Third-Gen Camaro Suspension - 1983 Camaro Handling Upgrades

If you're a third-gen owner, we'll bet there's times you feel like the world can be an unfair place. It seems like every aftermarket suspension company out there is making replacement subframes for first-gen Camaros, while others cater to the second-gen and fourth-gen crowd.

But where's the love for the third-gen Camaro owners who want to throw down in the twisties? Thankfully, the gearheads over at Hotchkis Performance saw this inequity and hit the drawing boards. What they came up with were some performance-driven suspension components designed to help third-gen owners keep up with their Camaro brethren when the road varies from the straight and narrow. So, we fired up our laterally-challenged '83 Camaro and headed over to Hotchkis for some suspension TLC.

1983 Chevrolet Camaro Suspension Install

We updated the front of our third-gen with Hotchkis' Sport Suspension sway bar kit. Included is a 1 7/16-inch hollow bar (PN 2203 $553.30), bushings, brackets, and end links. (A one-inch hollow rear sway bar included in next photo). For this build we also went with the Premium Steering Rebuild Kit (PN CHESTR033 $550.50), which included the inner tie rods, outer tie rod ends, idler arm, and centerlink. Although they're not included in the kits, we wanted to get maximum performance, and drop our ride height an inch, so we added in the Sport Coil Springs (PN 1903 front & rear $270.60). Hotchkis now does installations at its Premium Installation Center, so you can have your parts bolted on and aligned by those that know them best.

For the rear, Hotchkis supplied us with a one inch hollow sway bar that included bushings, brackets and end links. To this we added the Hotchkis' rear suspension package (PN 1801 $457.60). The kit included fabricated lower trailing arms, adjustable pan hard rod, and all of the hardware needed to help keep the Camaro flatter in the curves. The rear coil springs will also drop our ride down an inch.
For the rear, Hotchkis supplied us with a one inch hollow sway bar that included bushings,
To round out our suspension upgrade we stiffened the chassis with a set of black powdercoated Hotchkis subframe connectors (PN 4001 $285.50). These will play a big part in reducing chassis flex and cowl shake. These cars, especially the ones with T-tops, really benefit from this easy modification.
To round out our suspension upgrade we stiffened the chassis with a set of black powdercoa
For this build we started in the rear and worked our way up front. Our experienced Hotchkis suspension technician, Corey Bedortha, took us through the installation. Corey's first step was to remove the sway bar end links. This car has had the bushings upgraded, but the stock components consisted of the old GM stuff. He then pulled the sway bar, old shocks, and worn-out springs.
For this build we started in the rear and worked our way up front. Our experienced Hotchki

Corey then dropped in the new rear spring and spring spacer. Once the new springs were installed, he pulled the old trailing arms. Easy enough for a caveman, or even a magazine editor.
Corey then dropped in the new rear spring and spring spacer. Once the new springs were ins
The Hotchkis trailing arms bolted right into the stock location with no drama. To prevent bushing bind, we didn't tighten them all the way until the car is lowered to ride height. We were sure to clean the mounting bracket of decades of old crud, and used the supplied lube on the new urethane bushings. This will help stop any errant squeaks once we hit the road.
The Hotchkis trailing arms bolted right into the stock location with no drama. To prevent
Before installing the new panhard bar, Corey measured it alongside the stock bar to get the new one close in length. The new panhard bar simply bolted right into the stock location. When cornering hard the panhard bar is put under tremendous load. The stiffer bar will resist flexing and keep the rearend where it belongs--centered under the Camaro.
Before installing the new panhard bar, Corey measured it alongside the stock bar to get th

With the old, worn shocks removed, our new Tokico Gas Shocks bolted right into place. We had to get behind the rear seat and pull back the carpet in order to access the top shock bolt.
With the old, worn shocks removed, our new Tokico Gas Shocks bolted right into place. We h
Once the panhard bar was lined up and tightened down, Corey bolted in the sway bar using the supplied mounts. We made sure to use a little anti-seize on the U-bolts and dabbed some of the supplied lube on the sway bar bushings. With the end links tightened up, we lowered the car and finished bolting down the trailing arms.
Once the panhard bar was lined up and tightened down, Corey bolted in the sway bar using t
The new rear suspension components are ready for action and more important, track testing. The only downside is the sad fact that the shiny new parts only make the bottom of our Camaro look even more dingy.
The new rear suspension components are ready for action and more important, track testing.

With the rear components a done deal, Corey moved to the front of the F-body. He started by removing the end links and mounts for the front factory sway bar. Next, he removed the tie rod and strut from the spindle.
With the rear components a done deal, Corey moved to the front of the F-body. He started b
The brake caliper was unbolted and moved out of the way. It's not a good idea to let the caliper hang by the hose, so Corey suspended it from the frame using a zip tie.
The brake caliper was unbolted and moved out of the way. It's not a good idea to let the c
Corey carefully released spring tension off the A arm in order to get the spring out safely. Caution is needed here. If the spring is under pressure, it could fly out causing serious damage to your car, or worse, yourself. With the old spring out of the car, we finished unbolting the strut from the strut tower.
Corey carefully released spring tension off the A arm in order to get the spring out safel

The new struts come with new upper strut mounts that simply bolt in the stock location.
To install the new Tokico strut (PN BB400K) we used two install kits (PN HK22032 and HK22033). With this installed we put the new Hotchkis spring in place using a long prybar to "pop" it into the lower control arm. The linear rate, 600-pound spring will give the Camaro a one-inch drop. We then repeated the procedure on the driver side.
To install the new Tokico strut (PN BB400K) we used two install kits (PN HK22032 and HK220
With the strut and spring installed we could then bolt it all back together and put the stock brakes back on. This was a good chance for us to realize how worn out the factory brakes were.
With the strut and spring installed we could then bolt it all back together and put the st

Corey removed the old steering linkage and then started putting together the new stuff. Having all of these common "wear and tear" parts provided in the Hotchkis kit made life a lot easier. We adjusted the new tie rods to match the length of the old ones. This at least got us in the alignment ballpark.
Corey removed the old steering linkage and then started putting together the new stuff. Ha
With the steering replaced, we moved onto the front sway bar. The 1 7/16-inch hollow bar is quite a bit stronger and lighter than the stock unit. We made sure we used the supplied spacers (red arrow) so the bar wouldn't hit the pinch weld on the frame (blue arrow). You can also see the new tie rods and heavyduty adjusters in place.
With the steering replaced, we moved onto the front sway bar. The 1 7/16-inch hollow bar i
In preparation for welding in the new subframe connectors, Corey ground the front and rear frame areas to ensure a good weld. He also had to grind the powder paint off of the connectors where they would be welded. When installing subframe connectors, make sure you do it with the suspension loaded and not hanging. If the chassis is twisted when you weld on the connectors it will stay that way when you put it back on the ground. Not good. In this photo, you can also see the large void between the front and rear frames. This is the area that will be bridged by the connectors to help eliminate chassis flex.
In preparation for welding in the new subframe connectors, Corey ground the front and rear

The rear of the subframe connector bolts to the car using the forward bolt on the rear trailing arm. Nonetheless, this end really needed to be welded to the car to get the maximum benefit. You can see where Corey ground the powder off the part in preparation for welding.
The rear of the subframe connector bolts to the car using the forward bolt on the rear tra
After we welded up the connector, we hit it with some gloss black spray paint. A side benefit of the Hotchkis subframe connectors is that we now have a great place to jack up the side of the Camaro.
After we welded up the connector, we hit it with some gloss black spray paint. A side bene
Corey then aligned the Camaro. This is where you need to decide how aggressive a setting you want. Go too radical and the car will slice the cones great, but not drive very smooth on the highway. Worse, a very aggressive setting can eat through your front tires in no time. We had Corey dial in what Hotchkis considers a performance street tune. Good performance when flung around curves, but excellent street manners for everyday driving.
Corey then aligned the Camaro. This is where you need to decide how aggressive a setting y

Track Thrash Results
Sure, the new parts are nice and sparkly, but did they make the third-gen perform any better? When we first got the bone-stock Camaro, we did baseline testing with the worn factory parts. This gave us a best 200-foot skidpad number by pulling .78g and an average speed of 39.1 mph through 420 feet of cones.

With the baseline numbers in place, we went back to the track sporting our new Hotchkis suspension parts. With multiple runs, we adjusted the firmness of the Tokico Illumina Shocks for maximum performance. Our skidpad numbers improved to .81g, while the speed through the cones clicked up to 40.9 mph. With the lowered center of gravity and improved geometry of the Hotchkis system, it was obvious we had reached the limits of the stock width 15-inch Firestone Indy 500 tires. We just couldn't get them to hook any further. Basically, the improved suspension was outperforming the tires. In order to move the needle up the scale, we fit the Camaro with a new set of Billet Specialties Apex-G 17-inch wheels shod in Nitto 555 rubber. With some more shock tuning, the F-body managed to pull an average of .88g on the skidpad, and the speed through the cones shot up to 44.7 mph.

Most important, the Camaro stayed pretty flat and gained more predictability while cutting through the slalom cones. Although the car is now quite a bit more maneuverable and fun in aggressive driving situations, it didn't hinder its smooth personality on the highway. So, with the increased drivability of our third-gen, we can't wait to get some real power to the wheels to see what it can really do.

SOURCES
Hotchkis Sport Suspension	Nitto Tires
(888) 735-6425	www.nittotire.com
www.hotchkis.net
	Billet Specialties
Energy Suspension	(877) 240-4185
(949) 361-3935	www.billetspecialties.com
www.energysuspension.com

Tokico
(800) 548-2549
www.hitachi-hap-la.com/TokicoGasShocks