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| (This 1990 G92-optioned Camaro IROC-Z had the stones to put two car-lengths on the 1989 Mustang GT that it was racing) |
1985 the first year of the Tuned Port Injection (TPI) system, actually outperformed the 5.0 liter Mustang GT in Motor Trend's magazine road testing. Of course this was not simply based on straight-line performance. The IROC-Z, WS6 Formula and Trans Am excel at road racing course due to a “true” MacPherson Strut Suspension System, 4-Wheel Disc Brakes, a lower center of gravity and wide 245/50R16 tires. The Mustang used a “modified” MacPherson Suspension setup that did not have the same suspension geometry, as well as suffering from only having discs up front, inferior drum brakes in the rear, and smaller tires. But what the 5.0 Mustang had going for it? They were straight-line killers! Where Camaro and Firebird had the edge in cornering and braking, the Mustang and Capri were the pound for pound champs on the Dragstrip. General consensus rated the 5.0 Mustang as the “Best Bang for the Buck” performance car of the ‘80s.
1986 GM changed the camshaft design for emissions purposes and lost power from this cam change. Motor Trend's testing documented the 5.0 Mustang absolutely destroying the 1986 Camaro IROC-Z and Z28 in a shootout road testing comparison. GM changed Camshafts the following year due to this lack of performance. The 1986 Tuned Port Injected Camaro was the least powerful of the 1985-92 F-Bodies, and road testing revealed the embarrassing 1/4 mile times for GM's Ponycar twins that particular model year. This was also the last year for the L69 H.O carburetor engine, which like the 83-85 models, could be ordered with 3.42 and even 3.73 gears, from the factory!
1987 was the much-anticipated release of the Corvette L98/B2L 5.7 liter 350ci TPI engine for the Camaro IROC-Z, Formula 350, and GTA Trans Am. Motor Trend testing showed disappointing results for the 225hp 5.7 TPI Camaro with its identical 1/4 mile dragstrip times as the 5.0 EFI Mustang. Super Stock Magazine tested a new 5.7 liter IROC-Z and managed a best 14.2 quarter mile time. Not bad for ‘80s Muscle Cars! The only bad news was that the big breathing 350 could not be ordered with the manual 5-speed transmission sadly. 4-speed automatic was your only option. The handling & braking superiority went to the smaller bore LB9 5.0 powered 5-speed cars, thanks to GM's more advanced suspension geometry and better braking components over Ford's deficient handling and braking 5.0-liter Mustang.
On the drag strip the Camaro, Firebird and Mustang recorded similar quarter-mile times and 140+mph top speeds with the Camaro edging the Mustang out slightly over 100mph due to its aerodynamic design.
1988 the Camaro and Firebird horsepower rating went up, as it did every year after until 1990 when the TPI maxed out at 245hp for the 5.7 (L98) 350ci automatic and 230hp for the 5.0 (LB9) 305ci 5-speed with G92 and 1LE options. The limited 1LE optioned F-bodies were produced to compete with the Saleen Mustangs in showroom stock and endurance road racing competition. Popular publications documented 1/4 mile times for the G92 street versions at 14.4 for the 5.0/5spd model and 14.2 for the bigger 5.7/auto model, whereas Motorweek recorded a stunning 13.9 from the 230hp low optioned 1LE “stripper” model back in 1989.
1989 and 1990 would prove to be the best-performing IROC-Z, Formula and Trans Am models of the 3rd generation run. The G92 option became a full performance "street" package that shocked many unsuspecting 5.0 Mustang of the time, with a 230hp 5.0 with 3.42 gears and a 245hp 5.7 with 3.23 gears, and 3,200 lb weight, the 5.0 Mustang guys were quickly finding out that these G92 optioned performance models were a different breed from the earlier run-of-the-mill cruiser models.
The G92 option was offered as a full "Performance Package" rather than simply a performance axle option (as prior to 1990) with G92 consisting of multiple performance upgrades and weight-saving options, and the manual five-speed cars getting a revised and more aggressive camshaft that raised the 5.0-liter engine power output to 230hp and 300tq.
GM and their F-Body twin V8Ponycars were finally getting revenge for all the 5.0 automatic cruisers that were getting picked on by the infamously quick Foxbody 5.0 Mustang. The G92 and 1LE codes were GM's Ace up the sleeve!
But Ford also had a secret weapon, a low-optioned, stripped down 5.0 Mustang LX and even lighter-weight Notchback LX coupe models. This under 3,000lb coupe model could run documented low 14-second quarter-mile times, almost an almost a full second faster than a fully optioned and few hundred pounds heavier Mustang GT model. The only chance GM had against these 2,900lb Notchback coupe models was the more rare and trimmed of all fat, low-optioned, 3,100lb 1LE optioned Camaro or Firebird. Back in 1989, Motorweek tested a new "bare-bones" 1LE Camaro stripper to the tune of a 13.9 1/4 mile time. An extraordinary impressive time for the era!
The 1LE was a special order Camaro or Firebird reminiscent of the legendary COPO Camaros of the first Musclecar era. A limited production Camaro or Firebird 1LE was GM's answer to the road racing Saleen Mustangs that were dominant on the showroom stock racing circuit.
To order a 1LE performance optioned Camaro or Firebird, one had to just know their way around an order sheet. By checking off the right items, you could get the hottest Camaro or Firebird to date. You had to simply order the "G92 performance package" and delete the creature comforts of air conditioning with the "C41 AC Delete option," which gives you the standard heater option. This triggered the "bare bones" version, 1LE Road Racing Performance Package. There were only four 1LE models produced in 1988, with over 700 units being produced by the last year of the 3rd Gen run in 1992.
The 1LE option appears on the order sheet as a "Special Performance Package" and consists of:
- Twin Piston Z51 Corvette brakes
- Aluminum Drive-shaft (prop)
- High-Flow Exhaust (dual Y-pipe w/ dual catalytic converters)
- Re-calibrated Engine PROM
- Performance Axle Ratio (5.0 = 3.42 | 5.7 = 3.23)
- Hardened Axles and Gears
- Engine Oil Cooler
- Special Swinging Fuel Baffle (prevent fuel starvation during cornering)
- Special Calibrated Shock Absorbers
- Fog Light Delete
- Weight Saving Options
The Ford 302 and Chevy 305 are very close in specs, the 305 has a longer stroke but the 302 has a larger bore, and many people don't realize that the Ford 302 actually has the same size four-inch (4") bore as GM's ever-popular 5.7-liter 350ci small block.
Ford’s 302 and GM’s 305 are very close to being square-balanced engines, where the bore and stroke are very close to being equal. Toyota’s 2JZ Supra engine is a “square-balanced” engine. Ford's later version DOHC (modular) 5.0 engine released in the 2011 Mustang, is another perfectly square-balanced engine and produces over 400hp naturally aspirated, in the base GT models.
The 305 unfortunately is remembered for all the “non-performance economy versions” throughout the years, like the under-200hp economy LG4 and L03 examples, which is a shame that more folks don’t know about the 230hp 5.0 liter 305 version, which was a fantastic little package in it’s day, and if it weren't for GM guy's having the option for a larger displacement 5.7-liter 350 engine to turn to, the little 305 would have had the aftermarket support and loyal following it deserved, just as Ford's little 302 did. Although SLP had a catalog of parts for the little 305 from larger intake runners to better flowing exhaust components, that allowed the 5.0 liter 305 to reach it’s full potential and produce 300hp.
First available in 1988 with only 6 total models, and topping out in 1992 with over 700 total models produced)
