1994 camaro

1994 camaro DEFAULT

Chevrolet Camaro Z28 Dale Earnhardt Edition

Photos & text courtesy of Mecum Auctions

Sold new from Dale Earnhardt Chevrolet in Newton, North Carolina, this Chevrolet Camaro Z28 is one of six Dale Earnhardt Championship Series Z28s built to commemorate his sixth NASCAR Championship, all bearing differences in the color scheme, options and choice of transmission. Dressed with special ground effects pieces and a rear spoiler, its Black exterior finish is emblazoned with the Goodwrench Racing livery on the hood, number “3,” “Goodwrench” and Dale Earnhardt autograph decals on the sides and the Intimidator’s six Championship years on the rear valence. Dale Earnhardt’s signature is reproduced on the embroidered front seat headrests in the handsome Black leather interior; the passenger-side dashboard bears the personal signatures of both Senior and Junior Earnhardts.

Powered by the LT1 / HP engine and 6-speed manual transmission, this rare and valuable Z28 is the only Black and Silver 6-speed loaded with every available option. It has been driven just 5, miles, the lowest of the six cars produced. Like its five stable mates, this Dale Earnhardt Championship Series Z28 was not available to the public for purchase; like the others, the right to purchase it was offered as a prize in a NASCAR-sponsored raffle. It therefore enjoys a high level of exclusivity that makes it particularly attractive to collectors.

Sours: https://www.americanmusclecarmuseum.com/chevrolet-vehicles/chevrolet-camaro-zdale-earnhardt-edition.html

From the December Issue of Car and Driver


Thirty years ago, in the spring of , Ford invented the American two-plus-two sporty coupe when it popped the Mustang on an eager public—a public that responded by ordering 22, cars the first day. Chevrolet was caught flat-footed and had to spot the Mustang more than a million sales before responding with the Camaro in the fall of Chevy's pony car quickly established itself as the Mustang's most bitter rival, and the two have been brawling ever since—in showrooms, on racetracks, and between the covers of magazines.


The fortunes of war have varied over the decades. But the report from the front as gets underway shows the tide clearly running in Chevrolet's favor. Against a commendably smooth and refined new Mustang, the Camaro—redesigned last year for its fourth generation—more than holds its own. In fact, it kicks pony tail. In nearly every performance measurement we take, the Camaro Z28 runs all over the Mustang GT.

As you'd predict for otherwise similar cars, the horsepower Camaro creams the horsepower Mustang in sheer speed. Our Z28 lunged to 60 mph in seconds, while the GT needed By the mph mark, the gap had ballooned with the Z28 reaching that speed in seconds, versus for the GT. The Camaro ran the quarter-mile in seconds at mph, the Mustang in seconds at 93 mph. Top speed? Same story. Camaro: Mustang:

How about the contests that don't reward brute power? The Camaro still held the upper hand. It generated g on the skidpad to the Mustang's , and stopped from 70 mph in feet, versus the GT's Around the short, mile Waterford Hills roadcourse, the Z28 consistently lapped a solid second faster, averaging to for the GT.

Of course, performance figures do not tell the whole story. The new-generation Mustang GT is a much sweeter automobile than this evidence suggests. As we reported in a preview drive (October ), Ford's work to improve the structural rigidity and suspension control of this chassis has paid impressive dividends. The Mustang has a tight, polished feel that we would not have thought possible from a platform whose roots are in the Fairmont. Still, a shoot-out is a shoot-out, and the tradition of Camaro-Mustang faceoffs gives little credit for finishing second at the track.

Had the Z28's performance advantage come at a huge cost in such areas as ride comfort, ergonomics, and noise control, we might feel more reserved about its dominance. But in truth, the Camaro is a refined piece as well. Ride quality is marginally stiffer than the Mustang's but still entirely acceptable. And the extra racket is almost all V-8 rumble—hardly objectionable in this kind of car.

The Camaro has a much racier feel, an impression that begins when you plop into the driver's seat. It's a wide, low car, and the driver looks out through a radically raked windshield and over a rapidly dropping nose. By contrast, you sit bolt-upright in the narrower Mustang, the higher hood running out to a blunt front end.

In both cars, the driver is surrounded by interiors and instrument panels that are efficiently laid out, but the Mustang's clean design is easier to look at. The Camaro's gauge cluster is garish by comparison, but at least its instrument faces are now marked in white rather than the jarring yellow of last year.

Seat comfort is better in the Mustang, even with some pressure points at the lower back and under the thighs. The Camaro's seats are flatter and feel less well made, offering little retention in hard cornering, and they move around annoyingly due to frame flex and mounting slack. Neither back seat offers more than minimal room, but most passengers preferred the higher cushion location of the Mustang.

Light off the V-8 engines and they give vastly different impressions. The Mustang's almost suggests the quiet "adequacy" of a Bentley Turbo R, while the Camaro's rowdy sounds straight out of an old Can-Am car. Both are flexible, strong, and smooth-running, with lively throttle response and good fuel efficiency (both are projected to get 17 mpg on the EPA city cycle). When you want to get out of town, or just out of a corner, neither V-8 cares much whether it's turning rpm or

Ford's venerable "liter" engine (which, as we've noted before, actually rounds to ) is unchanged for except for some repackaging of the inlet manifold to fit under the new hoodline. Chevy's Corvette-derived LT1goes to sequential fuel injection for and employs a mass airflow sensor in place of the previous speed-density system.

Under the whip, the Chevy has bite to match its bark. Between its pound-feet of torque at just rpm and horsepower at , it delivers loads of sheer grunt anytime, anywhere. The Mustang's numbers are tamer ( pound-feet of torque at rpm, and horses at ), and so is its personality. But reinforcements are waiting in the wings. A hp version of this engine appeared last year in the Mustang Cobra (and ran third against a '93 Camaro Z28 and a Firebird Formula in our February issue). In spring of , a or hp Mustang model will be available.

Both Ford and Chevy back these V-8s with stout, light-shifting manual gearboxes (or four-speed automatics). The Mustang's five-speed may shift a little more cleanly than the Camaro's six-speed, but not by much. And despite the different number of gearbox cogs and fractionally shorter gearing overall in the Mustang, both drivelines span about the same overall ratio range. New this year in the Camaro is the first-to-fourth skip-shift feature intended to finesse the EPA's dyno program. It's a nuisance, but it's also easy enough to defeat—a little extra speed or throttle before the upshift will cancel it.

Four-wheel disc brakes are standard on both cars. The Camaro comes with anti-lock brakes, the Mustang offers it as an option (our test car had ABS). Alloy inch wheels, inches wide and fitted with section Goodyear Eagle ZR tires, are a GT option, and our car was so equipped. The Z28 rolled on optional /50ZR Goodyear GS-C tires on inch-wide alloy wheels.

These aggressive, short-sidewall tires are managed fairly effectively by both suspension systems. Neither car burdens its driver with nasty ride characteristics or nervous direction changes. But the Camaro and the Mustang cannot disguise their live rear axles, or their preference for mirror-smooth road surfaces. Rotten pavement gets both chassis leaping and crashing about. Still, under most conditions—and for the money—these cars stick and steer well.

Splitting hairs, we'd say the Mustang is a little more calm in the steering wheel and more compliant, and despite a little more body roll it feels slightly better composed overall (though it was more nervous at top speed). The Camaro feels sharper and reacts to the wheel more quickly. We thought we could hear and feel what was going on down below a bit more plainly. The Z28 also has a lower center of gravity.

Frankly, the Z28 has a lower everything. Call it road-hugging height. The Camaro's rakish, droop-snoot lines look Concorde-quick alongside the stubbier Mustang. Yet Ford performed a remarkable transformation in reskinning this platform. The profile looks great, the roofline is graceful, and the tall glass gives better outward visibility than does the Camaro's squashed greenhouse. Some eyes find the Mustang's details a bit overwrought, with too many character lines and contour changes. But it's a ripping good improvement on the previous rectilinear shape.

As performance values, the modern pony cars are tough to beat. Prices in the $18,to-$20, range place these cars among such front-drive coupes as Toyota's Celica, Honda's Prelude, and Ford's own Probe. In that crowd, the speed and power of the V-8s look fabulous. There isn't a great difference in cost: the base price of the Camaro is $17,, and the Mustang is $17, As we drove them, the Z28 cost $20, and the Mustang $19,

It's sad that the Mustang GT runs so far behind the Camaro Z28, and it's obvious that Ford has undergone a change in philosophy with its mythic pony car. All the same, Ford engineers and designers didn't put in this painstaking job of refinement to have the result spoken of as a loser. They deserve better. But so do the Mustang faithful. Sure, their beloved steed has taken huge strides in styling and sophistication, but at Waterford Hills, it got its haunches hammered by the archrival Camaro. Ring up the dyno room! Call in the horsepower! And count on another battle in the War of the Ponies.

Twenty-Five Years of Mustang Versus Camaroin Car and Driver

C/D July

The mother of all Mustang-versus-Camaro shoot-outs. After C/D throws down the gauntlet, Ford brings a "Tunnel Port" Mustang with unheard-of series tires and Chevrolet marches in a faster Z/ Speed wins. Advantage: Camaro.

C/D August

After the fuel-frenzied Seventies subside, C/D revs up the muscle-car face-off once again. Mustang GT, Camaro Z28, and Firebird Trans Am slug it out with Germany's finest, the Porsche This contest of "Red Speed" puts the Deutsche treat a mile away in acceleration, top speed, and price. Among the domestics, the Camaro edges the Mustang by a point. Advantage: Camaro.

C/D June

A high-output hp Z28 and a Mustang GT boosted to ponies square off again for the GT championship. Testers find fault with the Mustang's drop-throttle oversteer and steering feel: "It felt like a Mafia triggerman," notes Michael Jordan. The Camaro's extra speed and better braking give it the nod. Advantage: Camaro.

C/D May

C/D staffers search for the best-handling sports car among Chevy Corvette, Dodge Daytona Turbo Z, Mustang SVO, Camaro Z28, and Pontiac Fiero 2M4. The Camaro runs away with the honors. Advantage: Camaro.

C/D May

A V-6 Camaro Berlinetta and a Mustang SVO compete for best sports-coupe honors. The Camaro ranks eighth out of eight, while the Mustang ties for fifth. The winner is the Audi Coupe GT, a blip on the radar of sports-coupe history. Advantage: Mustang.

C/D July

A two-door blood-red Mustang LX V-8 takes on a limited-run Corvette-engined Camaro in "Dearborn versus Goliath." Winding by beautiful Santa Barbara, sunny San Luis Obispo, and Jimmy Dean's splat spot near Cholame, we vote the Mustang tops despite soggy brakes and a top end 10 mph slower than the Chevy. Advantage: Mustang.

C/D June

Looking for revenge, Chevy supplies us with a standard-issue liter Camaro. "These cars have fought off corporate purges the way social diseases resist penicillin," says Chevy engineer Jim Hall. A ten-pony advantage over the Camaro—and a curb weight one hundred pounds lighter—lets the Mustang zip circles around the IROC-Z. A half-second quicker in the autocross, the Mustang wins by a nose. Advantage: Mustang.

C/D February

The brand-new Camaro and Firebird take on the twelve-year-old Mustang, updated in horsepower Cobra form. Though it's relaxed and refined at cruising speeds, the Mustang gives up pure speed to the GM pony cars. The Camaro edges out its stablemate by a hair, based on lower price and sleeker styling. Advantage: Camaro.

—Martin Padgett Jr.

On the Track

We took the Z28 and the Mustang GT to Waterford Hills, a mile road-course near Pontiac, Michigan. Despite many tight turns and one steep hill, the track has a straightaway long enough that both cars attained speeds between and mph at its conclusion. The circuit is also a cruel test of brakes.

In fact, what we noticed first was that the Camaro's brakes required less pedal pressure than the Mustang's and were easier to modulate. Having said that, the Z28's anti-lock system suddenly quit anti-locking at the end of the straightaway, giving Kevin Smith a moment in which to mentally review his last will and testament.

At ten-tenths, the Mustang's steering was more linear and suffered less kickback than the Camaro's. The Z28's is more heavily assisted—usually a plus at a tight track like this—but it tended to evoke too much initial turn-in. So you spent the rest of the turn making minute corrections to the Z28's wobbly line.

The Mustang's seat was also a winner, offering good thigh support on max-lat turns. In the Camaro, on the other hand, you have to scrunch up your left leg and wedge it as stiffly as possible against the door panel, then brace your upper body by desperately clutching the steering wheel. Or onto that huge medicine ball on the tip of the shifter.

Pushed to its limit, the Camaro didn't understeer as much as the Mustang, in part because, with all the Z28's torque, a punch of the throttle helped rotate its tail. That same torque carried the Camaro up Waterford's steep hill with less effort than the puffing Mustang expended. That section of the course alone may have given the Camaro a half-second advantage.

The Camaro's suspension was always quicker to settle after bumps and ham-fisted maneuvers. And the Z28's grip was marginally higher when the chassis was unweighted, which is about always at hilly Waterford. It feels like the Z28 has a center of gravity far lower than the Mustang's.

Still, both cars were benign, predictable, and easy to drive to their limits—particularly the Mustang, perhaps because it's slightly slower, goes into understeer earlier, and felt as if its platform flexes much less.

The winner? The Camaro, with an average lap of , compared with the Mustang's But given the Z28's hp advantage, we were surprised it prevailed by a measly seconds. Which says a lot for Ford's savvy chassis tuners, among them a wee Scot named J. Young Stewart. He may sit on a pillow, but he seems to know what he's doing. —John Phillips


Chevrolet Camaro Z28 (1st place)>

Performance to match its snarky shape and gutsy sound.

Indifferent seats, exhaust rumble a bit much at times.

The Verdict:
Thrilling, fast, a good buy, and a clear winner.

Ford Mustang GT (2nd place)>

Catchy new look, sophisticated feel.

Not enough beans, if there's a Z28 hanging around.

The Verdict:
A fine, polished pony, but no one will notice unless it gets more horsepower.


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Sours: https://www.caranddriver.com/reviews/comparison-test/a/ford-mustang-gt-vschevrolet-camaro-zcomparison-test/
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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)


Camaro 1994


1994 Mustang GT vs Camaro Z-28 - Retro Review


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