BY ACP Staff Videography by Ryan Foss Productions

hen Chevrolet introduced the Camaro in 1967 it was sort of a design-it-yourself ponycar. Depending on the purchaser’s preference it could be had with a six-cylinder engine or small-block V-8s measuring 302, 327, or 350 ci or a 396ci big-block. Of course it was the Z/28 302 option that would become legendary, but Chevrolet would continue to offer a variety of powertrain combinations in the Camaro from mild to wild.

For most enthusiasts all first-generation Camaros (1967-1969), regardless of the drivetrain, are desirable—and we agree. They’re great-looking as well as light and nimble, making them a pleasure to drive. But, like all cars, they will suffer from the ravages of time and travel.

As luck would have it, we were able to find an original 1969 Camaro. The coupe is presentable with fair paint and interior; underhood is the L14 optional engine, a 307ci V-8. While the temptation with such a find is to rip it apart and make a variety of modifications right away (which always takes longer than planned) our goal was to first make any needed repairs so we could drive and enjoy and make updates as time and money allow.

Once the Camaro was at the In The Garage Media Tech Center, Jason Scudellari tuned up the engine with Duralast OE replacement parts and then replaced the fluids in the transmission and rear axle. With the small-block humming, the transmission shifting properly, and no strange sounds from the rearend, all was well—almost. A testdrive and further inspection revealed there were a number of steering components that would require replacement, and the brakes were due for attention as well.

Like all cars with independent front suspension our Camaro has lots of moving parts, and when they are worn, the ride quality deteriorates and the steering becomes sloppy and vague—maladies that were quickly apparent in our case. Then there were the brakes. A less-than-solid brake pedal indicated a master cylinder problem and we suspected it was time for new brake shoes. Fortunately, all those shortcomings are easy and affordable to eliminate with parts from Duralast, which can all be found at DuralastParts.com.

Duralast parts are designed meet or exceed OE quality, so we knew the suspension and brakes on our Camaro would be good as new, but there was one more thing that needed to be done. When steering and suspension components are replaced the last step is having the frontend professionally aligned. Once that was taken care of we were ready to hit the road and enjoy cruising our classic Camaro in style.

2. The bottom of the shocks are secured by two hex-head capscrews in the lower control arms.

4. Tie-rod ends fit tightly due to the tapered pins. Worn tie-rod ends, like this crusty example, are often the source of sloppy steering.

6. Like the lower ball joint, the upper has a tapered pin that fits into the spindle. With the nut removed, a blow from a hammer will often loosen the spindle, or a large pickle fork can be used.

8. The lower ball joints are a press-fit into the A-frames. They are pushed out from the top with a hydraulic press.

10. Here, the ball joint has been pressed in place. Note the hole for a cotter pin that secures the castellated nut.

12. The original upper ball joints are secured with rivets. Scudellari used a small angle grinder to remove their heads and then drove out the remaining portions with a punch.

14. Typical of old components, the rubber in the upper and lower A-frame bushings had deteriorated allowing metal-to-metal contact. Worn bushings contribute to poor handling and noisy suspension.

16. With the new bushings installed in the upper A-frame, the cross shaft is secured with the factory washers and capscrews.

18. With the new ball joints installed and the springs and spindles back in place, we elected to install new Duralast sway bar endlinks (PN SL90HD X2) and bushings (PN FA986 X2) and twin-tube shock absorbers.

20. The front drums were removed to inspect the brakes, and everything was found to be serviceable. Note these shoes use riveted linings.

22. Always check wheel cylinders and axle seals for signs of leakage. Any contamination should be removed with brake cleaner and the source repaired.

24. There are two different lengths of brake shoes for each wheel; the shoe with the short lining goes on the front of the backing plate.

26. Both the rear brake drums were worn past limits, but Duralast came to the rescue again with new replacements (PN 8798). Note the new rear shocks (PN TS32-30002B X2; front replacements are PN TS34-32021B X2).

28. Our Camaro has drum brakes all around. Those with discs up front require a different master cylinder, as do those cars with power brakes.

30. Brake line fittings are notorious for stripping. Always use a fitting wrench on them rather than an open end.