Doug Rippie dreamed of Le Mans, so he built a ZR-1 with a 525 hp Black Widow LT5 and took on McLaren F1s and Ferrari F40s as Corvette Team USA. Both outings ended in DNFs.
C4 CORVETTE - 1995
The 1995 Corvette
The last ZR-1 and the Corvette’s third Indy 500 pace car. The car itself got gill-shaped fender vents, de Carbon shocks, the ZR-1’s 13-inch front brakes and Bosch ABS/ASR 5 on every model, a quieter, alcohol-tolerant LT1 with a vented Optispark, French-seam sport seats and a Bose cassette as standard. 20,742 built.
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The Basics
Model & Gen: 1995 Corvette (C4)
Body Type: Two-door hatchback coupe with lift-off roof panel and two-door convertible, with new “gill” front fender vents; ZR-1 coupe (RPO ZR1), last year; Indy 500 Pace Car Replica convertible (RPO Z4Z)
VIN: 1G1YY22P?S5100001 – 1G1YY22P?S5120294 (LT1 coupes 1G1YY22P…, convertibles 1G1YY32P…); ZR–1: 1G1YZ22J…S5800001 – 800448
Original Price: $36,785.00 coupe; $43,665.00 convertible; ZR-1 $68,043.00 ($31,258.00 package); Pace Car Replica $46,481.00 ($2,816.00 package)
Colors: 10 colors including new Dark Purple Metallic (1,049), plus Dark Purple over Arctic White on the 527 Pace Car Replicas; Torch Red the best-seller at 4,531
Engine: 350 ci LT1, 300 hp and 340 lb-ft, with new connecting rods, injectors and a vented Optispark; or the ZR-1’s 405-hp LT5, built for the last time
Transmission: 4L60-E four-speed automatic standard on LT1 cars, with a lighter, stronger converter; ZF six-speed manual (MN6) at no cost, 4,784 cars, standard on the ZR-1
Units Produced: 20,742 (15,771 coupes, of which 448 ZR-1s, + 4,971 convertibles, of which 527 Pace Car Replicas)
The Overview
Two cars define 1995. The first is the ZR-1 in its last year: the LT5 stayed at 405 hp, the five-spoke wheels stayed, the price stayed at $31,258 over the coupe, and 448 were built, the last of them assembled on Monday, April 24, 1995. At 1:12 p.m. on Friday the 28th the Bowling Green line stopped while plant manager Wil Cooksey and UAW member Billy Jackson rode the final Torch Red coupe off the end of it, and Chevrolet general manager Jim Perkins, checkered flag in hand, drove it across the road to the National Corvette Museum with retired chief engineer Dave McLellan beside him, where it remains. In six years 6,939 ZR-1s had been built; Perkins said the car had been squeezed between its own price and the 300-hp LT1 coupe, and that making the LT5 meet the 1996 emissions rules would have cost more than the numbers justified. The second car is the Indy 500 Pace Car Replica, RPO Z4Z, $2,816 on a convertible: Dark Purple Metallic over Arctic White with a red nose stripe sweeping into stylized flags down the sides, Indianapolis 500 door decals, a white top, black-and-purple two-tone leather with the race emblem embroidered in the headrests, ZR-1-style five-spoke wheels on P275/40ZR17s, and the automatic, electronic air and the Bose system included. A near-stock LT1 convertible had paced the 79th Indianapolis 500 on May 28, Perkins driving the six-speed one of the three pace cars built; 527 replicas followed, 87 for duty at the Speedway, 20 for export and the rest sent one each to Chevrolet’s top Corvette dealers.
The ordinary 1995 improved in a dozen small ways. The LT1 kept its 300 hp and 340 lb-ft but got stronger, more uniform connecting rods, a quieter fan, injectors that tolerated alcohol-blend fuels and stopped dripping after shutdown, and, the change owners care about most, a vented Optispark distributor that cured the 1992–94 unit’s moisture problems. The 4L60-E was recalibrated for smoother shifts with a lighter, stronger torque converter, and the ZF six-speed gained a high-detent reverse gate in place of the lockout. The ZR-1’s 13-inch front brakes became standard on every Corvette, as did the new Bosch ABS/ASR 5 anti-lock and traction control system; base cars got softer springs and the softer de Carbon gas shocks, and the ride improved noticeably. The one visible change was the front fender vent, now a flared “gill” instead of recessed slats, the quickest way to tell a 1995 or 1996 from the earlier cars. Inside, the sport seats got French-seam stitching to stop the bolster tearing that plagued earlier cars, the CD player a stiffer bracket so it stopped skipping, fabric straps were glued in to quiet rattles, and the Bose cassette system became standard, which dropped the Bose CD option to $396. With run-flat tires available, RPO N84 deleted the spare for a $100 credit on 418 cars. Dark Purple Metallic replaced Copper and Black Rose on the chart.
At the 24 Hours of Le Mans the two Agusta Racing Callaway SuperNatural LMs finished 9th and 11th overall, and Doug Rippie’s Corvette Team USA ZR-1, with a 525-hp DRZ-500 version of the LT5, became the only LT5 car ever to race there before it retired. Production slipped to 20,742 at $36,785 for the coupe and $43,665 for the convertible, even as dealers discounted, with 753 Z07 coupes. Today the 1995 is the C4 to buy for driving: the vented Optispark, the bigger brakes, the better ride and the seats that stay intact make it the most sorted of the pre-LT4 cars, priced with the 1994s. The ZR-1s, as the last of the 405-hp cars with the lowest-mileage survivors, sit at the top of the C4 market with the 1996 Grand Sport, and the Pace Car Replicas form their own tier, valued more for the number and the story than for the purple.
The 1995 Corvette Story
Even with eleven years already behind it, the C4 Corvette still managed to receive the accolades of enthusiasts and critics alike. It received praise for its jaw dropping acceleration and equally for its intense road grip and superior handling. However, with the announcement that an all-new, fifth generation Corvette was under development and on track for the 1997 model year, there were few who were surprised by Chevrolet’s decision to make minimal changes to the existing C4 Corvette coupe and convertible, and to end ZR-1 production in April 1995.
Despite its long and successful run, the years of the C4 Corvettes were drawing to a close. Much of the Corvette design and engineering teams would now be actively engaged in testing the next generation sports car so, for its second-to-last model year, the 1995 C4 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 around the world at about that same time. Additionally, the new fuel injectors were developed to reduce fuel dripping when the engine was turned off.
Beyond the engine, additional mechanical improvements were also made to the drive train and other areas of the car. The electronically controlled four-speed automatic transmission was refined to provide smoother shifting, and the torque converter was made stronger and lighter.
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. The ZR-1’s 13-inch front brakes were made standard on all models, and every model also received the new Bosch ABS/ASR 5 anti-lock braking and traction control system. This system would reduce wheel slippage by controlling the brakes during driving conditions where control of the vehicle might be compromised. Models equipped with the base suspension now had lower front/rear spring rates. All 1995 Corvettes also received a ride improvement with the introduction of the softer de Carbon gas-charged shocks.
Cosmetically, the changes to the Corvette's exterior really were very few, though those that were made did help to distinguish the 1995 model from earlier years. On the exterior, the single most notable modification was the redesigned fender vents which now featured more of a fish “gill” appearance.
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
Inside the interior, the changes were equally few. The sports seats received an upgrade that now utilized “French” seam stitching. These French seams were introduced in response to the damage many of the leather seats in the earlier model C4’s received, most especially on the seat bolsters. Torn leather had become an increasingly common problem amongst consumers of the C4 Corvette, and so this response to address the tearing issue was well received.
Did you know? At 1:12 p.m. on Friday, April 28, 1995, Chevrolet’s Bowling Green assembly line was momentarily halted to honor the passing of the C4 ZR-1 Corvette. While the last ZR-1 Corvette had actually been built the previous Monday, the final car was paraded off the line that afternoon with plant manager Wil Cooksey and UAW member Billy Jackson on board. Chevrolet General Manager Jim Perkins oversaw the roll off of this final ZR-1, then, with checkered flag in hand, took the wheel of the Torch Red coupe and drove it across the street, accompanied by retired Corvette Chief Engineer David McLellan, to the National Corvette Museum.
Aside from the stitching, all of the other modifications to the interior were invisible or carefully concealed away. The CD player was given a stronger mounting bracket to prevent skipping. Several adhesive-fabric straps were installed in key places around the cabin to help reduce rattles, (a problem familiar to most Corvette owners).
One interesting change that was introduced in the 1995 model year was the introduction of an option that actually deleted equipment off of the car. While the concept itself was nothing new, it was the direct result of the 1994 Corvette’s road successes that Chevrolet decided to introduce RPO N84. Since the available extended-mobility tires effectively eliminated the need for any type of spare tire, it was decided that those Corvette owners who purchased the optional run-flat tires could delete the spare tire and receive a $100.00 credit.
Another special-edition Corvette was made available in 1995. After a near-stock LT1 Corvette Convertible paced the Indy 500 in 1995 – only the third time the Corvette had been given the 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.
At the 1995 24 Hours of Le Mans the Corvettes outqualified and outlasted the Porsche entries: the two Agusta Racing Callaway SuperNatural LMs finished 9th overall (Enrico Bertaggia, Johnny Unser and Frank Jelinski, from 37th on the grid) and 11th (Robin Donovan, Eugene O’Brien and Rocky Agusta, from 39th), behind a McLaren F1 GTR overall winner, while Doug Rippie’s Corvette Team USA ZR-1, with its 525-hp DRZ-500 version of the LT5, retired early – the only LT5 car ever to race at Le Mans.
The upgrades to the car included Dark Purple Metallic paint layered over Arctic White paint. The car featured an all-white convertible top, specially embroidered headrests, and unique graphics and trim. Additionally, the car rode on ZR-1-style five-spoke wheels with the P275/40ZR17 tires introduced on the ZR-1 in 1990. In all, 527 Pace Car Replicas were built, with 87 of them being shipped off to the Indy 500, 20 of them shipped overseas and the rest distributed to Chevrolet’s top performing dealers across the United States.
With regards to pricing, the 1995 Corvette’s base price increased slightly over the 1994 model. In 1995, the Corvette coupe sold for $36,785 while the convertible sold for $43,665. While the ZR-1’s pricing remained unchanged in 1995, only 448 units of the “King of the Hill” were sold in 1995.
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 – even after dealerships began discounting prices to try and entice more buyers to purchase a 1995 Corvette.
At a dinner event commemorating the passing of the ZR-1 Corvette, Jim Perkins, Chevrolet’s General Manager, explained that the short lived ZR-1’s existence was the result of too much sales competition between the aforementioned supercar and its “little” brother - the LT1 coupe.
Additionally, Perkins also stated that it would be cost prohibitive to make the ZR-1 meet the 1996 model year’s tightened emissions standards. This decision had actually been under strong consideration since September, 1991, suggesting that the ZR-1 had always been slated for a short life expectancy.
However, it was reported that Lotus engineers had begun work in 1991 on an improved LT5 engine that would have produced between 450 and 475 horsepower. Whatever the ultimate reason for discontinuing the ZR-1 – a report in AutoWeek summed the supercar up perfectly. It read as follows:
“Forget about the detractors or the sales numbers. With rocket-sled acceleration, mastiff grip, and right-now brakes, the ZR-1 has the largest performance envelope of any mass-produced American car ever built. It also has the amenities and acceleration of a modern passenger car and none of the temperament of a race car. With a slight tailwind, it will go 180 miles per hour, but it will also trudge through gridlock (traffic) without complaint, A/C on kill and CD player on loud. We may never see the likes of it again.”
In 1995 the “King of the Hill” ended its reign and became part of history. Long live the King.
1995 Corvette Indianapolis 500 Pace Car
The interior of the 1995 Corvette Pace Car Replica featured a specially embroidered headrest atop a two-toned (black and purple) leather seat.
This is the last C4 ZR-1 Corvette ever built. It was delivered to the Corvette Museum, where it can still be seen today.
The 1995 LT1 Engine received a number of performance upgrades that boosted engine output to 300bhp.
The last of the 6,939 C4 ZR-1s was built on Monday, April 24, 1995, but Chevrolet held its send-off on Friday the 28th: the line stopped at 1:12 p.m., the Torch Red coupe was ridden off it by the plant manager and a UAW member, and general manager Jim Perkins drove it across the street to the National Corvette Museum with a checkered flag. Of 527 Indy Pace Car Replicas, 87 went to work at the Speedway and most of the rest were sent one apiece to Chevrolet’s best Corvette dealers.
DID YOU KNOW
Special & Limited Edition Models
The last ZR-1 and the Indy 500 Pace Car Replica have their own sections below. Also here: Doug Rippie’s Le Mans ZR-1, the Callaway SuperNaturals and the Guldstrand Nassau Roadster.
1995 Corvette Indy 500 Pace Car Replica
A near-stock LT1 convertible paced the 79th Indianapolis 500 on May 28, 1995, the Corvette’s third time after 1978 and 1986, with Chevrolet general manager Jim Perkins driving the six-speed one of the three pace cars built. RPO Z4Z, $2,816 on a convertible, put Dark Purple Metallic over Arctic White with red stripe-and-flag graphics, Indianapolis 500 door decals, a white top, black-and-purple leather with embroidered headrests, five-spoke wheels on P275/40ZR17s, the automatic, electronic air and the Bose CD into 527 replicas: 87 for Speedway duty, 20 for export and the rest sent one apiece to Chevrolet’s best Corvette dealers. Prices run on mileage: hundreds-of-miles cars were offered at $37,000–$50,000 in 2026, 13,000–28,000-mile cars in the high teens and twenties.
1995 Corvette ZR-1
The last of 6,939. The 1995 ZR-1 was the 1994 car, 405 hp from the Lotus-designed, Mercury Marine-built LT5, the ZF six-speed, FX3, the 13-inch brakes, the five-spoke wheels and the 3-inch-wider tail, at $68,043; 448 were built and the final one, a Torch Red coupe, was assembled on April 24, 1995 and driven across the road to the National Corvette Museum by Jim Perkins four days later. Perkins blamed the LT1 coupe’s 300 hp and the cost of certifying the LT5 for 1996 emissions. Because so many 1995s were bought as the last of the line and stored, it has the most sub-1,000-mile survivors of any C4: a 226-mile car brought $69,553 on Bring a Trailer in November 2025, and a 900-mile car $44,500 in 2020.
MORE: ALL 1995 ZR-1 POSTS
Price & Options
Core Features & Factory Options
The 1995 coupe listed at $36,785.00 and the convertible at $43,665.00, up $600 and $705, with the Bose cassette system, the 13-inch front brakes and Bosch ABS/ASR 5 added to the standard list; 15,323 LT1 coupes and 4,444 ordinary convertibles were built. The ZR-1 package (RPO ZR1) stayed at $31,258.00, so the last ZR-1 was $68,043 before options, and 448 were built.
The Indy 500 Pace Car Replica package (RPO Z4Z, $2,816.00) went on 527 convertibles, making a $46,481 car with the included automatic, performance axle, electronic air, Bose CD, sport seats and power seats. The Z07 Adjustable Suspension Package ($2,045.00) went into 753 coupes and FX3 ($1,695.00) into 3,421 cars in all; the ZF six-speed (RPO MN6) was free and went into 4,784 cars; the 3.07:1 performance axle (G92, $50.00) into 10,056 automatics, nearly half of production; New York emissions (NG1, $100.00) onto 268 cars and California emissions (YF5, $100.00) onto 2,026.
Inside, the leather sport seats (RPO AQ9, $625.00) went into 7,908 cars, the power driver seat (AG1, $305.00) into 19,012 and the passenger seat (AG2, $305.00) into 15,323. With the Bose cassette now standard, the Bose CD (U1F) cost $396.00 and went into 15,528 cars, three in four; the tire-pressure warning (UJ6, $325.00) into 5,300, 3,783 of them with the run-flat Extended Mobility tires (WY5, $70.00), and 418 of those took the new spare-tire delete (N84) for a $100.00 credit, the first Corvette option that paid the buyer.
Coupe roof panels: blue-tinted glass (24S, $650.00) on 4,688, bronze (64S, $650.00) on 2,871, both panels (C2L, $950.00) on 2,979. Convertibles: the hardtop (CC2, $1,995.00) on 459, and tops in black (2,505), beige (1,244) and white (1,222, including the 527 pace cars). A typical LT1 coupe with sport seats, both power seats, the CD, a tinted roof and the performance axle came to about $39,100, a hardtop convertible about $46,800, a Pace Car Replica about $46,500 and a ZR-1 about $68,700.
The published color totals add up to 20,742 exactly.
MORE: PRICING, OPTIONS & COLORS / RPO CODES
| CODE | DESCRIPTION | QUANTITY | RETAIL PRICE |
|---|---|---|---|
| 1YY07 | Base Corvette Hatchback Coupe (300-hp LT1, 4L60-E automatic, dual airbags, leather seats, Bose cassette stereo, passive keyless entry, Bosch ABS/ASR 5, 13-inch front brakes, de Carbon shocks, staggered 17-inch wheels, lift-off roof panel, air conditioning) | 15,771 | $36,785.00 |
| 1YY67 | Base Corvette Convertible (as coupe, with manual soft top and glass rear window) | 4,971 | $43,665.00 |
| 24S | Removable Transparent Roof Panel, blue tint (coupe) | 4,688 | $650.00 |
| 64S | Removable Transparent Roof Panel, bronze tint (coupe) | 2,871 | $650.00 |
| AG1 | Six-Way Power Driver Seat (included with ZR1 and Z4Z) | 19,012 | $305.00 |
| AG2 | Six-Way Power Passenger Seat (included with ZR1 and Z4Z) | 15,323 | $305.00 |
| AQ9 | Leather Sport Seats, now with French-seam stitching (included with ZR1 and Z4Z) | 7,908 | $625.00 |
| C2L | Dual Removable Roof Panels, body-color and tinted (coupe) | 2,979 | $950.00 |
| CC2 | Removable Hardtop (convertible) | 459 | $1,995.00 |
| FX3 | Selective Ride and Handling, electronic (included with ZR1 and Z07) | 3,421 | $1,695.00 |
| G92 | Performance Axle Ratio, 3.07:1 (automatic cars; included with Z4Z) | 10,056 | $50.00 |
| MN6 | ZF Six-Speed Manual Transmission with CAGS and high-detent reverse (standard on ZR1) | 4,784 | no charge |
| N84 | Spare Tire Delete, credit (new; with WY5 run-flat tires) | 418 | –$100.00 |
| NG1 | New York Emission Requirements | 268 | $100.00 |
| U1F | Delco-Bose AM-FM Stereo with Compact Disc, in place of the now-standard Bose cassette (included with ZR1 and Z4Z) | 15,528 | $396.00 |
| UJ6 | Low Tire Pressure Warning Indicator (required with WY5; included with ZR1) | 5,300 | $325.00 |
| WY5 | Goodyear Extended Mobility (run-flat) Tires (requires UJ6) | 3,783 | $70.00 |
| YF5 | California Emission Requirements | 2,026 | $100.00 |
| Z07 | Adjustable Suspension Package (coupe: heavy-duty springs, bushings and stabilizer bars, 13.0-inch rotors, heavy-duty cooling, 9.5-inch wheels with P275/40ZR17 front and rear, plus FX3) | 753 | $2,045.00 |
| Z4Z | Indy 500 Pace Car Replica (convertible: Dark Purple Metallic over Arctic White with stripe and flag graphics and Indianapolis 500 decals, white top, black-and-purple leather sport seats with embroidered headrests, five-spoke 17 x 9.5 wheels on P275/40ZR17s, automatic, performance axle, electronic air, Bose CD) | 527 | $2,816.00 |
| ZR1 | Special Performance Package (coupe: 405-hp LT5, ZF six-speed, FX3, Z51-type suspension, 13-inch brakes all round, 3-inch-wider rear quarters, roof-mounted stop lamp, five-spoke 17 x 9.5 / 17 x 11 wheels, power leather sport seats, Bose CD, low-tire-pressure warning) — final year | 448 | $31,258.00 |
| CODE | EXTERIOR | TOTAL | SOFT TOP | INTERIOR |
|---|---|---|---|---|
| 70 | Torch Red | 4,531 | Beige, Black, White | Black, Light Beige, Light Gray, Red |
| 41 | Black | 3,959 | Beige, Black, White | Black, Light Beige, Light Gray, Red |
| 10 | Arctic White | 3,381 | Beige, Black, White | Black, Light Beige, Light Gray, Red |
| 45 | Polo Green II Metallic | 2,940 | Beige, Black | Black, Light Beige |
| 75 | Dark Red Metallic | 1,437 | Beige, Black, White | Black, Light Beige, Light Gray |
| 05 | Dark Purple Metallic (new) | 1,049 | Beige, Black, White | Black, Light Beige, Light Gray |
| 28 | Admiral Blue | 1,006 | Beige, Black, White | Black, Light Beige, Light Gray |
| 53 | Competition Yellow | 1,003 | Beige, Black, White | Black, Light Beige, Light Gray |
| 43 | Bright Aqua Metallic | 909 | Beige, Black, White | Black, Light Beige, Light Gray |
| 05/10 | Dark Purple Metallic over Arctic White, Indy 500 Pace Car Replica only (RPO Z4Z) | 527 | White | Black and purple two-tone leather with embroidered headrests |
Specifications & Performance
Engine & Transmission
The LT1 kept its 300 hp at 5,000 rpm and 340 lb-ft at 3,600 but got its last round of refinements: powdered-metal connecting rods of more uniform weight and higher strength, a quieter engine fan, new injectors that tolerated alcohol-blend fuels and no longer dripped after shutdown, and a vented Optispark distributor with a fresh-air feed that ended the moisture failures of the 1992–94 sealed unit; it kept 10.5:1, reverse-flow cooling, sequential injection, the 10207643 heads and Mobil 1, with engine codes ZUC (automatic) and ZUF (manual).
The 4L60-E was recalibrated for smoother shifts and given a lighter, stronger torque converter, ratios 3.06, 1.63, 1.00, 0.70 with the 2.59:1 axle (3.07:1 as G92, standard with Z4Z); the ZF six-speed, 2.68, 1.80, 1.31, 1.00, 0.75, 0.50 with 3.45:1, gained a high-detent reverse gate. The LT5 in the ZR-1 ran out its production at 405 hp at 5,800 rpm and 385 lb-ft at 5,200, 11.0:1, four-bolt mains, code ZUD, with 10225121/10225122 heads on the 10199001 block.
Period tests put an LT1 six-speed coupe at 0–60 in about 5.3–5.6 seconds and the quarter mile in about 14.0 at 100 mph, with a top speed near 160; the ZR-1 ran 0–60 in 4.4–4.7, the quarter in 12.8–13.0 at 110–113 mph and 179 mph flat out.
The chassis got the year’s real improvements. The ZR-1’s 13.0-inch front rotors and larger calipers became standard on every Corvette, with 12.0-inch rears on base cars and 13.0 on Z07 and ZR-1, and the Bosch ABS/ASR 5 system replaced ABS II and the first-generation ASR with faster, finer control.
Base cars got lower front and rear spring rates and de Carbon gas shocks in place of the Bilsteins, which softened the ride without upsetting the handling; FX3 remained optional on any car and standard in the Z07 package, whose heavy-duty springs, bushings and bars and 9.5-inch wheels on P275/40ZR17s all round carried over. Base cars kept the staggered 17 x 8.5 and 17 x 9.5-inch wheels on P255/45 and P285/40ZR17 Goodyear GS-Cs, with the run-flat Extended Mobility versions (WY5) tied to the tire-pressure warning and, new this year, allowed to replace the spare (N84); the Pace Car Replica rode on 17 x 9.5-inch ZR-1-style five-spoke wheels with P275/40ZR17s at all four corners, and the ZR-1 on its five-spoke 9.5s and 11s with 275/40s and 315/35s.
The front fender vents became flared gills, the sport seats got French seams, the CD a stiffer mount and the cabin anti-rattle straps. Wheelbase stayed at 96.2 inches and length at 178.5; curb weights were about 3,203 lb for the LT1 coupe, 3,360 for the convertible and 3,512 for the ZR-1.
MORE: FULL SPECIFICATIONS / ENGINE
| SPEC | 1995 CORVETTE |
|---|---|
| Engine, LT1 | 350 ci (5.7 L) Generation II small-block V-8, RPO LT1, VIN P: 4.00 x 3.48 in, aluminum heads (casting 10207643) on the 10125327 block, 10.5:1, reverse-flow cooling, sequential injection, vented Optispark ignition (new), powdered-metal connecting rods, quieter fan, alcohol-tolerant non-drip injectors, Mobil 1; 300 hp net @ 5,000 rpm, 340 lb-ft @ 3,600 rpm; 5,700 rpm limit; engine codes ZUC (automatic), ZUF (manual) |
| Engine, LT5 (RPO ZR1), final year | 5.7 L all-aluminum DOHC 32-valve V-8 by Lotus and Mercury Marine, 3.90 x 3.66 in, 11.0:1, four-bolt mains, sixteen-runner induction with valet lock-out, Mobil 1 required; 405 hp @ 5,800 rpm, 385 lb-ft @ 5,200 rpm; block 10199001, heads 10225121/10225122; engine code ZUD; 7,100 rpm limit |
| Transmission | 4L60-E four-speed electronic automatic, recalibrated with a lighter, stronger converter, standard on LT1 cars and included with Z4Z, ratios 3.06, 1.63, 1.00, 0.70; ZF S6-40 six-speed manual (RPO MN6, no charge, 4,784 cars) with CAGS and new high-detent reverse gate, ratios 2.68, 1.80, 1.31, 1.00, 0.75, 0.50, standard on the ZR-1 |
| Axle ratio | 2.59:1 automatic, 3.07:1 with RPO G92 ($50.00, 10,056 cars; standard with Z4Z), 3.45:1 with the six-speed and in the ZR-1’s heavy-duty Dana 44; limited-slip standard |
| Brakes & traction control | Four-wheel discs with new Bosch ABS/ASR 5 anti-lock and traction control; 13.0-in front rotors (formerly ZR-1 only) and 12.0-in rear standard; 13.0-in rear on Z07 and ZR-1 |
| Suspension | Independent front with forged-aluminum control arms and transverse fiberglass monoleaf spring; independent five-link rear with fiberglass monoleaf spring; lower spring rates and de Carbon gas shocks on base cars (new); FX3 Selective Ride Control (RPO FX3, $1,695.00, 3,421 cars incl. ZR-1 and Z07); Z07 Adjustable Suspension Package (RPO Z07, $2,045.00, 753 coupes): heavy-duty springs, bushings and bars, 13.0-in rear rotors, heavy-duty cooling, 9.5-in wheels all round, FX3 |
| Safety & security | Driver’s and passenger’s airbags (VIN restraint code 2); VATS resistor key; alarm; passive keyless entry; brake-shift interlock |
| Steering | Rack-and-pinion with power assist, 13.0:1; tilt-telescopic column; two-spoke airbag wheel |
| Body | 1991 facelift body with new flared “gill” front fender vents; hatchback coupe with lift-off roof panel (blue-tinted glass RPO 24S or bronze 64S, $650.00; both panels RPO C2L, $950.00) and convertible with glass rear window (hardtop RPO CC2, $1,995.00, 459); ZR-1 with wider rear quarters, roof-mounted stop lamp, fender badges and five-spoke wheels; Pace Car Replica (RPO Z4Z, $2,816.00, 527 convertibles) in Dark Purple Metallic over Arctic White with red stripe and flag graphics, Indianapolis 500 door decals and white top |
| Interior | Leather seats standard; leather sport seats with new French-seam stitching, lumbar and bolster adjustment (RPO AQ9, $625.00, 7,908); black-and-purple two-tone leather with embroidered headrests on Z4Z; power driver seat (RPO AG1, $305.00, 19,012) and passenger seat (AG2, $305.00, 15,323); Delco-Bose cassette standard, Bose CD (RPO U1F, $396.00, 15,528) with stiffer anti-skip mount; anti-rattle straps; low-tire-pressure warning (RPO UJ6, $325.00, 5,300) |
| Wheels & tires | Base: 17 x 8.5-in front and 17 x 9.5-in rear alloys with Goodyear Eagle GS-C P255/45ZR17 front and P285/40ZR17 rear; Extended Mobility run-flats (RPO WY5, $70.00, 3,783 cars, requires UJ6), with spare-tire delete credit (RPO N84, –$100.00, 418 cars). Z07 and Z4Z: 17 x 9.5-in with P275/40ZR17 all round (five-spoke on Z4Z). ZR-1: five-spoke 17 x 9.5-in front and 17 x 11-in rear with P275/40ZR17 and P315/35ZR17 |
| Fuel tank | 20 gal; premium unleaded recommended; injectors now tolerate alcohol-blend fuels |
| Wheelbase | 96.2 in |
| Overall length / width / height | 178.5 in / 70.7 in / 46.3 in coupe, 47.3 in convertible; ZR-1 73.1 in wide |
| Track, front / rear | 57.7 in / 59.1 in (LT1); 56.7 in / 60.6 in (ZR-1) |
| Curb weight | approx. 3,203 lb LT1 coupe; 3,360 lb convertible; 3,512 lb ZR-1 |
| 0–60 mph | LT1: about 5.3–5.6 sec (period tests, six-speed); ZR-1: 4.4–4.7 sec |
| Quarter mile | LT1: about 14.0 sec @ 100 mph; ZR-1: 12.8–13.0 sec @ 110–113 mph |
| Top speed | LT1: about 160 mph; ZR-1: 179 mph |
| Fuel economy (EPA) | LT1 17/24 mpg automatic, 17/27 manual; ZR-1 17/25 mpg |
| Production | 20,742: 15,771 coupes (448 ZR-1) and 4,971 convertibles (527 Pace Car Replicas); ZR-1 total 1990–95: 6,939 |
| Assembly | Bowling Green, Kentucky; LT5 engines from Mercury Marine, Stillwater, Oklahoma; last ZR-1 built April 24, 1995, ceremonially rolled off April 28 and driven to the National Corvette Museum |
Vehicle Identification Numbers (VIN)
20,742 (15,771 coupes, of which 448 ZR-1s, + 4,971 convertibles, of which 527 Pace Car Replicas) Cars, 1G1YY22P?S5100001 TO 1G1YY22P?S5120294 (LT1 coupes 1G1YY22P…, convertibles 1G1YY32P…); ZRTO1: 1G1YZ22J…S5800001 TO 800448
The 1995 Corvette carries two VIN series: 1G1YY22P?S5 for the LT1 coupe and 1G1YY32P?S5 for the convertible, with one sequence from 100001 to 120294 for the 20,294 LT1 cars, and 1G1YZ22J?S5 for the ZR-1, with its own sequence from 800001 to 800448 for the 448 ZR-1s. The 1 is the United States, G General Motors, 1 Chevrolet, Y (fourth) the Corvette car line, Y (fifth) the base series or Z the ZR-1, 2 (sixth) the hatchback coupe or 3 the convertible, 2 (seventh) manual belts with driver and passenger airbags, P (eighth) the LT1 or J the LT5, the ninth character a check digit that varies with the car, S the 1995 model year and 5 the Bowling Green plant. Nothing in the VIN identifies a Pace Car Replica: Z4Z appears on the build sheet and window sticker, and the trim tag should show paint code 05/10 (Dark Purple over Arctic White) and trim 194 for the black-and-purple leather, with every one a convertible.
The LT1’s engine pad carries the plant prefix, build date and a suffix of ZUC (automatic) or ZUF (manual) on a 10125327 block with 10207643 heads; the LT5 carries ZUD, Mercury Marine’s build plate and the partial VIN on a 10199001 block with 10225121 and 10225122 heads (early cars may carry a 10174390 right-hand head). A 1995 ZR-1 is identified by the Z in the fifth position, the J in the eighth, the 800001-series sequence, the wide quarters, roof-mounted stop lamp, fender badges, five-spoke wheels and valet key, and the last-built cars, April 1995, are documented by the ZR-1 registry. A 1995 LT1 should have the vented Optispark with its air hose, the gill fender vents and the 13-inch front brakes; Z07, FX3, WY5 and N84 all show on the build sheet.
MORE: VIN DECODER / PRODUCTION
| POSITION | MEANING |
|---|---|
| 1G1 (First through Third) | Country, maker, make: 1 = built in the USA, G = General Motors, 1 = Chevrolet |
| Y (Fourth) | Car line: Y = Corvette |
| Y or Z (Fifth) | Series: Y = Corvette (LT1); Z = ZR-1 |
| 2 or 3 (Sixth) | Body: 2 = two-door hatchback coupe (all ZR-1s); 3 = two-door convertible (all Pace Car Replicas) |
| 2 (Seventh) | Restraint system: 2 = manual belts with driver’s and passenger’s airbags |
| P or J (Eighth) | Engine: P = 350 LT1, 300 hp; J = 5.7 L LT5 DOHC 32-valve, 405 hp (ZR-1, final year) |
| x (Ninth) | Check digit, calculated from the other sixteen characters |
| S (Tenth) | Model year: S = 1995 |
| 5 (Eleventh) | Assembly plant: 5 = Bowling Green, Kentucky |
| 100001–120294 / 800001–800448 (Twelfth through Seventeenth) | Production sequence number: LT1 coupes and convertibles from 100001 (20,294 cars); ZR-1s in their own series from 800001 (448 cars). The Pace Car Replica package (Z4Z) is not coded in the VIN |
Pictures, Videos, Wallpapers & Galleries
Ten colors: Torch Red (4,531), Black (3,959), Arctic White (3,381), Polo Green II (2,940), Dark Red (1,437), new Dark Purple (1,049), Admiral Blue (1,006), Competition Yellow (1,003), Bright Aqua (909), plus Dark Purple over Arctic White on the 527 Pace Car Replicas. Convertible tops in black (2,505), beige (1,244) and white (1,222); interiors in Black, Light Beige, Light Gray and Red leather, two-tone black and purple on the pace cars.
Market & Buying Guide
For Sale & What They Bring
The 1995 market has three tiers. The 448 ZR-1s are the last and, with the 1993–94 cars, the most powerful of the breed; because so many were bought as the final edition and put away, the 1995 has the most sub-1,000-mile survivors of any C4 and the highest ZR-1 prices after the 1990 launch cars. The 527 Pace Car Replicas are a tier of their own, priced on mileage above all: hundreds-of-miles cars are offered at $37,000–$50,000 while 13,000–28,000-mile cars trade in the high teens and twenties, and the two-tone leather and the decals must be original. Standard 1995s sit with the 1994s, a little above for the vented Optispark, the bigger brakes and the ride; six-speed coupes, Z07 cars and convertibles in the two purples bring the most.
Results tracked by Classic.com from October 2025 through October 2026: a 226-mile ZR-1 sold for $69,553 on Bring a Trailer in November 2025. Pace Car Replicas were bid to $19,000 (28,000 miles, Mecum Dallas, October 2026) and $15,500 (3,000 miles, Cars & Bids) without selling, a 145-mile car was last listed at $38,900, a 28,000-mile car at $27,997 and, in 2026, dealers asked $49,983 and $49,900 for 89- and 91-mile cars, $36,900 for a 295-mile car and $24,990 for a 13,000-mile one. Standard cars sold for $17,001 (21,000 miles, six-speed, Bring a Trailer), $15,200 (28,000 miles, six-speed, Bring a Trailer), $11,000 (35,000 miles, six-speed, Mecum Dallas), $10,100 (52,000 miles, modified, Bring a Trailer), $10,000 (GAA), $8,800 for a 111,000-mile convertible and $6,050 for a 157,000-mile coupe at Mecum, while a 28,000-mile modified six-speed was bid to $16,000 at Mecum Kansas City and not sold. Autumn 2026 asking prices ran $9,999 to $19,900 for 31,000–120,000-mile coupes and $13,000 to $19,900 for convertibles, with 1,000-, 23,000- and 38,000-mile cars consigned to Mecum and GAA for the winter. Check whether a result includes the buyer’s premium (Mecum and GAA results do, Bring a Trailer bids do not), and treat asking prices and unsold high bids separately from completed sales.
Verification of a Pace Car Replica: Z4Z on the build sheet or window sticker, paint 05/10 and trim 194 on the door-pillar tag, Dark Purple over Arctic White with the factory red stripe and flag graphics and the Indianapolis 500 door decals (reproduced, so check for original adhesion and paint beneath), the white top, the black-and-purple seats with embroidered headrests, the five-spoke wheels and the automatic; many cars were delivered with the decals uninstalled in the trunk, so a documented car without them is not a fake, and one with them is not automatically real. A ZR-1 needs the Z and J in the VIN, the 800001-series sequence, the wide body and roof lamp, the LT5’s Mercury Marine plate and its service history, and the last cars have their build dates recorded by the registry. Every 1995 should have the gill vents, 13-inch front brakes, the vented Optispark and, if a run-flat car, working tire-pressure sensors.
The 1995 has the shortest inspection list of the LT1 C4s. The vented Optispark is far more reliable than the earlier unit but still ages, the intake and water-pump gaskets leak, and the 4L60-E’s 3-4 clutches wear; the LT5 needs its specialist and, on a stored low-mileage car, fresh seals and injectors. Passive keyless entry modules and fobs fail, the digital speedometer dims, airbag and ABS/ASR 5 warning lights point to sensors and the pump, VATS keys wear, FX3 shocks fail electrically, the ZF’s CAGS solenoid and shifter bushings wear, headlight motors strip, the power antenna snaps, and the uniframe rusts under the battery tray and at the rear kick-ups. The French-seam seats last better than the 1994s but the console switches and lumbar bladders still fail. On a Pace Car the purple paint fades unevenly against the white, the graphics crack and the two-tone leather is hard to match. Convertibles add top fabric and pads, defogger grids and leaks at the rear corners.
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Everything We've Published On The 1995 Corvette
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FAQs
How many 1995 Corvettes were built?
Chevrolet built 20,742 Corvettes for 1995 at Bowling Green, Kentucky: 15,771 hatchback coupes, of which 448 carried the ZR-1 package in its final year, and 4,971 convertibles, of which 527 were Indy 500 Pace Car Replicas. Of the cars, 19,012 had the power driver seat, 15,528 the Bose CD, 10,056 the 3.07 performance axle, 7,908 leather sport seats, 5,300 the low-tire-pressure warning, 4,784 the ZF six-speed, 3,783 run-flat tires, 3,421 FX3, 753 the Z07 package and 418 the spare-tire delete. The ZR-1’s six-year total was 6,939.
How much is a 1995 Corvette worth today?
Between October 2025 and October 2026, standard 1995s sold at auction for $6,050 to $17,001 (21,000–157,000 miles), a 226-mile ZR-1 brought $69,553 on Bring a Trailer, and Pace Car Replicas were bid to $15,500 and $19,000 without selling while dealers asked $24,990 for a 13,000-mile car and $36,900 to $49,983 for 89–295-mile cars. Dealers were asking $9,999 to $19,900 for ordinary coupes and convertibles in autumn 2026. Mileage, a six-speed and, on a ZR-1, LT5 service history decide the price; on a Pace Car, mileage and original graphics.
What engine did the 1995 Corvette have?
The LT1 350, 300 hp at 5,000 rpm and 340 lb-ft at 3,600, improved with stronger connecting rods, a quieter fan, alcohol-tolerant non-drip injectors and a vented Optispark distributor that fixed the earlier unit’s moisture failures, with the recalibrated 4L60-E automatic or the no-cost ZF six-speed. The ZR-1’s LT5, in its last year, stayed at 405 hp at 5,800 rpm and 385 lb-ft at 5,200, six-speed only. Period tests put the LT1 at 0–60 in about 5.3–5.6 seconds and the ZR-1 at 4.4–4.7.
What colors did the 1995 Corvette come in?
Ten colors: Torch Red (4,531), Black (3,959), Arctic White (3,381), Polo Green II Metallic (2,940), Dark Red Metallic (1,437), new Dark Purple Metallic (1,049), Admiral Blue (1,006), Competition Yellow (1,003) and Bright Aqua Metallic (909), plus Dark Purple over Arctic White on the 527 Pace Car Replicas; the totals add up to 20,742 exactly. Copper and Black Rose were dropped. Convertible tops came in black (2,505), beige (1,244) and white (1,222); interiors in Black, Light Beige, Light Gray and Red leather, with black-and-purple two-tone on the pace cars.
How much did the 1995 Corvette cost when new?
The coupe was $36,785.00, the convertible $43,665.00, the ZR-1, as a $31,258.00 package on the coupe, $68,043.00, and the Pace Car Replica, as a $2,816.00 package on the convertible, $46,481.00. Leather sport seats were $625.00, each power seat $305.00, the Bose CD $396.00 (the Bose cassette was now standard), FX3 $1,695.00, the Z07 package $2,045.00, the convertible hardtop $1,995.00, a tinted roof panel $650.00, run-flat tires $70.00 with the $325.00 tire-pressure warning, the performance axle $50.00 and the spare-tire delete a $100.00 credit; the ZF six-speed was free.
What is a 1995 Corvette Pace Car Replica?
A 1995 convertible ordered with RPO Z4Z ($2,816.00) to commemorate the Corvette pacing the 79th Indianapolis 500 on May 28, 1995, its third time: Dark Purple Metallic over Arctic White with a red stripe and flag graphics and Indianapolis 500 door decals, a white top, black-and-purple leather sport seats with the race emblem embroidered in the headrests, ZR-1-style five-spoke wheels on P275/40ZR17 tires, and the automatic, performance axle, electronic air conditioning and Bose CD included. 527 were built: 87 for the Speedway, 20 for export and the rest sent one each to Chevrolet’s top Corvette dealers. The package is not coded in the VIN; the build sheet, paint 05/10 and trim 194 identify a real one.
What changed on the 1995 Corvette?
Gill-shaped front fender vents replaced the slats, the only visible change; the ZR-1’s 13-inch front brakes and the new Bosch ABS/ASR 5 system became standard on every model; base cars got softer springs and de Carbon shocks; the LT1 got stronger rods, a vented Optispark, a quieter fan and alcohol-tolerant injectors; the 4L60-E was smoothed and the ZF gained a high-detent reverse; sport seats got French seams; the Bose cassette became standard; run-flat buyers could delete the spare for a $100 credit; Dark Purple replaced Copper and Black Rose; and the ZR-1 was built for the last time, with the final car driven to the National Corvette Museum on April 28, 1995.
All The Research
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