3rd gen camaro manual transmission
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3rd gen camaro manual transmissionFor general Camaro information, see Chevrolet Camaro. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed.The third-generation Camaro continued through the 1992 model year.The large and complex rear window reflected recent advances in car glass design.The 1982 model introduced the first Camaros with a hatchback body style, and such options as factory fuel injection, and a four-cylinder engine. The Camaro Z28 was Motor Trend magazine's Car of the Year for 1982.Dog dish-style hubcaps were standard; full wheel covers were optional as were steel, five-spoke 14x7-inch body-colored rally wheels.Its own lower body pin striping, gold 'Berlinetta' badging, and headlamp pockets were painted in an accent color. The taillights got a gold and black horizontal divider bar. The interior came standard with custom cloth interior, a rear storage well cover and additional carpeting on rear wheelhouses. It also came standard with additional body insulation and full instrumentation.The Z28 had a different nose, a three-piece rear spoiler and front, side, and rear lower body valances in silver or gold. Just above the valance was a three-color lower body stripe that encircled the car. Headlamp pockets on the Z28 were black. Standard were new 15x7-inch cast-aluminum five-spoke wheels accented with silver or gold. Z28 badges appeared on the right rear bumper and on the side valances.Engine choices in the pace cars were the same as the regular production Z28. The car that actually paced the event was equipped with a highly-modified, all-aluminum 5.7 L V8 that was not available on the replica cars.This engine was only available with a manual transmission in 1983. Due to its late introduction, 3,223 L69 V8s were sold for the 1983 model year.A Borg-Warner 5-speed manual transmission replaced the previous 4-speed. A 4-speed automatic transmission with overdrive replaced the 3-speed automatic transmission in the Z28.http://www.7pub.pl/7b/userfiles/4-wheeler-manual.xml
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In the Berlinetta, the standard instrument cluster was replaced by electronic readouts, including a bar-graph tachometer and digital speedometer. The new dash came with an overhead console and pod-mounted controls for turn signals, cruise-control, HVAC, windshield wiper, and headlights. The radio was mounted inside a pod on the console that could swivel toward the driver or passenger.Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. ( February 2014 ) ( Learn how and when to remove this template message ) A total of 2,497 L69 IROC-Z models were made for 1985. The LB9 was available only on the Z28 and the IROC-Z model with the TH700-R4 automatic transmission. A total of 205 IROC-Zs equipped with the LB9 305 with the G92 (Performance Axle Ratio) option were made in 1985. The G92 option upgraded the rear axle gear ratio from 3.23 to 3.42.A total of 250 black and 250 red examples were produced. They were all equipped with the 5.0 TPI LB9 engine and TH700-R4 automatic transmission. All came equipped with the IROC-Z fog lights, wheels and ground effects, but with the base Camaro's hood (no louvers), rear decklid (no spoiler), and no exterior decals.Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. ( February 2014 ) ( Learn how and when to remove this template message ) This was the final year for the L69 5.0 305 HO 4-bbl option, of which 63 were built for racing in Canada's Player's series and 11 for public sale, making a total of 74. The 2.8 L V6 was now the standard engine in the base model, replacing the 2.5 L I-4 model. The 305 TPI LB9 horsepower rating dropped from 215 hp (160 kW) to 190 hp (142 kW) in the IROC-Z models. All V8 engines received a new one-piece rear main seal.Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed.http://audit-advisers.com/userfiles/4 3-speed-manual-transmission.xml ( February 2014 ) ( Learn how and when to remove this template message ) The 305 TPI equipped with automatic transmission came with 190 hp, while the Manual 305 TPI got a 215 hp (160 kW) rating. The 350 L98 gave a boost to 225 hp at 4,400 and 330ftlb at 2,800. Valve covers featured new sealing and center bolts in the valve covers. Heads featured new raised lip for improved valve cover sealing and the two center intake bolts were changed from 90-degree orientation to 72 degrees. G92 and L98 cars got the Borg-Warner HD 7.75-inch (197 mm) four pinion rear end, produced for GM's Holden of Australia (Firebird WS6 cars went to this unit in 1986). These units can be identified by their 9 bolt (rather than 10) differential cover that has a rubber drain plug. The Borg-Warner logo is also cast into the bottom of the differential case. This rear axle came with tapered rather than straight roller bearings and a cone-clutch rather than disc-clutch limited slip unit. These units came painted black from the factory while most others were bare metal. All 1987 350 TPI L98 IROC-Zs required 3.27 gears, J65 rear disc brakes, G80 limited slip differential, and KC4 engine oil cooler.Available on the Sport Coupe, LT and IROC-Z, the conversion was performed on t-top equipped Camaros by American Sunroof Company (ASC). A total 1,007 were produced in the first year of production. Some 1987 T-Top models were made into convertibles by ASC after the customer took delivery. This is why there are some convertibles with the body VIN code of 2, meaning they were coupes, not convertibles (which have a body VIN code of 3). This was also the last year of production at GM's Norwood, Ohio, facility as sales continued to decline consolidating Camaro assembly to the Van Nuys factory located in Southern California.Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed.http://www.drupalitalia.org/node/67650 ( February 2014 ) ( Learn how and when to remove this template message ) The IROC-Z package proved popular and the package became standard on Z28s. Also the old Z28's ground effects and spoilers were now standard issue on the base Camaro coupes. Base models received a new raised spoiler for the first half production year.G92 (performance axle ratio) available only on IROC-Z with 5.0 TPI (LB9). All 1987 350 TPI L98 IROC-Zs came standard with the 3.27 BW rear end and everything that was included with G92 but did not have the G92 RPO code because it was not mandatory; this changed in 1988 however when a 2.77 rear was standard and G92 had to be specified to get the 3.27 differential. The IROC-Z was also treated to some small cosmetic changes. The large IROC-Z call-outs on the door moved from the front of the doors to the back, to put some space between the logos. The vin code 8 is the engine code for a real TPI 5.7L IROC.The Rally Sport was now the base model featuring body ground effects mimicking the IROC and the previous Z28 but with the 2.8 V6 fuel-injected motor as standard with the 305 as an option. The raised rear spoiler that became available in 1988 on the base coupes was short-lived and done away with for this year. The engine ratings carried over from '88 with the addition of IROC-Z Coupes had a new dual catalytic converter exhaust option N10 that was standard with the G92 option only available on the 305 TPI motor with a manual transmission and the 350 TPI only available with the TH700-R4 automatic. 1989 was also the last year any third-gen with the B2L RPO 350 TPI L98 engine could be ordered in combination with the CC1 RPO removable T-Top roof panels.A total of 1,426 IROC-Z coupes were equipped with the Performance Axle package in 1989.This included extra equipment intended to make the IROC-Z more competitive in SCCA Showroom Stock road racing events: larger 11.http://cmpgrupo.com/images/3rd-edition-monster-manual-2.pdf65-inch (296 mm) rotors with 2-piston aluminium calipers from PBR; an aluminum driveshaft; a special baffled fuel tank; specific shock absorbers; and stiffer suspension bushings. The fog lamps were also deleted.Big changes occurred, as all Camaros received a facelift in the form of a ground effects package for not only RS but also the Z28 models, while the IROC-Z was no longer offered. The CHMSL was relocated from the spoiler to the top of the Hatch again like the 1986 models, except the housing was now on the inside rather than the outside of the hatch. The Convertible still retained the spoiler mounted 3rd brake light. The 1991 Z28 also received a new wheel design to accent the new body. The B4C amounted to little more than a Z28 powertrain and suspension in the RS. (Car Craft Magazine refers to the B4C as a 1LE equipped with air conditioning; although this is slightly erroneous because in 1991, the large brakes with PBR calipers from the 1LE package were not included with B4C.) Just under 600 B4C Camaros were sold for 1991.Different seam sealers, structural adhesives, and body assembly techniques were employed in key areas in an effort to reduce squeaks and rattles and improve the perception of quality.The 1992 version of the Camaro B4C (Special Service Package) got the addition of 1LE brakes. A total of 589 B4Cs were sold. The B4C option was also deemed popular enough to be carried on to the fourth generation model. They received the rough texture, cast aluminum style, intake runners from the TPI Corvette instead of the regular Camaro smooth tube ones. In some cases they were built with black painted valve covers instead of the normal silver valve covers. The change was purely cosmetic, performance remained identical to the previous year.As mentioned, the 1LE brakes were included with B4C in 1992, accounting for 589 of the 705 built.Since they were intended for racing, where extra weight is a disadvantage and interiors are often gutted after purchase, most were very lightly optioned. The majority of 1LE Camaros had the base interior, with no power options, cruise control, or even floor mats.Brussels, Belgium: Uitgeverij Auto-Magazine. 4 (109): 40. CS1 maint: archived copy as title ( link ) By using this site, you agree to the Terms of Use and Privacy Policy. I can't say enough good things. If you plan to swap out your automatic for a manual you can't go wrong with Hawks.Customer service with Hawks was great. They were able to ship to my work, where we have a loading dock and forklift. Everything arrived securely mounted on a shipping pallet, and once removed from the pallet, everything fit easily in the trunk of my Honda Civic. Upon initial inspection, everything was virtually free of dirt and grease, and all the small nuts and bolts were clearly labeled. Installation was very straightforward. My only issue was that my kit did not come with the hardware to mount the slave cylinder to the transmission. But, for a swap like this, I consider that to be a very minor detail. The following shows the installation of a Richmond 6 speed manual transmission in a third generation (1982-1992) Chevy Camaro.Custom fabricated cross member for my installation. ('82) The 1982 Camaro manual transmission had a T-10 4sp. The 1983 to 1992 CamarosThe Richmond 6sp has a 32 spline output so the drive shaft yoke must be changed to accommodate. Use a Richmond Yoke SY-1310.A 10 spline shaft is available but due to the deeper cuts of the 10 spline The Richmond 6sp also installs rotated using the bell housing mounting pattern of the T-5. The Shifter will fit in the stock T-5 opening but the opening will have to beBought Borg Warner T-10 4sp line.Diaphragm style. Uses centrifugal assisted clutch system of ring of weights to apply extra force as RPM's increase. Claims up to 30 (Centerforce I) and 60 (Centerforce II) more hold power. Dual friction clutch plates for high torque and horsepower engines. Many of us in the 35-50 year old range have fond memories of the 3rd Gen Camaro built from 1982-1992. What started out as an extremely weak sports car that eventually came of age during the EFI revolution of the early 90’s is starting to make an even stronger comeback now as more hot rodders are rescuing these cars from the depths of trailer parks and overgrown back yards. With the wide availability of LS engines and performance suspension upgrades you can easily create a strong contender to go up against any new Camaro out on the track. The 3rd Gen Camaro was never celebrated for having a lot of horsepower with the then famous 5.7L TPI engine cranking out 245 H.P. at the height of its game. After the power level gets addressed we see the snowball start to form and it’s all downhill from there. The transmissions attached to the original engines were built to handle the horsepower and torque of those days, so now with a more powerful engine comes a new transmission. If you’re an automatic fan the 4L60E is a great choice to go with for a direct swap, or if you’re building really big power and you don’t mind some slight modifications the 4L80E, when built correctly, will handle just about anything you can throw at it. If you’re looking to keep the control in the palm of your hand and nothing but a manual transmission will suffice, you will quickly find the end of the T5’s life expectancy once the power level gets bumped. The TKO line from Tremec is a simple swap over from the original GM T5 that came standard in the manual shifted 3rd Gen Camaros. Even if you aren’t going to be making big power the Tremec TKO is a great transmission to swap over if your existing T5 is feeling pretty tired as was the case for our 1991 Z-28 “Black Magic”. Project Black Magic came equipped with the 5.0L TPI engine and T5 transmission from the factory. The car had yet to see 100,000 miles, but the factory T5 didn’t inspire any confidence in its ability to keep up with some light autocross or road course driving. We opted to swap in a TKO600 and if you’re curious as to how the conversion unfolded keep reading for the installation overview, and see how in a weekend you can easily convert your car without making any serious modifications. The T5 and TKO use the same bolt pattern and bearing retainer diameter so they will technically fit the same bellhousing, but the TKO shifter is designed to sit vertical and thus rules out that option. The other benefit of going with a new bellhousing is more options for clutches and flywheels. The factory bellhousing would only allow use of a 153 tooth ring gear, but the aftermarket replacement allows us to use the larger 168 tooth ring gear flywheel. Keep in mind though; the change in flywheel diameter will require a change in starter as well. The gear ratios between the T5 and TKO are different, but not so much that it necessarily requires a rear gear change.We opted to replace the original set up with a single disc RAM HDX series clutch and RAM billet steel flywheel. If you are retaining the original engine in your 3rd Gen Camaro, be sure to know which version of engine you have. The early V8 cars still used the internally balanced 2pc rear main seal blocks and the later cars will have the externally balanced 1pc rear main seal block. This changeover isn’t necessary, but eliminates a few more parts that needed to be replaced anyway. Since the factory master cylinder to slave cylinder line would not be a direct connection to the new Tilton bearing we were able to swap it over to a braided stainless -4an line. The factory master cylinder uses a roll pin fitting that can be removed and replaced with an AN to roll pin fitting for ease in changing line styles. If you’re familiar with the 98-02 F-Body master cylinders that gets used in a lot of first gen Camaro hydraulic conversions, this 3rd gen unit is very similar so there’s no real need to upgrade unless you really want to. This is where we get to the really great part about swapping the TKO in place of the T5. Since the TKO and T5 are only fractionally different in overall length, the driveshaft length stays the same after swapping over to a 31 spline slip yoke and even the factory crossmember can be retained after the trans mount holes are slightly elongated. There are several aftermarket transmission crossmembers that are available as well for the T5 or 700R4 that will also work with the TKO change over. The clearance in the transmission tunnel is very tight but the TKO will fit without any modifications. The TKO tailhousing even retains the correct casting for the torque arm mount just like on the T5. We chose to use an 8” straight shifter and it gives a good solid feel for each shift. Since the TKO doesn’t use a rubber isolator in the mounting of the shift lever the engagement is dead on and doesn’t have a loose, sloppy feel to it. When reconnecting the speedometer you have 2 options on the TKO, mechanical or electronic. If your car is equipped with a mechanical speedometer you only need to get the adapter for the transmission and thread your cable on. The electronic plug that GM used will be different and will require you to splice on a new connector to the existing harness; this is the same for the reverse light switch if you choose to hook it up. We weren’t really gaining anything in a better overdrive ratio, but we did gain a much stronger transmission with a much better shift feel. As great as the T5 was for its intended use the TKO is just a much better 5 speed all around. We now have the ability to upgrade the engine or just flat out punish this transmission without worry of a failure.Stage II T56 Magnum Be on your guard against all kinds of greed; life does not consist in an abundance of possessions.” Luke 12:15 DailyVerses.net. You can use a race prepared 700R4 transmission, but what fun isBesides, the T56 can officially withstand more torqueWhen you go to a junkyard to get your donor parts,About the only thing you canEverything (and I meanIf you can get a 94 or newer transmission, itIf not, the transmission's electronicJTR (Jag's That Run) has aAbbot makes a black box that drivesAuto Meter has an electronically driven speedometerI'm using this, along with a few others veryThis has to get converted to aThe easiest wayDigital SGI-5 signalThe clutch pedal can be gotten from any. You'll also need to mount the master cylinder on theYou (automatic owners) have a wire going. A manual transmission car does not have this,It should beThere are differences in the computer chip,Control, Decel, Shifting). That about sums up the differences! I've had to return one in the pastYou could always post a message on one of the f-bodyOther than this, I don't have advice on where to find one. To change this transmission to workAn LS1 master cylinder might be necessary. The casePiece Rear Mainseal Flywheel - CTF-700107 This web page is forI used a cutoff disc in aSome aviation shears might work as well, but theCut straight backwards on both sides to extend the opening anotherThere are two different units from GM, depending on which yearWhile the flywheel is off, you might as well You should be able to reuse the same bolts. This style uses an aluminum cased Valeo Pressure P late thatWith a 26 spline (I'm prettyYou should be able to use your oldThis is definitely a two-man job sinceA transmission jack would have beenI didn't need to bang anything out. TheIt'll save time later if the torque arm mountBolting the tranny to the bellhousing will definitelyTorque i t to spec.You need to get the torque arm mount assembled with the torqueThis is another PITA step, but it will eventually boltNothing will get accomplished. Save it tillIf you are aIf you would rather just bolt on a crossmember,The crossmember bolted to the tabs with various length bolts andI could see t heI wanted something thatThe crossmember. The plates are drilledA channel is centered on theSince the frame rails aren'tThere was a lot of trial and error involved in fittingOnce the crossmember was tacked together, it was unbolted,It fit perfectly. Slap on the SPD decals, and off theyBolt the two outer sections to the frame and the middle section toIt should be s trongMany people haveFor those using the special GMPlease contact us if you have. Third-Gen Camaro Swap: Mate a T56 Manual to a new LT1. Jefferson Bryant Author Jul 5, 2018 As far as manual transmissions go, the T56 Magnum 6-speed from Tremec is the unequivocal king. It is strong, reliable, and the aftermarket is ripe with parts. The caveat that comes with the T56 is the size; it is much larger than the original Borg Warner T5. Fortunately, the newer the vehicle, the more likely the beefy T56 will fit. For our Mullet Camaro, we sourced one from American Powertrain. While they don't currently have an off-the-shelf package for the third-gen F-bodies, they do have just about everything you need to get the job done. Our order from American Powertrain included the transmission, clutch kit, hydraulic release bearing system, reverse lock-out module, bellhousing (from QuickTime), and driveshaft (which we custom ordered). The installation into the F-body is relatively simple. There are no major modifications to the vehicle for fitment, and the stock torque arm fits. Because this was an automatic car, we had to swap the pedals, install the hydraulics, and cut the floor for the shifter. The lack of space under the dash and firewall made the pedals and hydraulics tedious, but not too difficult. The real problem came when we discovered that this is the first T56-to-Gen-V 5.3 L83 swap. This part is extremely important, so pay attention: the 5.3 L83 truck motors are not designed for manual transmissions, therefore the crankshaft is not deep enough for the input shaft. Unlike LS engines, where the cranks are all machined to take an input shaft, the 5.3 Gen V L83 engines are not, only the 6.2 Liter Gen V cranks are. The engine and trans mated just fine, but the alignment dowels were tight, so we used a ratchet to tighten the bolts. Everything lined up and came together, but as we tightened the last bolt, there was a loud tink, then oil started dripping on our heads. The entire drive-side mounting flange on the engine block broke off. The moral of the story is to check the depth of the crank before you try to bolt the engine and transmission together. Another side note on the L83 crank: you have to use the larger pilot shaft bearing (2010-up Camaro, AC Delco Part No. CT1082) because the smaller inner bearing does not fit L83 engines. On both of our L83 engines, we had to hone the crank bore so the bearing would fit. The pilot bushing bore is too tight for the bearing as-is, so we had to hone a couple thousandths using an engine bore hone. The bearing measures 1.705 inches, but the crank bore was 1.69 inches (it is supposed to be 1.7043 - 1.7055 inches). The hone did the job and everything fit. Outside of the catastrophe with the fitment, the only fabrication required for the project is the crossmember and modifying the clutch pedal. The Holley piece we used is for a T5, not a T56, so it doesn't quite line up. We had to notch the front side for the transmission case, and had to lengthen the slots for the mount rearward about inch. If the engine was sitting in the stock SBC position, the crossmember would need a lot more fabrication. The clutch pedal required removing the factory pushrod stud and adding a spacer and pin for the new pushrod. Because the T56 requires a hydraulic release bearing, we had to measure for the air gap between the bearing and the clutch diaphragm. This is fairly easy, though it is also really easy to get wrong. We highly suggest doing this when the engine and transmission are out of the vehicle, because it is much easier. First, install the clutch and diaphragm to the flywheel on the engine, install the bellhousing and any spacers to the engine as well. The result is how many spacers you need. Since we needed 0.10 to 0.20 inches of air gap for the proper function of the hydraulic release bearing, we used six spacers. If you get it wrong, you have to pull everything back out, so check your work and measure several times. If we had the right information and spacer in the beginning, this swap would've been a breeze. The most difficult part of the job was getting the transmission to mate to the L83. Even with a transmission jack and a lift, it was quite difficult, because the transmission weighs so much. That is definitely a two- or even three-man job with a lift. Doing this on the floor with jackstands would be challenging, so be prepared if that is your plan. See all 20 photos We had to hone the pilot bushing bore in the crank to accept the new pilot shaft bearing. If you have a brake cylinder hone, it would be easier than our method of a zip-tied engine hone. A little JB 80 lubricant and about 60 seconds or so with the drill at full speed did the job. See all 20 photos Next, we installed the American Powertrain Flywheel with new bolts. The stock bolts are torque-to-yield, so they needed to be replaced. 74 ft-lbs is the torque spec. Don't forget to put the American Powertrain spacer plate on the block before installing the flywheel. See all 20 photos We used a caliper and a straight edge to measure the depth of the clutch fingers. If you use the outside of the straight edge as shown here, don't forget to subtract the width of the straight edge. See all 20 photos Then we installed the hydraulic release bearing slip collar along with the stud for it. This comes in the American Powertrain kit. See all 20 photos We lubed the bearing with some DOT 3 brake fluid and slid it over the collar. Take several measurements and average them together. Side note: don't forget to install the feed line before installing the transmission—it's really hard to install it afterwards. See all 20 photos This is the damage from the interference of the input shaft to the crank. This requires longer dowel pins, which we installed with a light tap from a hammer, using the spacer as a guide. See all 20 photos At this point, we had the trans in position in the trans tunnel, and we made some rough locator marks for the shifter. There is a lot of cutting involved because the factory shifter has lots of spot welds. You can do the job with the console installed, but it's easier if it was out. The shifter hole ended up being much bigger than this. See all 20 photos Under the car, we had to notch the floor for the shifter on the case of the trans. We had to do this so that the transmission would sit high enough in the chassis to hit 5-degrees down, which is as high as we could get it. See all 20 photos The Holley crossmember had to be notched for the transmission mount block, and we had to shave the right rear corner of the block, because we couldn't notch the crossmember enough. See all 20 photos The mounting bolt slots were lengthened inch rearward, and we notched the front side for the transmission case as well. This can be done with a die grinder or cut-off wheel. See all 20 photos The clutch pedal stud had to go because it was not compatible with the new pushrod. It is a riveted piece, so we ground the outside edge off, then drilled it until we could drive it out. See all 20 photos We used a flanged spacer to get the right fitment for the clutch pushrod. A piece of tubing welded in place would do the same job. See all 20 photos Inside the car, the old brake pedal was removed and you can see the cutout in the firewall padding for the optional clutch. This is the best starting point, so don't just rip the padding off. We drilled the firewall near the top of the cutout. See all 20 photos We then placed the master cylinder and mount under the brake booster (which has to be temporarily removed) for fitment. The clutch master cylinder sits under the center of brake booster in extremely tight quarters. See all 20 photos With the placement figured out, we drilled the firewall for the American Powertrain mounting plate. The firewall is super thin and flimsy; the mounting plate is a clamshell, which adds a lot of needed strength. See all 20 photos We bolted the master cylinder in place and measured for the pushrod. The rod runs at a sharp downward angle at the limit of the mounting bracket. We had to massage the outer bracket so that the threads didn't catch. In our case, the rod is 6 inches long. See all 20 photos Here is the clutch master assembly. The rod end on the pedal side allows for a smooth fluid pedal actuation, and the small Wilwood master clears the factory brake booster and inner fender without any modification, which is a common issue when upgrading third-gen clutch hydraulics. See all 20 photos The last little trick was swapping out the supplied shoulder bolt for a homemade clevis and cotter pin (foreground). The shoulder bolt fit, but the third-gen pedals make it essentially impossible to install and tighten it. The pin works better, but is still a pain to install. See all 20 photos THE LATEST IN CAR NEWS EMAIL NEWSLETTER SIGN-UP. Editor-Curated Stories Directly to Your Inbox. SIGN UP Hot Reads 9 Reasons Dodge’s SRT Hellcat Durango Changes Everything 1928 Ford Model A Roadster '60s Drag Racer Intake Test. I know 50 cars They were for lack of a better term, hidden from the publilc. GM executive.