Here’s a friendly reminder that the Chevrolet Corvette ZR-1 remains one of the best performance car bargains of the modern era. When every other high-octane supercar from the early 90s has gone on to be a six-figure investment, the ZR-1 remains readily available for under $30,000. While some cars deserve a pricing beat-down due to some major failing or engineering flaw, the C4 ZR-1 does not appear to be one of them. So, buy one while you can, such as this 40K-mile example listed here on Facebook Marketplace in Oshkosh, WI for $28,000.
Perhaps the biggest downside to a ZR-1 is the fact that it’s based on the C4, and I don’t mean that as commentary on the chassis itself. More, other exotics of the era have better heritage, like the Porsche 911 or the Acura NSX. The humble backbone of the ZR-1 is charming to someone like me who already loves this car, but I can understand that for those who chase prestige points, the C4 connection is perhaps a significant hurdle to clear. The silly thing is that, one: the C4 chassis is actually quite good, and two: the ZR-1 is such a functionally different car that your base spec C4, I’m not sure it should even be a factor in a purchasing decisions.
There’s so much to like about a ZR-1: the exotic genesis of the 5.7L engine is irrefutable, designed by GM’s Lotus division and built under contract by Mercury Marine. A ridiculous performance report card, capable of ripping off 60 MPH in under 5 seconds and blowing some serious wind under the skirts of anyone foolish enough to stand in its wake as it eclipses triple digits in a tick over 10 seconds. Mind you, the ZR-1 did this in 1990. The fact that those numbers will still call to heel even the most ADD-addled driver in these distracted times tells you just how impressive these metrics were in the early 90s.
And that’s before you get into all the other exotic hardware, from the Z51/FX3 suspension system with varying levels of shock-absorber damping to massive brakes developed by PBR Automotive. Huge tires keep the gargantuan power on the pavement, while a fat anti-roll bar helps keeps things on the right side of the guardrail. And don’t even get me started on the keyed system that sets performance levels based on how wild your oats are feeling that day! I wish I could squeeze a ZR-1 into my driveway at the moment, as it seems like we’re long overdue for a major price hike. Thanks to Barn Finds reader Lothar… of the Hill People for the tip.
I have said for years now that these cars are undervalued. GM was still a solid car manufacturer and they knew the C4 needed a kick in the pants. There is a reason these cars were called King of the Hill. The engine is small block Chevy with those beautiful mercury marine built heads so this little mouse can roar even with emissions intact. You have to take in account the computer controls were not nearly as advanced as they are today. These are stupid cheap cars for the performance they provide. Mercury Marine was selling these engines a few years ago in blue and almost exactly as Chevy ordered them, me the gear head always wondered why nobody added a couple of turbos to this engine with todays electronic controls.
The way I read about it is GM wanted a clean sheet design. The only stipulation was for it’s displacement to stay at 350CI even though Lotus had showed them a design with more power that would still fit the envelope. There’s no need for a cam in the block provision with OHC
Halibeck has several performance mods, they are not cheap, however. http://zr1specialist.com/HAT%20Web/products/major%20engine%20upgrades.htm
It is not truly a “small-block” Chevy. It is an all-aluminum, Lotus-GM designed and Mercury Marine built engine. The only “small-block” characteristic carried over is the 4.4″ bore spacing from the previous L-98 engine. The cast aluminum heads were supplied by two foundries- Birmal and Dunn. There is an urban legend that the Dunn heads were better performing. GM says there is no evidence of that, and in fact some cars have a mix of Birmal and Dunn heads.
You are correct, sort of, that these cars are under-valued. The biggest obstacle to their price is the very thing that makes them so very endearing: the LT5. It shares no parts with a chevy small block at all. There is no aftermarket support for any engine parts save for the guys at the ZR-1 Net Registry who are doing low volume reproduction of small parts. The LT5 shares only one thing with a sb from the period: bore spacing @ 4.4″. The LT5 actually has more in common with the LS & beyond series engines. Unless you own one of these cars you can’t explain how different the LT5 is from any pushrod V8 in GM’s line up. You have to drive one to see the value.
Not many cars out there with this potential available for 28K.
Bought my ’90 as a retirement gift to myself. Such a fun car, especially when I wanted to let off a little steam with the flip of the power key. Alas, getting in/out caught up to me so I sold it. Ah, the mistakes we make; still miss it today.
No real interior shots to judge, and a more modern radio has been installed.
I think that I have made my feelings about C-4s pretty evident over time but even my negativity has its limits. This is a really nice buy for the money. When these little rocket ships came out, I was woefully uninformed about them as I didn’t think that there was much to like about a C-4. Then in ’92, a guy I worked with showed up with one and took me for a little spin. To say that I was blown away by how fast that thing was would be a gross understatement, and the performance of them still impresses me. Getting this piece of automotive history at this price is a bargain. You honestly have to drive one to appreciate what Chevrolet, Lotus, and Mercury Marine accomplished.