3rd Gen Chevrolet Camaro Car Parts

1982 - 1992

3rd Gen

The 3rd Gen Chevrolet Camaro is the 3rd generation

All 1982-1992 Camaros run a 5x120.65mm (5x4.75") bolt pattern. That's the classic GM small-bolt pattern shared with Corvettes, S-10s, and a pile of other GM rear-drive platforms from that era. Hub bore is 70.3mm.

The lineup changed a lot across the 1982-1992 run. Base cars got the Iron Duke 2.5L four-cylinder (yes, really) from 1982-1986, then a 2.8L V6, then a 3.1L V6 by the end. The Z28 and IROC-Z got the 305 TPI V8 (L69 and LB9 variants), and the 1LE and late IROC cars got the 350 TPI (L98). The 350 made around 245 hp, which was serious for the era. If you're buying one, the TPI 350 cars command the biggest premium for good reason.

No. Every 3rd gen runs a solid rear axle with a torque arm and Panhard rod setup. GM didn't move the Camaro to IRS until the 6th gen in 2016. The solid axle is honestly a strength for drag racing (simple, durable, easy to swap gears), but it shows its age on road courses. Aftermarket torque arm and Panhard rod upgrades tighten things up considerably if you want better corner behavior without swapping the whole rear end.

Factory wheels ranged from 15x7 to 16x8 depending on trim and year. Most owners building a 3rd gen today move to 17x8 or 17x9 wheels. Going to 18s is possible but ground clearance gets tight, especially on lowered cars. Tire-wise, a 245/45R17 or 275/40R17 is common on the rear. The fender lips are relatively forgiving, but the wheel wells are shallow front-to-rear, so aggressive offsets can cause rubbing on the quarter panel lips under compression.

Curb weight depends heavily on drivetrain. A base four-cylinder car with a manual sits around 2,900 lbs. A loaded IROC-Z with the 350, automatic, T-tops, and power everything pushes past 3,400 lbs. T-top cars are heavier than hardtops and structurally weaker (more on that below). If you're building one for performance, the hardtop with a manual is the lighter, stiffer starting point. Subframe connectors are almost mandatory on T-top cars to reduce cowl shake.

Start with the bushings. Factory rubber is almost certainly toast on any 3rd gen at this point, and polyurethane replacements sharpen everything up. After that, a quality set of shocks and springs matched to your ride height goal. The torque arm and Panhard rod bushings are high-impact, low-cost upgrades. Sway bars front and rear round it out. On T-top cars, subframe connectors before anything else. The suspension can only do its job if the chassis isn't flexing around it.