Chassis-wise, the second-gen Camaro bears much resemblance to its predecessor. Its roots are still in the Nova design: a unibody construction with a leaf spring suspended solid rear axle and a front subframe that used coil springs and A-arms. Although some changes were made to the A-arms, and the steering gear was moved forward. It is also worth noting that the SS and Z/28 models received upgraded suspension.
Third Generation: 1982–1992
The third-gen (1982–1992) Camaro featured many technological advances. The old-style leaf-spring rear suspension was ditched in favor of coil springs, torque arm, and Panhard bar. The torque arm effectively acted like a ladder bar, while the Panhard bar was akin to a Watts linkage. The front end no longer used a subframe, instead replacing it with a MacPherson strut setup. Fuel injection, 4-speed automatic transmissions, and 5-speed manuals all debuted on the third-gen.
In 1982 the hatchback unibody used the Iron Duke 2.5L 4-cylinder as the base engine, 112-horse V-6 as the Berlinetta’s powerplant, and 5.0L (305 ci) V-8 with a 4-barrel as the big dog. As if a whopping 145 hp wasn’t enough, the Z/28 model used Cross-Fire Injection to add 20 horses. The Z/28 only came with a 3-speed automatic; the carbed 305 was also available with a 4-speed manual. The 5-speed manual wasn’t introduced until the following year on the Z/28, along with a more potent L69. The 4-speed 700R4 auto transmission came in 1984, but the best was yet to come. The IROC-Z debuted in 1985, named for the International Race of Champions in which Camaros competed, and came with a 215-horse Tuned Port Injection (TPI) engine and 4-speed auto (available on regular Z/28s, too). Port injection was used on Camaros through the next two generations.
The 350 returned for 1987, making 225 hp with the TPI system, the most since 1974. The 5.7L (350 ci) was only available with a 4-speed auto; the TPI 5.0L was now offered with the (T5) 5-speed manual. The year 1987 featured yet another comeback on the Camaro, the convertible. The second-gens were completely devoid of this option, as were earlier third-gens.
The year 1982 marked the introduction of the third-generation, which was the first to use electronic fuel injection in the Z/28. The 5.0L Cross-Fire Injection engine in the Z/28 made 165 hp, while the lower compression 4-barrel version made 145 hp. A 2.8L V-6 and 2.5L 4-cylinder were also available.
The 5.7L returned in 1987, which made 225 hp with Tuned Port Injection (the most power since 1974). The convertible also made a comeback in 1987, and the Z/28 was discontinued for the IROC-Z, which was named after the International Race of Champions. Although other cars were introduced later, the series pitted drivers from different racing series in identically prepared Camaro race cars. The IROC-Z was introduced in 1985 and an instant hit, selling 21,177 in its first year.
The third-gen was closed out with the 1992 model, which was the 25th anniversary. This Z/28 made 245 hp with its 5.7L TPI engine and was also equipped with a 1LE handling package (1 of only 705 in 1992). The optional Heritage Package included the rally stripes, black headlamp pockets, and body-color grille, though all 1992 models had the anniversary badges. The Van Nuys, California, production plant closed after this model year.
Throttle Body Injection (TBI) was added to the base Z/28’s 5.0L in 1988, which now made 170 hp. Meanwhile, all V-8 Camaros now donned the IROC name, and the 1LE road racing package was offered on IROC models with larger brakes, stiffer suspension, and an aluminum driveshaft. The RS model was brought back in 1989, though as a trim package for the base coupe (V-6 or TBI 5.0L engine options). The 5.7L TPI engines were making 245 hp by 1991 when the Z/28 was reintroduced with its tall wing, side skirts, faux hood scoops, and five-spoke wheels. The B4C police package was also introduced for 1991, which had 1LE handling upgrades and Z/28 powertrain but with the look of an RS.
Fourth Generation: 1993–2002
In many ways the fourth-generation (1993–2002) Camaro was simply the next evolution from the third-gen. The 1993 Camaro improved upon its predecessor’s front suspension and steering and had a considerably stiffer chassis. However, the real magic was under the hood, starting with the base engine, which was now a 160-horse, 3.4L V-6. The Z/28 model came with a 275-horse version of the Corvette’s 5.7L Gen II small-block LT1 with port injection, one-piece aluminum intake, aluminum heads, reverse-flow cooling, cam-driven water pump, and a unique ignition system (known as Optispark). In its first year the Z/28 model had a similar engine management system as the third-gen TPI, along with the same 700R4 auto. A T56 6-speed manual transmission was also available on the Z/28; a 5-speed manual was available on the V-6. Four-wheel antilock brakes were standard on the Z/28, along with 16-inch wheels, and it was the first Camaro able to pace the Indy 500 without significant modification in quite a while.
Besides the use of rack-and-pinion steering, short-arm/long-arm front suspension, and similar styling, a few other noticeable differences in the chassis include the use of plastic and composite (SMC). The quarter panels and hood were the only pieces of exposed metal on the fourth-gen. The roof was black on all coupes, and often came with T-tops. This option was extremely popular in the later years.
The year 1993 marked the fourth-generation, and the 5.7L LT1, packing 275 hp, had the most power since 1971. The Gen II small-block V-8 was available with a T56 6-speed manual trans and a 4-speed auto. Production moved to the Sainte-Thérèse facility outside of Montreal, Quebec, Canada, which had been retooled and modernized after the G-Body ceased production.
Later in the LT1’s run, output was increased to 285 hp in the Z/28 and 305 hp in the 1996 SS model built by SLP Engineering (shown). SLP converted Z/28 models to an SS by adding a cat-back exhaust, a Hurst short-throw shifter, a Torsen limited-slip differential, and a Level II suspension package with 1LE components and Bilstein shocks.
In 1998, the fourth-gen got a facelift and introduced the Gen III small-block, the 5.7L LS1. The LS1 made 305 hp in the Z/28 model and 320 hp in the SS, now produced in-house by Chevrolet. The all-aluminum engine was lighter and obviously more powerful. Although still a pushrod V-8, it was revolutionary rather than evolutionary like the Gen II. It can be credited with sparking aftermarket interest in modification.
Although absent from the first year, the convertible returned in 1994 and was much stiffer than the third-gen. Also of note, unlike its predecessors that had been produced in Ohio and California, the fourth-gen was manufactured at the Quebec, Canada, plant.
Other significant changes over the years included the use of a new engine management system and electronically controlled 4L60E auto starting in 1994, which was otherwise the same as the previous 4-speed auto it replaced (700R4). In 1995 the 3800 V-6 (3.8L) replaced the 3.4L, adding 40 hp. The RS returned as an appearance package to the V-6 model in 1996, and the Z/28 gained another 10 hp with an OBD II engine management system.
Even more pivotal, though, SLP Engineering brought back the SS name with conversion packages for the Z/28. A new hood with a prominent scoop and a taller and curvier wing, as well as 17-inch five-spoke wheels with stickier 245/40ZR17 BFGoodrich Comp T/A tires set it apart in appearance. Intake and exhaust upgrades pushed the LT1 to 305 hp, the first Camaro to exceed 300 since 1971. Suspension upgrades further solidified SLP’s SS as deserving of the title. The following year SLP up-fitted just 106 SSs with 330 hp LT4 engines (the 5.7L found in the Corvette Grand Sport).
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