Nine men are behind bars for allegedly stealing five brand new Chevrolet Camaros from General Motors’ Lansing Grand River Assembly plant.
BRIGHTON, Mich. (FOX 2) – A wild police chase early Monday morning ended with several people arrested after suspects broke into a Lansing-based auto plant and stole multiple sports cars.
Five stolen Chevrolet Camaros were recovered and nine people were arrested, police said. They’re now face multiple charges including fleeing police and concealing a stolen vehicle.
State police put out a BOL notice around 1 a.m. Monday for agencies in and around Metro Detroit and Lansing after vehicle thefts were reported on I-96.
Michigan State Police eventually located five of the stolen vehicles, observing them traveling at a high rate of speed.
After police attempted a traffic stop, the vehicles failed to stop, prompting the chase.
According to a Twitter post from police, the stolen vehicles eventually separated into two groups, consisting of two to four cars each. Multiple agencies pursued both groups while they traveled eastbound on I-96 through Ingham, Livingston and Oakland Counties.
At one point during the chase, police utilized stop sticks to disable the vehicles.
You may know that the Silverado is one of the most popular Chevy trucks for sale right now, but you might not know that the truck shares its name with a trim level that was first introduced back in 1975. The Chevy C/K pickup and the Suburban SUV both offered a Silverado trim before the name was transferred to the new truck that would take the place of the old C/K.
While facts like these might seem like little more than interesting trivia, they actually help you gain a more complete understanding of the history of the Chevy Silverado, which can help you understand how it has evolved to become the quality truck it is today. Then when you go shopping for Chevy trucks for sale, you have a better appreciation for the value the Silverado offers.
Here’s what you need to know about the history of the Chevy Silverado:
The Chevy Silverado was first introduced as a light-duty pickup truck in 1999, with the GMC Sierra as its mechanical twin. The C/K pickups, which the Silverado was meant to replace, continued in production through 1999 and 2000 for light-duty models and heavy-duty models, respectively.
The first generation of the Silverado is referred to as the “classic” body style. It came with three cab styles (a two-door standard cab, an extended cab, and a four-door crew cab) and three bed lengths (short, standard, and long). However, the only options for the first model year were a regular cab and a three-door extended cab. Chevy gave the Silverado a facelift a couple of times during the first generation, including updates to its exterior styling in 2003 and 2006.
Three engine options were available for the first year: A Vortec 4300 V6, Vortec 4800 V8, and a Vortec 5300 V8. Additional options were added in later years: A larger Vortec 6000 V8 and the massive Vortec 8100 V8. All engine options were powerful enough for off-roading and hauling. In 2004, Chevy even introduced a mild-hybrid version of the Silverado, making this legendary truck the first GM hybrid passenger vehicle.
Several variants of the Silverado were offered during the first generation, including a high-performance SS model that was introduced in 2003 and boasted 345 horsepower. A special edition Intimidator SS in 2006 honored Dale Earnhardt, and fewer than 1000 were built, making it a particularly rare version of the Silverado
The second generation of the Chevy Silverado was introduced in 2007, and it received an all-new design and some new engines. The new Silverado got a new interior and exterior, a new frame, and new suspension. Since the production of this generation ended in 2013, these trucks make a great way to get behind the wheel of a Silverado at an affordable price.
The new Silverado offered the same cab configurations as the previous generation, and it came as either two-wheel drive or four-wheel drive. It received the Generation IV small-block V8 engines, and the LTZ trim offered a new high-performance 6.2-liter V8 engine. The entire lineup was more powerful.
The second generation of Silverado was also made to be tougher. The truck received a new frame made of higher strength steel, improving the stiffness of the body by a whopping 92 percent. New rear springs, hydraulic body mounts, and other changes improved the durability of the truck while also improving the ride. The new Silverado could stand up to tough road conditions and carry heavy loads. In fact, the new front axle ratings on the truck allowed the four-wheel drive versions to handle a snow plow as well as tow heavy trailers.
The Silverado’s second generation racked up accolades. It received top safety marks from the National Highway Traffic Safety Administration, and it was named the North American Truck of the Year and Motor’s Trends Truck of the Year for its inaugural year in 2007.
The current generation of the Chevy Silverado was introduced in 2014, and it saw several improvements while maintaining the same quality that had made it such a success up to that point. With the introduction of the third generation, the Silverado got three new engine options: a 4.3-liter EcoTec3 V6, a 5.3-liter EcoTec3 V8, and a 6.2-liter EcoTec3 V8. They offered 285 horsepower, 355 horsepower, and 420 horsepower, respectively. Buyers can get all the power they need from a used truck with these engines and enjoy improved efficiency as well.
Structural changes were made that increased the strength of the new Silverado, including a steel frame produced with hydroforming technology and a high-strength steel frame in the bed of the truck. The steel used in the bed is roll-formed instead of stamped, reducing weight to improve the performance and fuel efficiency of the truck. Aluminum is also used on the hood, engine block, and control arms to save weight.
Numerous tech features were also added to the third generation of the Silverado. Examples include the MyLink infotainment system with touch screen, Bluetooth technology for streaming music and making hands-free phone calls, an optional Bose premium audio system, OnStar navigation, and USB ports for charging smartphones and tablets. These more modern additions make a used third generation Silverado the perfect choice for the driver shopping for an up to date truck on a budget.
The new Silverado also got its first luxury model, the High Country special edition. This upgraded model included special leather upholstery, subtle exterior styling changes, and special badging throughout. With the 2015 model, the Silverado received a 6.2-liter EcoTec3 engine with an eight-speed 8L90 transmission. The new transmission allows for faster shifting and acceleration and improved fuel efficiency.
Amid the energy crisis of the 1970s, automobile manufacturers set their sights on designing more fuel-efficient vehicles. Among these was the first compact pickup truck to be built in the U.S. by a “Big Three” automaker, the Chevrolet S-10, which was released in 1982. While this little truck underwent some big changes over the course of its life span, it remained popular for more than 20 years, until it was discontinued in 2004, and to this day, the model still boasts many satisfied owners.
Chevrolet S-10 Through the Years
1982: Chevrolet introduced the S-10 pickup truck to the world. This model was slightly larger than the Chevy light utility vehicle, or LUV, manufactured between 1972 and 1982. However, the S-10 was considerably smaller than the Chevrolet C-10 (5.1 inches narrower, 13.7 inches shorter, and 8.6 inches lower as well as a little less than 1,000 pounds lighter) and was manufactured domestically. This first-year model featured two-wheel drive only. Standard features included a 1.9-liter four-cylinder engine and a four-speed manual transmission. Another option included a 2.8-liter V6 engine. The truck had a bench seat with dual outside mirrors.
1983: Chevrolet kept the outward appearance of the S-10 with the 1983 model, but consumers also had an option for an extended cab with this model year. The 1983 model S-10 trucks were also available with four-wheel drive, and consumers could also opt for a 2.0-liter four-cylinder engine.
1984: Again, Chevrolet did not make changes to the body of the S-10. However, a new sport suspension became available for the models with regular cabs and two-wheel drive. Chevrolet also updated the clutch to feature hydraulics instead of the cable included with previous models. A 2.2-liter diesel engine was also made available for two-wheel-drive trucks.
1985: In 1985, Chevrolet decided to change the fender emblems on the S-10. These newly designed emblems featured a big, red “S,” and they were larger than the former badges. The standard engine offered in this year was a 2.5-liter four-cylinder, and it had throttle-body injection.
1986: With the 1986 model year, Chevrolet introduced a new instrument cluster. The 2.8-liter V6 engine models also added the option for throttle-body injection.
1987: The 1987 model year did not involve any obviously visible changes to the S-10, but there was one small tweak under the hood. Chevrolet added a serpentine drive belt to replace the standard V-belts for both the 2.5-liter and 2.8-liter engines.
1988: As time went on, Chevrolet began to expand the available options for the S-10. In 1988, a sunroof would be added to the list of possible features for those seeking to buy one of these pickups. A new 4.3-liter Vortex V6 engine was another option made available in 1988.
1989: Chevrolet began installing standard rear-wheel anti-lock braking systems in every S-10 starting in 1989, a piece of safety technology that had yet to become standard in many vehicle models. This year also featured a special Cameo body package for the S-10, and only 2,198 Cameo vehicles were produced. An electronic instrument cluster was a new option available with this model year, and it included a speedometer and tachometer as well as a voltmeter and gauges for fuel, oil pressure, and engine coolant temperature.
1990: Front tow hooks became standard on the S-10 in 1990. Every four-wheel drive model had a standard 4.3-liter V6 with a Hydramatic-built five-speed manual transmission sporting a fifth-gear overdrive.
1991: The body of the 1991 S-10 was enhanced with new body-side moldings and emblems and a new grille that gave the S-10 an updated and sleek appearance.
1992: Chevrolet introduced a four-wheel-drive entry-level model, dubbed the EL. All four-wheel-drive models except the EL had the option of a new electronic shift transfer case.
1993: Automatic S-10s received a new heavy-duty cooling system, which included an engine oil cooler and a transmission oil cooler. These trucks also had the option for the new 4L60-E Hydramatic four-speed automatic transmission.
1994: After more than a decade, the S-10 was ready for a change, which came with the introduction of the second-generation S-10 in 1994. Features were added that were designed to enhance the vehicle’s comfort, value, and performance. The outside of the pickup truck was modified to have a forward-sloping hood with a wraparound grille. The trucks grew slightly larger, with regular-cab models measuring 63 inches tall, a little more than 17 feet long, and about 68 inches wide. They also had 20 percent more glass than older models for enhanced visibility. The S-10 was available in both a base model and an LS trim model. Two-wheel-drive models featured a 2.2-liter four-cylinder engine, while four-wheel-drive models had a 4.3-liter V6 engine.
1995: Chevrolet made driver’s-side airbags and daytime running lights standard in the S-10 in 1995. Keyless entry was a new option offered in this year. Chevrolet also added backlighting to the switches for windows, locks, and mirrors to make them easier to find in the dark.
1996: The S-10 gained an interesting new option: a third door, on the driver’s side. All models also were updated to feature four-wheel anti-lock braking systems as a standard feature. Chevrolet also introduced the Sportside bed option in this year, which includes rounded fender wells that protrude from the sides.
1997: With attention to enhanced durability, Chevrolet made improvements to the frame and drive train of the 1997 S-10 pickup trucks. The automatic transmission shifter was repositioned to the floor for trucks with bucket seats. Also in this year, Chevrolet produced an electric S-10, the S-10 EV, which is considered to be the rarest S-10 variety ever made. This pickup was 100 percent electric-powered and had a range of about 45 miles after 2.5 hours of charging. The EV was primarily leased to utility companies for use in their vehicle fleets. Between the 1997 EV and an updated version made in 1998, only 492 were made, and around 60 of these were sold. The rest were recalled and destroyed once their leases were up to safeguard Chevy’s technology.
1998: This was a year of new styling enhancements for the S-10. The trucks received new grilles, composite headlights, and front bumper fascia. Dual front air bags became standard, with an option to deactivate the passenger side if desired. Every model also came equipped with the Passlock theft-deterrent system. Chevrolet also revamped the interior of the trucks with a new instrument panel, floor console, and seats. The four-wheel-drive trucks also came standard with rear disc brakes and Insta-trac, which allowed for shifting into or out of four-wheel drive on the fly.
1999: At the end of the decade, Chevrolet rolled out bigger folding rearview mirrors on all of its trucks, including the S-10s. The S-10 Xtreme was introduced, featuring a body that was two inches lower, a special sport suspension package, and a monochrome grille and bumpers. This model also sported 16-inch aluminum wheels.
2000: Chevrolet made updates to the base trim features for all extended-cab trucks in 2000. All four-wheel-drive trucks now came with a standard heavy-duty suspension system.
2001: The four-wheel-drive and automatic-transmission S-10s could now be purchased in a four-door crew-cab version. Four-wheel-drive standard-cab S-10s were discontinued.
2002: All S-10 models had air conditioning and a tachometer as standard features as of 2002. Leather seats were available with crew-cab models.
2003: Additional enhancements available in 2003 models included a power sunroof, bed rails, and graphics on the front fender and doors.
2004: In the final year of S-10 production, Chevrolet offered only a crew-cab 4×4 featuring a 4.3-liter V6 engine with automatic transmission. Chevrolet replaced the S-10 with the Colorado in subsequent years.
If you’ve been paying attention to the most recent trends in automotive enthusiasm and car collecting, you’ve likely noticed that vintage four-wheel-drive trucks are hot and getting hotter. We’d like to think we were ahead of the curve on this one, because about two-and-a-half years ago, we acquired a 1976 Chevrolet K5 Blazer as a project vehicle. Of course, like so many old car (and truck) projects, this one has taken a bit longer than anticipated, but now that it’s starting to really take shape, it’s time we began reporting on its progress.
Why a Blazer? Several of us at Hemmings are Chevy truck fans and have long appreciated the different approach the division took with its first sport utility vehicle back in the 1960s. By shifting from the original plan to produce a small 4×4 on par with the IH Scout or Ford Bronco and instead using the existing light-truck platform, Chevrolet effectively created a new genre of truck. The resulting Blazer had familiar looks, a rugged chassis, and plenty of room inside, despite having a shorter wheelbase than any other Chevy truck. By the time the next generation of Chevy trucks debuted for 1973, the Blazer’s popularity was really taking off and soon they were quite commonly seen on the roads coast to coast, even in areas that didn’t typically have lots of truck buyers.
So, when the idea of a vintage 4×4 project was raised in our offices, a Chevy seemed a natural choice. Then, when local friend and occasional accomplice Glen Sauer announced that he’d be selling his personal ’76 K5 project, we jumped on it.
Glen is a car enthusiast but also a metal fabricator, and he’s worked with us on projects in the past. He’d acquired this ’76 Blazer from California some years earlier and drove it in stock form for a time while planning his own project. The Blazer had an excellent body, seemingly with no rust and still wearing much of its factory paint. Glen’s intent had been to upgrade the truck’s mechanicals and leave the weathered paint, and initially we intended to just pick up where Glen had left off. Things have, of course, escalated since then.
With us, most of the cars aren’t perfect,” says Stanley Sipko, curator at the AACA Museum, Inc., in Hershey, Pennsylvania. It was that collection which led to me pondering this question, as there are very few of what you might call “thousand-point” restorations on hand. Points, of course, referring to the scoring systems used to judge competitors at numerous single-make shows held around the country each year.
Why wouldn’t museums seek out cars restored perfectly to factory-built condition? It’s because often those cars have no story to them beyond being representative of an agreed-upon ideal of what a particular car looked like when new. Museum exhibits rarely look to display that level of perfection because it’s not what the general public relates to when it comes to a museum. Automobiles matter most when considered in context rather than in a vacuum.
“My take as a curator is that it has to be for everyone. It has to be for the car people in this world and it has to be for the general public. That’s where it becomes a challenge. You could buy a warehouse, fill it with hundreds of cars, put out no labels, no nothing, but every car person would probably still come see it because it’s just fun to look at cars; but when you look at a museum, our job is to educate the general public as well and you have to make it interesting and relatable to everyday visitors.
“Be it the most-passionate automotive historian who may walk in our door, down to the least-knowledgeable visitor off the street. The hope is to make it great for them, so they tell their friends and come back.”
Just as the original Ed Cole-design Chevrolet small-block V-8 launched an era of American performance upon its introduction in the mid-Fifties, so did the LS-series third-generation small-block Chevrolet V-8 when it launched a quarter-century ago. And just as the original SBC spawned dozens of variants over its decades-long lifespan, so did the LS – enough to bewilder all but the most dedicated of enginespotters without a comprehensive reference guide to the engine family’s various displacements, codes, and ratings. So let’s dive into it
What Sets The LS V-8 Apart
Every history of the LS calls it a clean-sheet design – that is, a design that carries nothing over from its predecessor, the Generation II LT-1. Indeed, engineers Tom Stephens and Ed Koerner retained only two parts from the LT-1 when designing the LS series: the rod bearings and the lifters. It’s a thoroughly modernized small-block, with deep side skirts, cross-bolted six-bolt main bearing caps, no provision for a distributor, no coolant passages in the composite intake manifold, cathedral-port heads, and perhaps most important, all-aluminum construction.
Yet, it’s no cutting-edge engine. Even at its introduction, critics derided its overhead-valve design – complete with the single camshaft located in the block, just two valves per cylinder, and pushrods and rocker arms in between – as antiquated. Overhead-camshaft and dual-overhead-camshaft designs had long become the standard for performance engines, after all.
As Will Handzel related in his book, How to Build High-Performance Chevy LS1/LS6 V-8s, GM engineers did have the option to continue development of the Lotus-derived LT5 dual overhead-camshaft derivative of the Generation II small-block. However, consensus at the time – and Koerner’s long and successful background in NHRA drag racing – led them to choose the pushrod design for its simplicity, its dependability, its inexpensive construction, and its compactness. Those attributes not only set the new LS engine apart from its competition, they also (in conjunction with the standard SBC bell housing pattern) led to its widespread adoption by hot-rodders in the ensuing years.
Despite those criticisms of the LS engine’s design, it has proven adaptable to use in high-performance cars (developing as much as 638 hp from the factory), front-wheel-drive cars, police cars, trucks, and SUVs. With a mid-2000s refresh – which GM dubbed Generation IV – the LS was also able to incorporate more advanced technologies such as cylinder shutdown (in GM’s nomenclature, either Displacement on Demand or Active Fuel Management) and variable valve timing and operate as a flex-fuel engine or even in mild hybrid applications.
The LS story starts with the 1997 model year C5 Corvette, in which the LS1 debuted. Like the outgoing small-block (which remained in production through 2003 in full-size vans and which GM still builds for aftermarket sales), the LS1 displaced 5.7 liters, though a smaller bore and longer stroke meant the engine now displaced 345.7 cubic inches. In the one-horsepower-per-cubic-inch tradition, it surpassed both the previous generation’s LT1 and LT4 with 345 horsepower.
As the standard-bearer for the Generation III small-block family, the LS1 provided power for the entire C5 Corvette run, made its way under the hood of the Camaro and Pontiac Firebird from 1998 through 2002, and came back for a curtain call in the 2004 Pontiac GTO. It also provided the basis for the hairier LS6.
Another 5.7-liter V-8, the LS6 came along in the 2001 Corvette Z06, boasting 385 horsepower and 385 pound-feet of torque. A year later, GM cranked that up to 405 horsepower and 400 pound-feet. The added power in the LS6 largely came from old-fashioned hot-rodding know-how – a higher compression ratio, more camshaft duration and lift, freer-flowing D-shaped exhaust port heads (stamped 243 next to the rocker cover, replacing the 241 oval-shaped exhaust port heads on the LS1) and a higher-flow mass-airflow sensor – though the LS6 also benefited from sodium-filled valves and engine block and oil system improvements. After wrapping up the C5 run, the LS6 went on to power the 2004-2005 Cadillac CTS-V.
Just as the C5 Corvette ushered in a new engine, so did the C6 with the LS2 – the first of the Generation IV small-blocks – in 2005. For the LS2, GM enlarged the engine to the 6.0-liter displacement previously used by the Generation III LS truck engines (see below), bumped the compression ratio to 10.9:1, and added the LS6’s 243 heads (albeit without the sodium-filled valves) to crank output to 400 horsepower and 400 pound-feet. Compared to the LS1 and LS6, the LS2 powered a much wider variety of vehicles: It remained in the Corvette through 2007, it finished out the Pontiac GTO’s run in 2005 and 2006, it went under the hood of the 2006-2007 CTS-V, and it served in the 2005-2006 SSR, the 2006-2009 TrailBlazer SS, and the 2008-2009 Saab 9-7x Aero.
Fans of small, light pickup trucks fell in love with the Chevrolet LUV in the 1970s.
The trickle of little trucks from Japan that began in the late 1950s had grown into a flood by the early 1970s.
The growing market of small truck buyers included young people who had discovered the benefits of Japanese-made cars in the late 1960s and early 1970s, and business operators who wanted a smaller, lower-priced alternative to the trucks being turned out by the Big Three automakers.
While U.S. automakers introduced subcompact cars in 1970 – the AMC Gremlin, Chevrolet Vega and Ford Pinto – they ignored the growing small pickup truck market. Once this oversight was recognized, the Big Three scrambled to get in on the game as quickly as possible.
Introducing the Chevrolet LUV Truck – Love at first sight for the LUV
Rather than starting from scratch to create an entirely new vehicle from the ground up, the quickest route for Chevrolet to enter the small-truck race was to import Isuzu-made trucks from Japan and rename them. Chevrolet’s parent, General Motors, was a part owner of Isuzu, with a 34 per cent share in 1972, when it began bringing the Isuzu truck called the Faster into the U.S.A. It was the first Isuzu-built vehicle sold in the U.S.
The new little Chevy truck got a new name – along with a new front grill, badging and tailgate – when it arrived in the U.S.A. It was called the LUV, an acronym for “light utility vehicle” long before SUV became the common short form of “sport utility vehicle.”
(The Ford Motor Company – a part owner of Mazda – took the same route, also in 1972, with its Courier pickup truck, which was a Japanese-made Mazda B1600 pickup with a different front grill and tailgate. In 1979, Dodge used a similar approach with the Japanese-based Mitsubishi, rebranding the Forte as the Dodge D50 and the Plymouth Arrow.)
The Chevrolet LUV, which went on sale in March 1972, sat on a 102.4 inch wheelbase, had a six-foot bed and a carrying capacity of 1480 pounds. It was powered by a 110.8 cubic inch (1.8-liter), 75 horsepower SOHC, four-cylinder engine and a four-speed manual transmission.
The new LUV was part of a four-way comparison in Car and Driver magazine in August 1972, against the Datsun PL 620, Ford Courier and Toyota Hi-Lux. Car and Driver said, “The Chevrolet LUV is the best of mini-pickups because it has the roomiest cab. Its performance is about par with that of the Courier, but it doesn’t handle or ride as well. It isn’t nearly as quick as the Toyota, nor as quiet as the Datsun, and its finish and interior appointments are definitely more truck than car-like. But you can actually lean back and relax in the LUV, and do a couple of hours behind the wheel without getting a backache.”
From March to December 1972, a total of 21,098 LUVs were sold. The next model year saw very slight changes, and calendar year sales in 1973 almost doubled to 39,422. For 1974, a more luxurious trim package called the Mikado – which included striped upholstery and a three-spoke steering wheel – was offered, although calendar year sales declined to 30,328.
Sales surge in the ’70s – Love for the LUV grows
A three-speed automatic and disc brakes were new options available for the 1976 LUV. EPA mileage ratings improved to 23/city and 33/highway, up from 19/city and 29/highway the previous year. Calendar year sales increased to 46,670.
For 1977, the LUV was also available as a cab and chassis form so that a camper could be added. Another change was an increase in power to 80 hp, and sales were up to 67,539
Big changes came for the 1978 model year. Up front there was a new grill and just two headlights instead of four. Inside, there was a new instrument panel. A new option was a longer version on a 117.9 inch wheelbase with a seven-and-a-half foot bed, while the 102.4 inch wheelbase and six-foot bed remained standard. Sales were up to 71,145.
The big news for 1979 was the $971 optional four-wheel-drive. This new 4WD LUV was named Motor Trend’s “Truck of the Year” and the magazine praised it for being “a very well-engineered vehicle, solidly constructed, easy and fun to drive, and economical on fuel for a truck of this class.” Sales peaked at 100,192.
Stories of love are always a holiday classic. And in this holiday film, it’s felt through the heartwarming and sometimes heart-wrenching memories of a classic 1966 Chevy Impala. Based on actual events, we teamed up with Academy Award winners Tom Hooper (director), Claudio Miranda (director of photography) and Rachel Portman (composer) to tell the story of love, redemption and restoration. Because the greatest gift anyone can ever give is joy. Happy Holidays.
When he first laid eyes on the Z/28-badged Camaro that had lain dormant in a garage for decades just three blocks from his house, Bill Fowler figured it was just another hot rod that just another kid had his hands on back in the Eighties. Little did he suspect that he may have stumbled upon a long lost piece of Chevrolet history that passed through the hands of one of the most legendary mechanics in the world.
At least, little did he suspect until he heard the asking price
“He wanted $25,000 for the car, but then he wanted another $5,000 for the intake manifold,” Fowler said.
The seller, small-block Chevrolet tech manual author Larry Schreib, had good reason to ask that much for the latter: The three two-barrel manifold quite possibly came off of an L-70 350-cu.in. V-8, a 360-horsepower engine that Chevrolet managers had reportedly planned for the 1967 Camaro and even sent down the pilot production line before scrapping the option entirely. Much of what we know about the L-70 comes from Philip Borris’s book, “Echoes of Norwood: General Motors Automobile Production During the Twentieth Century,” in which Borris spoke with former Norwood plant employees who recalled building L-70-powered Camaros, painted with Z/28-style rally stripes. In the end, Chevrolet offered the single four-barrel L-48 as the only 350 in the 1967 Camaro and essentially replaced the L-70 option with the 302-powered Z/28.