Chevrolet : Corvette Base Coupe 2-Door For Sale
Chevrolet : Corvette Base Coupe 2-Door
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Re-listing due to non-payment
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1979 Corvette t-top fastback
67,700 miles
Nice Interior
Being offered is a good looking 1979 Chevrolet Corvette all factory black with the L48 350 V8 motor with Automatic Transmission. These Vintage Corvettes are going for strong money now. This is the opportunity to own a Corvette at a good price point. I encourage pre-bid inspections and please do not hesitate to ask any questions about this vehicle. The Vin number for this car is correct. There is no records for cars this old. I was told this car was in one family most of its life. I reserve the right to end early as car is for sale in my local area.
Exterior
The exterior of the car is painted in gloss factory black, the paint on the car has numerous issues, but the body lines are good. Exterior lettering and logos removed for a more custom and smooth look. Rust free west coast car. The car has a rare set of True spoke chrome wire wheels with Corvette logo centers ($$$$) and Classic BF Goodrich white letter radials the rears are in fair condition. The removable T-Top roof panels are in good shape. The windows on the car are clear and crack free. Car will come with a NOS tail light lens set.
Interior
The interior of the car is in above average condition as can be seen in the pictures. The door panels are in good condition. The factory black leather seats are in excellent condition as can be seen in the pictures. The carpet is in good condition. The dash pad is crack free and in good condition. Tilt and telescoping steering wheel. The air conditioning system needs charging. The vehicle is equipped with full of factory gauges. The center console is clean and in good condition. (car comes with new ash tray door The car has an AM/FM factory stereo with cassette player. Overall the interior is in good condition.
Mechanical
Mechanically the car runs good. Sounds mean. The car is powered by the L48 motor which is a 350 cubic inch V8 and runs very well, with after market parts. The car has an automatic transmission which shifts very smoothly. There is a new leak that will need to be fixed coming from the transmission. The engine compartment is clean as can be seen in the pictures. The front suspension pulls and will need attention to be at its best. Headlight door vacuum actuators need attention as well as windshield wiper switch or relay. These are the only issues I have found needing attention.
This vehicle is titled as an actual mileage car and the odometer reads 67,700 miles, as well as number matching. I do not guarantee due to the age of the vehicle.
If you have any questions about this vehicle please ask. I may list this item locally and we reserve the right to end this listing at any time. Please don't make low ball offers and waste your time and mine. My price is fair and set my using price guilds for this Corvette and its condition.
This Vehicle is described to the best of my knowledge and prior owner input. Although my evaluation fair, I realize is subjective and will likely vary from individual to individual. Photos can be very deceiving and although provided photos represent the vehicle properly they are limited by technology as to what you see on a computer screen. Due to the age of the vehicle true mileage unknown. It is for these reasons that I welcome and encourage a pre-purchase inspection of the vehicle prior to purchase. A winning bid for this vehicle represents the buyer’s agreement that the vehicle has been represented fairly and is satisfactory. A purchase represents the buyers understanding that this vehicle is being sold in an “AS IS” condition with NO Warranties. I have 100% positive feedback rating on EBAY and find that open honest communication is key to satisfying both parties involved. Please feel free to contact ask any questions regarding this purchase. Buyer is responsible for shipping. All payments must clear before pickup.
History of this model Corvette
Twenty-five years is an eternity in automotive circles-few nameplates have such staying power. But even fewer nameplates have offered the style, prestige and performance of Corvette. When Chevrolet celebrated the Corvette's 25th birthday in 1978, they redesigned the cars for greater utility, better aerodynamics and more performance-and the result was some of the most distinctive, usable vehicles to ever wear the hallowed crossed-flags badge. And the evolution continued for 1979. Nearly every American with motor oil in his or her veins has, at some point, dreamed about owning a Corvette. The surprisingly affordable 1978 and 1979 Corvettes are the perfect entry points to fulfilling that dream. Their 350-cu.in. V-8 engines offer carbureted simplicity, their fastback glass allows greater visibility and cargo capacity, their build quality is improved over earlier models, and every part that these cars require is still available, many at very reasonable prices. Start right here, and make yesterday's Corvette dreams into today's Corvette reality.
In order to give the car a boost for its 25th anniversary, stylists replaced the distinctive yet claustrophobia-inducing "sugar scoop" tunneled rear window of the 1968-77 models with a fixed-glass fastback which benefited both aerodynamics and luggage space and gave the ten-year-old shape a fresh lease on life. The $9,446 Corvette also gained a redesigned gauge cluster, a proper glovebox, new interior trim panels and a rewired alarm system that now included the standard T-tops. Functionality improved via a 24-gallon fuel tank (up from 17), new optional low-profile Goodyear GT 225/60-R15 radials (which required modified inner fenders for clearance) and more power from the standard and optional 350-cu.in. V-8s. Production for the year, including those with the Silver Anniversary package, was 40,274 cars.
All Corvettes built for 1978 wore "Silver Anniversary" emblems front and rear, but two key options created some special cars: 15,283 were built with the aforementioned optional $399 Silver Anniversary package, which consisted of two-tone silver metallic upper- over charcoal metallic lower-body paint, pinstripe accents, a silver interior and required optional $340 aluminum wheels. A further distinction for the Corvette's birthday was being chosen to pace the 62nd Indianapolis 500 race in 1978; and Chevrolet celebrated by creating the limited-edition Pace Car Replicas. These black-over-silver with red striping cars included mandatory extras like front and rear spoilers, polished and pinstriped aluminum wheels, a tilt-telescope steering column, power windows/door locks and air conditioning; Pace Car decals were included but rarely applied. A metallic silver interior with new contoured sport seats set the cars apart inside. Pricing was set at $13,653, but high demand for the 6,502 cars created heavy dealer gouging, and their instant collector status meant that many were simply parked and viewed as static investments.
Despite the previous year's major Corvette changes, Chevrolet didn't rest on its laurels for 1979. The $10,220 cars, which appeared virtually identical save for new black window trim, could now wear the front and rear spoilers that debuted on the Pace Car Replica, and its bolstered high-back seats with greater travel were made standard across the board. An AM/FM radio was now included, as were power disc brakes, a limited-slip differential and 225/70-R15 radial tires. Slight power increases in all engines came from adopting dual-snorkel air intakes and open-flow mufflers; and the three-speed Turbo-HydraMatic automatic could be replaced with no-charge wide- or close-ratio four-speed manual transmissions, although few opted to. Other options included glass roof panels, heavy-duty shocks (previously available only in Gymkhana suspension package), cruise control, a CB-equipped stereo and the seemingly out-of-place Trailering package. For the first time, sales of the Corvette topped 50,000 a year, with 53,807 units built for 1979.
If you've always lusted after a '57 fuelie or a split-window but your budget won't allow any more than a used Cavalier, give the 1978-79 Corvette a serious look. More than 20 ads for these cars appear in each month's Hemmings Motor News, many with pricing starting under $10,000. And these Corvettes are part of the family that has inspired an enthusiastic group of followers that few other cars can touch, with thousands of members in national, international and regional clubs. A large number of knowledgeable parts suppliers and restoration specialists are available to help keep Chevrolet's "fiberglass fantastic" on the road. And what could beat the exciting view out over that Mako Shark II show car-derived, impossibly long and curvy hood?EnginesEvery engine in 1978 and 1979 Corvettes displaced the now-classic 350 cubic inches (5.7 liters), a figure that dated back to 1969 and had replaced the 327-cu.in. version that originated in 1962. The base L48 engine for every state except California in 1978 had a cast-iron block and head, 4.00 x 3.48-inch bore and stroke and 8.2 compression; breathing through a 4-bbl. Rochester M4MC carburetor, it made 185hp at 4,000 rpm and 280 lbs.-ft. of torque at 2,400 rpm. The L48 engine that was installed in California cars or those destined for high-altitude areas had more restrictive pollution controls and offered 10 fewer horsepower and 10 fewer lbs.-ft. of torque at the same rpm. Optional was the L82 V-8, which had the same 350-cu.in. displacement as the base engines, but upped the ante with 8.9-compression, impact-extruded pistons, a dual-snorkel cold-air intake, finned aluminum valve covers and a high-flow exhaust system to make 220hp at 5,200 rpm and 260 lbs.-ft. of torque at 3,600 rpm. These engines were carried over to 1979, but with slight alterations: The dual-snorkel air intake was fitted even to the base L48 engine, which gave it 195hp at 4,000 rpm and 285 lbs.-ft. of torque at 3,200 rpm. California and high-altitude cars carried the same power ratings. The optional L82, while it had the same displacement and 4-bbl. Rochester M4MC, received a power boost via new high-compression pistons, larger valves, a high-lift camshaft and durable forged-steel crankshaft. The results were 225hp at 5,000 rpm and 270 lbs.-ft. of torque at 3,600 rpm. These iron-block engines are notably long-lived, with excellent parts availability, and their carburetor fuel systems make them far easier for the home mechanic to work on than later fuel-injection-equipped Corvettes.
TransmissionsThe balance of buyer preference for transmissions was shifting noticeably by the late 1970s. In 1971, 53.9 percent of Corvettes were built with four-speed manual transmissions, but by 1979, only 15.7 percent of them were so equipped, making most Corvette owners a shiftless bunch. The most common transmission fitment is the three-speed Turbo 350, which was the only choice on cars with California or high-altitude emissions, and which had a console shifter. Two four-speed manual transmissions were available both years, and both used a console shifter. The Muncie M20 wide-ratio four-speed was standard on all cars with regular emissions. A third no-cost alternative for L82 cars was the Muncie M21 close-ratio four-speed. As with any components, manual gearboxes may display synchromesh or bearing wear in high-mileage cars, but automatics are nearly indestructible if their fluids have been properly maintained.DifferentialsWhile all 1978 and 1979 Corvettes shared a Positraction limited-slip differential, they were available with an array of rear-end ratios. Silver Anniversary cars sold in California or high-altitude markets used a 3.55:1 ratio, while regular L48 four-speed cars had 3.36 gears, and regular L48 automatic transmission-equipped cars 3.08s. The L82 cars used a 3.70:1 ratio with a four-speed (3.36-optional) and 3.55 with an automatic. Corvettes built in 1979 used a 3.36:1 final drive ratio with four-speeds and 3.55 gearing with automatics. Although these rear ends have truly earned their bulletproof reputation, they aren't impervious to problems: The clutches in the Posi unit may slip, and many of the side yokes that enter the rear ends weren't properly hardened by their supplier, which may lead to excessive play. Entire differential units can be purchased for exchange, but they aren't cheap.
SuspensionThe independent front and rear suspensions on 1978-1979 Corvettes were largely carried over, as was the optional Gymkhana (heavy-duty shocks, firmer springs, firmer front and added rear anti-roll bars) sports suspension. Front ends used control arms, coil springs, hydraulic shocks and an anti-roll bar, while rear ends consisted of a widened single transverse leaf spring, hydraulic shock absorbers and lateral struts. While the third-generation Corvette doesn't handle as well as later models, it grips the road nicely while offering a non-punishing ride. Quality replacement parts are available, and a multitude of upgrades will sharpen the handling considerably.
BrakesThe 1978-1979 Corvettes are well known for having excellent braking power courtesy of four-wheel self-adjusting disc brakes with power assist. These 11.75-inch discs and their four-piston calipers did tend to develop brake fluid leaks with age, though; these arise when caliper bores cease to seal properly. The cast-iron calipers were fitted with aluminum pistons, and the smooth iron caliper bores corroded as brake fluid absorbed moisture, preventing an airtight seal. Fitting stainless-steel sleeves in the bores is a common and fairly inexpensive solution to stop the rusting; changing the brake fluid regularly helps to prevent it.
ChassisThe backbone of every Corvette is its heavy-gauge boxed-steel frame structure, which Chevrolet sprayed with a corrosion-resistant coating in the factory. This chassis is directly related to that of the midyear models of 1963-67, but with added reinforcements for improved safety and bumper performance. While these structures are very strong, they are not impervious to rust or accident damage. Always check for corrosion in the rear side frame rails, which kick up just ahead of the rear wheels where the rear suspension's trailing arms enter. The gas tank support member in the rear is also crucial, as is the front radiator support member, which attaches the frame to the front body. While replacing a rusted frame is possible, it is extremely expensive and time-consuming; many repairs can be made with the body still in place. Feel the frame to check for jagged edges, rough patched repairs or thick undercoating. As with any steel car, it is always better to pay a bit more to find a solid example rather than struggle with repairs.BodyCorvettes were among the first production automobiles to use reinforced fiberglass bodies, and they have a reputation for remaining rust- and dent-free virtually forever. But unlike steel panels that bolt on, working with damaged fiberglass requires special skills. Carefully inspect a car's body for wavy bodywork, uneven panel gaps or overspray on trim. A good tip for checking front body alignment is to line up the nose center point with the roof's center T-top seam, and if it is off, something is awry. Check the fiberglass inner surface where possible; original press-molded panels will have two smooth sides, while aftermarket parts often have an unfinished side. "Look around the corners of the hood," suggests Kenny Yager, director of research and development for Mid America Motorworks of Effingham, Illinois. "Cracks will appear in flexible places, and you can tell if it's been broken before." Not all of the Corvette body is fiberglass, though; the steel frames that support the doors can rust if drain holes are obscured, and the steel floor pan will rust if moisture sits under the carpets.
Interiors"The interiors in these cars were good-looking, although a generally low quality of materials was used, particularly in the dash panel/console area," explains Joe Conte, owner of Conte's Corvettes of Vineland, New Jersey. He adds that the printed circuit boards located behind the center gauge cluster are easily damaged, cruise control transducers have been known to lock up and snap the speedometer cable, and the optional power door-lock mechanisms can cause headaches. The silver lining to this cloud is that everything that makes up a 1978-79 Corvette interior is still available, from the smallest knobs and lenses to console lids, door panels and seat covers.
Restoration partsBecause Corvettes are so popular, they are some of the easiest cars to find restoration parts for. "Every single piece of fiberglass is available, from birdcage-type one-piece front ends and rear decks to hoods and roofs," Kenny says. "Many substructure parts are too, including windshield posts; but there are no replacement floor pans yet. They are pop-riveted or welded, so they can be replaced fairly easily if you can find someone to fabricate them with a metal bend." Engine parts are just a phone call away; and brake, differential and suspension bits can be found in many catalogs, including Mid America, Corvette Central, Corvette America, Muskegon Brake and Ecklers. While very rough cars might not be worth restoring, if a Corvette is solid aside from a weak interior and engine, it is still good.
Performance partsBecause of the era these sports cars came from, their stock performance, while good in its day, could now be considered just adequate. There are a number of ways to improve a 1978 or 1979's performance, ranging from inexpensive swaps like high-flow air filters, electronic ignition, upgraded 8mm wires and a high-performance distributor module, to pricier ones like installing an aluminum intake with a slight high-rise and a bigger carburetor. For track use, adding headers, true dual-exhausts and performance mufflers can add 10-20 easy horsepower. Those with deeper pockets may find it easier to install a tweaked GM crate engine for instant, trouble-free performance.
Chassis upgradesThe third-generation Corvette responds very nicely to both street and track suspension and brake modifications. In the front suspension, a new set of rubber or urethane bushings can be combined with gas-charged shocks (Bilstein, KYB or Koni) and a thicker diameter anti-roll bar to considerably tighten the handling. In the rear, a light fiberglass transverse spring can replace the heavy metal unit, a pair of adjustable strut rods make alignment adjustment a cinch, and stainless steel trailing arm alignment shims will outlast their steel counterparts. Stainless steel brake lines will last forever, and the aforementioned re-sleeved cast-iron calipers can be fitted with O-ring seals for added reliability. Heavy-duty six-piston calipers are available and can be fitted over standard-sized drilled or slotted rotors, under standard 15-inch alloy wheels. For more aggressive looks and performance, Stainless Steel Brakes Corporation, Baer Brakes and Wildwood Engineering make upgraded rotor/caliper/pad kits that will fit under plus-one or plus-two light alloy wheels and performance tires to give the Corvette arresting stopping power to accompany its arresting looks.
Chassis upgradesThe third-generation Corvette responds very nicely to both street and track suspension and brake modifications. In the front suspension, a new set of rubber or urethane bushings can be combined with gas-charged shocks (Bilstein, KYB or Koni) and a thicker diameter anti-roll bar to considerably tighten the handling. In the rear, a light fiberglass transverse spring can replace the heavy metal unit, a pair of adjustable strut rods make alignment adjustment a cinch, and stainless steel trailing arm alignment shims will outlast their steel counterparts. Stainless steel brake lines will last forever, and the aforementioned re-sleeved cast-iron calipers can be fitted with O-ring seals for added reliability. Heavy-duty six-piston calipers are available and can be fitted over standard-sized drilled or slotted rotors, under standard 15-inch alloy wheels. For more aggressive looks and performance, Stainless Steel Brakes Corporation, Baer Brakes and Wildwood Engineering make upgraded rotor/caliper/pad kits that will fit under plus-one or plus-two light alloy wheels and performance tires to give the Corvette arresting stopping power to accompany its arresting looks.
Chassis upgradesThe third-generation Corvette responds very nicely to both street and track suspension and brake modifications. In the front suspension, a new set of rubber or urethane bushings can be combined with gas-charged shocks (Bilstein, KYB or Koni) and a thicker diameter anti-roll bar to considerably tighten the handling. In the rear, a light fiberglass transverse spring can replace the heavy metal unit, a pair of adjustable strut rods make alignment adjustment a cinch, and stainless steel trailing arm alignment shims will outlast their steel counterparts. Stainless steel brake lines will last forever, and the aforementioned re-sleeved cast-iron calipers can be fitted with O-ring seals for added reliability. Heavy-duty six-piston calipers are available and can be fitted over standard-sized drilled or slotted rotors, under standard 15-inch alloy wheels. For more aggressive looks and performance, Stainless Steel Brakes Corporation, Baer Brakes and Wildwood Engineering make upgraded rotor/caliper/pad kits that will fit under plus-one or plus-two light alloy wheels and performance tires to give the Corvette arresting stopping power to accompany its arresting looks.
This originally appeared in April 2004 Hemmings Muscle Machines
On Nov-16-14 at 11:10:56 PST, seller added the following information:
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