Chevy Corvette

It could be number of things, such as low pressure on your fuel pump, or a clogged fuel filter. Also, the EGR valve could be mal-functioning. Or it might be something as simple as a timing adjustment. Good Luck

== == Look under the car on the passenger side just about where the passenger seat would be. It is located up in the frame rail.

Inside the fuel tank. It is attached to the fuel level sender that is part of the fuel filler neck.

If the headlights are not working correctly on a 1990 Corvette, the fuses or lights could be going out. Replace the old fuses and check that all wires connected to the lights are functioning correctly.

there are 6 "nuts" and two "clips" on the back side. I wound up taking the whole thing off. You could remove just the padded part with the huts and clips. Grandpa

Chevrolet didn't make a I52 engine.

It depens. 1995 was a strange year for a lot of reasons. "Run Flat" tires were just coming into use, and the Corvette had the "RPO N84" option, saving the new car buyer $100 in return for deleting the spare tire. (This was found at: http://www.coolc4.com/1995-Corvettes.htm and other Corvette sites) Check your car's line setting sheet that gives all the codes of how it was manufactured. As for a complete listing of codes, and how to get a build sheet for your car, see:http://forums.corvetteforum.com/c4-general-discussion/956104-c4-rpo-faq.html Enjoy your car!

firing order is 18436572

the part number is GM # 10094618

The first 1984 Corvettes were equipped only with an automatic. Returning from 1982, but now as a no-cost option, was the GM 700-R4 four-speed overdrive automatic with a lockup torque converter clutch effective in all forward ratios except for first. Production delays postponed deliveries of the manual transmission until early calendar '84. Also offered as a no-cost option was a "4+3" 4-speed manual transmission built by the Doug Nash Company. The transmission had overdrives in the top three gears for improved fuel economy. However, testers noted little difference between the manual and the automatic transmission. When signaled by the engine's Computer Command Control electronics, the auxiliary gearset engaged through a hydraulic clutch to provide a stepdown or overdrive reduction of 0.67:1 in each of the top three gears. For best performance, engagement was electronically inhibited at wide throttle openings, but this was quickly supplemented by a console-mounted manual override switch. Standard final drive was 3.07:1, with 3.31:1 gearing available for better standing-start performance.

If your spark plug wires go to the front of the motor and behind the water pump, 99.9% chance its an LT1 (if you're talking the newer LT1. The Older one from the 60's you'd have to run the block numbers)

Remove the positive cable from your 1995 Chevy Corvette battery. Remove the cables from the front of your old starter. Remove the starter retaining bolts. Reverse the process to install the new starter.

Yes. I have a 2005 C6 corvette with manual transmission that frequently displays the message, "Service Column Lock." It has been to the dealer several times but they can not fix it. I have opened as case with GM but because my car is 2 months outside of warranty, they will not pay for repairs. The biggest problem is when the column lock malfunctions, the computer senses the problem and shuts off the fuel pump ... hence leaving me stranded. I had a 1998 C5 with the same issue. Fortunately for me, thousands of other people had the same problem so GM had no choice but to fix it. After three attempts, and adherence to the A, B and C service bulletins, GM was able to fix my car. It ran flawless until I traded it in for my C6. For the 2005 C6, GM completely redesigned the column lock system. They changed many components but they fundamentals remained the same. GM must have been skeptical because the column lock feature was only used on manually transmission C6 vettes. Moreover, GM successfully lobbied the federal government to remove this safety/security feature from all corvettes, 2006 and newer. I have been experimenting and see a direct correlation between ambient temperature and this service column lock problem. Whenever I park my car outside, in the sunlight on a hot day, I get stranded … every time. If it is cool, overcast or I park undercover, no issue. My theory is that this problem may be caused by the column lock motor's electric overload coil. If there is a coil and it is undersized, it may get hot and stop the flow of electricity to the motor. If you try to start the car and the computer does not sense the column lock position switches changing state, it will cut of the fuel pump. If anyone knows anything that could prove or disprove my theory I would like to hear it. Sirxris@gmail.com

6.11 stefan bellof Porsche 956 1984

Which year? Which options?

service manual

First you have to purchase a new one for about $250 or switch to a non-power antenna. Then with the car off so the antenna is in the down position, locate the antenna motor by pulling the side wall of the inside of the trunk (the side with the antenna) loose (be sure to unhook the plastic fasteners). Once you can see the antenna motor you should be able to see the wires that deliver power to it. They come together at a male/female connector just before the exterior of the antenna motor. Disconnect them. They should pull apart fairly simply. Once you have done this find the large black wire the runs to the radio. It connects towards the top if the attenna shaft inside the car. There is what looks like a small sleeve on the wire close to the attena shaft, it pulls apart there. Then you will need to disconnect the ground wire. It is connected to the frame of the car with a Phillips screw. Once that is remove, locate the bolt about 4" below the ground screw (should be 10 mm socket). This bolt anchors the antenna to the car. After this bolt is removed you should be able to slide the antanna out of place. At this point you will notice a black tube coming out of the bottom of the antenna motor. Just pull it off. It should slide off easy. That is it, the antenna is out. If you are replacing it with a new one just reverse the steps to install it. If you are putting in a non-power one. Install as directed on package. The only wire you should have to use is the one coming from the radio and it should plug right into your new antenna.

Hope it helps.

-Marie

Under the passenger side floorboard/frame area.

the solution can depend on the year and induction type. usually too high an idle speed and rich idle mixture combine to allow a hot carbon chunk in the cylinder to ignite the mix and cause the dieseling. on injected engine its far less common but leaky injectors have been known to cause the condition also

look around the bottom of the seat their should be bolts leading through the floor board take those out (their should be 4 of them) and just remove the seat.

Technically, yes. 44 Corvettes were manufactured with a 1983 VIN numbers but none were released to the public as official production vehicles. These 1983 Corvettes were prototypes, alpha test vehicles, and beta test vehicles used to sort out production details while others were assigned to engineering evaluation and crash testing. A few were part of a press introduction at Riverside Raceway in California, December 1982. The 1983 Corvette resembled the newly redesigned 1984 model (4th generation Corvette). All were destroyed except one, VIN# 1G1AY0783D5100023 (white with medium blue interior), L83 350ci, 250HP V8, 4-speed Automatic transmission and was retired to the National Corvette Museum in Bowling Green, Kentucky. It is owned by GM. It was saved from destruction by a few forward looking individuals who recognized the need to retain one 1983 Corvette for posterity. According to "America's Sports Car" magazine published by the NCM in its Jan/Feb 2009 issue, this model had suffered through numerous re-do's over its 26 years. Originally built on June 28, 1982, the car was 1983 Pilot Car number 4. Pilot cars are built for production evaluation and to assess the assembly process put in place at the assembly plant. Following its build, the car was taken to Michigan for evaluation and testing. According to Roger Phipps, a Paint Technician at the Bowling Green plant who became the cars' caretaker while it was in Bowling Green, the '83 was used for development and had various parts replaced with engineering enhancements during its time in Michigan. It ultimately returned to Bowling Green and endured an ignominious existence sitting behind a wall near the plant's employee entrance. Tires went flat, the summer sun faded the carpet and seats, it was never driven or moved, and the Kentucky cardinals left proof they enjoyed using it for target practice. Not an existence a one of a kind vehicle should endure. Roger and vehicle engineer Tom Hill championed an effort to save the vehicle from further deterioration. They were able to use it for a campaign to select the most "Patriotic" paint scheme for the car. One was chosen and the paint department personnel changed the solid white body to Red, White and Blue flag theme. It was not an awe inspiring design to many who saw it, but the car was moved inside the plant and used as a display for visitors awaiting plant tours. At least it was out of the elements. The car was later repainted to its current solid white, and rather than return it to sentry duty by the wall, it was placed on loan with the NCM. The NCM is proud to have it. One veichle component that is rather unique is its wheels. A set of aluminum wheels were discovered in an old storage barn in the late-1980's on the Milford Proving Ground. They were recognized as being from a book by Michael Lamm on The Newest Corvette on page 27. The wheel design had been developed as an optional 15 inch wheel as a backup in the event the planned 16 inch wheels could not be delivered in ample quantities. The picture shows the wheels on a Design Center Corvette prototype. Since the wheels were of no further use to GM, and would likely be scrapped, they were recommended to Fraser Smithson, the PG Director, that they be donated to the NCM. He agreed and were delivered to Dan Gale in the early 1990's. The NCM hadn't been built at that time, not had the '83 been donated, but the wheels found the perfect home on the only remaining '83 Corvette. It is ironic they are now on the car for which they were intended. The following passage is taken from the book by Dave McLellan (the second Corvette Chief Engineer at Chevrolet from 1975 - 1992), Corvette From the Inside, from Bentley Publishing, Cambridge, MA., released in 2002. Because of delays with the introduction of the new generation (C4) Corvette, production started in the early part of 1983. The new car could be called a 1984 model. The federal government defines the model year by its emission certification rules, which state that the model year can contain only one January 1. There was a lot of spirited discussions at Chevrolet about the uninterrupted Corvette tradition, but in the end, Chevrolet opted for the logic of building for 17 months and the attendant reduction in paperwork of not having to rectify for the 1984 model year.

I put mine at the front of the car. On the driver's side, next to the emmissions canister and horn. It sits below a two-plug wire harness and has plenty of room. It is tucked under the frame rail about 2" but can be easy viewed from above when hood is open. More or less, it sits down below where the rollover headlight sits when hood is closed. Worked out really well. E-mail me for a photo: glenn105@yahoo.com.

Corvette stingrays have a distinctive split in the rear window to resemble a stingray's barbed tail.