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1982–1990 Chevrolet Camaro Z28 / IROC-Z

The third-gen Camaro revived American performance with sleek aerodynamics and the return of fuel injection. The IROC-Z became the definitive 1980s muscle car, combining handling with straight-line speed.

1982–1990 Chevrolet Camaro Z28 / IROC-Z — Full Specifications

  • Engine: 305ci / 350ci TPI V8
  • Power: 190–245 bhp
  • Torque: 285–345 lb-ft
  • Transmission: Borg-Warner T-5 5-speed manual or 700R4/4L60 4-speed automatic
  • Drivetrain: Front engine, rear-wheel drive
  • Body style: 2-door hatchback coupe
  • Wheelbase: 101 inches
  • Curb weight: 3,200–3,400 lbs
  • 0–60 mph: 6.0–8.0 sec
  • Quarter mile: 14.0–15.5 sec (TPI 350 ran 14.0 @ 98 mph)
  • Original MSRP: $9,700 (1982 Z28); $14,252 (1987 IROC-Z)
  • Current value: $12,000–$25,000 (Z28/IROC); $30,000–$60,000+ (1LE, low-mile examples)

Production Notes

The ultra-rare 1LE package (approximately 111 built from 1988-90) turned the Camaro into a factory race car with no AC, thicker front glass, and performance suspension. The IROC-Z name was licensed from the International Race of Champions series.

Notable Factory Options

  • IROC-Z package
  • Tuned Port Injection 350
  • 1LE competition package
  • G92 performance axle
  • WS6 suspension
  • T-top roof

Buying Guide

The third-gen Camaro is currently the most affordable genuine muscle car in the hobby, making it an incredible entry point. 1985–86 IROC-Z models with the L69 305 H.O. are the earliest 'real' performers. 1987–90 models with the 350 TPI (code B2L or LB9) are the most desirable—the 1LE package is the holy grail and rapidly appreciating. T-top cars look great but leak; hardtop cars are structurally stiffer and better for performance. Avoid the 2.8L V6 and early 305 carbureted models unless they're dirt cheap. The 5-speed manual is preferred over the automatic for enthusiasts. Check for hatch area rust, frame rail rot, and cracked dashboards—these are the three biggest issues.

Pros

  • Most affordable genuine American V8 muscle car to buy today
  • Excellent aerodynamics and surprisingly good handling
  • Huge aftermarket support—LS swap friendly platform
  • 1LE cars are rapidly appreciating collectibles
  • Fuel injection provides better drivability than carbureted classics

Cons

  • Interior quality is dated and plastics deteriorate
  • Hatch area and frame rail rust can be terminal
  • T-top cars leak and lose structural rigidity
  • TPI 305 models are somewhat underpowered
  • Poor rear visibility and cramped rear seating

Restoration Tips

Third-gen F-bodies rust in rear hatch areas, frame rails, and floor pans. TPI intake systems need regular spider injector maintenance. T-top seals are a common problem. Dashboard cracking is endemic in these cars.