How long is a 1990 corvette

The engine included a separate oil cooler with thermostatic control, and the crankcase consisted of a two-piece aluminum assembly with an integral pickup that assured proper feed and bottom-end oiling during hard cornering, when sloshing oil might otherwise leave part of the oil sump momentarily dry.

From an engineering standpoint, one of the most fascinating aspects of the LT5 engine is the unique three-stand engine induction system. A large, forward mounted air cleaner would feed a cast-aluminum throttle-body assembly with three throttle blades — a primary blade of 0.

The throttle body, in turn, connected to an aluminum plenum chamber that branched into 16 individual runners, one for each intake port. Eight of these would feed the primary ports and would operate continuously; the other eight had individual throttles for supplying the secondary ports under certain conditions.

Each runner was given its own fuel injector that was supplied by twin tank-mounted electric fuel pumps and was activated in sequence by the engine control module ECM. The injection system of the LT5 actually operated in three, progressive stages. During this stage, the secondary throttle blades remained closed below 80 degrees approximately of the primary blade opening, which equated about 70 miles per hour on the road.

In that event, the ECM would trigger the vacuum actuator to open the secondary runner throttles. Because the engine management system operated in stages that were mechanically controlled, the second stage performance could literally be locked out with a key. The new fuel injectors provided improved fuel atomizing and spray control. They also claimed to require less operating voltage for improved cold-weather cranking performance and were less susceptible to clogging than earlier fuel injection designs.

The LT5 came with a total of four camshafts, two per cylinder bank, one for each set of intake and exhaust valves. Valves were actuated directly from the lobes on the cams, and the intake cams featured distinct primary and secondary lobe profiles to match the valve operation of the staged induction system. An ECM-governed fuel shutoff limited the engine to a maximum rpm of 7, rpms. Engine valves were canted at 11 degrees to their respective ports in a classic cross-flow cylinder head.

Essentially a modified pentroof type, it allowed the spark plugs to be centrally placed for good flame propagation and thus faster, more complete combustion, for better efficiency and emission control. Despite this, the fast burn design combined with the new injection system enabled the LT5 to run easily on regular 87 octane unleaded fuel. As with before, Russ Gee instructed Midgley to again seek outside help. Although he reached out to a number of companies, including Lotus and another British firm known as Coventry Climax, none of these facilities offered the required production capabilities.

Ultimately, Chevrolet contracted with Mercury Marine , a company based out of Stillwater, Oklahoma that specialized in marine engines, to build the LT5 engine for the ZR1. Given the anticipated low production numbers that were anticipated for the ZR-1, it was reasonable to assume that Mercury Marine would have no issues keeping up with the demand for these specialized, high performance engines.

This practice would continue through the end of calendar-year , at which point Chevrolet assumed all service responsibilities for the powerplant.

The LT5 engine weighed in at only 39 pounds more than the L98, which was amazing since it produced a noted 60 percent increase in horsepower over the base model Corvette. These new engines would turn even the largest cynics into believers. The engine was mated to the rear axles and, in turn, the rear wheels by a brand new six-speed transmission.

In both the standard Corvette and the ZR-1 variant, the ZF gearbox offered two important new features over the previous Corvette transmission. First, its gears were arranged to minimize synchronizer loads.

The CAGS system was not solely intended for the Corvette, but was also used on Chevrolet Camaros and Pontiac Firebirds that were equipped with a six speed manual transmission. The CAGS system utilized an integral-rail shift linkage with a solenoid actuator that guided the lever from first gear directly to fourth whenever the car was running at miles per hour with at least a partly warm engine and a throttle opening of no more than a third.

From the onset however, Reuss and McLellan knew that a new look would be required to differentiate the ZR-1 from the base model Corvette. Ultimately, the ZR-1 Corvette featured a variety of subtle, but notable changes to the base model Corvette. These tires, which measured 11 inches wide, added 1. Aside from the rear fenders, the only notable cosmetic change to the car was the introduction of a new rear bumper.

Corvette engineers claimed that the convex rear end would provide greater aerodynamics to the car it would become standard on all and later models C4 Corvettes. Additionally, a ZR-1 badge was added to the rear bumper mounted to the far right just below the perimeter rub strip. Despite the dramatic and extreme upgrades that were made to the mechanical systems of the ZR-1, this upgraded Corvette was scarcely discernible to the casual observer. While the engine and transmission upgrades were the most notable of the mechanical upgrades, other modifications that were part of the ZR-1 package included a heftier differential, inch twin caliper front disc brakes which had been previously introduced on the Z51 package , and a reinforced front-end structure designed to help with counter cowl shake on rough roads.

The race-oriented Z51 handling package was also included as part of the ZR-1 option as was the Selective Ride Control suspension option that was added elsewhere in the line as optional equipment for The top reviewers recorded unprecedented mph times ranging from 4. Testers reached top speeds as high as miles per hour. Not only was the ZR-1 eagerly anticipated, it created an instant sensation in the marketplace.

A total of 3, fanatics paid well in excess of the already incredibly expensive suggested retail price for the chance to be the first to own one of the fastest cars in the world. While reviewers praised the car for its uncompromising acceleration, the ZR-1 was also criticized for its high sticker price, its unpopular CAGS skip-shift feature, and most especially its general lack of unique body styling.

With the exception of the aforementioned items, the physical appearance of a ZR-1 and a standard L98 Corvette were virtually indistinguishable to the causal observer, and critics noted that individuals who were going to spend the additional twenty-seven thousand or more dollars for a unique, one-of-a-kind sports car should receive just that.

Still, despite its commonplace appearance, the ZR-1 was anything but commonplace when it came to breaking performance records. Three of these records were set regardless of classifications — which was the first time in 50 years that they had been claimed by a regular production car. With the ZR-1 now commercially available, the Callaway twin-turbo Corvette would quickly fall out of favor with consumers everywhere.

In , the Callaway Corvette sold just 58 units, compared to the 3, ZR-1 equipped models which were sold — most to buyers who had been put on a waiting list until its official introduction. Twenty-three Corvettes were built with heavy-duty suspensions for use in the new World Challenge racing serie and could readily be ordered via regular dealer channels. Buyers could choose a Chevy engine or they could provide their own engines. Overall, sales of the Chevy Corvette dropped slightly in , with a total sales of 23, units.

Despite this decrease in sales, there was no question that Corvette had achieved an incredible success with the introduction of the ZR See full C4 Corvette Image Gallery.

See the complete breakdown of technical specifications for the Corvette, including engine, suspension, brakes, body dimensions, and power. Read more: Corvette Specifications. Read more: Corvette pricing and factory options. For all Corvettes, the Vehicle Identification Number was stamped on a plate on the inner vertical surface of the left windshield pillar visible through the windshield.

Read more: Corvette VINs. The information contained on this page is for reference only. The time and mileage intervals for each of the maintenance items included on this page were established by General Motors with the introduction of the Chevy Corvette. Please note that the original service intervals may not reflect the standard service intervals used in current automobile engines.

The following list of common issues is intended for individual reference only, and may not reflect the specific issues of every Corvette. While the intent of this page is to identify the common issues pertaining to the Corvette, it is not an all-inclusive list and should be used for reference only. Suspension front: Independent; unequal length upper and lower A-arms, transverse fiberglass leaf spring, tubular hydraulic shock absorbers, antiroll bar rear: Independent, upper and lower trailing arms, lateral arms, tie rods, halfshafts, transverse fiberglass leaf springs, tubular hydraulic shock absorbers, antiroll bar.

Sign up for our Newsletter! Mobile Newsletter banner close. Mobile Newsletter chat close. Mobile Newsletter chat dots. Mobile Newsletter chat avatar. Mobile Newsletter chat subscribe. Car Models. Sports Cars. Sports Car Image Gallery This Corvette convertible wears the optional hardtop and rear-deck luggage rack.

See more sports car pictures. The ZR-1 looked much like any other Corvette coupe, something that disappointed many fans. Here are the specifications for the Corvette: A sweeping new dashboard improved control ergonomics for the Corvette and replaced the digi-graphic tach and speedometer with large analog gauges. Cite This!

Try Our Crossword Puzzle! What Is the Missing Number? Try Our Sudoku Puzzles!