fun!
It pains me to read articles such as this. It is clear that the writer has little knowledge of these cars. I owned a 77 auto, 79 4 spd, and a 80 auto. I know the cars and options very well. First of all, there was no Z28 in 1976. Secondly it is easy to sit back and state the obvious. The 1977 Z28 came with a LM1 350 rated around 170hp (depends on whose story your reading. 190 for 1980). I have read that the Z28 came with a different cam however that helped raise the static compression ratio, but this has not ever been verified to my knowledge. Regardless the Z28 of 1977 was never intended to run with L82 beasts. What a 77 Z would do, is run the canyons with anything else out there. As was stated “the 77 Z28 is a close as you can get to a Corvette”. Automatic Z’s came with the Corvette “CVC” TH350 which had a different 1st gear ration, and a 3.42:1 ring and pinion. 4sp Z’s came with the 3.73:1 standard most years, I believe they changed this around 1981. Quick steering ratio, much bigger sway bars than the 74, as well as stiffened springs made for a very balanced, great handling package. Although the LM1 wasn’t a beast, with a little tinkering (advance recurve) and some good gas they were quite respectable…especially for the day. One has to remember we didn’t have very good gas back in the day as well. Regardless the big 3 was out of the “hot rod” business…but anybody with a little hot rod knowledge could really make these cars run without serious modification to the engine.
My 1977 Z was my favorite due to the short overhangs. To me the 77 just looks like a hot rod. In 1980 they changed the springs and lowered the car just a bit. Most people don’t know, or just don’t care. As I have owned several of these cars I consider myself a bit of a “Z28 geek”.
Anybody who ever owned one of these cars knows they were a blast to drive. Quick enough for most of us, with handling that unheard of just years before.
Cheers!
Hey Randy,
I’ve actually owned three – a ’77, a ’78 and a 1980. So yes, I do know something about them. (Did I say there was a Z28 in 1976? Maybe there’s a typo in the piece; if so, I apologize.)
I’ve also owned several same-era Trans-Ams and the Pontiacs handled much better, with a far more compliant ride, due to the emphasis on sway bars rather than stiffer leafs. (Check out the relative differences in sway bar diameters, Z28 vs. Trans-Am.) This – the Trans-Am’s superior handling – was acknowledged by period testers. In fact, the Trans-Am from that era was the best handling American car – better than Corvette, in fact. Go look it up. (By 1978, Pontiac was offering 15×8 wheels and four-wheel-disc brakes, too. Camaro had drums through the end of the second generation run and never offered wheels larger than 15×7.)
The LM1 350 was identical to the LM1 350 used in other Chevy vehicles of the period. It had no special performance parts at all, though the 1980-’81 Z28, as you know, had a functional “air induction” scoop. Yes, the LM1 could be hopped up – like just about any small block Chevy. But stock, these were (at best) mid-high 15 second cars.
That’s a 350/manual with no AC and 3.73 gearing. An automatic car with less aggressive gears and a lot of power equipment (AC, windows and locks, etc.) was slower. I have multiple reference volumes with rod tests from the era. And as I mentioned, I’ve owned three of these cars, too. So I am not spouting my opinion, I’m just quoting what contemporaneous road tests published.
A current Camry V-6 would smoke a stock ’77-81 Z28 0-60 and 1/4 mile. And the same era Trans-Am 400 L78/W72 “TA 6.6″ with 200-220 hp was quicker, too.
Were they fun to drive in their time? Sure! I don’t think I ever said (or wrote) otherwise… they’re neat cars, with a lot of potential. And unlike the more powerful – and collectible – earlier L-82 and LT-1 Z28s, the ’77-’81 versions are still reasonably priced.
I’d love to have another someday. Sorry if you got the impression that I am not a fan of these cars, because I am!