The Cross-Fire Injection 350 was standard on '81,'82, and '84 Corvettes. This engine produ
As a midwest Corvette and Chevy drag racer (108 wins in 123 final rounds) and a hardcore enthusiast from the wild '60s, the '80s might have seemed tame on many fronts. But it was actually pretty awesome, at least from my vantage point. It didn't start that way, though, at least not for new Corvette owners in California.
The '80 model year Corvettes had three different engines: a standard LG4 305 for California (which ran remarkably well) and two 350s for the other states (a base 350 plus RPO L82, a high performance option at $595). Due to strict emissions regulations, the California LG4 could only be ordered with the MX1 automatic transmission. Total '80 Corvette sales in California were 3,221. In all other states, you could not order a four-speed manual transmission with the RPO L82 engine, although lore has it that some were produced early on. The '80 body color of choice was Code 10 white with 7,780 units painted in that color. The least-ordered body color was Code 58 Dark Green with 844. The base Manufacturer's Suggested Retail Price (MSRP) was just over $13,140.
For the '81 model year, Corvettes were produced in both the St. Louis and Bowling Green plants. All engines were now equipped with Computer Command Control, which automatically adjusted ignition spark timing and fuel mixture. In the rear suspension a new 8-pound composite plastic rear leaf spring replaced the previous 44-pound steel multi-leaf assembly. Composites were a big deal back then. Few thought it was possible. The St. Louis Corvettes were painted with lacquer, while the Bowling Green Corvettes were painted with a new, basecoat/clearcoat process. The MSRP was just over $16,200. Total '81 Corvette sales were 40,606. For the record, Code 10 White was the most popular body color in with 6,387. The rarest was Code 24 Bright Blue Metallic at one. Yes, one.
The L98 TPI 350 was a performance and drivability blessing, circa 1985-'91.
During these years imported, sporty-type cars were on the scene and selling well, and Ford's new Mustang and Buick's Turbo V-6 Regal were both putting on the performance gloves. The Corvette continued to evolve year after year. Sadly, by the close of the decade, the base MSRP had almost doubled. So, due to new competition from all fronts as well as huge pricing increases, new Corvette sales dropped to a low of 30,632 in 1987. The first Corvette with a base price exceeding $20,000 was the '82 Special Edition at just over $22,500. (There were 6,759 produced. Neat car.)
You may recall that the new Mustang was getting all the ink in magazines in the early '80s. While Chevy's '82 V-8 ran out of power at 4,400 rpm due to a restrictive pellet catalytic converter and smallish Cross-Fire throttle-body induction, the Mustang 302 had a free-flowing monolith converter and a carburetor. Its engine could reach 5,500 rpm. Chevrolet really didn't have much to brag about. As editor of Super Chevy, neither did I. To do something positive, I quietly entered a friend's new '82 Special Edition Corvette in the 16th Annual Corvette National Charity Drags at Orange County International Raceway. I was hoping to win a few rounds then write up a fun, descriptive tale. Yes, the '82 Corvette had some moxie.
We were one of 66 Corvettes entered in Bracket 5 (15.00-15.99 seconds). Our dial-in started at 15.90 seconds, as the computer-controlled automatic transmission took its time shifting full-throttle into Second gear. Six or so class elimination wins later we beat friend Norm Curtis for Bracket Five class laurels. (Actually, Norm beat himself by running 15.00 on his 15.07 dial-in.)
We thought we were done for the day, but Gary Leonhardt, club president, told us we had to compete for "King Of The Hill." To earn that honor we had to run Gary Cooke, then the NHRA Winternationals Super Gas champion, in his Service Center 9.90 e.t. '59. We dialed in a 15.95 e.t. for this final run. Cooke dialed in a soft 10.15.
In 1982, yours truly won Bracket 5 and King Of The Hill in a new Special Edition '82 at th
Ralph Eckler's shop in Titusville, Florida, led the way in offering custom body panels, fe
We road tested every year Corvette from 1978 through 1989, including this '86 pace car rep
Chevrolet Motor Division marked its 75th Anniversary in 1987. There were many big celebrat
We launched on the last yellow bulb and were at the eighth-mile marker when in our rearview mirror we saw the '59 launch. In a blink we could see the finish line, but we also watched Cooke coming up fast in the right lane at over 130 mph! But then, just before the finish line, he let off and we crossed the finish line first. He later said that he thought we broke out (went too quick). Well, super-quick starting line reaction times and e.t.'s close to each run's dial-in won all my Class and Eliminator races that day. The '82 Special Edition won King of the Hill with a 15.97 run on a 15.95 dial-in. Had the transmission shifted quicker, the car felt like it could run mid 15s.
Needless to say, when our event coverage was published in Super Chevy, Chevrolet's Corvette engineering staff were very pleased. Sadly (again), perhaps due to the lack of a four-speed manual transmission and rumors of an all-new Corvette in the works, total '82 Corvette sales dropped to 25,407. To tell you how much had evolved in Corvette optional equipment, '82 was the final year for RPO UN5, an AM/FM stereo with CB radio that retailed for a whopping $755. A total of 1,987 Corvettes were so-equipped.
Due to extended engineering exercises for the all-new Corvette, the decision was made at GM to forego a "1983" Corvette. This decision came after the major media tested same at Riverside Raceway in late 1982. The new Corvette would be a "1984." It was released in March 1983, and shortly thereafter GM held an official west coast press junket with nine new Corvettes.
Would you believe the Southern California print media lined up to road test this nice Copp
Corvette mechanics from the GM Proving Grounds in Mesa, Arizona, serviced all nine cars. In discussions amongst themselves, they felt that if any of the Corvettes might offer some "soft" handling, it would be car number 8. Well, on the twisty, mountain drive back to the coast after lunch, Corvette development engineers Larry Fletcher and Rick Darling were in a factory '82 Corvette right behind me in the number 8 car. As we zig-zagged through the mountain curves, we were at an elevation where the pavement might have black ice. Guess who was the first major media guy to spin out a new '84 Corvette? Oh, and guess which two Corvette development engineers also spun out? There's not much you can do when you're deep into a corner and road ice suddenly takes you out. I spun and ran over a road delineator sign, which deflated the left rear tire. My first spin out, ever. A month later at the GM Proving Grounds, Chevrolet's West Coast P.R. Director, Bill Ott, and five Mesa Corvette engineers and technicians handed me something nicely gift-wrapped. It was the road delineator sign I had run over. They had it inscribed, "Doug Marion Memorial Road Delineator." It was given in lasting friendship, but talk about feeling l-o-w.
Because of its extended sales period, the '84 model sold a whopping 51,547 units. Many print media testers complained about the stiffness of the optional RPO Z51 performance handling package. I was one of the few who liked it. It felt like my '62. Super handling was the talk of the day, but then a new phrase sprang up: "ride quality." The softies wanted to have their cake and eat it too. No problem. Corvette chassis engineers created an even better riding and handling Corvette in '85 and beyond.
The '85 Corvette proved to be a real barn burner. None of us were that thrilled with the Cross-Fire induction from the previous two years. We always thought it was a stop-gap aimed at lower tailpipe emissions. Replacing this induction was the vastly superior Bosch Tuned-Port Injection. It too was computer-controlled but had fuel injection nozzles sunk right into the intake ports like the old '57-'65 Rochester Ram-Jet fuel injection. This new TPI gave a huge 25 horsepower increase along with 40 more lb-ft of torque. By making the engine more efficient at part- and full-throttle, fuel economy was reported to have increased a minimum of 11 percent. Further, major magazines claimed the '85 Corvette to be America's fastest production car, with a top speed of 150 mph. Overall, it was now a great car, front to rear and top to bottom. Sales totaled a respectable 39,729. The MSRP was $24,403. The rest of the '80s Corvettes would also be very good cars, sticker price notwithstanding.
Corvette customizing was going full-tilt in the '80s. It included wild paint graphics, whe
The '80s-era Corvettes still do battle on the quarter-mile. This NHRA Division 1 K/SA Stoc
Many of you will not believe that I drove a '91 white-over-gray-leather convertible for ma
||Convertible available mid-year (the first since '75), all are Indy 500 pace car replicas; anti-lock brakes become standard equipment; aluminum heads on all convertibles and late-year coupes; most-ordered body color: Code 81 Bright Red, 9,466 units; least-ordered body color: Code 66 Copper Metallic, four units.
||New hydraulic roller lifter camshaft (adds 5 hp); new RPO Z52 Sport Handling Package ($470), 12,662 sold; RPO B2K Callaway-installed Twin Turbo System, 184 (121 coupe, 63 convertible) ordered at $19,995 extra cost (top speed: 177-plus), not certified for sale in California; most-ordered body color: Code 81 Bright Red, 8,285 units; least-ordered body color: Code 66 Copper Metallic, 87 units.
||Corvette's 35th year features an Anniversary package (RPO ZO1 $4,795) for coupes only, 2,050 are ordered; Chevrolet builds 56 Corvettes in-house for the 1988 SCCA Corvette Challenge race series; all new '88s have new dual-piston front brakes and an all-new emergency brake system; 124 Callaway twin-turbo Corvettes sold (RPO B2K, $25,895); most-ordered body color: Code 81 Bright Red, 5,340 units; least-ordered body color: Code 13 Silver Metallic, 385 units.
||New six-speed manual transmission at no extra cost; 60 Corvettes built at Bowling Green for Corvette Challenge Race Series (series concludes at end of 1989); 84 375hp ZR-1 Corvettes built for testing, evaluation, and media review, slated release to public held up until 1990 for further engine development; 69 Callaway twin-turbo Corvettes sold (RPO B2K, $25,895); most-ordered '89 body color: Code 81 Bright Red, 7,663 units; least-ordered body color: Code 90 Gray Metallic, 225 units; not listed as available but listed as built were six Code 35 Yellow Corvettes and 27 Code 31 Arctic Pearl Corvettes.
||RPO ZR-1 Special Performance Package is introduced with the LT5 375hp V-8 (with four-valve heads and four overhead camshafts), 3,049 sold at $27,016 extra; new World Challenge Race Series commences, COPO/Merchandising code RG9 is the only way to order a Corvette for this series (23 were so-ordered); 58 Callaway twin-turbo Corvettes sold (RPO B2K, $26,895); most-ordered '90 body color: Code 81 Bright Red, 6,956 units; least-ordered body color: Code 53 Competition Yellow, 278 units.
||RPO ZR-1 ($31,683) sales total 2,044 units. All standard '91 Corvettes have rear fascia identical to the ZR-1; final year for RPO B2K ($33,000) Callaway twin-turbo option, 62 sold; final year for L98 TPI 350; other technical updates for '91 include a new instrument cluster; most-ordered body color: Code 81 Bright Red, 5,318 units; least-ordered body color: Code 96 Charcoal Metallic, 417 units.