For individuals who got here of automotive age within the Nineteen Eighties, there was just one Camaro to have: the IROC-Z. Chevrolet provided the IROC-Z trim mannequin of the Z/28 from 1985 to 1990, its badge nodding to the Worldwide Race of Champions collection that sprang from the mind of Roger Penske to change into a fixture on ABC’s Large World of Sports activities. Whereas actual IROC race vehicles had been massaged manufacturing Camaro our bodies riveted to a Banjo Matthews NASCAR chassis and filled with a 450-hp Katech-built small-block V-8, the retail model was, nicely, one thing lower than that—nevertheless it hardly mattered.
The race collection invited champions from all walks of racing, together with NASCAR, CART, Le Mans, and even NHRA, to compete in identically spec’d vehicles. Irrespective of who gained, they had been at all times driving an IROC Camaro and because the saying goes, win on Sunday, promote on Monday. The Camaro on which the IROC was based mostly debuted in 1982, its vast, low, chiseled appears profitable followers immediately, together with yours actually; the Z/28 was the highest trim, however was supplanted by its IROC spin-off. That automotive was distinguished by its attractive 16-inch wheels, spoiler, physique cladding, particular graphics, basso profundo exhaust, and non-compulsory tuned-port 305-cubic-inch small-block V-8.
The IROC had a sound and look all its personal, and by 1987, the 350-cubic-inch TPI engine (RPO L98) had lastly been lifted from the Corvette and positioned below the IROC’s hood to the delight of Chevy followers in all places. The third technology of the F-body platform below the Camaro was shared with Pontiac’s Firebird mannequin, the Components and Trans Am fashions of which additionally obtained the tuned-port variations of the small-block Chevy in 305 and 350 displacements. This gave GM what appeared like a formidable benefit in Detroit’s muscle-car battle.
It was round this time that I grew to become actively concerned. A recent school graduate with a full-time job, the die was forged after a coworker urged me to test-drive a brand new Mustang GT in 1986. In these pre-internet days, I learn each buff journal that bothered to print something about Camaros, Mustangs, Firebirds, Corvettes, and the varied FWD 2.2L turbo Okay-cars coming from Chrysler. Within the combine additionally had been Buick’s Grand Nationwide and Turbo-T Regal.
The take a look at drive within the ’86 Mustang GT went nicely, however maybe being thriftier than your typical 23-year-old, I wasn’t happy {that a} totally loaded Mustang GT was the reply. Then the October 1986 problem of Street & Monitor hit newsstands with a deep-dive comparability between the 1987 Mustang GT and the 1987 Camaro Z/28 IROC. Outfitted with the top-of-the-line 350 L98, the IROC gained the top-speed battle, nevertheless it simply did not go the sniff take a look at. I puzzled, how might the IROC, with 220 extra kilos of mass and 5 fewer hp beat the GT? (That publication listed the IROC at 220 horsepower versus the Ford’s 225.) Not solely that, the IROC in as-tested type price a wallet-busting $5,700 extra in 1987 {dollars}.
The argument might need been settled by that story among the many Lotus-driving employees at R&T, nevertheless it was removed from factually accepted out on the road. As vehicles started hitting the boulevard and head-to-head stoplight encounters grew to become extra common, a sample developed. The 5.0-liter Mustang drivers stored pulling out the win. In the meantime, at Automobiles Illustrated journal, the gloves had been off. Chevy IROC and Pontiac Trans Am take a look at vehicles had been (towards press-fleet loaner guidelines) being road raced and getting slaughtered from Bayonne to Brooklyn. It wasn’t a fairly sight.
Within the October 1987 problem, Automobiles Illustrated reviewer Tony DeFeo tried to place a weak optimistic spin on the 1988 350-cubic-inch IROC, however in the long run confirmed his disdain for the automotive by photographing it in entrance of a row of porta-potties. He hasn’t been seen at a Chevy long-lead press preview since. (You possibly can learn that story right here. )
The issue with the IROC was three-pronged: too many less-than-great engine selections, an excessive amount of price, and an excessive amount of weight. The Chevy man new IROC Camaros might select from the top-of-the-line TPI 350 L98 (225 hp), the midline TPI 305 LB9 (215 hp), or the sleepy four-barrel L69 (190 hp). All of them regarded the identical from the skin, however in apply, nearly none on the road had the 350. By the point sellers added 1000’s in price-bloating choices, the 350-cube IROC grew to become astronomically priced relative to the competitors. Even a equally outfitted L98 350 Pontiac Firebird Components 350 could possibly be had for 1000’s much less. In apply, 350-powered F-bodies had been barely a match for the Ford Mustang 5.0-liter, which in its lightest variant—the square-back coupe—delivered nothing lower than a loss of life sentence to a inventory IROC at a stoplight. The operating joke: IROCs had been owned by hairy-chested Italians carrying gold chains and pushed to discos, not drag strips.
That authentic Street & Monitor cowl story—although it tried to make the case for the IROC—precipitated me to make up my thoughts to purchase a Mustang LX 5.0. I can hint that call to a particular element within the story: “Because it occurred, our prototype Mustang GT (considered one of solely two in existence) was manned by Product Improvement Engineer Arch Cothran when it arrived at TRC. After the 148-mph lap, Cothran calmly stated, ‘It’s going to go sooner in fourth.’ Now right here was a person assured in his product. The message was duly relayed to our driver, who has one thing of a penchant for the large quantity himself. RPM was climbing in fourth, he stated from the far facet of the observe, hitting 5,800, then extra. The needle was someplace very near the 5,900-rpm redline, he stated, when the humorous noises started. That was the top of that engine, an engine that had been by many exhausting miles of journal and Ford testing. It died 100 yards in need of the groundhog. A tie nearly.” On the following web page, one stat stood out like a sore thumb: the IROC Camaro’s 16.9 kilos per horsepower versus the GT’s 15.9. A fortuitous alternative of gearing and superior aerodynamics had been the explanations the Chevy had gained the high-speed shootout.
The specialists within the viewers know I am glossing over loads of particulars right here, reminiscent of the actual fact Chevy tightened the choice sheet later within the third-gen Camaro’s life. Plus the truth that Ford had an nearly reverse technique from Chevy in that as a substitute of optioning a automotive up (Camaro RS, Z/28, then more and more highly effective ranges of IROC engines), Ford optioned down from the GT, to the less-expensive LX 5.0-liter hatchback, then the even less-expensive LX 5.0-liter coupe—all with the identical 225-hp 5.0-liter small-block Windsor. Even Buick went that route; if you happen to could not eat a Grand Nationwide cost each month, then get a Regal Turbo-T with roll-up home windows for $4,000 much less—the identical automotive, solely you may get it in, like, 12 colours versus the GN’s single alternative of black.
Finally, I arrived at Bob Dunn Ford in Greensboro, North Carolina, on Thanksgiving Day of 1986 with the October 1986 problem of R&T in hand. I would just come from subsequent door, the place I might pushed an IROC on the Chevrolet retailer. I could not hand over my $500 deposit for a brand new Mustang LX 5.0-liter hatchback quick sufficient. Like loads of children in search of their first new set of wheels, I wished efficiency, however I could not afford to pay by the nostril. I truthfully favored the appears of the IROC higher, however between dropping a stoplight race and making the upper funds, I simply could not abide the F-body.
That is to not say I by no means regretted that alternative. When the Might 1987 problem of Vehicle got here out with a superbly photographed pair of F-bodies on the duvet, I snatched it off the newsstand. (Click on to obtain the story right here. ) It was the primary time I might learn something of substance concerning the TPI-powered Firebird Components, a automotive that gave the impression to be constructed only for me—and you may get one with the 5.7L L98 TPI with out paying an enormous mark-up. It was too little, too late. I used to be a Ford man by then however would at all times be a dollar-per-hp man above all else. Ten years later, I occurred upon a used 1988 Firebird Components 350 on the market in mint situation at an ideal value, which I gladly purchased and loved immensely. That Components 350 taught me there’s extra to life than simply horsepower!
Watch! 10-Second Quarter-Mile for 10 Grand(ish)!
On episode 55 of HOT ROD Storage, Tony Angelo and Fortunate Costa swap in a junkyard-fresh 5.3L on the Bonemaro and carry out some essential upgrades alongside the way in which. After that, it is again out to the observe, the place Tony tries to wrangle this sketchy pile of used elements on a ten.99-second-or-lower run. Join a free trial to MotorTrend+ and begin watching each episode of HOT ROD Storage!
