Fast Lane Flashback
The Chevrolet Camaro came roaring to life in 1967 in an effort to compete with the Ford Mustang. By the late 1970s, there was quite a bit of debate over how the next Camaro should appear. Though many pushed for it to move on to front-drive setup, the Camaro’s chief engineer determined that the third generation Camaro’s first priority was handling, and therefore it necessitated rear drive. While retaining rear drive, the Camaro also kept its traditional live rear axle, while replacing the old leaf springs with coils and double control arms with a pair of struts and springs. The car’s unibody was optimized as well, resulting in handling described as the best available during its time
By 1985, the revolutionized Camaro had a new name and an even newer design—now the Camaro IROC-Z. This new car was named after the International Race of Champions, a race car series sponsored by Chevrolet from the start of IROC-Z’s production, up to 1990, when Dodge took over sponsoring the series.
The 1985-1990 IROC-Z was originally option B4Z on the option sheet and appeared only as a performance and appearance package on the Z28 until it became its own trim level in 1988. The Camaro IROC-Z was truly the most iconic Camaro of the 80s. It was designed to ride fast with Tuned Port fuel injection (TPI), a lowered ride height complete with unique front struts, Delco-Bilstein rear shocks, and chassis reinforcements. In addition, the Camaro’s interior was pure muscle, including sport gauges and a speedometer with double needles depicting mph on one side, and kph in orange on the other. The muscle look carried over to the body kit complete with rocker panels with IROC-Z decals.
The IROC-Z made several developments through the years before eventually rolling to a stop in 1990. With each year of its production, the muscle car underwent several changes, including option choices, modifications to its brake lights, model color, gears, and wheels. To take a closer look at these changes, we’ll examine the Camaro year by year through its lifetime as the IROC-Z.
The 1985 - 1990 Chevrolet Camaro Iroc-Z
By: Lawren Dame \ Associate Editor \ May, 28 2014
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To start, as aforementioned, the IROC-Z’s birth brought forth several new changes to the Chevrolet Camaro. For example, like the other Z28s, every IROC-Z came with black painted headlight inserts; however, its ground effects were the same color as the body, whereas the Z28’s paint scheme were two-toned.
Other key defining elements of the first IROC-Z models were a lower ride height than the Z28, showcasing Bilstein rear shocks, 16-inch aluminum wheels wrapped in Goodyear Eagle 245/50/16 tires, performance-calibrated front struts and springs, and skidpad numbers ranging within .90g. Out of everything offered under the hood, the Tuned Port Injection 305 (LB9) was by far the greatest feature, with 215 horsepower and 275 ft/lbs of torque, making the IROC-Z the most powerful automatic trans equipped IROC ever offered.
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One characteristic unique to the 1985 IROC-Z is that it didn’t contain third brake lights anywhere on the car. Colors included silver, gold yellow, white, black, bright red, and bright blue. Door emblems, labeled “IROC-Z,” were located below the sideview mirrors, toward the front of the door. The IROC also had a redesigned front fascia; it contained a deeper chin spoiler and was more rounded out in appearance. Every 1985 IROC-Z had an 85 mph speedometer as well. All of the LB9 IROC-Zs required automatic transmission, and this meant they were rigged with a round gear selector handle. Each IROC which was equipped with LB9 (305 Tuned Port Injection) contained a 5500 RPM redline tachometer. Lastly, each 1985 IROC-Z had 16-inch aluminum wheels with a single wide line trailing through each wheel’s spoke.
The 1986 Camaro IROC-Z was visually very similar to the 1985 model. A few changes were made; for example, the standard basecoat/clear coat paint system was first implemented in this year. The IROC-Z also gained the third brake lights at the top of the rear hatch window, now required by law, as well as the option for rear window louvers in an effort to block out sun and defend against overheating the cabin. Some 1986 IROCs also came with the new 140 mph speedometer. This was the peak production year for the IROC-Z, with a total of 49,585 produced.
The option code remained the same as that of the previous 1985 model—B4Z—but the engines were tweaked a bit. In 1986, Chevrolet changed their rear main seal design, so that the 305 block’s two piece rear main seal was now exchanged for a one piece. Models containing the TPI 305 received the LG4 camshaft, which dropped horsepower by 25 from 215 to 190. This also caused the Camaro to take a nearly half second longer run to 60 mph. Rumor has it that 50 IROC-Zs got away with a 220 horsepower L98 350 TPI not meant for production release. The colors offered for the 1986 IROC included bright red, dark red metallic, bright blue, yellow gold, white, and black, with the most popular being the bright red. The majority of IROCs were equipped with 85 mph speedometers, but the 145mph speedometer was introduced later on in the year for those with TPI engines. The LB9 fitted IROCs required the automatic transmission, again with a round gear selector. All IROCs produced for the year included the 5000 RPM redline tach, and these IROCs maintained the same 16 inch aluminum wheels as the previous year.
1987 was yet another year with minimal changes made to the beloved IROC-Z. There was a dip in production compared to the previous year, as a total of 38,889 total IROCs were produced for the 1987 model. When simply viewing outward appearance, the 1987 IROC appears nearly identical to 1986, aside from the movement of the third brake light from the rear hatch to further down on the rear spoiler. However, base Camaro models did not have real spoilers and thus retained the original location. The same body colors were offered this year, but leather was now offered as an option for the interior.