American Car Spotters Guide - 1982

Work on the third generation Chevrolet Camaro and Pontiac Firebird began in 1975, when the industry's thoughts were full of the possible long term effects of the energy crisis. Fortunately, in view of the way in which demand in the American market had developed in the late 1970's, General Motors' product planners did not turn their thoughts toward the ultimate economy package of a smal front-wheel drive car to replace the lone carriers of the muscle-car banner. The new versions retained the classic layout - front engine, rear drive, and a rigid axle Nevertheless, the new F generation was laid out along more compact lines: the wheelbase was 7.5 inches shorter at 100 inches and overall length was 187.8 to 190 inches against over 197 inches. The result was a weight drop of between 331 and 529 Ibs, although all-up weight was still between 2870 and 3197 Ibs. The Comaro's shape was influenced by wind-tunnel testing at GM's then new facility at Warren, Michigan, and the drage factor was measured at around 0.33. Power units started with a 2.5-liter four cylinder with single-point injection producing 67 kW (91 hp) and coupled to a manual four-speed box or a three-speed automatic. Next came a carburetter 2.8-liter V6 (76 kW - 103 hp), and then there were the famous V8s, not as popular in the USA in 1982 as they used to be. They are 5.0 liters capacity, producing some 108kW (147 hp) in carburetter form and around 123 kW (167 hp) in the Z-28 form with single point injection. This motor gave the Z-28 a top speed of over 120 mph, a speed matched by its Pontiac counterpart, the Firebird Trans Am.

More than just a new car, the Alliance was an important political event, marking the strong return of Renault to the American market through the medium of its relationship with American Motors, who built the Alliance - an Americanized R9 - in its plant at Kenosha, Wisconsin. Technically, the car was unchanged, with all-round independent suspension. The Renault engineers left this in its Euroopean form, rather than going for the softer American settings that could have had a disastrous effect on steering and handling. The Renault-produced engine was the 1397-cc OHC unit, mounted crosswise with the gearbox on the end, and fitted with fuel injection, a modification for this model only. The injection equipment was by Bendix, with a Bosch version for the Californian market, where tougher emisssions standards required a rather more sophisticated approach. Power output was between 56 and 58 hp, with a compresssion ratio of 8.8: 1 . Drive was through a four or five-speed manual box or a Renault-built automatic controlled by a microprocessor. The three-box body was unchanged from that of the R9 in general concept and was available in both two and four-door verrsions. Externally, the appearance had been altered by new bumpers, which increased overall length from 159.8 to 163.7 inches, a new grille with four rectangular headlamps, new body side trim, and new wheel discs. Five trim levels were offered, together with an extensive list of options to suit American tastes. Among them were power steering (not available in Europe). infrared remote-control door locks, complete air-conditioning, cruise control, and the System Sentry, which checked on engine and gearbox oil levels, cooling system contents, brake-pad wear, and levels of headlamp wash water, power steering fluid and brake fluid.