The Chevrolet Camaro Z/28 has never represented just one engine or one style of performance. It began as a low-volume racing homologation package, became a traditional muscle car, adapted to electronic fuel injection and emissions regulations, and eventually returned as a specialized road-course car.
That changing identity explains why comparing a 1967 Z/28 with a 1978 Z28, a 1999 Z28 and a 2014 Z/28 by horsepower alone misses the point. Each version responded to a different performance era, but all shared the same basic mission: make the Camaro more focused and capable than an ordinary V8 model.
1967: The Z/28 Was Born for Trans-Am Racing
Chevrolet introduced the Z/28 as Regular Production Option RPO Z28 during the 1967 model year. It was not part of the Camaro’s initial launch lineup. The package became available in December 1966, and the first customer deliveries followed in January 1967.
The reason for its creation was the SCCA Trans-American Sedan Championship, commonly called Trans-Am. Racing rules limited engine displacement to 5.0 liters, or approximately 305 cubic inches. Chevrolet did not have a production V8 that fit the limit perfectly, so engineers combined a 4.000-inch bore with the 3.00-inch stroke used by the 283-cubic-inch small-block formula. The result was a 302-cubic-inch, or 4.9-liter, V8.
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The engine used high compression, solid lifters and a Holley four-barrel carburetor. Chevrolet advertised it at 290 horsepower, a deliberately conservative figure. The small-block was designed to rev rather than deliver the biggest possible low-speed torque, making it particularly suitable for road racing.
The original Z/28 package also included:
- A close-ratio four-speed manual transmission
- Heavy-duty suspension components
- Power front disc brakes
- Dual exhaust
- A 12-bolt rear axle
- Quick-ratio steering
- 15-inch wheels
- Distinctive racing stripes
An automatic transmission was not available with the first-generation Z/28. Positraction was recommended but not mandatory. The car was also surprisingly discreet: 1967 examples did not carry external Z/28 badges, so documentation and mechanical details are important when identifying one.
Only 602 were built for 1967. That low production total reflects the package’s original purpose. Chevrolet was not yet selling the Z/28 as a widely recognized showroom performance model; it was building enough Camaros to support its racing effort.
1968: The Package Gains Recognition
The formula changed little for 1968. The 302 remained the centerpiece, backed by a four-speed manual transmission, special suspension, front disc brakes, dual exhaust and a 12-bolt rear axle. The car’s character was still high-rpm road-racing performance rather than maximum drag-strip displacement.
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Random freezes, missing sound and display glitches usually trace back to one bad driver. Find and replace yours safely.Free scan · under a minuteChevrolet made the Z/28 easier to identify during the year. Early cars used a “302” fender emblem, while later examples received “Z/28” badging. Production climbed sharply to 7,199 units, showing that the package was beginning to attract buyers beyond its original competition-oriented audience.
There was also a unique exception to the usual body-style rule: a one-off 1968 Z/28 convertible was built for Chevrolet general manager E. M. “Pete” Estes. Regular-production first-generation Z/28s were not offered as convertibles, so that car should not be treated as evidence of a normal convertible option.
1969: The First-Generation Icon
The 1969 Z/28 retained the 302 and its DZ engine-code identity, but Chevrolet gave the car more visual presence and more recognizable equipment. Notable changes included finned aluminum valve covers, 15-by-7-inch Rally wheels, raised-white-letter tires, more prominent badging and a Hurst Competition Plus shifter.
Several details commonly associated with the 1969 Z/28 were not universal across the entire model year:
| Feature | What actually happened |
|---|---|
| Cowl-induction hood | Optional, not standard on every Z/28 |
| Front and rear spoilers | Added to the package later in the model year; early cars could lack them |
| Chambered exhaust | Discontinued as standard production effective November 25, 1968; it remained orderable for part of the model year as RPO NC8 |
| Body-tag identification | Norwood cars received X33 or X77-related identifiers during the model year, but early Norwood and Los Angeles cars did not consistently show a Z/28 body-tag code |
These variations matter when inspecting a restored or purportedly original car. A flat-hood 1969 Z/28 is not automatically incorrect, and the absence of spoilers does not by itself disprove the car’s identity.
Production reached 20,302 units for 1969. The model year’s unusual length, caused by delays in launching the redesigned Camaro, helped make 1969 the most common first-generation Z/28 while preserving its status as the best-known version of the original series.
The Z/28’s reputation was strengthened by its Trans-Am results. Roger Penske’s team and driver Mark Donohue used Camaro Z/28 race cars successfully in competition. Donohue won three races in 1967 and ten of thirteen in 1968, giving Chevrolet’s street package genuine racing credibility.
1970–1974: From Homologation Special to Muscle Car
The second-generation Camaro arrived late as a 1970½ model, and the Z/28 returned with a substantially different personality. The 302 was replaced by the LT-1 350-cubic-inch small-block V8. Chevrolet rated it at 360 horsepower using the period’s gross horsepower system.
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The additional displacement gave the Z/28 more torque while preserving its high-performance intent. This was no longer primarily a small-displacement road-racing homologation package. It was now a powerful muscle car built around the larger 350 and the aggressive styling of the new Camaro.
Horsepower figures for these cars can be confusing because Chevrolet changed rating methods. For 1971, the company moved to SAE net horsepower ratings, and the LT-1 figure dropped to 330 horsepower on paper. That change does not represent a direct equivalent mechanical loss of 30 horsepower; gross and net ratings were measured under different conditions.
The second-generation Z/28 continued through 1974. Emissions rules, federal bumper requirements, rising insurance costs and the broader decline of American high-performance cars all worked against it. The 1974 version used a lower-output 350 and carried the heavier bumper design required by federal regulations. Chevrolet dropped the Z/28 for 1975.
1977–1981: The Z28 Returns
Chevrolet revived the Z28 during the 1977 model year. The naming and presentation were different from the original RPO package: the Z28 was now marketed more clearly as a complete Camaro performance model rather than as a narrowly defined racing homologation option.
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A 350-cubic-inch V8 remained available, but emissions controls and fuel-economy pressure meant that output was far below the figures associated with the 1967 302 or the early-1970s LT-1. As a result, the revived Z28 relied on more than engine output to establish its identity.
Aggressive graphics, spoilers, suspension tuning and V8 availability became central parts of the package. The car restored the Camaro’s performance image during a difficult period for American sports coupes. Chevrolet’s 1980 product information treated the Z-28 as a distinct Camaro model with its own exterior equipment and decals, reinforcing the shift from hidden option package to recognizable showroom model.
1982–1992: Lightweight Design and Electronic Engine Management
The third-generation Camaro arrived for 1982 with a much lighter, more angular body, a hatchback layout and a new emphasis on electronic controls. The Z28 returned as one of the main Camaro models and was named Motor Trend’s 1982 Car of the Year.
Early third-generation Z28s used 5.0-liter V8s in both carbureted and electronically fuel-injected forms. Cross-Fire Injection improved output over the basic carbureted engine, and the 1983 model year brought the higher-output L69 5.0-liter V8.
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1Clear out junk files and repair common Windows errors2Fix the driver behind crashes, sound loss and screen glitches3Repair Windows errors before they cause bigger problemsDuring the decade, the Z28’s performance came increasingly from the complete vehicle rather than just its displacement. Chevrolet added five-speed manual transmissions, improved chassis tuning and increasingly sophisticated engine control. The progression looked like this:
- Carburetion: Early cars retained a familiar but increasingly restricted approach to fuel delivery.
- Cross-Fire Injection: Electronic fuel injection raised performance and marked a move toward computer-managed engines.
- L69 power: The high-output 5.0-liter strengthened the Z28’s performance credentials in the early 1980s.
- IROC-Z influence: The 1985 IROC-Z package added major handling and appearance significance to the third-generation Camaro.
- Tuned-port injection: Late-decade small-blocks gained stronger, more consistent power through improved fuel delivery and engine management.
The IROC-Z was related to the Z28 but was not simply a new name for it. It was a distinct performance package applied to the third-generation Camaro. Chevrolet continued using the Z28 designation while the IROC-Z served as a higher-profile handling and appearance variant.
1993–2002: LT1 and LS1 Power
The fourth-generation Camaro debuted for 1993 with a smoother, more modern body and the Z28 designation intact. The biggest changes in this era were under the hood.
The LT1 5.7-liter V8 brought sequential fuel injection and electronic engine management to the Z28. Related to the Corvette LT1, it delivered the kind of emissions-compliant performance that had been difficult to achieve during the 1970s and early 1980s.
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For 1998, Chevrolet refreshed the Camaro and replaced the LT1 with the LS1 5.7-liter V8. The LS1 was lighter and more modern than the LT1 and was also shared with the Corvette. Consequently, a 1998–2002 Z28 was not merely a facelifted version of the earlier fourth-generation car; it represented a significant powertrain change as well.
The fourth-generation Camaro ended after the 2002 model year. Chevrolet discontinued production, and the Camaro did not return until 2010. The fifth-generation car initially used designations such as SS, 1LE and ZL1 rather than reviving the Z/28 name.
2014–2015: The Z/28 Becomes a Track Specialist
Chevrolet brought back the Camaro Z/28 for 2014, but this was not a conventional trim-level upgrade to the SS. The company re-engineered more than 190 components compared with a 2014 Camaro 1SS, with the stated goal of improving road-course performance.
Its defining powertrain was a naturally aspirated 7.0-liter LS7 V8 producing 505 horsepower. A six-speed manual transmission was the only transmission offered. Instead of chasing the supercharged straight-line output of the ZL1, the Z/28 focused on braking, cornering, cooling and weight reduction.
Key hardware included:
- Carbon-ceramic Brembo brakes
- Multimatic spool-valve dampers
- Pirelli P Zero Trofeo R tires
- Recaro seats
- A Torsen limited-slip differential
- Revised aerodynamic components
- Weight-saving deletions and simplified equipment
The result was a car designed to be fast on a road course, even if that meant giving up some comfort and convenience. Chevrolet’s Milford Road Course testing recorded a 1:53.71 lap for the 2014 Z/28, ahead of the listed Camaro ZL1, Camaro 1LE and Mustang competitors in that comparison.
The 2014–15 Z/28 therefore had more in common philosophically with the original racing-focused car than with many intervening Z28 models. Both emphasized a specific type of driving performance instead of simply offering the largest engine or the most equipment.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.How the Z/28 Changed Across the Generations
| Years | Primary character | Defining hardware |
|---|---|---|
| 1967–1969 | Trans-Am-inspired homologation package | 302-cubic-inch high-rpm V8 |
| 1970–1974 | Traditional muscle-car performance | LT-1 350 |
| 1977–1981 | Emissions-era V8 performance model | Lower-output 350, suspension and styling upgrades |
| 1982–1992 | Lightweight electronically managed coupe | 5.0-liter V8, fuel injection and IROC-era chassis development |
| 1993–2002 | Modern high-performance V8 coupe | LT1, followed by LS1 5.7-liter V8s |
| 2014–2015 | Dedicated road-course car | 7.0-liter LS7, carbon-ceramic brakes and track tires |
Common Z/28 Misconceptions
Every 1969 Z/28 had a cowl-induction hood
Not true. The cowl-induction hood was optional, and many 1969 cars were built with flat hoods.
Every 1969 Z/28 had front and rear spoilers
Not across the entire production run. Spoilers became part of the package later in the model year, so earlier cars can be factory-correct without them.
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The Z/28 was always a 302
The 302 defined the first-generation cars, but the 1970–74 versions used the LT-1 350. Later generations used 305- and 350-based V8s, while the 2014–15 car used the 7.0-liter LS7.
Z/28 and Z28 were separate models
Usually, the slash reflects Chevrolet’s period naming and badging rather than a completely separate lineage. The original option was written as RPO Z28, while later cars and the 2014–15 revival prominently used Z/28.
The 2014 Z/28 was simply a more powerful ZL1
The two cars followed different strategies. The ZL1 used a supercharged engine and emphasized broad performance, while the Z/28 used a naturally aspirated LS7 and concentrated on weight, braking, suspension, tires and road-course speed.
There was a sixth-generation Z/28
Chevrolet did not produce a sixth-generation Z/28. The sixth-generation Camaro, produced through the 2024 model year, used designations including SS, ZL1 and 1LE instead.
FAQ
What was the first Chevrolet Camaro Z/28?
The first Z/28 was introduced during the 1967 model year as RPO Z28. It used a 302-cubic-inch V8 engineered to meet the SCCA Trans-Am series’ approximately 5.0-liter displacement limit.
Which Camaro Z/28 had the 302 engine?
The 302 was used in the first-generation Z/28 from 1967 through 1969. The 1970 Z/28 switched to the LT-1 350, and later generations used different 5.0-, 5.7- and 7.0-liter engines.
What is the difference between the 2014 Z/28 and the ZL1?
The 2014 Z/28 used a naturally aspirated 505-horsepower LS7 and was engineered primarily for road-course performance. The ZL1 used a supercharged V8 and followed a different balance of acceleration, handling and everyday performance.
Did Chevrolet make a sixth-generation Camaro Z/28?
No. Chevrolet did not offer a production Z/28 in the sixth-generation Camaro. That generation used performance variants such as the SS, ZL1 and 1LE before Camaro production ended after 2024.
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The Camaro Z/28’s history is defined by adaptation. The original 302 made it a Trans-Am homologation special; the LT-1 350 turned it into a muscle car; third- and fourth-generation versions used fuel injection, lighter bodies and modern engine management; and the 2014–15 Z/28 returned to a more focused racing philosophy with the LS7, specialized brakes and track tires.
Its lasting appeal comes from that performance focus, not from a single specification. Whether evaluating a first-generation collector car or a modern track machine, the important question is what kind of performance that particular Z/28 was designed to deliver.
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