This wonderfully well-preserved 1990 Corvette ZR-1 shows just 3442 original miles (not a misprint) and is absolutely factory-correct in every single way, including things like belts, hoses, and even the original Goodyear tires.
Special, limited-production engines in Corvettes are nothing new, but perhaps the most striking example of this might be the C4 ZR-1. On paper, it was ostensibly a $27,000 engine upgrade, but in reality, it was a comprehensively re-engineered car that was designed to take on the best the world had to offer. It started as simply an idea that they could somehow adapt some 32-valve cylinder heads to the venerable small block Chevy, but after having Lotus Engineering (yes, THAT Lotus) do some preliminary work, it became painfully obvious that it would need to be a clean-sheet design. That design, which used the bore spacing but little else from the ancient pushrod V8, became the incredible LT5 wundermotor that lived in the heart of the ZR-1. Conceived by GM, engineered by Lotus, and built by Mercury Marine, it was and will always be one of the finest V8 engines ever built in America, and the car around it ain’t to shabby, either.
This wonderfully well-preserved 1990 Corvette ZR-1 shows just 3442 original miles (not a misprint) and is absolutely factory-correct in every single way, including things like belts, hoses, and even the original Goodyear tires. From our perspective today, the C4 ZR-1’s specifications seem modest on paper, but that completely ignores the fact that this is a car with a soul and the driving experience is unlike anything else you’ve experienced. It’s insanely fast, yes, but it’s also incredibly civilized, bulletproof reliable, and if a bright red Corvette can be low-profile, the ZR-1 is stealthy as well.
Of course, with so few miles, this one probably isn’t going to be seeing commuter duty any time soon, but it’s nice to know that it’s in almost showroom-fresh condition in every way. The Torch Red paint is 100% factory-applied, orange peel and all, but it’s been carefully waxed and polished throughout the years and shines up like new. It has obviously never been stored outdoors, because all the black rubber trim pieces, including the band of black plastic that encircles the bodywork, is in excellent shape with no UV damage. Fit and finish are excellent, as if the guys on the assembly line in Bowling Green understood that the ZR-1 was a legend in the making, and the doors close with a reassuring THUNK that’s endemic to Corvettes. The giant clamshell hood fits well and despite the C4’s reputation, this one is tight, smooth, and rattle-free, surely owing to its low-mileage status.
Inside you’ll find a rather rare and unusual Saddle leather interior. Most red cars received red, gray, or black interiors, and even having been involved with Corvettes for the better part of 30 years, I can’t remember the last time I saw a Torch Red ‘Vette with a tan interior. The contrast is beautiful and is completely appropriate to the ZR-1’s hefty price tag (almost double that of an L98 car). Obviously the seats, carpets, door panels, and other soft parts are in excellent shape, with only the driver’s seat showing very minor wear that you’d expect after 25 years. The high sills and deeply bolstered seats require a coordinated fall into the car, but once you’re there, you’ll find that the Corvette still offers one of the best driving environments for going fast. And as the top-of-the-line, the ZR-1 came only one way: loaded. This car includes automatic climate control, power windows, locks, seats, and mirrors, a tilt steering column, cruise control, and a decent-sounding AM/FM/cassette stereo system, all of which are fully functional. The digital display on the instrument panel is bright and crisp, while all the auxiliary dials are operational, including the unique-to-the-ZR-1 oil temperature gauge. One of the car’s most fascinating features is the Engine Power switch, a key low on the console that switches between “Normal” and “Full” (kind of an odd choice of words, don’t you think?). Essentially, it locks out the secondary throttle runners for high-RPM breathing, limiting the LT5 to about 250 horsepower. The key was removable to prevent unauthorized use of the ZR-1’s seemingly endless reserves of horsepower, but honestly, most of us set it to “FULL” and just had our fun. This car does have the two top option, which includes a smoked top and the color-matched solid roof, and thanks to some clever engineering, the roof panel stores neatly in the hatch area.
The work of art that is the LT5 lives under the giant forward-tilting hood. To simply look at it, you know this is no garden-variety L98, even without the “4 CAM 32 VALVE” callouts on the intake manifold. It’s 100% aluminum, so even with the extra hardware, it weighs less than the cast iron L98, and with neat packaging, it fits under the hood without modifications. This one is 100% original, including the spark plugs, wires, hoses, clamps, and other production-line markings. It also runs beautifully, just as you’d expect, with no finicky supercar nonsense when you first start it. At speed, the LT5 has the most wonderful shrieking exhaust note this side of Le Mans, something you really need to hear first-hand to understand. Everything works, of course, and for a car with as much performance as this one offers, it’s easy to drive—if your grandmother can handle a manual gearbox, she could drive this car to church on Sunday.
The ZF 6-speed manual transmission was a mainstay of C4 Corvette production, and it’s plenty robust for the ZR-1’s output. Shifts are positive and well-defined, but it does require a firm hand on the lever. Yes, the CAGS skip-shift feature is still active, but you can work around that by goosing the throttle right before you shift into second gear. 3.45 gears on a limited slip make it feel punchy, but the LT5 makes plenty of low-end torque (uncommon on a 4-valve motor), so it’ll also pull 6th gear with ease. Owners frequently report 22-24 MPG on the highway. The adjustable suspension takes the edge off the C4’s ride, making it a fine grand tourer for long-distance cruising, and as with all late-model Corvettes, braking power is impressive. The ZR-1 carried oversized rubber, too, with 17x9 front wheels and 17x11s in back with 275/40/17 and 315/35/17 rear Goodyear Eagle ZR “Gatorback” radials that still have 95% of their tread remaining.
Documentation is extensive, including the window sticker, build sheet, original manuals, the ZR-1 book, and even the demonstration cassette for the entertainment system, still in its original wrapper. The lug nut tool, the roof wrench, and two sets of original keys are also included.
This is a documentation-level ZR-1 that’s extremely original. However, it’s been properly stored and—more importantly—exercised periodically, so it’s in top physical condition, ready to be enjoyed. If you want an investment-grade Corvette, a no-stories, unabused ZR-1, this is that car. It’s also extremely affordable relative to a new Corvette or even compared to its original sticker, which was more than $60,000 in 1990 dollars. No matter how you slice it, that’s one heck of a value.