The second-generation Camaro, which had changed relatively little since its introduction in 1970, saw relatively high sales for most of those years, particularly throughout the late 1970s. However, by the time the new decade rolled around, it became clear that the American car buying public had begun to grow tired of the same old body style. This, combined with an overall struggling economy and a second oil crisis in 1979, took its toll on sales, and production dropped for the second year in a row.

The first noticeable casualty is the aforementioned lack of the RS model, which had once been a very popular option, but had been the lowest selling Camaro model for the previous few years. The resulting three-model lineup would remain until the introduction of the IROC would boost the number of model options back up to four in 1985.

The new onboard engine computer was another sign of forthcoming changes in the Camaro. Known as the CCC (Computer Command Control) emissions system, the computer controlled the carburetor mixture, the check engine light and the ALDL connector along with the new lock up torque converter on the automatic transmission.

Other new features for the Camaro in 1981 were the introduction of halogen headlights and standard space saving tires. Engine performance changed slightly as well, though the motor options did not change. The base engine was the 229 V6 that had been introduced in 1980, though it saw a 5 horsepower reduction to 110 this year. The base V8 was a 267 CID motor, also introduced in 1980, that also saw a 5 horsepower reduction to 115. A 305 CID V8 option remained and produced 155 horsepower, as it had the year before, and there also was no change to the 350 Z28 engine, which was still pumping out 190 horsepower.

Total production was down to 126,139, and seemed to be a reaction to all of the above factors, as well as the fact that many buyers were holding out for the introduction of the third-generation of the car the following year.

Coupe

As it usually was, the coupe model was the best-selling Camaro, and had a total production run of 62,614. The base price jumped over $1,000 from the previous year to $6,581.23. This was the first time that all Camaro prices started above the $6,000 mark, and would see further increases the following year with the introduction of the new models.

Berlinetta

This “luxury model” Camaro was the only model to see an increase in production, up 16,593 cars to 43,272. It appeared that those that were buying the Camaro in 1981 were more interested in upgraded luxury trim than performance, and didn’t mind spending the additional $775 for the Berlinetta model.

Z28

In contrast, the performance model Z28’s production dropped almost 25,000 units to 20,253. The Z28 cost $1,444 more than the base coupe.

Pony Car Competition

With the aforementioned struggling economy and the second oil crisis, the most popular cars in America in the first years of the 1980s were compact and subcompact cars. While former rival Mustang was still selling well after the introduction of its third-generation, it was attempting to split the difference between performance and fuel-efficiency, offering a four-cylinder and a V8. Though smaller than the Camaro and no longer a direct competitor, the Mustang would continue to provide this split into the early 1990s before it became a full-fledged pony car again with the introduction of its fourth generation in 1994.

Until then, the Camaro and the Firebird would remain as the only true pony cars left, and would see production remain relatively high throughout most of their third generation into the 1990s.

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