i thought those 010 blocks were tough i have a few of them and they are still running strong

 

They are strong, but a 2 bolt main block that has been splayed can handle a lot more RPM.

 

o ok i hear ya now

 

Engines available in first gen Camaros:

230 inline six (now THERE was a powerhouse........)
250 inline six
302 (Z28 only) and it was the only engine in a Z28 -- no 350 until 2nd gen
307
327
350
396
427 (COPO)

there were various horsepower/torque versions of several engines...

transmissions of course were 3-speed manual, 4 speed manual, powerglide (2-speed automatic) and turbo-hydramatic (3-speed automatic) and again, there were different versions available depending on engine selected.

anyone wanna guess what the OTHER transmission was not mentioned above???..........

.no peeking....

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Torque Drive!

it was essentially a 2-speed semi-automatic transmission -- you started out in low and then manually shifted to high.......no clutch! 3,099 in 1968 and 2,186 in 1969.

 

sO....

So .. If you had one .. what would it be worth.

I have a 302 out of a 67.

Any clues ??

 

The 1st. generation camaro 302ci. was the best small block made had lots of power for it's size.

 

as with anything it's worth whatever someone is willing to pay for it, theres no set in stone prices for stuff like that .. documentation would help in making it worth more as blocks have and can be restamped to appear to be something they aren't , the 67 being a rare year (602 made) and the cars had no badgeing to ID them (in most cases) some had small 302 emblems on the front of the fender ... the block would be a 2 bolt main small crank model and the stamping would be MO on the block to be correct.. the casting #s are on line for the block and heads , and it would also make a difference weather they are stock bore and the crank is unturned ... advertizing it looking for offers may bring you a good idea what it would bring ..

 

My dads got the orig. DZ302 for his 69 Z and he thinks that if the motors all correct are worth 5-10k.

 

302 Chevy was a 4.00" bore 327 block using a 3.00" 283 crank...........that's CHEVY thank you.............302 Ford is a boat anchor.........for example rod bolts torgue at 19 foot pounds (careful now)....chevy at 35 ft lbs........Ford 10 head bolts.....Chevy 17.......Ford ...non adjustable rocker arms...must buy longer push rods.....LOL.......Chevy fully adjustable..........need more??......Ford builds junk all you have to do is look at what is still being driven out there, say 20 years old or 30 years old............CHEVY......just that easy...........bye

 

Why a splayed block (vintage Ford) when every truck GM built from 1969 to 1988 with a 350 had a 4 bolt main block.......easy to find,with the early ones much heavier as can be seen behind the timing chain cover on cylinder 1 ..............besides RPM is not the killer..........HP is............with the right valve springs you can pull over 8 grand easy with only say 300 hp nice rush when that sucker hits about 6000 RPM and pulls hard.............it's the springs that keep the newer engines to about 6 grand....oh and bigger push rods.........watch those cheap after market parts....you really can't go wrong buying GM parts......their engineering is absolutely first class. Also of interest to some of you are the numbers behind the timing chain cover on the older 350 blks......010 is a 4 bolt and 020 is a high nickel block.............bye

 

double camel hump heads with 57 cc cumbustion chambers, 2.02 intake valves and angle spark plugs......it was about the best head Chevy ever made for racing......not the best for street as the big valves had a tendancy to shroud the intake charge slowing it down.......1.94 heads either closed chamber
(looks like a heart) or open chamber (looks like a D) are a better choice. For street be careful....not too much overlap..that is the length of time the intake and exhaust valves are both open.......lots of overlap for racing is good because the escaping exhaust gases actually scavenge the combustion chamber allowing for a much cleaner intake charge, how ever some of that new fuel charge is also sucked out so your fuel mileage will suck and so will your vacuum.......Mopars HAH......just a little better than Fords....bye

 

Comments: Inspired by the success of the Ford Mustang, Chevrolet launched its own pony car, the Camaro. Chevrolet stated that the "Camaro" was named after the French word for "comrade," although some linguists argued that it was actually Spanish for a type of shrimp. Not exactly an awe aspiring name for a new pony car. Luckily, the Camaro had the muscle to back up its case. The Camaro was based on the upcomming 1968 Chevy Nova platform, and featured a unibody structure from the windshield and firewall back, with a separate steel rail subframe for everything up front. The Camaro was available from the start in hardtop coupe and covertible body styles, and could be order with nearly 80 factory options and 40 dealer accessories, including three main option packages and a choice of four different engines. The RS package included numerous cosmetic changes including a blacked out grill with hidden headlights, revised parking and tail lights, upgraded interior trim, and RS badging. Of greater interest to enthusiasts was the SS package which included as standard equipment a modified 350 cid V8 (the first 350 engine Chevy ever offered) with an available 396 cid big block producing 325bhp (L35) and later a 375bhp version, along with simulated air-intakes on the hood, special bumble bee striping, and a blacked out grill. It was possible to order both the RS and SS packages, and get a RS/SS Camaro, in which case the RS badging took precedence. Camaro popularity soared when a RS/SS Convertible with the 396 paced the 1967 Indianapolis 500 race.

In December 1966, Chevrolet then quietly released one of the most famous options codes of all time, option Z-28. Unpublicized and unknown by most of the buying public (and most Chevrolet sales people for that matter) and not mentioned in any sales literature, the only way someone could order the Z-28 package was to order a base Camaro with the Z-28 option, mandatory front disc brakes with power assist, and the Muncie 4-speed transmission. You could not order the SS package, automatic transmission, air conditioning, or the convertible. What you got was a unique 302 cid small block (Non-California emission cars were labeled MO while California emission engines were labeled MP) that was created by taking the 327 block and installing the short-stroke 283 crank. Specifically designed to compete in the Club of America transmission Am racing series which placed a 305 cid limit on its entries, the Z-28 was available to the public solely to qualify the car for racing. Advertised horsepower was listed at just 290bhp, which was not very impressive until one hooked it up to a dyno and got actual readings of 360-400 bhp. The Z-28 also came with a competition suspension, broad racing stripes on the hood and trunklid and could be combined with the RS option package. There was no Z-28 badging at all, lest it attract to much attention. The Z-28 proved to be difficult to launch on the street because its high reving engine was lethargic under 4000rpm and worked best when it was shifted at 7500rpm (!). Once it got going, the Z28 was tough to beat and boosted a 140mph top speed and numerous racing victories. Only 602 Z-28s were sold in 1967, making it a truly desirable collectable.

Production:
RS: 64,842
SS: 34,411
Z-28: 609

Engines:
230 I6 140bhp.
250 I6 155bhp @ 4200rpm, 235lb-ft @ 1600rpm.
(Z-28) 302 V8 290bhp @ 5800rpm, 290lb-ft @ 4200rpm.
327 V8 210bhp.
327 V8 275bhp.
350 V8 255bhp.
(SS350) 350 V8 295bhp @ 4800rpm, 380lb-ft @ 3200rpm.
(SS396) 396 V8 325bhp @ 4800rpm, 410lb-ft @ 3200rpm.
(SS396) 396 V8 375bhp @ 5600rpm, 415lb-ft @ 3600rpm.

Performance:
(Z-28) 302/290bhp: 0-60 in 6.9 sec, 1/4 mile in 14.85 sec @ 101mph.
(SS350) 350/295: 1/4 mile in 15.4 seconds @ 90 mph.
(SS396) 396/325bhp: 0-60 in 6.0 sec, 1/4 mile in 14.5 sec @ 99mph.



1968 Chevrolet Camaro








Comments: The 1968 received minor changes for its second year. The grill took on a more horizontal look while the vent windows were dropped and "Astro Ventilation" (i.e. flow-through ventilation) was added. Side marker lights were added while the SS396 received revised chromed hood inserts (the SS350s stayed with the 1967 styling). Underneath, the 1967 Camaros pesky axle tramp was cured by the addition of multi-leaf rear springs to replace the single-leaf units and rear shock absorbers were now staggered. A new 350bhp 396cid option for the SS was added, while the Z-28 option (now just labeled MO) actually received some publicity and sold 7,199 units. The Z-28s were now easier to spot as they sported Z-28 or 302 badges.

Production:
RS: 40,977
SS: 27,884
Z-28: 7,199

Engines:
230 I6 140bhp.
250 I6 155bhp @ 4200rpm, 235lb-ft @ 1600rpm.
327 V8 210bhp.
327 V8 275bhp.
350 V8 255bhp.
(SS350) 350 V8 295bhp @ 4800rpm, 380lb-ft @ 3200rpm.
(SS396) 396 V8 325bhp @ 4800rpm, 410lb-ft @ 3200rpm.
(SS396) 396 V8 350bhp @ 5200rpm, 415lb-ft @ 3200rpm.
(SS396) 396 V8 375bhp @ 5600rpm, 415lb-ft @ 3600rpm.

Performance:
(SS396) 396/325bhp: 0-60 in 6.6 sec, 1/4 mile in 15.0 sec @ 94mph.



1969 Chevrolet Camaro








Comments: 1969 saw several noteworthy changes to the Camaro. The grill became deeper set, the taillamps were longer and thinner and broken into three segments. A heavy "eye-brow" crease was added on the both sides of the car extending from the front wheel well to the rear wheel well. A matching crease went from the rear wheel well to the rear quarter panel. The Camaro also received new fenders, door skins, rear quarter-panels, grille and taillights which gave it a wider, lower appearance. Inside, the Camaro received a redesigned dash and more comfortable seats. Endura rubber bumpers were available on the Camaro as well as two ram air induction systems for the SS. The first was a new special hood with a rear facing inlet and cold-air duct underneath the hood. The second was a dealer installed cowl plenum kit that came with a special air cleaner and adapter. No special hood was needed. 1969 saw an explosion in engine choices. On the low-performance side, a new 307 V8 (a 327 crank in a 283 block) rated at 200bhp was added and a new 350 V8 rated at 255 bhp replaced the more powerful 327 engine. The Z28 continued with its seriously under-rated 302 (now called DZ) engine. The RS package was still popular, and included a special grill with concealed headlights (of a ribbed design) and washers, chrome wheel well moldings, drip rails, pinstripes, and RS badging. The SS standard 350 received a slight power boost to 300 bhp while the 396 engines continued in 325/350/375 bhp versions. Once again, a white RS/SS convertible with the 396 engine paced the Indianapolis 500 race, and Chevy offered replica versions as white convertibles with orange stripes and orange houndstooth upholstery (though most replicas were powered by 350 engines. Because of their collectibility, there are many "fake" 1969 Pace Car replicas out in the collector market so be careful if you are planning on buying one.

But real performance is more than special upholstery and the big news for 1969 was the availability of special 427 cid V8 equipped Camaros. The first were special dealer-installed units, most notably the Yenko Camaro 427. Yenko Sports Cars, based in Pennsylvania, along with other Chevy dealers such as Nickey in Chicago, Dana in California, and Baldwin-Motion in New York, would install the L72 427 cid block, rated at 425bhp by Chevrolet, ordered under the Central Office Production Order System (COPO) code 9562 into a buyer's Camaro. The Yenko Camaro 427 is a typical example: it came from the factory with no ornamentation, badging, and the 427 engine in a crate. Yenko installed the 427 block, changed the rating to a more realistic 450bhp, and added 15-inch rally wheels, bigger front roll bar, and sYc (Yenko Sports Car) badging. A full complement of racing add ons were available and sub 13 second quarter miles were possible with a few more dollars.

Overshadowing these dealer modified Camaros was the factory Camaro ZL1. Specially designed to compete in the NHRA Super Stock drag classes, Chevrolet made it an option under the COPO system (code 9560). The cars began as SS396/375bhp Camaros with the F41 suspension. The SS trim and engine were deleted, and the 427 engine, cowl-induction hood, front disc brakes, a choice of heavy duty 4 speed transmissions or Turbo Hydra-matic, and a 4:10 posi axle were added. But instead of the regular iron-block and head L72 found in the dealer installed Camaros, the ZL1 sported aluminum heads and the first aluminum block ever made by Chevrolet. It shared the L88 aluminum head/iron block's engine rating of 430 bhp but made closer to 500 bhp -- making it probably the most powerful engine Chevrolet ever offered to the public. And the engine weighed just 500 pounds, the same as Chevy's 327 small block. The car was blessed with a 5 year/50,000 mile warranty and was fully street legal. With factory exhausts and tires, it turned low 13s; with headers and slicks, it could turn 11.6s @ 122mph. This was the fastest car ever produced by Chevrolet. Performance had its price -- $4,160 for the ZL1 engine alone pushing the price of the Camaro ZL1 to an unbelieveable $7,200 (about double the price for a SS396 Camaro). Chevy needed to build 50 to qualify the car for racing, and in the end built 69 Camaros and 2 Corvettes with the ZL-1 engine. Their high price made them difficult to sell and at least 12 engines were removed and about 30 cars were returned back to Chevrolet. It took until the early 1970s to sell them all. One can only wonder what they are worth today.

Production of the 1969 Camaros continued into the beginning of 1970 as the all new 1970 Camaros were not released until mid 1970. To add to the confusion, some late 1969 cars were titled as 1970 models.

Production:
RS: 37,773
SS: 33,980
Z-28: 19,014

Engines:
250 I6 155bhp @ 4200rpm, 235lb-ft @ 1600rpm.
Z28: 302 V8 290bhp @ 5800rpm, 290lb-ft @ 4200rpm.
307 V8 200bhp @ 4600rpm, 300lb-ft @ 2400rpm.
327 V8 210bhp.
327 V8 275bhp.
350 LM1 V8 255bhp.
(SS350) 350 V8 300bhp @ 4800rpm, 380lb-ft @ 3200rpm.
(SS396) 396 V8 325bhp @ 4800rpm, 410lb-ft @ 3200rpm.
(SS396) 396 V8 350bhp @ 5200rpm, 415lb-ft @ 3200rpm.
(SS396) 396 V8 375bhp @ 5600rpm, 415lb-ft @ 3600rpm.
(COPO 9561) 427 V8 425bhp @ 5600rpm, 460lb-ft @ 4000rpm.
(COPO 9560) 427 V8 430bhp @ 5200rpm, 450lb-ft @ 4400rpm.

Performance:
(Z-28) 302/290bhp: 0-60 in 7.4 sec, 1/4 mile in 15.12 sec @ 94.8mph.
(SS396) 396/375bhp: 0-60 in 6.8 sec, 1/4 mile in 14.7 sec @ 98.7mph.
(COPO 9561) 427/425bhp: 0-60 in 5.4 sec, 1/4 mile in 13.5 sec @ 102mph.
(COPO 9560) 427/430bhp: 0-60 in 5.3 sec, 1/4 mile in 13.16 sec @ 110 mph.
there is some info i got off a site

 

I have seen many 010 blocks get major stress fractures around the main caps from high rpm/hp engines. One of the things I did to assist with my 010 engine in my 67 Camaro was to have the bottom end studded.

 

I hate to dissagree but not every 350 truck engine was a 4 bolt main I have taken apart many original 60s to 80s chevy trucks with 350s 0010 casting blocks and over half were two bolt main, also the two bolt blocks are good to 6000 + RPM when mechined properly they will hold over 500 HP with no problem the only time a 4 bolt block would be an advantage is with a blown or N20 engine or sustaned high RPM use like an endurance racing engine ...

 

What are these blocks worth? I have one that i had planned to stroke out and build a horsepower/nitrous motor with but now I don't think I want to.

Someone said on page one that Chevrolet would not use anything but a bowtie... So here is my question.

In 1969 Chevrolet produced a Camaro Z28... with a mopar 302, which had the offenhauser intake/dual carb set up. You may or may not have heard of it, but they call it the "million dollar camaro"

If memory serves me correctly, there were only 3 made, and one of them a famous baseball player owned from 69 to 73... and it has been privately owned by one of the Fred Gibbs collectors ever since.

I got to see this car at the Maple City Streetmachines annual car show two years ago held in Monmouth, IL (if any of you have heard of it) I'm digging through my picture CD's to put up... there is one in my Member gallery, but not much for detail... I'll look for the one that has the documentation close up. At any rate...

What is the real story behind this? I've heard everything from Chevrolet produced a few of these for some VIP's just as a "gift" type of thing... to that some rich guys purchased these cars with the DZ's, and retrofitted the Mopar variant 302 under the hood.

Teach me.

thanks

 

They also made a 302 hemi engine just seen one on e-bay for 80,000.

 

Never heard of that, do you have a link?

 

I have never heard of a 302 hemi either.

 

i read on this site ( if u read will see) http://www.holisticpage.com/camaro/story/history.htm that the the chevy II in 68 was actual a new plat form from the old one and shared many parts from the 67 camaro. and the chevyII was renamed Nova. Is this accurat?

 

Thats fairly accurate, the 68 NOVA used a camaro type front subframe (rear steer) and a longer unibody than the Camaro.. the 67 / older Novas were a totaly different chassis with more simmilaritys to a mustang type unibody.. but the 68 Nova was based off the 67 Camaro not the other way around ..