The Chevy Corvette was all new for the 1984 model year. Having skipped over the 1983 model year, as the all-new Corvette was not yet ready, the ’84 featured a more aerodynamic shape, fully digital dash, lower overall height, better ground clearance, and improved weight balance. Handling was better than the previous generation, with plastic leaf springs suspending the independent front and rear suspension. The windshield had a more radical rake than any GM product to that point, with a 64-degree angle. The rear hatch was fully functional, allowing for access to the ample cargo area. The glass for the rear hatch was the largest compound glass on any American vehicle. The roof was a single removable panel that fit easily into the cargo area. Power came from the 350 cubic-inch Cross Fire Injection Small Block carried over from the 1982 model year. It could be paired with either a four-speed automatic or the Doug Nash 4+3 manual.
The fourth-gen Chevy Corvette would run from 1984 to 1996. Improvements to power and comfort would be numerous, with the 230-horsepower L98 Tuned Port Injection engine bowing for the 1985 model year, ABS brakes and a new convertible Corvette in 1986, the six-speed manual gearbox in 1989, and the LT-1 Small Block pushing 300 horsepower in 1992. The biggest performance gains, as well as the priciest option, came in the form of the ZR-1 Special Performance Package that bowed for the 1990 model year.
The Chevy Corvette ZR-1 Special Performance Package was a surprise to nobody in the car world. Chevy had been testing the package for years, with a number of prototypes shipped to Europe to see how they would fare. Magazines and automotive TV shows had stories about the ZR-1 long before it was available to the public. Available only on Corvette coupes, the option package featured a 350 cubic-inch, aluminum block and head, double overhead-cam LT5 V8 with 32 valves that produced 375 horsepower and 370 pound-feet of torque. Casting of the alloy block and heads, along with assembly, was done by Stillwater, Oklahoma’s Mercruiser Marine, a company that had extensive experience with aluminum engine casting. The only transmission available for the ZR-1 was the ZF six-speed manual.
The Chevy Corvette ZR-1 wasn’t just an aluminum engine. The option package included wider rear bodywork to house the steamroller-like 315/35R17 Goodyear performance tires, leather power seats, power windows, power locks, FX3 Selective Ride and Handling developed by Lotus, a warning system for low tire pressure, a 200-watt Delco/Bose AM-FM/Cassette/CD stereo, and more. Altogether, the ZR-1 Special Performance Package added $27,016 to the $31,979 base price of a Corvette coupe. Even with the massive increase in price, demand was so high many dealers added a “market adjustment” that pushed ZR-1 prices north of $100,000.
The Chevy Corvette ZR-1 made good use of all that extra power. Rocketing from zero to sixty miles per hour in just 4.4 seconds, it was quicker than a Ferrari Testarossa. Blazing through the quarter mile in 12.8 seconds meant it was faster than the Lamborghini Diablo. The ZR-1 wasn’t fragile like many exotic cars with similar performance. In fact, it set a number of speed endurance records for 100 miles, 500 miles, 1,000 miles, 5,000 miles, 12 hours, and 24 hours, all of which it did at over 173 miles per hour.
Our feature 1990 Chevy Corvette ZR-1 is one of only nineteen 1990 ZR-1s finished in Medium Quasar Blue Metallic. It shows just 1,144 miles on its odometer. The black leather interior shows no signs of wear or fading. It is equipped with all the standard ZR-1 options, including FX3 Selective Ride, power seats, power windows, power locks, Delco/Bose AM-FM/Cassette/CD stereo, and cruise control. Included in the sale of this rare Corvette are the unopened ZR-1 owner’s materials with the ZR1 album, video cassette, music cassette, emergency key, ZR1 key fob and tire pressure gauge, original order form, and specifications binder.
Comments
IMO the 4th gen had pretty “bland” styling, BUT this colour is the best on that car and who wouldn’t like the ZR-1 version. Odd engine/powertrain but rare and from my recollection pretty dependable. Unfortunately you would not likely find a single soul that can work on this car if there was ever an issue with the powertrain. Forget beating on it. Great cruiser. Shame not to able to have much “fun” with it.
I disagree on the “bland” styling. I had 3 of the earlier model C4s, I enjoyed them but I hated the 4+3 transmission and I thought the round taillights just didn’t look right on that car. I almost purchased a ’90 ZR1 until I saw the total remake of the ’91 Z, ended up buying a ’91 and a ’93 ZR1, plus a ’96 LT4. Smoothing the front end and adding the new-style taillights really nailed it. Still have the ’96.
This and yellow were amazing in 1990.
By the time the C-4 came around it replaced a 20 year old chassis it cornered very well and stops well too. By today’s numbers it’s not a 0-60 rocket ship but it was a HUGE step forward from a C-3. Most old sport and muscle cars live a shelter life. So, 0-60 time is only a number. Save yourself some money and buy a C-4 There’s a lot of bang for the buck with a C-4. Warning: If a new 6.2L Silverado wants to drag race, shy away little doggie.
Ah, memories…
Loved my ’91 in Quasar Blue that was optioned with all the technology the ZR1 had, but with the last of the L98’s (with lots of little tweaks that made it set off car alarms as I idled through parking lots). Still got me to 160mph on the autobahn and I drove it so hard on little winding roads that the cords on my first tire sidewalls started showing. Hated giving it up to start the family life, but then that’s where the current customers for these come from.