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1984 Corvette Art Prints

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1984 Corvettes / 1985 Corvettes / 1986 Corvettes / 1987 Corvettes / 1988 Corvettes

1989 Corvettes / 1990 Corvettes / 1991 Corvettes / 1992 Corvettes / 1993 Corvettes

1994 Corvettes / 1995 Corvettes / 1996 Corvettes


1984 C4 Corvette
11x17 Color Print printed on heavy card stock, signed and numbered by the artist

$29.95 + $6.95 S&H




Illustrated Corvette Series No. 184
1984 Corvette - The First C4
To read the story, CLICK HERE.

Illustrated Corvette Series No. 68
1984 Corvette
To read the story, CLICK HERE.
11x17 Parchment Paper Print
$24.95 + $6.95 S&H

11x17 Parchment Paper Print
$24.95 + $6.95 S&H


Illustrated Corvette Series-II No. 184
1984 Corvette - The First C4
To read the story, CLICK HERE.

Illustrated Corvette Series II - No. 68
1984 Corvette
11x17 Parchment Paper Print
$24.95 + $6.95 S&H

11x17 Parchment Paper Print
$24.95 + $6.95 S&H


Illustrated Corvette Series II - No. 184
1984 Corvette - The First C4 Corvette

Illustrated Corvette Series II - No. 68
1984 Corvette
11x17 Laser-Etched Print
$49.95 + $8.00 S&H
11x17 Laser-Etched Print
$49.95 + $8.00 S&H


1984 Corvette Coupe Profile

11x17 Parchment Paper Print
$24.95 + $6.95 S&H

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made on heavy watercolor paper.

Sizes start at 11" x 17" for $99.95 + $6.95 S&H.
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Here's the story:
Illustrated Corvette Series No. 184 - 1984 Corvette - "The First C4 Corvette"

I’m certain that Corvette designers had no idea that the C3 would last 15 model years and set the all-time Corvette sales record of 53,807 Corvettes in ‘79. GM was happy and said, “Why do we need a new one?” This is what Dave McLellan faced when taking over as Corvette chief engineer. Fortunately, long range thinkers won out over short term bean counters.

After the mid-engine design was put to rest, downsizing mania took hold and the new Corvette was no exception. As a test, 4-Rotor experimental Corvette was made a little smaller and fitted with a 2.8-liter V6 with predictable weak performance, and was dropped as a concept. Once McLellan had all the above behind him, new basic parameters were established. The C4 would be smaller, lighter, stiffer, more aerodynamic, more fuel efficient, handle better, and have front engine V8 power. Although McLellan inherited the Corvette program from Duntov in a time of automotive chaos, he did have most of Zora’s best engineers from the glory days.

After the engine position and height was set in the shorter 96.2-inch wheelbase, the windshield base was positioned at the top of the distributor. Improved forward and aft visibility was another design mandate, so no big fender humps and rear windows with limited visibility. Although Irv Rybicki replace Bill Mitchell as GM’s chief of design, four-rotor Corvette designer, Jerry Palmer was the lead styling designer. Palmer decided the shape must be based on a clean aerodynamic design, as the C2 and C3 cars aren’t as aerodynamically clean as they look. The Palmer Corvette would be lower, with a smaller front profile, a seriously raked backed 64.5-degree windshield, and a Kamm-back rear end design. Working with 1/4-scale models, Palmer was able to reduce the drag from 0.44 of the ‘82 model, to just 0.341. With the basic shape determined, surface details, styling, and interior features were then worked out.

The fiberglass body of the C1 weighed approximately 350 pounds. The body of the C2 cars weighed in around 300 pounds and the car had about 50-pounds of aluminum parts. The body of the new C4 weighed around 250-pounds, had around 350-pounds of cast and forged aluminum, and 20-pounds of high-strength glass and epoxy components. A fiberglass composite rear leaf spring weighing just 7-pounds, replaced the 48-pound multi-leaf spring on the ‘81 Corvette, so the new component was used in the C4’s front and rear suspension. New aluminum parts included front A-arms, single-piston brake calipers, rear differential and carrier, axle half-shafts, drive shaft (for automatic cars) radiator, water pump, intake manifold, rims, and other miscellaneous parts. The basic structure was to get a C3-type t-top roof and a t-bar to tie the A and B-pillars and help reduce chassis flex. This design came to a screaching halt when Chevrolet general manager Lloyd Reuss vetoed the t-bar in favor of the more aesthetically pleasing open targa roof. To compensate for chassis stiffness calculations, the side sills and transmission tunnel were beefed up, but the final design wasn’t as rigid as the original with the t-bar design.

The revised throttle-body fuel-injection system was tweaked up 5-horsepower to 205-HP, so McLellan and his team were counting on lower weight, improved aerodynamics, better suspension, better brakes, and much bigger Z-rated tires to produce a vastly superior car. When presented to the press, grizzled Corvette critics were wowed! For two days in California, the press drove preproduction Corvettes on real roads and were stunned with improvement over the C3. Motor Trend said, “Corvette, A Star Is Born,” and Car and Driver gushed, “Corvette! Wherein, American takes on all comers!” The only stumble was that the Z51 suspension option was harsh on anything other than a smooth track, and was dialed back for ‘85.

Was the C4 as “finished” as the first C5 and C6? No, but it was a vastly superior to the C3 and a great beginning. Despite the price jump of $3,510 to $21,800, the longer production run saw sales jump 281-percent to the second best ever sales year for the Corvette at 51,870 units - vastly better sales than the first years of the C5 and C6 cars. Looking back, I’d call the ‘84 C4 Corvette a big success, but it’s ironic that today, ‘84 Corvettes are dirt cheap. Unlike the ‘63 Sting Ray, being the “first” of the C4 generation gave the ‘84 Corvette nothing because the car quickly got so much better. - THE END

Here's the story:
Illustrated Corvette Series No. 68 - 1984 Corvette - "Finally... A New Corvette"

Anticipation couldn't have been higher. The C3 Corvette had lasted an amazing 15 model years that took the Corvette through extreme highs and lows. Designing a new Corvette is said to be one of the most challenging tasks in the car business. It has to look new, but still look like a Corvette. On top of that, everyone has their own idea of what the car should be and look like. And to stoke expectation even higher, because completion was late, there was no '83 model. Fuzzy spy photos captured prototypes and mule cars that kept everyone guessing.

When the new Corvette was officially shown to the public, many were let down saying that it looked too tame and too much like the '82 Camaro and Firebird designs. However, once the magazine testers drove the car, minds were blown and socks went up and down!

Everyone got warm because the new Corvette handled like no street production car ever dreamed of. On the General Motors test track, a new Corvette with the optional Z51 suspension maxed out on the skidpad with a 0.95! That's race car territory. Between the 320-pound weight reduction, a slight increase in power and the new suspension, this was the Vette that performance enthusiasts had been waiting for. The new Corvette had arrived.

The new design mandate was that the car have increased ground clearance, a larger interior, and less height. The only carry over from the '82 model was the Cross Fire injection 350 engine. Transmission choices were a four-speed automatic or the new Doug Nash 4+3 manual with overdrive in the top three gears. The all-new suspension included a five-link rear suspension, a rear stabilized bar, monoleaf fiberglass front and rear springs, and forged aluminum suspension components. It all looked very race car-like. The Girlock four-wheel disc brakes had aluminum calipers and semi-metallic brake linings. New turbine 16-inch wheels helped pull air through the wheels to cool the brakes.

The new body was designed so that there were no seams on any of the exposed panels. Seams were at the black rub strip that surrounds the car. A new clam shell design hood tipped forward allowing maximum accessibility to the engine. The lift-out roof panels were now one piece and the a rear hatch was standard. The new interior had cloth, aircraft-style seats and full digital gauges.

Good thing the new car was a runner, as the new base price was $21,800 – up $3,510 from '82. But it didn't matter to buyers. The '84 Corvette scored the second best sales year with 51,547 units sold. The new C4 was a fantastic beginning for the next generation of Corvette. - K. Scott Teeters


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