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The Camaro is the legendary car introduced by Chevrolet for the 1967 model year in order to compete with the Ford Mustang and other cars like it. This initial entry into the highly competitive muscle car market was an instant hit for Chevy, and a line of cars was born that would span five decades and five vehicle generations. Today, Camaro is something more than a synonym for American muscle. A staple of Americana, through its diversity the Camaro has exemplified sexiness, power, speed, and that racing spirit we all find so alluring.

To this day, the first-generation Camaros hold a special place in the hearts and minds of not only American enthusiasts, but also automotive admirers throughout the world. Introduced on September 26, 1966, Chevy built the 1967 Camaro on their all-new F platform, a sport platform based on the GM X platform for compact cars. The Chevrolet Camaro and the Pontiac Firebird, the F-bodies, are the only models ever to use the F platform.

The '68 Camaro for sale the following year brought with it refinements and tweaks, but no major revisions. Why would it after all? The 1967 Camaro had been a smash hit, drove like a dream, and had no substantial problems. Like the inaugural model, Chevy sold the '68 Camaro for sale in three primary packages (RS, SS, Z/28), in addition to the standard model, along with 80 factory options and 40 dealer options.

The RS (Rally Sport) '68 Camaro for sale was nothing more than an appearance package on top of the base Camaro. It included RS badges, deluxe rocker trim, hidden headlights, and streamlined taillights. Chevy sold nearly 41,000 RS units, but the recorded numbers make no distinction between Camaros sold as standard and those sold as RS. In all three years of that first generation, it was also possible to order a RS/SS combo, and Chevrolet counted those among the SS models.

The SS (Super Sport) '68 Camaro for sale included the 350 cubic-inch V8 engine rather than the standard V6, and two versions of the 396 cubic-inch big-block V8 were available as an option. The SS also featured silver SS badges, racing stripes, and non-functional air inlets on the hood. Chevy placed badges on the grille, front fenders, horn button, and gas cap. Red SS badges indicated RS/SS models. Chevy sold just south of 28,000 SS units.

With the Z/28, Chevy offered a "virtually race-ready" Camaro, and in 1967, they had used it as the pace car of the Indianapolis 500 in order to promote it. However, none of the literature or marketing outside of that event ever mentioned it. For that reason, the Z/28 was relatively unknown among buyers during that first year, and Chevy sold only approximately 600 units. For the Z/28 '68 Camaro for sale, Chevy took a more aggressive approach, and they sold more than 7,000 units.

The Z/28 option came with a Muncie 4-speed manual transmission, front disc brakes, and a 302 cubic-inch small-block V8 engine. The reason for the smaller engine was that Chevrolet had designed it specifically to race in the Trans Am series, which called for a publically available car with an engine smaller than 305 cubic inches. Chevy advertised the horsepower as 290, but the peak was closer to 360 horsepower or 400 horsepower with the optional dual four-barrel carburetors. Chevy had underrated the engine for both insurance and racing reasons.

Dan Legal is a member of the web team that runs the website LemonFree.com Classifieds. LemonFree is a car search engine which currently has over 2 million new and used cars for sale. If your trying to locate a 68 Camaro For Sale; trust LemonFree to help you find your next car today!

2010 Chevrolet Corvette Grand Sport Test Drive - Z06 Attributes without the Z06 Price

Knowledgeable enthusiasts agree that Chevy's current C6 Corvette is the best ever, and few question that the racer-like limited-production 505-horsepower $75,000 Z06 and the faster-still, and surprisingly refined supercharged 638-horse $108K ZR1 models are the best high-performance sports-car values on the market. But until now, there has been a substantial price gap between the roughly $50K base Corvette and that Z06.

The new 2010 Chevy Grand Sports fill the gap (for just $5-6K premiums above base MSRP) between the most Spartan Vettes and the Z06 and even more expensive ZRI. Chevrolet expects them to account for nearly half of 2010 Corvette sales, and—given their forceful good looks and outstanding performance value—we;see no reason to doubt that prediction.

Purists complain that Corvette V-8s (like Chrysler's HEMI V-8s), with their single camshaft nestled deep in the center of their blocks driving overhead valves through pushrods and rockers, are inefficient "old tech" compared to other modern engines with camshafts mounted atop their heads. Yet the many advantages of cam-in-block construction—including lower cost and complexity, lower weight and center of gravity, easier build and serviceability and smaller overall size for a given displacement—provide truly notable performance for the money. Few complain about this 6.2-liter non-turbo LS3 V-8's prodigious power and torque and surprising fuel efficiency (16/26 EPA city/highway mpg) at the Corvette's fairly affordable price. And if the standard 430 horsepower and 424 lb.-ft. of torque are not sufficient, an optional two-mode exhaust system bumps those impressive numbers to 436 and 428.

Amazingly (at the price), the LS3 engines in six-speed-manual Grand Sports are hand built alongside Z06 and ZR1 V-8s at GM's Wixom, MI special engine build facility and boast racer-like dry sump lubrication with a remote oil reservoir to prevent oil starvation during extended hard cornering, plus a differential cooler and a rear-mounted battery. Also standard with the six-speed manual is a terrific launch control system that modulates full-throttle torque 100 times per second to maximize available traction. The driver can just stand on the gas and side step the clutch for consistent four-second 0-60 launches.

Grand Sport Corvettes roll on large (275/35ZR18 front, 325/30ZR19 rear) high-performance tires on unique alloy wheels with Z06-size brakes: front 14-inch rotors with six-piston calipers and rear 13.4-inch rotors with four-piston calipers. A step above standard Corvettes in performance (thanks to more insistent gearing) and especially in dynamics, they are civilized on the road yet fiercely capable on a track. You could comfortably pilot one to work each day and pound it around a racetrack every weekend.

We tested manual and automatic coupes and convertibles on local roads and freeways, then brutalized manual-shift coupes on GM's Milford, MI high-speed development track, and found much to love and little not to like. On climate-cratered Michigan roads, their ride was controlled but comfortable and compliant. On the track, their handling and stability were near-Z06 awesome. Acceleration was strong from any speed, braking was consistently powerful and stable and steering was crisp and precise. Uphill and down, through hairpins, fast sweepers and tight, tricky esses (with standard stability control on), they took a slight tail-out set powering out of each turn then dug in and rocketed toward the next one.

There is now a well-defined hierarchy within Chevy's 2010 Corvette line-up, beginning with the base coupe at $49,880 MSRP (Manufacturer's Suggested Retail Price) and climbing through the standard convertible at $54,530, the Grand Sport coupe at $55,720 and Grand Sport convertible at $59,530 before jumping to the $75K Z06. Standard on all 2010 Corvettes are keyless access, stability control, side air bags, OnStar with Turn-by-Turn navigation, AM/FM/CD radio with steering wheel controls, launch control (with manual transmission) and steering wheel paddle shifters with optional automatic.

Two available interior packages fill the gap between the standard trim and the posh leather-wrapped cabin, and a Heritage Package adds those front fender stripes and two-tone seats with Grand Sport embroidery. Additional major options include DVD navigation with voice recognition, Bose premium audio with XM Satellite Radio and a six-disc CD changer.

About the Author

autoMedia.com, together with their expert automotive journalists, provides automotive advice you can trust. Original auto reviews and road tests provide accurate and entertaining information to car shoppers and auto enthusiasts. Enjoy more of their popular reviews and get additional information on the 2010 Chevrolet Corvette Grand Sport along with detials on all Chevrolet Models.

has anyone ever put a chevy 350 small block in a toyota truck?

I have a 91 toyota pick-up,standard cab,and I want to put a chevy 350 small block carburated v8 engine in it,does anyone know of a good place to aquire one of these engines,in need of a rebuild,or a 700r transmission under $100.00,or any helpfull info?

Yes, I have done it twice. It is very difficult and requires alot of metal fabrication. Also alot of cutting, and welding under-hood and on the frame. You will also have to take out almost the whole floor panel and weld in new supports and floor. If you have the tools and the ability to see what is needed and make it yourself. It can be done.

I did it to a 77 toyota standard cab and a 1987 extended cab. I used small block 327s in both cases. I got one from an Elcamino and the other from a pickup.

I would recommend getting a long block crate motor from GM though. After much research after the fact I found that it would have been more economical for me to do so. I had to but alot of new parts to make it look good. If i would have bought the crate motor I would have spent just a little bit more and had a brand new motor with a warranty. Hindsight is always 20-20.

Local trio motivated by the need for speed
It’s an addiction to speed. No, not the controlled substance; the type of speed that pushes you back in your seat as the pedal mashes to the floor and your car races toward the finish line at 118-plus miles per hour. Greg Carlos, Joey Myers and Jim Dunham say their need for speed is the driving force behind their decision to take a shot at the Pinks All-Out drag race in Topeka, Kan., next month ...

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