Late C3 thoughts and advice
Racer
Joined: Nov 2017
Posts: 319
Likes: 125
From: Midwest
@4-vettes is 100% correct, though. The 1980 L82 4-speed is the most desireable C3.
Since the OP wants an auto, it`s probably a moot point.
Race Director
Joined: Aug 1999
Posts: 11,125
Likes: 673
From: SE Pennsylvania
St. Jude Donor '03 thru '26
Oldtimer
Well 'Cross-fire' is nothing more than TBI spaced out on a duel manifold. But it's still just TBI technology. Everything GM built after 1982 was TBI injection, which is no more than a computer controlled carburetor in essency, no more float in a bowl or Jets in the throttle bores, but a throttle body with a single injector and a throttle and 2 sensors, once combined with 3 external sensors all linked to a common ECM, and you've got TBI injection. I think it was without a doubt the simplest method of removing the carburetor without removing the carburetor ? It did everything the carb did without ever flooding the engine, But. . . it is not meant for the racetrack. but when your late for work, the last thing you need is a flooded engine, Problem solved ! TBI 
Thread Starter
Drifting
Joined: Aug 2016
Posts: 1,796
Likes: 937
From: Arizona
I remember when I was young I used to pull codes before OBD2 with a paper clip in the first two ports... I am long removed from that now
Race Director
Joined: Mar 2017
Posts: 11,960
Likes: 4,518
From: Virginia
So, I'd say it's desireable, as a lone example would be more rare than the 1969 ZL1. But since the OP doesn't want a manual, the point is moot.
Race Director
Joined: Nov 2006
Posts: 13,282
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From: Sunshine Coast, Queensland, Australia
2025 C3 of the Year Finalist - Modified
2024 C3 of the Year Finalist- Modified
2022 C3 of the Year Finalist - Modified
Cruise-In VIII Veteran
Me, I like the earlier roof line. The 78 and up cars never really have caught my eye. So, no I'm not totally up on there specs. So, no L82 4 speed.
guess I won't be looking at a 80 up any time soon.
If I were to look at a 80 up. It would have to have had a engine transplant.
guess I won't be looking at a 80 up any time soon.
If I were to look at a 80 up. It would have to have had a engine transplant.
Instructor
Joined: Jul 2021
Posts: 148
Likes: 107
From: Boston
Thought I'd chime in here as I'm an owner of a 1982 as well. I love my car. I've got a 9 thousand mile car that's 40 years old. It's got vacuum leaks, so the car idles between 1200 and 2000 RPM. It has been difficult to get this car to someone who knows Crossfire. But I'm confident that once this is sorted out the car will run for another 40 years.(unless the idiocracy mandates those ridiculous electric vehicles). I am not afraid of Crossfire despite these issues.
Last edited by Johnnyracer; Feb 26, 2023 at 10:35 AM.
Heel & Toe
Joined: Jan 2023
Posts: 16
Likes: 16
There is an aftermarket ecm, and I believe the ecm from '84-'87 vette's also work with it.
https://www.dynamicefi.com/EBL_Flash.php
Here's where they discuss tuning for the stock l83 using ebl flash on a couple of '82 vettes:
https://www.thirdgen.org/forums/dfi-...crossfire.html
The injectors are fairly standard, as are the other sensors in the system. They can be upgraded to the big block tbi injectors if you go more power. The only part that is somewhat unique are the throttle bodies themselves as they have a balance port and the regular 4 cylinder GM tb that's similar doesn't. However, they shouldn't ever go bad beyond the point of being rebuilt unless you truly neglect the system, and there are a lot of complete (tb+intake) crossfire setups for sale on ebay and the like should you truly mess one up. The only issue I've read about with the throttle bodies is that the holes for the throttle blades can wear and cause an air leak, but they can be bushed if that happens.
If you have ecm issues or want to materialy improve performance, I'd just grab the aftermarket ebl flash setup.
In short, as an owner of one, I'm not at all concerned on that front. It's a simple enough system to be user serviceable and mostly uses tb fuel injection parts that were produced in the millions by GM in the '80s and '90s.
https://www.dynamicefi.com/EBL_Flash.php
Here's where they discuss tuning for the stock l83 using ebl flash on a couple of '82 vettes:
https://www.thirdgen.org/forums/dfi-...crossfire.html
The injectors are fairly standard, as are the other sensors in the system. They can be upgraded to the big block tbi injectors if you go more power. The only part that is somewhat unique are the throttle bodies themselves as they have a balance port and the regular 4 cylinder GM tb that's similar doesn't. However, they shouldn't ever go bad beyond the point of being rebuilt unless you truly neglect the system, and there are a lot of complete (tb+intake) crossfire setups for sale on ebay and the like should you truly mess one up. The only issue I've read about with the throttle bodies is that the holes for the throttle blades can wear and cause an air leak, but they can be bushed if that happens.
If you have ecm issues or want to materialy improve performance, I'd just grab the aftermarket ebl flash setup.
In short, as an owner of one, I'm not at all concerned on that front. It's a simple enough system to be user serviceable and mostly uses tb fuel injection parts that were produced in the millions by GM in the '80s and '90s.
Burning Brakes
Joined: Jan 2003
Posts: 961
Likes: 275
From: Frederick MD
Hello all, I am looking for some thoughts and advice... experienced advice more than opinion.
My wife and have two corvettes, a C6 Grand Sport and early C3 small block convertible, we have a friend whos gonna sell his low mile 2019 Grand Sport for a C8 purchase and we are considering buying it, if so were gonna sell the C6 GS and early C3 and I am considering a late C3 purchase (80-82) for a second corvette.
I have owned 80-82 corvettes before but that was early 90s... I realize they are not big performers but not what I'm looking for in a second corvette. As I remember the 81 is first year with computer though pre-OBD2 and 82 with the cross fire FI which I've had a few 82s and 84s without issue but again early 90s.
Looking for thoughts and advice on the three years, I feel I would prefer the 82 with the AOD but curious about the cross fire now, are they reliable if kept up? do people work on them any loner? are parts/accessories available for that motor?
I feel 1980 would be choice for motor but absolutely prefer the AOD, used to be a 200R was easy to come by and an easy install but not any longer.
Hoping to get some feedback from current and/or prior owners of some late C3s in particualr the 82.
We are going to the National Corvette show in Pigion Forge later March and probably won't make a final decision till after that show.
My wife and have two corvettes, a C6 Grand Sport and early C3 small block convertible, we have a friend whos gonna sell his low mile 2019 Grand Sport for a C8 purchase and we are considering buying it, if so were gonna sell the C6 GS and early C3 and I am considering a late C3 purchase (80-82) for a second corvette.
I have owned 80-82 corvettes before but that was early 90s... I realize they are not big performers but not what I'm looking for in a second corvette. As I remember the 81 is first year with computer though pre-OBD2 and 82 with the cross fire FI which I've had a few 82s and 84s without issue but again early 90s.
Looking for thoughts and advice on the three years, I feel I would prefer the 82 with the AOD but curious about the cross fire now, are they reliable if kept up? do people work on them any loner? are parts/accessories available for that motor?
I feel 1980 would be choice for motor but absolutely prefer the AOD, used to be a 200R was easy to come by and an easy install but not any longer.
Hoping to get some feedback from current and/or prior owners of some late C3s in particualr the 82.
We are going to the National Corvette show in Pigion Forge later March and probably won't make a final decision till after that show.
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Burning Brakes
Joined: Dec 2021
Posts: 805
Likes: 260
would love to... it will come down to finances, if we move to the C7 it's gonna be another $30k over the C6, we do everything cash and we're at the final stages of putting a pool in our back yard, don't need that kind of money in cars (we also have a truck and a Harley) and the C7 will become a bit more of our Sunday car... still deciding
Team Owner
Joined: Mar 2002
Posts: 44,693
Likes: 1,834
From: Huntsville AL
If I was in the market for another C3 it would be an 82 Collector Edition and I wouldn't give a second thought to it being a Crossfire system. I would also target the best example of said car even if I had to pay a premium to get into it.
Thread Starter
Drifting
Joined: Aug 2016
Posts: 1,796
Likes: 937
From: Arizona
I will take a local 82 for a ride to see how it feels, not sure we should make the move so taking our time.
Burning Brakes
Joined: Jan 2006
Posts: 1,073
Likes: 331
From: Clear Lake Shores Texas
2016 C3 of Year Finalist
In my opinion you have a really nice combination of Corvettes. As you discovered finding a good example of a C3 is not easy while C7’s are everywhere for sale. The C6 Grand Sport, especially in that color, is a really good looking car.
Racer
Joined: Nov 2017
Posts: 319
Likes: 125
From: Midwest
For anyone considering a 1980 to 1982 C3, all excellent cars, here is a quick rundown of some of the drivetrain changes during those model years.
For 1980, the L48 base engine was carried over. The L82/4-speed combo was gone. As a consequence, the close-ratio 4-speed (M21) was also gone. The Turbo Hydra-Matic 350 automatic was carried over. The wide-ratio 4-speed remained available with a first gear ratio change from 2.64, the year before, to 2.88. The rear diff ratio went from 3.36, 3.55 or 3.70, the year before, to 3.07 for all cars, which would explain the change in 4-speed gearing.
For 1981, the L48 became the L81 (same HP). The L82 was gone. The Turbo Hydra-Matic 350 was again carried over, and the manual wide-ratio 4-speed remained available with the same gearing as 1980. Rear diff ratio changed from 3.07, the year before, to either 2.87 or 2.72.
For 1982, the L81 became the L83 (bumped up 10 HP). The 4-speed manual was gone. The 700-R4 automatic (with 4th gear OD) was introduced and fitted to all cars. Rear diff ratios remained 2.87 or 2.72.
Source: NCRS Corvette Specifications Guide 1968-1982.
For 1980, the L48 base engine was carried over. The L82/4-speed combo was gone. As a consequence, the close-ratio 4-speed (M21) was also gone. The Turbo Hydra-Matic 350 automatic was carried over. The wide-ratio 4-speed remained available with a first gear ratio change from 2.64, the year before, to 2.88. The rear diff ratio went from 3.36, 3.55 or 3.70, the year before, to 3.07 for all cars, which would explain the change in 4-speed gearing.
For 1981, the L48 became the L81 (same HP). The L82 was gone. The Turbo Hydra-Matic 350 was again carried over, and the manual wide-ratio 4-speed remained available with the same gearing as 1980. Rear diff ratio changed from 3.07, the year before, to either 2.87 or 2.72.
For 1982, the L81 became the L83 (bumped up 10 HP). The 4-speed manual was gone. The 700-R4 automatic (with 4th gear OD) was introduced and fitted to all cars. Rear diff ratios remained 2.87 or 2.72.
Source: NCRS Corvette Specifications Guide 1968-1982.
Thread Starter
Drifting
Joined: Aug 2016
Posts: 1,796
Likes: 937
From: Arizona
For anyone considering a 1980 to 1982 C3, all excellent cars, here is a quick rundown of some of the drivetrain changes during those model years.
For 1980, the L48 base engine was carried over. The L82/4-speed combo was gone. As a consequence, the close-ratio 4-speed (M21) was also gone. The Turbo Hydra-Matic 350 automatic was carried over. The wide-ratio 4-speed remained available with a first gear ratio change from 2.64, the year before, to 2.88. The rear diff ratio went from 3.36, 3.55 or 3.70, the year before, to 3.07 for all cars, which would explain the change in 4-speed gearing.
For 1981, the L48 became the L81 (same HP). The L82 was gone. The Turbo Hydra-Matic 350 was again carried over, and the manual wide-ratio 4-speed remained available with the same gearing as 1980. Rear diff ratio changed from 3.07, the year before, to either 2.87 or 2.72.
For 1982, the L81 became the L83 (bumped up 10 HP). The 4-speed manual was gone. The 700-R4 automatic (with 4th gear OD) was introduced and fitted to all cars. Rear diff ratios remained 2.87 or 2.72.
Source: NCRS Corvette Specifications Guide 1968-1982.
For 1980, the L48 base engine was carried over. The L82/4-speed combo was gone. As a consequence, the close-ratio 4-speed (M21) was also gone. The Turbo Hydra-Matic 350 automatic was carried over. The wide-ratio 4-speed remained available with a first gear ratio change from 2.64, the year before, to 2.88. The rear diff ratio went from 3.36, 3.55 or 3.70, the year before, to 3.07 for all cars, which would explain the change in 4-speed gearing.
For 1981, the L48 became the L81 (same HP). The L82 was gone. The Turbo Hydra-Matic 350 was again carried over, and the manual wide-ratio 4-speed remained available with the same gearing as 1980. Rear diff ratio changed from 3.07, the year before, to either 2.87 or 2.72.
For 1982, the L81 became the L83 (bumped up 10 HP). The 4-speed manual was gone. The 700-R4 automatic (with 4th gear OD) was introduced and fitted to all cars. Rear diff ratios remained 2.87 or 2.72.
Source: NCRS Corvette Specifications Guide 1968-1982.
Race Director
Joined: Aug 1999
Posts: 11,125
Likes: 673
From: SE Pennsylvania
St. Jude Donor '03 thru '26
Oldtimer
I had a 79 L-48, and I took that car down the NCRS route and I actually won a second flight award with it. And that lead me to what I love the most is restoring old Corvettes. Folks today throw thousands into 'Resto Mods' which I guess are what they want, but it definitely not my choice. I have been to a shop who only do resto-mods, and since they throw away 60% of the car, it's to me somewhat senseless. But that's just me. I've had 7 corvettes and I really wish I had kept them all, But I'm currently looking for another C3 and the only fear is the ultimate equalizer . . . Rust. And as unfortunate as it is, the domestic and foreign manufacturers didn't start using Galvanized metal till the mid eighties, so finding a rust-free C3 is going to be a task, but these are fantastic cars no matter what !
Thread Starter
Drifting
Joined: Aug 2016
Posts: 1,796
Likes: 937
From: Arizona
Thanks again all... I agree with above, I have a friends group who build high dollar resto mods and I always ask... why not bring it to original and their reply is "I can get $300k or $100k and almost put the same in it... I love seeing them at B.J. but love all original (with a few personal touches :-)
I will be posting my 69 soon and still not sure if I'm gonna replace it too quickly, we have a newer one for Sunday drives and want to enjoy my Harley and pool this summer... might hold off for a bit and slow down my mind.
I will be posting my 69 soon and still not sure if I'm gonna replace it too quickly, we have a newer one for Sunday drives and want to enjoy my Harley and pool this summer... might hold off for a bit and slow down my mind.
Advanced
Joined: Feb 2023
Posts: 61
Likes: 16
Me, I like the earlier roof line. The 78 and up cars never really have caught my eye. So, no I'm not totally up on there specs. So, no L82 4 speed.
guess I won't be looking at a 80 up any time soon.
If I were to look at a 80 up. It would have to have had a engine transplant.
guess I won't be looking at a 80 up any time soon.
If I were to look at a 80 up. It would have to have had a engine transplant.
Racer
Joined: Nov 2017
Posts: 319
Likes: 125
From: Midwest
Chevrolet executives and engineers were trying so hard to make that same argument to federal environmental regulators during 1980. The argument fell flat, spelling doom for the L82.
The practical reality was that while the L48 was passing emissions testing, federal regulations had gotten so severe by the early eighties that the L82 could no longer pass. The L82 had a higher lift, longer duration camshaft, higher compression, and bigger valves, raising HP from 190 to 230, an increase of 40 HP in 1980. This resulted in greater emissions that would take engineers years to resolve. Nevertheless, eventually an extraordinary engineering achievement.
The only way, at that time, to reduce L82 emissions was to fundamentally detune it into basically an L48. So Chevrolet dropped the L82 from the RPO list for 1981. And along with it went the four-bolt mains, hardened connecting rods, impact extruded pistons, forged steel crank, etc. That is, basically the features of the engine that made it a great bottom end.
The practical reality was that while the L48 was passing emissions testing, federal regulations had gotten so severe by the early eighties that the L82 could no longer pass. The L82 had a higher lift, longer duration camshaft, higher compression, and bigger valves, raising HP from 190 to 230, an increase of 40 HP in 1980. This resulted in greater emissions that would take engineers years to resolve. Nevertheless, eventually an extraordinary engineering achievement.
The only way, at that time, to reduce L82 emissions was to fundamentally detune it into basically an L48. So Chevrolet dropped the L82 from the RPO list for 1981. And along with it went the four-bolt mains, hardened connecting rods, impact extruded pistons, forged steel crank, etc. That is, basically the features of the engine that made it a great bottom end.