Classic Chevrolets

Chevrolet Camaro 1982 to 1992

Third-generation Camaros were the first built without front subframes or leaf-spring rear suspensions. Now the front end was held up with a modified MacPherson strut system, and the hind end relied on a long torque arm and coil springs. These were also the first Camaros with factory fuel injection, four-speed automatic transmissions, five-speed manual transmissions, four-cylinder engines, 16-inch wheels and hatchback bodies. In January 1982, the Camaro was, for the first time since 1967, truly all-new and slightly smaller.

But the 1982 engine selection was hardly scintillating. Base sport coupes started with a 90-horsepower version of GM's lethargic 2.5-liter "Iron Duke" four and could be optioned up to a 112-horse 2.8-liter V6 (base engine in the Berlinetta) or a four-barrel carbureted 5.0-liter (305-cubic-inch) small-block V8 rated at 145 horsepower. That V8 was the Z28's base powerplant; buyers could opt for a Z28 "Cross-Fire Injection" (throttle body-injected) version producing 165 horsepower. The carbureted V8 could be had with either a three-speed automatic or four-speed manual, but the injected engine was automatic only.

A Camaro paced the Indianapolis 500 again in 1982, and the silver and blue replicas of that car are probably the most attractive of the '82s. However, the T-top Z28 that actually paced the Memorial Day classic that year used a highly modified 350 (5.7-liter) V8 for motivation that wasn't available to the general public. Kind of sad, really.

The three-tier Camaro lineup continued into 1983 with minimal visual differences. However the Z28 got a nice power bump with the introduction of the "L69" engine option. With a Corvette-spec camshaft, revised exhaust and a healthy four-barrel carb, the 5.0-liter L69 "H.O." V8 was rated at 190 horsepower and could be backed by a new five-speed manual transmission.

For 1984, availability of the L69 improved on Z28s (the junky Cross-Fire engine died) and the four-speed "700R4" automatic was adopted by most Camaro models. Because anything digital was, of course, good, the Berlinetta sprouted a funkadelic digital instrument panel and overhead console this year, as well. The instrumentation was probably more entertaining than the V6 that powered most Berlinettas.

The great leap forward in third-generation Camaro performance came with the introduction of the 1985 IROC-Z, named after the International Race of Champions, which was contested with Camaros. The IROC featured big 16-inch five-spoke wheels and unique graphics. Carbureted versions of the 5.0-liter small-block V8 were still available, but the big improvement came with the fitment of Tuned Port Injection (TPI) to that engine to produce a flexible 215 horsepower. Sadly, the TPI engine could only be had with the four-speed automatic (in either the IROC or the regular Z28).

Beneath the Z28, the sport coupe and Berlinetta blustered through 1985 unchanged, except for a new fuel-injected version of the 2.8-liter V6 that now pushed out 135 horsepower.

The 1986 Camaros were easy to spot because of the goofy blister fitted atop their rear hatches to accommodate the federally mandated center high-mounted stop light (CHMSL). Beyond that, there was a new exhaust system for non-Z28 cars and a new basecoat/clearcoat two-stage paint system.

Big engines returned to the Camaro for 1987 with the good old 350 (5.7-liter) V8 making its way into IROC-Zs as an option. Capped with the TPI system, the 5.7 was rated at a full 225 horsepower — the highest horsepower in a Camaro in 13 years and with vastly better drivability. While the TPI 5.7 came only with the four-speed automatic, the TPI 5.0 liter was finally available with the five-speed manual.

Equally good news was the comeback of the Camaro convertible — the first Camaro convertible since 1969 — and the consignment of the four-cylinder engine to a well-deserved eternity in junkyard Hell. The high-output carbureted 5.0-liter V8 also disappeared, and a new 165 horsepower carbureted 5.0-liter V8 became the standard Z28 engine. Also gone from the '87 Camaro line were the Berlinetta (replaced with an "LT" option package), and, on any Camaro with a rear spoiler, that ugly CHMSL housing on the rear glass. The CHMSL was instead built into the spoiler and Chevy would simplify its own production for 1988 by making the rear spoiler standard on all Camaros.

So that brake light blister was gone entirely from the 1988 Camaro, but so was the Z28. Since Chevy had firmly established the IROC name, all high-performance '88 Camaros became IROCs. Base '88 Camaros, meanwhile, inherited the elegant 15-inch five-spoke wheels from the Z28, as well as the Z28's lower body skirting. Also, the Z28's 5.0-liter V8 was now optional on the sport coupe; it gained a throttle body fuel-injection system to make 170 horsepower.

The rarest and most intriguing '88 Camaro was the 1LE road racing package optional on the IROCs with both the 5.0- and 5.7-liter TPI engines. Featuring oversize disc brakes, an aluminum driveshaft and a well-tweaked suspension, the 1LE was built to win showroom stock road races.

Proving that no name is forever dead in the world of Camaros, the old "RS" (but not Rally Sport) designation returned for the 1989 model year. Looking much like an '85 Z28, the RS was a basically a trim package atop the base sport coupe and was powered by either the V6 or a throttle-body-injected 5.0-liter V8. Although the 5.7 TPI V8 now boasted 240 horsepower, about the only way to tell '89 IROCs from previous years is to look at the ignition key and see if has the "Pass-Key" theft deterrent resistor embedded in it.

The IROC breathed its last breath during the short 1990 model year, as Dodge picked up sponsorship of the International Race of Champions. The big changes that year were the growth of the base V6 from 2.8 to 3.1 liters, with a bump in output from 135 to 140 horsepower and the fitment of driver-side airbags to all models.

Chevy jump-started the 1991 model year by re-introducing the Z28 in the spring of 1990. Sure, the '91 Z28 got a tall rear wing, new lower body cladding, new phony hood scoops and new five-spoke wheels, but it was otherwise still an IROC and now the top engine was a 245 horsepower 5.7-liter TPI V8. All other '91 Camaros were pretty much '90 Camaros with revised ground effects that featured fake air inlets.

Law enforcement got its own Camaro in 1991 with the introduction of the Camaro B4C pursuit vehicle. Basically, a B4C was a Z28 that was badged as an RS and equipped with most of the good stuff developed for the 1LE race package. Very few B4Cs were ever produced.

With an all-new Camaro coming for 1993, the 1992 model was barely changed from '91. The big change was that they all sported a "25th Anniversary" badge on their instrument panels. Further, a $175 "Heritage Package" of stripes was offered for any '92 Camaro.

It was time for another new Camaro.

Sources:
Edmunds: Chevrolet Camaro History

GM's presentation video directed by Bob Abel. Chevrolet Corvette. (Year: 1984)

C4: Scientific Corvettes
Hey, what happened to 1983? What happened was that the change from the previous-generation Corvette to the new one was so radical that it took a while to get the Bowling Green plant up and running. So while 43 preproduction "1983" C4 Corvettes were built, none of these was ever sold to the general public and only one of them survives today. Instead, in March of '83, Chevrolet began selling the 1984 Corvette and it was the most dramatically different Corvette since the '63 Sting Ray.

This new machine rode on a 96.2-inch wheelbase, used simply gorgeous cast aluminum suspension components and featured a larger interior with fully digital instrumentation that looked as if it had been ripped off a Star Trek movie set. One of the particularly cheesy and unconvincing Star Trek movie sets.

Gone were the old coupe's T-tops in favor of a single fiberglass section that could be removed using a wrench, but many of the C3 styling themes continued, though more conservatively expressed. The hideaway headlights were now single square units on rotating mounts and the hood itself was a giant clamshell piece that made access to the engine easy, but appalled insurance companies who had to cover its enormous replacement cost.

Everything mechanical about the C4 Corvette was significantly better than before. The new suspension system used composite transverse leaf springs both fore and aft, the steering was by rack-and-pinion for the first time, the brakes were oversized discs, the frame itself featured a large aluminum C-section beam that made for a stiffer structure and the tires were enormous (for the time) Goodyear P255/50VR16 unidirectional "Gatorbacks" on 16-inch wheels. About the only thing that carried over was the small-block 350 V8, again equipped with Cross-Fire throttle body fuel injection and now rated at 205 horsepower.

At the beginning of the 1984 model run, the only transmission available was the 700R4 four-speed automatic, but by January of 1984 a new Doug Nash "4+3" manual transmission was offered which featured an electronically engaged overdrive on the top three gears. Although intriguing, it was a balky and completely crummy excuse for a transmission.

The major criticisms of the '84 Corvette were its incredibly stiff ride, particularly when equipped with the Z51 performance suspension package, the still lackluster engine and the obnoxious dash graphics. Despite that, however, the '84 Corvette quickly established itself as the dominant car in showroom stock racing and Chevrolet sold a stunning 53,877 of them during the extended model year.

Messing with success where needed, the Corvette was treated to the new Tuned Port Injected (TPI) version of the 350-cubic-inch (now more commonly referred to as a 5.7-liter) small-block for 1985. This vastly more efficient induction system bumped output of the V8 to 230 horsepower with a thick and friendly torque curve. The better "L98" engine was combined with a retuned, more comfortable suspension to produce a significantly better Corvette than the previous year.

A convertible returned to the Corvette lineup for 1986 and a bright yellow version was used to pace that year's Indianapolis 500 — the second time a Corvette had had the honor. Another significant advance was the fitment of Bosch antilock brakes for the first time, making for a safer everyday machine. Every Corvette coupe also got a third brake light over its rear hatch, while the convertible's was integrated into the rear fascia. Chevy sold 27,794 '86 Corvette coupes and 7,315 convertibles.

The fitment of hydraulic roller lifters to the L98's valve train boosted its output to 240 horsepower for 1987, but the car was virtually unchanged otherwise. Two interesting additions to the options list were a new Z-52 suspension system for higher performance without the complete sacrifice of comfort and new electronic tire-pressure monitors.

New 17-inch wheels inside P275/40ZR17 tires were added to the 1988 Corvette options list while new aluminum cylinder heads and a revised camshaft boosted the L98 to 245 horsepower with even better torque characteristics. This was also the last year Chevy would foist the dreadful 4+3 transmission off as the shift-it-yourself choice. A 35th anniversary model, done in a white-on-white scheme, marked this milestone.

The new manual transmission for 1989 was a ZF six-speed that was a joy to shift as long as you didn't mind using some muscle. And as long as you didn't resent the "skip shift" feature that forced a shift from first to fourth gear under part throttle conditions to improve fuel economy. Other changes to the lineup included a new FX3 selective ride control system for the Z51-equipped coupes and a new optional fiberglass hardtop for the convertible. Every enthusiast knew, however, that much bigger, much brawnier news was coming to the Corvette for 1990.

That big news was, of course, the 1990 Corvette ZR-1 coupe (the ZR-1 was never available as a convertible). Nicknamed "King of the Hill," the ZR-1 was built around the Lotus-designed, Mercury Marine-built, all-aluminum, 5.7-liter, DOHC, 32-valve LT5 V8 making an astounding 375 horsepower. That is, it made 375 horsepower when an in-dash key was set in "full-power" mode and not in the "valet" mode when it was limited to just 250 horsepower. The only transmission available in the ZR-1 was the ZF six-speed and inside its swollen rear fenders were humongous P315/35ZR17 tires on suitably wide wheels.

The widened rear fenders on the ZR-1 were capped by a new rear fascia distinguished by squared-off taillights and convex (as opposed to the usually concave) rear fascia.

In testing a pre-production ZR-1, Motor Trend concluded that "With a top speed in the neighborhood of 175 mph, a 0-to-60-mph time of 4.71 seconds and 13.13-second/110.0-mph quarter-mile, no one's going to accuse the DOHC 'Vette of being limp-wristed." They were right, no one dared call the limited-production ZR-1 limp-wristed, but it was criticized for its incredible $58,995 price — nearly twice that of a regular L98-powered Corvette.

All the '90 Corvettes got a new dashboard with a vastly improved mixture of analog and digital instrumentation, better ventilation, better sound systems and an airbag for the driver. Otherwise, the Corvette was very much status quo.

Restyling came to the Corvette for 1991 with a slicker front end incorporating wraparound foglights, a new rear fascia reminiscent of the ZR-1's that incorporated the third brake light (the latter would remain on the hatch of the ZR-1) and new wheels. Everything else was pretty much a carryover, though the price of the ZR-1 had now ballooned to $64,138 — the first GM automobile to carry a price beyond $60,000.

For 1992, the L98 was dumped in favor of the new next-generation small-block V8, the LT1 (no hyphen, unlike the '70 version with the similar name). The LT1 was rated at 300 horsepower thanks to significant revisions to the cylinder heads, accessory drives, cooling system and fuel injection. But despite that healthy increase in output, it was also an even more engaging driving companion than the L98. Along with the LT1 came traction control (Acceleration Slip Regulation — ASR — in GMspeak) whose best feature was that it could be turned off.

On July 2, 1992, the millionth Corvette, a white '92 convertible, was built. No other sports car has even come close to that.

A special 40th anniversary package, consisting mostly of badges and special Ruby Red paint, was offered for 1993 on both LT1 and ZR-1 Corvettes. Otherwise, the most notable change for the year was refinement of the LT5 engine in the ZR-1 that boosted its horsepower from 375 to an epic 405 — in real-world terms (accounting for the difference between the old SAE gross and current SAE net rating methods), the most powerful production Corvette up to that time. Other changes were minimal.

An airbag was added for passengers in the 1994 Corvettes while the cockpit's trim and steering wheel were refined. The LT1 was treated to sequential fuel injection that improved drivability and simplified emissions control but didn't increase total power output. The ZR-1 got new five-spoke wheels, but that's about it.

New side gills distinguished the 1995 Corvette from previous editions, but other changes were much more subtle and included improved brakes, revised springs, de Carbon gas-charged shocks and a quieter-running engine fan. And for the third time, a Corvette (this time a convertible) paced the Indy 500.

It was also the last year for the ZR-1. "When the LT5's throttle body opens into the 16 tuned intake runners (assuming the power key is twisted to 'full')," Motor Trend's intrepid scribe wrote in its last ZR-1 test, "it humps. Beyond hazing the P315/35ZR17 Goodyear Eagle GS-Cs under the car's trademark swollen flanks when accelerating, it bursts down the quarter-mile in 13.05 seconds at over 117 mph. Getting to 60 from rest takes only 4.9 seconds, and getting from 60 to 100 takes only 4.8 more. The midrange power is even better than the Ferrari F355's.

"The engine is sophisticated, but the sound of it and the transmission could only be more involving if the driver sat in the crankcase. The ZR-1's mechanical character thrills in an era when so many cars isolate their occupants. Like all current Corvettes, the handling limits are high, but the ZR-1's larger tires mean that once those limits have been exceeded that it's even tougher to rein in. And, like all current Corvettes, the cockpit is a challenge to enter and cramped once inside."

For 1996, Chevy followed up the ZR-1 with two unique editions that would mark the end of C4 production. The first was a "Collector's Edition" available on coupes and convertibles that consisted mostly of special emblems, five-spoke wheels and Sebring Silver paint. Far more intriguing was the Grand Sport which swiped its name and blue-with-white-stripe paint job from an early-'60s racing Corvette and featured an amplified version of the LT1 small-block called the "LT4" that made a healthy 330 horsepower. A debate still rages on whether the ZR-1 or Grand Sport best expressed the essence and potential of the C4 Corvette.

What was obvious, however, was that it was time for a new Corvette.

Sources:
Edmunds: Chevrolet Corvette History