The 1968 Camaro Z28 shouldn't have existed. Not really. Chevrolet was deep in a dogfight with Ford’s Mustang, and the SCCA Trans-American Sedan Championship was the ultimate proving ground. To compete, Chevy needed a car that could scream at high RPMs and handle like a slot car, but there was a catch. SCCA rules for the Class A category mandated engines under 305 cubic inches.
Chevy’s smallest V8 at the time was the 283, and their next jump up was the 327. Neither fit the bill. So, Vince Piggins, the legendary engineer and father of the Z/28 program, did something clever. He took the 327 block and stuffed the 283’s crankshaft inside. The result was the high-revving 302 cubic inch V8. This wasn't a cruiser. It was a race car sold in showrooms. Honestly, if you bought one in 1968 to get groceries, you were doing it wrong. The engine was sluggish under 4,000 RPM, but once you hit the power band, it felt like it would never stop pulling.
What Most People Get Wrong About the 1968 Camaro Z28
There's this weird myth that the 1968 Camaro Z28 was just a trim package. You’ll hear people at car shows say it was basically an SS with different stripes. That’s flat-out wrong. While the SS was built for the drag strip or the street with its torquey 350 or 396 big blocks, the Z28 was a "homologation special." Basically, Chevy had to sell a certain number of these to the public so they could legally race them on the track.
The 302 engine was officially rated at 290 horsepower. That was a total lie. Chevrolet did it to satisfy insurance companies and to keep the SCCA officials from looking too closely. In reality, on a dyno, these motors were pushing closer to 350 or even 375 horsepower. You've got to remember that this car came with a solid-lifter camshaft. That meant you had to manually adjust the valves—a loud, clicking chore that most casual drivers hated. But for the guy who wanted to dominate the local canyon road? It was heaven.
Another big misconception involves the "Z28" branding itself. In 1967, it was just an internal order code (RPO Z28) and didn't even appear on the exterior of the car. By 1968, Chevy realized they had a hit. They added the iconic "302" emblems to the front fenders, though many early '68 models still lacked the "Z/28" badges we recognize today. It was a sleeper. A high-compression, fire-breathing sleeper that required premium 100-octane fuel just to keep from knocking its own pistons apart.
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Living With a High-Revving 302 V8
Driving a 1968 Camaro Z28 is a physical experience. You don't just sit in it; you manage it. Because it used a heavy-duty Muncie 4-speed manual—the only transmission available for the Z—shifting was a workout. There was no automatic option. Period. If you wanted an easy commute, you bought a Caprice.
The 302 engine is legendary because of its oversquare design. The bore was 4.00 inches, but the stroke was a tiny 3.00 inches. In layman's terms, the pistons didn't have to travel very far up and down. This let the engine rev to 7,000 RPM with ease, which was astronomical for a production V8 in the late sixties. Most muscle cars of the era were "torque monsters" that peaked early. The Z28 was different. It sounded like a chainsaw at idle and a Formula 1 car at wide-open throttle.
Handling was also miles ahead of the standard Camaro. The Z28 package forced you to get the F41 heavy-duty suspension. You got stiffer springs, better shocks, and a quicker steering box. It also came with power front disc brakes, which were almost a necessity because this car encouraged you to carry way too much speed into corners. While a GTO or a Charger would plow straight through a curve, the 1968 Camaro Z28 actually pointed where you told it to. Sorta. It’s still a 60s car, so don't expect it to keep up with a modern Miata, but for its time? It was a scalpels in a world of sledgehammers.
Identifying a Real 1968 Camaro Z28
If you're looking to buy one today, be careful. The "cloning" of these cars is a massive industry. Since a real Z28 can fetch six figures, people love to slap stripes and badges on a base 6-cylinder Camaro and call it a day.
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- The Vin and Trim Tag: Check the cowl tag on the firewall. For 1968, it’s notoriously hard to verify a Z28 just by the tag alone, unlike the 1969 models which had the "X" codes. You really need the "Protect-O-Plate" or original window sticker.
- The 302 Engine: Look for the "MO" or "DZ" suffix on the engine pad. For a 1968, you’re looking for the MO suffix. If the block is missing its original VIN stamp, the value drops significantly.
- The Suspension: Look for the 12-bolt rear end. Every single 1968 Z28 came with a 12-bolt. If you see a 10-bolt, it’s a fake. Also, look for the unique multi-leaf rear springs.
- No Air Conditioning: You could not get A/C on a 1968 Z28. The high-revving nature of the 302 would have tossed the A/C belt right off the pulley at 6,500 RPM. If the car has factory vents in the dash, walk away.
The Design Evolution: 1967 vs. 1968
The 1968 model year brought some subtle but important changes to the Camaro lineup. The most obvious? The vent windows were gone. Chevy introduced "Astro Ventilation," which used circular vents in the dash to pull in fresh air. It made the side profile look much cleaner and more modern.
You also got side marker lights, thanks to new federal safety regulations. The 1968 grill also became more refined, losing the heavy chrome divider of the '67. Inside, the center console was redesigned, and the gauges were moved to a more readable position. For many purists, the '68 is the "Goldilocks" year. It lacks the somewhat experimental feel of the '67 but avoids the bulky, squared-off wheel wells and heavy styling of the '69. It’s the leanest-looking Z28 ever made.
Why Values Are Skyrocketing
Collecting cars is a weird business. For a long time, the 1969 Z28 was the only one people cared about. It was the most popular, with over 20,000 units sold. But the 1968 is much rarer. Only 7,199 Z28s were built in 1968. That scarcity is driving prices through the roof.
Mark Donohue’s dominance in the Trans-Am series behind the wheel of a Sunoco-blue 1968 Camaro cemented this car's legacy. He won 10 out of 13 races that year. That kind of racing pedigree is something you can't fake. When people buy a Z28 now, they aren't just buying a car; they're buying a piece of that 1968 championship season.
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It’s also about the "raw" factor. Modern cars are too easy to drive. They have traction control, rev-matching, and electronic steering. A 1968 Camaro Z28 has none of that. It smells like unburnt fuel and hot oil. It rattles. It’s loud. It requires you to be a better driver than you probably are. That's why it matters. It’s an analog machine in a digital world.
Actionable Steps for Potential Owners and Enthusiasts
If you are serious about getting into the 1968 Camaro Z28 world, don't just jump on the first shiny car you see on Bring a Trailer.
- Hire a Professional Verifier: Experts like Jerry MacNeish (Camaro Hi-Performance) are the gold standard. They can tell you if a car is a genuine Z28 or a well-disguised tribute by looking at hidden VINs and date codes.
- Check for "Day Two" Mods: Many of these cars were modified the day after they were bought. While period-correct headers and Hurst shifters are cool, original "survivor" parts like the smog pump and factory intake manifold add massive value.
- Join the Communities: Sites like the Camaro Research Group (CRG) are invaluable. They have documented almost every nuance of the 1968 production run, from the specific shades of "British Green" to the exact bolt patterns used on the assembly line.
- Understand the Maintenance: Owning a 302 requires mechanical sympathy. You need to be comfortable adjusting solid lifters and tuning a Holley 800-cfm four-barrel carburetor. If you aren't a "hands-on" person, make sure you have a local shop that knows vintage Chevrolets.
The 1968 Camaro Z28 isn't just a muscle car. It’s a precision instrument that happened to be born in an era of brute force. Whether you’re looking at it as an investment or a weekend canyon carver, it remains one of the most honest expressions of American performance ever put to pavement.