On an Auction Site?
The 1971-72 Camaros were much like the inaugural “19701/2” models save minor changes dictated by federal regulations. Prices started to gallop with the ’74s, which were face-lifted at each end to accommodate required five-mph impact bumpers. For ’73, the macho SS was replaced by a less-pretentious LT (Luxury Touring) model with standard 145-bhp V-8, variable-ratio power steering, and appearance touches like hidden wipers, black rockers, Rally wheels, and woodgrain dash trim. A wraparound rear window marked the ’75s, which began Camaro’s sales revival after a four-year dry spell.
The ’69s had a fuller, squarer look, emphasized by bodyside bulges and elliptical wheel openings. But 283s would continue to power a variety of Chevys through 1967, when a stroked 350 more amenable to emission controls began to be phased in. Nineteen sixty-two also saw Chevy enlarge the 283 small-block V-8 to 327 cid for an initial 250 or 300 bhp in full-size models. The decade’s prettiest big Chevy might well be the ’62, with its straight, “correct” lines and, for Impala hardtop coupes, a rear roof sculptured to resemble a raised convertible top.
Under the hood sat the High-Output version of Oldsmobile’s vaunted new 2.3-liter “Quad-4,” a genuine Euro-style twincam engine with four valves per cylinder and an excellent 180 bhp. As if to acknowledge its shortcomings, Chevy offered a credit-option V-6 for ’91 GTZs, a 140-bhp 3.1-liter unit. Chevy made an odd bit history by announcing a 1990 Beretta convertible that never made it to showrooms. If you adored this short article and you would like to get additional info concerning Condo in Bangkok (1 bedroom) – what should I look for? kindly visit our website. But though faster than a GTU, the GTZ was far noisier and stiffer-riding.
The 1950-52 models were the last of the traditional low-cost, low-suds Chevys, though DeLuxes accounted for 80-85 percent of production. The hoary old 216.5 Stovebolt was coaxed up to 92 bhp for 1950, when a new 105-bhp 235.5-cid version arrived for cars equipped with optional two-speed Powerglide. The last was Chevy’s new fully automatic transmission, thus beating Ford, whose Ford-O-Matic was still a year off, and Plymouth, which wouldn’t have a true self-shifter until ’55.
