1993 Corvette ZR1

1993 Corvette ZR1 RPO ZR1

40th emblem

What’s better than owning a ZR1? That’s an easy question. The answer is owning two ZR1’s. One white and one black.

1993 is the 40th Anniversary for the Corvette and while all 1993 are considered anniversary cars, the official anniversary color was Ruby Red Metallic (Maroon) with a maroon leather interior. Although the Ruby Red was the official 40th anniversary color, more Ruby Red were produced for 1993 than any other color. There were only 54 Black ZR1’s produced in 1993 making the Black ZR1 a bit more rare than the Ruby, although all 1993 ZR1’s are considered rare since 448 units were produced that year. For 1993 all Corvettes got the 40th logo embroidered at the headrest of the seats.
In 1993 the ZR1 received a stronger 4 bolt main block, the power for the ZR1 was increased from 375 to 405 hp. The heads were hand ported as well a better cam timing was implemented. This is where I got lucky with my Black ZR1. Most ZR1’s dyno about 320 hp at the wheels, some will dyno as much as 350 at the wheels., but mine dynoed over 370 hp at the wheels in stock form. With a few easy bolt ons she was making an unheard of 411 hp at the wheels. The bolt on were a K&N air filter a cat back 3″ exhaust system and an aftermarket chip. At the track she put down 11 seconds with a trap speed of over 121 mph. Her top speed is unknown, but she could easily do 190 plus. What makes the power of the LT-5 so impressive , is the super high rev limit and the fact that the power does not drop off like in so many other performance engines. The real power comes in after 3000 rpms and stays with you till you hit the rev limit. For 1993 a passive keyless system (PKE) was standard. With the key phob on you, coming near the car would unlock either the driver door or both doors depending on the proffered programming. Another unique standard on all ZR1’s was the special Solar Ray laminated windshield, which lowered interior temperature, which in my Black interior would definitely come in handy. Introduced in 1992 was the traction control system, which remained till the end of the ZR1 production. A nuisance most of the time, as I never drive with traction control. All ZR1’s were fully loaded with the exception of the see through top, which was ordered with car. The Bose sound system put out 200 amazing watts, along with an automatic volume control. The faster you went the louder it got. Aslo standard was Low Tire Pressure Warning Indicator (UJ6) – Low tire/air pressure monitoring and warning system.
Sensors strapped to each side of the inside of each wheel sent a radio signal to a instrument-panel receiver if pressure in any tire dropped below a preset limit.
Car & Driver magazine’s “ten best” issue (dated January, 1994) determined that the 1993 ZR-1 Corvette was the winner of the top speed category.
This ZR1 had a window sticker of almost $68,000.00 in todays money, that is well above $100,000.00
I have to admit, that from all my Corvettes this is my favorite. Even though I own a 1991 ZR1, there’s something about this 1993 Black beauty. Of course 411 hp at the wheels with a rev limit of just over 7000 does tend to make me grin.

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1991 Corvette ZR1

1991 Corvette ZR-1 RPO ZR1

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The Corvette ZR1’s have a long performance heritage. The first Corvettes produced with the ZR1 factory code, were within the C3 generation Corvettes, but the ZR1 were only produced between 1970-1972 out of the entire run of the C3 generation, which ran from 1968 -1982. These first ZR1’s received the best performance accessories G.M had for the time period. Things like racing suspension, brakes, stabilizer bars, and other high performance components to LT-1 cars. From there, the ZR1 did not exist till 1990, when G.M finally released the long awaited beast.
Again, having the ZR1 emblem on your Corvette meant that you were driving around in the most high performance machine America produced. The new engine was called the LT5, and is an all aluminum 349CID/5.7 Liter 32 Valve piece of engineering that has yet to be matched anywhere on earth. Between 90-92, the motors were rated at 375 hp, with a near 7000RPM red line, yet have more reliability and endurance over any high performance engine ever produced in this country to date. The ZR1 is known for its top speed endurance record, where the car went at speeds over 175MPH, non- stop, for 24 hours. There are NO American cars that can do this except the ZR1 to date! The ZR1 truly is a race car on the street and has the endurance to go from coast to coast as fast as possible without breaking, if there were no speed limits. The LT5 was so radical, that GM could not even produce it, themselves. It was partially designed by Lotus, but was actually hand build by the Mercury Marine Company in Stillwater Oklahoma… A totally off the wall move by GM, which has never been done again.
From 1990 to 1995 GM/Chevrolet produced the end result of one of the most radical projects ever done by the very conservative company. The LT5 ZR1 32V Dohc “King of the Hill” Corvette! The total number of cars from 1990-1995 were only 6939 for all the years combined, making all of them quite a rare piece of machinery. The sticker on these cars were right about $70,000 USD and went up a bit as the years went on, making it affordable to only a few. From 1990-1992, the LT-5 was rated at 375hp and the hp was upped to 405 from 1993-1995. The tell tale sign of a ZR1, is its extreme width in the back. You cant miss it! It is 4″ wider that a regular corvette from the same generation, and uses the massive 315/35/17 tires on 11″ wide wheels. The rarest of ZR1’s were between 1993-1995 as only 448 units were made each year. All ZR1’s came fully loaded and all had some very interesting hardware. The oil cooling system for example was larger than most cars entire cooling system. The car has a special version of the German built ZF 6 speed transmission, another radical move on GM. The car has a self adjusting suspension, known as RPO code “FX3” which has 3 selections, Tour, Sport and Performance, which can be changed with a simple turn on a switch. Another cool feature for the ZR1, was the valet switch. This switch allowed you to limit the power output of the engine, at the turn of the key. A very handy feature indeed, for those rare times, that someone other than yourself had to drive the car.
My 1991 ZR1 was ordered in Arctic White with a Red Leather interior. What makes this car extra rare, is the fact that it was ordered as an export model RPO code Z49. There were only 152 produced out of the 2044 production that year. Export models had automatic headlights , as well as dash gauges with Euro markings. These cars are destine to be among the most collectible of Corvettes, as never before and most likely never again will a Corvette possess an all aluminum dual overhead 32 valve V8. The sound of this engine going through the gears, is nothing short of pure ecstasy.

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1988 Corvette 35th Anniversary

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1988 Corvette 35th Anniversary RPO Z01
On top of all the basic improvements, the 35th Anniversary Special Edition package, designated RPO Z01, was offered beginning in late spring 1988.Out of the 22,789 ’88 C4s built, 2,050 of them were Z01 Anniversary editions, and those were all coupes. Although it is not as limited in production as GM originally planned for (in the range of 500 to 1,000), it accounts for less than 10 percent of production.
The 35th Anniversary model received a unique appearance package, which included a white exterior with a black roof bow. Incorporated into this was a “white-out” package-B57-called “External Ornamentation Deluxe,” and this deal consists of white door handles, white Corvette emblem on the tail, white body side moldings, white wheels and center caps with bright outlines and white flags on the center cap logo. The same albino cross flag treatment is found on the hood and fuel filler door. “35th Anniversary” badges above the left and right side fender grills identify the unique color scheme.
The same monochromatic white theme was carried into the plush interior by the B18 Interior Ornamentation Deluxe package. The Z01 package came with embroidered white leather seats that read “35th Anniversary.” The steering wheel has a white leather rim and center, and the center logo wears a white flag with argent outlines. There’s more, and it’s all white, including a white console lid, door trim panels and armrests, upper sill plates and seatbelts. The console bears a small ceramic “35th Anniversary” badge as well as a plaque showing the build sequence number. The fender 35th Anniversary emblems are made of real ceramic. All 1988 35th Anniversary Corvettes were fully loaded and were built with either the 4 plus 3 manual transmission, or the 4 speed automatic. Although the 4 plus 3 manual in these cars is rarer, the 4 speed automatic proved to be the better choice, as the manual transmission was plagued with a few issues, mainly with the overdrive unit.

My 35th Anniversary is equipped with the 4 speed automatic transmission and was wears the sequence badge number of 1984 out of the 2050 made. Enough with the boring stuff. As with many of my toys, the stock performance just didn’t cut it, the stock 5.7 ltr. 350 ci with a hp rating of 250 hp gave way to just over 600 rwhp and 620 ft. lbs with a new 6.3 ltr. 383 ci. No expense was spared in the engine build, as my goal was to build a bullet proof power house. The block consists of a balanced billet steel crank, special forged rods and custom forged JE pistons. The heads are Airflow Research 190’s that have been C&C machined. A custom billet camshaft designed to perform with the Paxton supercharger set @ 9 psi of boost, with it’s own contained oil cooler and pump. TPIS mini-ram which allows this 6.3 ltr. engine to pull hard at well over 6700 rpms. The transmission soon became the weak link as did the differential, so the 4 speed automatic was treated to a complete overhaul with an assortment of bullet proof internals. A special switch activated 9 clutch torque converter, transfers all of the power in 4th gear overdrive. The rear differential was swapped with a Dana 44 with 3.08 ratio. Originally the Dana came with 3.45 gears, but shifting into 3rd gear at 120 mph proved to be tricky as the rear tires would break loose. Not something you want to experience @120 mph, so I dropped the 3.45 ratio for the 3.08’s. For the exhaust there’s a pair of 1 3/4″ Hooker shorties connected to true duals, 3″ pipes all the way back to the mufflers. The exhaust note at idle is pure music. The wheels are white powder coated Dymags magnesium 17″ x 9.5″ with Goodyear GSC 275/40ZR17 fronts and Goodyear GSC 315/35ZR17 at back. Dymag magnesium wheels were used exclusively on Callaway twin turbo Corvettes as well as the Corvette Challenge cars. These wheels have sold on Ebay at over $4000.00 for a set. Their light weight gives these cars a major advantage in handling and overall performance. Quarter mile trap speed for this 35th Anniversary Corvette is just over 130 mph. Top speed is a little over 200 mph, verified by GPS.

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1988 Callaway Corvette Convertible (1 of 65)

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1988 Callaway Corvette Convertible RPO B2K
The special edition Callaway Twin Turbo Corvette was available from 1987 to 1991 as Regular Production Option (RPO) B2K and could be ordered from select dealers in the US. Corvette orders with the B2K option selected were shipped to Callaway Cars in Old Lyme, Connecticut, for the Twin Turbo conversion directly from the Bowling Green Kentucky assembly plant.
While the final production exceeded 500 Corvettes, the total that were ordered through the Bowling Green plant was lower due to a few factors. These factors included many dealers sent cars already in the process of delivery to their stores, or may have been on their lot and were used to “prime the system.
105 cars were ordered with RPO B2K, while Callaway records show 125 cars constructed.
Bowling Green records showed 50 coupes and 55 convertibles made while Callaway records showed 60 coupes and 65 convertibles. 1988 also saw the official release of the automatic transmission – 10 coupes and 16 convertibles were equipped this way. In 1988, Corvettes saw 17-inch wheels become available. Callaway Corvettes for that year (and subsequent years) wore handsome, silver 17” Dymags that utilized the base Corvette locking center cap. The Dymag wheels were manufactured in Europe and were made of super light weight Magnesium alloy.

For 1988, Callaway increased the stock performance of the Twin Turbo Corvette to yield 382 hp (285 kW) and 562 lb•ft (762 N•m) of torque. That year, 125 Callaway Twin Turbo Corvettes were built with 105 ordered with the RPO B2K option.
In 1988 owning a sports car with 382 hp and 562 lb.ft of torque, was unheard of, which put the Callaway Twin Turbo Corvette in the Super Car category. Of course although this was incredible power, it wasn’t quite enough for me. Knowing the ins and outs of these cars, I decided to modify my 88 slightly from factory. The first performance part ordered, was directly from Callaway. Since one known weakness in the system was the air intake flow. Callaway had designed the “Wonder Bar” that did away with the factory stock design which restricted air flow from the air filter. Next came an aftermarket intake, which consisted of (SLP Siamese runners, ACCEL Big Mouth Intake and modified ported plenum to match. This did away with the factory TPI runner and intake system which was a major source of restriction, and limited rpm power to about 5000 rpms. Larger fuel injectors and roller rockers topped off the engine combination, which allowed the beast to now make power well above 6200 rpms. For an exhaust, I fabricated a true dual 3″ stainless system. The hp now is well above 700, while torque is in excess of 800 ft. lbs.
If you ever wanted to experience the feeling of being launched off a navy carrier, this car will accomplish that.

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