Vintage Chevy Corvette buyer’s guide: Everything you need to know

Having just returned from WWII, some of General Motors’ design team were awestruck by the plethora of two-seat sports cars running rampant overseas and decided to try their hands at an American version. Though attractive, Chevrolet’s Corvette was anything but an instant success. The new Corvette remained essentially unchanged in its first two years, but since Ford had also been concurrently working on their own two-seat roadster called the Thunderbird, things began to change quickly starting in 1955.

Chevy’s new sports car had good looks but paled compared to the stunning mid-1950s T-Birds. However, General Motors paid attention to what customers wanted and polished its newfound diamond in the rough to become not only one of the best-selling two-seaters in history but also the longest-running domestic badge in the United States.

Today, we are eight generations into Chevy’s halo car. Each generation is simply designated with a C (for Corvette) and then the number that corresponds to that year’s particular generation. Depending on what era you grew up in or what model you happened to be exposed to as an impressionable young car enthusiast, opinions on which generation Corvette is the best is as subjective as asking what your favorite flavor of ice cream is. But like any good sugar cone, waffle cone, or sundae, each iteration of the Corvette is deliciously decadent in its own way.

The following is a breakdown of each of the first five versions of the Chevy Corvette and what to look for when finally trying to buy your dream car. Enjoy!

What is a C1 Corvette?

The first generation Corvette lasted from its debut in 1953 to 1962. Along the way, Chevy made some significant changes to the ‘Vette. While it began life with a Blue Flame inline six-cylinder engine, Chevy management quickly realized that 150 hp wasn’t going to cut it despite the Corvette’s relatively light fiberglass body and topless configuration.

So, in 1955, they introduced a 265 CID V-8 to the mix, which then grew to 283 CID by 1957. This was also the first year mechanical fuel injection was added to the mix, upping the Vette’s power peak by nearly 100 ponies to 245 hp. Power would peak in the C1’s final year, 1962, with a 327 CID engine that made an impressive (and pre-emissions 360 hp).

1961 introduced the Corvette’s signature quad-tailight design, which continues to this day with the C8. The C1 also marks the last time we saw exposed headlamps on a Corvette until they were resurrected for the C6 in 2005.

C1 Corvette buying tips

• As with any used car, we strongly recommend getting the opinion of a professional mechanic (or three) before making any major decisions. The following are the major potential issues to watch out for when buying a first-gen Vette.
• Although fiberglass ages far better than steel, it can still pit and crack over time.
• The bonding strips that hold those panels together can also deteriorate. Be sure not to gloss over what may appear to be a great-looking car from fifty feet out.
• But while the Corvette’s skin won’t rust, everything under it can. Remember to take a good look at all the drivetrain and suspension parts, which understandably may have rusted over the last sixty-plus years.

What is a C2 Corvette?

The second generation of Corvette began in 1963 and ended in 1967. Although it was the briefest generation of Corvette, the C2 made a lasting impact on the autoverse. The C2 introduced the Corvette world to its first independent rear suspension and disc brakes. The inaugural 1963 hardtop was the famous ‘Split Window Coupe.’ Due to being highly impractical for rearward visibility, the split was eliminated a year later, making the 1963 sought after for collectibility reasons.

The 1966 and 1967 cars are especially collectible because they offer the (now) legendary 427 cubic-inch V-8. The pinnacle of the C2 is unquestionably the incredible L88, which was an all-aluminum 427 that made an underrated 430 hp.

C2 Corvette buying tips

• Just like the C1, the C2’s fiberglass body can suffer the same stress cracks and body panel bonding strip issues.
• Known as the “birdcage,” the coupe versions of the C2 used a steel frame support system for the roof and pillars. These should be inspected for rust, especially at the lower corners of the windshield, where water can sit.
• The main frame rails, rear trailing arms, and control arms of these cars also tend to be trouble spots due to rust and corrosion over the years.
• The Powerglide automatic transmission can be prone to leaks.
• The rear gears and wheel bearings can become worn down with enough time and miles on them.

What is a C3 Corvette?

The third generation Corvette came along in 1968 and lasted all the way until 1982. The C3 and its Coke bottle shape also introduced T-tops to the mix. The largest engine block ever found in a Corvette was the 454 cubic-inch beast that appeared on the option list from 1970 to 1974.

Although categorized into one entire generation, purists will delineate between the early 1968-1972 models, which were the last of big block ‘Vettes and high horsepower numbers before a combination of new emissions laws and moving from gross to net ratings cut down horsepower numbers to record lows, along with every other car in the mid-1970s.

C3 Corvette buying tips

• Although cool, the T-top seals can leak over time
• The Quadrajet carburetor on early cars can tend to be finicky
• Later models used quirky Crossfire injection systems which, much like trying to use old tech, can prove difficult to find parts for and repair.
• Vacuum lines operate the headlamps and cowl, which can deteriorate and cause problems at the most inopportune times.
• Just as in the C2, the “birdcage” can be prone to rusting around the window frames.

What is a C4 Corvette?

Beginning in 1984 and lasting until 1996, the revolutionary C4 Corvette was delayed a year due to production issues, so if anyone tries to sell you an ’83 Corvette, they may also have a bridge in Brooklyn to pawn as well.

Beginning in 1990, the C4 stepped up its game. Not only did the ‘Vette get a much-needed facelift, but Chevy also introduced us to the ZR-1, which made the Corvette a bonafide supercar (for its day) able to compete with the best Italy, Germany, or Japan had to offer.

1992 also introduced us to the first true modern small block Chevy V-8 in the form of the LT1. An even more potent variant, the LT4, made a cameo for just 1996 under the hood of the vivacious Grand Sport.

C4 Corvette buying tips

• Though it transitioned from T-tops to a Targa, the C4’s roof is also prone to leaks if it hasn’t been taken care of.
• The weatherstripping all around the C4 seems to universally not have aged well and tends to be problematic.
• The pre-1990 digital dashboard has a propensity to fail more than later years.
• The early Crossfire injections crossed over from C3, and in later years, the Tuned-Port fuel injection system can both prove difficult to tune properly.
• While the LT1 was a stout and reliable engine, its Opti-Spark ignition system is its lone weak point. Watch for misfires, hesitations, backfiring and clunky power delivery.

What is a C5 Corvette?

To some, yours truly included, it may seem ludicrous that the C5 can now be considered a classic. But having first rolled off the assembly line in 1997 (and ending in 2004), the first few years of the fifth-generation Corvette officially qualify for classic auto insurance.

In an effort to eliminate its predecessors’ penchant for feeling somewhat unstable at speed (especially the convertibles), the C5 was built with rigidity in mind. It was first built as a drop-top and then a coupe, which made it the most stable Vette to date.

The 1999 fixed-roof coupe was a one-year wonder but lacked the pure race-bred nature speed freaks hoped for. But that body style paved the way for the introduction of the mighty C5 Z06 in 2001. Beginning with 385 hp, the Z topped out at an impressive 405 hp and once again, allowed the Corvette to compete on the highest levels of performance.

C5 Corvette buying tips

• While the LS1 (and later LS6) were essentially bulletproof, a small percentage of them suffered from what is known as ‘piston slap.’ Upon cold start-up, piston slap is caused by a larger-than-ideal piston-to-wall clearance, allowing the piston to knock against the cylinder walls. Once the engine oil is warm, this noise tends to go away, but it can be irritating for perfectionist owners.
• The gear that operates the pop-up headlights is plastic and can grind itself to dust over time.
• Like its predecessors, weatherstripping and seals (especially on the convertible) can crack and cause leaks.
• The antitheft system can lock out its own keys. This can be caused by a key that has been ground down to a point where it cannot always be recognized by the car or a loose ignition cylinder.
• Keep an eye on the Check Engine light. This can indicate any number of problems that only a code reader can decipher. The light can be illuminated for one code or ten, so even if the seller thinks they know what the issue is, there may be more problems than they are aware of.

What is a C6 Corvette?

The sixth generation of the iconic Crossed Flags spanned from 2005 until 2013. Picking up where the C5 left off, the base C6 looked like a C5 with all of its fat trimmed away. For 2005 through 2007, the C6 was powered by a 6.0-liter LS2 V-8 that pumped out an impressive (and balanced) 400 horsepower and 400 foot-pounds of torque.

Beginning in 2008, the base C6 was upgraded to the now-iconic LS3 small block, which essentially took everything we loved about the C5’s LS1 and made it better. With 430 horsepower and 424 pound-feet of torque (those numbers were bumped to 436 and 428, respectively, with the optional sport exhaust), the base 2008 C6 was every bit as quick as the C5 Z06, and came with the added benefit of a removable roof.

The Z06 made its triumphant return in 2006 after a one-year hiatus. This iteration proved to be the most powerful production Corvette to date, with its C5R-derived 427 cubic-inch aluminum block and heads V-8. Winding out to an incredible 7,000 rpm redline, this big-small-block pumped out an astonishing 505 horsepower and 470 pound-feet of torque, making it the most power naturally-aspirated engine ever produced by General Motors – a title that the C6Z held until the inception of the C8’s 5.5-liter flat-plane crank, 670-horsepower LT6 came along for as part of the C8 Z06.

In 2009, Chevy resurrected its apex performance predator, the ZR1, last seen in 1995 in its C4 guise. The C6 ZR1 marked the first time a production Corvette was equipped with forced induction. The 6.2-liter supercharged LS9 took the Most Powerful Corvette title from its Z06 stablemate, throwing down the gauntlet to the tune of 638 horsepower and 604 pound-feet of torque. And while the Z06 became a bonafide supercar with its 198 mph (claimed) top speed, the ZR1 was the first Corvette to crack the fabled 200 mph speed limit, with an official top speed of 205 mph, according to GM.

Then, in 2011, the C6 debuted its final variant, the Grand Sport. Last seen in 1996, unlike the one-year-wonder C4 Grand Sport, the C6 model spanned the Vette’s final three production years from 2011 through 2013. The GS was created to split the difference between the sometimes vanilla-feeling base model and the racecar-for-the-street Z06.  Essentially, the Grand Sport got Z06-level suspension, brakes, and looks, but retained the base car’s LS3 V-8. The bonus was that since it didn’t use the Z06’s aluminum frame, the GS could be offered as an open-air ride with either a removable targa top or as a full-blown convertible.

C6 Corvette buying tips

• Although the LS3 is generally accepted as the most reliable performance variant of GM’s LS motor lineup, the top-tier LS7 has been known to occasionally throw a valve or two, essentially annihilating the bottom end.
• The aftermarket for the 2005 through 2007 LS2 Corvettes is somewhat limited compared to the ubiquitous LS3, which is all but omnipresent in performance parts catalogs.
• 2008 and up Corvettes also benefited from an  upgraded steering rack and beefed-up Tremec TR6060 manual transmission
• The downside of being an incredible bang-for-the-buck is that the fit-and-finish of the interior is lacking, so things like buttons and switches can tend to crap out. But thankfully, that frugality inside allowed money to be focused on the C6’s magnificent powertrain.

What is a C7 Corvette?

The seventh-generation Corvette holds the distinction of being the very last front-engine ‘Vette ever made (at least to date). Built from 2014 through 2019 (model years), the C7 debuted with a bit more aggressive flair than its predecessor.

The center-mounted quad exhaust and geometric look of the rear end caused some polarization from the public, but overall, the final front-engine ‘Vette was well received thanks to its 6.2-liter LT1 V-8 that put down an impressive 455 horsepower and 460 pound-feet of torque in base form. Those figures each jumped up by five with the addition of the Z51 Performance Package.

Debuting as a coupe and convertible for 2014, the big news was the return of the mighty Z06 for the 2015 model year. Keeping with Corvette tradition, the new generation starts off with a level-up in performance for each sub-model. So, the base C6 was about as quick as the C5 Z06, the Base C7 was about as quick as the C6 Z06, and now the C7 Z06 was created to be on par with the C6 ZR1. No hate mail, please. We’re only talking about approximate levels of performance.

That feat was accomplished thanks to the new supercharged and intercooled 6.2-liter LT4 V-8 engine. The 1.7-liter Eaton TVS Supercharger force-fed the LT4 just over nine pounds of boost to help it produce a ridiculous 650 horsepower and 650 pound-feet of torque.

The C7Z also marked the first time a modern Z06 was made available with an automatic transmission, as both previous Zs were manual only. Also, unlike the C5 and C6 versions, the C7 Z06 could be ordered as a convertible. However, the coupe version now came with a removable targa top instead of its fun-sucking-but-performance-focused fixed-roof predecessors.

The Grand Sport returned for the Corvette’s seventh generation beginning in 2017 and running until the final 2019 model year for the C7. Much like the C6 GS, the C7 variant took cues from the high-powered Z06, but retained the base car’s LT1, albeit with a dry-sump oiling system and the Z51 Performance Package included.

Then, for the C7’s final model year, 2019 brought us the indomitable C7 ZR1. Created as the ultimate expression of Corvette performance, the ZR1 took almost everything we loved about the Z06, and ratcheted it up a few more notches.

The 6.2-liter engine of the ZR1 also used an Eaton supercharger, but this version was a full 52% larger than that used by the Z06’s LT4 motor. In keeping with its C4-derived engine nomenclature, the C7 ZR1 received the same engine designation as the C4 ZR1 – the LT5. Fittingly, being nearly double the generation number, the C7 ZR1 nearly doubled the C4 ZR1’s horsepower rating of 405 with a staggering 755 ponies under the hood, along with 715 pound-feet of torque.

Up until the recent unveiling of the ridiculous C8 ZR1, the C7Z held the title of most powerful and fastest Corvette ever produced. It topped out at a meteoric 215 mph, which was actually a restriction to comply with tire-safety standards.

Also, and shockingly, available as a coupe or convertible, the ZR1 gave owners the choice of a seven-speed manual or an eight-speed automatic transmission. The ZTK, aka “Big Wing” package, helped produce up to 950 pounds of downforce at top speed and allowed owners to be the center of attention for law enforcement everywhere.

C7 Corvette buying tips

• Both the Z06 and Grand Sport had issues with their die-cast aluminum wheels, which had a propensity to crack unexpectedly due to an alleged faulty casting process.
• Some Z06 models were prone to overheating when pushed hard. GM said they remedied this issue later in the C7’s tenure.
• Despite being the top-tier interior package, some 3LT cars saw their suede peel off their dashboards.
• Steering boxes, air bags, and parking brakes were all sources of recalls for the C7 and should be addressed before purchase.