The transition from the C3 Corvette of 1968-1982 to the C4 Corvette of 1984-1996 was a bit of a production palpitation for Chevrolet’s flagship sportscar. Model year 1983 essentially didn’t exist and when the 1984 model finally came out it had a modern exterior and interior, new chassis and a novel 4+3 computer-controlled manual transmission with automatic overdrive.

…and also the pathetic Crossfire 350 engine carried over from the C3 Corvette. This 5.7L housed a camshaft that would soon make the 5.0L a serious performer in the third generation F-bodies. It was also topped off with a combined 750 CFM from the TBI units. By 1980’s standards this should have been a recipe for decent power. Instead RPO L83 with it’s convoluted dual-TBI cross-ram was the impetus of the bad reputation that the fourth generation Corvette received.

So how did we end up with just 205hp at 4,300 RPM? Many blame the flow potential of the intake itself, with obstructed peanut ports limiting the airflow to less than 500 CFM before it hit the heads. I would also speculate that the factory 624 heads with their low-velocity ports and primitive chamber design play a large factor in the motors gutless reputation.

That being said I have slowly come to appreciate the idiosyncrasies of the Crossfire 5.7L, even if only for it’s unique intake design and boxy cover. For performance purposes we can be thankful it was only available in the C4 for 1984. From 1985 to 1996 the TPI, LT1, LT4 and LT5 variants would emerge: Engines that would restore the Corvette’s reputation as the ultimate American sportscar. This was the generation of the naturally aspirated, all aluminum, 32-valve 405hp V8. The King of the Hill.

A hill that started as a mound back in 1984 with a paltry 205hp.

This particular 1984 C4 Corvette with it’s 700r4 automatic overdrive and 16,000 original miles finished it’s auction run at Barrett Jackson Scottsdale topping out at $13,200.