LoL `Tyler, but look what we have to look 4ward 2 in our futures `if we work hard & have given `up to get us some super nice auto `toys
========================================
Hi `Joe,
Super Look'in low mile 87 `Vette 4-Sure
Wish you super `fun with it & no major problem-EnJoy

-------------------------------
1987 Chevrolet Corvette Coupe - Road Test

Simply the best road car ever seen on the road.


February 19, 2003
Contemptuous ease: not exactly a friendly sort of phrase or thought, more elitist than one likes to appear among strangers, but there it is. When you're the Grandest Tiger in the Jungle, when you drive the Boss Eagle of the Skies, you're secure from challenge, above the petty disputes embroiling lesser beings.
With the 1987 Corvette, you know that no matter what anybody else drives, no matter what the situation, if you choose to do it you can do anything they can do, but better, so you can sit back and relax. Huh! you snort to yourself, eat your hearts out! Or pull into the next turn-out...
Oh dear, that's even worse, admitting that in point of hard fact other drivers really do know what the Corvette will do and more often than not they will pull over and let the Corvette pass — and you in the Vette didn't have to do a thing.
This is some car.
At the same time, the Corvette has so many excesses of various types, and has gone so far afield in some ways and taken so many years to get back, it's only fair that the result is as good as it is.
The 1987 is a direct development of the current generation of Corvette, which began as a 1984 model and which won rave reviews for its stupendous handling on perfect surfaces. The new car, of course, has the 350 V-8, known for reasons of international accord (or so they say) as the 5.7-liter V-8 and we're probably lucky we aren't forced to spell it "litre."
There's a choice of coupe or convertible bodies, and the transmission comes as a 4-speed automatic or a 4-speed manual shift, with the automatic locking into top for economy and the stick having overdrive on the top three of the four, controlled by a button atop the shift lever. A new, major option for 1987 is the Z52 sport handling package, which consists of Bilstein (stiffer) shock absorbers, quicker steering, wider (9-1/2 in. from 8-1/2 in.) wheels and, for the automatic, a 3.07:1 rear axle (which you get anyway with the stick shift) replacing the economy gearing of 2.59:1.
The Corvette tested here is, as can be seen, a coupe. It came with the 4 + 3 manual transmission and the Z52 suspension, which is midway between the base suspension and the really firm Z51 package bested suited for track use.
Although in general a Chevrolet V-8 is a Chevrolet V-8 and this one has been around for more than 30 years in the sense of overall design, obviously by now and in this form it's not the same engine at all. It's bigger, and stronger; if the engineers learned anything during the 30 years, and they have, one of the lessons was how to make this V-8 stand up to stress.
The news this model year is roller tappets for the camshaft and the lifters. These are just what they sound like, as 18 needle rollers in a cage support the roller that actually rides against the camshaft lobe, and the reduction in friction (it says in the brochure) is worth a 3-percent gain in fuel economy and 3-4 horsepower at peak.
The engine breathes through multi-port injection with tuned intake runners and with an outside, i.e. cold, air supply. The cylinder heads are aluminum at last, following a struggle all during 1986, in which the alloy heads were announced, produced, found faulty, withdrawn and produced again. All taken care of now, they tell us. The rocker covers are magnesium, which looks terrific and weighs almost nothing and probably was done to counter rivals with extra valves or camshafts.
Brakes are disc all around, as they've been three generations running, and the 1987 like the 1986 has antilock controls for the brakes.
An option that sounds a bit on the far side is a set of monitors for tire pressure, to tell the driver if the tire's getting soft. This sound impossible but inside each tire, attached to the wheel rim, is a hermetically sealed pressure sensor, a radio transmitter and a long-life power generator, i.e., a battery although that's not the word they use. And opposite each unit is a dummy unit that weighs exactly the same, so the wheel stays in balance. If air pressure in any tire drops below the preset minimum, the sensor triggers the signal and turns on a warning light on the dashboard. As a backup, the warning light will also come on if there's a malfunction and the sensor isn't sensing or the transmitter isn't capable of transmission. What will they think of next? It's with some regret that we report our car had this option but didn't suffer a soft tire or a misfunctioning sensor.
More usefully, the passenger seat now has the same (again, as an option) 6-way power assisted adjustment control as the driver's seat. The seat goes up, down, tilts and slides back and forth under power, with extra control for seatback tilt and a lumbar support and even a longitudinal adjustment to semi-wrap the sides of the seat around ribs and shoulders. And the driver can order up a lighted vanity mirror, just like the passenger gets. (There're probably anti-sexist rules about such things so no more will be said about that.)
Seriously, folks, the Corvette is a special kind of flagship, for Chevrolet and for General Motors as well. Back in your grandfathers's day the big cars cost the most money and they got all the technical improvements first, which made sense.
But the sports car and the performance car and the changing social climate shifted things around. Display wasn't allowed, not in the open, and the performance car got the technical advances and the extras. The enthusiast is the market for this because now that everybody has a car, having a car means less and when all the cars got big and fancy, the biggest and fanciest were devalued.
Anyway, the feature list is more than two pages long, more detail than it's worth listing. But along with the ABS brakes and the power seats there are remote releases and controls for just about everything, and the dashboard is in Technicolor as well as equipped to skip between metric and inch/English/traditional/whatever one can call the old measuring system. The convertible's roof folds out of sight under cover, and the coupe's central panel comes off. There are defoggers for the side windows as well as the windshield. Air conditioning, power assist for steering and brakes and AM/FM stereo with four speakers probably are needless to say.
Here begins the criticism. The Corvette is big. Really BIG. It's longer than the Cavalier station wagon, for comparison, and the Corvette weighs within a few pounds of the Monte Carlo, the rear-drive 5-passenger old-style Chevrolet. But while the Monte Carlo is designed for gentlemen who wear their hats while behind the wheel, and the Cavalier will swallow entire families with small children and even dogs, the Corvette has room for two people only and maybe a suitcase, if it's the coupe. If it's the convertible, there's room for the top to come down or a suitcase, one or the other, but not both.
So first, the Corvette is that big because it has to be that big to attract attention, to let people know this is a car of some importance. You think the Duesenberg Brothers couldn't have built small cars? And Clark Gable would have looked just as good behind the wheel of an American Bantam roadster as he did in his Duesenberg SJ with Murphy body, eh? Right. When people are sensible, we will all be called Angels and we won't need cars because we'll all have wings.
...Continued...


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<TABLE class=renderedtable border=1 cellSpacing=0 cellPadding=2><TBODY><TR><TD vAlign=top colSpan=3><CENTER>1987 Chevrolet Corvette</CENTER>

</TD></TR><TR><TD vAlign=top colSpan=3>PRICE </TD></TR><TR><TD vAlign=top>List price, FOB Detroit </TD><TD vAlign=top colSpan=2>$27,999</TD></TR><TR><TD vAlign=top>Price as tested </TD><TD vAlign=top colSpan=2>$31,753 </TD></TR><TR><TD vAlign=top colSpan=3>Price as tested includes std equip. (elect. window lifts, elect. adj mirrors), leather seats ($1025), AM/FM stereo/cassette ($905), Z52 suspension ($470), low-tire press. indicator ($325), 6-way elect. adj driver’s seat ($240), central locking ($190), cruise control ($185), rear-window heat ($165), auto. temp control ($150), Calif. emissions ($99) </TD></TR><TR><TD vAlign=top colSpan=3>MANUFACTURER </TD></TR><TR><TD vAlign=top colSpan=3>Chevrolet Motor Division, General Motors Corp, 30007 Van Dyke Ave., Warren, Mich. 48090 </TD></TR><TR><TD vAlign=top colSpan=3>GENERAL

</TD></TR><TR><TD vAlign=top>Curb weight, lb </TD><TD vAlign=top colSpan=2>3280 </TD></TR><TR><TD vAlign=top>Test weight </TD><TD vAlign=top colSpan=2>3440 </TD></TR><TR><TD vAlign=top>Weight dist (with driver), f/r, % </TD><TD vAlign=top colSpan=2>50/50 </TD></TR><TR><TD vAlign=top>Wheelbase, in </TD><TD vAlign=top colSpan=2>96.2 </TD></TR><TR><TD vAlign=top>Track, front/rear </TD><TD vAlign=top colSpan=2>59.6/60.4 </TD></TR><TR><TD vAlign=top>Length </TD><TD vAlign=top colSpan=2>176.5 </TD></TR><TR><TD vAlign=top>Width </TD><TD vAlign=top colSpan=2>71.0 </TD></TR><TR><TD vAlign=top>Height </TD><TD vAlign=top colSpan=2>46.7 </TD></TR><TR><TD vAlign=top>Ground clearance </TD><TD vAlign=top colSpan=2>4.7 </TD></TR><TR><TD vAlign=top>Overhand, f/r </TD><TD vAlign=top colSpan=2>40.5/39.8 </TD></TR><TR><TD vAlign=top>Trunk space, cu ft </TD><TD vAlign=top colSpan=2>11.6 </TD></TR><TR><TD vAlign=top>Fuel capacity, U.S. gal </TD><TD vAlign=top colSpan=2>20.0 </TD></TR><TR><TD vAlign=top>Fuel capacity, U.S. gal </TD><TD vAlign=top colSpan=2>20.0 </TD></TR><TR><TD vAlign=top colSpan=3>ENGINE

</TD></TR><TR><TD vAlign=top>Type </TD><TD vAlign=top colSpan=2>ohv V-8 </TD></TR><TR><TD vAlign=top>Bore x stroke, in./mm </TD><TD vAlign=top colSpan=2>4.00 x 3.48/101.6 x 88.4 </TD></TR><TR><TD vAlign=top>Displacement, cu in./cc </TD><TD vAlign=top colSpan=2>350/5733 </TD></TR><TR><TD vAlign=top>Compression ratio </TD><TD vAlign=top colSpan=2>9.5:1 </TD></TR><TR><TD vAlign=top>Bhp @ rpm, SAE net </TD><TD vAlign=top colSpan=2>240 @ 4000 </TD></TR><TR><TD vAlign=top>Torque @ rpm, lb-ft </TD><TD vAlign=top colSpan=2>345 @ 3200 </TD></TR><TR><TD vAlign=top>Fuel injection </TD><TD vAlign=top colSpan=2>Bosch multi-point </TD></TR><TR><TD vAlign=top>Fuel requirement </TD><TD vAlign=top colSpan=2>unleaded, 91 pump oct </TD></TR><TR><TD vAlign=top>Exhaust-emission control equipment </TD><TD vAlign=top colSpan=2>3-way catalytic converter with oxygen sensor, exhaust-gas recirculation, air injection </TD></TR><TR><TD vAlign=top colSpan=3>DRIVE TRAIN

</TD></TR><TR><TD vAlign=top>Transmission </TD><TD vAlign=top colSpan=2>4-sp manual + OD* </TD></TR><TR><TD vAlign=top>Gear ratios: 4th </TD><TD vAlign=top>(1.00) 3.07:1** </TD><TD vAlign=top>(0.68) 2.09:1*** </TD></TR><TR><TD vAlign=top>3rd </TD><TD vAlign=top>(1.34) 4.11:1 </TD><TD vAlign=top>(0.91) 2.79:1 </TD></TR><TR><TD vAlign=top>2nd </TD><TD vAlign=top>(1.91) 5.86:1 </TD><TD vAlign=top>(1.30) 3.99:1 </TD></TR><TR><TD vAlign=top>1st </TD><TD vAlign=top colSpan=2>(2.88) 8.84:1 </TD></TR><TR><TD vAlign=top>Final drive ratio </TD><TD vAlign=top colSpan=2>3.07:1 </TD></TR><TR><TD vAlign=top colSpan=3>ACCOMMODATION

</TD></TR><TR><TD vAlign=top>Seating capacity, persons </TD><TD vAlign=top colSpan=2>2 </TD></TR><TR><TD vAlign=top>Head room, in </TD><TD vAlign=top colSpan=2>35.5 </TD></TR><TR><TD vAlign=top>Seat width </TD><TD vAlign=top colSpan=2>2 x 20.0 </TD></TR><TR><TD vAlign=top>Seatback adjustment, deg </TD><TD vAlign=top colSpan=2>12 </TD></TR><TR><TD vAlign=top colSpan=3>CHASSIS & BODY

</TD></TR><TR><TD vAlign=top>Layout </TD><TD vAlign=top colSpan=2>front engine/rear drive </TD></TR><TR><TD vAlign=top>Body/frame </TD><TD vAlign=top colSpan=2>fiberglass body on skeletal steel chassis </TD></TR><TR><TD vAlign=top>Brake system, f/r </TD><TD vAlign=top colSpan=2>11.5-in. vented discs/11.5-in. vented discs, vacuum assisted, ABS </TD></TR><TR><TD vAlign=top>Swept area, sq in </TD><TD vAlign=top colSpan=2>330 </TD></TR><TR><TD vAlign=top>Wheels </TD><TD vAlign=top colSpan=2>cast alloy, 16 x 8-1/2 </TD></TR><TR><TD vAlign=top>Tires </TD><TD vAlign=top colSpan=2>Goodyear Eagle VR-50, P255/50VR-16 </TD></TR><TR><TD vAlign=top>Steering type </TD><TD vAlign=top colSpan=2>rack & pinion, power assisted </TD></TR><TR><TD vAlign=top>Overall ratio </TD><TD vAlign=top colSpan=2>15.5:1 </TD></TR><TR><TD vAlign=top>Turns, lock-to-lock </TD><TD vAlign=top colSpan=2>2.4 </TD></TR><TR><TD vAlign=top>Turning circle, ft </TD><TD vAlign=top colSpan=2>40.4 </TD></TR><TR><TD vAlign=top>Front suspension </TD><TD vAlign=top colSpan=2>upper & lower unequal-length A-arms, transverse fiberglass leaf spring, tube shocks, anti-roll bar </TD></TR><TR><TD vAlign=top>Rear suspension: </TD><TD vAlign=top colSpan=2>upper & lower trailing arms, lateral arms, tie rods, halfshafts, transverse fiberglass leaf spring, tube shocks, anti-roll bar </TD></TR><TR><TD vAlign=top width=450 colSpan=3>INSTRUMENTATION

</TD></TR><TR><TD vAlign=top>Instruments: </TD><TD vAlign=top colSpan=2>165-mph speedometer, 6000-rpm tach, oil press./temp, coolant temp/voltmeter, fuel level, mpg, trip odo/range, clock </TD></TR><TR><TD vAlign=top width=450 colSpan=3>CALCULATED DATA

</TD></TR><TR><TD vAlign=top>Lb/bhp (test weight) </TD><TD vAlign=top colSpan=2>15.0 </TD></TR><TR><TD vAlign=top>Bhp/liter </TD><TD vAlign=top colSpan=2>40.1 </TD></TR><TR><TD vAlign=top>Engine revs @ 60 mph in 4th OD </TD><TD vAlign=top colSpan=2>1650 </TD></TR><TR><TD vAlign=top>Piston travel, ft/mi </TD><TD vAlign=top colSpan=2>957 </TD></TR><TR><TD vAlign=top>R&T steering index </TD><TD vAlign=top colSpan=2>0.97 </TD></TR><TR><TD vAlign=top colSpan=3>ROAD TEST RESULTS

</TD></TR><TR><TD vAlign=top colSpan=3>Acceleration </TD></TR><TR><TD vAlign=top colSpan=3>Time to distance, sec: </TD></TR><TR><TD vAlign=top>0-100 ft </TD><TD vAlign=top colSpan=2>3.0 </TD></TR><TR><TD vAlign=top>0-500 ft </TD><TD vAlign=top colSpan=2>7.9 </TD></TR><TR><TD vAlign=top>0-1320 ft (1/4 mi) </TD><TD vAlign=top colSpan=2>14.5 </TD></TR><TR><TD vAlign=top>Speed at end of 1/4 mi, mph </TD><TD vAlign=top colSpan=2>97.0 </TD></TR><TR><TD vAlign=top colSpan=3>Time to speed, sec: </TD></TR><TR><TD vAlign=top>0-30 mph </TD><TD vAlign=top colSpan=2>2.0 </TD></TR><TR><TD vAlign=top>0-50 mph </TD><TD vAlign=top colSpan=2>4.3 </TD></TR><TR><TD vAlign=top>0-60 mph </TD><TD vAlign=top colSpan=2>5.9 </TD></TR><TR><TD vAlign=top>0-70 mph </TD><TD vAlign=top colSpan=2>7.8 </TD></TR><TR><TD vAlign=top>0-80 mph </TD><TD vAlign=top colSpan=2>10.1 </TD></TR><TR><TD vAlign=top>0-100 mph </TD><TD vAlign=top colSpan=2>15.4 </TD></TR><TR><TD vAlign=top colSpan=3>Speeds in gears </TD></TR><TR><TD vAlign=top>Maximum engine speed, rpm </TD><TD vAlign=top colSpan=2>6000 </TD></TR><TR><TD vAlign=top>4th gear (rpm) mph </TD><TD vAlign=top>(6000) 149** </TD><TD vAlign=top>(4250) 154*** </TD></TR><TR><TD vAlign=top>3rd </TD><TD vAlign=top>(6000) 111 </TD><TD vAlign=top>(5670) 154 </TD></TR><TR><TD vAlign=top>2nd </TD><TD vAlign=top>(6000) 78 </TD><TD vAlign=top>(6000) 115 </TD></TR><TR><TD vAlign=top>1st </TD><TD vAlign=top>(6000) 53 </TD><TD vAlign=top></TD></TR><TR><TD vAlign=top colSpan=3>FUEL ECONOMY

</TD></TR><TR><TD vAlign=top>Normal driving, mpg </TD><TD vAlign=top colSpan=2>17.5 </TD></TR><TR><TD vAlign=top>Cruising range, mi (1-gal res) </TD><TD vAlign=top colSpan=2>332 </TD></TR><TR><TD vAlign=top colSpan=3>HANDLING

</TD></TR><TR><TD vAlign=top>Lateral accel, 100-ft radius, g </TD><TD vAlign=top colSpan=2>0.89 </TD></TR><TR><TD vAlign=top>Speed thru 700-ft slalom, mph </TD><TD vAlign=top colSpan=2>na </TD></TR><TR><TD vAlign=top colSpan=3>BRAKES

</TD></TR><TR><TD vAlign=top colSpan=3>Minimum stopping distances, ft: </TD></TR><TR><TD vAlign=top>From 60 mph </TD><TD vAlign=top colSpan=2>131 </TD></TR><TR><TD vAlign=top>From 80 mph </TD><TD vAlign=top colSpan=2>230 </TD></TR><TR><TD vAlign=top>Control in panic stop </TD><TD vAlign=top colSpan=2>excellent </TD></TR><TR><TD vAlign=top>Pedal effort for 0.5g stop, lb </TD><TD vAlign=top colSpan=2>16 </TD></TR><TR><TD vAlign=top>Fade </TD><TD vAlign=top colSpan=2>percent increase in pedal effort to maintain 0.5g deceleration in 6 stops from 60 mph — nil </TD></TR><TR><TD vAlign=top>Overall brake rating </TD><TD vAlign=top colSpan=2>excellent </TD></TR><TR><TD vAlign=top colSpan=3>INTERIOR NOISE

</TD></TR><TR><TD vAlign=top>Idle in neutral, dBA </TD><TD vAlign=top colSpan=2>62 </TD></TR><TR><TD vAlign=top>Maximum, 1st gear </TD><TD vAlign=top colSpan=2>79 </TD></TR><TR><TD vAlign=top>Constant 30 mph </TD><TD vAlign=top colSpan=2>66 </TD></TR><TR><TD vAlign=top>50 mph </TD><TD vAlign=top colSpan=2>70 </TD></TR><TR><TD vAlign=top>70 mph </TD><TD vAlign=top colSpan=2>73 </TD></TR><TR><TD vAlign=top>90 mph </TD><TD vAlign=top colSpan=2>77 </TD></TR><TR><TD vAlign=top>90 mph </TD><TD vAlign=top colSpan=2>77 </TD></TR><TR><TD vAlign=top colSpan=3>*automatic or elect. actuated 0.68 overdrive on gears 2-4; </TD></TR><TR><TD vAlign=top colSpan=3>**direct drive; </TD></TR><TR><TD vAlign=top colSpan=3>***overdrive (gear ratio x 0.68)</TD></TR></TBODY></TABLE>

 

That's a Beautymobile! Inside and out. You got a great deal to. I'm getting myself one for my 65th B'day. (Got several years to wait) I want a ZR1, Forest Green w Gold interior to go along with my McDonald's Senior Breakfast Card. ;-)

 

Bonus to Joe's Corvette Thread

ZR1 Drag Race King - Spanks GTR, 599, and GT2 <~ Click 2 EnJoy (Short`vid)
Join us as we pit Chevy's all-new 638 horsepower Corvette ZR1 against the Nissan GTR, Ferrari 599 GTB, and Porsche GT2 in a no holds barred drag race.

 

Thanks all!

Yeah I plan on hopefully getting a double din head unit with bluetooth and phone.

I will find out how heavy the rims are today when I am checking the car out. Too bad my 18x9's I bought for my Monte won't fit or I would use them and put the stock ones back on my Monte.

 

Yeah I drove a lot of junkers when I was young too. It should be the other way around. You have the good stuff when you are young!

 

More like, why do you damn kids have such nice Monte Carlos at a young age

 

Thanks for all the articles and info Space! <?xml:namespace prefix = o ns = "urn:schemas-microsoft-comfficeffice" /><o:p></o:p>

 

The 'Vette is essentially my dream car. I hope to own around a 70ish Stingray some day. But I'm really in love with any style. I think that's the rare thing about the Corvette; from it's first conception it's been a beautiful car while there's been debate as to whether or not the Camaro or Mustang kept true to their retro designs in the modern day.

 

Very nice...I too like the red..