The Overview

A decade ago a used Corvette was out of reach for most of us: the C1, C2 and early C3 were collectors’ cars, the late C3s were slow and cheaply built, and even the C4 that promised better performance and handling arrived with the Cross-Fire 1984 and the 4+3 gearbox. Four generations and a mid-engine car later, the C4 is the cheapest Corvette of the last fifty years and the cheapest way into the Corvette lifestyle: a running 1984 can be had for the price of a used economy car, a good L98 or LT1 for $10,000 to $15,000, and the ZR-1 that cost $58,995 in 1990 trades around $37,000.

Is it a real Corvette? Yes. The C4 was the first fully redesigned Corvette since the 1963 Sting Ray, celebrated when new for its futuristic design, its uniframe chassis and aluminum suspension, its digital dash and its cornering, and it got overlooked afterwards for the same reason the late C3 did: the cars that followed it (the C5, the C6 that took the Corvette to Le Mans, the C7) were so much better that the C4 came to look like a blip. It is not. It is a highly capable car that road racers still campaign, it looks less dated and more classically attractive with every year, and the 1980s it comes from have found a new audience.

That cheapness is also the trap. More C4s have been abused, neglected or ignored than any other Corvette, and the gap between a well-kept car and a tired one is wider than the price difference. This guide covers the thirteen years and what changed, the engines and the editions, what each tier of the market costs from the results the site tracks, what the cars are like to drive and own, the known-what-to-look-for list the old guide was built around, the inspection step by step, how to verify a ZR-1, a Grand Sport, a Callaway or an anniversary car, and the questions readers ask most. The year pages and the model pages go deeper; this is where to start.

Why the C4 Is the Corvette to Buy on a Budget

The Definitive C4 Corvette Buyer’s Guide

As recently as a decade ago, the idea of purchasing a used Corvette was prohibitively expensive for many of us.

The classic Corvettes from the fifties (C1), sixties (C2) and early-seventies (C3) were (and still are) commonly recognized as high-dollar garage queens or collectors' cars. Corvettes from the late seventies and early-eighties (1978-1982) were under-powered, considered cheaply made and were just not that aesthetically or mechanically appealing. Even the early C4's - which promised improved performance and drivability - had their problems, what with the 1984 Cross-Fire Injection and its unusual 4+3 manual transmission. By the late 1980's, the fourth-generation Corvette had evolved into a more desirable automobile, thanks in part to the arrival of the ZR-1. Still, as with the older-generation Corvettes, the late model C4's were largely out of reach financially for many of us.

Fast-forward to the present and you'll discover that this is no longer the case. With four-generations of Corvette now separating the C4 from its newest, mid-engine sibling, and with the refinements to both the form and function of each iteration of the car that followed the fourth-generation model, prices have never been better on Corvettes built between 1984 and 1996. In fact, purchasing a C4 is a fun-and-affordable way to indoctrinate yourself into the Corvette lifestyle - even on a budget.

But Is the C4 a “Real” Corvette?

In a word - YES!

The fourth-generation Corvette often gets overlooked by many Corvette enthusiasts simply because it arrived during a time when government-mandated safety and emission regulations as well a need for increased fuel economies forced Chevrolet to develop a version of their beloved sports car that was less about engine output and raw-power and more about handling and drivability. At the same time, the C4 Corvette was the first fully-redesigned Corvette since the 1963 Corvette Sting Ray. When it was first introduced in 1984, it was celebrated by enthusiasts for its futuristic design and its use of (then) cutting-edge technology.

Today, the fourth-generation Corvette may look a bit dated compared to the seventh-generation Stingray or the eighth-generation mid-engine C8, but part of its appeal is that it calls back to a pivotal decade which has, thanks to shows like Stranger Things, found an entirely new audience who just can't get enough of the 1980's. Just like its predecessors, the C4 Corvette (in all its iterations) looks less dated and more classically attractive. While it may never be seen as vintage, at least not in the way a 1963 Corvette is considered as such, it nonetheless has become an iconic symbol of its era while remaining immediately recognizable as a Corvette.

Some of what makes the C4 less attractive to enthusiasts can be tied to the models that followed the fourth generation Corvette just as much as any shortcomings of the C4 itself. The arrival of the C5 Corvette brought significant advances in performance, ergonomics and build quality. These refinements helped catapult the fifth-generation Corvette onto the global stage both on-and-off the racetrack. As such, the C4 was quickly overshadowed by the improvements made to the C5 between 1997 and 2004. The C6 Corvette further advanced all the best elements of the C5, catapulting the Corvette forward as a genuine contender in European racing circuits, including the 24 Hours of Le Mans. By the time the C7 Corvette arrived in 2014, the fourth-generation Corvette was considered by many as an outdated blip in the history of the brand.

While the advances made by each successive-generations of the Corvette pulled attention away from the C4, it is a highly capable vehicle both on-and-off the track. The fourth-generation Corvette more than holds its own - as proven by the countless road racers across the country (and around the world) who continue to regularly drive them in competition. Additionally, attend any local Cars & Coffee event in your hometown. You'll find a number of examples of the fourth-generation Corvette on display and looking as good as they did when they rolled off the assembly line in Bowling Green more than 35 years ago.

Built around handling, and better every few years

The fourth-generation Corvette was designed around handling and drivability rather than horsepower, because emissions, safety and fuel-economy rules left Chevrolet no choice, and it shows in the hardware: a galvanized steel uniframe that welded the windshield frame into a single structure instead of the body-on-frame of every Corvette before it, forged-aluminum control arms, fiberglass transverse springs at both ends, rack-and-pinion steering, 16- and then 17-inch wheels, a clamshell hood that lifted the whole nose, and a one-piece removable targa top in place of the C3’s T-bars. The suspension was dialed in with stiff shocks and high spring rates that gave the car cornering numbers no American car had posted and a ride that could be punishing, especially on early Z51 cars; by 1996 Chevrolet had softened it and offered selective ride damping that changed the setting to suit the road.

The engines got better every few years

Every C4 but the ZR-1 has a version of the 5.7-liter, 350-cubic-inch small block, and they are among the best-regarded engines of their era. The 1984’s L83 Cross-Fire Injection (205 hp, 290 lb-ft) was the 1982 engine carried over, a twin throttle-body system that is remembered as underpowered and temperamental but was a necessary step toward meeting emissions while keeping power, and whose faults (leaky intake manifolds, sticky idle-air motors, air-injection pumps) are well understood by the owners who buy these cars for their affordability and sort them out. The L98 with Tuned-Port Injection (230 to 250 hp, 1985–91) was Chevrolet’s first truly successful fuel injection, computer-controlled fuel and spark that gave better mileage and sharper throttle response, the same engine GM put in the IROC Camaro and the Trans Am GTA, and the most durable engine of the generation. The LT1 (300 hp, 330–340 lb-ft, 1992–96) brought reverse-flow cooling that cooled the heads first and allowed higher compression, and one famous weakness, the Optispark distributor, covered below. The LT4 of 1996 added 30 horsepower for six-speed cars. Above them all, the ZR-1’s LT5: a Lotus-designed, Mercury Marine-built 32-valve, double-overhead-cam 350 with 375 hp and 370 lb-ft (1990–92) and 405 hp and 385 lb-ft (1993–95) from cam timing and porting changes, four-bolt mains and EGR from 1993.

The cheapest Corvette, and the one with the most range

No generation offers a wider spread for the money. A 1984 with a working digital dash is a sub-$10,000 car; a 1989–91 six-speed L98 with FX3 is a real driver’s car in the teens; a 1992–96 LT1 six-speed is the best-driving cheap Corvette there is; the 1988 35th Anniversary, the 1993 40th Anniversary and the 1986 and 1995 Pace Car convertibles are affordable collectibles; the Callaway twin-turbos are a cult with their own registry; the 1996 Grand Sport is the C4 collectors want; and the ZR-1, the “King of the Hill” that out-ran a Ferrari Testarossa, is a supercar for the price of a new Civic, if you buy the right one. The old post called the C4 a fun and affordable way to indoctrinate yourself into the Corvette lifestyle, and that is still exactly right.

What the C4 asks of a buyer

Mileage matters more on a C4 than on any older Corvette, because so many were kept as second cars: a 5,000-mile car of any year brings two or three times a 60,000-mile one. The electronics and the rubber are where the money goes (the dash, the weatherstrips, the headlight motors, the FX3 shocks), not the body or the engine. And the sheer number of tired examples means knowing what good looks like before you shop. The rest of this guide is about that.

MORE: THE C4 HUB / THE C4 ZR-1 MODEL PAGE / THE C4 GRAND SPORT MODEL PAGE / ALL THE GENERATIONS

The Model-Year Changes in Detail, 1984–1996

The table gives the headlines; this is the old guide’s anatomy of the car and its year-by-year, kept as written: the suspension, the four engines and the ZR-1’s LT5, the things that make a C4 a C4, and what changed in each of the thirteen years. The year pages carry the full specifications, options, colors and production for each.

Anatomy of the Fourth-Generation Corvette - the Good, the Bad and the Ugly

There's a lot to love about the fourth-generation Corvette. If you've never driven one, its a unique experience, even when compared to driving other-generations of America's sports car. As with any car, it has its high-and-low points - it's strengths and weaknesses if you will. While we'll drill into the specific weaknesses you should be on the lookout for later in this article, the following topics are a general overview of all that was good, and some of what was not-so-good, about Corvettes built between 1984 and 1996.

Suspension

While structural rigidity is a given on today's Corvettes, the body structure of the fourth-generation Corvette was somewhat less rigid, which caused some body flex, especially in the convertible models. To compensate for this, Chevrolet developed an all-aluminum suspension for the fourth-generation Corvette that was dialed in with surprisingly stiff shocks and very high spring rates. This setup gave the C4 incredible cornering capabilities, but it could also make the car extremely uncomfortable when driving it for any length of time. This rigid suspension setup was especially true of the early fourth-generation Corvettes along with those that came equipped with the optional Z51 suspension package. By 1996, Chevrolet had refined the suspension setup on the C4 and even offered consumers an optional selective ride setup that changed the rigidity of the ride based on driving conditions.

Engine/Powerplant

As you'll see below, the powerplant that breathed life into the C4 Corvette improved throughout the lifespan of the fourth-generation model. That said, all iterations of the 5.7 liter, 350-cubic-inch small-block engine that were used between 1984 and 1996 remain some of the best regarded powerplants from that era.

When the C4 was introduced in 1984, it produced a very modest 205 horsepower. By 1996 however, Corvette was utilizing the LT1 engine and pushing north of 300 horsepower out of their cars. While all variants of the powerplants used are timid (compared to the Corvette engines being built today), the setup on these cars still gave their drivers a thrilling driving experience. Even the L98, which was used from 1984 to 1991, was surprisingly powerful (despite how it might be perceived when looking at its performance specs on paper.) In fact, the same L98 that was used in the Corvette was also the engine selected by GM to power their IROC Camaros and the Pontiac GTA Trans Am.

L83

The L83 engine was introduced in 1982 for the final year of the C3 Corvette. The engine was a 350 cubic inch V8 that was rated at a modest 200 horsepower and 285 lb./ft. of torque. This engine carried over to the 1984 Corvette (there was no production Corvette built in 1983) and received a marginal increase in power. Now rated at 205 horsepower and 290 lb./ft. of torque, this engine was significant for its introduction of Cross-Fire Fuel Injection, which was actually a twin throttle-body fuel injection system.

While the Cross Fire Fuel Injection is often viewed as both under-powered and temperamental, this hybrid throttle-body fuel injection system was actually a necessary leap forward in the advances of the Corvette powerplant. There were considerable emissions requirements that had to be met and GM's engineers were looking at ways to maintain power output while ensuring the Corvette met these requirements. While considered vastly underpowered by today's standards, the Cross-Fire Fuel Injection system actually improved engine horsepower in 1984 (as well as in the 1982 C3 model) over carbureted iterations of the C3's powerplant.

For anyone considering an inexpensive first (or next) Corvette, the 1984 Cross Fire Injection Corvettes are the most affordable (on average) of any used Corvette currently on the market. And while it is true that the Cross Fire Fuel Injection system has its problems - such as leaky intake manifolds, sticky IAC motors and temperamental air-injection pumps - there is also a large subset of consumers who have purchased these cars for their affordability, made some modifications to the fuel injection system, and have enjoyed driving these cars both on the open road and on the racetrack.

L98

The L98 featured Tuned Port Injection (TPI), which was considered by many as Chevrolet's first successful venture into the world of EFI (we beg forgiveness of anyone who actually appreciates the L83's crossfire injection system.) The L98 engines featured computer-controlled ignition and fuel injection which delivered more precise control of both fuel and spark, which resulted in both better fuel mileage and a far more responsive throttle control. The L98 enabled Chevrolet to offer higher level of powers and performance while also navigating government sanctioned fuel economy regulations. Yes, its true that the L98 was certainly not the most powerful V8 of its generation, or even the most powerful V8 offered by General Motors during that time, but it still represented a huge leap forward in performance and output over the engines that had immediately preceded it. Moreover, it paved the way for even more powerful engines -such as the LT1.

LT1

The LT1 engine replaced the L98 in 1992. Rated at 300 horsepower and 330-340 lb./ft. of torque (depending on the year), the LT1 featured a remarkable improvement in engine horsepower over its predecessor. The new engine featured Multi-Port Fuel Injection and a reverse-flow cooling system which cooled the cylinder heads first, helping the engine to maintain lower combustion chamber temperatures which allowed the engine to run at a higher compression than its predecessor.

Like the L98, the LT1 was considered a fairly reliable engine, save for one fairly common - and significant - issue that has plagued the LT1 almost since its inception in 1992 - the Optispark Ignition System.

While a traditional fuel-injected small-block Chevy V8 had the distributor mounted near the rear of the engine block, the LT1 featured anew type of optical sensor that was placed in the front of the engine. This sensor was able to see the LED light passing through a spinning reluctor wheel in one-degree increments. This meant that the LT1's ECM was able to know where each piston was located at any given time and which cylinder would fire next. In turn, this allowed the ECM to make minor adjustments to ignition timing during engine operation.

While this technology was advanced for its time, its placement in the front of the engine caused the Optispark system to suffer from exposure to road water, grit and salt far more than a typical distributor. Additionally, being mounted beneath the waterpump, it would fail if/when the waterpump failed - and even a small amount of water from the waterpump weep hole would often wipe out the distributor entirely. To that end, even a split radiator hose could cost C4 owners hundreds of dollars if the leaking coolant came into contact with the distributor. Adding to this issue, the factory ventilation holes on the distributor were too small, which would result in ozone buildup and corrosion within the distributor, which could lead to engine misfires. These holes were also too small to allow water to escape, so if the Corvette sat for a few weeks, the condensation in the distributor would result in water getting trapped within the distributor cap.

Despite this one issue, the LT1 was a solid engine, with horsepower and torque to spare. While it should be noted that the Optispark ignition can cause issues with the later-model C4 Corvettes, there were many aftermarket distributors manufactured that resolved the aforementioned issues. We make mention of it here only because this issue plagued so many Corvette owners back when the C4 was new.

LT5

The LT5 engine was introduced in 1990 and was released by Chevrolet as the powerplant for the C0rvette ZR-1. The LT5 engine featured a Lotus Engineering-designed double overhead cam, 350 cubic-inch engine rated at 375 horsepower and 370 lb./ft. of torque for the 1990-1992 Corvette ZR-1's and 405 horsepower and 385 lb./ft. of torque for the 1993-1995 Corvette ZR-1's. The jump in power rating on the later engines was due to cam-timing changes and improvements to engine porting. The 1993 engine also added 4-bolt main bearing caps and an exhaust gas re-circulation system.

Everything Else

While very few of us would say that the C4 Corvette was perfect, there were/are a lot of nuances to the car that have become an important part of its character and charm. For example, the C4 has some of the largest and widest door sills of all eight-generations of Corvette. The sills had a lot more to do with function than the car's form, and getting into and out-of a fourth-generation Corvette is anything but graceful, yet the design adds a distinctive 1980's aesthetic to the car that plays to the same excess that abounds in everything from that era.

The entire design of the C4 was far more understated than its predecessor. Where the C3 Corvette drew heavy design influence from the Mako Shark II concept car, with its swooping front fenders and its countered cockpit, the C4 was more subdued by comparison with an emphasis on deliberate bodylines that were functional as well as fashionable. The C4 was the first-generation of Corvette to shift its focus to the form follows function design process.

Unlike the body-on-frame construction practices used on earlier Corvettes (up to and including the 1982 C3), the C4 Corvette utilized a uniframe sub-assembly design. Uniframe fabrication combines critical elements of the car, including the cars's windshield, into a single, welded unit.

Lastly, instead of utilizing a two-piece T-top construction for its removable roof panels on coupe models, the C4 Corvette featured a single-piece removable targa top. The larger, single piece assembly enabled drivers a more open, less restrictive view while driving with the top off. Thanks to advances made in the rigidity of the unibody frame, the removable targa top became the standard on all-generations of Corvette coupes from 1984 onward.

1984

While Chevrolet had originally intended the C4 as a 1983 model year vehicle, changing emissions standards and a desire not to rush into production caused a year-gap between the outgoing C3 and the arrival of the fourth-generation C4 Corvette.

The 1984 Corvette is unique in that it features the same Cross-Fire Injection engine that was introduced in the 1982 Corvette. Designated L83, the 350 cubic-inch engine was rated at just 205 horsepower. Unlike the C3, which could only be ordered with an automatic transmission, the 1984 Corvette could also be ordered with a Doug Nash 4+3 manual transmission, although this option did not arrive until late in the production year. As a result, just 6,443 Corvettes were equipped with this gearbox in 1984, making the pairing a fairly rare combination today.

More common was the inclusion of the Z51 performance suspension upgrade, an option which included heavy-duty front and rear springs, shock absorbers, stabilizer bars and bushings, a faster steering ratio, an engine oil cooler, and extra radiator fan, P255/50VR16 tires and directional alloy wheels (16 x 8.5- inch in the front and 16 x 9.5-inch in the rear.) More than half of the 1984 Corvettes built that year came equipped with the Z51 option (25,995 units total.) While a popular option for performance driving, this setup made for a very unforgiving ride on any surface that had even minor imperfections to it.

Despite its limited horsepower and unrefined handling, the 1984 Corvette proved to be a huge sales success when new. Because Chevrolet did not present a 1983 Corvette to the buying public, the 1984 Corvette was introduced in March, 1983, resulting in the longest single-year production run of any model Corvette built before or since. The outcome of this long run was that the 1984 Corvettes became the second-highest produced Corvette of all time, with 51,547 units sold that year.

While the Cross-Fire Injection system may be considered undesirable to many, a well-maintained 1984 Corvette will likely be one of the most affordable Corvettes on the market today, with many examples selling for $8,000 or less.

1985

While the overall aesthetic of the car remained largely the same from 1984 to 1985, the sophomore model of the C4 Corvette saw a significant refinement - the replacement of the L83 Cross-Fire Injected Engine with the 230-horsepower L98 engine with Bosch Tuned-Port Fuel Injection. In addition to the respectable bump in horsepower, the 1985 Corvette's torque output also increased from 290 lb-ft of torque to 330 lb-ft.

As the unforgiving ride of the aforementioned Z51 suspension was definitely a concern for many consumers, Chevrolet addressed the issue with a 25 percent reduction in spring rates and the inclusion of 9.5-inch wheels all around. The 1985 Corvette also received Delco-Bilstein gas-charged shock absorbers and thicker stabilizer bars.

Corvettes equipped with a manual transmission that year received a new, heavy-duty 8.5-inch ring differential. Rear axle gearing ratio for manual transmission models was 3.07:1. Standard gearing ratio for automatic transmissions was 2.73:1 although the optional, higher gear ratio could be ordered on cars equipped with an automatic as well via RPO G92.

These new features improved the car's overall performance between the 1984 and 1985 models and resulted in another year of large sales numbers. In 1985, Chevrolet sold 39,729 Corvettes.

1986

Arguably the biggest announcement for the 1986 model year was the return of a Corvette convertible, an option that hadn't been available to consumers since 1975. In commemoration of the return of the convertible, the 1986 Corvette was selected to serve as the official pace car for the 70th running of the Indianapolis 500. All 7,315 convertibles produced that year were considered pace car replicas, regardless the color selection of each car.

A new Vehicle Anti-Theft System (VATS) was introduced with the 1986 Corvette. Cars now required a special VATS key that featured a unique unique ignition key with a black, embedded pellet. The ignition lock cylinders could measure the electrical resistance of the pellet (there were 15 different pellets in all) and served as a secondary means of verifying that the ignition key was the correct one for the car.

Fifty Malcolm Konner Commemorative Edition Corvettes were produced in 1986 as well. These cars were built to commemorate the New Jersey Chevrolet dealership's founder, Malcolm Konner. All fifty of the cars were coupes and all featured a special, two-tone paint scheme, silver-beige over black and all of them had graphite leather interiors.

Horsepower on the 1986 Corvette was increased to 235HP. The L98 featured new, aluminum cylinder heads. The car also included anti-lock brakes (ABS) and a center-mounted brake light as standard features. Despite the return of the convertible model, total sales of the 1986 Corvette dropped by roughly 11,000 units to just 27,794 cars sold that year.

1987

The 1987 Corvette was ranked by Car and Driver magazine as one of the top-ten cars that year. It was also recognized by Motor Trend magazine as the winner of the top speed, best braking and best skidpad categories for the 1987 model year.

The most significant mechanical upgrade made to the 1987 Corvette was the introduction of new roller valve lifters which boosted the L98 engine's output to 240 horsepower, which was a 5 horsepower bump over the 1986 Corvette.

The biggest announcement for 1987 was the introduction of regular production option (RPO) B2K. This $19,995 upgrade was not a factory installed option, but rather an aftermarket upgrade performed by Callaway Engineering. Fully assembled Corvettes were shipped from the manufacturing plant in Bowling Green, Kentucky to Callaway Engineering in Old Lyme, Connecticut for modifications to the engine which included the installation of a twin-turbo system to the factory engine. When so equipped, it boosted the car's horsepower output to 345hp and 465lb./ft. of torque. All 1987 Callaway Corvettes were equipped with manual transmission and none were certified for sale in California. A total of just 188 twin-turbo Corvettes were built in 1987. Of these, 123 were coupes and 65 were convertibles.

The other big news for 1987 was the introduction of a new Z52 sport-handling package. It combined elements of RPO Z51 with the softer suspension of base model Corvettes. RPO Z52 included a radiator boost fan, Bilstein shock absorbers, an engine oil cooler, a heavy-duty radiator, 16x9.5-inch wheels, a faster 13:1 steering ratio, larger front stabilizer bars and the convertible-inspired upgrades also introduced with RPO Z51 in 1987 which fortified the structural rigidity of the convertible Corvette's frame.

Total Corvette sales improved for the 1987 model year with a total of 30,632 Corvettes produced. Of these, 10,625 were convertible models.

1988

The 1988 model year marked the 35th anniversary of the Corvette. Chevrolet celebrated the anniversary by creating a special-edition trim package which was limited to just 2,050 examples. The 1988 35th Anniversary Corvette featured white paint with a black roof bow, a white leather interior (including a white steering wheel and white leather seats), white painted wheels and unique badging commemorating Corvette's 35th anniversary. The option (RPO Zo1) was only available on coupe models of the car.

The 1988 Corvette offered consumers a number of other new options including: carpeted door sills, solution-dyed carpet, improved flow through ventilation for the coupes and a lower, rearward relocation of the parking brake handle. In addition, improvements to the braking system now included new dual-piston front brakes and parking brakes which activated the rear disc brake pads instead of activating small, separate parking drum brakes (as had been standard on all earlier models.) All 1988 Corvettes also received improved hood support rods and a more efficient air conditioning compressor.

The features included in RPO Z51 and Z52 changed some for the 1988 model year. Both had newly styled 17x9.5-inch wheels with twelve cooling slots and P275/40ZR17 tires. The Z51 had higher spring rates and a finned power steering cooler as before but it also received larger front brake rotors and calipers. RPO Z51 was limited to manual transmission coupes. RPO Z52 was not restricted.

1989

The most significant change to the 1989 Corvette was the introduction of the ZF (Zahnradfabrik Friedrichshafen) sourced six-speed manual transmission. The transmission, which could be ordered under RPO MN6, was a no-cost option on the Corvette. It featured a computer-aided gear selection (CAGS) which bypassed second and third gears (and locked out fifth and sixth) for improved fuel economy when a series of low-performance criteria were met.

The standard six-slot 16x8.5-inch wheels that had been introduced in 1988 were discontinued for the 1989 model year. The twelve-slot 17x9.5-inch wheels that were offered in 1988 as part of the Z51 and Z52 packages became the standard wheel on all Corvette models.

The Z52 option was discontinued in 1989 as well. It was replaced with a new Selective Ride and Handling System (RPO FX3). It was only offered to consumers when purchasing a Corvette with a manual transmission and/or cars equipped with the RPO Z51 Performance Handling package. The Selective Ride Control system offered consumers three different driving modes: tour, sport and performance.

Another significant Corvette milestone that actually began in 1989 was the introduction of the Corvette ZR-1. Just eighty-four prototypes were built in 1989, and while production would not officially begin for another year, 1989 is remembered for being the year that the King of the Hill arrived.

Despite the significantly improved manual transmission and the number of other minor, though important, refinements made to the Corvette, only 26,412 units were sold that year. This number is disappointing when you consider this is just over half of the total number of C4 Corvettes sold five years earlier when the model was introduced in 1984.

1990

The arrival of the ZR-1 King of the Hill Corvette as a production model was the big news for the 1990 model year. The car featured a GM spec, Lotus-designed 32-valve, dual-overhead-cam, 350 cubic inch V8 engine. Designated the LT5, it was rated at 375 horsepower. While fairly modest compared to modern Corvettes, the LT5 was a powerhouse in its day. In addition to providing a major bump in horsepower over the base coupe and convertible models, the ZR-1 also included new body styling from the car's B-pillar back. The car featured a wider rear fascia that was specifically designed to house the massive 315/25ZR17 rear wheels/tires. The fascia also included new body-styling, featuring a convex rear (as compared to the concave rear fascia on all C4 Corvettes to that point.)

While the ZR-1 dominated most conversation in the Corvette community, the engineers and designers at Corvette remodeled the interior of all Corvettes for the 1990 model year. The car now featured a new, hybrid instrument cluster which featured a digital speedometer and analog instrument gauges. Also gone was the flat dashboard in favor of a more contoured one that now also housed a passenger front airbag.

Chevrolet sold a total of 26,412 Corvettes in 1989 of which 3,049 were equipped as the ZR-1 model. While these sales numbers were still south of earlier model years, it proved that the arrival of the ZR-1, despite its hefty pricetag, had bolstered interest in the Corvette once more.

1991

For 1991, the Corvette's exterior received many design enhancements, including a smoother, slimmer front fascia with wraparound parking/cornering/fog lights, wider body-side moldings that were now painted to match the body color, and horizontal front-fender strakes that replaced the previous gill-like louvers. Additionally, the 9.5 inch wide aluminum wheels were re-designed and now featured a turbine-like appearance.

In addition to the refinements to the car's exterior, the 1991 Corvette also provided consumers some new options. RPO Z07 was introduced and included the Z51 suspension components (that had been previously introduced in earlier model years) and the FX3 adjustable ride option. The latter of these enabled drivers of the 1991 Corvette the option of adjusting the car's suspension to accommodate various driving conditions. From a consumers standpoint, it made the car's ride go from stiff to VERY stiff.

While not a feature of the car exactly, 1991 marked the last year for the L98 350 V8 engine. Sales numbers of the 1991 Corvette struggled, despite the return of the ZR-1 for its sophomore year of production. In total, Chevrolet sold just 20,639 Corvettes in 1991. Of these, just 2,044 were sold with the ZR-1 upgrade.

1992

The 1992 Corvette ushered in the era of the LT1 small-block V8 engine. This 5.7-liter, 350 cubic inch engine produced an impressive 300 horsepower and 330 lb./ft. of torque, which was a remarkable improvement over the previous year’s L98 engine, despite being approximately twenty pounds heavier than the former powerplant.

A new traction control system was introduced in 1992 as well. Known as “Acceleration Slip Regulation” (RPO ASR), the system helped prevent the drive wheels from spinning unnecessarily while on slippery surfaces or when the power coming from the engine caused unnecessary wheel spin. It was designed to improve directional control with better traction during high-speed cornering.

Elsewhere on the car, a number of refinements were made, including:

Improved weather stripping and added insulation were added to keep the car’s cockpit both drier and quieter

The instrument panel was updated to include all black buttons and easier to read instrumentation.

The passenger door now triggered the power cutoff to the car’s accessories when opened.

On the ZR-1 models, brand emblem/badging was added above the car’s gills on the front fenders.

An important milestone was achieved during the 1992 model year – the one-millionth Corvette rolled off the assembly line on July 2, 1992. The car would go on to be displayed at the National Corvette Museum. Sadly, the car was destroyed during the sinkhole which opened up in the Museum’s Skydome on February 12, 2014.

Total production of the 1992 Corvette was just about the same as the previous model year with just 20,974 units produced. Of these, 502 were ZR-1 Corvettes.

1993

The 1993 Corvette marked another significant milestone for the Corvette- its 40th Anniversary! As with other milestone years, Chevrolet developed a special edition 40th Anniversary Package which was available on all variants of the car including the ZR-1. The 40th Anniversary package included a Ruby Red metallic exterior, special “40” badging on the front fenders and special badging on the hood, Ruby Red leather sport seats with “40th” embroidered headrests, a power driver seat and special wheel center caps finished in Ruby Red with the Corvette emblem emblazoned on it. In reality, all 1993 Corvettes included the embroidered headrests, regardless of paint/color scheme.

The 1993 Corvette was the first automobile sold by General Motors to feature the passive keyless entry (PKE) system. Working by proximity, a battery-operated key-fob transmitter sent a code picked up by a receiver in the Corvette through one of two antennas (in the coupes, the antenna was in the driver door and rear decklid, in convertibles, the antennas were in both doors.) The transmitter required no specific action by the owner. When a person with the fob approached the car, the transmitter would unlock the doors, turn on the car’s interior light and disarm the theft-deterrent system. Similarly, when leaving the car with the fob, the transmitter would lock the doors and arm the theft-deterrent system. Additionally, Corvette coupes had an extra button to release the rear decklid.

The front wheels on the base coupe and convertible were decreased in size from 9.5×17 to 8.5×17 and the front tire size from P275/40ZR17 to P255/45ZR17/ Rear tire size was increased from P275/40ZR17 to P285/40ZR17. For cars equipped with PRO Z07, 9.5×17 wheels and P275/40ZR17 tires were used for both front and rear wheels. A new, polished version of the “turbine” wheel was introduced as the standard wheel for the 1993 Corvette.

The 1993 Corvette ZR-1 received a respectable boost in power from 385 horsepower to 405 horsepower. The car’s torque was improved from 370 lb./ft. to 385 lb./ft.

Total production of the 1993 Corvette was better than the previous years, though still lackluster compared to the early years of the C4 Corvette. In total, 22,048 Corvettes were produced. Of these, just 448 were built as ZR-1 Corvettes.

1994

There were few changes made to the Corvette for the 1994 model year. The LT1 engine remained at 300 horsepower though sequential fuel injection was added. The SFI improved engine idle, overall drivability and emissions output by firing the fuel injectors in sequence with the engine’s firing order.

The standard four-speed automatic transmission was updated to include electronic shift control for improved performance. Additionally, a lockout switch was installed on the new automatic gearbox which required drivers to depress and hold the brake pedal before shifting out of “park”. This last addition was installed as a response to industry concerns regarding “unintended acceleration.”

There were no cosmetic changes made to the exterior of the 1994 Corvette. The only visible difference that differentiated the 1994 Corvette from earlier years was the introduction of two new colors – Admiral Blue and Copper Metallic (although Copper Metallic was limited to only 116 cars due to limited availability).

For the ZR-1 Corvette, non-directional, five-spoke wheels were introduced and included as part of the RPO ZR1 package option. These wheels were not made available on the base model coupe or convertible.

Another important milestone in the history of the Corvette was the opening of the National Corvette Museum in Bowling Green, Kentucky. The NCM opened on September 2, 1994 directly across the street from the Corvette Assembly Plant. While the opening of the Museum probably had little do with Corvette’s sales numbers, the 1994 Corvette actually saw a decent uptick in total units sold at 23,330 examples, of which 448 were sold as ZR-1 Corvettes.

1995

By the time production began on the 1995 Corvette, much of the engineering team behind the brand were already engaged in testing the fifth-generation (C5) model. So, for its second-to-last model year, the 1995 Corvette received only minor enhancements.

That’s not to say that there weren’t any changes made to the 1995 Corvette. Mechanically, the already robust LT1 engine received additional refinements. The connecting rods were revised to improve strength and weight uniformity, the engine fan was made quieter, and the fuel injection system was improved to utilize alcohol-blend fuels, which began to have an increased appearance at gas pumps.

The six speed manual transmission was also upgraded to include a high-detent operation (which took the place of the 1994 Corvette’s reverse lockout) for easier operability. Heavy-duty ZR-1 brakes were made standard on all models, and every model also received a brand new Bosch V ABS (Anti-lock brakes) Traction Control System. All 1995 Corvettes also received a ride improvement with the introduction of the less-stiff DeCarbon gas-charged shocks.

Whereas the 1994 model year had recessed slats behind its front wheel, the ’95 model was much more refined, with a slightly flared cowling around the vents. Beyond this single physical change, the only other cosmetic differences involved the introduction of a new paint color – Dark Purple Metallic, which replaced the depleted Copper and Black Rose metallic paints.

Another special-edition Corvette was made available in 1995. After a near-stock LT1 Corvette Convertible paced the Indy 500 in 1995 – which was only the third time Corvette had ever been bestowed with this honor – Chevrolet decided to commemorate the occasion by producing a specially optioned Pace Car Replica. Option RPO Z4Z was offered to consumers at an extra cost of $2816 and was limited to convertibles.

The last C4 ZR-1 was driven off the assembly line on April 28, 1995, resulting in a total number of 6,939 units being built during its six year production run. As for the base coupe and convertible, the total sales numbers decreased to 20,742 units for the model year.

1996

The 1996 model year would mark the final year of both the C4 and the Generation II small block engine that powered it. As such, Chevrolet commemorated its departure by offering two special edition Corvettes, both of which featured an upgraded version of the LT1 power plant. Denoted as the LT4, the 330-horsepower engine was showcased in both the Collectors Edition Corvette and a limited edition Grand Sport Corvette, but only when equipped with the six-speed manual transmission option.

The Special Edition Corvette, which included a special Sebring Silver paint color, 5-spoke matching alloy wheels with special “collector edition” wheel cap centers, perforated sport seats accentuated with “Collector Edition” embroidery, black brake calipers with “Corvette” lettering, and a special trim package featuring chrome “Collector Edition” badges, the 1996 Collector Edition Corvette was solely designed to help honor the end of the C4 era. It would be made available to consumers as both a coupe and a convertible.

Priced at an additional $3250 for the coupe or an additional $2880 for the convertible, the Grand Sport package included exclusive Admiral Blue paint and featured a single white stripe that ran the length of the body as well as two red accent stripes (also known as “Sebring Stripes”) on the driver side front fender. This unique paint scheme was deliberately developed by GM to pay homage to the classic Corvette Grand Sport Racer of the 1960’s.

The Grand Sport’s interior upholstery was offered either in an all black or a sporty red/black combination, and all of the Grand Sport interiors featured a specialized embroidered headrest which featured the Grand Sport emblem. All Grand Sports –both coupes and convertibles- were equipped with a six speed manual transmission.

Selective Real Time Damping was introduced to replace the previous Selective Ride suspension option. Available under option code RPO F45, the Real Time Damping suspension calculated the optimal damping mode for its custom shock absorbers to maintain ride and handling quality via data that was gathered from individual sensors at each of the four wheels. This system could alter the load level/resistance of each shock individually, and it made these adjustments at intervals of once every 10 to 15 milliseconds, which translates roughly into approximately 1 (one) foot of road traversed when travelling at a speed of approximately 60 miles per hour.

Chevrolet built a total of 21,536 Corvette in 1996.

MORE: 1984 / 1985 / 1986 / 1987 / 1988 / 1989 / 1990 / 1991 / 1992 / 1993 / 1994 / 1995 / 1996 / THE C4 TIMELINE