SOLD on Jun 15, 2026

Elite Dealer

1969 Chevrolet Camaro

$79,997

Vehicle Details

Make

Chevrolet

Model

Camaro

Year

1969

Mileage

80,817 miles

VIN

124379L511923

Body Type

Coupe

Transmission

Automatic

Engine

396 V8 Turbo-Jet 375hp Big Block

Description

1969 Chevrolet Camaro SS/RS 396 — Frame-Off Restoration Why This Car Is Special The 1969 Chevrolet Camaro SS/RS 396 sits at the top of the first-generation Camaro hierarchy, and for good reason. The SS/RS combination package was the most optioned-out configuration a buyer could check off on the order sheet in 1969, layering the performance credentials of the Super Sport onto the cosmetic refinements of the Rally Sport. Chevrolet built the first-generation Camaro from 1967 through 1969, and the 1969 model year is widely considered the most desirable of the three.

It received a more aggressive body redesign — lower beltline, longer nose, tighter roofline — and production ran longer than planned, extending into late 1969 to compensate for the delayed launch of the second-generation car. That extended run has no negative effect on collectibility. If anything, the 1969 Camaro has only grown in stature over the decades.

The VIN on this car decodes to confirm it is a 1969 Camaro sport coupe, built at the Norwood, Ohio assembly plant, with the 396 cubic inch big block engine. The 'L' in the VIN sequence identifies the Norwood plant, and the engine code confirms the 375-horsepower Turbo-Jet L78 specification — the highest output version of the 396 offered that year, short of the rare L89 aluminum head option. This is a documented big block car, not a small block with a big block hood badge swapped in.

That matters when you are buying at this level. What makes this particular 1969 Camaro SS/RS 396 stand out beyond its documented credentials is the quality of the restoration behind it. This is a complete frame-off build, which means the body came off the frame, everything was stripped down, and the car was rebuilt from the ground up.

The results are visible both on top and underneath. The undercarriage is clean and finished correctly, not just pressure-washed and photographed. The engine bay is detailed and tight. And the mechanical upgrades that were made during the restoration were chosen thoughtfully — performance-oriented without being track-only, and livable in everyday driving conditions.

Features - 396 cubic inch Turbo-Jet V8, 375 horsepower — L78 big block specification - SS/RS combination package — Super Sport and Rally Sport options together - Turbo-Hydramatic TH400 3-speed automatic transmission - GM 12-bolt rear axle with multi-leaf rear suspension - Aluminum cylinder heads on the big block - Edelbrock intake manifold with Holley carburetor - Patriot ceramic-coated headers with 2.5-inch exhaust, crossover pipe, and Flowmaster mufflers - Detroit Speed electric headlight actuator kit (replaces the vacuum-operated RS system) - Champion aluminum radiator - Vintage Air air conditioning system - Power steering - Power front disc brakes - Steel cowl induction hood - PPG base coat / clear coat paint in yellow - Black vinyl roof - Rally wheels with Cooper Cobra Radial G/T tires - RS front end with hidden headlights and RS steering wheel - Front and rear spoilers - Chrome bumpers with deluxe bumper guards front and rear - 396 hood badge - Bucket seats with center console - White vinyl interior - Complete frame-off restoration - Clean undercarriage Mechanical The heart of this 1969 Camaro SS/RS is the 396 cubic inch Turbo-Jet big block, built to L78 specifications at 375 horsepower. In factory trim, the L78 was one of the most aggressive engines Chevrolet offered in the Camaro — it came with solid lifters, a high-rise intake, and an 800 cfm Holley four-barrel from the factory. This car has been upgraded during restoration with an Edelbrock intake and a Holley carburetor, along with aluminum cylinder heads, which improve both airflow and heat dissipation compared to the original iron units.

The combination makes for an engine that pulls hard across the entire RPM range and runs cooler doing it. Backing the big block is a Turbo-Hydramatic TH400 3-speed automatic, one of the most durable transmissions General Mo

Classic Chevrolet Camaro Buyer's Guide

Full guide

Mike Sullivan

Muscle Cars

1967–2002

~4 min read

Updated Apr 2026

Everything you need to know about buying a classic Chevrolet Camaro — from 1967-1969 first-generation icons to the third-gen IROC era. VIN authentication, common rust hotspots, engine identification, and current market pricing.

This guide covers

✓ 10-point inspection checklist

✓ Common issues & what to avoid

✓ In-person inspection guide

✓ Market pricing by year & condition

✓ 5 FAQs answered

✓ History & fun facts

Read the Full Camaro Buyer's Guide

Chevrolet Camaro Market Overview

Based on 360 Chevrolet Camaro listings currently on ClassicCarsArena.com

360

Listed Now

$46,743

Avg. Asking Price

1967–2001

Year Range

Price Position on Our Site — Above Average

This car: $79,997

Low: $4,995 High: $259,900

Transmission Distribution

Automatic 63% ◄

Manual 28%

Condition Distribution

Excellent 14%

Good 8%

Fair 2%

Poor 1%

Data from ClassicCarsArena.com listings Browse all 360 listings →

Classic Chevrolet Camaro Buyer's Guide

The Chevrolet Camaro launched in September 1966 as Chevy's direct response to the Ford Mustang, and for over five decades it has defined American performance for an entire generation of enthusiasts. Whether you're hunting a numbers-matching first-generation Z/28, a survivor split-bumper second-gen, or a clean third-gen IROC-Z, the Camaro buyer's market is deep, varied, and full of pitfalls for the unprepared.

What to Check Before Buying

✓

Verify VIN against cowl tag and build sheet — Cross-reference all three for matching production date, paint, trim, and option codes. Mismatched cowl tag = body swap.

✓

Check engine block partial VIN — Stamped on driver-side block deck near cylinder head. Must match dashboard VIN for "numbers matching" claim.

✓

Inspect rear window channel and trunk pan — Rust here is hidden but ruins structural integrity. Pop the rear seat and look at the rear window inner channel.

✓

Magnet test rocker panels and quarters — Body filler is non-magnetic. If the magnet doesn't stick, the panel has been filled — meaning underlying rust.

✓

Verify Z/28 RPO code on cowl tag — Genuine Z/28s carry the "Z28" code. Without it, the car is a clone, regardless of badging.

✓

Inspect 12-bolt rear end (first-gen) — Z/28s and SS396s used the 12-bolt. Check for original gear ratio code stamped on axle housing.

✓

Check transmission stamp and ratio — Muncie M21 close-ratio four-speed in Z/28s. Stamping on the side of the case identifies original.

✓

Examine motor mounts and frame rails — Big-block cars are notorious for breaking motor mounts. Look for cracked rubber, lifted engines, or aftermarket safety chains.

✓

Test drive on highway and parking lot — Listen for differential whine, transmission slip, brake pulsation, steering wander. Drive at least 20 minutes.

✓

Document with HD photos before purchase — Photo every panel, every stamp, every sticker. Document VIN, cowl tag, engine, transmission, rear axle. Build the case before you wire money.

Common Issues

Rust is the silent killer of every Camaro generation. First-gen cars (1967-69) hide rust under the rear window, in the trunk pan, around the rear wheel arches, and at the cowl seam where the windshield meets the firewall. Second-gen cars (1970-81) are notorious for rotten quarters, rocker panels, and floor pans — many cars on the market have been patched poorly or filled with body filler. Mechanical issues vary by generation. First-gens commonly suffer from worn 12-bolt rear ends, leaky Muncie transmission seals, and broken motor mounts (a Big Block specialty). Second-gens add tired steering boxes, crumbling vacuum lines, and EGR issues post-1972. Third-gens (1982-1992) are plagued by failing TPI sensors, sloppy T-tops that leak, and worn front coil-over-shock units on the IROC-Z.

What to Look For

Always start with the VIN. The first character tells you the country, the third tells you the model line, and the eighth (on 1972-and-later cars) tells you the engine. Cross-reference the VIN against the cowl tag and the trim tag — mismatches mean somebody swapped a body or a clip. For first-gen cars especially, find the partial VIN stamped on the engine block (driver's side, near the head, on Big Blocks) and on the transmission. Original drivetrains can add $15,000-$30,000 to a Z/28 or SS valuation versus a date-coded replacement. Look closely at the rocker panels, lower quarter panels, and the rear wheel arches with a strong magnet. Body filler is non-magnetic. If the magnet doesn't stick, you've got Bondo — and that's the cheap fix being hidden, not the expensive metal repair.

Price Guide

First-generation Camaros (1967-1969) are the gold standard. A driver-quality 1969 SS396 in good condition runs $55,000-$85,000 today. Z/28 prices range from $60,000 for a clean driver up to $200,000+ for documented, numbers-matching, low-mileage examples. Base 1967-1968 small-block coupes start around $28,000 for project cars, $45,000-$65,000 for nice drivers. Second-generation cars (1970-1981) have appreciated significantly in the last decade. 1970 Z/28 LT-1 cars are the high-water mark at $60,000-$120,000. Split-bumper 1970-1973 base coupes run $25,000-$45,000. Mid-second-gen cars (1974-1977) are the bargain entry point, often available for $15,000-$30,000 for solid drivers. Third-generation IROC-Zs (1985-1990) have entered serious collector territory. Clean L98 IROC-Zs sell for $18,000-$35,000, with low-mileage 1LE and B4C cars commanding $45,000+.

Did You Know?

The original 1969 Z/28 was conceived purely to homologate the Camaro for SCCA Trans-Am racing — the 302 V8 (a destroked 327) was built specifically because Trans-Am rules required engines under 305 cubic inches. The Mustang outsold the Camaro throughout the entire first generation. The Camaro did not outsell the Mustang until 1977, during the second generation. Only 69 ZL1 Camaros were built in 1969 — they were essentially a factory drag racing special with an all-aluminum 427 big block, and they cost more than a new Corvette. A documented original ZL1 sold at Mecum's Indianapolis auction in 2018 for $1.05 million.