Total 1987 Corvettes Built- 30,632 – 10,625 Convertibles, 20,007 Coupes
Power Teams: To be the engine of a Corvette has always meant living up to high-performance aspirations. Of course, the definition of performance has changed markedly over the years – from the first three-carburetor six-cylinder of 1953, through the original V8 of 1955, and on through a series of horsepower behemoths, culminating the 454. The demands of the ‘80s are, once again, different and can be summarized in a single word: efficiency. That is, to extract maximum energy from a given measure of fuel, while minimizing energy loss. Fortunately, fuel crises and emissions controls constitute not the end of performance, but challenges to be met. 5.7 Liter V8 With Tuned-Port Fuel Injection (TPI): But first things first. Namely, the heart of Corvette performance – today’s manifestation of the timeless small-block V8. Displacing 5.7 Liters (350 cu.in.), this engine features 90° V8 design, overhead valves and an over-square, short stroke configuration (bore 4.00, stroke 3.48) with a compression ratio of 9.5:1. Copper core spark plugs, low-friction roller valve lifters, ball-tip push rods, one-piece oil pan and crankshaft seal are included, as well as Electronic Spark Control (ESC) to tailor spark advance to the level of octane in fuel. From those basics, the Corvette’s powerplant is modified to meet contemporary engineering requirements. Tuned-Port Fuel Injection for clean, complete combustion, for one example, and advanced aerodynamics for another. Because a typical engine uses up a portion of its own power just sucking in air, Tuned-Port Injection lets fluid dynamics do much of this work, leaving more energy available at the wheels. Corvette’s system begins with a Bosch Mass Air Flow Sensor. This means a hot wire sensor holds an electronic finger to the wind to determine air mass by measuring temperature changes in the hot wire caused by different amounts of air passing over it. This data is monitored more than 100 times each operating second and relayed to the Electronic Control Module (ECM) Component of Corvette’s Computer Command Control. Simultaneously, the ECM lays its hand on the engine to see whether it’s cold, hot or in between. Then, the ECM meters the air/fuel mixture to suit the exact circumstance, from and oxygen rich coastal highway to the oxygen-lean atmosphere of an 11,000-foot mountain pass. That’s where the tuned port runners take over, coordinating, or “tuning” the size, shape, and length of the cyclic waves of air moving through the induction system, “stuffing” the cylinders with air. Each runner, individually tuned to each cylinder, curves 180° from the gleaming cast-aluminum air plenum to meet its assigned cylinder on the opposite bank. Concurrently, Electronic Spark Control, using a tiny piezo electric quartz sender in the cylinder block, sense the early stages of detonation caused by heat, humidity or low octane level. The ECM then retards spark a precise amount. The result is combustion optimized regardless of altitude, humidity, ambient temperature or other conditions. For another contemporary response, aerodynamics. Certainly, Corvette has a highly aerodynamic body (its drag coefficient registers a slippery 0.34). But Corvette also exploits aerodynamics in places where it doesn’t show, specifically in the plumbing pathways that admit air into the engine. Notice there’s no grille to interrupt air flow around the vehicle. Instead, a duct leading to a louvered plenum-type air cleaner behind the front facia supplies air to the engine. That helps keep the aero numbers impressively low. Corvette’s aluminum cylinder heads reduce the weight of the engine (less deadweight to move) even as the heads enhance engine cooling. Here “cooling” really means temperature management, for a consistent, even engine temperature translates into longevity, reliability in sustained high-RPM operation, and improved combustion. To exhale, stainless steel headers carry waste from the engine to a dual exhaust system carefully engineered to fit the undercarriage configuration. The fact that the catalytic converter tucks up under the drive-shaft channel beam contributes to the low cowl and hood line of the car. You can see many engineering considerations manifested in the appearance of the vehicle, but little things you can’t see mean a lot, too. For example, ultraprecise machining and fitting of internal parts allow the use of lower viscosity 5W-30 oil. Again, less energy wasted on the way from the fuel tank to the wheels. Many more details of this kind, even so basic a one as improved seals and gaskets to eliminate oil leaks, illustrate the kind of precision engineering that allows a production Corvette to compete in a grueling SCCA-sanctioned 34-hour endurance race.
Horsepower and Torque: A sports car should be fun to drive, not because it keeps the driver busy pumping a clutch pedal and rowing a gear lever, but because, like John Henry’s hammer, it does what its driver tells it to. The steep, rapid “torque rise” of Corvette’s engine is just such a response. Think of it, I you like, as a powerful 10-speed cyclist who can go quickly from the lowest speed to the highest. Rapid torque rise means no lagging when leaving traffic lights, no vacillation about forward motion when shifting to the next higher gear. Yet, with maximum torque occurring as early as 3,200 RPM, the engine need not be run up to the redline for every upshift. Horsepower comes from and relates to torque. 240 peak horsepower at 4,000 RPM and a peak 345lbs.-ft. or torque at 3,200 RPM mean an engine with a broad usable RPM range.
Transmissions: This broad range combines with a choice of transmissions – standard automatic with 4th gear overdrive or the no-cost option 4-speed manual. Both the automatic and the manual have oil-water heat exchangers and aluminum transmission housings. Aluminum contributes to rapid heat rejection (i.e., cooling). Efficiency of cooling protects the transmission oil from degradation; that helps protect the bearings, gears and synchronizers when a Corvette exercises its acceleration and racetrack abilities. As with Corvette’s other features, the transmission presumes driver control. While the standard automatic shifts itself as smoothly as a dancer executes an arabesque, the driver can dictate precise commands to the manual unit. With overdrive in the top three gears, the manual gives a choice of seven gear ratios, so engine speed is optimized, whether powering through a curve, slogging through congested city traffic or following those long western straightaways right into the sunset. Oh yes, the bottom line on Corvette performance: zero to sixty in 5.6 seconds, lateral acceleration of 0.91g.
Handling: Engineering innovation for Corvette has shown the way to a true American sports car for more than 30 years. “So, what,” the cheering fans ask, “is left for an encore?” Answer: The Bosch ABS II anti-lock braking system, integrated with 4-wheel discs a significant development in automotive technology.
Anti-Lock Braking System: ABS II, developed for Corvette by Bosch, is a computer-controlled system. This state-of-the-art technology is applied automatically should the driver call for braking beyond normal tire/road interface capabilities. Whenever braking begins, wheel sensors automatically inform the Bosch ABS II computer of the rotational velocity of the four wheels. This control unit “watches” each wheel, noting its rate of deceleration and comparing it to a calculated reference speed. Should a wheel begin to rotate too slowly – i.e., if it begins to lock up or develop too high a slip rate – the ABS II system momentarily releases brake pressure at that wheel. Front wheels are controlled individually, rear wheels as a single unit. When the sensor determines that the wheel Is no longer approaching lockup, pressure is reapplied to maintain braking. When called upon to do so, Bosch ABS II can adjust brake pressure as rapidly as 15 times per second, a rate even the most skillful professional driver cannot attain. When the pedal is pressed hard enough to activate the anti-lock function (pressure hard enough to cause normal brakes to lock up), the driver can feel ABS II pulsing. The Result: A system that prevents flat spotting of tires, while helping assure smooth stops in most types of road conditions. A system that allows the driver to apply the brakes without the wheel lockup. A system that provides improved control even with one wheel on a soft shoulder and the other on firm pavement.
Tires: In a Corvette, if pure science prevails to control going and stopping, absolute magic lives where the tires meet the road. Naturally, the specifications are exacting: A tire that approaches 0.91g lateral acceleration on the skid pad. A tire that’s V-rated. A tire designed to deliver impressive tread life, thus mastering the high-performance/longevity dilemma in favor of both criteria. Finally, a tire that’s quiet at highway speeds. Enter the Goodyear Eagle P255/50VR-16, developed through the joint efforts of Goodyear and GM engineers. A unidirectional steel-belted radial mounted on 16” x 8 ½” aluminum alloy wheels (16” x 9 ½” on Convertible). Four patches of rubber designed to keep the car on the road in virtually any condition – in tight curves, during rapid deceleration – over surfaces as diverse as table-smooth interstates and potholed city streets.
Suspension: How well those tire patches stay on the ground, while at the same time responding to shifts in the center of gravity as the car accelerates, maneuvers and stops, depends on how far the suspension system goes beyond the simple task of absorbing bumps. To fulfill the multiple demands of weight and (inertia) management, Corvette employs upper and lower A-arms of forged aluminum up front and five coordinated links at the rear. These locate the wheels in the proper planes. Knuckles and struts are also forged from aluminum. Ties to transverse front and rear monoleaf springs, which are made of sophisticated filament-wound glass in an epoxy matrix, these components help assure minimal loss of traction during hard acceleration or braking. Then there’s roll to consider. As the car enters a turn, it naturally wants to lean. Here the monoleaf spring acts as a stabilizer bar. The reason is simple enough: visualize the leaf spring trying to bend itself into an S shape as the body leans. It’s the spring’s resistance to bending into an S shape that helps minimize roll. That also means the actual stabilizer bars can be skinnier and lighter, which translates into less weight built into the car. Steering? It’s a rack-and-pinion setup that rides ahead of the front axle, helping lower the engine. The system responds with virtually no lag. The sum of all this technology proves a bonus: a car as surefooted as a mountain goat and as agile as a cat, a car that provides not the false security of insulation but gives the genuine security of involvement with the capabilities of the car.
Uniframe: Yet another element is necessary, of course. A skeleton to suspend the wheels and tires, to contain the seating package, to cradle the engine and drive train. In Corvette’s case that means a uniframe or space frame, which for two reasons is special. (a) It’s made of relatively thin sections of sheet steel spot-welded together, and (b) the fiberglass skins, in contrast to a conventional unitized body, are like the semi-monocoque system characteristically used in airplanes. The concept involves marrying the uniframe or upper structure and the frame into a single unit. (In previous design the birdcage was perched atop frame rails on rubber body mounds; the current generation Corvette has eliminated this heavy, bulky, ladder-type frame.) Integrating the bod/frame structure is more cost-efficient than older concepts. Even more important, it results in a stiffer, better structure underpinning the car. Even before the shape was determined the goal was clear. Create a form that fully assimilates engineering mathematics with aesthetic values; that demonstrates, at one time, subtle brutality and sensitive balance; that clearly expresses the singular heritage and continuing purpose of the Corvette. The stunning attainment of that objective is obvious in the palpable presence created by this vehicle. Line and nuance coverage in a distinctive silhouette embodying the urgency of motion. The machine’s snarling posture recalls performance and handling capabilities at a glance. As a car celebrating excitement, Corvette is a three-dimensional sculpture that is first and always, a work of art. Like all good design, Corvette directs the eye to scan in definite sequence. The smooth contours of the refined bodywork. The aggressive quality of the crouching stance. The forward thrust of the wheel-oriented fuselage. The aerodynamic efficiency of the lowered nose. All in an expanding wedge that rises from front facia, over sweeping clamshell hood, past dramatically raked windshield and sloping roof line, to culminate in the sharp tail upper structure and four circular taillights that bespeak continuity with past Corvettes. Note, too, the interplay of other elements. Integrated fog and cornering lamps. Hidden halogen headlights that tumble forward 162.5 degrees as they emerge. Frameless rear glass hatch. One-piece roof panel that lifts off to open Corvette to sun and stars. All defined in an envelope with width enough to dominate, uninterrupted save for a single horizontal groove that houses the body side moldings while inviting the eye to follow the unbroken flow of the car. A further word about ways in which the Corvette Coupe integrates design and engineering into a motorcar that celebrates both. As a bottom breather, the engine is cooled by air taken in beneath the nose of the vehicle. With the forward movement of the car pumping air to the radiator, the car leads with bumper only, presenting a small frontal area that contributes to an impressive coefficient drag. The high rear deck and integrated spoiler are similarly efficient, increasing downward pressure on the driven wheels, helping improve road adhesion and directional control. Vertical gill slashes located behind the front wheel cutouts reduce front-end lift while, at the same time, accenting the striding quality of Corvette’s character with forceful grace. Yet for all its refinement, Corvette is distinctly American, in the exuberance of its appearance, the enthusiasm of its performance and the fact that our experience demands a measure of comfort and practicality be built into the car. Accordingly, the package evolved from the inside outward, around the seating space for driver and passenger. In this total driving environment, segmented seat design supplies support in pressure areas, allowing the chairs to mold and conform to the contours of individual occupants. The application of sophisticated ergonomics, including a standard tilt-telescopic steering wheel, integrates man beautifully with machine. Recognizing that the cockpit is a mobile workplace, Corvette provided advanced driver information systems. Besides relating essential data from the complete electronic communications center, liquid crystal displays fulfill another of the essential criteria by which one may determine the success of the design function – their technical nature expresses the special character of the age in which we live. Above all, from every angle, Corvette is a car that begs to be driven. That fact, especially, testifies to the ultimate and successful marriage of form with function that has always been and will continue to be, unmistakably Corvette.
The Corvette Convertible: Inspiration is a rare quality these days, in a world were artifice too frequently passes for substance. Even more remarkable is the coalescence of disparate disciplines in a single form. Enter the Corvette Convertible, demonstrating the results of inspiration in every component, system, and line. Here is a motorcar that attains the deft integration of advanced engineering technology with contemporary design principles. As appropriate to a roadster of this caliber, the comfort of driver and passenger is assigned utmost importance. Yet for all its luxury and craftsmanship, the Corvette Convertible is no sterile exercise in styling or ergonomics. After all, this is a sports car – swift, free-spirited – combining all the Corvette virtues with the ability to open completely to the rush of a windy sunshine and the exhilaration of sky arching horizon-to-horizon overhead. The appearance of the Corvette Convertible is something of a re-event. For the Corvette began as a ragtop, back in 1953. And it was offered as such, in a variety of body styles, for over 22 years. But times and driving needs change. So, in 1975 the lid closed over the cockpit. Forever, or so it seemed. Which makes this return to open-air driving, more than a decade later, both a memorable event and an excursion into prestige motoring. For make no mistake. The convertible is every bit as much a technological accomplishment as its companion, the coupe. Incorporating the Bosch ABS II anti-lock braking, four-wheel independent suspension, power rack-and-pinion steering unidirectional Goodyear Eagle P255/59VR-16 tires and 5.7 Liter V8 powerplant that make the Corvette a world class sports car. With modifications necessitated by the loss of the roof to retain both the structural integrity of the vehicle and its civilized ride. A large, rigid X-member stretching under the passenger compartment, for example, and farther front and rear bracing. Sophisticated computer modeling also resulted in beefed up torque boxes; even stronger, spring-loaded wedge pins were specified for the doors. Essential changes, to be sure, contributing significantly to the car’s taut yet flexible ride and handling. But only when the top is lowered can the personality of the Corvette Convertible fully emerge. That’s when you start to smile a lot as wind and thrill and sunlight completely rearrange your hair. There’s no unsightly boot or unkept bulge to mar the passage of this roadster. The top stows neatly under a back panel which locks back in place. Completely flush with the distinctive Corvette silhouette. Go ahead. Laugh out loud, if you like. This is the joie de motoring at its finest. Rewarding rumble of the engine . . . air swirling and streaming . . . light assuming substance as it flows down over the door sills and curls around your legs. As sounds, no longer isolated, spill over you, making you and the world and the vehicle – one. The Corvette Convertible. An inspired motoring experiences. In America’s premier sports car.
Standard Features: Corvette’s comprehensive list of standard features includes items that are optional or not available on competitive sports cars costing much more. Whether it’s working at the limit in sanctioned competition or cruising proudly through town, a distinguished combination of functional luxury and race-car performance has been achieved. Air Conditioning: A perfect driving environment is the goal. In addition to standard air conditioning, every Corvette is equipped with tinted glass, power windows, side window defoggers and convenient driver-side, door mounted windshield wiper and washer controls. Retractable Headlamps: During daylight hours the retractable lamps are hidden beneath the low, sleek hood line. At night they flip forward 162.5 degrees, preserving the aerodynamic shape of Corvette. Anti-Theft Features: The core of the sophisticates Vehicle Anti-Theft System (VATS) is a special module with a resistor decoder and an ignition key with a pellet of specified resistance. Other equipment includes a special starter relay and lock cylinder. When the key is places in the ignition lock cylinder contracts “interrogate” the resistance. The VATS module then decodes the key and, if compatible, closes the starter relay, which in turn allows the car to be started. Code information cannot be retrieved from the VATS module with even the most sophisticated electronic techniques. An anti-theft horn alarm circuit and starter interrupt are also standard on every 1987 Corvette. Anti-Lock Brakes: The standard Bosch ABS II anti-lock brake system uses and electronic sensor to monitor rates of wheel rotation during braking. If a wheel begins to lock up, the control unit releases braking pressure briefly, then reapplies it when traction is regained. Goodyear VR50 Tires: The standard tire and wheel combination features P255/50VR 16 Goodyear unidirectional steel-belted radial tires mounted on 16’’ aluminum alloy wheels with functional turbine-blade design and anti-theft nuts. Roof Panel Storage (Coupe): The removable one-piece roof panel combines the security of a closed car with the exhilarating effects of an open roadster. There is no T-bar. The roof is removed using a ratchet wrench designed for this application. The panel may then be stored within the car in a lockdown position. Halogen Fog Lamps: The integral halogen fog lamps make driving under adverse conditions easier. Operation is independent of the headlamps. Cloth Bucket Seats: The high-back cloth bucket seats are contoured to provide the feeling of individualized fit and comfort. Manual back angle adjustment is offered. Other interior features included a leather-wrapped steering wheel, dial rear lockable storage compartments (Coupe only), and lighted visor vanity mirror. Tilt-Telescopic Steering Wheel: Corvette adjusts to your driving style with a steering wheel that tilts and telescopes. 4-Speed Automatic Transmission: Four-Speed automatic overdrive transmission with lockup torque converter contributes to impressive performance plus low-RPM highway cruising. Corvette News: A three-year complimentary subscription goes to every Corvette buyer. This publication keeps owners up-to-date on their favorite sports car. Corvette Safety Features Occupant Protection: Manual lap/shoulder belts for driver and passenger (driver’s side includes visual and audible warning system), energy-absorbing steering column, energy-absorbing instrument panel, energy-absorbing front seat-back tops, laminated safety windshield glass and tempered safety side and rear window glass (except Convertible plastic rear window), safety interlocking door latches, passenger-guard inside door lock handles, safety armrests, and integral head restraints, driver and right front passenger. Accident Avoidance: side marker lights and reflectors, parking lamps that illuminate with headlamps, four-way hazard warning flasher, backup lights, center high-mounted stop lamp, directional signal control with lane-change feature, windshield and side window defroster, windshield washer and dual-speed wipers, inside rearview mirror with vinyl bonded glass, dual electric remote outside rearview mirrors, convex on right-hand side, brake system with dual mater cylinder and warning lights, starter safety switch, low-glare finish on instrument panel top, inside windshield moldings, wiper arm/blades, metallic steering wheel surfaces, illuminated heater and defroster controls, illuminated wiper controls on driver’s door, and tires with built-in tread wear indicators. Theft Deterrence: Audible reminder for ignition key removal, theft-deterrent steering column lock, visible vehicle identification number, Vehicle Anti-Theft System (VATS), audio alarm system with starter-interrupt feature, locking roof panel with theft-deterrent mount (Coupe only), and theft-deterrent wheel lugs.
Optional Equipment: Tailor Corvette to your personal specifications by selecting optional equipment. Z51 Performance Handling Package: Z51, Corvette’s uncompromised performance package, features 16” x 9 ½” wheels, higher rated monoleaf fiberglass springs, Delco/Bilstein gas-pressurized shock absorbers, stabilizer bars and selected control-arm bushings, quicker steering ratio, engine oil cooler, radiator cooling boost fan and heavy-duty radiator. Available Corvette Coupe with manual transmission only. Recommended for specialized use. Z52 Sport Handling Package: For the serious enthusiast, the new Z52 package includes 16” x 9 ½” wheels (std. on Convertible), Delco/Bilstein gas-pressurized shock absorbers and quicker steering ratio. Z52 also features an engine oil cooler, radiator cooling boost fan and heavy-duty radiator. Available Coupe immediately. Convertible January 1987. Delco/Bilstein Shocks: A gas-charged Bilstein shock at each wheel contributes to a comfortable ride while providing excellent handling characteristics. Standard on Z51 and Z52 packages. Heavy-Duty Cooling Equipment: These items, which are available separately, include an auxiliary cooling fan, engine oil cooler and heavy-duty radiator. Standard with handling packages or with manual transmission. Leather Seat Trim: Leather may be specified as the covering on standard Corvette seats. Leather Sport Seats: The Sport seat is upholstered in genuine leather and features power adjustments of upper side bolsters, lumbar support and back-angle adjustment. Six-way power seats are also available for either standard or sport driver and passenger seats. Electronic Speed Control: Electronic speed control includes a convenient resume-speed feature and a speed adjustment that allows you to change your speed in precise one-MPH intervals. Stalk-mounted control. Electronic Air Conditioning: This electronic-control system features easy-to-use color-coded push buttons and a digital temperature adjuster. Once set, the temperature is automatically maintained. An optional display registers outside air temperature, helping you monitor ambient, weather and road conditions. Delco-Bose Sound System for Music that’s Tuned to your Corvette: The Delco-Bose stereo, available as a factory option in the 1987 Corvette, offers sound so real that it’s been rated by experts as one of the best stereo systems available in a production automobile. Delco-Bose performance rivals the most expensive stereos, because it is tailored exactly to the acoustics of Corvette. The Delco-Bose Music System is composed of a receiver and four bass reflex amplifier/speaker enclosures engineered specifically for window placement, angle and density of glass, seating position and cockpit configuration. Even the textural composition of the upholstery and carpeting was considered. Each speaker has its own built-in equalizer network. Other features of the system include: AM/FM stereo reception with automatic adjustment. Circuits adjust reception, assuring maximum sensitivity to weak stations without danger of overload on strong signals. Electronic tuning with Seek and Scan features. Seek button changes stations electronically. Scan button automatically samples all clear radio signals for five seconds each. Digital VF (Vacuum Fluorescent) readouts of time or radio frequency are featured. Dynamic Noise Reduction (DNR) and Dolby Sound Noise Reduction reduce high-frequency “hiss” on AM, FM and cassette tape. The integral tape player features auto-reverse and music search features. Also included: 100 watts of power, four separate speaker enclosures, separate treble and bass controls, computer-balanced, and wrap-around sound.
| Exterior Colors | |
| Solid Colors | Silver Metallic, Medium Gray Metallic, Medium Blue Metallic, Yellow, White, Black, Gold Metallic, Silver Beige Metallic, Copper Metallic, Medium Brown Metallic, Dark Red Metallic, Bright Red |
| Two-Tones Optional for Coupe only | Silver Metallic/Medium Gray Metallic, White/Silver Metallic, Medium Gray Metallic/Black, Silver Beige Metallic/Medium Brown Metallic |
| Interior Colors | |
| Standard Cloth | Blue, Bronze, Graphite, Gray, Saddle Cloth |
| Leather | Blue, Bronze, Graphite, Gray, Saddle, Red |
Standard Features: Power Team/Chassis/Mechanical: Aluminum intake plenum, tuned crossover runner manifold, automatic transmission with overdrive fourth gear, cast alloy aluminum wheels, steel compact spare, center high-mounted stop lamp, computer command control, Delco Freedom Plus II battery with sealed side terminals, electric engine coolant fan, electric in-tank, positive-displacement roller-vane fuel pump, exclusive monoleaf glass-epoxy composite transverse front and rear springs, forged aluminum front and rear suspension arms, full independent four-wheel suspension, high energy ignition system, hydraulic roller valve lifters and exhaust valve rotators, limited-slip differential, magnesium engine valve covers, poly-vee single belt engine accessory drive belt, power anti-lock disc brakes at all four wheels with 11.5” rotors and finned aluminum calipers, power rack-and-pinion steering, P255/50VR-16 steel-belted radial ply back wall tires (Goodyear Eagle VR50), side lift jack, stainless steel exhaust manifolds and free-flow mufflers, sturdy uniframe body structure 100% galvanized and dip-painted, vehicle anti-theft system with encoded key, 5.7 Liter V8 engine with TPI (Tuned-Port Fuel Injection) and aluminum cylinder heads.
Exterior: Automatic power antenna, body-color front and rear soft facia with integral front air dam, concealed wipers with integral washers in wiper arms, corrosion-resistant fiberglass body panels, designed-in body side molding, dual electric remote-controlled sport mirrors, dual quartz-halogen fog lamps in grille opening, energy-absorbing bumper systems, frameless rear hatch glass with three remote release (Coupe), front cornering lamps; rear cornering lamps, front fender louvers, full-tilting clamshell-type hood, power-operated quartz-halogen retractable headlamps, single removable roof panel (Coupe), tinted and flush-mounted glass, and manual folding top with lightweight framework (Convertible).
Interior: Acoustical insulation package, air conditioning, center console with shifter, coin tray, cigarette lighter and ashtray; power window, radio, air conditioning controls and electric mirror controls, contour cloth bucket seats with lateral support and back-angle adjustment, day/night rearview mirror with integral map lamps, deep-twist floor and stowage area carpet, driver information system, includes instant MPH, average MPG and range in digital readouts, AM/FM ETR stereo radio with Seek and Scan, digital clock and four speakers, headlamp-on reminder, high-intensity interior lamps, illuminated RH visor vanity mirror, intermittent windshield wipers, leather-wrapped steering wheel, luggage compartment concealment roller shade (Coupe), manual inside hood release, power windows, rear underfloor storage compartments (2-Coupe), side window defogger, soft-padded and carpeted door panels, Tilt-Telescopic steering wheel, twin under hood lamps, ultracontemporary instrument panel featuring electronic liquid-crystal instrumentation with multi-colored analog and digital display. Readouts include: speedometer, 6,000-RPM tachometer, fuel level, oil pressure, oil temperature, voltmeter. Conventional readouts for odometer, turn signals and high-beam headlamps, under dash courtesy lamps.
Optional Equipment (Available at Extra Cost): Factory-Installed Optional Equipment: Air conditioning electronic control, axle: performance ratio (automatic transmission only), defogger system-included rear window defogger and heated outside rearview mirrors (Coupe only), power door lock system, engine oil cooler, heated outside rearview mirrors (Convertible only), driver’s side mirror (illuminated visor vanity), paint-custom two-tone (Coupe only), radiator cooling boost fan, heavy-duty radiator, Delco Electronically tuned radio equipment, AM/FM stereo radio with Seek and Scan, cassette tape and digital clock, includes power antenna, Delco-Bose Music System, electronically tuned AM/FM stereo with Seek and Scan, cassette tape and digital clock. Roof Panels (Coupe only): Transparent Lift-Off Blue Tint, Transparent Lift-Off Bronze Tint, Duel Removable (transparent and fiberglass). Seat Equipment: Leather reclining bucket seat with integral head restraint, power six-way seat on driver’s side, power six-way seat on passenger side (requires power driver’s seat), and leather reclining sport bucker. Electronic Speed Control with resume speed, Z51 Performance Handling Package, Z52 Sport Handling Package, Delco/Bilstein Shock Absorbers, and 4-speed manual transmission with overdrive.
| Engine | |
| 5.7 Liter (350 Cu. In.) V8 with Tuned-Port Fuel Injection | |
| Block | Cast Iron Alloy |
| Pistons | Impacted Cast Aluminum |
| Camshaft | Cast Iron Alloy |
| Valve Lifters | Roller-Type |
| Bore | 4.00” |
| Stroke | 3.48” |
| Horsepower | 240 net @ 4,000 RPM |
| Torque | 345 lb.-ft. @ 3,200 RPM |
| Recommended Fuel | Unleaded Premium |
| Fuel Anti-knock Index | :93 |
| Oil Filter System | Full Flow |
| Crankcase Capacity (qt.) | 4 (less filter) |
| Air Cleaner Type | Replaceable paper element, outside air pickup for cool, dense cylinder charge |
| Fuel Pump | Electric (in tank) |
| Fuel Tank Capacity | 20 gallons |
| Exhaust System | Dual |
| Transmissions | |
| Standard 4-speed automatic with overdrive and high-stall torque converter | |
| 1st | 3.06:1 |
| 2nd | 1.63:1 |
| 3rd | 1.00:1 |
| 4th | 0.70:1 |
| No-cost-option 4-speed manual with computer-controlled overdrive in 2nd,3rd, and 4th gears | |
| Axle Ratios | |
| Automatic | 2.59:1 (std. Coupe, 2.73 std. Conv.); 3.07:1 (opt.) |
| Manual | 3.07:1 (std.) |
| Suspension | |
| Suspension – General | |
| Type | Base-Direct, double-acting hydraulic with pliacell expansion bags; deflected-disc. (std. on Convertible) Optional-gas pressurized |
| Make | Base-Delco Optional-Delco/Bilstein |
| Suspension – Front | |
| Type and Description | Independent, forged aluminum upper and lower control arms and steering knuckle, transverse monoleaf spring and steel stabilizer, spindle offset |
| Spring Type and Material | Monoleaf, filament-wound glass-epoxy composite |
| Suspension – Rear | |
| Type and Description | Independent 5-link design with toe and comber adjustment, forged aluminum control arms, knuckles and struts; transverse monoleaf spring steel tie-rods and stabilizer. Tubular U-jointed drive shafts. |
| Spring Type and Material | Monoleaf, filament-wound glass-epoxy composite |
| Brakes | |
| Description | Aluminum caliper with nodular iron reaction bracket; pad reaction through bracket, self-adjusting |
| Type | |
| Front | Disc with sliding-head caliper, low drag |
| Rear | Disc with sliding-head caliper, low drag |
| Special Valving | Proportioning – integral with master cylinder |
| Power Brakes | Standard |
| Anti-Lock Braking System | Electronic 4-wheel, 3-channel (standard) |
| Effective Area | 174.0 (27.0) front; 117.9 (18.3) rear |
| Gross Lining Area | 174.0 (27.0) front; 117.9 (18.3) rear |
| Swept Area | 622 (96.5) front; 565 (87.5) rear |
| Rotors, Outer Diameter | 11.5” |
| Tires and Wheels | |
| Tires | |
| Size (load range, ply) | P255/50VR-16 B/W |
| Type | High-speed steel-belted radial Eagle VR50 unidirectional (Goodyear) |
| Inflation Pressure (cold) for Max. Vehicle Load | 35 front and rear (PSI) |
| Wheels | |
| Type and Material | Left-Right aluminum alloy road wheels with specific vent design. |
| Rim (size and flange type) | 16 x 8.5 front; 16 x 8.5 rear (16 x 9.5 front/rear on conv.) |
| Attachment | |
| Type (bolt or stud) | Stud |
| Number and Size | 5 hex nuts, one anti-left |
| Spare | P155/80D-16, 16 x 4 steel wheel |
| Position | Horizontal under fuel tank |
| Optional Z51 and Z52 Handling Packages | |
| Size (load range, ply) | P255/50VR-16 B/W |
| Type | High-speed steel-belted radial Eagle VR50 unidirectional (Goodyear) |
| Wheel (type and material) | Left-right aluminum alloy road wheels with specific vent design |
| Rim (size and flange type) | 16 x 9.5 front; 16 x 9.5 rear |
| Spare Tire and Wheel | T155/80D-16 (aluminum 16 x 4 wheel with Power Seat Option RPO AG9) |
| Steering | |
| Power | Standard |
| Adjustable Steering Wheel | (Standard) Black-leather-wrapped two-spoke steering wheel; Tilt and Telescopic |
| Turning Diameter | 40.4 ft. |
| Steering Type | Alloy rack-and-pinion |
| Overall Ratio | 15.5:1 base 13.0:1 Z51 and Z52 Handling Packages |
| Electrical | |
| Supply System | |
| Battery | |
| Make | Delco |
| Model | 75-630 |
| Voltage | 12 Volts |
| Amps at 0°F Cold Crank | 630 cold-cranking amps (CCA) |
| Minutes, Reserve Capacity | 90 |
| Location | Engine Compartment directly behind left wheel opening |
| Alternator Type and Rating | 105 amps. |
| Starting System | |
| Starter Motor Current Drain at 0°F | 350 amps. |
| Ignition System | |
| Type | High Energy Ignition |
| Coil | Integral and distributor |
| Spark Plug Make | AC |
| Spark Plug Model | FR3LS |
| Spark Plug Gap | 081mm (0.035in.) |
| Body | |
| Structure | Integral perimeter-frame birdcage forms unitized body structure |
| Anti-Corrosion Treatment | All-encompassing corrosion protection including extensive use of aluminum; galvanization; use of specialty treated fasteners; austenitic stainless steel of specially coated brackets, clamps, clips and braces; use of aluminized steel |
| Miscellaneous Information | |
| Type of Finish | High-solids acrylic enamel with final clear coat |
| Hood | |
| Hinge Location | Front |
| Hatch Type | Hinged Clamshell Hood |
| Hatchback Lid | Features dual gas struts, electric release (each door and console glove box) |
| Frame | |
| All-welded steel-body-frame construction, 100% galvanized | |
| Dimensions and Weights | |
| Exterior | |
| Width | 71.0” |
| Front Tread | 59.6” |
| Rear Tread | 60.4” |
| Wheelbase | 96.2” |
| Overall Length | 176.5” |
| Height Coupe | 46.7” |
| Height Convertible | 46.4” |
| Minimum Ground Clearance | 4.7” |
| Interior | |
| Head Room Coupe | 36.4” |
| Head Room Convertible | 36.5” |
| Leg Room | 42.6” |
| Shoulder Room | 54.1” |
| Hip Room | 49.3” |
| Cargo Volume Coupe | 17.9 cu. ft. |
| Cargo Volume Convertible | 6.6 ct. ft. |
| Curb Weight | |
| 4-speed manual Coupe | 3,216 lbs. |
| 4-speed manual Convertible | 3,279 lbs. |
| Automatic Coupe | 3,225 lbs. |
| Automatic Convertible | 3,239 lbs. |
| Included standard equipment as designed with oils, lube, coolant and 2-0-gallon fuel tank filled | |