Chevrolet Camaro Gen 2 buyer's guide

Overview

The second-generation Camaro (1970½–1981) was the longest-running Camaro generation and the most European in conception: a low, wide coupe with Italianate lines, built only as a coupe (no convertible), carrying the F-body torch from the muscle era's peak through the emissions decade to the brink of the 1980s. The early cars — especially the 1970–73 Z28 with its high-compression LT-1 — are blue-chip muscle; the middle cars document the malaise era honestly; and the 1978–81 Z28, with its spoilers and stripes, is a period icon now firmly collectible. Split-bumper RS cars (1970–73) carry a style premium that the market treats as permanent.

Generations and year breaks

1970–1973 — the early cars

• The new body debuted mid-1970; the RS package gave the famous split front bumpers around a central grille.
• Z28 with the LT-1 350 (solid lifters, 780 Holley, aluminium intake) — the genuine article, at its best in 1970 with 11:1 compression.
• The SS396 (actually 402) and the rare LS6-adjacent big-blocks close out the era; the convertible never came.
• 1973 is the last of the chrome-era cars, with the Type LT luxury model replacing the SS.

1974–1977 — the aluminium bumper years

• Big aluminium bumpers changed the face (and the length); the Z28 vanished for 1975–76½, returning mid-1977.
• Power fell to its nadir; the cars became cruisers with handling (the F41/WS-style suspension options) as their real strength.
• The Rally Sport two-tone treatments and the Type LT define the mid-decade market.

1978–1981 — the disco Z28

• The 1978 facelift (urethane nose and tail) and the Z28's full graphics package made it the era's poster car — hood scoop (functional from 1980), fender vents, spoilers.
• The Berlinetta replaced the Type LT as the luxury model.
• 1981 is the last year and the most refined; the Z28's 350 (LM1) with the four-speed is the driver's pick of the late cars.

Engines and options that matter

• Sixes and 305/307/350 small-blocks — the volume; a 350 car of any year is a good classic driver.
• LT-1 (1970–72 Z28) — the summit small-block; verify the engine's suffix (CTB/CTC and kin), the carb and the solid-lifter hardware. Z28 identity from 1970–71 shows on the trim tag (Norwood) or build sheet.
• Big-block SS (1970–72) — the L34/LS5 402s; cloned more than built — stampings and paperwork.
• Late Z28s (1978–81) — bought on condition, originality and the graphics' correctness; a four-speed 350 car is worth a clear premium over an automatic 305.
• The RS split bumper (1970–73) is the single most valuable option in the generation — and the most added-later. The trim tag and the car's structure (bumper brackets, grille) support the truth.

What to check before buying

• Rust: the second-gen's rear frame rails and the floor above them, the trunk floor, the rear quarters at the wheel lip, and the dashboard/cowl area on T-top cars (1976½-on dealer/factory T-tops leak). The rear window channel rots on the glass-heavy fastback roof.
• Subframe and suspension: the front subframe's body mounts perish and the car sits crooked; check the mount holes for elongation — a known repair on hard-used cars.
• Z28/LT-1 verification: the trim tag, the tach's redline, the rear sway bar and the engine stampings form a system — fakes usually get one of them wrong.
• Numbers: engine pad stamps carry the VIN derivative; the cowl tag gives the original specification. On 1970–73 cars this is where the money is proven.
• Interior and plastics: the dashboard warps and cracks, the console and door cards age badly in sun states; good original interiors are money. Urethane nose pieces (1978–81) crack and sag.
• Parts: strong support overall; early-car trim, correct LT-1 components and 1970-only pieces are the premium hunts. The late cars' graphics are reproduced well.