Early History of the Chevrolet Corvette 1953 - 1980 - PART 3

The third generation, patterned after Chevrolet's "Mako Shark" (designed by Larry Shinoda), started in 1968 and ended in 1982. This generation has the distinction of being introduced to the motoring public in an unorthodox — and unintended — fashion.

1968 marked the introduction of Mattel's now-famous Hot Wheels line of 1/64-scale die cast toy cars. General Motors had tried their best to keep the appearance of the upcoming car a secret, but the release of the Hot Wheels line several weeks before the Corvette's unveiling had a certain version of particular interest to Corvette fans: the "Custom Corvette", a GM-authorized model of the 1968 Corvette.

1969 Chevrolet Corvette Roadster

In 1969, GM enlarged their small block again to 350 in³ (5.7 L), and in 1970, the 427 big block was enlarged to 454 in³ (7.4 L). Power peaked in the 1970 and 1971 models, with the 1970 LT-1 small block putting out 370 hp (276 kW) and the 1971 454 big block having its last year of big power with 425 hp (317 kW).

In 1972, GM moved to the SAE Net measurement for power (away from the previous SAE Gross standard), which resulted in lower values expressed in HP. Along with the move to unleaded fuel, emission controls, and catalytic converters, power continued to decline and bottomed out in 1975 — the base ZQ3 engine put out 165 hp (123 kW), and the optional L82 engine put out 205 hp (153 kW).

1971 Chevrolet Corvette Roadster

Power remained fairly steady for the rest of the C3 generation, ending in 1982 with the 200 hp (149 kW) L83 engine. Styling changed subtly over the generation. In 1973, the Corvette dropped the front chrome bumpers for a urethane-compound "5 mph" bumper but kept the rear chrome bumpers.

In 1974, The rear chrome bumpers became urethane, too, making 1973 the last Corvette model year with any chrome bumpers. 1975 was the last year for the convertible, and 1978 saw the introduction of a glass bubble rear window. In 1980, the Corvette got an integrated aerodynamic redesign that resulted in a significant reduction in drag.

Source - Wikipedia

Classic American Muscle Cars

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Early History of the Chevrolet Corvette 1953 - 1980 - PART 2

There have been six generations of the Corvette so far.

The generations can be referred to as versions C1 through C6, but the first generation is more commonly referred to as a solid-axle, based on the fact that independent rear suspension (IRS) was not available until 1963.

The first generation started in 1953 and ended in 1962, with the noteworthy addition of optional fuel injection in 1957. This new induction system first saw regular use on a gasoline engine two years prior on the Mercedes-Benz 300SL "Gullwing" roadster.

Although the Corvette's GM-Rochester fuel injection system used a constant flow style fuel injection system as opposed to the diesel style nozzle metering system of the Mercedes' six cylinders, the system nevertheless produced about 290 hp. The number was derated by Chevrolet's advertising agency for the 283 hp/283 in³ (4.6 L) "one hp per cubic inch" slogan, making it one of the first mass-produced engines in history to reach 1 hp/in³.

In 1962, the GM small block was enlarged to 327 in³ (5.4 L) and produced a maximum of 360 hp (268 kW). Other early options included power windows (1956), hydraulically operated power convertible top (1956), four speed manual transmission (mid 1957), and heavy duty brakes and suspension (1957).

The second or mid-year generation, designed by Larry Shinoda, with major inspiration from a previous unproduced design called the "Q Corvette" by Peter Brock and Chuck Pohlmann, and under the styling direction of Bill Mitchell, started in 1963 and ended in 1967.

1963 would see the introduction of the new Corvette Sting Ray coupé with its distinctive split rear window and fake hood vents as well as an independent rear suspension. The split rear window was discontinued in 1964 due to safety concerns. Because they made the design too busy, the hood vents were also cut.

Power for 1963 was at 365 hp (272 kW) hitting 375 hp (280 kW) in 1964. Four-wheel disc brakes were introduced in 1965, as was a "big block" engine option (the 396 in³ (6.5 L) V8). Side exhaust pipes appeared on the 1965 Stingray and persisted through 1969.

Chevrolet would up the ante in 1966 with the introduction of an even larger 427 in³ (7 L) version, creating what would be one of the most collectable Corvettes ever. 1967 saw a L88 version of the 427 introduced which was rated at 430 hp (321 kW), but unofficial estimates place the actual output at 550 hp (410 kW) or more.

Only twenty such engines were placed in the 1967 Corvette, and the cars can fetch US$600,000 or more in auction today. From 1967 to 1969, the 1282 ft³/min Holley triple two-barrel carbuetor, or Tri-Power, was available on the 427. The 1967 Corvette originally was going to be the first of the C3 generation; however, due to delays the C3 had to be put off until 1968.

Other early options available on the C2 included an AM-FM radio (mid 1963), air conditioning (1963), a telescopic steering wheel (1965) and headdrests, presumably to prevent whiplash (1966).

The 1965 introduction of the 425 hp 396 in³ big block was ultimately the harbinger of doom for the Rochestern fuel injection system. The 396 in³ option cost $145 while the fuel injected 327 in³ engine cost $500. Few people could justify spending $355 more for 55 hp less. When less than a thousand fuel-injected cars were built in 1965, Chevrolet stopped the program.

In 2004, Sports Car International named the Stingray number five on the list of Top Sports Cars of the 1960s. The design of this generation had several inspirations. The first was the contemporary Jaguar E-Type, one of which Mitchell owned and enjoyed driving frequently. Bill Mitchell also sponsored a car known as the "Mitchell Sting Ray" in 1959, because Chevrolet no longer participated in factory racing. This vehicle had the largest impact on the styling of this generation, although it had no top and didn't give away what the coupe would look like.

The third inspiration was a mako shark that Mitchell had caught while deep-sea fishing.In 1962 Corvette chief engineer Zora Arkus-Duntov came up with a lightweight version of the C2. Concerned about Ford and what they were doing with the Shelby Cobra, GM planned 100 Grand Sport Corvettes.

The plans never came about and only five were built. They were driven by historic drivers such as Roger Penske, A. J. Foyt, Jim Hall, and Dick Guldstrand among others. The Grand Sports, however, had many issues; the aero package made for a very frightful driving experience to say the least. Delmo Johnson said it was "the only car I ever drove that would lift the front wheels off the ground in all four gears."

Dick Thompson was the only driver to drive the Grand Sport to victory. He won a Sports Car Club of America race at Watkins Glen. Today there are only five left, cars 001-005 all held by private owners. They are among the most coveted and valuable Corvettes ever built.

Source - Wikipedia

Classic American Muscle Cars

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Early History of the Chevrolet Corvette 1953 - 1980 - PART 1

1954 Chevrolet Corvette

The Chevrolet Corvette is a sports car first manufactured by Chevrolet in 1953. It is built today exclusively at a General Motors assembly plant in Bowling Green, Kentucky, U.S.A.. It was the first all-American sports car built by an American car manufacturer.

The National Corvette Museum is also located in Bowling Green, Kentucky. The Corvette is widely regarded as "America's Sports Car" and for more than 50 years, Corvettes have combined very powerful engines and affordability, especially when compared with more prestiguous marques of similar abilities.

Older generations of the Corvette have been criticized for being crude and lacking in refinement by European sports car standards, and their on-limit handling is a divisive issue, garnering both praise and reproach. Recent generations of the Corvette are widely seen as being much improved in these areas.

Corvettes tend to emphasize simplicity over technical complexity. Where nearly all competing marques rely on smaller displacement, more complex engines, the Corvette uses a simpler overhead valve (OHV) design coupled with a larger displacement. The result is often both lighter and physically smaller than the more complex arrangements, as well as cheaper to manufacture.

Another example of this philosophy is the continued use of transverse leaf springs in the suspension. This lack of sophistication is sometimes viewed as a negative by automotive purists, and has fueled the aforementioned "lack of refinement" argument.

While the style of a car may be just as important to some as to how well the car runs, automobile manufacturers did not begin to pay attention to car designs until the 1920s. It was not until 1927, when General Motors hired designer Harley Earl, that automotive styling and design became important to American automobile manufacturers.

1957 Chevrolet Corvette Roadster

What Henry Ford did for automobile manufacturing principles, Harley Earl did for car design. Most of GM's flamboyant "dream car" designs of the 1950s are directly attributable to Earl, leading one journalist to comment that the designs were "the American psyche made visible."

Harley Earl loved sports cars, and GIs returning after serving overseas in the years following World War II were bringing home MGs, Jaguars, Alfa Romeos and the like. Earl convinced GM that they needed to build a two-seat sports car. The result was the 1953 Corvette, unveiled to the public at that year's Motorama car show.

The original Corvette emblem incorporated an American flag into the design; this was later dropped, since associating the flag with a product was frowned upon. Taking its name from the corvette, a small, maneuverable fighting frigate (the credit for the naming goes to Myron Scott), the first Corvettes were virtually handbuilt in Flint, Michigan in Chevrolet's Customer Delivery Center, now an academic building at Kettering University.

The outer body was made out of a revolutionary new composite material called fiberglass, selected in part because of steel quotas left over from the war. Underneath that radical new body were standard Chevrolet components, including the "Blue Flame" inline six-cylinder truck engine, two-speed Powerglide automatic transmission, and drum brakes from Chevrolet's regular car line.

Though the engine's output was increased somewhat, thanks to a triple-carburetor intake exclusive to the Corvette, performance of the car was decidedly lackluster. Compared to the British and Italian sports cars of the day, the Corvette was underpowered, required a great deal of effort as well as clear roadway to bring to a stop, and even lacked a "proper" manual transmission.

Up until that time, the Chevrolet division was GM's entry-level marque, known for excellent but no-nonsense cars. Nowhere was that more evident than in the Corvette. A Paxton supercharger became available in 1954 as a dealer-installed option, greatly improving the Corvette's straight-line performance, but sales continued to decline.

Fuel-injected models were identified by badging on the side scalloping in the front fenders. Fuel-injected models were identified by badging on the side scalloping in the front fenders. GM was seriously considering shelving the project, leaving the Corvette to be little more than a footnote in automotive history, and would have done so if not for two important events.

1958 Chevrolet Corvette Roadster

The first was the introduction in 1955 of Chevrolet's first V8 engine (a 265 in³ {4.3 L}) since 1919, and the second was the influence of a Soviet emigré in GM's engineering department, Zora Arkus-Duntov. Arkus-Duntov simply took the new V8 and backed it with a three-speed manual transmission. That modification, probably the single most important in the car's history, helped turn the Corvette from a two-seat curiosity into a genuine performer. It also earned Arkus-Duntov the rather inaccurate nickname "Father of the Corvette."

Another key factor in the Corvette's survival was Ford's introduction, in 1955, of the two-seat Thunderbird, which was billed as a "personal luxury car," not a sports car. Even so, the Ford-Chevrolet rivalry in those days demanded that GM not appear to back down from the challenge. The "T-Bird" was changed to a four-seater in 1958.

Source: Wikipedia

Classic American Muscle Cars

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