Page 192 - Wayne Carini's Guide to Affordable Classics

think there’s no other car around with the on-center handling of this car,” said chassis engineer Fred Schaafsma around the time of the Camaro’s launch. “You get a response if you even think about turning. It wants to move immediately.” True, that cornering came at the expense of ride comfort, but if you’re buying a car like this, comfort might not be your top priority.
Like many performance cars of the 1980s, Camaros often traded down through a number of hands until they were probably cheap and uncheerful. That means that rust-free, original, unmolested cars are getting harder to find. But with their dramatic styling, acceptable performance (easily increased to higher levels), excellent chassis dynamics and robust parts supply, the remain an affordable path to owning a classic American sports car.
The Knowledge
dRust is the first stop in any Camaro inspection, particularly in the floorboard area and especially if it has leak-prone T-tops. Other areas include the rocker panels and the bottoms of the doors.
dEngines are all classic, reliable GM small-blocks, but fans are split between the more-powerful (but auto only) 5.7 and the 5.0, which had a choice of automatic or manual. It’s not uncommon to find engine upgrades in these cars, so be sure to check paperwork to see if the engine number is matching.
dInstrument clusters have proved problematic, but refurbished units are available
dGM issued a recall for a seat belt buckle repair and many cars were repaired (and should be documented), but those that were not can no longer be updated due to a lack of parts.
dRare 1LE cars are considered the “holy grail” of third generation Camaros, but while some may have been ordered only for street use, many wound up as competition cars, so it’s important to get a detailed history (and documentation) any car purporting to be a 1LE.
dReplacing a third generation Camaro’s fuel pump requires dropping the fuel tank, which is a time- consuming but not particularly challenging job. Many owners take a shortcut and cut through the trunk floor instead, so be sure to check under the carpets to see if the floor is intact.
dInsiders report that yellow and purple are particularly sought-after colors as they were ordered in limited volumes and were available only in certain model years.
dMost parts are generally easy to source, especially mechanical parts, but Rob Fisca, owner of an IROC-Z as well as a RS model, cautions against using aftermarket parts. “Most aftermarket parts are horrible,” he says. “You need to look for either new old stock (NOS) or good used parts, both of which are available through multiple vendors.”
T-tops are an alternative to a full convertible, but seals deteriorate over time and can lead to leaks that can cause rust in the floor panels.
of gauges is housed there, along with what must be the largest manual shift knob ever used on a production car.
Though later Camaros could hold their head tall with V6 powertrains, the 2.8-liter (and later 3.1-liter) version in the third generation car is best forgotten, as is certainly the Iron Duke. The V8s are a tougher call. The 5.7-liter engines make the most overall power, but the 5.0-liter cars with the five-speed transmission option starting in 1987 might be the most fun: “The four-speed automatic that you must take in the bargain thumps you in the back with every shift like a long-lost army buddy,” said Car and Driver in June 1987. “The smaller engine is a 215-hp gem that’s happy right up to its 5,500 rpm redline. Previously it was bolted only to an automatic, but now a slick five-speed is available. The manual gives an enthusiast the control he needs, and it’s always a pleasure to stir.”
The best-kept secret of the third generation Camaros are the 1LE models, which are essentially factory-built track cars. But because Chevrolet didn’t want non-racers buying these very special Camaros, they required that owners give up creature comforts like air conditioning and power accessories. This constrained production accordingly and according to Heavy Chevy, four were produced in 1988, 111 in 1989 and 62 in 1990. Eventually, the word got around, and sales increased to 478 in 1991 and over 700 by 1992. “The stripped nature of the cars kept cost down, and in 1990 you could get a 1LE Camaro for under $16,000,” reported Heavy Chevy. “The lack of T-tops, stereo, power leather seats, air conditioning, power door locks, power trunk, cruise control, and power windows kept the weight low as well, somewhere around 3,100 pounds.”
Buyers in search of a more comfortable ride could choose between, in various years, the base Camaro, the Rally Sport or the ambitiously named Berlinetta trims, but it was the Z28 and IROC-Z that defined this generation of Camaro. While the classic 1980s appearance is perhaps its biggest draw (less so performance given the restricted horsepower levels versus the Corvette), it’s the chassis setup that makes this set of Camaros the most fun. “I
190Wayne CariniAffordable Classics