For 1969, the Z/28 Special Performance Package was basically unchanged from 1968, however the 302 engine received a few internal improvements. The block now had thicker main bearing webs, four-bolt mains and a large journal crankshaft. The intake manifold was redesigned and the water pump assembly was longer and deeper. While headers (Z/282) and plenum air-induction (Z/284) options had been cancelled during 1968, they were still offered over the counter for 1969.

Within the context of Trans-Am racing, however, the 302 proved itself to be a spectacular power plant. On the street, the 302 was cantankerous in cold weather and was undriveable below 3,000 rpm. The driver had to constantly keep rowing back and forth through the gears to keep the rpm up.

Early production ’69 Z/28s had the ’68-style decklid stripes and spoilers. The ’68 production spoilers were slightly shorter than the wider ’69 rear and weren’t replaced by second-production units until October 1968. Inside, when a tachometer was ordered, it had a 7,000-rpm limit and a 6,000-rpm redline.

These were replaced with 8,000-rpm tachometers with 6,500-rpm redlines during the model year. The D80 rear decklid spoiler and front chin spoiler was now included in the Z/28 package. For those who wanted to cruise the boulevard incognito, the wide stripes could be deleted.

In mid-December, Chevrolet released the RPO ZL2 Special Ducted Hood (known as the “Super Scoop”) as a $79 option. The ZL2 hood, designed by Larry Shinoda, featured a high-rise center section that ended with a rearward-facing duct that drew high-pressure air from the cowl into the carburetor through an underhood plenum. The factory ZL2 hoods were stamped steel with special bracings around the round plenum opening that allowed the air cleaner to fit within. The Heavy-Duty Service fiberglass hood was available over the counter for use with the cross ram. It used the same cowl induction technique as the production hood, however the underhood was molded specifically to mate to the foam seal that surrounded the dual carbs. An adapter package was released to use the Heavy-Duty Service hood with the four-barrel setup. It was an instant hit, ordered by 10,026 buyers.

Aside from the Corvette, the Camaro and the Z/28 were the only American production cars in 1969 to offer factory-installed four-wheel disc brakes. The Camaro setup (RPO JL8) cost $500.30 and was plagued with OE supplier parts problems. That shortage made delivery difficult and kept bumping the price of the option upward. Consequently, only 206 sets of four-wheel discs were installed at the factory when the option was canceled in mid-July 1969. A Heavy-Duty Service four-wheel brake package was also offered over the counter.

Savvy option manipulators who wanted the strongest setup for racing could order the RPO JL8 brake package on the car and the Heavy-Duty Service four-wheel brake package over the counter and install the Heavy-Duty Service rear axle assembly in place of the JL8’s rear axle. The benefit was to utilize the larger diameter axle shafts and bearings, which were better suited for the rigors of racing.

The Z/28 reached its zenith in 1969. In Trans-Am racing, the Penske team with Mark Donahue at the wheel crushed Ford to win its second series championship. Chevrolet marketing and sales finally got behind the Z/28 for 1969 and raised dealer awareness of this hot ponycar package. On the street, where a performance car’s reputation was both made or broken, the Z/28 became a favorite, and sales reflected this with 20,302 sold during the extended 1969 sales year. That sales total wasn’t broken until the ’78 Z/28 tallied 54,907 units.

Chevrolet collector Rick Treworgy in Punta Gorda, Florida, owns the Garnet Red ’69 Z/28 shown here. It is equipped with the Cross Ram induction system, M22 heavy-duty close-ratio four-speed gearbox, tube headers, power steering, tilt-steering column with wood-grained steering wheel and special console instrumentation.