Super Sports have been the workhorses of Chevrolet’s performance lineup since 1961, when the now-legendary moniker was first applied to the company’s full-size cars. To Chevrolet enthusiasts, the presence of SS badges implies a beefed-up drivetrain, stout suspension, strong brakes and, of course, an array of stripes and callouts to let the world know your intentions. From a buyer or seller’s point of view, if it has the SS goods, it’s worth a premium over a non-SS version of the same model.
The Super Sport designation has been applied to a wide variety of Chevrolets, sometimes slapped on the sides of vehicles that were less “super” than they should’ve been. Not every generation of Camaro has had a Super Sport edition, but the F-bodies that have worn the badges have been pretty special.
From the very beginning, the Camaro was a natural to join the Super Sport lineup: Lightweight and compact, yet designed to handle the most powerful V-8s in Chevrolet’s arsenal. The car was also designed to accept all of the hardware needed to put that power to the ground. Make no mistake, Super Sport Camaros were never intended to be limited-production cars, but rather high-volume, high-profile, moneymakers. Consider that from 1967-’69 Chevrolet built approximately 28,000 Z/28 Camaros. By comparison, in 1967 alone, 34,411 SS Camaros rolled out of the factory. That dropped to 30,695 in ’68 and shot back up to 34,932 in 1969. As a result, first-generation Super Sport Camaros aren’t difficult to find today. Well-optioned examples in excellent condition can bring $45,000 to $55,000, the average condition SS can range between $20,000 and $30,000, while SS Camaros needing attention can bring $15,000 to $20,000.
Still, it sometimes seems like fakes, clones and tribute cars outnumber genuine examples. Due to the seemingly limitless supply of aftermarket parts available for first-generation Camaros, it’s easy to buy the pieces and build your own SS. More often than not, however, do-it-yourselfers don’t have the knowledge or the parts needed to get all of the details correct, so the imposters are usually fairly easy to spot. Some owners just like the look of SS trim and will openly admit to having added emblems and stripes. If someone wants to go to the trouble, though, these cars can be convincingly duplicated. General Motors has no records of specific option production for first-generation Camaros, so buyers must rely on the VIN (to tell if the car was originally a six or a V-8), the broadcast sheet (which is usually missing) and the cowl tag.
All of the first- and second-generation Camaro Super Sports were powered by either a 350 or a 396. Horsepower waned until the Camaro SS’s disappearance after 1972, trailing off to 200hp for the 350 and 240hp for the 396. The SS badges didn’t appear on a Camaro again until performance tuner SLP Engineering dusted them off in 1996 and used them through the fourth-generation Camaro’s demise in 2002. These Camaros, too, were impressive performers. The 1996 SS roared back with 305hp. That was kicked up to 320hp when the Gen III 5.7 LS engine arrived in 1998, and power peaked at around 325hp when Camaro production ended in 2002. The first high-performance Camaros to rise from the ashes in 2010 wore SS logos and boasted a whopping 400-plus horsepower from their 6.2-liter LS-series V-8 engines.
ENGINES
First-generation Super Sport Camaros were available with either a 350-cu.in. or a 396-cu.in. V-8 engine. Four-barrel carburetors and dual exhaust were standard equipment on Super Sports. The new-for-1967 350-cu.in. small-block was the SS package’s base engine, and the only small-block offered as part of the SS group from 1967-’69. In 1967 and 1968, the L48 350 was rated at 295hp; in 1969, it was rated at 300hp.
In 1967, SS buyers had their choice of two 396-cu.in. V-8 engines: the 325hp L35 and the 375hp L78. In 1968, the number of available 396 engines was increased to four as the 350hp L34 396 and the aluminum-head-equipped 375hp L89 396 were added to the lineup. For 1969, the 350 small-block and all four variations of the 396 big-block engines were offered again.
The L48s were healthy 350s: 10.25:1 compression, four-bolt-main blocks (normally), hydraulic camshaft and decent 63cc heads with 1.94-inch intake valves. The 325hp and 350hp 396 engines were a step up, but (typically) used two-bolt main blocks, oval-port heads and hydraulic camshafts. The 375hp variants were more serious performance engines with four-bolt main blocks, forged steel cranks, 11:1 pistons, rectangular-port heads with 2.19-inch valves and an aggressive mechanical camshaft. These 396s were also the only engines in the Camaro lineup (with the exception of the 302) to be topped with a Holley carburetor. All of the SS Camaros were outfitted with bright air cleaner lids and valve covers. The 396s were equipped with open-element air cleaners.
Chevrolet engine blocks were stamped (on the pad in front of the number two cylinder) with a partial VIN that included the VIN of the automobile. After 1969, blocks would have the VIN stamped along the bellhousing near the oil-filter mount. Obviously, it’s important to check these spots for “matching numbers.” Having the original engine in a Super Sport Camaro can be a deal-maker or -breaker.
Rebuilding a 350 or a 396 is straightforward and affordable. Parts availability for Chevrolet engines is among the best of any engine ever produced. A Camaro SS with a poor running engine might be a buyer’s opportunity, not something to be feared.
Owner Christopher Tucker
TRANSMISSIONS
The base transmission for Super Sports with the base engine was a Saginaw three-speed manual. A Borg-Warner heavy-duty three-speed manual was an option on small-block cars and required on big-block cars. The base transmission would’ve arrived with a column-mounted shifter if a floor shift wasn’t ordered. However, the heavy-duty transmission required a floor shift. In 1969, the base transmission in the SS 350 was a floor-shifted heavy-duty Muncie three-speed.
The M-20 four-speed manual and the M-21 four-speed were also available. In 1968, the M-22 was added to the SS lineup, but only available with a 375hp 396. The TH400 was available with the 375hp 396 in 1969. Previously, ordering a 375hp SS 396 Camaro meant getting a manual transmission.
Muncie shifters were used on floor-shifted three-speeds as well as four-speeds through 1968. In 1969, four-speed Super Sports were equipped with a Hurst shifter.
The two-speed Powerglide or a three-speed Turbo Hydra-Matic were the automatic transmission choices. Initially, the TH400 was the only three-speed automatic and was offered only with the 396. In 1969, the TH350 was available behind small-block engines. Floor shifters were optional with automatic transmissions.
Today, GM automatic transmission repair/replacement options are endless. Transmissions are VIN-stamped or stamped with a partial VIN, so if originality is important, this is something to investigate.
AXLES/DIFFERENTIALS
There is some discrepancy about the rear axles used in Camaro Super Sports. The 12-bolt axle seems to be prevalent in all Super Sports, although factory literature suggests that SS 350s with automatic transmissions would’ve been equipped with 10-bolt axles. That seems to be the case with Powerglide-equipped SS 350s, but not those with Turbo Hydra-Matic transmissions. There were a wide variety of final-drive gear ratios available. A 3.31:1 ratio was standard with the small-block but 3.07:1, 3.55:1 and 3.73:1 were optional depending on transmission choice. A Powerglide came standard with a 3.07:1 gear. Selecting 4.10:1, 4.56:1 or 4.88:1 mandated a Posi-traction limited-slip differential.
Factory literature shows that the SS 396 came standard with a 3.07:1 gear ratio and that the performance ratio was a 3.31:1 ratio. Optional economy and special ratios included the 2.73:1 and the 2.56:1. Given the ease with which these cars could be special ordered, it’s conceivable that almost any gear ratio could’ve been specified. Camaro axles are stamped, usually on the passenger side tube, with an assembly code that lists the date of assembly, place of assembly as well as a letter code that can be decoded to tell the original gear ratio. The axle casting date is cast into the upper left side of the housing above the cover. This can be used to date the axle in order to determine if it is original to the car or not.
SUSPENSION/CHASSIS
The Camaro rolled out in 1967 on a mono-leaf rear suspension with shocks mounted ahead of the axle–a recipe for wheel hop or axle wind-up. Chevrolet attempted to rectify the problem on its high-performance Camaros midway through 1967 by adding a radius rod to the rear. This was simply a piece of tubing that attached to a bracket welded to the axle tube on the passenger side and connected to a bracket welded to the rear unit-body, similar to an aftermarket traction bar. There were a few different versions of this bar and not all V-8 Camaros were fitted with it. In 1968, the rear shocks were staggered, one mounted in front of the axle and one mounted to the rear of the axle to help mitigate the axle’s wind up on acceleration. Multi-leaf springs were also introduced on more powerful V-8 cars, though base engine cars still used the mono-leaf setup. The use of mono-leaf rear suspension on six-cylinder and base-level V-8 Camaros continued in 1969 (though some base-level V-8 cars were built with multi-leaf suspension), while high-performance Camaros used multi-leafs. A good rule of thumb is, if a Camaro has a 12-bolt axle in 1968-’69, it has multi-leaf springs.
The Camaro’s front suspension is a conventional coil spring arrangement with upper and lower A-arms, ball joints, tubular shock absorbers and a front anti-roll bar. The SS package included heavier springs and stiffer shocks than standard, based on the F41 “special purpose front and rear suspension” option.
BRAKES
In 1967, manual drum brakes were standard on all Camaros except the Z/28. Front and rear metallic brakes were an option, as were power brakes and front disc brakes. Only on the Z/28 were disc brakes mandatory. In 1968, manual drums were still standard equipment; power assist and disc brakes were optional on all but Z/28. In 1969, front disc brakes became part of the SS package and the JL8 high-performance four-wheel disc-brake option became available, but found just 206 takers.
WHEELS AND TIRES
Steel wheels with wheel covers or rally wheels were used on SS models. In 1967, the standard steel wheel and rally wheel measured 14 x 5 inches, though SS Camaros were outfitted with 14 x 6 inch wheels and shod with nylon red-stripe tires. If disc brakes were ordered, the car was automatically equipped with rally wheels. In 1968, all steel wheels and rally wheels measured 14 x 6 inches and steel wheels were available with disc brakes. In 1969, SS cars used a wheel that measured 14 x 7 inches with F70x14 white-letter tires. Steel wheels and rally wheels were available, and there was a special 14 x 7-inch SS wheel available as well, similar to the wheel used on SS Chevelles.
BODY AND INTERIOR
The SS package included a number of special cosmetic treatments that differentiated it from the standard Camaro, as well as the Z/28. The SS used special hood ornamentation: In 1967 two finned rectangles sat atop a flat hood, while in 1968, on SS 396 Camaros and on all Super Sport Camaros in 1969, the ornaments were shaped to look like velocity stacks. In 1969, the ZL-2 cowl induction hood could be ordered on Super Sport Camaros, which would delete the hood ornaments. In 1967, SS emblems were located in the fuel filler cap, fenders, steering wheel and grille; on 396 cars, the rear panel was low-gloss black, and all SS cars received an accent stripe around the nose.
In 1968, SS emblems were moved to the lower front fender behind the wheel, the grille was blacked out and a sport striping option with stripes extending down the side of the car was added. In 1969, the exposed fuel cap was gone, so the SS emblem was relocated to the rear panel and the famous hockey stick stripes were rolled out.
All of the trim included in the first-generation Camaro SS package is available from the aftermarket.
Camaro bodies have several points that are notoriously prone to rust: the windshield and rear window channels, the shock towers in the trunk, the lower rear portions of the front fenders, the front and rear corners of the doors, the rocker panels, and the quarter panels around the wheel openings as well as the inner wheelhouses. Complete bodies and literally every piece of sheetmetal needed to restore a Camaro is being reproduced.
Other than SS emblems on the steering wheel, there was nothing differentiating the SS interior from the interior of any other Camaro. Standard and deluxe interiors were available all three years. The houndstooth upholstery option was first made available in 1968.
OWNER’S VIEW
Buffalo-based homebuilder Christopher Tucker has owned upwards of 20 Camaros and performed concours-quality restorations on nine of them. He spends a lot of time hunting for NOS pieces, as well as candidates for his next project.
“I use all NOS stuff, which is hard to find,” he said. “When I finish the cars, I take them to events where they’re subjected to strict judging. These judges can tell a reproduction part from an original part in a minute.”
The 1967 SS 350 featured here was a two-year restoration that began with a complete solid car.
Christopher recommends that would-be Camaro buyers shop with a specific car in mind and get the best they can afford. “Look for originality or a quality restoration. Look for a car that has as much documentation as possible and know the car you like.”
Just as importantly, he said, have fun: “That’s part of the hobby, to be able to enjoy looking for the cars and the parts as well as negotiating on a reasonable price.”
Engine
Camaro SS buyers from 1967-’69 could choose between the base 350 or a 396. In 1967, the 350 made 295hp, while the 396 was offered in 325hp and 375hp versions. In terms of value, big-blocks rule.
Brakes
Four-wheel non-power drums were standard on all 1967-’68 Camaros except the Z/28. The SS was available with special metallic linings, power assist and front discs; in ’69, discs were standard on SS. Power brakes add curb appeal today.
Transmission
A three-speed manual was standard; floor shift and heavy-duty three-speed and Muncie four-speeds were optional. With a small-block in ’67, a Powerglide was the only automatic. The TH400 was available only with the 396.
Interior
There isn’t much that you can’t buy to refurbish a first-generation Camaro’s interior, whether in the standard or deluxe trim. With the SS package, you got an SS emblem on the horn button.
Wheels
Camaro SS wheels measured 14 x 6 in 1967. Steel wheels were standard that year unless disc brakes were ordered, and then rallys were required. Though common new, you rarely see steel wheels and wheelcovers on Camaros today.
Body
There is virtually nothing you can’t buy for a Camaro body. You can even buy an entire Camaro body. Some SS bits, like the 1967 hood inserts, were once hard to come by. No longer.
CLUB SCENE
American Camaro Association
610-966-2492
www.americancamaro.org
Dues: $20/year • Membership: 200
Vintage Chevrolet Club of America
708-455-8222
www.vcca.org
Dues: $35/year • Membership: 8,000
WHAT TO PAY
1967-’69 Camaro SS
Add: four-speed, 5%. 1969 L89 not listed.
PARTS PRICES
Battery hold down — $3
Camaro SS hood — $240
Date-coded spark plug wires — $56
Dash pad (1967) — $220
Front fender (standard) — $690
Head gasket (iron) — $27
Heater hose set — $20
Hose clamp, tower style — $2
Oil pump — $33
Quarter panel (coupe) — $360
Rear brake drum — $30
Standard bucket seat (pair) — $1,400
Tie rod end — $20
Trunk lid — $145
Windshield/rear glass sealer — $13
