The Camaro was Chevy’s answer to the original Ford Mustang, and it first went on sale for the 1967 model year. Six generations later, it went out of production after the 2024 model year, likely temporarily, as rumours persist about an upcoming family of electric Camaros.
When the Lansing, Michigan, factory quit building Camaros in 2024, it wasn’t the first time Chevrolet halted the car’s assembly line. The car wasn’t a part of the automaker’s lineup from 2003 to 2009. Meanwhile, its chief rival, the Mustang, has survived every model year since the Ford’s debut to global acclaim in 1964 – albeit sometimes narrowly.
Available in coupe and convertible body styles (except for the second-generation model), the Camaro has always been Chevy’s affordable performance car behind the legendary Corvette sports car. It has had inline four-cylinder, inline six-cylinder, V6, and V8 engines, matched with manual and automatic transmissions driving the rear wheels. It survived new safety and emissions regulations that threatened to compromise its design and performance, and it outlasted its General Motors sibling, the Pontiac Firebird.
Each generation of the Chevy Camaro offered examples of compelling design and impressive performance, but they all had one thing in common: cheaply outfitted interiors full of plastic. Naturally, when considering a purchase, you must closely inspect the car for signs of neglect, abuse, and damage. When choosing a vintage Camaro, you should plan to spend big bucks on any of the authenticated, low-production, high-performance models.
Chevrolet Camaro Buying Guide: Cost, Reliability, and the Best Years to Buy
- Frequently Asked Questions
- Pros and Cons
- Chevrolet Camaro Generations
- Sixth generation (2016 to 2024)
- Fifth generation (2010 to 2015)
- Fourth generation (1993 to 2002)
- Third generation (1982 to 1992)
- Second generation (1970 to 1981)
- First generation (1967 to 1969)
Frequently Asked Questions
Which Chevrolet Camaro years are the best?
When it comes to Camaros, it is impossible to define what “best” means. Fans have their favourites, and nobody will convince them otherwise, while the Camaro’s decades-long production run means choosing the best one depends which generation you want to own.
We think the sixth-generation Camaros built from 2016 to 2024 are the best, thanks to their modern engineering. They are built on a platform shared with Cadillac performance sedans, offer a variety of capable powertrains, and feature the latest safety and infotainment technologies, all wrapped in faintly retro styling.
What are the worst Chevrolet Camaro years?
The 1970s were unkind to the Camaro. Safety rules forced Chevrolet to add big and bulky bumpers to the car, while emissions regulations neutered the Camaro’s engines. By 1975 the 350 cubic-inch displacement (5.7-litre) V8 made no more than 155 horsepower. A 1978 refresh brought spats, scoops, front and rear spoilers, and stripes to generate excitement.
Chevy almost dropped the car from its lineup, but Ford’s disastrous 1974 Mustang II redesign of the original pony car allowed the Camaro to finally outsell its primary competitor by a significant margin in 1977. Then Pontiac ruined the Firebird’s styling in 1979, kneecapping that model’s revived fortunes following the Burt Reynolds film Smokey and the Bandit. Suddenly, the Camaro was the good-looking version of GM’s two sports coupes.
Still, except for the 1970 Camaros (especially those equipped with big-block V8 engines), the second-generation car is the least appealing Camaro except for the lame third-generation models with wheezing 90 hp four-cylinder engines. Plus, the second-gen Camaro was the only one unavailable in a convertible body style (no, the rattly T-tops don’t count).
Is a used Chevrolet Camaro a good deal?
A used Camaro can be a good deal, but as with any performance car, it is critically important to get a full inspection by an expert. You do not want to buy a Camaro that has been indifferently maintained, abused, unprofessionally modified, or wrecked and repaired. The good news is that many Camaro owners adore their vehicles and keep them properly maintained and garaged, so look for one of those.
Pros and Cons
Pros
- Plenty of available power and performance
- Most Camaro generations have an appealing design
- Available in coupe and convertible body styles
Cons
- Cheaply outfitted interiors
- Poor outward visibility (except during top-down driving in a convertible)
- Potentially high insurance rates
Chevrolet Camaro Generations
Sixth generation (2016 to 2024)
Lighter, smaller, tauter, and more efficient than the previous versions of the Camaro, the sixth-generation model boasted world-class power and driving dynamics, unlike those of rival muscle cars. Chevrolet built it on a new platform shared with the Cadillac ATS, which GM engineered to match or beat the best sport sedans from Germany.
Available as a coupe or a convertible, the 2016 Camaro offered a choice between a 275 hp turbocharged four-cylinder, a 335 hp 3.6-litre V6, and a Corvette-sourced 455 hp 6.2-litre V8. These engines were paired with a standard six-speed manual transmission, featuring downshift rev-matching with the 6.2-litre V8. An eight-speed automatic is available.
In 2016, 1LT, 2LT, 1SS, and Camaro 2SS trim levels were available, but original owners could add an RS package to the 1LT and 2LT. Versions with a “2” have leather seats, more standard equipment, and exclusive options. In addition, the 2016 Camaro offered Apple CarPlay and Android Auto smartphone connectivity.
The 2017 Camaro added a new Teen Driver feature, allowing parents to monitor the use of the car by newly minted drivers. A 1LE option package for the V6 and V8 engines tuned the Camaro for track duty and is identifiable by its flat-black hood paint. A 50th Anniversary Edition of the Camaro was also available.
The mighty Chevrolet Camaro ZL1 returned to the lineup in 2017, equipping it with a supercharged 6.2-litre V8 engine good for 650 horsepower and either a six-speed manual or a 10-speed automatic transmission. It took just 3.4 seconds for the ZL1 to accelerate to 96 km/h, which is bordering on supercar pace, and included features such as Recaro suede and leather race seats and Brembo brakes.
With the 2018 Camaro, Chevrolet limited changes to both ends of the lineup. A more affordable 1LS trim level for the coupe went on sale, and a ZL1 1LE Extreme Track Performance package was added.
Chevrolet decided the sixth-gen Camaro needed a facelift after three years, and the minor restyle — which included a new bumper and grille — soured critics and customers alike. At the same time, Chevy made the 1LE Package available with the 2019 Camaro’s turbocharged four-cylinder engine and added a new infotainment system.
In 2020, Chevy revised the Camaro SS model’s front styling again to appease those unhappy with the car’s new look. A new Camaro LT1 model went on sale with 1LT equipment and 1SS hardware, giving buyers a more affordable pathway to V8 performance. Camaros with the V6 engine got a new 10-speed automatic transmission.
In hindsight, it should have been clear in 2021 that Chevrolet planned to discontinue the Camaro. The only change to the 2021 model was wireless Apple CarPlay and Android Auto. In 2022, Chevy reserved the 1LE Package for V8 models. The 2023 Camaro received no changes, and in 2024, Chevy canceled the 1LS trim and the turbocharged four-cylinder engine. A run of Camaro Collector’s Editions marked the final year for the sixth-generation Camaro.
Overall, the Camaro earns an above-average reliability rating from Repair Pal, while CarComplaints.com says the most problematic versions are the 2016-2018 models. In particular, it appears that the trunks leak, which can cause electrical problems. Few owners logged complaints about the sixth-gen Camaro from 2019 onwards.
When they were still on sale new, the MSRP in Canada for 2024 Camaros started at $43,132 for the 1LT coupe and $50,132 for the 1LT convertible. When buying a used 2016-2024 Camaro with less than 150,000 kilometres and a clean vehicle history report, you can expect to pay between $20,000 and $65,000, though some ultra-low-mileage ZL1s can reach $150,000. Why the huge disparity in values? On the low end, we’re talking 1LS and 1LT coupes with a turbo four or a V6 engine. On the high end, we’re talking ZL1s.
Fifth generation (2010 to 2015)
Following a seven-year hiatus, the Camaro returned in 2010 to face the retro-styled Dodge Challenger and Ford Mustang. Line all three up, and you’d think someone had twisted the time-travel dial to 1970.
Chevy modeled the new fifth-generation Camaro after the beloved 1969 model, inside and out. Built on a rear-wheel drive platform engineered by Holden, a GM brand sold in Australia, the Camaro would have shared its guts with the Pontiac G8 sedan and GTO coupe had that brand survived the Great Recession.
Available in LS, LT, and SS trim levels (with an optional RS Package), the 2010 Camaro offered a 304 hp 3.6-litre V6 engine or a 6.2-litre V8. Chevy reserved the V8 for the Camaro SS trim, and it was good for 426 hp with the six-speed manual transmission (400 horses with the optional six-speed automatic transmission).
The convertible returned to the lineup in 2011, when the Camaro offered standard OnStar functionality and an available head-up display. The V6 engine also got a power bump to 312 hp that year.
A 45th Anniversary edition joined the lineup in 2012, but the big news was the Camaro ZL1, equipped with a 580 hp supercharged 6.2-litre V8 engine, an adaptive magnetic ride control suspension, and other go-faster goodies. It could accelerate to 96 km/h in about four seconds. Chevy also gave the V6 engine another power increase to 323 hp, the Camaro SS received a retuned suspension, and a much-needed reversing camera was optional from 2012. Interior quality was also said to have improved.
In 2013, Chevrolet offered a new track-tuned 1LE Package for the Camaro SS with a six-speed manual transmission. Cars with the stick shift also got hill-start assist, while a new MyLink touchscreen infotainment system made its debut.
Revised styling arrived in 2014 for all models except the ZL1, which retained its look for its superior cooling and aerodynamic downforce. The Camaro Z/28[LK1] also returned this model year, serving as the top model equipped with a 7.0-litre, 505 hp, normally aspirated V8 engine, a six-speed manual transmission, and exclusive tuning for dominance on the racetrack.
The 2015 Camaro was the final fifth-gen model, and Chevy offered the car as a limited-production Commemorative Edition.
Based on data from CarComplaints.com, the fifth-generation Camaro was particularly troublesome. Owners lodged a significant number of complaints across all years, particularly with regard to the 2010 model, in which premature timing chain failure was a problem. After the MyLink touchscreen infotainment system debuted in 2013, it became the trickiest thing about the Camaro.
Before you buy a fifth-generation Camaro, get a vehicle history report and get the car inspected. Clean, low-kilometre examples of the ZL1 are available for about $48,000 to $55,000, while higher-kilometre Camaro LS and LT models can go for as little as $12,000. We also found one Camaro Z28 for sale in Canada during our research, priced at $150,000.
Fourth generation (1993 to 2002)
Featuring luridly long front and rear overhangs, the wedge-shaped fourth-generation Camaro was a futuristic vision saddled with an unappealing interior. From the huge airbag on the steering wheel to the puffy controls, giant panel gaps, and cheesy plastic, it represents 1990s-era design at its worst.
The Camaro’s available performance was satisfying, though. While the 160 hp 3.4-litre V6 engine was nothing to brag about, the Camaro Z28’s new 5.7-litre V8 offered 275 hp and a six-speed manual transmission. It was a quick car, with impressive grip and handling.
The fourth-gen Camaro started life as a coupe only, but a convertible joined the lineup in 1994, the same year Chevy improved the Z28’s brakes. Unfortunately, this was the first year in which the Camaro’s manual transmission had a first-to-fourth shift pattern to improve fuel economy. You could only grab second and third if you were revving the engine hard enough.
A 200 hp 3.8-litre V6 arrived in 1995, and the old 160 hp 3.4-litre V6 was discontinued the following year. Also in 1996, the RS Package returned with a silly body kit that looked like a bed ruffle, the Camaro Z28’s output was increased to 285 hp, and a new Camaro SS went on sale with 305 hp, a functional hood scoop, and five-spoke wheels.
A 30th Anniversary edition in white with orange stripes arrived in 1997, along with a new wheel design, improved side-impact crash protection, and revised lighting elements.
The 1998 Camaro received a minor restyle, featuring a smoother front end without recessed headlights, while the ’98 Z28 got a new 5.7-litre V8 good for 305 hp, and power output of the Camaro SS was bumped to 320 horses. Upgraded suspension and braking systems were also on the menu that year.
After that, the fourth-generation Camaro received only minor updates. Models with a V6 engine added traction control in 1999, and a new four-spoke steering wheel replaced the horrible two-spoker in 2000. The 2001, Camaro Z28 and SS models got small power increases, to 310 hp and 325 hp respectively. The SS could reach 96 km/h in a reported 5.2 seconds, which was remarkably fast for the era.
The fourth-generation Camaro’s final year was 2002, and Chevy rolled out an appealing 35th Anniversary edition right before the axe fell. It would be almost a decade before another new Camaro went on sale.
Generally speaking, the fourth-generation Camaro is reliable, and most reported mechanical problems appear to be relatively minor and easy to fix. Electrical issues can be a trouble spot, especially the power windows. However, many of these cars have seen better days, so you may have to hunt to find one worthy of purchase. When you do, get a vehicle history report and an inspection by a qualified mechanic.
Prices for fourth-gen Camaros are low. Examples sell for around $8,000 with the V6 engine and high kilometres to about $30,000 for a like-new SS. Most of the Camaros you’ll find on sale in Canada from this era are the Z28, which range from $15,000 to $28,000 depending on age, odometer reading, and condition.
Third generation (1982 to 1992)
After a 12-year run, Chevrolet replaced the second-generation version of its pony car with the completely redesigned and, for its time, thoroughly modern 1982 Camaro. A dramatic departure from the past, the third-gen Camaro had a simple, clean, understated design, and, especially in Z28 trim, it was instantly appealing. It also sported an even faster roofline with a hatchback design.
Three unremarkable engines were available in 1982: a 90 hp four-cylinder, a 112 hp V6, and a 145-165 hp V8. Base Sport Coupes came with the four-cylinder or the V6, while the European-flavoured Berlinetta offered the V6 or the V8. Four-speed manual and three-speed automatic transmissions were available.
It didn’t take long for Chevrolet to start improving this version of the Camaro. In 1983, the Z28 came with a 190 hp V8 paired with a new five-speed manual or a four-speed automatic transmission. That automatic trickled down to other Camaros for 1984.
The 1985 Camaro received minor styling changes, and in alignment with Chevrolet’s sponsorship of the International Race of Champions (IROC), a new IROC-Z model arrived with new wheels, retuned suspension, and a 5.0-litre V8 making 215 hp when bolted to the five-speed manual.
In 1986, Chevy killed the awful four-cylinder engine, making the 2.8-litre V6 standard, and bumped the V8 to 220 hp. This was the last year for the upscale and unpopular Berlinetta model. A Camaro convertible returned to the lineup in 1987, but Chevrolet outsourced the roof removal to an aftermarket supplier. A U.S.-market RS trim level went on sale in ‘87, but only in California. A de-tuned 5.7-litre V8 from the Corvette also became available, making 225 hp and using a four-speed automatic.
In 1988, the Camaro Z28 departed in favour of the IROC-Z name. A 1LE Package was available for the IROC-Z, installing a 230 hp 5.0-litre V8 with a manual transmission or a 245 hp 5.7-litre with the automatic.
Availability of the Camaro RS expanded in 1989, including into Canada. In 1990, the standard V6 grew to 3.1 litres, while all Camaros received a driver’s side airbag. Chevy didn’t continue its IROC sponsorship, so the Camaro Z28 returned to the lineup as the top performance model in 1991. A Heritage Package closed out third-generation production in 1992, and the last Camaro built in the Van Nuys, California, assembly plant rolled off the line in August of that year.
As you can expect with any car several decades old, a third-generation Camaro will experience occasional problems and parts can be hard to find. If you buy one, make sure you get a vehicle history report and thorough inspection by a mechanic fluent in Old Camaro.
While Camaros of this vintage remain relatively common in the U.S., Canadian weather has taken its toll and few examples remain available on our used car market. Prices range from $14,000 for a base Camaro Coupe to $40,000 for Z28 and IROC-Z Convertible models.
Second generation (1970 to 1981)
Since Chevrolet had quickly cribbed together the first-generation Camaro, the second-generation reflected a more considered approach to the design. Longer, wider, lower, sleeker, and heavier, the 1970 Camaro was the car Chevy thought could beat the Ford Mustang. Ultimately, it did, outselling the Mustang for the first time in 1977.
Soon after the second-generation Camaro debuted, U.S. federal regulations relating to safety and smog threatened its existence. That makes any 1970 Camaro equipped with the 375 hp big-block 402 cid (6.6-litre) V8 one of the most desirable examples of this version of the Camaro. Canadian regulations were not as strict, so from this point on in this generation there were minor differences between Camaros sold in our market, such as different carburetors and transmissions. There was less power on the menu from 1971. That year, the most potent Camaro was the Z28, equipped with the 330 hp 350 cid (5.7-litre) V8 with a dual-exhaust system.
In 1972, the Society of Automotive Engineers (SAE) changed horsepower measurement standards, resulting in big drops across the entire Camaro lineup, with the Z28’s 350 newly rated at 255 hp. Chevrolet quit using a Hurst shifter in cars with the four-speed manual gearbox, and the Camaro added three-point seatbelts for safety.
Chevy dropped the big-block Camaro SS in 1973, and the car’s elegant front bumpers added some ugliness to meet U.S. federal regulations. Power ratings fell again, with the Z28 now generating 245 hp. Also, a new Type LT (Luxury Touring) debuted.
Even bigger bumpers arrived in 1974, requiring a front and rear restyle, and the round taillights disappeared. The engine lineup included a 250 cid (3.9-litre) inline-six and 350 cid (5.7-litre) V8. The Camaro Z28 offered little more than a huge hood graphic to distinguish itself.
Chevy dropped the Z28 from the lineup in 1975, but the Rally Sport returned, adding body-coloured bumpers, wheels, and satin-black paint on the hood and roof, while a new wraparound rear window improved visibility. Catalytic converters further strangled engine output, with the six-cylinder making only 105 hp. The 350 V8 mustered only 145 hp (two-barrel carb) or 155hp (four-barrel carb for California and high-altitude regions).
Chevrolet added a new 305 cid V8 (5.0-litre) to the Camaro lineup in 1976, and in 1977, the Z28 returned with significant suspension upgrades and 185 hp. This was the year the Camaro finally outsold the Mustang, but in fairness to Ford, Chevy’s rival was the awful little Mustang II, which wasn’t exactly a high bar to hurdle.
The 1978 Camaro was significantly refreshed, with new front and rear ends featuring body-colour urethane bumpers. Chevy also made T-tops (removable roof panels) available, and other changes pertained to suspension tuning and fuel economy.
In 1979, a luxury-themed Berlinetta model replaced the Type LT, and in 1980, the Camaro’s standard inline six-cylinder engine left the building in favour of a new 3.8-litre V6. The Z28 added an air induction hood that year and made 190 hp in Canada and all states except California. The Rally Sport disappeared for the second-generation’s final year in 1981.
Before buying a second-gen Camaro, perform a vehicle history search and get the car inspected by a reputable expert. Many of these cars were left to rot or served as failed projects. Others were modified without the requisite expertise or attention to detail.
In Canada, you’ll find only a scant handful of these left today, typically selling in the $25,000 to $40,000 range for run-of-the-mill models with decent odometer readings. Rare, desirable, and low-kilometre examples can run into six-figure territory, as can professionally built restomods. Unsurprisingly, 1970 Camaros command the highest premiums. To find these more desirable units, there’s a high likelihood you’ll need to shop south of the border.
First generation (1967 to 1969)
The Ford Mustang’s success surprised Chevrolet and made the company’s Chevy II look like something your grandma might drive. So, the automaker initiated a fast-track development schedule to create a proper rival, selected a name based on the French word “camarade,” and rushed the all-new Camaro into showrooms by 1967.
The first-generation Camaro came in base Sport Coupe or Convertible, Rally Sport (RS), Super Sport (SS), and Z/28 trim levels, offering inline six-cylinder and V8 engines ranging from 140 to 325 hp. In 1967, the car paced the annual Indianapolis 500 race, and Chevrolet built 100 pace car replicas for use during the event. Most wound up on the used-car market and are desirable examples of the ’67 model.
In 1968, a new Astro Ventilation system eliminated the Camaro’s front quarter vent windows. Further minor appearance changes updated the look, and performance models got revised rear suspension. The big-block 396 cid V8 made 350 hp.
Extensive design changes gave the 1969 Camaro a wider and lower look, and only the hood and the trunk were the same as in 1968. Once again, the Camaro paced the Indy 500, and Chevrolet commissioned a production run of official replicas.
However, the most desirable first-gen Camaros are the rare Central Office Production Order (COPO) 9560 and 9561 variants built in 1969. Both were supplied 425 hp, but only 69 examples of the 9560 were made, equipped with an aluminum-block ZL-1 V8 under the hood. Chevrolet built 1,000 units of the 9561 iron-block 7.0-litre models. In addition, Yenko Chevrolet, a dealership in Pennsylvania, created a run of Camaros with huge engines stuffed into them.
There are a surprising number of these earliest Camaros floating around in Canada. Pro-built restomods and original, unrestored, low-kilometre cars easily sell for $150,000. Below that threshold, you’ll find less desirable first-gen Camaros that aren’t as immaculate as the best ones available, starting at around $35,000 and escalating quickly from there. As always, a vehicle history and thorough inspection by a Camaro expert are recommended before purchase.
