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The introduction of the 2010 Chevrolet Camaro and 2011 Camaro Convertible reignites a volcanic war that has defined the American automotive landscape for much of the past century. For over forty years Camaro and Mustang have been battling it out for first place in America's heart. The Mustang arrived first, staking out the pony car high ground in 1964 and remained the only one of its kind during the two and a half years it took General Motors to respond. Since that time, Camaros and Mustangs have faced off in showrooms, at stoplights, on magazine covers and most dramatically on racetracks all across the country. Each has a large, passionate and loyal following. The story of how the battle lines came to be drawn, however, is almost as intriguing as the cars themselves.

While Lee Iacocca is universally recognized as the father of the Mustang, the Chevy Camaro's parentage is much more difficult to define. Credit might rightfully be given to Alfred P. Sloan. President and finally Chairman of the Board of GM in 1937, Sloan was a visionary automotive pioneer who created the concept of annual styling changes and a lowest to highest pricing structure for each of GM's brands, which at the time included Chevrolet, Pontiac, Oldsmobile, Buick and Cadillac. The idea was to provide a low, entry level price point and keep car buyers coming back to GM over time as they became wealthier.

By the early 1950s Sloan's concepts were so successful, General Motors surpassed Ford Motor Company as the largest car company in the United States, holding over 60-percent of the market and with Chevrolet Motor Division dominated most high volume segments.

Introduced in 1958, Chevy's full-size flagship Impala out-sold both the Ford Galaxie 500 and Plymouth Fury by wide margins well into the mid 1960s. To keep the brand fresh and inviting, the Euro-styled, rear-engine Corvair family sedan was introduced in 1960, followed by a sporty Monza model in 1963. The compact Chevy II was launched in 1962 and size Chevelle was introduced in 1964, to face-off against Ford's highly successful Falcon and Fairlane tandem.

In the mid-1960s, both sales and spirits at GM's Chevrolet Motor Division were at an all-time high. Combined annual car and truck deliveries were approaching 2.8 million units. On NBC, Dinah Shore closed each weekly episode of the hour-long Dinah Shore Chevy Show with a warm farewell kiss and a musical reminder to "See the USA is your Chevrolet." And at the GM Technical Center in Warren, Michigan, opened by President Eisenhower in May of 1956, engineers and designers were already working on a new 1968 Chevy II/Super Nova model with dimensions and proportions remarkably similar to the Ford Mustang's.

It's a well known fact that GM didn't approve production of what would eventually become the Camaro until six months after the Mustang was released. It's also a fact that back in 1962, when Chevrolet design chief Irvin W. Rybicki and GM design boss Bill Mitchell approached Chevrolet General Manager Semon "Bunkie" Knudsen with the idea for a personal, four seat sports car, Knudsen quickly and confidently vetoed the idea. He was sure that Chevy's existing models, particularly the Corvair, would be more than a match for any new small car from Ford. Knudsen would, incidentally, later be named president of Ford Motor Company in February 1968, temporarily stalling the ambition of a then up-and-coming vice president named Lee Iacocca.

However, when Mustang shocked the automotive world with record-breaking sales of 26,000 units on its first day and 100,000 in the first four months, Knudsen knew he had made a mistake. Chevy quickly swallowed its pride and green-lighted the development of a conventional front-engine, rear drive sports car. Engineers and designers were given a simple mandate: Make it longer, lower, wider, faster and better than Mustang in every way.

To most quickly and economically bring the new Mustang killer to market, the engineering team pulled ahead development of the 1968 Chevy II/Super Nova platform which featured a unibody structure from the windshield and firewall back. A unique feature, however, was a rubber-isolated front sub-frame. Isolated sub-frames had been used before but only in a few European designs, most notably some Mercedes-Benz models. One advantage was that it allowed a larger interior with more luggage space. Another advantage was that it provided a smoother, quieter ride.

The most important, however, is that it would accommodate a wide variety of performance suspensions and power plants. Other off-the-shelf mechanical components included four drum-type brakes, standard manual steering and Chevy's rugged 230 cubic inch, 140-horsepower straight six engine mated to a three-speed manual transmission.

The design team that produced the Corvette, Corvair, and Nova were given the challenge of producing Chevy's answer to the Mustang. Preliminary design drawings and mock-ups included a two-seat roadster, a fastback and even a station wagon. But in the end, Chevy management insisted on a four-seat sport coupe, also available as a convertible. The final design had a long hood and a short deck, but didn't otherwise replicate Mustang's boxy styling. A wide satin silver grille with inset headlights and parking lamps, a low roof, large wheel cut-outs and a bold horizontal crease midway on the sides gave it a surprisingly fluid, road-ready appearance. To some GM insiders, it looked remarkably like a more muscular evolution of the Corvair.

Two trim packages were also created: an appearance-oriented Rally Sport and a performance-oriented Super Sport. An RS/SS combination could also be ordered. The RS package included a blacked-out grille with hidden headlights, revised parking and tail lights, upgraded interior trim and RS badging. The SS package included a modified 350 cid V8 engine, simulated air-intakes on the hood, special bumble bee striping and a blacked-out grill. When the RS/SS package was ordered the RS badging took precedence.

All the parts and pieces were quickly coming together. However, as the launch date neared, Chevy's Mustang killer still didn't have a name. How it came to be called the Camaro is still another story.

Wally Koster is a freelance writer with more than 40 years of automotive experience. ShipCarsNow provides affordable, reliable damage-free transport of your vehicle anywhere in the United States. Please visit http://www.ShipCarsNow.com or call 1-866-207-3360 for additional information.

Guard your Car With the Mercedes Grille

Protecting one’s vehicle is always the concern of any car owner. Whether it’s about the protection of the vehicle’s interior or exterior, drivers only want and strive for the best care and maintenance for their beloved vehicles. This especially goes for Mercedes owners, whose mere possession of a Mercedes means states their high regard for quality, performance and luxury. Inevitably, owners of Mercedes want to keep their classy and expensive wheels always in its shining glory. Fortunately, protective auto parts were conceptualized and manufactured for the very purpose of protecting the exterior of the Mercedes, such as the Mercedes grille.

Grilles in general are vehicle features attached at the front end of a vehicle. Usually it contains the brand tag of the car. Its basic role is to protect the vital, inner parts of the car, such as the radiator. Like most grilles, the Mercedes grille keeps out road objects like rocks and debris which could damage the radiator, while allowing efficient air intake to lessen engine heat. More than function, however, grilles take your car’s style a notch higher. Grilles are accessories that accentuate vehicles’ looks and bring unique impressions through exotic designs. These days, especially, car owners don’t settle for what was incorporated in their vehicles when it first became theirs. After all, they don't just buy their cars to go to a destination, haul cargo or trek. Car owners of today want to impress. While owning a Mercedes is already an impressive feat, continuously installing add-ons and features to that have dual functions further heightens it. After all, making your car more attractive not only increases its’ market value in case you’d want to resell in the future – it also gives you the car owner that rewarding feeling of proud ownership.

In case the need of grille replacement comes due to unwanted accidents or collisions, there should be no problem finding a replacement for your Mercedes grille. With the high demand for Mercedes cars and Mercedes car parts, Mercedes grilles are always in stock in the market. If you want to accessorize your Mercedes grille, you can use a grille insert, which is a metal or plastic insert that mounts inside a vehicle’s grilles and adds design to the car. You can also use grille guards which are tubular or aluminum protectors designed to protect grilles while on off-road excursions.

Constructed of materials that are durable and dependable, the Mercedes Grille is sure to add much more function and luxury to your vehicle as any other Mercedes part does. You can expect that the life span of the Mercedes grill is a lot longer than the usual grills in the market. Thus, money need not be a concern as buying the Mercedes grill truly is a worthwhile investment that won’t be regretted.

About the Author

Dwyane Thomas is a part time cook and full-time auto-enthusiast. This 31-year old Civil and Environmental graduate is a consultant at one of the engineering firms in Pennsylvania.

How do I determine proper size of a new filter grille for my home HVAC?

Currently have two 12" return ducts feeding from 5 small grills

The manual for the unit will tell you, or you can contact the manufacturer. If you want you could just measure where the filter grille will go.

Wanted: More restaurants, in your own words
There were far too many restaurant and store wish list responses to include in any one story. To let our readers and online fans tell it, there is a lot to be desired with regard to the dining and shopping selections in Lake and Geauga counties.

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