For general Camaro information, see Chevrolet Camaro. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed.The third-generation Camaro continued through the 1992 model year.The large and complex rear window reflected recent advances in car glass design.The 1982 model introduced the first Camaros with a hatchback body style, and such options as factory fuel injection, and a four-cylinder engine. The Camaro Z28 was Motor Trend magazine's Car of the Year for 1982.Dog dish-style hubcaps were standard; full wheel covers were optional as were steel, five-spoke 14x7-inch body-colored rally wheels.Its own lower body pin striping, gold 'Berlinetta' badging, and headlamp pockets were painted in an accent color. The taillights got a gold and black horizontal divider bar. The interior came standard with custom cloth interior, a rear storage well cover and additional carpeting on rear wheelhouses. It also came standard with additional body insulation and full instrumentation.The Z28 had a different nose, a three-piece rear spoiler and front, side, and rear lower body valances in silver or gold. Just above the valance was a three-color lower body stripe that encircled the car. Headlamp pockets on the Z28 were black. Standard were new 15x7-inch cast-aluminum five-spoke wheels accented with silver or gold. Z28 badges appeared on the right rear bumper and on the side valances.Engine choices in the pace cars were the same as the regular production Z28. The car that actually paced the event was equipped with a highly-modified, all-aluminum 5.7 L V8 that was not available on the replica cars.This engine was only available with a manual transmission in 1983. Due to its late introduction, 3,223 L69 V8s were sold for the 1983 model year.A Borg-Warner 5-speed manual transmission replaced the previous 4-speed. A 4-speed automatic transmission with overdrive replaced the 3-speed automatic transmission in the Z28.http://www.donovaly-ubytovanie-safran.sk/web/userfiles/4_108-manual.xml
In the Berlinetta, the standard instrument cluster was replaced by electronic readouts, including a bar-graph tachometer and digital speedometer. The new dash came with an overhead console and pod-mounted controls for turn signals, cruise-control, HVAC, windshield wiper, and headlights. The radio was mounted inside a pod on the console that could swivel toward the driver or passenger.Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. ( February 2014 ) ( Learn how and when to remove this template message ) A total of 2,497 L69 IROC-Z models were made for 1985. The LB9 was available only on the Z28 and the IROC-Z model with the TH700-R4 automatic transmission. A total of 205 IROC-Zs equipped with the LB9 305 with the G92 (Performance Axle Ratio) option were made in 1985. The G92 option upgraded the rear axle gear ratio from 3.23 to 3.42.A total of 250 black and 250 red examples were produced. They were all equipped with the 5.0 TPI LB9 engine and TH700-R4 automatic transmission. All came equipped with the IROC-Z fog lights, wheels and ground effects, but with the base Camaro's hood (no louvers), rear decklid (no spoiler), and no exterior decals.Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. ( February 2014 ) ( Learn how and when to remove this template message ) This was the final year for the L69 5.0 305 HO 4-bbl option, of which 63 were built for racing in Canada's Player's series and 11 for public sale, making a total of 74. The 2.8 L V6 was now the standard engine in the base model, replacing the 2.5 L I-4 model. The 305 TPI LB9 horsepower rating dropped from 215 hp (160 kW) to 190 hp (142 kW) in the IROC-Z models. All V8 engines received a new one-piece rear main seal.Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed.http://www.downdistrictdtc.co.uk/filestore/4_2-inch-mortar-manual.xml
( February 2014 ) ( Learn how and when to remove this template message ) The 305 TPI equipped with automatic transmission came with 190 hp, while the Manual 305 TPI got a 215 hp (160 kW) rating. The 350 L98 gave a boost to 225 hp at 4,400 and 330ftlb at 2,800. Valve covers featured new sealing and center bolts in the valve covers. Heads featured new raised lip for improved valve cover sealing and the two center intake bolts were changed from 90-degree orientation to 72 degrees. G92 and L98 cars got the Borg-Warner HD 7.75-inch (197 mm) four pinion rear end, produced for GM's Holden of Australia (Firebird WS6 cars went to this unit in 1986). These units can be identified by their 9 bolt (rather than 10) differential cover that has a rubber drain plug. The Borg-Warner logo is also cast into the bottom of the differential case. This rear axle came with tapered rather than straight roller bearings and a cone-clutch rather than disc-clutch limited slip unit. These units came painted black from the factory while most others were bare metal. All 1987 350 TPI L98 IROC-Zs required 3.27 gears, J65 rear disc brakes, G80 limited slip differential, and KC4 engine oil cooler.Available on the Sport Coupe, LT and IROC-Z, the conversion was performed on t-top equipped Camaros by American Sunroof Company (ASC). A total 1,007 were produced in the first year of production. Some 1987 T-Top models were made into convertibles by ASC after the customer took delivery. This is why there are some convertibles with the body VIN code of 2, meaning they were coupes, not convertibles (which have a body VIN code of 3). This was also the last year of production at GM's Norwood, Ohio, facility as sales continued to decline consolidating Camaro assembly to the Van Nuys factory located in Southern California.Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed.http://www.drupalitalia.org/node/67658
( February 2014 ) ( Learn how and when to remove this template message ) The IROC-Z package proved popular and the package became standard on Z28s. Also the old Z28's ground effects and spoilers were now standard issue on the base Camaro coupes. Base models received a new raised spoiler for the first half production year.G92 (performance axle ratio) available only on IROC-Z with 5.0 TPI (LB9). All 1987 350 TPI L98 IROC-Zs came standard with the 3.27 BW rear end and everything that was included with G92 but did not have the G92 RPO code because it was not mandatory; this changed in 1988 however when a 2.77 rear was standard and G92 had to be specified to get the 3.27 differential. The IROC-Z was also treated to some small cosmetic changes. The large IROC-Z call-outs on the door moved from the front of the doors to the back, to put some space between the logos. The vin code 8 is the engine code for a real TPI 5.7L IROC.The Rally Sport was now the base model featuring body ground effects mimicking the IROC and the previous Z28 but with the 2.8 V6 fuel-injected motor as standard with the 305 as an option. The raised rear spoiler that became available in 1988 on the base coupes was short-lived and done away with for this year. The engine ratings carried over from '88 with the addition of IROC-Z Coupes had a new dual catalytic converter exhaust option N10 that was standard with the G92 option only available on the 305 TPI motor with a manual transmission and the 350 TPI only available with the TH700-R4 automatic. 1989 was also the last year any third-gen with the B2L RPO 350 TPI L98 engine could be ordered in combination with the CC1 RPO removable T-Top roof panels.A total of 1,426 IROC-Z coupes were equipped with the Performance Axle package in 1989.This included extra equipment intended to make the IROC-Z more competitive in SCCA Showroom Stock road racing events: larger 11.http://columbuscigar.com/images/3rd-edition-monster-manual.pdf
65-inch (296 mm) rotors with 2-piston aluminium calipers from PBR; an aluminum driveshaft; a special baffled fuel tank; specific shock absorbers; and stiffer suspension bushings. The fog lamps were also deleted.Big changes occurred, as all Camaros received a facelift in the form of a ground effects package for not only RS but also the Z28 models, while the IROC-Z was no longer offered. The CHMSL was relocated from the spoiler to the top of the Hatch again like the 1986 models, except the housing was now on the inside rather than the outside of the hatch. The Convertible still retained the spoiler mounted 3rd brake light. The 1991 Z28 also received a new wheel design to accent the new body. The B4C amounted to little more than a Z28 powertrain and suspension in the RS. (Car Craft Magazine refers to the B4C as a 1LE equipped with air conditioning; although this is slightly erroneous because in 1991, the large brakes with PBR calipers from the 1LE package were not included with B4C.) Just under 600 B4C Camaros were sold for 1991.Different seam sealers, structural adhesives, and body assembly techniques were employed in key areas in an effort to reduce squeaks and rattles and improve the perception of quality.The 1992 version of the Camaro B4C (Special Service Package) got the addition of 1LE brakes. A total of 589 B4Cs were sold. The B4C option was also deemed popular enough to be carried on to the fourth generation model. They received the rough texture, cast aluminum style, intake runners from the TPI Corvette instead of the regular Camaro smooth tube ones. In some cases they were built with black painted valve covers instead of the normal silver valve covers. The change was purely cosmetic, performance remained identical to the previous year.As mentioned, the 1LE brakes were included with B4C in 1992, accounting for 589 of the 705 built.
Since they were intended for racing, where extra weight is a disadvantage and interiors are often gutted after purchase, most were very lightly optioned. The majority of 1LE Camaros had the base interior, with no power options, cruise control, or even floor mats.Brussels, Belgium: Uitgeverij Auto-Magazine. 4 (109): 40. CS1 maint: archived copy as title ( link ) By using this site, you agree to the Terms of Use and Privacy Policy. Many of us in the 35-50 year old range have fond memories of the 3rd Gen Camaro built from 1982-1992. What started out as an extremely weak sports car that eventually came of age during the EFI revolution of the early 90’s is starting to make an even stronger comeback now as more hot rodders are rescuing these cars from the depths of trailer parks and overgrown back yards. With the wide availability of LS engines and performance suspension upgrades you can easily create a strong contender to go up against any new Camaro out on the track. The 3rd Gen Camaro was never celebrated for having a lot of horsepower with the then famous 5.7L TPI engine cranking out 245 H.P. at the height of its game. After the power level gets addressed we see the snowball start to form and it’s all downhill from there. The transmissions attached to the original engines were built to handle the horsepower and torque of those days, so now with a more powerful engine comes a new transmission. If you’re an automatic fan the 4L60E is a great choice to go with for a direct swap, or if you’re building really big power and you don’t mind some slight modifications the 4L80E, when built correctly, will handle just about anything you can throw at it. If you’re looking to keep the control in the palm of your hand and nothing but a manual transmission will suffice, you will quickly find the end of the T5’s life expectancy once the power level gets bumped.
The TKO line from Tremec is a simple swap over from the original GM T5 that came standard in the manual shifted 3rd Gen Camaros. Even if you aren’t going to be making big power the Tremec TKO is a great transmission to swap over if your existing T5 is feeling pretty tired as was the case for our 1991 Z-28 “Black Magic”. Project Black Magic came equipped with the 5.0L TPI engine and T5 transmission from the factory. The car had yet to see 100,000 miles, but the factory T5 didn’t inspire any confidence in its ability to keep up with some light autocross or road course driving. We opted to swap in a TKO600 and if you’re curious as to how the conversion unfolded keep reading for the installation overview, and see how in a weekend you can easily convert your car without making any serious modifications. The T5 and TKO use the same bolt pattern and bearing retainer diameter so they will technically fit the same bellhousing, but the TKO shifter is designed to sit vertical and thus rules out that option. The other benefit of going with a new bellhousing is more options for clutches and flywheels. The factory bellhousing would only allow use of a 153 tooth ring gear, but the aftermarket replacement allows us to use the larger 168 tooth ring gear flywheel. Keep in mind though; the change in flywheel diameter will require a change in starter as well. The gear ratios between the T5 and TKO are different, but not so much that it necessarily requires a rear gear change.We opted to replace the original set up with a single disc RAM HDX series clutch and RAM billet steel flywheel. If you are retaining the original engine in your 3rd Gen Camaro, be sure to know which version of engine you have. The early V8 cars still used the internally balanced 2pc rear main seal blocks and the later cars will have the externally balanced 1pc rear main seal block. This changeover isn’t necessary, but eliminates a few more parts that needed to be replaced anyway.
Since the factory master cylinder to slave cylinder line would not be a direct connection to the new Tilton bearing we were able to swap it over to a braided stainless -4an line. The factory master cylinder uses a roll pin fitting that can be removed and replaced with an AN to roll pin fitting for ease in changing line styles. If you’re familiar with the 98-02 F-Body master cylinders that gets used in a lot of first gen Camaro hydraulic conversions, this 3rd gen unit is very similar so there’s no real need to upgrade unless you really want to. This is where we get to the really great part about swapping the TKO in place of the T5. Since the TKO and T5 are only fractionally different in overall length, the driveshaft length stays the same after swapping over to a 31 spline slip yoke and even the factory crossmember can be retained after the trans mount holes are slightly elongated. There are several aftermarket transmission crossmembers that are available as well for the T5 or 700R4 that will also work with the TKO change over. The clearance in the transmission tunnel is very tight but the TKO will fit without any modifications. The TKO tailhousing even retains the correct casting for the torque arm mount just like on the T5. We chose to use an 8” straight shifter and it gives a good solid feel for each shift. Since the TKO doesn’t use a rubber isolator in the mounting of the shift lever the engagement is dead on and doesn’t have a loose, sloppy feel to it. When reconnecting the speedometer you have 2 options on the TKO, mechanical or electronic. If your car is equipped with a mechanical speedometer you only need to get the adapter for the transmission and thread your cable on. The electronic plug that GM used will be different and will require you to splice on a new connector to the existing harness; this is the same for the reverse light switch if you choose to hook it up.
We weren’t really gaining anything in a better overdrive ratio, but we did gain a much stronger transmission with a much better shift feel. As great as the T5 was for its intended use the TKO is just a much better 5 speed all around. We now have the ability to upgrade the engine or just flat out punish this transmission without worry of a failure.Stage II T56 Magnum Be on your guard against all kinds of greed; life does not consist in an abundance of possessions.” Luke 12:15 DailyVerses.net. I can't say enough good things. If you plan to swap out your automatic for a manual you can't go wrong with Hawks.Customer service with Hawks was great. They were able to ship to my work, where we have a loading dock and forklift. Everything arrived securely mounted on a shipping pallet, and once removed from the pallet, everything fit easily in the trunk of my Honda Civic. Upon initial inspection, everything was virtually free of dirt and grease, and all the small nuts and bolts were clearly labeled. Installation was very straightforward. My only issue was that my kit did not come with the hardware to mount the slave cylinder to the transmission. But, for a swap like this, I consider that to be a very minor detail. The following shows the installation of a Richmond 6 speed manual transmission in a third generation (1982-1992) Chevy Camaro.Custom fabricated cross member for my installation. ('82) The 1982 Camaro manual transmission had a T-10 4sp. The 1983 to 1992 CamarosThe Richmond 6sp has a 32 spline output so the drive shaft yoke must be changed to accommodate. Use a Richmond Yoke SY-1310.A 10 spline shaft is available but due to the deeper cuts of the 10 spline The Richmond 6sp also installs rotated using the bell housing mounting pattern of the T-5. The Shifter will fit in the stock T-5 opening but the opening will have to beBought Borg Warner T-10 4sp line.Diaphragm style. Uses centrifugal assisted clutch system of ring of weights to apply extra force as RPM's increase.
Claims up to 30 (Centerforce I) and 60 (Centerforce II) more hold power. Dual friction clutch plates for high torque and horsepower engines. Engines typically produce maximum horsepower and torque in a very narrow RPM range. In order to maintain max horsepower and torque, the transmission provides as many gears required to accelerate through the speed ranges, maintaining peak engine performance. The broader the speed range over which performance is required, the more gears will be desired. Most of the equipment shown here has been engineered to accommodate high horsepower engines for use on the street, drag strip or track.No steering wheel removal required.Use one of the following:This will have to be custom made at a drive-shaft shop.Use Stealth Conversions PN4PRS Bought Borg Warner T-10 4sp line.Installation kit was once offered by SLP.Also manufactures a Ford top loader style 4sp design. Integral cooling pumps, clutch and clutchless, 3 and 2sp transmissions.Used in Trans-Am series, IMSA and Bush Grand National racing.More typical in a McLaren, Pantera or sand rail. Source: Wikipedia.orgThe Camaro Z28 was Motor Trend magazine's Car of the Year for 1982. 3 Models were available this year Sport Coupe, Berlinetta, and Z28. Third generation Camaros also had a suspension system that was more capable in corners than the previous generation. The Sport Coupe came standard with the 2.5L 151 cid LQ9 four cylinder. The 2.8L 173 LC1 V-6 and 5.0L 305 LG4 V-8 were optional. Dog-dish-tyle hub caps were standard; wheel covers were optional as were steel, five-spoke 14x7 body-colored rally wheels. The interior came standard with custom cloth interior, rear storage well cover and additional carpeting on rear wheelhouses.
Performance enthusiasts of the day gave the new Camaro rave reviews for its styling and handling, but made critical remarks about the relatively low horsepower ratings and lackluster performance compared to Ford's Mustang GT with the Blue-Oval's High Output 302 cubic-inch V8 and Top-Loader four-speed manual transmission. Chevy would improve on the third-generation Camaro in later years by increasing the horsepower of both carbureted and fuel injected versions of the 305 V8 and replace the four-speed manual and three-speed automatic transmissions with more modern five-speed manual and four-speed automatic gearboxes. However, Ford was also making similar upgrades to the 5.0 Mustang, which — despite a dated bodystyle — had many perceived advantages over the Camaro, including higher horsepower ratings, lighter weight and lower pricetags. All Z28s came with lightweight fiberglass SMC hoods with functional hood air induction flaps on RPO LU5 cars. The Z28 had a different nose, three-piece rear spoiler and front, side, and rear lower body valances in silver or gold. Just above the valance was a two-color lower body stripe that encircled the car. Standard were new 15x7 cast-aluminum five-spoke wheels accented with silver or gold. Z28 badges appeared on the right rear bumper, and on the side valances. The Camaro Z28 paced the Indianapolis 500 in 1982 and over 6000 replicas were sold through Chevy dealers. Engine choices in the pace cars were the same as the regular Z28. Only 3223 L69 V8s were sold in 1983, making one a rare find today. The base coupe and Berlinetta carried on as in 1982 with very little change other than new available colors. The 1984 Chevrolet Camaro Dashboard design changes to a smaller, sharper design because of complaints about the design quality and look. In the Berlinetta, the design was replaced with Star Wars-style electronic instrumentation, including bar-graph tachometer and digital speedometer.
The car has an overhead console and a pod-mounted controls for controls for turn signals, cruise-control, HVAC, windshield wiper and headlights. Drivetrain changes include discontinuation of the 305 Cross Fire V-8, hydraulic clutch linkage on manual cars, and 700R4 automatic (overdrive) transmission (3 speed auto dropped). L69 H.O. Z28 motor now available with automatic transmission. Car and Driver picked the '84 Camaro Z28 as the best handling car built in the United States. The 1985 Chevrolet Camaro Big news for 1985, Chevrolet introduced a new Camaro model — the famous IROC-Z, named after the popular competition International Race of Champions. The Camaro IROC-Z featured an upgraded suspension, a special decal package and a Tuned Port Injection system taken from the Corvette. The 305 was the only engine to receive Tuned Port Injection considering the L98 350 was not available until mid-year 1986, was available only with the 700-R4 automatic transmission and reserved only for the IROC-Z model and rated at 215hp(it wasn't available on the base Z28). Also new for 1985 cars were refreshened noses for all Camaros and new, deeper valances and front spoiler for the Z28 and the newly introduced IROC-Z28. The speedometers no longer had the unique double-pointed needle that simultaneously read MPH and KPH, they were replaced by conventional single-pointer 85 MPH units. The 2.8 V6 became fuel-injected this year, raising horsepower from 112 to 135. This would also be the final year for the unloved standard 2.5L 151 cid 4-cyl engine in the base models. The 1986 Chevrolet Camaro A newly required CHMSL (Center High Mounted Stop Light) was installed on the Camaro. 1986 was the only year to see this attached to the hatchback glass on base model Sport Coupes, Z28s and IROC-Zs; in following years it was implemented in the rear decklid spoiler. This was the final year for the L69 5.0 305 HO 4bbl option, and the 2.
8L V6 was now the standard engine in the base model - no more 4-bangers. The TPI 305 Drops from 215hp to 190hp in the Iroc-Z models. The 1987 Chevrolet Camaro 1987 Chevrolet Camaro IROC-ZThe 350 TPI and 5 Speed 305 TPI combinations were finally available on the IROC-Z28 after a lot of testing although the 350 was only available in the IROC-Z and only with an automatic transmission. The TPI 350 motor was not visually distinguishable from the TPI 305. Automatic and Manual 305 TPI got a 215hp rating. Valve covers featured new sealing and mounting through center of cover. Heads featured new raised lip for improved valve cover sealing. G92 and L98 (B2L) cars finally got the Borg-Warner HD 7.75 inch four pinion rear end, produced by GM Holden's Limited of Australia (Firebird WS6 cars went to this unit in 1986). These units can be identified by their 9 bolt (rather than 10) differential cover that has a rubber plug. All 1987 350 TPI (B2L) IROC-Z's required J65 rear disc brakes, G80 limited slip differential, and KC4 engine oil cooler. The largest visual change this year was the CHMSL was now mounted on the rear spoiler instead of atop the rear hatch (unless it was a base coupe without the spoiler option - on those it remained atop the hatch like last year). The Berlinettas were no longer available this year, replaced (ironically) with a new LT model, but the base and Z28s continued as before. 145 MPH speedometers became standard in the IROC-Zs and Z28s, the base and LTs got a new 110 MPH unit. The 2.8 V6 and 5.0 carbureted V8s carried on with no changes. Other big Camaro news was a Camaro convertible was introduced for the first time since 1969 as a regular production option. Available on the Sport Coupe and IROC-Z, the conversion was performed on t-top equipped (t-top models have extra bracing) Camaros by ASC.
The 1988 Chevrolet Camaro The Camaro line was greatly simplified this year, starting with discontinuing the slow-selling one-year-wonder LT model, and dropping the base Z28. Also the old Z28's ground effects and spoilers were now standard issue on the base coupes. Base models got a new raised spoiler on some models. All engines were fuel-injected this year, the 5.0L 305 cid V8 gained throttle-body injection - the 2.8 V6, the 305 and 350 TPI engines carried on as before. G92 (performance axle ratio) available only on IROC-Z with 5.0 TPI (LB9). G92 was available on IROC-Z convertible in 1988. All 1988 350 TPI (B2L) IROC-Z's came standard with the 3.27 BW rear end and everything that was included with G92 but did not have the G92 RPO code because it was mandatory; this changed in 1988 however when a 2.77 BW rear was standard and G92 had to be specified to get the 3.27's. The 1989 Chevrolet Camaro 1989 signified the return of the RS designation (last used in 1980). The RS was now the base model, which all had the looks of the old Z28 but had the 2.8 V6 as standard with the 5.0 305 TBI as an option. The ugly small raised rear spoiler that became available in 1988 on the base coupes was thankfully short-lived and dumped for good this year. The IROC-Zs were still available with the 170 hp TBI 305, 215 hp TPI 305, or the 235 hp TPI 350. IROCs had a new dual-converter option that boosted hp to 240 that was available only with the TPI 350 (and mandatory 700-R4 automatic). The 1990 Chevrolet Camaro 1990 Chevrolet Camaro RS1990 was the year with the lowest production to date (35,048), due to a truncated 1990 model run followed by early introduction of the facelifted 1991 models. 1990 also marked the final year for the IROC-Z. Chevrolet had decided not to renew their contract with the International Race of Champions, which was later renewed by Chrysler's Dodge Daytona. The 1991 Chevrolet Camaro Early in 1990, the 1991 Camaros debuted.
Big changes occurred, as all Camaros received a facelift in the form of a ground effects package for both the RS and Z28 models, while the IROC-Z was no longer offered. The Z28 also featured a high rise spoiler and non-functional hood louvers. The B4C amounted to little more than a Z28 powertrain and suspension in the RS. (Car Craft Magazine refers to the B4C as a 1LE equipped with air conditioning.) Just under 600 B4C Camaros were sold for 1991. The 1992 Chevrolet Camaro 1992 was the final year of the third generation Camaro. The Camaro B4C got the addition of 1LE brakes and suspension, making it one of the best performing third generation Camaros. Just under 500 B4Cs were sold. The B4C option was also deemed popular enough to be carried on to the next model. Third generation engines. I know 50 cars They were for lack of a better term, hidden from the publilc. GM executive. Please email me if you have any East Haven) and I never heard of or saw a (stock) It also has the G92 performance option and air delete and manual windows and locks, with no tilt. I know it isn't a 1L. T- tops Please refer to CarGurus Terms of Use. Content will be removed if CarGurus becomes aware that it violates our policies. The all new body styling was futuristic. The body now featured “hatch” styling rather than a traditional trunk. Models included the Sport Coupe, Berlinetta, and Z28. For the first time in Camaro history, a 4-cylinder engine was available in the sport coupe. The 3-speed manual transmission disappeared leaving the base transmission as a 4-speed manual. 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 at the rear there was a long torque arm and coil springs. That V8 was the Z28’s base powerplant. Buyers could opt for a Z28 “Cross-Fire Injection” (throttle body-injected) version producing 165 horsepower.
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For general Camaro information, see Chevrolet Camaro. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed.The third-generation Camaro continued through the 1992 model year.The large and complex rear window reflected recent advances in car glass design.The 1982 model introduced the first Camaros with a hatchback body style, and such options as factory fuel injection, and a four-cylinder engine. The Camaro Z28 was Motor Trend magazine's Car of the Year for 1982.Dog dish-style hubcaps were standard; full wheel covers were optional as were steel, five-spoke 14x7-inch body-colored rally wheels.Its own lower body pin striping, gold 'Berlinetta' badging, and headlamp pockets were painted in an accent color. The taillights got a gold and black horizontal divider bar. The interior came standard with custom cloth interior, a rear storage well cover and additional carpeting on rear wheelhouses. It also came standard with additional body insulation and full instrumentation.The Z28 had a different nose, a three-piece rear spoiler and front, side, and rear lower body valances in silver or gold. Just above the valance was a three-color lower body stripe that encircled the car. Headlamp pockets on the Z28 were black. Standard were new 15x7-inch cast-aluminum five-spoke wheels accented with silver or gold. Z28 badges appeared on the right rear bumper and on the side valances.Engine choices in the pace cars were the same as the regular production Z28. The car that actually paced the event was equipped with a highly-modified, all-aluminum 5.7 L V8 that was not available on the replica cars.This engine was only available with a manual transmission in 1983. Due to its late introduction, 3,223 L69 V8s were sold for the 1983 model year.A Borg-Warner 5-speed manual transmission replaced the previous 4-speed. A 4-speed automatic transmission with overdrive replaced the 3-speed automatic transmission in the Z28.http://www.donovaly-ubytovanie-safran.sk/web/userfiles/4_108-manual.xml
Tags:- 3rd gen camaro manual transmission swap, 3rd gen camaro manual transmission, 3rd gen camaro manual transmission swap kit, 3rd gen camaro manual transmission options, 3rd generation camaro manual transmission, 3rd generation camaro manual transmission problems, 3rd generation camaro manual transmission parts, 3rd generation camaro manual transmission system, 3rd generation camaro manual transmission fluid.
In the Berlinetta, the standard instrument cluster was replaced by electronic readouts, including a bar-graph tachometer and digital speedometer. The new dash came with an overhead console and pod-mounted controls for turn signals, cruise-control, HVAC, windshield wiper, and headlights. The radio was mounted inside a pod on the console that could swivel toward the driver or passenger.Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. ( February 2014 ) ( Learn how and when to remove this template message ) A total of 2,497 L69 IROC-Z models were made for 1985. The LB9 was available only on the Z28 and the IROC-Z model with the TH700-R4 automatic transmission. A total of 205 IROC-Zs equipped with the LB9 305 with the G92 (Performance Axle Ratio) option were made in 1985. The G92 option upgraded the rear axle gear ratio from 3.23 to 3.42.A total of 250 black and 250 red examples were produced. They were all equipped with the 5.0 TPI LB9 engine and TH700-R4 automatic transmission. All came equipped with the IROC-Z fog lights, wheels and ground effects, but with the base Camaro's hood (no louvers), rear decklid (no spoiler), and no exterior decals.Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. ( February 2014 ) ( Learn how and when to remove this template message ) This was the final year for the L69 5.0 305 HO 4-bbl option, of which 63 were built for racing in Canada's Player's series and 11 for public sale, making a total of 74. The 2.8 L V6 was now the standard engine in the base model, replacing the 2.5 L I-4 model. The 305 TPI LB9 horsepower rating dropped from 215 hp (160 kW) to 190 hp (142 kW) in the IROC-Z models. All V8 engines received a new one-piece rear main seal.Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed.http://www.downdistrictdtc.co.uk/filestore/4_2-inch-mortar-manual.xml
( February 2014 ) ( Learn how and when to remove this template message ) The 305 TPI equipped with automatic transmission came with 190 hp, while the Manual 305 TPI got a 215 hp (160 kW) rating. The 350 L98 gave a boost to 225 hp at 4,400 and 330ftlb at 2,800. Valve covers featured new sealing and center bolts in the valve covers. Heads featured new raised lip for improved valve cover sealing and the two center intake bolts were changed from 90-degree orientation to 72 degrees. G92 and L98 cars got the Borg-Warner HD 7.75-inch (197 mm) four pinion rear end, produced for GM's Holden of Australia (Firebird WS6 cars went to this unit in 1986). These units can be identified by their 9 bolt (rather than 10) differential cover that has a rubber drain plug. The Borg-Warner logo is also cast into the bottom of the differential case. This rear axle came with tapered rather than straight roller bearings and a cone-clutch rather than disc-clutch limited slip unit. These units came painted black from the factory while most others were bare metal. All 1987 350 TPI L98 IROC-Zs required 3.27 gears, J65 rear disc brakes, G80 limited slip differential, and KC4 engine oil cooler.Available on the Sport Coupe, LT and IROC-Z, the conversion was performed on t-top equipped Camaros by American Sunroof Company (ASC). A total 1,007 were produced in the first year of production. Some 1987 T-Top models were made into convertibles by ASC after the customer took delivery. This is why there are some convertibles with the body VIN code of 2, meaning they were coupes, not convertibles (which have a body VIN code of 3). This was also the last year of production at GM's Norwood, Ohio, facility as sales continued to decline consolidating Camaro assembly to the Van Nuys factory located in Southern California.Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed.http://www.drupalitalia.org/node/67658
( February 2014 ) ( Learn how and when to remove this template message ) The IROC-Z package proved popular and the package became standard on Z28s. Also the old Z28's ground effects and spoilers were now standard issue on the base Camaro coupes. Base models received a new raised spoiler for the first half production year.G92 (performance axle ratio) available only on IROC-Z with 5.0 TPI (LB9). All 1987 350 TPI L98 IROC-Zs came standard with the 3.27 BW rear end and everything that was included with G92 but did not have the G92 RPO code because it was not mandatory; this changed in 1988 however when a 2.77 rear was standard and G92 had to be specified to get the 3.27 differential. The IROC-Z was also treated to some small cosmetic changes. The large IROC-Z call-outs on the door moved from the front of the doors to the back, to put some space between the logos. The vin code 8 is the engine code for a real TPI 5.7L IROC.The Rally Sport was now the base model featuring body ground effects mimicking the IROC and the previous Z28 but with the 2.8 V6 fuel-injected motor as standard with the 305 as an option. The raised rear spoiler that became available in 1988 on the base coupes was short-lived and done away with for this year. The engine ratings carried over from '88 with the addition of IROC-Z Coupes had a new dual catalytic converter exhaust option N10 that was standard with the G92 option only available on the 305 TPI motor with a manual transmission and the 350 TPI only available with the TH700-R4 automatic. 1989 was also the last year any third-gen with the B2L RPO 350 TPI L98 engine could be ordered in combination with the CC1 RPO removable T-Top roof panels.A total of 1,426 IROC-Z coupes were equipped with the Performance Axle package in 1989.This included extra equipment intended to make the IROC-Z more competitive in SCCA Showroom Stock road racing events: larger 11.http://columbuscigar.com/images/3rd-edition-monster-manual.pdf
65-inch (296 mm) rotors with 2-piston aluminium calipers from PBR; an aluminum driveshaft; a special baffled fuel tank; specific shock absorbers; and stiffer suspension bushings. The fog lamps were also deleted.Big changes occurred, as all Camaros received a facelift in the form of a ground effects package for not only RS but also the Z28 models, while the IROC-Z was no longer offered. The CHMSL was relocated from the spoiler to the top of the Hatch again like the 1986 models, except the housing was now on the inside rather than the outside of the hatch. The Convertible still retained the spoiler mounted 3rd brake light. The 1991 Z28 also received a new wheel design to accent the new body. The B4C amounted to little more than a Z28 powertrain and suspension in the RS. (Car Craft Magazine refers to the B4C as a 1LE equipped with air conditioning; although this is slightly erroneous because in 1991, the large brakes with PBR calipers from the 1LE package were not included with B4C.) Just under 600 B4C Camaros were sold for 1991.Different seam sealers, structural adhesives, and body assembly techniques were employed in key areas in an effort to reduce squeaks and rattles and improve the perception of quality.The 1992 version of the Camaro B4C (Special Service Package) got the addition of 1LE brakes. A total of 589 B4Cs were sold. The B4C option was also deemed popular enough to be carried on to the fourth generation model. They received the rough texture, cast aluminum style, intake runners from the TPI Corvette instead of the regular Camaro smooth tube ones. In some cases they were built with black painted valve covers instead of the normal silver valve covers. The change was purely cosmetic, performance remained identical to the previous year.As mentioned, the 1LE brakes were included with B4C in 1992, accounting for 589 of the 705 built.
Since they were intended for racing, where extra weight is a disadvantage and interiors are often gutted after purchase, most were very lightly optioned. The majority of 1LE Camaros had the base interior, with no power options, cruise control, or even floor mats.Brussels, Belgium: Uitgeverij Auto-Magazine. 4 (109): 40. CS1 maint: archived copy as title ( link ) By using this site, you agree to the Terms of Use and Privacy Policy. Many of us in the 35-50 year old range have fond memories of the 3rd Gen Camaro built from 1982-1992. What started out as an extremely weak sports car that eventually came of age during the EFI revolution of the early 90’s is starting to make an even stronger comeback now as more hot rodders are rescuing these cars from the depths of trailer parks and overgrown back yards. With the wide availability of LS engines and performance suspension upgrades you can easily create a strong contender to go up against any new Camaro out on the track. The 3rd Gen Camaro was never celebrated for having a lot of horsepower with the then famous 5.7L TPI engine cranking out 245 H.P. at the height of its game. After the power level gets addressed we see the snowball start to form and it’s all downhill from there. The transmissions attached to the original engines were built to handle the horsepower and torque of those days, so now with a more powerful engine comes a new transmission. If you’re an automatic fan the 4L60E is a great choice to go with for a direct swap, or if you’re building really big power and you don’t mind some slight modifications the 4L80E, when built correctly, will handle just about anything you can throw at it. If you’re looking to keep the control in the palm of your hand and nothing but a manual transmission will suffice, you will quickly find the end of the T5’s life expectancy once the power level gets bumped.
The TKO line from Tremec is a simple swap over from the original GM T5 that came standard in the manual shifted 3rd Gen Camaros. Even if you aren’t going to be making big power the Tremec TKO is a great transmission to swap over if your existing T5 is feeling pretty tired as was the case for our 1991 Z-28 “Black Magic”. Project Black Magic came equipped with the 5.0L TPI engine and T5 transmission from the factory. The car had yet to see 100,000 miles, but the factory T5 didn’t inspire any confidence in its ability to keep up with some light autocross or road course driving. We opted to swap in a TKO600 and if you’re curious as to how the conversion unfolded keep reading for the installation overview, and see how in a weekend you can easily convert your car without making any serious modifications. The T5 and TKO use the same bolt pattern and bearing retainer diameter so they will technically fit the same bellhousing, but the TKO shifter is designed to sit vertical and thus rules out that option. The other benefit of going with a new bellhousing is more options for clutches and flywheels. The factory bellhousing would only allow use of a 153 tooth ring gear, but the aftermarket replacement allows us to use the larger 168 tooth ring gear flywheel. Keep in mind though; the change in flywheel diameter will require a change in starter as well. The gear ratios between the T5 and TKO are different, but not so much that it necessarily requires a rear gear change.We opted to replace the original set up with a single disc RAM HDX series clutch and RAM billet steel flywheel. If you are retaining the original engine in your 3rd Gen Camaro, be sure to know which version of engine you have. The early V8 cars still used the internally balanced 2pc rear main seal blocks and the later cars will have the externally balanced 1pc rear main seal block. This changeover isn’t necessary, but eliminates a few more parts that needed to be replaced anyway.
Since the factory master cylinder to slave cylinder line would not be a direct connection to the new Tilton bearing we were able to swap it over to a braided stainless -4an line. The factory master cylinder uses a roll pin fitting that can be removed and replaced with an AN to roll pin fitting for ease in changing line styles. If you’re familiar with the 98-02 F-Body master cylinders that gets used in a lot of first gen Camaro hydraulic conversions, this 3rd gen unit is very similar so there’s no real need to upgrade unless you really want to. This is where we get to the really great part about swapping the TKO in place of the T5. Since the TKO and T5 are only fractionally different in overall length, the driveshaft length stays the same after swapping over to a 31 spline slip yoke and even the factory crossmember can be retained after the trans mount holes are slightly elongated. There are several aftermarket transmission crossmembers that are available as well for the T5 or 700R4 that will also work with the TKO change over. The clearance in the transmission tunnel is very tight but the TKO will fit without any modifications. The TKO tailhousing even retains the correct casting for the torque arm mount just like on the T5. We chose to use an 8” straight shifter and it gives a good solid feel for each shift. Since the TKO doesn’t use a rubber isolator in the mounting of the shift lever the engagement is dead on and doesn’t have a loose, sloppy feel to it. When reconnecting the speedometer you have 2 options on the TKO, mechanical or electronic. If your car is equipped with a mechanical speedometer you only need to get the adapter for the transmission and thread your cable on. The electronic plug that GM used will be different and will require you to splice on a new connector to the existing harness; this is the same for the reverse light switch if you choose to hook it up.
We weren’t really gaining anything in a better overdrive ratio, but we did gain a much stronger transmission with a much better shift feel. As great as the T5 was for its intended use the TKO is just a much better 5 speed all around. We now have the ability to upgrade the engine or just flat out punish this transmission without worry of a failure.Stage II T56 Magnum Be on your guard against all kinds of greed; life does not consist in an abundance of possessions.” Luke 12:15 DailyVerses.net. I can't say enough good things. If you plan to swap out your automatic for a manual you can't go wrong with Hawks.Customer service with Hawks was great. They were able to ship to my work, where we have a loading dock and forklift. Everything arrived securely mounted on a shipping pallet, and once removed from the pallet, everything fit easily in the trunk of my Honda Civic. Upon initial inspection, everything was virtually free of dirt and grease, and all the small nuts and bolts were clearly labeled. Installation was very straightforward. My only issue was that my kit did not come with the hardware to mount the slave cylinder to the transmission. But, for a swap like this, I consider that to be a very minor detail. The following shows the installation of a Richmond 6 speed manual transmission in a third generation (1982-1992) Chevy Camaro.Custom fabricated cross member for my installation. ('82) The 1982 Camaro manual transmission had a T-10 4sp. The 1983 to 1992 CamarosThe Richmond 6sp has a 32 spline output so the drive shaft yoke must be changed to accommodate. Use a Richmond Yoke SY-1310.A 10 spline shaft is available but due to the deeper cuts of the 10 spline The Richmond 6sp also installs rotated using the bell housing mounting pattern of the T-5. The Shifter will fit in the stock T-5 opening but the opening will have to beBought Borg Warner T-10 4sp line.Diaphragm style. Uses centrifugal assisted clutch system of ring of weights to apply extra force as RPM's increase.
Claims up to 30 (Centerforce I) and 60 (Centerforce II) more hold power. Dual friction clutch plates for high torque and horsepower engines. Engines typically produce maximum horsepower and torque in a very narrow RPM range. In order to maintain max horsepower and torque, the transmission provides as many gears required to accelerate through the speed ranges, maintaining peak engine performance. The broader the speed range over which performance is required, the more gears will be desired. Most of the equipment shown here has been engineered to accommodate high horsepower engines for use on the street, drag strip or track.No steering wheel removal required.Use one of the following:This will have to be custom made at a drive-shaft shop.Use Stealth Conversions PN4PRS Bought Borg Warner T-10 4sp line.Installation kit was once offered by SLP.Also manufactures a Ford top loader style 4sp design. Integral cooling pumps, clutch and clutchless, 3 and 2sp transmissions.Used in Trans-Am series, IMSA and Bush Grand National racing.More typical in a McLaren, Pantera or sand rail. Source: Wikipedia.orgThe Camaro Z28 was Motor Trend magazine's Car of the Year for 1982. 3 Models were available this year Sport Coupe, Berlinetta, and Z28. Third generation Camaros also had a suspension system that was more capable in corners than the previous generation. The Sport Coupe came standard with the 2.5L 151 cid LQ9 four cylinder. The 2.8L 173 LC1 V-6 and 5.0L 305 LG4 V-8 were optional. Dog-dish-tyle hub caps were standard; wheel covers were optional as were steel, five-spoke 14x7 body-colored rally wheels. The interior came standard with custom cloth interior, rear storage well cover and additional carpeting on rear wheelhouses.
Performance enthusiasts of the day gave the new Camaro rave reviews for its styling and handling, but made critical remarks about the relatively low horsepower ratings and lackluster performance compared to Ford's Mustang GT with the Blue-Oval's High Output 302 cubic-inch V8 and Top-Loader four-speed manual transmission. Chevy would improve on the third-generation Camaro in later years by increasing the horsepower of both carbureted and fuel injected versions of the 305 V8 and replace the four-speed manual and three-speed automatic transmissions with more modern five-speed manual and four-speed automatic gearboxes. However, Ford was also making similar upgrades to the 5.0 Mustang, which — despite a dated bodystyle — had many perceived advantages over the Camaro, including higher horsepower ratings, lighter weight and lower pricetags. All Z28s came with lightweight fiberglass SMC hoods with functional hood air induction flaps on RPO LU5 cars. The Z28 had a different nose, three-piece rear spoiler and front, side, and rear lower body valances in silver or gold. Just above the valance was a two-color lower body stripe that encircled the car. Standard were new 15x7 cast-aluminum five-spoke wheels accented with silver or gold. Z28 badges appeared on the right rear bumper, and on the side valances. The Camaro Z28 paced the Indianapolis 500 in 1982 and over 6000 replicas were sold through Chevy dealers. Engine choices in the pace cars were the same as the regular Z28. Only 3223 L69 V8s were sold in 1983, making one a rare find today. The base coupe and Berlinetta carried on as in 1982 with very little change other than new available colors. The 1984 Chevrolet Camaro Dashboard design changes to a smaller, sharper design because of complaints about the design quality and look. In the Berlinetta, the design was replaced with Star Wars-style electronic instrumentation, including bar-graph tachometer and digital speedometer.
The car has an overhead console and a pod-mounted controls for controls for turn signals, cruise-control, HVAC, windshield wiper and headlights. Drivetrain changes include discontinuation of the 305 Cross Fire V-8, hydraulic clutch linkage on manual cars, and 700R4 automatic (overdrive) transmission (3 speed auto dropped). L69 H.O. Z28 motor now available with automatic transmission. Car and Driver picked the '84 Camaro Z28 as the best handling car built in the United States. The 1985 Chevrolet Camaro Big news for 1985, Chevrolet introduced a new Camaro model — the famous IROC-Z, named after the popular competition International Race of Champions. The Camaro IROC-Z featured an upgraded suspension, a special decal package and a Tuned Port Injection system taken from the Corvette. The 305 was the only engine to receive Tuned Port Injection considering the L98 350 was not available until mid-year 1986, was available only with the 700-R4 automatic transmission and reserved only for the IROC-Z model and rated at 215hp(it wasn't available on the base Z28). Also new for 1985 cars were refreshened noses for all Camaros and new, deeper valances and front spoiler for the Z28 and the newly introduced IROC-Z28. The speedometers no longer had the unique double-pointed needle that simultaneously read MPH and KPH, they were replaced by conventional single-pointer 85 MPH units. The 2.8 V6 became fuel-injected this year, raising horsepower from 112 to 135. This would also be the final year for the unloved standard 2.5L 151 cid 4-cyl engine in the base models. The 1986 Chevrolet Camaro A newly required CHMSL (Center High Mounted Stop Light) was installed on the Camaro. 1986 was the only year to see this attached to the hatchback glass on base model Sport Coupes, Z28s and IROC-Zs; in following years it was implemented in the rear decklid spoiler. This was the final year for the L69 5.0 305 HO 4bbl option, and the 2.
8L V6 was now the standard engine in the base model - no more 4-bangers. The TPI 305 Drops from 215hp to 190hp in the Iroc-Z models. The 1987 Chevrolet Camaro 1987 Chevrolet Camaro IROC-ZThe 350 TPI and 5 Speed 305 TPI combinations were finally available on the IROC-Z28 after a lot of testing although the 350 was only available in the IROC-Z and only with an automatic transmission. The TPI 350 motor was not visually distinguishable from the TPI 305. Automatic and Manual 305 TPI got a 215hp rating. Valve covers featured new sealing and mounting through center of cover. Heads featured new raised lip for improved valve cover sealing. G92 and L98 (B2L) cars finally got the Borg-Warner HD 7.75 inch four pinion rear end, produced by GM Holden's Limited of Australia (Firebird WS6 cars went to this unit in 1986). These units can be identified by their 9 bolt (rather than 10) differential cover that has a rubber plug. All 1987 350 TPI (B2L) IROC-Z's required J65 rear disc brakes, G80 limited slip differential, and KC4 engine oil cooler. The largest visual change this year was the CHMSL was now mounted on the rear spoiler instead of atop the rear hatch (unless it was a base coupe without the spoiler option - on those it remained atop the hatch like last year). The Berlinettas were no longer available this year, replaced (ironically) with a new LT model, but the base and Z28s continued as before. 145 MPH speedometers became standard in the IROC-Zs and Z28s, the base and LTs got a new 110 MPH unit. The 2.8 V6 and 5.0 carbureted V8s carried on with no changes. Other big Camaro news was a Camaro convertible was introduced for the first time since 1969 as a regular production option. Available on the Sport Coupe and IROC-Z, the conversion was performed on t-top equipped (t-top models have extra bracing) Camaros by ASC.
The 1988 Chevrolet Camaro The Camaro line was greatly simplified this year, starting with discontinuing the slow-selling one-year-wonder LT model, and dropping the base Z28. Also the old Z28's ground effects and spoilers were now standard issue on the base coupes. Base models got a new raised spoiler on some models. All engines were fuel-injected this year, the 5.0L 305 cid V8 gained throttle-body injection - the 2.8 V6, the 305 and 350 TPI engines carried on as before. G92 (performance axle ratio) available only on IROC-Z with 5.0 TPI (LB9). G92 was available on IROC-Z convertible in 1988. All 1988 350 TPI (B2L) IROC-Z's came standard with the 3.27 BW rear end and everything that was included with G92 but did not have the G92 RPO code because it was mandatory; this changed in 1988 however when a 2.77 BW rear was standard and G92 had to be specified to get the 3.27's. The 1989 Chevrolet Camaro 1989 signified the return of the RS designation (last used in 1980). The RS was now the base model, which all had the looks of the old Z28 but had the 2.8 V6 as standard with the 5.0 305 TBI as an option. The ugly small raised rear spoiler that became available in 1988 on the base coupes was thankfully short-lived and dumped for good this year. The IROC-Zs were still available with the 170 hp TBI 305, 215 hp TPI 305, or the 235 hp TPI 350. IROCs had a new dual-converter option that boosted hp to 240 that was available only with the TPI 350 (and mandatory 700-R4 automatic). The 1990 Chevrolet Camaro 1990 Chevrolet Camaro RS1990 was the year with the lowest production to date (35,048), due to a truncated 1990 model run followed by early introduction of the facelifted 1991 models. 1990 also marked the final year for the IROC-Z. Chevrolet had decided not to renew their contract with the International Race of Champions, which was later renewed by Chrysler's Dodge Daytona. The 1991 Chevrolet Camaro Early in 1990, the 1991 Camaros debuted.
Big changes occurred, as all Camaros received a facelift in the form of a ground effects package for both the RS and Z28 models, while the IROC-Z was no longer offered. The Z28 also featured a high rise spoiler and non-functional hood louvers. The B4C amounted to little more than a Z28 powertrain and suspension in the RS. (Car Craft Magazine refers to the B4C as a 1LE equipped with air conditioning.) Just under 600 B4C Camaros were sold for 1991. The 1992 Chevrolet Camaro 1992 was the final year of the third generation Camaro. The Camaro B4C got the addition of 1LE brakes and suspension, making it one of the best performing third generation Camaros. Just under 500 B4Cs were sold. The B4C option was also deemed popular enough to be carried on to the next model. Third generation engines. I know 50 cars They were for lack of a better term, hidden from the publilc. GM executive. Please email me if you have any East Haven) and I never heard of or saw a (stock) It also has the G92 performance option and air delete and manual windows and locks, with no tilt. I know it isn't a 1L. T- tops Please refer to CarGurus Terms of Use. Content will be removed if CarGurus becomes aware that it violates our policies. The all new body styling was futuristic. The body now featured “hatch” styling rather than a traditional trunk. Models included the Sport Coupe, Berlinetta, and Z28. For the first time in Camaro history, a 4-cylinder engine was available in the sport coupe. The 3-speed manual transmission disappeared leaving the base transmission as a 4-speed manual. 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 at the rear there was a long torque arm and coil springs. That V8 was the Z28’s base powerplant. Buyers could opt for a Z28 “Cross-Fire Injection” (throttle body-injected) version producing 165 horsepower.