Corvette 1984 to 1996

Chevrolet produced this fully redesigned and sophisticated Corvette from 1984 until 1996. For this generation, the convertible returned in 1986. The high-performance engines came back later in the C4, but the Vette’s loyal fan club never left. The ZR-1 sets a new 24-hour and 5,000-mile (8,000 km) speed record doing more than 175 miles per hour (282 km). The sleek, modern automobile used pre-molded plastic panels and bumpers, too. A hatch-back model became available for the first time as an option allowing easy access to the rear storage area.

The new-design brakes had aluminum calipers. The car had an electronic dashboard with digital liquid crystal displays as standard equipment. Emissions regulations were changing at this time so the engineers focused on handling, driving, and creature comforts, particularly on the Z51 performance package. The emergency brake lever, located between the driver’s seat and door, moved lower and farther back to ease entry. In 1988, the driver’s seat moved lower and farther back to minimize “the fall in, climb out” complaints.

Chevrolet Corvette 1984© Artzzz | Chevrolet Corvette

From 1984 until 1988, an optional Nash Douglas 4+3 transmission was available. This unusual transmission was a manual four-speed with a three-speed automatic overdrive feature. A more modern six-speed manual transmission replaced it from 1989, but performance was compromised until, in 1992, engineers reintroduced an earlier designed LT1 small-block engine, which greatly improved performance of succeeding Vette models. The apex of the small-block development came in 1996 when Chevy introduced a 330 horsepower (246kW) as basic equipment coupled to a manual transmission.

Chevrolet Corvette 1992© Swtrekker | 1992 Corvette at Duggan’s Irish Pub, Woodward Dream Cruise

The first Corvette convertible manufactured since 1975 was the Indianapolis pace car in 1986. There were 7,315 convertibles manufactured in 1986. This yellow pace car also sported another newly available option, an entry and ignition pass key containing a special pellet the ignition system could identify. In retrospect, this early system didn’t fair well because of only 15 available combinations, but the following years saw improvement.

Chevrolet Corvette 1993 front© Mybaitshop |  1993 Chevy Corvette

In 1990, Lotus Engineering, a GM subsidiary in the U.K., helped GM. The ZR-1 was a coupe style only and on the market until 1995. It’s distinguishable from other Vette coupes since it had a wider tail section with four square taillights and the center stop lamp mounted in the rear window.

Corvette wanted to produce the fastest production car on earth in the C4 generation. The engine designed to do this, dubbed the LT5, replaced the L98 V8 used in the basic C4 Vette. The new aluminum-block engine had four overhead cams and 32 valves but retained the same bore centers as the L98. The engine preserved fuel while operating at part throttle by shutting down 16 intakes, but when at full throttle, the engine’s 32 intake valves allowed the power plant to produce 375 hp (280 kW). This is great, but GM didn’t want just another new “muscle car” without track capabilities so the brakes, suspension, and steering the company again updated the car with adjustable active ride control. The retail price tag on this car was almost double its siblings, but this car could do 0-60 in 4.4 seconds, reaching a speed of 180 mph.

Chevrolet Corvette 1993© Mybaitshop | 1993 Chevy Corvette

There were other commemorative Vettes in the C4 generation; most of them had only cosmetic changes; Chevy reissued a 35th and 40th anniversary model as well as a collector edition and a Grand Sport. The only other really mechanically distinctive Vette sold was the B2K Callaway Twin-Turbo model that appeared on showroom floors in 1987. The Callaway “sledgehammer” developed 880 hp (656 kW) and recorded a top speed of 254.76 mph (410 kph) at the Ohio Transportation Research Center Track.

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4 days ago

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Hanging out at the Petersen Museum today ...

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Streamlined roof-mounted emergency lighting pods were beginning to appear by 1940 and Meteor showed a number of ambulances so-equipped in their mailings. Meteor's flower cars were topped by 5-window business coupe-style roofs and featured a fake folded convertible top made of aluminum mounted at the rear of the flower box. Meteor introduced a new driver's door first seen on 1939 S&S carved-panel coaches that featured an unusual A-shaped window frame. Meteor then mounted a miniature coach lamp within the triangular panel that was now part of the body. Although the new arched door looked great on their service cars, flower cars and carved Gothic hearses, it looked hideous when combined with the vertical B & C pillars found on their limousine-style coaches and ambulances. The rear door window frames as well as the B-pillars and C-pillars were still vertically oriented and clashed with the sharply sloping outline of the front door's arched window-frame.S&S did the right thing and used vertical B-pillar front door frames on their regular limousine-style and landau-style hearses and ambulances. Although they could have used a regular door on their limousine-style coaches and ambulances (as did S&S), for some unknown reason, Meteor didn't and continued producing ugly limousine style coaches until 1950, when regular door frames returned.Quite unfairly, LaSalle had acquired the reputation of being a "cheap" Cadillac and was eliminated by GM just as Cadillac released their new Bill Mitchell-designed models in 1941. The new Cadillac was decidedly forward-looking, side-mounted spares had been eliminated and the new Hydra-Matic automatic transmission was available for the first time having been pioneered by Oldsmobile in the previous year. The prow-nosed look seen in the Thirties was gone, replaced by massive front-end highlighted by the now-famous egg-crate grille. Headlamps were now mounted in, rather than on top of, the front fenders. Equipped with a Cord-like coffin-nose hood the new Cadillacs were noticeably different from their predecessors and set the standard for American luxury during the 1940s. A mid-sized 29-passenger transit bus prototype called the 101 was built during 1941, but never saw production. However their experience with the vehicle helped procure a large contract to produce bodies for a post-war Reo transit coach.The A-framed Meteor coaches continued little unchanged through 1942 although a less-expensive series of coaches appeared in 1941 mounted on Chevrolet chassis that featured normal-looking vertically-oriented B-pillars. When seen on a flower car body, Meteor's A-framed front doors looked good and their 1942 version featured a 5-window business coupe roof mounted on top of a standard Meteor coach body that had been built with no structure above the beltline. The coupe's blanked-in rear quarter-windows were covered by a landau bar and the base of the roof flowed straight back to the rear of the flower box which still had a makeshift faux folded-convertible roof. The rear doors were left intact and could be used to load chairs or other graveside necessities. Access to the casket compartment was through the tailgate which had built-in casket rollers that matched those on the compartment floor. The height of the exposed stainless steel flower deck was hydraulically adjustable so that different-sized floral tributes could be accommodated and a tonneau was included to cover the bed when not in use.After an illustrious career with Henney and a short stint at the Des Moines Casket Company, automotive designer Herman Earl (1878-1957) worked for Meteor up until his retirement during WWII. Another famous wartime Meteor employee was John B. Judkins who became a consultant for the firm, when his Merrimac, MA coachbuilding firm folded in 1942. During the War, Meteor manufactured aviation equipment for the US Navy and ramped up for civilian production in early 1945.Immediately after the war Meteor built 969 bus bodies for Reo's post-war 96-HT 'Victory' bus (1945-1947). These Reo-Meteor coaches included a Continental 427cu in 6­cylinder gasoline engine mounted under the floor and featured sectional bodies similar to those produced by Wayne Works.1946-1948 Meteor coaches remained unchanged from the pre-war 1942 models and still included weird A-framed front doors with integral miniature coach lamps. As with other makers, post-war prices increased by about 50% and new Meteor coaches started at $5,000. All Meteor coaches were now built on Cadillac chassis and included rear fender skirts plus optional automatic transmission and air-conditioning. Ambulances could be ordered with built-in roof-top warning lights, a choice of sirens plus a clever front fender-mounted fire extinguisher.Cadillac's new commercial chassis was available beginning 1949, one year after the introduction of their famous P-38 Lightning-influenced rear fenders.

Are the engine and drive train still there?

It's all there folks!

No engine

I like to see them when their done too.

Thing is really trashed


Greg Andry

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4 weeks ago

Muscle Car Fan

About 60 vintage Vintage parts cars for sale in Michigan. Cadillacs, Olds... ...

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1 month ago

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Super Clean 1966 Chevy Caprice ...

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One beautiful Car. One of my favorites !!!! I wish I had the money to buy it !!!!!!🚦

Had one miss it

Mauricio Costa Augusto Taques

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