While Airflows sold in respectable numbers during 1934, Chrysler's traditional sedans and coupes far outsold the Airflow by a ratio of 2.5 to one, with first year Airflow sales at 10,839 units. DeSoto fared far worse than Chrysler for 1934. Without any "standard" car to sell, DeSoto's sales numbers plunged. And while the Airflow design looked somewhat sleek on the Chrysler's longer wheelbase, the DeSoto appeared to be short and stubby. Rumors also persisted that the "new-fangled" body was unsafe, which was mostly untrue. In one widely distributed advertising film shown in movie theatres, an empty Airflow was pushed off a Pennsylvania cliff, falling over 110 feet (34 m); once righted, the car was driven off, battered, but recognizable.
To address the lack of interest in the first iteration, Chrysler attempted a makeover to bring the car more into line with the perceived public taste for the 1935 model. Foremost of these changes was the placement of a slightly peaked grille that replaced the waterfall unit of 1934. Chrysler also introduced an all-steel standard car, which it and DeSoto sold as the Chrysler Airstream and DeSoto Airstream, which proved to be more popular. Chrysler Airflow production dipped below 8,000 units for 1935, with roughly four Airstreams produced for every Airflow.
For 1936, the Airflow surrendered its smooth backside when a trunk was tacked onto the body of the car. The grille also became more pronounced. Only one Airflow body style, the four-door Imperial sedan (C-10) broke the 1,000 unit mark with 4,259 units built. Otherwise, total Airflow production sank to 6,275 units compared to the concurrent Airstream models, which sold more than 52,000 units for 1936. 1936 would be the last year that Chrysler's premium Imperial model range would carry the Airflow.
Most 1937 Chryslers and all '38s had transitional styling of the period "potato school," carrying barrel grilles, rounded fenders, and pod-type headlamps. Ornate dashboards grouped gauges in front of the driver on '37s, in a central panel for '38. Offered in both years were revamped non-Airflow models comprising six-cylinder Royals and eight-cylinder standard and Custom Imperials.
An interesting 1938 hybrid was the New York Special combining the year's new 119-inch-wheelbase Royal chassis with Imperial's 298.7-cid eight. Distinguished by a color-keyed interior, it came only as a four-door sedan (a business coupe was planned, but it's doubtful any were produced). All eights were now five-main-bearing side-valve engines (the nine-main unit was dropped after '34). Volume recovered from the 1934 low of some 36,000 to over 106,000 by 1937, only to drop by half for recession '38; still Chrysler remained ninth.
The division fell back to 11th place for 1939 despite improved volume of near 72,500 -- and handsome new Ray Dietrich styling. Headlamps moved stylishly into the fenders above a lower grille composed of vertical bars, and all fenders were lengthened. Adding to the list of Chrysler engineering firsts was "Superfinish," a new process of mirror-finishing engine and chassis components to minimize friction.
Several familiar model names bowed for 1939: Windsor (as a Royal subseries), New Yorker, and Saratoga. The C-22 Royal/Royal Windsor line carried the 241.5-cid six from 1938 and rode an unchanged wheelbase,though a long sedan and limousine were added on a 136-inch platform. The 125-inch C-23 Imperial included New Yorker coupes and sedans and a brace of Saratogas.In its final year, the Airflow was reduced to one model, offered as a two-door and four-door sedan. A total of 4,600 units were produced before the program was canceled.
Topping the line was the C-24 Custom Imperial: two long sedans and one limo on a 144-inch-wheelbase. All eight-cylinder offerings used the same 323.5-cid powerplant, with 130-138 bhp depending on the model. Dating from 1934, it would remain in production until the breakthrough hemispherical-head V-8 of 1951.
But there was no denying Airflow performance. At the Bonneville Salt Flats a '34 Imperial coupe ran the flying-mile at 95.7 mph, clocked 90 mph for 500 miles, and set 72 new national speed records. Airflows were strong, too. In Pennsylvania, one was hurled off a 110-foot cliff (another publicity stunt); it landed wheels down and was driven away.
Model Year: 1967
Date Of Introduction:
29th September, 1966
Number Built:
Camaro Base Hard Top - 160,648
Camaro Base Convertible - 25,141
Camaro Z28 - 602
Camaro RS - 64,842
Camaro Pace Car - 104
Camaro SS - 34,411
The total production for 1967 Camaro factory models was - 220,906
Price at Introduction:
Camaro SS 396: $2,835
Camaro SS/RS35: $2,888
Camaro Z/28: $3,273
Body:
Unitary construction (Monocoque)
ID
Location:
Driver-side A-pillar (front pillar) visible when the driver-side door is open
Vehicle ID:
The thirteen-digit VIN used during the first-generation Camaro period has the following format:
12ebbyaxxxxxx
where
1 = Chevrolet
2 = Camaro
e = 3 for 6-cylinder engine, or
4 for 8-cylinder engine
bb = 37 for coupe body, or
67 for convertible body
y = 7 for 1967 model,
8 for 1968 model, or
9 for 1969 model
a = N for Norwood, OH assembly, or
L for Los Angeles, CA assembly
xxxxxx = vehicle serial number sequence
At each plant, the vehicle serial number
started the year at the following number:
100001 for 1967 models
Exterior Dimensions:
Total Length: 4689 mm 184.6 inches
Total width: 836 mm 72.3 in
Height at kerb weight: 293 mm 50.9 in
Wheelbase: 2746 mm 108.1 inches
Kerb Weight:
2,770 lbs - 3,295 lbs
Transmission:
3 speed Manual-Standard
3 speed Heavy Duty for 295hp
4 speed Manual
3 speed Automatic
Rear Axle Ratio:
3.07:1
Engines:
140 hp 6 (230 cu. in.); 210 hp (327 cu. in.)
Standard, 155 hp 6 (250 cu. in.); 275 hp (327. in.)
SS 350
option includes 295 hp V8 (350 cu. in.), heavier front and rear springs, heavier duty clutch, red stripe wide oval nylon tires, a special hood with simulated louvers and special accent bands around the car nose.
Performance 0-60 mph:
Camaro SS 396: 6.0 sec
Camaro SS/RS35: 8.0 sec
Camaro Z/28: 6.7 sec
Standing Quarter Mile:
Camaro SS 396: 14.5 sec @ 95.0 mph
Camaro SS/RS35: 15.4 sec @ 90.0 mph
Camaro Z/28: 14.9 sec @ 97.0 mph
Ignition and Electrical:
12-volt electrical system with a 9-37-amp Delcotron diode-rectified generator
Dual master cylinder brake system with a warning light and corrosion-resistant brake lines
Safety-Master self-adjusting brakes
Dual-chamber brake master cylinder
Rayon-reinforced front and rear brake hoses
Foot operated parking brake
Exhaust:
Long-life corrosion-resistant exhaust system with standard emission controls
Wheels:
14 x 6
Safety wheel rims
Tyres:
Wide-oval tires on 14 x 6-in. wheels
Options:
Heavy duty front and rear springs
Heavy duty clutch
Red stripe wide oval nylon tires
Special hood with simulated louvers and special accent bands around the car nose
Power Steering
Power Brakes
Power Windows
Radio (Push Button) AM, AM-FM, Stereo Tape Player
Rally Sport Option; included concealed headlights and special ornamentation, Air Conditioning, Tilt Wheel Steering, White wall tires, Wheel trim covers, Vinyl roof, Speed and cruise control (V8 only), E-Z-Eye Glass. Front Disc Brakes
1967 Chevrolet Comaro
Paint Codes
Name
Code
Tuxedo Black
AA
Provincial White
CC
Nantucket Blue Met.
DD
Deepwater Blue Met.
EE
Marina Blue Met.
FF
Granada Gold Met.
GG
Mountain Green Met.
HH
Verde Green Met.
JJ
Emerald Turquoise Met.
KK
Tahoe Turquoise Met.
LL
Plum Mist Met.
MM
Madeira Maroon Met.
NN
Silverglaze Met.
PP
Bolero Red
RR
Sierra Fawn Met.
SS
Capri Cream
TT
Antique Pewter Met.
VV
Butternut Yellow
YY
Note: The first letter indicates the lower body color, the second letter indicates the top color.
1 is a white vinyl or convertible top.
2 is a black vinyl or convertible top.
eg: D2 = Nantucket blue with a black top.
