c4 corvette lcd panel supplier

Awesome", The Polarizing Film Restoration Kit fit the lens perfectly. once the old polarizing film was removed with a razorblade and the lens cleaned perfectly, the new Film installed, my Instrument Cluster looked liked it was bran new, I will recommend this product if you"re restoring you Instrument Panel/Cluster. don"t pay any attention to the negative add, that person didn"t know what they were doing. One more note; once the lens are clean use a little mild soapy water so you will be able to get the air bubbles out when installing the Polarizing Film

Awesome", The Polarizing Film Restoration Kit fit the lens perfectly. once the old polarizing film was removed with a razorblade and the lens cleaned perfectly, the new Film installed, my Instrument Cluster looked liked it was bran new, I will recommend this product if you"re restoring you Instrument Panel/Cluster. don"t pay any attention to the negative add, that person didn"t know what they were doing. One more note; once the lens are clean use a little mild soapy water so you will be able to get the air bubbles out when installing the Polarizing Film

LCD Set Compatible with Chevrolet Corvette C4 Digital Instrument Cluster (1987-1988)Note:YOU ARE PURCHASING THE LCD REPAIR SET PARTS ONLY, NOT THE WHOLE CLUSTER. THIS IS NOT A COMPLETE DASH CLUSTER!This kit consists of 3PCS BRAND NEW LCDs (not reworked) and 16PCS Elastomeric Zebra Connector Rubber Strips to replace all three scratched, faded or cracked LCD panels found in the C4 1987-1988 Corvette digital dash cluster. Speed, Center and Tach. Save $$$ over purchasing separately. Please verify model year when purchasing (see info in red below and our pictures).PLEASE Verify THE MODEL YEAR OF THE CLUSTER YOU ARE WORKING ON, WHEN PURCHASING.Model year of cluster can be determined by the cluster tachometer LCD

84: unique pattern (smaller) with sharp curve at top of tach sweepPackage Included:3PCS Chevrolet Corvette C4 Digital Instrument Cluster LCDs and 16PCS Elastomeric Zebra Connector Rubber Strips

If you"re considering doing this, you have a 25+ year old Corvette. Vibrations, current flow, heat and time conspire to cause internal components to break down and solder joints to break. This manifests itself in the following ways:

Sunlight causes the LCD polarizing filters to fade, which causes the information on the cluster to disappear. The LCD panels should appear black while the cluster is off. If you can see the colored info when the cluster is off, the polarizing film has faded and should be replaced. Click Here to buy.

13) Inspect the polarizing filters on the LCD panels. If you see a fade ring around the edges, consider replacing the polarizing filters on the LCD panels. Now is the time to do that repair.  Click Here to purchase.

15) If the black paint on the back of the LCD panels has worn through, light will shine through the panel in areas other than the places it should. Use black enamel acrylic paint designed for glass and a small paint brush to repaint that area. Note that we supply the correct paint and a brush if you purchase our LCD Polarizing Film kit. Be careful to avoid areas near the factory graphics, and in the areas of the LCD segments!

If your cluster displays randomly flickering LCD segments along with intermittent backlighting, the onboard power supply (Fig 1) may need to be rebuilt. We sell a kit of parts to replace commonly needed components - Click Here

The owner of this website (www.corvetteforum.com) has banned the autonomous system number (ASN) your IP address is in (20473) from accessing this website.

The owner of this website (www.corvetteforum.com) has banned the autonomous system number (ASN) your IP address is in (20473) from accessing this website.

The Chevrolet Corvette (C4) is the fourth generation of the Corvette sports car, produced by American automobile manufacturer Chevrolet from 1983 until 1996. The convertible returned, as did higher performance engines, exemplified by the 375 hp (280 kW) LT5 found in the ZR-1. In early March 1990, the ZR-1 would set a new record for the highest 24 hour-5,000 mile land-speed by going over a speed of 175 mph (282 km/h).

The C4 Corvette represented a clean break from the Zora Arkus-Duntov-designed C3, with a completely new chassis and sleeker, more modern but still evolutionary styling. It was the work of a team under chief Corvette designer Dave McLellan, who"d taken over from Duntov in 1975. In a departure from the fiberglass panels of its forebearers, the C4"s rear bumpers and panels were made from molding plastics, a sheet molding compound. The C4 fastback coupé was the first general production Corvette to have a glass hatchback (the limited edition 1982 Collector Edition being the first Corvette equipped with this feature) for better storage access. The roof panel made from fiberglass or optionally from clear acrylic was removable. The Corvette C4 came standard with an electronic dashboard with a digital liquid crystal display instrument cluster. It displayed a combination of graphics for speed and RPM, fuel level, and used digital displays for other important engine functions. For the first time since 1957, the Corvette used single headlights instead of quad units, but they were still retractable.

Since emissions regulations were still changing and electronic engine management was in its infancy, engine power output was low compared to earlier generations. The primary design emphasis at launch was therefore focused on handling and braking, with an all-independent light-weight suspension and wheels and all new brakes with aluminum calipers. The front suspension saw the C3"s coil springs replaced by a transverse fiberglass mono-leaf spring, which was only 1/3 of the weight of the coil springs while also introducing an anti-roll bar-like effect on the front.body-on-frame construction like its predecessors. Instead, it used what GM termed a "uniframe", which consisted of a traditional perimeter frame, with the door posts, windshield frame, halo U-shaped frame overhead behind the seats and the rear portion of the floor pan integrated into one welded assembly. This was not a unibody assembly, as none of the exterior body panels were structural members. Due to a styling decision to use a targa top instead of T-tops, there was no structural member tying the windshield frame to the halo as on the C3. This required extremely tall side rails on the frame to maintain chassis rigidity, and as a result, the door sills were quite deep, with entry and exit likened by contemporary auto journals to a "fall in and climb out" experience.

From the 1984 model year (available January 1984) through the 1988 model year, the Corvette was available with a Doug Nash "4+3" transmission - a 4-speed manual coupled to an automatic overdrive on the top three gears. This unusual transmission was a synergy that allowed the Corvette to keep a stout 4 speed, but add an overdrive. As technology progressed, it was replaced by a modern ZF 6-speed manual transmission. However, the C4"s performance was hampered by its L98 250 hp (186 kW) engine until 1992,

The 1986 Corvette saw the return of the convertible and was named as the Pace Car for the Indianapolis 500. 1986 also saw the introduction of the Pass Key I passive anti-theft system, wherein each key contained a special pellet that could be detected and identified by the car"s computer system by detecting electrical resistance. Being early in the rollout of this new technology, there were only 15 different resistance values available. Once thieves discovered this weakness, it markedly reduced the value of this early system.

Only a total of 43 prototype and pre-production Corvettes were manufactured with a 1983 Vehicle Identification Number (VIN). None were made available to the public as official production vehicles. All were destroyed except one, VIN 1G1AY0783D5100023 (white with a medium blue interior), fitted with a 350 cu in (5.7 L) L83 205 hp (153 kW) V8 engine and a 4-speed automatic transmission. It was displayed above the factory entrance for years until it was restored and is now displayed in the National Corvette Museum in Bowling Green, Kentucky. The 1983 model delay was due to problems with parts supplier quality issues and production line changeover issues. GM decided to cancel the 1983 model year production and started the 1984 model year Corvettes early. Regular 1984 model year production began on January 3, 1983 and delivery to customers began in March 1983. The 1984 models were produced for 17 months.

General Motors acquired Group Lotus, a UK based engineering consultant and performance car manufacturing firm, during 1986. The Corvette division approached Lotus with the idea of developing the world"s fastest production car, to be based on the C4 generation of the Corvette. With input from GM, Lotus designed a new engine to fit in place of the L98 V8 that was powering the standard C4.power band by shutting off 8 of the 16 intake runners and fuel injectors when the engine was at part-throttle, while still giving the ZR-1 a power output of 375 hp (280 kW) when at wide open throttle.

Other exterior modifications include a hard coated acrylic roof panel, and seven additional exterior colors. The interior came standard with leather sports seats and a Delco/Bose sound system.

GM found that the engine required special assembly, and that neither the Corvette plant in Bowling Green, Kentucky nor any of their normal production facilities could handle the workload, so Mercury Marine corporation of Stillwater, Oklahoma was contracted to assemble the engines under their MerCruiser division, due to their experience in working with aluminum, and ship them to the Corvette factory in Bowling Green where the ZR-1s were being assembled. The engine assembly involved 95% drilling and boring completed at the Mercury Marine plant. The engine was largely assembled by hand and was Dyno tested before being sent to Chevrolet. Mercury Marine secured two LT5 V8 engines for itself. These engines were used in the ZR-1 owned by the company president and a custom made speedboat called the "Wette Vette". The engine was modified to be used in the boat and had an increased output of 420 hp (313 kW).

The ZR-1 was introduced at the 1989 Geneva Motor Show and went on sale later that year and was available only as a fastback coupé bodystyle with a removable roof panel. It was distinguishable from other Corvette coupes by its wider tail section, 11-inch wide rear wheels and its new convex rear fascia with four square shaped taillights along with a special red ZR-1 badge in between.

In 1990, the 1991 ZR-1 and 1991 base model received updates to bodywork, interior, and wheels. The rear convex fascia that set the 1990 ZR-1 apart from the base model found its way to all 1991 models, making the high-priced ZR-1 less distinguishable. Further changes were made the following year in 1991, including extra ZR-1 badges on the fenders and the introduction of Acceleration Slip Regulation (ASR) or traction control. For model year 1993, modifications which were designed by Lotus were made to the cylinder heads, exhaust system and valvetrain of the LT5 bringing power output up from 375 to 405 hp (280 to 302 kW) at 5,800 rpm and 385 lb⋅ft (522 N⋅m) of torque at 5,200 rpm. In addition, a new exhaust gas recirculation system improved emissions control. The model remained nearly unchanged into the 1995 model year, after which the ZR-1 was discontinued as the result of waning interest, development of the LS series engines, manufacturing cost and the forthcoming introduction of the C5 generation. A total of 6,939 ZR-1 models were manufactured over the six-year period. Not until the debut of the C5 based Z06 in 2001 would Chevrolet have another production Corvette capable of matching the ZR-1"s performance.

The Active Suspension prototype was based on the ZR-1, but it includes active hydraulic suspension found in GTP Corvette race car. It was developed as a prototype for a limited edition run in the 1990 model year.

The B2K was a high performance alternative to the standard Corvette offered by Callaway Cars under license from Chevrolet from 1987 to 1991. It was available at Chevrolet dealers if the customer selected the "RPO B2K" option on the order specification sheet. Chevrolet approached Callaway to offer such an option after seeing the power output the tuning company was able to extract reliably from modified twin-turbocharged Alfa Romeo V6 engines. The car came with normal Chevrolet warranty as well as additional one year 12,000 mile warranty from Callaway Cars. The conversion cost an extra US$26,995 over the price of a base model Corvette. The conversion consisted of taking the engine out of the car and performing a thorough set of modifications along with installing two turbochargers. The result was the engine rated at a reportedly conservative 382 hp (285 kW). The car was classified as a standard Corvette by the EPA so it wasn"t subject to additional registration requirements. Over 500 cars were subject to the conversion.

A derivative of the Twin Turbo Corvette, the 880 hp (656 kW) Callaway SledgeHammer, recorded a speed of 254.76 mph (410.00 km/h) on Ohio"s Transportation Research Center track making it the fastest road-going car at the time.

A yellow convertible was the pace car for the 1986 Indianapolis 500 race. This marked the return of the convertible body style, absent from the Corvette lineup since 1975. All 7,315 1986 convertible Corvettes (all exterior colors) had "Indy 500 Pace Car" console identification.

The 1988 35th Anniversary edition, also known as the "Triple White Corvette" is a white Corvette fastback coupe with white wheels and white interior (including seats & steering wheel). It also features a removable black top and came equipped with everything, including its own unique emblems. The 35th Anniversary car is the 2nd Serialized Corvette in the production history of the C4 Corvette, with each car receiving an engraved number plaque on the console. 2,050 cars were built and a quoted 180 of these were manual transmission cars, making this a rare and collectible model.

In 1994 twenty five (25) Corvette Convertibles were delivered to the Indianapolis Motor Speedway for use in the inaugural running of the Brickyard 400. The Corvettes were primarily used to introduce the 43 NASCAR drivers in a parade lap prior to the start of the race during driver introductions. There were thirteen Red and twelve Black convertibles used, and most carried two drivers on the lap, with their names displayed on the hoods. They also carried civil, NASCAR, and Manufacturer dignitaries on other parade laps, such as "the King" Richard Petty, Bobby Allison, and Mayor Goldsmith of Indianapolis. It is unknown how many of these cars still exist in "full dress" since many dealers just removed the graphics when they received the cars after the race.

Chevrolet released the Grand Sport (GS) version in 1995LT4 V8 engine, producing 330 hp (246 kW) and 340 lb⋅ft (461 N⋅m) of torque. The Grand Sport came only in Admiral Blue with a white stripe down the middle, 5-spoke black wheels, two red "hash marks" on the front driver"s side wheel arch and special seat trim providing a distinctive look. The Grand Sport also has wider tires and the coupes were outfitted with small rear fender flares. The C4 Grand Sport also had a unique VIN compared with the standard C4.

The 1996 Collector Edition was the last of the C4 Corvettes, just as the 1982 Collector Edition was the last of the C3s. It included Sebring Silver paint, silver 5-spoke alloy wheels, special emblems and seat trim. Of the 5,412 built, 4,031 were coupes and 1,381 were convertibles. It cost $1,250 more than the base model Corvette.

Final year for the C4, Optional LT4 engine with 330 hp (246 kW). Collector Edition and Grand Sport special editions. Only C4 year with OBD II diagnostics. Selective Real Time Damping is a new option.

The Ramarro is a restyled version of the C4 Corvette built by Italian design house Gruppo Bertone. The concept was unveiled in 1984 at the Los Angeles Auto Show, going on to win Auto&Design"s Car Design Award in 1985. It is named after the Italian word for "green lizard".

In June 1985, Chevrolet Chief Engineer Don Runkle and Lotus" Tony Rudd discussed creating a new show car to show off their engineering expertise. It was first unveiled at the Detroit Auto Show in January 1986 as the Corvette Indy concept car. By 1990, the project evolved into the CERV III (Corporate Engineering Research Vehicle III), which was a prototype closer to a production-ready vehicle. It was not approved for production due to its high cost.

Also called the "Big Doggie", the ZR2 is a concept model based on a C4 Corvette, but with a much larger 7.4 L (454 cu in) big block OHV V8 engine with multi-port fuel injection similar to the tuned port injection found on the 1985-1991 base model and a 6-speed manual transmission.

The vehicle was built in 1989 by Corvette Development Engineering as a development car to study the possibility of achieving the performance of the ZR-1 while reducing cost by utilizing a big block engine. The engine was rated at 400 hp (406 PS; 298 kW).

As part of GM"s initiative to promote the new C4 Corvette, the company funded a program in the IMSA GT Championship to run a GTP-class prototype under the Corvette name, mostly run by Hendrick Motorsports. Although the Corvette GTP actually shared very little with the production C4 Corvette, including the lack of a V8* engine in some races, it did use some styling cues. The project lasted until 1988 with mixed success.

The final Corvette GTP built (HU8811.01), as raced by Peerless Racing, underwent extensive wind tunnel testing by GM, with many of the "aero" developments (such as the short tail design) being used in later production C4s. The Peerless GTP Corvette also went back to the V8 small block engine from the turbocharged V6. This final GTP Corvette (Peerless) was driven by Hobbs, Baldwin, Villeneuve and Goodyear in IMSA before having the BBC based Eagle (10.2) engine installed to take to attempt to race at the Le Mans 24 Hours in 1990.

The C4 also made an appearance in international sports car endurance racing in a project orchestrated by former Corvette Cup driver Doug Rippie. The car, based on the ZR1 trim C4, competed in the popular GT1 class in 1995 at Le Mans and Sebring, where it momentarily led.

This is a rebuilding service offered by Corvette Salvage for a C4 Digital Instrument Cluster which can be installed on any of the following Corvette models:YearBody & Trim

Common Digital Instrument Cluster Problems:Backlight Issues – This is the most common repair required for 1984 to 1989 Corvette Digital Instrument Clusters. Over time, heat and vibration cause power connections to wear out which result in failing bulbs. In addition, excessive amount of sunlight can cause the photocell within the cluster to degrade leading to a completely dim cluster face. The Backlight Repair Package (Option A) will address these issues.

Faded LCD – This seems to be a common problem in areas with hot climates. Over time, excessive exposure to sunlight and heat can cause the film on the front of the cluster’s LCD panels to fade which makes the information displayed on the cluster hard to read. The LCD panels should be black when the ignition is off. If yellow, green or red colors appear, the polarizing film has faded. The Faded LCD Repair Package (Option B) will address this issue.

Power Supply Failure – A faulty internal power supply is another common problem within the 1984 to 1989 Corvette Digital Instrument Clusters. Electrolytic capacitors which have a finite lifespan of 17 to 25 years are used throughout the cluster. Heat and vibration can cause the capacitor’s soldered joints to fail. Also, accidental reverse jump starts and 24V jump starts can cause the power supply to fail. The Power Supply Repair Package (Option C) will address these issues by replacing the power supply with a new supply designed with modern surface mounting components. Best of all, the new power supply has an ultra-low standby current draw which will minimize the battery draw when your car is stored for months at a time.

The Faded LCD Repair Package (Option B) will fix the following issues:The LCD panels light up, but the information can’t be read unless polarized sunglasses are used.

If you are unsure which repair option(s) you may need, select the “Bill Me Later” option and Corvette Salvage will assess your Digital Instrument Cluster when it is shipped to us and determine which repair options you need. We will then send a bill for the remaining repair balance. Once paid, we will ship your cluster back to you.

With its rare production models, classic racers and intriguing concept cars, the National Corvette Museum in Bowling Green, Kentucky, can awe even casual car buffs. Indeed, amidst all that automotive flash, a seemingly normal plain white model on display from the car’s fourth design generation—“C4” to the Corvette cognoscenti—might not raise a pulse.

This C4 is anything but normal. It’s a 1983 Chevrolet Corvette, highly unusual since there was no Corvette for the 1983 model year. For its 30 anniversary, America’s longest-running sports car—the one designed to flaunt U.S. speed, power and ingenuity in a class traditionally dominated by European entries—took a somewhat mysterious gap year.

Initially planned as a 1982 model, the fourth-gen Corvette, by far the most advanced to that time, was first pushed back to a fall 1982 introduction as a 1983 model—and then again to spring 1983 as ambitious upgrades met with further delays. By then, Chevrolet had decided to designate the “1983” Corvette a 1984.

The museum’s white car is, however, a genuine 1983 Corvette, the only one in the world. How did that happen? Built on June 28, 1982, it was the fourth of 43 “pilot assembly” cars made to validate production processes and for other engineering, testing and training purposes. Common industry practice calls for crushing such vehicles when such work is completed, since they cannot be sold to the public.

Forty-two of the C4 pilot cars met that fate, but one, identified as RBV098, slipped through. In 1984, a new plant manager found it parked outside, neglected. He had it cleaned up and put on display. It also got an American flag motif paint job, later changed back to the original solid white. When the museum opened in 1994, General Motors loaned RBV098 for display and eventually donated it. RBV098 now stands as a unicorn, an artifact of one of Corvette’s most sweeping upgrades ever.

For Corvette, the 1983 model year turned out to be more of a “leap year” than a gap year. With extraordinary strides made in chassis engineering, aerodynamic design and overall performance, the C4 seemed a decade ahead of the C3 it replaced. And that’s an understatement.

Introduced for 1968, the C3 was essentially a redesigned body and interior on the C2 Sting Ray chassis, which dated back to 1963. A dream car for many, the C3 Corvette drove plenty of sales for parent company General Motors through the 1970s. But that third generation left a different impression on some diehard enthusiasts. The primitive exhaust-emissions technology of the late 70s and early 80s—think old-school carburetors and distributors—dulled performance. Added safety features bloated the car’s weight. And while 1960s and ’70s Corvettes could still impress with power and speed, they often came up short in handling precision, ride comfort, general refinement and build quality. In its road test of a ’79 model, Car & Driver magazine suggested, “The time has come to pass the crossed flags on to the next generation.”

The C4 was designed to be more competitive in those areas with premium European sports cars. And at Chevrolet, that transition was already getting underway.

GM’s commitment to the fourth-gen Corvette included building a much-needed new assembly plant in Bowling Green to replace the 1920s-vintage St. Louis factory that had made Corvettes since 1953. Located a mile from where the Museum would later be built, the plant was ready in summer 1981—but the new Corvette was not.

A slew of new engineering advances delayed C4 development, meaning that the C3 would live another year, built in the new plant. The 1982 Corvette debuted features destined for the C4, including not-impressive-as-it-sounds Cross-Fire fuel injection for the proven 5.7-liter V-8 engine, along with GM’s new four-speed automatic transmission. The 1982 Collector Edition Corvette also gained a one-piece glass hatchback, which all C4s would get.

The rest of the C4 would be all-new. Engineers still used fiberglass for the body and steel for the frame. While the body style instantly said “Corvette,” the frame was far more exotic than the C2/C3 chassis, and it likely caused the biggest delay in the C4’s gestation.

The C4 was originally designed to use t-tops, two-piece removable roof panels split by a central bar joining the windshield to the rear roof structure, as on the C3. With development well along, Chevrolet General Manager Lloyd Reuss decided the roof should be a one-piece removable panel, as on the Porsche 911 Targa and also the Ferrari 308 GTS seen shrieking across TV screens every week on “Magnum P.I.”

Re-engineering the frame to accommodate the one-piece roof reportedly took nearly a year. Taller side rails were needed to add chassis strength that had been lost with the t-bar’s deletion, creating higher doorsills that made climbing into and out of the Corvette more difficult.

The C4 was definitely a game-changer. Its body, 8.5 inches shorter than the C3, sported fewer curves to improve aerodynamics. The wheelbase (2 inches shorter) enhanced the car’s agility, while the body (2 inches wider) added interior room. The C4 also weighed in about 150 pounds lighter than the C3, which boosted performance.

Beneath, the chassis used transverse (sideways) fiberglass single-leaf springs front and rear. This unusual choice proved highly effective and would also be used on the C5, C6 and C7 Corvettes. With standard Goodyear Eagle VR50 “gatorback” tires on 16-inch wheels, the Corvette posted staggering 0.90-g cornering performance, which Car & Driver magazine noted was a world-best.

Car & Driveralso noted that the Corvette’s sub-7-second 0-to-60 m.p.h. acceleration and 140-m.p.h. top speed put it among the world’s six fastest production cars at the time. The magazine concluded: “The Corvette is a truly stout automobile. It is all that the fevered acolytes so desperately wanted their fiberglass fossil to be—a true-born, world-class sports car loaded with technical sophistication.”

The optional Z51 Special Performance Handling Package gave the Corvette astounding agility at the cost of a bone-rattling ride; the digital dashboard was entertaining in a “Knight Rider” way, but was hard to read in sunlight. And as with earlier Corvettes, there were some creaks and rattles.

Still, the 1984 Vette (MSRP at the time: $21,800) was a huge success, with 51,547 built over an extended 18-month model year. (Corvette’s record sales year remains 1979, when 53,807 were sold.) The C4 would go on to have a 13 model-year lifespan, with Chevy issuing a steady stream of significant upgrades along the way, including the ZR1 and Grand Sport high-performance versions. Not bad for a car that missed its initial birthday by almost a year.

These clusters have been completely rebuilt back to better than original condition. All three new LCD crystals, new power supply and all new Xenon bulbs. They look fantastic!!