C R G CRG Reports Exterior Engine 1967 Model ID
Numbers Decode General Info Interior Transmission 1968 Model ID
Drivetrain Decode Options Underhood Chassis 1969 Model ID

Engine/Induction/Exhaust

©1998-2021, Camaro Research Group
Edited by and
Version: Saturday, 06-Mar-2021 00:09:10 EST

  1. Engine Pad Stampings - including Engine Codes
  2. Block Casting Numbers
  3. Listing of Factory Camaro Engines
  4. The 302 and the Camaro Z-28
  5. Differences in V8 Frame Mount Brackets and Engine Mounts
  6. Service Engine (CE) Identification
  7. Big Block Valve Covers
  8. Complete Engine Pulley List
  9. CRG Research Report: 1967-69 Camaro Carburetors
  10. CRG Research Report: 1967-69 Camaro Emission Systems
  11. CRG Research Report: 1967-69 Water Pumps
  12. CRG Research Report: 302 Valvetrain Adjustment Procedure
  13. CRG Research Report: Camaro Cross-Ram Intake Manifolds
  14. CRG Research Report: Camaro Transistor Ignition Systems

 

Listing of Factory Camaro Engines

Part of the success of the Camaro was the wide variety of engine options that were available. Here's a summary of the factory domestic engines, their availablity, and production totals. (Other engines were used in export models, foreign-built models, and dealer-modified Camaros.) A complete listing of engine codes is shown on the Drivetrain Decoding page. A complete listing of production options is on the Options page.
Engine options introduced mid-year 67 are shown in the late 67 column. Engine options in 69 that were available all year are centered. Engines available until 1/1/69 are shown under the early column and their replacements are shown under the late column. See the COPO article for information about the 1969 L78 and L72 production totals. 

                                     1967           1968           1969 
                                         late                 early    late  
Base L6 
  L26     230ci/140HP  L6 1BC      20,643          22,322         17,588 
Optional L6 
  L22     250ci/155HP  L6 1BC      38,165          28,647         18,660
Base non-SS V8 
  LF7     327ci/210HP  V8 2BC     102,409         124,870      44,746
  L14     307ci/200HP  V8 2BC                                        68,487 
Optional higher hp non-SS V8 
  L30     327ci/275HP  V8 4BC      25,287          21,686
  LM1     350ci/255HP  V8 4BC                                  10,406
  L65     350ci/250HP  V8 2BC                                        26,898
SS models 
  L48     350ci/295HP* V8 4BC      29,270          12,496         22,339
  L35     396ci/325HP  V8 4BC          4,003       10,773          6,752
  L34     396ci/350HP  V8 4BC                       2,579          2,018
  L78     396ci/375HP  V8 4BC          1,138        4,575          3,823 ^
  L78/L89 396ci/375HP  V8 4BC **                      272            311 
Z28 
  Z28     302ci/290HP  V8 4BC            602        7,199         20,302
COPO models 
  L72     427ci/425HP  V8 4BC #                                      997 ^
  ZL1     427ci/430HP  V8 4BC ##                                      69 
--------------------------------- 

 * rated 300HP in 1969
 ** Al head option
 # COPO 9561, cast-iron
 ## COPO 9560, Al block/heads
 ^ L78 total adjusted for COPO production. See COPO article for more info.

67 Engine Usage 68 Engine Usage 69 Engine Usage
Pie chart Pie chart Pie chart

 

The 302 and the Camaro Z-28

The 302 engine was only available in first-generation Z-28s (the 350 LT-1 was used in 2nd generation Z-28s), and was created in response to a Trans Am racing engine displacement limitation at that time of 5 liters (305ci). The 302 was created by installing a short-stroke 283ci engine crankshaft in a 327ci block, resulting in 302ci displacement. This just fit the Trans Am limitation (the bores of the actual racing engines were tweaked to produce exactly 305ci) and this design (with special modifications for high-performance use) resulted in an unusual, high-revving engine that helped create the legend of the Z-28. The 302 was the only engine available in the first-generation Z-28.

 

Differences in V8 Frame Mount Brackets and Engine Mounts

All '67-'68 small-block (SB) and '69 307ci and 327ci engines used the same frame mount bracket (approximately 2-1/2 inches wide) attached to the subframe. The 1969 302ci and 350ci engines used a ~3/8 inch shorter and ~1/4 inch narrower bracket. 1967-68 engine mounts will assemble to the 1969 302/350 engine mount bracket, but this is an incorrect assembly that results in driveline vibration and clutch chatter because the engine sits too low and can move on the bracket.

In order to gain engine compartment clearance, big block (BB) engines were offset 1/2 inch to the right (towards the passenger side) by means of asymmetric brackets. 1967-68 BB frame mount brackets are 2-1/2 inches wide (but not the same as SB) and use the same engine mounts as 67-68 302ci and 350ci. For 69, BB frame mount brackets were redesigned to use the new thicker, narrower, engine mount also used by 302ci and 350ci. BBC bracket pairs are easily spotted because the left bracket is noticeably taller than the right in order to achieve the engine offset.

Note that the frame mount brackets and the engine mounts below are grouped together by functionality. The OEM engine mounts may have had different part numbers in the different applications and different years, but are functionally the same within a grouping. The original frame mount part numbers are listed. 

   Frame Mount Brackets      Part No. (L, R)
 ------------------------   ----------------- 
 L6
     67-69                  3892731, 3892732

 V8
   1) 67-68 302, 327, 350   3892733, 3892734
      and 69 327/307        3955183, 3955184
   2) 67-68 396             3912597, 3912598
   3) 69 302 and 350        3945507, 3945508
   4) 69 396                3950113, 3950114
Big Block Frame Mounts
BB Frame Mounts 
    Engine Mounts               Part No.
 --------------------         ------------ 
 L6   a) 67-early 68            3866247
      b) late 68-69             3932799
 
 V8   a) 67-68 327 non-PS               
         67-68 327 PS right              
            69 327/307
      b) 67-68 327 PS left
      c) 67-68 302, 350, 396
      d) 69 302, 350, 396

 

Service Engine (CE) and Transmission Coding

Quoting from the Chevrolet Dealer Service Information Bulletin, 69-I-1, dated 19 Sept, 1968:


The following system will be used to identify service engine and transmission assemblies* including replacement parts. Manufacturing plants will number each assembly as it is produce. The first letter will designate the GM division which produced the engine.

    C-Chevrolet     L-Oldsmobile     K-Cadillac     B-Buick     P-Pontiac

The second letter will designate the type of unit "E" engine or "T" transmission. The number following the letter will designate the model year "9" for 1969. The last five digits specify the service replacement unit sequence number. The group of numbers to be used by Chevrolet manufacturing plants are as follows: 

       Engines
  Flint Motor Plant (L6 Engines) 00001 to 19999
                                 80001 to 89999
  Flint V8 Engine Plant          20000 to 49999
  Tonawanda Motor Plant          50000 to 79999

Example: Number CE900175 designates Chevrolet engine - 1969 year, and the 175th unit produced for service at the Flint Motor Plant (L6). 

       Transmissions
  Cleveland Transmission Plant    00001 to 14999
  Toledo Transmission Plant       15000 to 24999
  Saginaw Transmission Plant      25000 to 34999
  Muncie Transmission Plant       35000 to 44999
  Hydra-Matic transmissions will be numbered with the letter "H" 
  regardless of the G.M. Division using the transmission.

* This numbering system applies to service engine assemblies, partial engines, fitted cylinder cases, cylinder cases, transmission assemblies and transmission cases.

Most service parts were produced specifically for service. Production engines and transmissions were generally not used as service parts.

 

Big Block Valve Covers

1967 BB with smog
RH Valve Cover w/ bracket		 Stant Oil Cap
67 BB - RH w/ smog     Oil Cap
The Camaro big block valve covers used on the 396 and 427 engines were basically the same for 1967 through 1969. They had the same shape and all had oil drippers spot-welded on the inside of the cover which created the "dimples" on the outside of the cover. But the brackets attached to the valve covers changed every year.

Righthand - The righthand side valve covers were similar all three years. The oil cap was located on the righthand valve cover and was a twist-on style (later valve covers used a push-in rubber plug). The 1967 396 with smog had a one-year-only unique cover which had a bracket on the valve cover for the fuel mixture control valve. Both 67 396 (with and without smog) RH valve covers have the spark plug wire stand welded in the center of the valve cover. Whereas the 68 and 69 RH valve covers have the spark plug wire stand located rearward, almost directly under the crankcase vent tube hole.

Lefthand - The lefthand side big block valve covers had three features in common all three years - a slanted end for wiper motor clearance when removing the cover, a dimple for rocker arm clearance and for the oil dripper inside the valve cover, and the rear spark plug wire stand located forward of the rear bolt hole, also to clear the wiper motor. Both Camaros and Nova had the spark plug wire stand in this location. Chevelles and full-size Chevrolets had the stand rearward of the rear bolt hole.

Close-up of
slanted end of the LH cover		 Close-up of
LH dimple and oil dripper		 LH cover for 68-69
Chevelles and full-size Chevrolets
1968 BB Valve Cover End Oil drippers 68-69 Chevelle and full-size LH cover
The changes in the LH valve cover are all related to the temperature sender wiring. In 1967, the sender was mounted in the front of the intake and there were two temperature sender wire clip tabs along the intake side of the valve cover for routing the wiring. In 1968, there are no clips on the valve cover because the temperature sender was in the head and the wiring was part of the alternator harness. In 1969, the alternator moved to the other side of the engine and the temperature sender wire came out at the firewall and down the exhaust manifold side to the temperature sender in the head. The 69 BB valve cover had one wire tab (which was dip-coated with plastic) on the exhaust manifold side of the valve cover for this wiring.

Close-up of 67 wiring clip 1968 Camaro BB Valve Covers Close-up of 69 wiring clip
1967 BB Valve Cover Clip 1968 BB Valve Covers 1969 BB Valve Cover Clip
 

Complete Engine Pulley List

CRG has created downloadable spreadsheets of the pulley part numbers and applications for first-generation Camaro. It is in PDF form, so you must have a working version of Adobe Acrobat Reader (or other PDF compatible reader/viewer) to read this file. Acrobat Reader is a free program.

These download files are the copyright property of the Camaro Research Group, and are subject to the same restrictions as any other data on our web site. Do not download any of these files unless you can comply with these restrictions.

Click (or Shift-Click) to download the listings in PDF format.

 


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