How To Jack Up A C3 Corvette? Best 51 Answer

I had the same concerns, especially after reading the many threads on the forum and all the advice, t tops off, doors open etc. I have 2 jacks and 4 jacks but then decided to buy racing ramps. Not that expensive considering the money I spent on the car and I feel very comfortable using them. Just a suggestion.

The Chevrolet Corvette C3 was produced from 1967 to 1982 and is the third generation of the Corvette sports car. C3 Corvettes had new body and interior, but the chassis and engines were carried over from the previous generation C2.

The early years

Classic and Sports Car explains that the design of the C3 Corvette was similar to the second edition Mako Shark II concept car introduced in 1964. As with the C2, the 1968 C3 Corvettes were offered in coupe or convertible configurations. The coupe featured removable T-top roof panels and a rear window. Convertible models came with a folding soft top, but a hard top was available at extra cost.

For 1969, the small-block engine’s displacement was increased from 327 to 350 cubic inches (5.4 to 5.7 liters), although power output remained unchanged. Other powertrain options remained the same. The width of the steel wheels was increased to 8 inches and for the first time white lettered tires were offered as an option while the red striped tires were discontinued.

Seven rear axle ratios were available, ranging from 2.73 to 4.56. A positraction rear axle was an option, but over 95 percent of C3 Corvettes had it installed. The Sting Ray name from the C2 was revived on C3 Corvettes in 1969, although it was now Stingray as a single word according to Autolist.

Exterior changes included:

Redesigned door handles

The introduction of headlight washers,

A new black grille,

Integrated reversing lights.

The internal changes were:

Redesigned door panels

Standard headrests

The ignition switch was moved to the steering column

The diameter of the steering wheel has been reduced for easier entry.

This was the only year that a ZL1 option was offered with its 430 hp, 427 cubic inch (7.0 liter) big-block aluminum engine.

Grow up

An Eggcrate grille with matching fender vents was introduced in 1970, per Bullet Motor Sports, and tailpipes were enlarged and changed from circular to rectangular. The seats were redesigned and an upgraded interior was offered with leather upholstery, wood grain accents and upgraded carpets. The standard equipment now included a wide-ratio four-speed manual transmission, the Positraction rear axle and tinted windows.

Newly offered was an LT-1 engine, a 350 cubic inch (5.7 liter), 370 horsepower V-8. Models with this engine had a hood bulge and unique decals, but were not available with air conditioning. An LT-1 was timed to do a quarter mile in 14.4 seconds at a speed of 101.7 mph, for which it was compared to a Porsche but without the same expensive price tag.

For the 1971 model year, the C3 Corvette engines were tuned down with reduced compression ratios to make them compatible with lower octane gasoline. A 454 cubic inch (7.4 liter) 425 hp LS6 big block engine was available that year, which could be mated to an automatic transmission. It was the most powerful engine of that time.

The SAE net horsepower standard, introduced in 1972, replaced the old SAE gross horsepower measurement system, resulting in lower engine power figures. The 454 cubic inch (7.4 liter) LS5 big block engine was now rated at 270 hp. This engine was not available in California due to the state’s stricter emissions standards than required by federal law.

Important changes

In 1973, the Corvette began its transformation from a muscle car to a sports tourer with improved handling and 40 percent less interior noise. While retaining the chrome rear bumper, the front end now featured a lightweight, energy-absorbing urethane bumper to meet state five-mile impact requirements. The powerful LT-1 engine option was replaced by the L-82 with a capacity of 250 hp. Almost 20 percent of production was ordered with this engine.

A new tail design was introduced in 1974 with a urethane cover with cutouts for the lights and an integral license plate holder. The rear bumper would also now pass federal crash tests. The changes brought the design of the C3 Corvette up to date with the 1960s and found favor with most enthusiasts. Car and Driver magazine said, “…We believe the front and back combine to create a ‘molded’ form that speaks of function rather than decor.”

The Transitional Years

To comply with federal regulations, a catalytic converter was introduced in 1975, allowing only unleaded fuel to be used. This, along with newly extended service intervals and electronic ignition, made the C3 Corvettes more efficient. An electronically controlled tachometer also became standard this year, and the speedometer featured a sub-dial that showed kilometers per hour. The formerly two-piece rear bumper has been replaced with a seamless one-piece bumper.

Weight savings were achieved in 1976 when the fiberglass floor panels were replaced with steel panels, which also reduced cockpit noise levels. Cast aluminum wheels were offered as an option. Tires with white lettering were now fitted to 86 percent of C3 Corvettes. In 1977, the steering wheel was moved closer to the dashboard to offer a better driving position, leather upholstery became standard, and the center console and auxiliary instruments were redesigned.

To stand up again

For the Corvette’s 25th anniversary in 1978, the vertical rear window was replaced with a fastback design that improved the car’s aerodynamics and looks while increasing luggage space. The instrument cluster was redesigned to complement the center console, and a glove box replaced the map pocket in front of the passenger.

New high-back bucket seats were introduced for 1979, offering more lateral support. The 1978 pace car replicas featured glass roof panels and a front and rear spoiler package, which were optional on other models. Almost 7000 Vettes were fitted with the spoiler, which reduced drag and improved fuel economy. Around 15,000 cars adorned the reflective glass hoods. A cassette player was offered as an option for ’79.

The last chapter

Bullet Motor Sports explains that in the early ’80s power windows, air conditioning and a tilt and telescopic steering column were introduced as standard. In the last model year for C3 Corvettes, the Cross-Fire injection engine with 200 hp made its debut. It was mated to a new four-speed automatic transmission with overdrive in top gear, which improved fuel economy at cruising speeds.

A Collector Edition was offered by Chevrolet this last year. It featured unique paintwork and wheels, an opening rear window, and separately sequenced serial numbers.

The information and research in this article has been verified by ASE Certified Master Technician Duane Sayaloune of Vermin-Club.com. For feedback or correction requests, please contact us at [email protected].

Sources used:

https://www.classicandsportscar.com/features/buyers-guide-chevrolet-corvette-c3

https://www.autolist.com/chevrolet-corvette/chevy-corvette-c3-generation

http://bulletmotorsports.com/history-c3-corvette/

https://www.caranddriver.com/

https://www.caranddriver.com/features/g22035705/fully-vetted-the-visual-history-of-the-chevrolet-corvette/

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Fourth generation of the Corvette sports car

This article is about the fourth generation Chevrolet Corvette (C4). For general Corvette information, see Chevrolet Corvette

motor vehicle

The Chevrolet Corvette (C4) is a sports car that was manufactured by the American car manufacturer Chevrolet from 1983 to 1996. The convertible returned, as did more powerful engines, exemplified by the 375 hp (280 kW) LT5 in the ZR-1. In early March 1990, the ZR-1 set a new record for the highest 24 hour 5,000 mile land speed by exceeding a speed of 170 mph (282 km/h). Despite a completely new chassis, a modern, slimmer design and other improvements to the model, prices went up and sales fell. The last C4 was produced on June 20, 1996.[4]

1990 red C4 Corvette side

1990’s red C4 Corvette top

1990 red C4 Corvette in front

Overview [ edit ]

Targa top with roof panel Targa top without roof panel Cabrio

The C4 Corvette represented a clear departure from the Zora Arkus-Duntov-designed C3, with an all-new chassis and a sleeker, more modern, but still evolutionary design. It was the work of a team led by Corvette chief designer Dave McLellan, who had taken over Duntov in 1975. A departure from the fiberglass panels of its ancestors, the C4’s rear bumpers and fascia were made from molded plastic, a molded sheet metal compound. The C4 fastback coupe was the first production Corvette to feature a glass hatchback (the 1982 limited edition Collector Edition was the first Corvette to have this feature) for better storage access. The fiberglass or optional clear acrylic roof panel was removable. The Corvette C4 came standard with an electronic dashboard with a digital instrument cluster with a liquid crystal display. It showed a combination of graphics for speed and rpm, fuel level, and used digital gauges for other important engine functions. For the first time since 1957, the Corvette used single headlights instead of quad units, but they were still retractable.

With emissions regulations still changing and electronic engine management still in its infancy, engine output was low compared to previous generations. The primary design focus at launch was therefore handling and braking, with fully independent lightweight suspension and wheels, and all-new brakes with aluminum calipers. For the front suspension, the C3’s coil springs were replaced with a transverse fiberglass mono-leaf spring that was only 1/3 the weight of the coil springs, while also introducing a sway bar-like effect on the front. The price for the emphasis on handling was ride comfort, especially with the Z51 performance and handling package. Spring rates were successively softened for the 1985 model year. The C4 did not use a separate body-on-frame construction like its predecessors. Instead, what GM called a “Uniframe” frame was used, consisting of a traditional perimeter frame with the door jambs, windshield frame, U-shaped halo frame over the seats, and rear portion of the floor pan integrated into one welded assembly . This was not a unibody assembly as none of the outer body panels were structural members. Due to a styling decision to use a targa top rather than T-tops, there was no structural element connecting the windshield frame to the halo like the C3. This required extremely high side rails on the frame to maintain chassis rigidity and as a result the door sills were quite deep, with getting in and out being likened by contemporary car magazines to a “get in and out” experience. The Targa top was bolted in place, becoming a structural component rather than simply snapping into place like T-Tops in 1987 for easier entry and exit.

The interior and dashboard of a 1986 Corvette C4 coupe with gray upholstery

From the 1984 model year (available January 1984) through the 1988 model year, the Corvette was available with a Doug Nash “4+3” transmission – a four-speed manual transmission mated to an automatic overdrive in the top three gears. This unusual gearbox was a synergy that allowed the Corvette to retain a beefy 4-speed but add overdrive. As technology progressed, it was replaced by a modern ZF 6-speed manual transmission. However, the C4’s performance was hampered by its 250 hp (186 kW) L98 engine until 1992,[6] when the second-generation Chevy small block, the 300 hp (224 kW) LT1, was introduced, boosting performance of the C4 significantly improved. 1996 was a peak in the development of small-block engines and the 330 hp (246 kW) LT4 was introduced in all six-speed manual transmission cars. The LT4 produced maximum power at 5,800 rpm and 461 N⋅m (340 lb⋅ft) of torque at 4,500 rpm. While the LT4 was available in every Corvette, it was highlighted in the 1996 Grand Sport package.

The 1986 Corvette saw the return of the convertible and was billed as the pace car for the Indianapolis 500. 1986 also saw the introduction of the Pass Key I passive anti-theft system, with each key containing a special pellet that could be recognized and identified by the car’s computer system by sensing electrical resistance. When this new technology was first introduced, only 15 different resistance values ​​were available. When thieves discovered this weakness, it significantly reduced the value of this early system.

Only a total of 43 prototypes and pre-production Corvettes were made with a 1983 Vehicle Identification Number (VIN). None were made available to the public as official production vehicles. All were destroyed except one, VIN 1G1AY0783D5100023 (white with medium blue interior), fitted with a 205 hp (153 kW) 5.7 L L83 V8 engine and a 4-speed automatic transmission. It was displayed above the factory entrance for years until it was restored and is now on display at the National Corvette Museum in Bowling Green, Kentucky. The 1983 model delay was due to problems with quality issues at parts suppliers and production line changeover issues. GM decided to end production of the 1983 model year and launched the 1984 model year Corvettes early. Regular production of the 1984 model year began on January 3, 1983 and deliveries to customers began in March 1983. The 1984 models were manufactured for 17 months.

Corvette ZR-1

LT5 5.7 L (350 cu in) V8 in a C4 ZR-1

In 1986 General Motors acquired Group Lotus, a UK-based engineering consultant and manufacturer of high-performance cars. The Corvette division approached Lotus with the idea of ​​developing the world’s fastest production car, based on the C4 generation of the Corvette. With input from GM, Lotus designed a new engine to fit in place of the L98 V8 that powered the standard C4. The result was what GM called the LT5, an aluminum block V8 with the same bore centers as the L98 but with four overhead cams and 32 valves. Lotus also designed a unique air management system for the engine to provide a wider powerband by shutting off 8 of the 16 intake ports and fuel injectors when the engine was at part load while the ZR-1 was still rated at 375 hp (280 kW) at full load. In addition to the engine, Lotus helped GM develop the improved braking and steering systems of the ZR-1 (which was called the “King of the Hill” [9] in the prototype version). The ZR-1 is fitted with Goodyear Eagle Gatorback tires sized P315/35ZR-17 that were custom made for the car, along with larger ventilated disc brakes. Due to the heavier engine and body, and wide tires, the ZR-1 is 91 kg heavier than the standard Corvette C4. The ZR-1 came standard with the UJ6 low tire pressure warning system and a Bosch-made ABS system. The FX3 suspension system was developed by Bilstein and was similar to the system used in the Porsche 959, albeit with modifications borrowed from the Lotus Formula 1 division. The system used a gas-over-oil shock absorber whose hollow center shaft featured an adjustable orifice that controls the flow of oil in the shock absorber. The system allowed six damping settings in each of the three riding modes, namely Touring, Sport and Performance, and had a total of 14 steps. Servomotors coupled to a microprocessor controlled the vehicle’s speed and adjusted the suspension system accordingly.

Unique to the car, the 5.7-liter, DOHC, 32-valve LT5 engine had a 4.40-inch center bore spacing. Spacing has been maintained by reducing the bore from 4.00 to 3.90 inches while increasing the stroke from 3.48 to 3.66 inches. The aluminum cylinder liners were Nikasil coated and the engine block has a cast aluminum oil pan. The crankcase features integral cast iron main bearing caps with four and six bolts that hold the forged steel crankshaft in place. The engine’s four camshafts are driven by a roller chain and actuate hydraulic tappets that eliminate valve lash compensation. The four-valve combustion chambers feature centrally located spark plugs that combine with dished aluminum pistons to deliver an 11.0:1 compression ratio. The engine held 12 liters of oil, 7 more than the L98 engine. The LT5 also featured a unique two-valve intake system along with 16 tuned length intake runners and a specially designed intake manifold with three throttle bodies. The small primary throttle body was designed for responsive, low-speed operation, while the two large secondary throttle bodies allowed full power utilization. The engine used direct ignition: four coils fire two spark plugs simultaneously after receiving their cue from a crankshaft sensor working in combination with the ECM. Spark advance and delay are controlled electronically by the ECM, which receives additional information from a knock sensor. A distinctive cooling system with a 15% larger radiator ensured that the engine’s operating temperature remained the same as the L98 despite the differences in design and operation.

To transfer power to the rear wheels efficiently, a unique ZF 6-speed manual transmission codenamed ML9 was fitted. The transmission used Computer Aided Gear Selection (CAGS), which forced the driver to shift from first to fourth gear in low-power urban driving conditions. The transmission has an optimized ring-to-pinion ratio of 3.54:1 and a lower final drive ratio of 3.33:1.

Other exterior modifications include a hard-coated acrylic roof panel and seven additional exterior colors. The interior featured standard leather sport seats and a Delco/Bose sound system.

Performance figures tested by Road & Track magazine include an acceleration time of 0-97 km/h (0-60 mph), a quarter mile time of 13.4 seconds, a braking distance of 132 feet at 60 mph and 233 feet at 80 mph combined with a skidpad acceleration of 0.94 g. The car’s top speed, tested by the magazine, was 175 mph (288 km/h).

GM found that the engine required special assembly and that neither the Corvette plant in Bowling Green, Kentucky, nor any of its normal manufacturing facilities could handle the workload, so Mercury Marine Corporation of Stillwater, Oklahoma was contracted to build the engines to assemble under their MerCruiser division, due to their experience working with aluminum, and sent them to the Corvette factory in Bowling Green where the ZR-1s were assembled. Engine assembly consisted of 95% drill and drill operations, which were performed at the Mercury Marine factory. The engine was largely hand assembled and dyno tested before shipping to Chevrolet. Mercury Marine secured two LT5 V8 engines. These engines were used in the company president’s ZR-1 and a custom built speedboat called the “Wette Vette”. The engine was modified for boat use and had an increased output of 420 hp (313 kW).[11]

Introduced at the 1989 Geneva Motor Show and going on sale later that year, the ZR-1 was only available as a fastback coupe body with a removable roof panel. It differed from other Corvette coupes with its wider tail section, 11-inch-wide rear wheels, and new convex tail fascia with four square taillights and a special red ZR-1 badging in between.

1992 Corvette ZR1

In 1990, the 1991 ZR-1 and base 1991 model received updates to the body, interior, and wheels. The convex rear fascia that set the 1990 ZR-1 apart from the base model found its way into all 1991 models, making the high-priced ZR-1 even less distinguishable. Other changes were made the following 1991, including additional ZR-1 badging on the fenders and the introduction of Accelerator Slip Regulation (ASR), or traction control. For the 1993 model year, Lotus-designed modifications were made to the LT5’s cylinder heads, exhaust system and valvetrain, increasing power from 375 to 405 hp (280 to 302 kW) at 5,800 rpm and 385 lb⋅ft (522). was Nm) torque at 5,200 rpm. In addition, a new exhaust gas recirculation system improved exhaust gas cleaning. The model remained nearly unchanged through the 1995 model year, after which the ZR-1 was discontinued due to waning interest, development of the LS series engines, manufacturing costs, and the impending introduction of the C5 generation. A total of 6,939 ZR-1 models were made over the six years. It wasn’t until the debut of the C5-based Z06 in 2001 that Chevrolet would offer another production Corvette capable of matching the ZR-1’s performance.

Although the ZR-1 was extremely fast for its time (0-60 mph (97 km/h) in 4.4 seconds and topped 180 mph (290 km/h)), the tremendous power of the LT5 engine was appreciated by its surpassed robustness. As proof of this, on March 1, 1990, a production ZR-1 set seven international records and world records at a test track in Fort Stockton, Texas, confirmed by the FIA ​​(Fédération Internationale de l’Automobile) for the Group II, Class 11 category :[12][13]

100 miles (160 km) at 175,600 mph (282,601 km/h)

500 miles (800 km) at 175.503 mph (282.445 km/h)

1,000 miles (1,600 km) at 174.428 mph (280.715 km/h)

5,000 km (3,100 mi) at 175.710 mph (282.778 km/h) (world record)

5,000 miles (8,000 km) at 173.791 mph (279.690 km/h) (world record)

12 hours endurance at 175.523 mph (282.477 km/h)

24 hour endurance at 175.885 mph (283.059 km/h) for 4,221.256 miles (6,793.453 km) (world record)

These records were later broken by the Volkswagen W12, a one-off concept car that never went into production.

ZR-1 Active Suspension Prototype (1990) [ edit ]

The Active Suspension prototype was based on the ZR-1 but incorporates active hydraulic suspension found on the GTP Corvette race car. It was developed as a prototype for a limited edition in the 1990 model year.[14]

25 active suspension vehicles were built at the Bowling Green Plant.[15]

A prototype was sold at the 2009 Barrett-Jackson Palm Beach auction for $60,000 (before buyer’s premium).

B2K Callaway Twin Turbo [ edit ]

The B2K was a high-performance alternative to the standard Corvette offered by Callaway Cars under license from Chevrolet from 1987 to 1991. It was available from Chevrolet dealers if the customer selected the “RPO B2K” option on the order sheet. Chevrolet approached Callaway to offer such an option after seeing the power output the tuning company could reliably extract from modified twin-turbocharged Alfa Romeo V6 engines. The car came with the standard Chevrolet warranty plus an additional one year 12,000 mile Callaway Cars warranty. The conversion cost an additional $26,995 over the price of a base model Corvette. The rebuild consisted of taking the engine out of the car and going through a thorough series of modifications, as well as installing twin turbochargers. The result was the engine with a supposedly conservative 382 hp (285 kW). The car was classified by the EPA as a standard Corvette, so it was not subject to any additional registration requirements. Over 500 cars have been modified.[18][19]

A derivative of the twin-turbo Corvette, the 880 hp (656 kW) Callaway SledgeHammer recorded a speed of 254.76 mph (410.00 km/h) on the Transportation Research Center track in Ohio, making it the fastest road car at the time made.[20 ]

1990 Chevrolet Callaway Corvette Convertible

Special editions[edit]

Pace Car Convertible[ edit ]

1986 Convertible Indy 500 Pace Car Edition

A yellow convertible was the pace car for the 1986 Indianapolis 500 race. This marked the return of the convertible body style that had been absent from the Corvette lineup since 1975. All 7,315 1986 convertible Corvettes (all exterior colors) had console identification “Indy 500 Pace Car”.

35th Anniversary [ edit ]

1988 Corvette 35th Anniversary Edition

The 1988 35th Anniversary Edition, also known as the “Triple White Corvette”, is a white Corvette fastback coupe with white wheels and a white interior (including the seats and steering wheel). It also features a removable black top and came equipped with everything, including its own unique emblems. The 35th Anniversary car is the 2nd serialized Corvette in the production history of the C4 Corvette, with each car receiving an engraved console number plaque. 2,050 cars were built and 180 of these were manual cars, making this a rare collector’s item.

In 2009, the Barrett-Jackson Palm Beach auction house was offering an original 35th Anniversary Corvette with Z01 option from first ownership with only 682 miles (1,098 km). The 350/245 engine was mated to a rare 4-speed manual (MMF), an option chosen by only 19% of owners. For 21 years the car was stored in an air-conditioned environment. The car was sold at a price of $41,250 including commission. This easily beats the steep price of $32,100 for a 35th anniversary edition at an RM auction held in Monterey in 1998.[21]

40th Anniversary [ edit ]

1993 40th Anniversary Coupe

The 1993 40th Anniversary package was available on all models. It included Ruby Red metallic paint and Ruby Red leather sports seats, as well as Ruby Red center caps on the wheels, special trim strips and 40th Anniversary side emblems. 6,749 were sold at a premium of $1,455. All leather seats have the 40th emblem embroidered due to an error in the drawings sent to the seat supplier. Including 5.7 V8

Brickyard 400 float/parade [ edit ]

In 1994, twenty-five (25) Corvette Convertibles were delivered to the Indianapolis Motor Speedway for use in the inaugural Brickyard 400 drive. The Corvettes were primarily used to introduce the 43 NASCAR drivers in a parade lap prior to the start of the race Driver Introductions. Thirteen red and twelve black convertibles were used, and most carried two drivers on their laps, with their names displayed on the hoods. They also promoted civilian, NASCAR, and manufacturer dignitaries on other parade laps, such as “The King” Richard Petty, Bobby Allison, and Mayor Goldsmith of Indianapolis. It is not known how many of these cars still exist in “Full Dress” as many dealers simply removed the graphics when receiving the cars after the race.

Indy Pace Car[edit]

1995 Corvette Indy 500 Pace Car Edition (Convertible)

In 1995, a C4 convertible was again the pace car for the Indianapolis 500, and a special pace car edition was offered. 527 were built.

Big sport[ edit ]

1996 Corvette Grand Sport Convertible

Chevrolet released the Grand Sport (GS) version in 1995[22] to mark the end of production of the C4 Corvette. The Grand Sport nickname is a nod to the original Grand Sport model that was produced in 1963. A total of 1,000 GS Corvettes were produced, 810 coupes and 190 convertibles. The 1996 GS featured the high-performance LT4 V8 engine that produced 330 hp (246 kW) and 340 lb⋅ft (461 N⋅m) of torque. The Grand Sport was only available in Admiral Blue with a white center stripe, black 5-spoke wheels, two red “hash marks” on the front driver’s side wheel arch, and a special seat trim that provided a distinctive look. The Grand Sport also got wider tires and the coupes were fitted with small rear fender flares. The C4 Grand Sport also had a unique VIN compared to the standard C4.

Collector Edition[edit]

The 1996 Collector Edition was the last of the C4 Corvettes, just as the 1982 Collector Edition was the last of the C3. It included Sebring Silver paintwork, 5-spoke silver alloy wheels, special emblems and seat trims. Of the 5,412 units built, 4,031 were coupés and 1,381 were convertibles. It cost $1,250 more than the base model Corvette.

Production Notes[edit]

Model Year Production Base Price Notes 1983 43 — Prototype and pre-production only. There is only one survivor owned by GM in the Corvette Museum. 1984 $51,547 21,800 L83 engine continued from 1982. Manual transmission not available in regular production until January 1984 (18 made September 1983, factory tested then delivered November 1983 to early orders). 1985 $39,729 $24,891 More powerful and fuel efficient L98 engine introduced. 1986 $35,109 $27,027 First convertible since 1975 – all 7,315 have Indy 500 pace car console ID plaque. New were third brake light, anti-lock braking system, electronic air conditioning and key code anti-theft device. 1987 $30,632 27,999 V8 engine now has hydraulic roller tappets increasing horsepower to 240. Callaway Twin-Turbo is offered by dealers with GM warranty. 1988 $22,789 $29,480 Suspension changes. New wheel design. All-white 35th anniversary special edition coupe. 1989 $26,412 $32,045 ZF 6-speed manual replaces Doug Nash 4+3. 1990 $23,646 $32,479 ZR-1 is introduced with DOHC LT5 engine. Interior redesigned to incorporate the driver’s side airbag. New optional Delco/Bose “Gold” 200-watt six-speaker sound system. 1991 $20,639 $33,005 Restyled exterior. Last year for the Callaway B2K Twin Turbo. 1992 $20,479 $33,635 New LT1 engine replaces the L98. Traction control is standard. 1993 $21,590 $34,595 Passive keyless entry is a new standard feature. Special edition for the 40th anniversary. 1994 $23,330 $36,185 New interior including passenger airbag. LT1 receives sequential fuel injection with mass air flow. 1995 $20,742 $36,785 Last year of the ZR-1. Gen II Opti-Spark Manifold. Small exterior redesign. Indy Pace Car Special Edition. 1996 21,536 $37,225 Last year for the C4, optional 330 hp (246 kW) LT4 engine. Collector Edition and Grand Sport special editions. Only C4 year with OBD II diagnosis. Selective Real Time Damping is a new option. Total 358,180

Engines [ edit ]

Engine Model Year Output Torque 5.7 L (350 cu in) 1984 L83 V8 205 hp (153 kW) 290 lb⋅ft (393 N⋅m) 5.7 L (350 cu in) L98 V8 1985–1986 230 hp (172 kW) 330 lb⋅ft (447 N⋅m) 1987–1989 240 hp (179 kW) 345 lb⋅ft (468 N⋅m) 1987 (B2K Callaway) 345 hp (257 kW) 465 lb⋅ft (630 N⋅m) 1988–1989 (car coupes with 3.07 rear) 245 hp (183 kW) 345 lb⋅ft (468 N⋅m) 1988–1989 (B2K Callaway) 382 hp (285 kW) 562 lb⋅ft (762 N⋅m) 1990–1991 245 hp (183 kW) 345 lb⋅ft (468 N⋅m) 1990–1991 (car coupes with 3.07 rear) 250 hp (186 kW) 345 lb⋅ft (468 N⋅m) 1990–1991 ( B2K Callaway) 403 hp (301 kW) 575 lb⋅ft (780 N⋅m) 5.7 L (350 cu in) LT5 V8 1990–1992 (ZR1) 375 hp (280 kW) 370 lb⋅ft (502 N⋅ m) 1993–1995 (ZR1) 405 hp (302 kW) 385 lb⋅ft (522 N⋅m) 5.7 L (350 cu in) LT1 V8 1992 300 hp (224 kW) 330 lb⋅ft (447 N⋅m). m) 1993–1995 300 hp (224 kW) 340 lb⋅ft (461 N⋅m) 1996 300 hp (224 kW) 335 lb⋅ft (454 N⋅m) 5.7 L (350 cu in) LT4 V8 1995 -1996 (with manual transmission) (Grand Sport) 330 hp (246 kW) 340 lb⋅ft (461 N⋅m)

Concept cars[ edit ]

Ramaro[edit]

1984 Bertone Ramaro

The Ramarro is a restyled version of the C4 Corvette built by Italian design house Gruppo Bertone. The concept debuted at the 1984 Los Angeles Auto Show and won Auto&Design’s 1985 Car Design Award. It is named after the Italian word for “green lizard”.[23]

CERV III [ edit ]

1986 Corvette Indy Prototype, later known as the CERV III

In June 1985, Chevrolet chief engineer Don Runkle and Lotus’ Tony Rudd discussed creating a new show car to showcase their engineering expertise. The project would become CERV III (Corporate Engineering Research Vehicle III). It was first unveiled in January 1986 at the Detroit Automobile Show as a Corvette Indy prototype car.

ZR2 [ edit ]

Also known as the “Big Doggie”, the ZR2 is a concept model based on a C4 Corvette but with a much larger 7.4 L (454 cu in) OBV V8 big-block engine and multi-port -Fuel injection similar to the tuned port injection found on the base 1985 thru 1991 model and a 6 speed manual transmission.

The vehicle was built by Corvette Development Engineering as a development vehicle to study the possibility of matching the ZR-1’s performance while reducing cost through the use of a big-block engine. The engine was rated at 400 hp (406 hp; 298 kW).[26]

The prototype vehicle, orange with a black interior, sold for $71,500 at the 2009 Barrett-Jackson Collector Car Auction.[27]

race [edit]

Corvette GTP (IMSA) [ edit ]

The Corvette GTP by Peerless Racing

As part of GM’s initiative to promote the new C4 Corvette, they funded a program in the IMSA GT Championship to run a prototype GTP class under the Corvette name, operated primarily by Hendrick Motorsports. Although the Corvette GTP actually had very little in common with the production C4 Corvette, including the lack of a V8* engine in some races, a few styling cues were used. The project lasted until 1988 with mixed success.

*Note: The last Corvette GTP built (HU8811.01) as raced by Peerless Racing underwent extensive wind tunnel testing by GM, using many of the ‘aero’ developments (like the hatchback design) in later production C4s. The Peerless GTP Corvette also went back from the supercharged V6 to the V8 small block engine. This last GTP Corvette (Peerless) was raced by Hobbs, Baldwin, Villeneuve & Goodyear in IMSA before the BBC based Eagle (10.2) engine was installed to go to Le Mans in 1990.

Le Mans[ edit ]

The C4 also made appearances in international endurance sports car races in a project orchestrated by former Corvette Cup driver Doug Rippie. The car, based on the ZR1 trim C4, competed in the popular GT1 class at Le Mans and Sebring in 1995, where it temporarily led.

References[ edit ]

video description

Jacking up your 2004 Citroen C3 can be dangerous if done incorrectly. The video above shows you where the jack location is, along with where the jack points and lug wrench are located in your C3. The video shows how to assemble the jack kit components and the safety precautions to take when using your jack. Most Citroen jack kits contain the jack, a jack handle and a lug wrench. If you have a flat tire in your Citroen C3, please watch our How to fix a flat tire video.

Use the owner’s manual to locate the C3 jacking points and this video to see additional jacking tips to minimize the risk of injury. The best way to avoid injury is to never get under your vehicle while it’s jacked up, especially if you don’t have jack stands positioned in the jacking points on your C3. Also remember that even if your car is properly jacked up, another car could hit and overturn it; Therefore, think carefully about your surroundings before jacking up your car.