Chevrolet Camaro (second-generation) review

How does it drive?

The second-generation Camaro was available with such a huge range of engines, power outputs, transmissions and tuning packages, you basically have to assess the driving experience on what you have before you! Six-cylinder engines have their work cut out against the weight and won’t be flattered by their three- or even two-speed transmissions. A proper Camaro should probably have a V8, though, and the endlessly tuneable small-block in all its guises offers the authentic muscle car soundtrack and performance, though this was progressively strangled by emissions regs over the car’s life. Or at least was in stock form. An early small-block with the four-speed Hurst shift manual and non-assisted steering is probably the one you’re dreaming of, and a suitably macho driving experience; the 365PS (268kW) Z28 LT1 version delivering performance that still feels serious to this day.

What’s good?

The second-generation Camaro remains a handsome car, and while the ‘70s styling got progressively more heavy-handed and garish as the years went on, the car wore the bigger bumpers and other accoutrements better than many of its contemporaries. So, while purists will always prefer the simplicity of the earlier 1970-1973 era, even the late ‘70s and early ‘80s models have something about them so it will come down to personal taste as much as anything.

Similarly, the driving experience can vary from slow and soggy to sharp and seriously quick as your tastes demand and, while you may be leaning on knowledge and parts from over the pond, there’s a huge pool of expertise and supplies for restoring and tuning an old Camaro to the way you want it. For fans of Americana, the fact the Camaro has a relatively smaller profile this side of the Atlantic also makes it an appealing alternative to the more globalist Mustang.

What’s bad?

That enormous bandwidth in powertrains, trims and specifications can be bewildering for those who don’t ‘speak American’ when it comes to choosing the right model, let alone trying to identify if what you’re seeing and being sold is what you’re actually getting. While it sold in the hundreds of thousands no two Camaros were probably alike, and you’ll need to do your homework on the many and various options codes and packs before committing to anything, especially if it’s selling at a premium and you’re buying remotely. This can all distract from the basics of making sure the bodywork and structure is sound, which is far from a given and can prove ruinous to put right if you buy with your heart more than your head.

Which model to choose?

It’s probably not worth wasting your time trying to track down a truly original second-gen Camaro in the specification in which it was sold, for the fact most will have been modified and customised to a degree over the years. Best to pinpoint your search to the era and look you like best, then refine the selection to the best example of that you can find. Safe to say, a small-block V8 of some description is probably the engine of choice, and the earlier the better if you want performance to match the looks.

Though, by this stage, many smog-strangled later ones will likely have been upgraded anyway. A manual will be more fun than an auto and, for our money, an earlier car with the desirable split bumpers and Corvette style quad rear lights is probably the nicest looking, though if you’re going all-in and dig the 70s or early 80s look these cars do have a certain kitsch appeal. If we had to call it, an early Z28 with four on the floor would be top of the list. 

Specifications – Z28 (1970-73)

5.7-litre petrol V8

365PS (268kW) @ 6,000rpm

515Nm (380lb ft) @ 4,000rpm

Four-speed manual/three-speed auto, rear-wheel drive

c. 1,515kg

c. 5.5 seconds

c. 130mph

1970-1981 (total production, all variants)