F body camaro years

F body camaro years DEFAULT

The Chevy Camaro was a rush job, a desperate attempt by GM to meet the challenge presented by the ludicrously successful Ford Mustang.

The introduction of the Mustang in April caught virtually everyone except Ford off guard. Where was Chevy's affordable sporty car to compete with the Mustang? The rear-engine Corvair didn't really cut it, and the boxy Chevy II Nova lacked sex appeal. While there had been notions advanced for producing a "Super Nova" of sorts before the Mustang debuted, it wasn't until the Mustang was a proven hit in August of that the go-ahead was given to rush a comparable car into production. That's a fully developed car in Chevy showrooms by the fall of —barely more than two years.

The same basic car, known within GM as the F-car, would also show up at Pontiac dealers as the Firebird. But while Pontiac would spin the car its own way, the Camaro was almost fully baked by the time the Firebird was approved for production.

Although the Camaro would become the Mustang's most intense rival, its history doesn't strictly parallel that of the Ford product. And with five generations of Camaros already behind us, and a sixth on its way, that heritage is worth charting.

Sours: https://www.caranddriver.com/features/g/chevrolet-camaro-generations-body-styles/

The 4th Gen Chevy Camaro: America’s First Modern Muscle Car

The introduction of the 4th gen Chevy Camaro (and Pontiac Firebird) was a watershed moment in the world of factory performance. When the fourth generation of GM's F-body debuted in , it marked a new era of high-tech performance that ushered in new levels of power, handling, value, efficiency, and safety. While incremental improvements in various vehicle benchmarks had taken place over the previous decade, the 4th gen Camaro was the first to implement them collectively in a large-volume performance coupe, making it what we accept today as the first modern muscle car.

By the middle of the s, however, the future of the 4th gen Camaro was far from ensured. The push to downsize and build all of GM's passenger cars on front-wheel drive platforms seemed all but a foregone conclusion. To true performance enthusiasts, you could sugar-coat it all you want, nothing but V8 power with rear-wheel drive would pass muster. Ford, it seemed, understood this groundswell principle, and despite offering many FWD passenger cars kept its powder dry with the V8-powered rear-drive Mustang. The blue oval had learned its lesson in when it floated the idea of putting the "Mustang" nameplate on what would become the Ford Probe FWD sporty coupe. Crisis averted at Ford, but what about the 4th gen Camaro?

From Failure, Success!

GM brass pushed to build a 4th gen Chevy Camaro and Pontiac Firebird on what would eventually become the stillborn GM80 platform. Overrun by excessive development costs, poor crash test results, weak drivelines, and too much weight, the GM80 platform was cancelled&#x;one of the few positive outcomes of Roger Smith's troubled tenure at GM during the s. The cancellation of the near $1 billion GM80 platform did produce technological advances, which would happily find themselves on the revamped 4th gen Camaro in That GM was even capable of producing what would eventually become the 4th gen Camaro Z28 of seemed highly improbable as late as

In order to meet a deadline for the model year, product planners opted to update the third-generation F-body platform, which had been in production since the model year. A cursory glance at the two production car shapes reveals little commonality, which carries over mostly in the unibody's under structure and rear suspension. If nothing else, it shows the creativity and determination of the Camaro (and Firebird) team's workflow, producing a car platform that exhibited few of the prior car's deficits while taking advantage of proven cost efficiencies.

LT1 Powerplant

Whether you worked for GM or were just a fan of performance, the collective performance universe was holding its breath in when Chevy pulled the tarp off the new LT1-powered Corvette. Radical changes had been made to push the aging small-block Chevy into a new era of efficiency with reverse-flow cooling, Optispark ignition, improved combustion efficiency, sequential port fuel-injection, pressure-wave tuning, a bump in compression, and significant improvements to spark knock retard technology. GM engineer Anil Kulkarni's SAE white paper on the LT1 V8 was required reading for every Detroit-based powertrain engineer, and the bump in output to hp, though mild by today's standards, was a major milestone at the time. When the ci LT1 appeared a year later in the new 4th gen Camaro, few were surprised, yet everyone who loved performance had a smile on their face. In the Camaro Z28 and Pontiac Firebird Trans Am, power was detuned to hp from the Corvette's , but that was still lightyears ahead of the outgoing TPI with hp. And unlike the outgoing third-gen Camaro with its various V8 options, there would only be one V8 in the to 4th gen Camaro&#x;the hp LT1.

Six-Speed Manual Transmission

Besides the torque-laden LT1 V8, the other equally big news that came with the introduction of the 4th gen Chevy Camaro Z28 was the availability of two remarkable overdrive transmissions. While the four-speed automatic overdrive 4L60E was already a known commodity, the Borg-Warner T56 (a predecessor to the ever-popular Tremec Magnum aftermarket 6-speed of today) was a little-known gearbox that made its first appearance in the Dodge Viper two years earlier. The T56 gearbox seemed to appear out of nowhere and lived in a performance universe plagued by balky five-speeds that broke with little provocation, usually in response to sticky tires and power shifting. The T56, however, was a gentle giant. Its smooth, low effort upshifts belied the transmission's beefcake, and no amount of abuse seemed capable of blowing one apart. The secret? Relative to its T5 predecessor, Borg-Warner engineers had wisely increased the centerline distance between the mainshaft and layshaft, widening the gear contact patch, and refining the cones and synchros. The T56 rapidly gained the reputation as a smooth and indestructible gearbox, a reputation it carries to this day.

SLA / Torque Arm Suspension

As the largest car company of its day, GM sometimes had to be careful how far it went to upgrade the performance of cars in its portfolio. Each brand had a hierarchy, and within the brand there were hierarchies. As a result, many late nights and broken pencils produced some strange anomalies in GM's product line-up. One instance relevant to the 4th gen Camaro development happened in when Buick's Regal Grand National became the quickest quarter-mile performer in the GM portfolio, against a clear policy of Corvette supremacy. Often, the Corvette had to be "pushed" uphill technologically to allow other GM products to enter the market, and during the s, the Corvette needed a lot of pushing. Once the LT1 came to the C4 in , this opened the door for the 4th gen Camaro, and this allowed the Camaro's unique torque-arm suspension to shine properly.

With the C4 having a stranglehold on IRS billing, the F-car's engineers went to work refining the torque-arm rear set-up, pairing it successfully with a new double-wishbone "short-long arm" (SLA) suspension in the front. With legions of F-car followers headed to the racetrack each weekend (including GM Performance Division head, John Heinrichy and Pontiac Division's Tom Goad), the 4th gen Camaro and Firebird had to thread the corporate needle of being the fastest cars on the street and the track, but distinguishably less so than the Corvette! With incremental gains made by replacing the outgoing McPherson front suspension with the SLA and improving on the clever anti-dive characteristics of the torque-arm rear, F-car engineers were able to make vast improvements to handling without driving the cost through the roof.

Rack and Pinion Steering

By the s, rack-and-pinion steering was considered de rigueur for a performance car, and yet in , Chevy was still reliant on recirculating ball, sector-gear steering boxes that had been in use on the F-body for decades. While competent enough on a family hauler, recirculating-ball steering boxes are for all practices devoid of any appreciable driver feedback. Notwithstanding, standard steering boxes place a lot of weight far forward and on the corners, their cast-iron construction providing the singular benefit of being indestructible. At the time of the 4th gen Camaro's introduction in , far more PR emphasis was placed on the SLA design, new DeCarbon monotube shocks, and the SLA's delicious camber gain, but it is the steering rack that really made this improvement immediately noticeable.

RIM and SMC Body Panels

Of the lessons learned from GM's stillborn GM80 platform were how to use alternate materials for body panels. For the first time ever, Chevy and Pontiac used sheet molded compound (SMC) body panels for the F-body's fenders, doors, roof, and rear hatch. Formed under pressure from a glass fiber substrate and encapsulated in a thermoset epoxy resin, SMC panels gave the 4th gen Camaro its distinct shape and outstanding durability. Foremost, SMC allowed designers to pen heretofore unobtainable shapes as conventional stamping dies lacked the "draw" needed to produce the dramatic curves of the body shape without cracking the sheetmetal. (In fact, this was the main reason production of the Camaro and Firebird was delayed for months.) Along with SMC, F-body planners also used reaction injection molded (RIM) components to create the 4th gen Camaro and Firebird's fantastically shaped nose and rear valence, its flexibility (as well as its shape articulation) being its primary allure.

Variety of V8-Powered F-bodies

The hot rodding press had always coyly differentiated the Chevy and Pontiac F-body models out of deference to the automaker, but as it relates to the fourth-generation F-body, there is realistically no difference between the two other than body shape and branding&#x;minor differences in chassis and suspension tuning notwithstanding. By offering essentially the same car through the Chevy and Pontiac brand channels with a choice of liter V6 and liter V8 engines, the economy of scale took effect and this helped improve production cost and profitability. Along with that came the flexibility to produce variants all along the cost spectrum, from the high-value Pontiac Firebird Formula to the exclusive outside-sourced (SLP / GMMG) Camaro SS.

4th Gen Camaros and Firebirds of Note

  • Chevy Camaro Z28
  • Chevy Camaro SS
  • Callaway SuperNatural
  • Chevy Camaro 30th Anniversary LT4 SS
  • Pontiac Firebird Formula
  • Pontiac Firebird Trans Am
  • Pontiac Firebird WS6 (Formula and Trans Am "Ram Air" option)

LS1 Engine Introduction in

When the Gen-III small-block Chevy LS1 debuted in the Corvette in , it would only be a matter of time before it was available in the Camaro and Firebird. As before, GM would preserve the supremacy of the Corvette's hp rating and offer the LS1 to the 4th gen Chevy Camaro initially at hp. Though detuned, it would bump GM's ponycar twins to the next level without an appreciable jump in price. By this time, the fourth-gen F-body platform was in its sixth year of production, and the new LS1 powerplant provided the perfect opportunity for a front-clip facelift that echoed the improved power source behind it.

Dual Airbags & Four-Wheel ABS Disc Brakes

While safety was often pushed to the back burner in the buff magazines of the day, it was nonetheless an important factor for buyers, and two key safety improvements effectively counteracted any pushback from the terrific amounts of performance that were front-loaded into the 4th gen Camaro and Firebird. A driver-side airbag was initially added to the third-gen Camaro and Firebird for the model, but with passenger-side bags mandated by , it was clear that GM needed to have them on deck for , or else endure a costly one-year-only tooling cycle. Also on deck for the debut of the 4th gen Camaro and Firebird was the addition of anti-lock technology acting on (a first for an F-body) standard four-wheel disc brakes, a welcome addition for such a potent vehicle.

4th Gen Camaro & Firebird Milestones

  • LT1 V8 engine with hp
  • Six-speed manual transmission (Borg-Warner T56)
  • Short-Long Arm (SLA) front suspension / rear torque-arm suspension
  • Power rack-and-pinion steering
  • Sculpted Design with RIM and SMC body panels
  • Proliferation of V8-powered model choices
  • hp LS1 engine introduced in with facelift front clip
  • Safety improvements (ABS disc brakes and dual airbags)


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Sours: https://www.motortrend.com/features/the-4th-gen-chevy-camaro-americas-first-modern-muscle-car/
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Chevrolet Camaro (fourth generation)

pony car from General Motors

This article is about the fourth-generation of the Chevrolet Camaro. For general Camaro information, see Chevrolet Camaro.

Motor vehicle

Chevrolet Camaro (fourth generation)

Chevrolet Camaro Z28

ManufacturerChevrolet (General Motors)
ProductionNovember &#;August 27, [1][2][3]
AssemblySainte-Thérèse, Quebec, Canada
LayoutFront-engine, rear-wheel drive
  • &#;cu&#;in (&#;L) L32V6 (hp)
  • &#;cu&#;in (&#;L) L36 V6 (hp)
  • &#;cu&#;in (&#;L) LT1V8 (hp)
  • &#;cu&#;in (&#;L) LT4 V8 (hp)
  • &#;cu&#;in (&#;L) LS1 V8 (hp)
Wheelbase&#;in (2,&#;mm)
  • – &#;in (4,&#;mm)
  • – &#;in (4,&#;mm)
Width&#;in (1,&#;mm)
  • –02 convertible: &#;in (1,&#;mm)
  • –02 coupe: &#;in (1,&#;mm)
  • –97 convertible: &#;in (1,&#;mm)
  • –97 coupe: &#;in (1,&#;mm)
Curb&#;weight2,–3,&#;lb (1,–1,&#;kg)
PredecessorChevrolet Camaro (third generation)
SuccessorChevrolet Camaro (fifth generation)

The fourth-generation Chevrolet Camaro is a pony car that was produced by American automobile manufacturer General Motors for the through model years. It was introduced on an updated F-body platform, but retained the same characteristic since the first-generation's introduction back in ; 2-doors, 2+2 seating, coupé (with optional T-top roof) or convertible bodystyles, rear-wheel drive, and a choice of pushrod V6 and V8 engines. The Camaro was revised in with both exterior and engine changes. General Motors discontinued production of the fourth generation of the Camaro due to slow sales, a deteriorated sports coupé market, and plant overcapacity.[6][7]



The liter LT1 V8 engine

The fourth generation of the Camaro was introduced in January , as a model. The production was moved from GM's Van Nuys, California assembly plant to Sainte-Thérèse, Quebec, Canada from November The new design incorporated sheet moulding compound (SMC) made from chopped fiberglass and polyester resin for the roof, hatch, doors, and spoiler.[8] Both the front and rear suspension design was improved over its predecessor. The base models were powered by a &#;hp (&#;kW) &#;L pushrod V6 engine equipped with a 5-speed manual transmission as standard. The 4-speed 4L60 automatic transmission was optional. All models came with a red Chevrolet Bowtie on the grille. was the only year interior instruments had yellow lettering (this is one way to tell the models from the which had white interior instrument lettering).


Camaro Z28 Indianapolis pace car

The high performance Z28 model came with rectangular dual exhaust tips to distinguish it from the base models. The Z28 featured the &#;L pushrod LT1 V8 engine having a power output of &#;hp (&#;kW) and &#;lb⋅ft (&#;N⋅m) of torque that had been introduced on the Corvette one year earlier. The V8 engine came standard with a 4L60 automatic transmission, although the Borg-Warner T56 six-speed manual transmission was a no cost option. In , the Camaro Z28 was selected as the official pace car for the Indianapolis A special "pace car edition" trim was introduced in the same year and featured "Indy " lettering on black and white body color scheme with multicolored pinstriping and white painted wheels. units were made.[9]


Several changes were made for the model year. The mechanically controlled and operated 4L60 automatic transmission was replaced with the electronically operated and controlled 4L60E, which was shared with other GM vehicles with V8s, such as the Tahoe. Accordingly, the car's on-board computer was modified from dealing only with the engine as in (ECM), to controlling both the engine and transmission on automatic models (PCM).

The computer in was run via Speed Density system, which measured engine speed (RPM) and load (MAP in kPa) to compute airflow requirements and then use that against the VE (Volumetric Efficiency) table to get the proper readings in order to warn the driver about refuelling. An IAT (Intake Air Temperature sensor) was also used as air density changes with temperature. In however, the computer logic was changed to a Mass Air Flow system. This system uses a Mass Air Flow Sensor placed in front of the throttle body to measure incoming airflow into the motor by using a heated wire sensor in the airstream path, which has heat pulled away from it via the incoming air. The reduced heat is converted into a voltage signal, read by the PCM which interprets that voltage signal as mass flow. The computer uses engine sensors to judge engine conditions and provide the proper fueling off of this mass airflow reading. Another prominent difference between and systems is how the programming (or custom tuning) of the computer takes place. In , the computer used a removable Memcal chip essential to run the systems. In , this was swapped to a non-removable reflashable chip, which could be reprogrammed via the Assembly Line Diagnostic Link (ALDL) located underneath the driver's side of the dashboard, next to the center console.

Dashboard gauge graphics were changed from yellow to white. There was also a spot in the gauge cluster reading ASR off. Although GM had intended to install ASR or Acceleration Slip Regulation (called "TCS" by Pontiac) in the F-body models, it never made it into production until The Z28 received updated front brakes and cooling fans were changed mid-year from a parallel to a series setup. At low RPM, both fans operated on 6&#;V, but on high RPM, both operated on 12&#;V. Performance figures for the Z28 include a 0–60&#;mph acceleration time of seconds and quarter-mile times of seconds.[10]


In , the Series II V6 engine joined the liter V6 engine offered on the base models thus giving the buyers a choice of two V6 engines for the first time. The engine had a power output of &#;hp (&#;kW) and would eventually replace the liter V6 engine due to its more refined nature. The LT1 V8 had a power output of &#;hp (&#;kW). The high performance variant of the Z28 called the Z28 SS was not introduced until in collaboration with SLP Engineering with the engine tuned to have a power output of &#;hp (&#;kW). inch wheels also became available as an option.[11]


Chevrolet Camaro Z28

saw minor mechanical revisions, as well as small power gains from the new OBD&#;II-compliant engine controls. All base models were now equipped with the series II V6 engine rated at &#;hp. New wheel and tire package on the SS resulted in better handling and braking compared to the Z[clarification needed] Convertible Super Sport cars however had 16&#;inch ZR1 style wheels. Also available this year for the V6 model was the Y87 package, which included an Auburn limited-slip differential, better tires, dual exhaust tips, 4-wheel disc brakes, a sportier steering ratio, and more aggressive gear ratio in the differential for automatic transmission equipped cars.


Camaro Z28 convertible

For the model year, the Camaro featured a new interior and tri-colored taillights that would be standard on all models from to A "30th Anniversary Limited Edition" trim package, commemorating 30 years since the Camaro was introduced, was added to the range which included unique orange stripes on white base paint. It was only available on the Z28 and SS models. A 30th Anniversary Camaro may be identified by RPO code Z4C on the trim tag. A total of 30th Anniversary models were made in New 5-spoke inch wheels became standard on the Z28 this year (17" ZR-1 style on SS coupé models) available in either polished, chrome, or white (only on the 30th Anniversary models), replacing the previous spoke turbine style design.

30th Anniversary LT4 SS[edit]

An additional 30th Anniversary models were modified by SLP Engineering equipment with the LT4 V8 engine having a power output of &#;hp (&#;kW) and &#;lb⋅ft (&#;N⋅m) of torque. cars were allocated to the US market while 6 cars were sold to Canadian buyers. The remaining 2 were prototypes. These models have the R7T RPO code. The LT4 was the fastest factory-built Camaro available, as well as the most expensive at US$40,



The engine bay of a Camaro Z28, having the liter LS1 V8 engine

For the model year, the Camaro received a facelift and now had a new front clip. This replaced the quartet of square inset headlights. Replacing the LT1 engine was the all-new &#;L (&#;cuin) LS1 V8 engine rated at &#;hp (&#;kW), which had been introduced in the Corvette C5. The new engine featured an aluminum cylinder block with iron sleeves, reducing weight by about 95&#;lb (43&#;kg) as compared to the iron block LT1 engine. was the only year in which LS1 powered models had an actual working coolant temperature gauge. Minor changes were made to the suspension and the brakes were increased in size. Total production for was 48, units in total.


Camaro finished in Hugger Orange

The model year saw only a few minor changes made to the Camaro. These included the introduction of new colors such as "Hugger Orange". The fuel tanks were now made of plastic with a gallon capacity instead of preceding metal units which had a capacity of gallons. The valve covers on the LS1 powered models were switched to a center-bolt style, and traction control now became available on the V6 models. A new "oil change" light was added to the instrument cluster as General Motors introduced their early oil-life monitoring systems. Coolant temperature gauges were replaced with a dummy gauge. A Torsen differential was added for the Z28 and SS models. was the last model year for the RPO 1LE performance option which included factory installed double adjustable Koni shocks, stiffer springs, a larger front and rear anti-roll bars, and stiffer suspension bushings.


Camaro V6

Changes for were also largely cosmetic in nature. Monterey Maroon Metallic was added as an optional color, similar to the previously available Medium Patriot Red. The SS, however, was not available in this color. The black exterior color was now renamed Ebony. Previously, all V8 powered models had side mirrors painted in this color. A new four-spoke steering wheel, as found in other GM models of the time, was introduced to replace the two-spoke steering wheel dating back to the models. New spoke inch wheels became available, but the older 5-spoke wheels were still optional. The base models came with 16 inch steel wheels with hubcaps. The &#;L (&#;ci) V6 and the &#;L (&#;ci) LS1 V8 engines continued with no changes.


proved to be the lowest production year for the Camaro with 29, units built. This was partially due to production ending earlier than usual to begin work on the 35th Anniversary models commemorating 35 years of the Camaro. The Z28 and SS models received the intake manifold from the LS6 engine, used on the Z06 from to and the first generation of the Cadillac CTS-V from to This change also resulted in a revised camshaft profile and removal of the EGR system. Chevrolet also introduced a new slave cylinder for the clutch assembly that was superior to the design of previous years, as well as an LS6 clutch in manual models. Accordingly, the engine power output was increased to &#;hp (&#;kW) for the Z28 and &#;hp (&#;kW) for the SS which also added a power steering cooler. SLP Engineering reintroduced the RS model this year, which included rally stripes and stock cold air intake system along with the Z28 take-off exhaust from their SS conversions.


SS 35th Anniversary Edition convertible

The final fourth-generation Camaro was built on 27 August after which the Boisbriand plant, located in the province of Quebec just outside of Montreal then closed down.[12] Total production for was 42, units.[13]

GM's Performance Division unveiled a Z28 show vehicle at the Woodward Dream Cruise as a send off for the Camaro's year heritage. It emulated the s and s Penske-Sunoco stock TransAm race team vehicles. The 35th Anniversary trim package was also available for the SS.[14]


  1. ^http://www.superchevy.com/features/htp-chevy-camaros/ Retrieved August 30,
  2. ^"Archived copy". Archived from the original on Retrieved CS1 maint: archived copy as title (link)
  3. ^Weekly, Staff of Old Cars (1 October ). Camaro & Firebird - GM's Power Twins. Krause Publications. ISBN&#; &#; via Google Books.
  4. ^"Popular Mechanics". Hearst Magazines. December
  5. ^" Chevrolet California IROC Camaro Concept Car Development". howstuffworks.com. The Auto Editors of Consumer Guide.
  6. ^"Camaro, Firebird lines to end with model year". Oklahoma City Journal Record. Associated Press. Retrieved
  7. ^McCoy, Guy. "Rising from the Ashes". Popular Hot Rodding. Retrieved
  8. ^Young, Anthony (). Camaro. MBI Publishing. p.&#; ISBN&#;. Retrieved
  9. ^Young, Anthony (September ). Young, p. . ISBN&#;. Retrieved
  10. ^"Thunderbird Club of Iowa". Archived from the original on Retrieved
  11. ^Huffman, John Pearley (). "A Visual History of the Chevrolet Camaro, from to Today". Car & Driver. Retrieved
  12. ^Cooper, Anderson (). "Newsnight Transcripts". CNN. Retrieved
  13. ^" Camaro Production Numbers". www.camarozcom. Retrieved 17 March
  14. ^" Heritage Camaro and Trans AM". firehawk-cnet. Retrieved

External links[edit]

Sours: https://en.wikipedia.org/wiki/Chevrolet_Camaro_(fourth_generation)

Hear Me Out: The Fourth Generation F-Body Market Is On Fire

As someone who has been through all the valuations of LS1-equipped Camaros and Firebirds, I want to weigh in on the current state of the models in the market.

For the sake of full disclosure, I am an f-body person, and have been since I was 12 years old and the 4th-generation of the Pontiac and Chevrolet variants were introduced with a new look for I’ve also owned my Firebird Formula LS1/T56 car since I was years old - it was my first car, no matter how hard my parents tried to stop me from getting it. That being said, this has nothing to do with my car, I’ve written about that times already, and probably more after this. What I am exploring today is a curious trend in the F-Body market…spiking valuations, and owners who are a little, dare I say, bitter about it…and I think I finally understand why.

F-Body Valuations

View in gallery

Although I’ve owned several f-bodies, the one I have now is a 4th-gen, and this one is a lifer - I promise this isn’t going to turn into another of many features about my car. I feel as though I’ve experienced nearly every phase of value of these cars to date. I was well aware of the market during the last run of the 4th-gen cars when they were brand new (while technically the fourth generation was to , I am speaking to LS1 equipped cars made from ).

I was deep in the LS1 scene when the recession hit, and witnessed many of my friends fire-selling their cars to make ends meet. Then after that, there was a shaky period for the LS1 equipped F-Body that yielded perfect condition cars, rare editions, and even just clean daily drivers, being sold for stupid cheap prices. And now I truly feel like we’re (F-Body enthusiasts) on the other side of all this, but the community can’t quite seem to get on the same page with valuation.

F-Body Valuations

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These cars are being positioned as modern classics, modern collectibles, and so forth - do I agree with this status? Absolutely! Even as someone who is realistic about having a largely aftermarket car, and doesn’t have plans in my lifetime to sell it. I’m essentially in the mindset that this status doesn’t exactly apply to cars like mine, and again, this isn’t about my car, I’m just using it as an explanation as to why I’ve seen such dramatic fluctuations in trends. Trust me, I’m as neutral as one person can possibly be, knowing I have an aftermarket car that’s not worth much, and I’m also not shopping for another example either.

On the flip side, if you accept this status over the 4th-generation LS1 cars, you have to accept everything that comes with it, and it can be more than eye rolling at times.

First, the bad - good luck finding part out cars anymore! The fourth-generation practically owned the part out market from , to around With people swapping LS1s into everything, we were absolute royalty when we had a few stock parts laying around, or a hard to find bolts, powertrain mounts, and so on. But what we did to ourselves was create a serious surplus shortage in parts cars, and that helped to drive the market up for both parts, and complete cars.

F-Body Valuations

View in gallery

Now the good/bad - f-body cars are hot right now, and they’re not getting cold in our lifetime. Barring some CDC warning that driving a car originally equipped with an LS1 makes your hair fall out, we’re in this. And this is good for people selling cars, but it’s not great for people who have been into the f-body LS1 cars since their early years and want (another) one now. It’s hard to pay more for a car now, than you paid for the same car around At the very least, a low mileage car is going to sell for about pricing, and some rare trim models are selling for what they did new.

So finally, there’s the bad - the f-body community doesn’t seem to know how to embrace what’s happening. A surge of cars being parted out took a lot of them off the road. I’ll divide this into two categories of blame: 1. People who are fighting the internal battle of wanting to argue that these cars aren’t worth X-money, while also not wanting to call their own car a ‘junker’ and 2. People who have real junkers with no engine and transmission, trying to hog in on the market.

Is either party mentioned wrong? No, but…the market is healthy, and that’s something to be celebrated. These cars have seen their bottoming out, regardless of how few people are on board, from the enthusiast perspective.

What solace you can take from this is, the generations before you have been ‘there and done that’. As someone who was raised by a race car driver and gearhead, I heard the stories about how ‘such and such’ car sold for ‘this and that ’20 years back, but you can’t go backwards when it comes to how the collector car market always has a way of moving forward.

It’s a good time to love f-bodies, because they are being given their due justice as amazing vehicles. They are being allotted their just value, and its no different than any other muscle car since the beginning of the movement.

Sours: https://buy.motorious.com/articles/features//fourth-gen-ls1-value

Body years f camaro

F Body Camaro/Firebird: The Worst And Best Car Ever Made

Why It’s Good

F Bodies offer some of the best bang for your buck performance and driver enjoyment you can find. The late 4th gen SS models carried the venerable LS1 which is arguably one of the best engines ever made. In some ways, Firebirds are more enjoyable than old Fiat convertibles in the same price range.

Camaros have a history and heritage to them that Miatas can’t match, half a century to be exact. This gives you dozens of years and trim levels to choose from for your next ride and car enthusiasts of all ages can get behind the F Body platform.

For a sports car, the F Body is rather practical due to it’s fastback hatch and 2nd row seating. A V6 option can give the frugal car buyer better gas mileage and a lighter front end with the penalty of less engine power.

F Body Camaro/Firebird: The Worst And Best Car Ever Made - Blog
Sours: https://www.carthrottle.com/post/obx7pex/

My hand on her pigtail will guide my mother. Will put you on your knees. The member rests against her face. I'll play with her. A greedy mouth will catch me, but he will not get his right away.

Similar news:

How my mother would meet me, what would we do with her, I no longer thought about it, I just drove home and that's it. For some reason it seemed to me that my mother was reasoning in the same way as I was, which is why a familiar languishing sensation appeared in the lower. Abdomen, and the penis began to fill with blood, becoming thick and sensitive.

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