Keith Mason’s IROC is one clean example, and shows up to the party with a Maggie-blown LS1/T-56 combo. All images have been submitted by their owners.

If there’s an “underdog era” of Camaros or Firebird out there, it’s definitely the 3rd-Generation cars. Built during a time we had an actor in the White House, and good build quality was a hot selling point of the Japanese, the third generation cars never received much love from the automotive world.

There are many reasons for this. First, they are arguably not as attractive as their first-generation counterparts, they’re not as memorable as the second-generation versions, and not as quick as all of the variants that came after 1992.

But beauty is in the eye of the beholder, and we still love a clean 3rd-Gen when we see one. But after a “casting call” had been put out on the LSXMag.com Facebook page seeking enthusiasts who’ve made the LS-swap into their cherished ride, we were swamped with submissions from readers all over the country. We gathered the best examples we received – the ones that were complete, well put together, and would make even the most cynical skeptic green with envy.

Keith Mason’s ’87 Camaro IROC-Z

The first email that we opened was filled with photos and info on Keith Mason’s ’87 IROC-Z. It’s packing a Magnuson supercharger strapped to an LS1 under the scooped, OEM hood. Expelling the fumes is a set of Hawk’s Third-Gen LS third-gen headers, y-pipe, and exhaust system. 

A Hawk’s transmission crossmember holds the T-56 gearbox in place, while Mason relies on Eibach springs, Bilstein shocks, OZ Racing wheels, and a Borg-Warner 9-bolt stuffed with 3.27 gears to get him down the two-lane blacktop.

He tells us proudly that despite all of the mechanical changes, that this 26 year-old car only has 44k miles on the body, and judging by the pictures, is straight as an arrow. Mason also tells us that this car was built for a quick, fun, handling type of car that he can drive to cruises and car meets. For the dragstrip, he turns to his 800 RWHP turbocharged 4th-Gen Firehawk drop top. Well played.

Jeremy Heizer’s ’92 Trans Am GTA

From the street to the strip, the LS-swapped throwbacks are everywhere, and Jeremy Heizer’s ’92 GTA is quite a standout on the dragstrip. He originally bought the car back in 1999 – complete with a 305 TPI/5-speed arrangement. This got him through college as he put on 80k miles, but after graduation, the ol’ Bird gradually made the progression from stock to what you see here.

It currently relies on a 402 cubic inch LS2 stoker, backed by a TH350 transmission. On motor alone, Heizer has gone as quick as 10.63 at 128 MPH, but when the switch is flipped on the giggle gas, a 9.81 at 138 MPH is his current best pass.

He related to us that his last pass was with a single-stage nitrous system, but he’s hoping to go quicker this year now that the dual-stage kit has been installed. He credits his dad for inspiring him to have a passion for cars from an early age.

His other projects include a ’38 Pontiac, a ’52 Chevy, a ’77 Pontiac, along with his ’99 T/A convertible that pulls daily-driver duty. If you want to see Heizer’s GTA in action, check out the video he sent us from YouTube here.

Jared Roden’s ’92 Camaro RS

At first glance, Jared Roden’s ’92 Camaro looks like it might be a very well cared for mid-eighties Z28. That’s partly due because of it’s blue over silver paint scheme, but also because the Z28 badges claim it is one.

But if you look closer, it’s sporting the ’91-92 Z28 ground effects, hood, and RS wheels from the same era. That’s because it’s a ’92 RS, with a few cosmetic touches that make it stand pout from the ragged-out examples we see so commonly today.

Truth be told, Roden’s Camaro was one of those examples at one point, beat to death, but with an overall solid body. The original 3.1L V6 and 700R4 was yanked, and in their place went a LS1 and T-56 combo lifted from a ’99 T/A donor car.

But he didn’t swap in an LS1 and call it a day. The engine has been treated to a pair of milled LS2 heads, a new valvetrain from COMP Cams, Trick Flow,  and Texas Speed, an LS6 intake, SVO 30-pound injectors, Stainless Works headers and Magnaflow mufflers. The T-56 has been mildly upgraded and backed by an LS7 clutch. Nice ride…

Kevin Dew’s ’92 Trans Am convertible

When a friend told him about that LSXMag.com was in the middle of putting this story together, Kevin Dew was quick to send us the information regarding his ’92 T/A convertible. A pretty common theme with LS-swapped third-gens is the addition of some form of power adder, and Dew’s T/A is no different. 

Like Mason’s Camaro, it has a Maggie-blown LS1 backed by a T-56. Also like Mason’s Camaro, it’s set up for handling. More specifically, it’s an autocross car that utilizes a completely tubular, and adjustable, Spohn suspension system that keeps the 21 year-old F-body planted in the corners.

But life with this car has never been easy. It was involved in an ugly accident some years ago, and it prompted Dew to completely overhaul the car into what you’re looking at here. The electrical system and drivetrain were borrowed from a 2000 Camaro Z28, and a dashboard was sourced from a ’96 Trans Am.

In case you’re wondering, it puts out 507 horsepower and 491 pound-feet of torque to the tires – quite a step up from the original 305 CI powerplant. You can read all about Kevin Dew’s T/A in the 10-page build thread here, and there’s a YouTube video of Dew’s Trans Am here.

Jerry Buckamneer’s ’89 Trans Am GTA

Out of all of the reader submissions we received for this story, this one was particularly interesting. No, it’s not the fastest of the bunch, but that doesn’t mean that the story isn’t interesting. First, it’s the case of a buying-selling-buying-back-selling, and eventually getting it back for good type of story.

Buckamneer initially bought the car back in 1990 with 14,000 miles on the clock, and immediately started bracket racing it. It was a consistent low 14-second car, and he had a lot of  fun with it for five years. But then he was struck with Post-Polio Syndrome and was forced to sell.

In 2001, feeling a little better, he found the car sitting on a used car lot, and quickly purchased it hoping to relive the old glory days. But at the time, it was mechanically too far gone for Buckamneer to get involved with, so he regrettably sold it again.

Several years later, Jerry Jr. found the car again and bought it for himself. With the help of the elder Buckamneer, the two got the car rebuilt and packing LS power from a 2001 Z28. Many upgrades came with the swap, and today the car is relying on Stage 2.5 5.3L heads, LS7 lifters, an LS6 intake, an LS2 timing chain, a Torquer camshaft upgrade, and a free-flowing Hawk’s/Magnaflow exhaust system.

A Performabuilt Level 2 4L60E transmission with an Edge 3200 stall converter is what sits behind the LS1, while Spohn and QA1 come together to help bring the 80’s suspension into the 21st century. To date, the car has run a best pass of 11.22 at 121 MPH, and the Buckamneer’s are shooting for 10’s this season. It’s been a rough and trying journey, but they managed to come out on top.