Fun to drive museum piece
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| VIN | 1G1YY3181K5119756 |
Exterior | [10] White | Interior | [732] Red Leather | Motor | [L98] 5.7 Liter (350 c.i.) tuned port injected V8 | Gearbox | 4-speed automatic | Odometer | 78,055 | Exterior Condition | Outstanding (1) | Interior Condition | Outstanding (2+) | Drivetrain | Excellent (2+) | Braking | Excellent (2) | Suspension/Ride | Very Good (3+) | Tires/wheels | Outstanding (1) |
WHAT HAPPENED IN THE 80s stays in the 80s and for the most part, I’m ok with that. There are a few notable exceptions: Wayfarers, some catchy tunes and the fourth-generation Corvette, or C4. The C4 had some big shoes to fill. The third-gen (aka “shark” or “coke bottle”) had just finished a 15-year run; longer than just about any single bodystyle in American automotive history (not counting specialty cars like the Avanti, Excalibur, Gazelle, etc.). The C4 was instantly met with accolades from the automotive press and comparisons to formidable contemporaries such as the Nissan 300 ZX and Porsche 944 were quickly surpassed to draw allegories to the Ferrari 308. Its styling was a sleek departure from the C3’s fluid lines, yet it was unmistakably a Corvette, taking cues such as the blunt tail from the early C3s (The current C6, in turn departing from the rounded C5, borrowed cues like the blunt tail and circular taillights from the early C4). While its power output was hampered by Federal mandate in the early years, its handling was world class, evidenced by stats for lateral Gs and slalom times that stood at the top of the charts for several years that followed. Like its predecessors, the Corvette was an exceptional bang for the buck. Therein too lie some of its faults. It was such an attractive value that in the excess of the 80s, plenty of money was spared to add on body kits, “unique” paint schemes, wheel/tire combinations, lighting arrangements, etc. You get the idea. My Trapper Keeper was less gaudy. Jump ahead nearly a quarter century and they’re still around. In fact, finding an unmolested, as-Duntov-intended, original fourth-gen Corvette is as hard as finding music on MTV. I present you with such an example. This one’s a special piece: Meticulously maintained, original and—with the exception of tires, a sweet sounding Magnaflow exhaust (original is available), belts, plugs, and a couple other necessities—it’s preserved exactly as it was when it left the showroom floor.
OVERALL CONDITION
This is an outstanding, honest, original example of a C4 Corvette. The paint is original and but for a couple touch-up spots on the bumper, looks like new. The car has never been wrecked, tracked, or raced. No burnouts, drifts, pinks, etc. The motor is strong and sound. Not a drip anywhere. The motor is in fact spotless and is a jewel in and of itself. The transmission shifts smoothly through all gears. The suspension is firm, as a C4 should be, but it’s quite comfortable for highway cruising. Wheels have no rash or scratches. The convertible top is also like new with excellent canvas and clear glass. If you’re familiar with convertible Corvettes, you’ve no doubt experienced their primary drawback: that they compromise body stiffness, which over time spawns ear-splitting chirps, squeaks and rattles. This car has none—or I should say very little— of that. In fact, once the hard plastic (both in and out) comes to temperature and at highway speed, there are very few of the noises that the early fourth-generation Corvettes are plagued with. Its a testament to how well the car’s been cared for and preserved. And everything works! The AC blows cold, all the switches, knobs, etc. actually do something. There’s no pixel fade in the state-of-the-art (by 80s standards) digital dash. The original red leather seats show no wear whatsoever. The carpeting is fresh and spotless. It even smells like it did in 1989. The only things that are not original to the car are the tires, which are superb new Eagle GTs, as well as a new Magnaflow exhaust. The original exhaust is fine, but the Maganflow sounds fantastic and improves both performance and economy as a result of better breathing, modernizing the car somewhat. It has all of its factory options in tact and working as they should, including the Delco-Bose sound system, low tire-pressure monitor and luggage rack. The car also has its original set of books and all-in-one tool. Recently serviced by Ferrari of Denver, it’s good to go. And go it does.
DRIVING IMPRESSIONS
This car is a lot of fun to drive. Its 230 hp motor doesn’t seem like much by today’s (or earlier Corvette) standards, but it feels powerful. It’s an American V8 and it lets you know it. Braking is excellent, steering is precise. The ride is firm, which Corvette engineers intended in order to achieve the excellent performance qualities, but not bone jarring. Mated with the smooth 4-speed automatic transmission, it makes for spirited yet relaxed driving. Of course, there’s little substitute for wind-in-your-hair motoring and the Corvette’s top is as simple as any to raise and lower (manual, as they all were). It’s a car that you can turn up the Bose and not have the wind drown it out. It’s an excellent example of what I call a pleasure-performance car. And, like the C4 was at its inception, it’s a heck of a lot of bang for the buck. Style, performance, lifestyle, and value; all come together in this beautiful example of a soon-to-be classic.
