Читать книгу How to Restore Your Corvette: 1968-1982 - Walt Thurn - Страница 8
ОглавлениеCorvette folks often refer to their cars by generations. So, here is a quick guide on how to identify them:
• C1 (first generation) refers to all Corvettes built from 1953 to 1962 with straight-axle rear suspensions. All future Corvettes were equipped with independent rear suspension (IRS).
• C2s (second generation) were built from 1963 to 1967.
• C3s (third generation) were built from 1968 to 1982.
• C4s (fourth generation) skipped 1983 due to quality problems and were built from 1984 to 1996.
• C5s (fifth generation) were built from 1997 to 2004.
• C6s (sixth generation) were built from 2005 to 2013.
• C7s (seventh generation) began production in 2013 for the 2014 model year.
The first 300 Corvettes were assembled in 1953 at the Warren, Michigan, plant. Production was moved to St. Louis, Missouri, in 1954 and remained at this location until August 1, 1981. A new plant opened at Bowling Green, Kentucky, in July of 1981 and production remains in this location today.
The Pre-Dawn of the C3 Corvette
Before getting into how to restore or refurbish your C3, let’s look at some of the reasons this generation has had such a significant impact on Corvette history.
There are many things to think about in selecting a project Corvette. The most important to consider is what kind of driving you want to do. For example, Bill Dudley, the owner of this beautiful 1969 small-block enjoys top-down driving near his Florida home. His 350/350 is the perfect ride for his driving requirements.
Arkus-Duntov’s Racing Efforts
The success of the C3 on the world’s racing circuits is due to the efforts of Zora Arkus-Duntov and his engineering team. He was Corvette’s first chief engineer and was passionate about racing and high-performance sports cars. He was the son of Russian parents, born in Belgium, and completed his schooling in Europe. He immigrated to New York before World War II and started Ardun Mechanical Company in 1941. The company built precision parts and performed critical engineering services for the war effort. When the war was over Ardun downsized and began moving into the automotive performance market. The company developed an overhead-valve conversion for the very popular flathead Ford V-8. Called the Ardun Head it increased the stock horsepower by 62 percent. This and many other automotive consulting contracts kept the company profitable after the war.
The first Corvette was completed on June 30, 1953, in the Warren, Michigan, assembly plant. There were 299 more 1953 Corvettes built at the Warren plant. The assembly line was moved to St. Louis, Missouri, in time for the beginning of the 1954 Corvette production run. This 1953 Corvette was the 93rd one built in Warren. These Corvettes are worth a lot of money in the collector car market. (Photo Courtesy GM Heritage Center)
Arkus-Duntov spied the first Corvette prototype, called the EX-122, at the January 1953 GM Motorama auto show held at the Waldorf Astoria hotel in New York City. Corvette production began shortly after the show. After seeing the car, Arkus-Duntov applied for a job at Chevrolet and was hired May 1, 1953, as a junior engineer at $14,000 per year. In an attempt to spark sales and performance, Arkus-Duntov’s team installed a 195-hp 265-ci V-8 into the 1955 Corvette. A total of 693 Corvettes were sold with a V-8 during the 1955 model year. Seven were ordered with the tame 155-hp 6-cylinder engine, which brought the 1955 production total to 700 units. (Photo Courtesy GM Heritage Center)
In 1953 Arkus-Duntov visited the GM Motorama car show in New York City and inspected a prototype Corvette on display. It was love at first sight. He applied for a job at General Motors and was hired May 1, 1953, as a junior engineer at Chevrolet. One year after joining General Motors, he was invited to drive a factory Porsche at the 1954 24 Hours of Le Mans. Rather than asking GM’s permission, he accepted the offer and flew to Europe. He won his class at the age of 45, and this victory was the highlight of his racing career.
Zora Arkus-Duntov joined General Motors as a junior engineer in 1953. He was named Director of High Performance Vehicles in 1957 and became Corvette’s first chief engineer December 1, 1968. He retired from this position in 1975 at age 65. Many have called him the father of Corvette. His passion for racing and his engineering ability helped transform the Corvette’s performance image.
This is one of the four factory Corvettes entered in the 1956 12 Hours of Sebring endurance race. It finished ninth overall and first in class. This car was used in Chevrolet’s successful 1956 ad campaign titled “The Real McCoy.” The car has been fully restored and is now in the hands of a private collector.
Chevrolet produced this dramatic ad touting the road racing success of its new sports car. Sales of the revised 1956 Corvette jumped to 3,467 total units. Arkus-Duntov’s emphasis on performance was beginning to pay off with an impressive increase in sales.
GM management frowned upon Arkus-Duntov’s race activity, but no action was taken against him for participating in this race. It wasn’t long before he began developing engineering solutions at Chevrolet to improve Corvette’s weak performance and poor sales. Only 4,640 Corvettes were sold between 1953 and 1955. The company had decided to stop production until Ford introduced its two-seat Thunderbird in 1955, which was a huge sales success. Styling worked on a major revision for the 1956 Corvette.
Meanwhile, Arkus-Duntov began looking for ways to improve the car’s anemic performance. His first breakthrough was fitting the new 265-ci small-block engine into a Corvette. The change became an option for the 1955 Corvette. The year 1955 was also the first time a customer could order a 3-speed manual transmission instead of the standard 2-speed Powerglide automatic for a Corvette.
The revised 1956 Corvette featured roll-up windows, a power-operated top, and a removable hardtop. Arkus-Duntov was still a racer at heart, and in 1956, he entered four factory-modified Corvettes in the 12 Hours of Sebring. One finished ninth overall and won its class. This victory was used for the successful Corvette ad campaign titled “The Real McCoy.” Sales totaled 3,467 units.
In 1957, Arkus-Duntov’s team installed an optional 283-hp fuel-injected 283-ci engine with a 4-speed manual transmission in the Corvette. He also surprised the competition by entering a new prototype Corvette at Sebring named the Corvette SS. This radical tube-framed racer was very competitive against the top European sports cars but lack of development sidelined the car early in the race.
Arkus-Duntov planned on going to Le Mans but in the spring of 1957 General Motors banned all racing activities. Undaunted, he began working behind the scenes to provide performance parts to top Corvette race teams. Bill Mitchell, GM design VP, was also a serious sports car racing fan. In 1958 he arranged to purchase the chassis used by Arkus-Duntov to develop the 1957 Corvette SS race car. Mitchell’s purchase price was one dollar. Mitchell’s design team created a new body for the chassis and named it Stingray. The new racer made the cover of all the major automotive magazines and won numerous races with driver Dr. Dick Thompson. Arkus-Duntov and his staff worked quietly behind the scenes to support Mitchell’s Stingray racing efforts. This design was very well received by the public.
Corvette’s big news in 1957 was the introduction of the first Arkus-Duntov–designed fuel-injected engine. The new 283-ci engine developed 283 hp and was the first engine at General Motors to produce one horsepower per cubic inch. The high-revving small-block put Corvette on the performance map.
The 1963 Corvette Stingray was a huge sales success. Sales rose from 14,531 in 1962 to 21,513 in 1963. However, Arkus-Duntov was very vocal about its weight, poor rear visibility in the split window coupe, and large frontal area. The horizontal area above the grille made the car lift at high speeds. The split window disappeared in 1964, but the aerodynamic problem remained until the C3 was introduced in 1968. Today the split window is highly sought by collectors.
Vice President of GM Design Bill Mitchell bought a 1957 Corvette SS race-car test chassis for one dollar and installed this beautiful body he designed called the Stingray. The Stingray was successfully raced for several years before its retirement. Mitchell made it roadworthy and drove it to work! It is now part of the GM Heritage Collection.
Mitchell’s Stingray
Development and testing of a new 1963 Corvette began in 1960 and was targeted for the 1963 model year. Mitchell based his design of the new Corvette on his Stingray racer. Arkus-Duntov was unhappy with the Stingray design because of the huge frontal area that made the car lift at high speeds. Mitchell ignored his concern and finalized the design while Arkus-Duntov and his team created a new ladder frame chassis for the car. The new chassis featured an IRS, a first for Corvette. It was named Stingray and featured a stunning design, but it was very heavy (3,015 pounds) for a sports car.
Arkus-Duntov wanted a lightweight version so it could be raced at Le Mans. He and his team secretly built a lightweight (2,000 pounds) version of the Stingray in 1962 and named it Grand Sport. Production was halted after five cars were built when GM’s top management found out about the project and ordered Arkus-Duntov to destroy the cars. He defied the order and sold the cars to private racers, which is why these cars still exist today. This stunt almost cost him his job, but somehow he survived the chopping block.
Shelby’s Influence
Carroll Shelby changed the automotive landscape forever when he introduced the Cobra, which combined a light (2,000 pounds) AC Bristol English body with a Ford V-8 engine. This combination crushed the Stingray on the racetrack. The new Corvette sold 21,513 units and was a huge sales success but was a loser in the competition world.
Arkus-Duntov continued to support independent race teams with special parts, but the Ford Cobras were too fast. In 1965 the Corvette became available with four-wheel disc brakes and an optional 396-ci big-block engine. For the first time, the Corvette was able to compete with its nemesis the Cobra without any visible factory support.
The L88 Engine
Arkus-Duntov and his team immediately began working on a racing version of this engine to sell to private racing teams. The option, called L88, was an all-out 427-ci racing engine designed to stomp the Cobra’s. Roger Penske raced a prototype L88 at the 1966 24 Hours of Daytona and the 1966 12 Hours of Sebring. In both races the Penske team won the Grand Touring category with the help of Arkus-Duntov’s chassis engineer Gib Hufstader. The L88 engine entered production in 1967 and race teams quickly began winning races with this engine package.
To remedy Corvette’s weight problem, this 2,000-pound Grand Sport was built in 1962. To be able to race at Le Mans, 100 examples were planned. General Motors banned racing in 1963 and only five examples were completed. General Motors ordered them to be destroyed, but Arkus-Duntov sold them to private racers. They all survived and this Grand Sport (#004) is part of the Collier Foundation museum. Arkus-Duntov built the Grand Sport to compete against the new Ford Cobra. The lightweight Ford featured a body and chassis built by AC Bristol in England that was stuffed with a Ford V-8. The 3,000-pound Corvette was no match against this 2,000-pound rocket. Only the Grand Sport was capable of beating the Cobra but General Motors killed the program.
Gib Hufstader retired after working at General Motors for 45 years. He was a design release engineer for the Corvette chassis and worked closely with Arkus-Duntov, who assigned him to provide engineering assistance to top Corvette racing teams during GM’s racing ban that began in 1963. Hufstader is responsible for seven GM patents and was inducted into the National Corvette Museum Hall of Fame in 2001. He loves to vintage race his Corvette.
In 1965 Arkus-Duntov developed a new secret weapon to beat the Cobras, the L88 engine option. This prototype 427-ci engine was installed into a standard coupe and sold to Roger Penske Racing in late 1965. Penske’s team finished tenth overall and first in GT at the 1966 Daytona 24-hour race.
This was an amazing accomplishment because during the night a crash broke off the entire nose of the racer. The headlights were torn off the car and the radiator was punctured. The remaining fiberglass was wired to the frame and flashlights were taped to the fenders for headlights. The team found a spare radiator in a fan’s Corvette in the parking lot. The radiator was removed and installed into the racer. The team left a note on the windshield telling the owner what happened and that he would get his radiator back after the race. He did.
The car was repaired and repainted Sunoco blue for the team’s new sponsor. It finished ninth overall and first in GT at the 12 Hours of Sebring. In 1967 the L88 became a factory option and captured many sports car racing records.
The Mako Shark II show car first appeared in 1965 and heavily influenced the design of the 1968 Corvette. It was redesigned in 1969 and became the Manta Ray and traveled the show circuits for several years. It is now retired and housed at GM’s Heritage Center. The original Mako Shark sits in the background.
The Mako Shark II
Meanwhile, Bill Mitchell and his staff were working on a new body design for the Stingray. Mitchell finally listened to Arkus-Duntov’s disapproval of the Stingray’s broad non-aerodynamic nose and began fixing it for the new car. In 1965, the results of the design team’s work was displayed at the 1965 New York International Auto Show. A new Corvette show car called the Mako Shark II was unveiled to gauge public reaction to the new design. The car featured a much more aerodynamic design and offered the public an early peek at the new Corvette that was scheduled to be released for 1967.
Because of early production problems with the C3 Corvette, the C2 was quickly redesigned and released. Today the last Stingray remains very popular with Corvette collectors. The 427-ci, 435-hp option as shown in this beautiful black convertible in Wezep, Holland, is at the top of the collector list.
Due to high production costs the existing Corvette chassis was retained under the new car with minimal changes. The swoopy new body was filled with high-tech features including hideaway windshield wipers, pop-up headlights, fiber-optic light monitors, and Astro ventilation. The coupe version was designed with two removable panels that could be stored in the back luggage compartment. Its scheduled 1967 introduction was delayed because of quality problems that included engine overheating, water and wind leaks in the cabin. The Stingray was hastily refurbished and sold for one more year as a 1967 model.
The National Corvette Restorers Society and Bloomington Gold have access to extensive original Corvette construction databases. This enables them to judge and award owners with Top Flight or Blooming Gold certificates if they meet the numbers-matching criteria.
The 1968 Corvette was introduced in the fall of 1967 and immediately made the covers of every major automotive magazine. In spite of early quality problems the 1968 Corvette (nicknamed “The Shark”) started a remarkable 14-year production run for Corvette. During these years a total of 542,870 C3 Corvettes were built, but only a small percentage of them can be considered collector cars.
Two societies evaluate and judge Corvettes to determine if they are numbers matching to verify if they were delivered from the factory with the options on the car being judged. These two groups are the National Corvette Restorers Society (NCRS) and Bloomington Gold. The judge-certified cars that win their top awards always hold the highest value. The chrome-bumper cars with the correct rare options usually top the price list. Some even exceed the million-dollar mark!
New federal emissions and crash standards were implemented in 1973 and the C3’s weight began increasing while horsepower decreased. This makes them less desirable to collectors. This also means thousands of good, solid, non-collectible Corvettes are available for the weekend hobbyist.
The purpose of this book is to help locate and restore one of these cars. To that end, the following is information about each one of these 14 model year Corvettes.
The 1968 Corvette was introduced with many innovative features including fiber-optic light monitors, hideaway windshield wipers, removable T-tops on the coupe, and a 3-speed automatic transmission that replaced the former 2-speed Powerglide. Quality problems plagued the new Corvette and many were not resolved until the 1969s were introduced.
Corvette introduced this T-top feature in 1968, which remained standard for all coupes through 1982. A removable rear window like the one on this coupe was only available from 1968 to 1972. The rear window was fixed in 1973 and remained that way until 1982 when the commemorative edition featured a pop-up rear window.
The 1968 Corvette was the first car in the GM lineup to eliminate conventional door handles. Instead, a push button and grab handle on the top of the door were introduced. To open the door, push down on the upper door flap and the button at the same time to release the lock. This was a one-year-only feature. The button was eliminated in all subsequent C3s and the door was operated with the door flap only.
Front and Rear Chrome Bumper Cars 1968-1972
The 1968–1972 C3 Corvettes carried small chrome bumpers and plastic fascia. The cars feature the notchback roof design, and most carried the high-compression high-performance engines. By 1973, performance was on the decline in American V-8 cars and the Corvette suffered the same fate. The 1973–1982 C3s carried the federally mandated 5-mph bumpers. The last year of the big-block was 1974; in 1975 the Corvette featured a fastback roofline.
The 1968 Corvette had a dashboard ignition key slot and no locking steering column. This was a one-year-only feature that did not provide any antitheft protection on the steering column.
This L88 Corvette was one of the first early L88s built for race teams in 1968. Yenko Chevrolet in Canonsburg, Pennsylvania, prepared it, and it raced successfully with the Sunray DX team. It finished sixth overall and first in class at the 1968 12 Hours of Sebring. Corvette Repair faithfully restored this significant C3. A private collector now owns it.
1968
There were 28,566 units produced (9,936 coupes and 18,630 convertibles). This first design mirrored the 1965 Corvette Mako Shark show car. The new shape was more aerodynamic and featured a new interior. The coupe had removable T-tops and rear window. A vacuum-operated windshield wiper panel was used to keep the wipers from view. This is the only C3 with the ignition key in the dash and push-button door handles. The new body was mounted on the 1963–1967 chassis. Two engine displacements, 327 or 427 ci, were available. The lowest horsepower was 300 and the highest was 435. Eighty high-performance L88 Corvettes were produced for racing. Prices tend to be higher for this year because they were the first C3s built.
In 1969 only 4,355 customers ordered the optional N14 side-mounted exhaust system. This option was first offered in 1966 and discontinued in 1967. It was returned to the option list for 1969 and was dropped for the 1970 model year because of new noise regulations. Many C3 owners have installed these very popular systems on later third-generation Corvettes. If this system is installed on a 1969 Corvette, look at the option codes to see if it was originally installed at the factory.
The fit and finish of the 1968 Corvette is among the worst for this generation and would be the most expensive to purchase and restore. It also might be more difficult to run on today’s fuels.
Bill Dudley brought this beautiful red 1969 Monza convertible from its original owner in April 1970. Dudley has cared for it ever since and keeps it in sound mechanical condition. It is equipped with factory air, 4-speed, power steering, both tops, and is powered by a 350-hp/350-ci engine. This is one of my favorite C3 designs.
Arkus-Duntov produced four open-chamber 1969 L88s for private race teams. Or Constanzo purchased this car in January 1969 and raced it successfully for two years. It was sold to Race Engineering & Development (R.E.D.) owned by Toye English. Called the Rebel car, it won the 1971 IMSA (International Motor Sports Association) over-two-liter championship and finished fourth overall and first in GT at the 1972 12 Hours of Sebring with drivers Dave Heinz and Bob Johnson. R.E.D.’s #4 1968 second team car that raced at the 1972 Le Mans, France, race sits next to it.
Corvette Repair restored both of these historic Corvettes. Corvette Repair owner Kevin Mackay is a stickler for details when it comes to returning these famous racing Corvettes to their original glory. Private collectors now own both of these classic Corvette race cars.
1969
Due to a strike, production was extended four months and 38,762 units were produced (22,129 coupes and 16,663 convertibles). Minor outside cosmetic changes appeared, including the name “Stingray” on the front fenders. Factory sidepipes that were an option in 1966 and 1967 were reintroduced for this year only. The chassis received subtle upgrades, including stronger wheel bearings, wider wheels, and improvements to the engine cooling system. The button door handles disappeared, and the interior doorpanels were narrowed to give more passenger room. The steering wheel was reduced from 16 to 15 inches in diameter, and the key switch was moved to the steering column and featured a steering-wheel lock. The small-block was enlarged to 350 ci. Horsepower ranged from 300 to 435. There were 116 high-performance L88s and at least two ZL-1 all-aluminum-engine Corvettes built. These special racers brought Corvette extensive competition successes.
Prices for the special high-performance versions of this car are extremely high. However, prices are more reasonable for standard coupes or convertibles without rare options. This is among the cleanest of the third-generation designs; if you desire an early driver C3 this is my favorite. Like the 1968, they are more difficult to run on today’s fuels.
1970
Production was 17,316 units (10,668 coupes and 6,648 convertibles). The 350 small-block remained unchanged but the 427 was enlarged to 454 ci. Horsepower ranged from 300 to 390. The L88 was discontinued, and this was the last year for high-compression engines that ran on leaded fuel. A 370-hp, solid-lifter small-block LT-1 was introduced. The ZR-1 small-block “race only” ’Vette appeared with an LT-1 engine and 4-speed transmission; only 25 were produced. Sidepipes were discontinued. A new eggcrate grille and side vents were introduced, along with enlarged fenders to reduce rock damage. Rectangular exhaust pipes were the final external cosmetic changes made in 1970.
Fewer of these Corvettes are available because of low production and they are probably more expensive and harder to find. These cars are also more difficult to run on today’s fuels.
This 1970 photo shows the interior of my personal 1969 Corvette. Note the new steering column ignition key and the smaller-diameter steering wheel. My T-top ride was equipped with a 390-hp/427-ci engine with factory sidepipes and air conditioning. It was sold in 1974 and its whereabouts are unknown.
In 1969, Corvette offered the all-aluminum 427-ci engine packages for $4,718. The engine weighed the same as a small-block but produced a huge increase in power and torque. Many race teams replaced their L88 engines with the ZL-1. Only two street cars are known to exist and this is one of them. It was purchased from a government auction in 1991 for $300,000 and is still owned by the same person.
Only 33 ZR-1 special-optioned small-block Corvettes were produced between 1970 and 1971. Arkus-Duntov built them to compete in the Sports Car Club of America (SCCA) B Production racing category. This 1970 convertible is one of only eight built in 1970 and was never raced.
Government safety and fuel standards continued to put pressure on manufacturers to limit or eliminate high-performance engines. Arkus-Duntov’s team sold 12 1971 ZR-2 Corvettes that were equipped with the 425-hp/ 454-ci engine with very few options. This 8,700-mile convertible is one of the few original ZR-2s that remain today.
1971
Production was 21,801 units (14,680 coupes and 7,121 convertibles). The base engine was reduced from 300 to 270 hp and fitted with low-compression heads that allowed use of low-octane or unleaded fuels. The LT-1 engine’s power was reduced to 330 hp and the base 454-ci was reduced to 365 hp. A new LS6 454-ci was introduced and rated at 425 hp; only 188 were produced. The body was unchanged from 1970. All 1971 Corvettes ran on unleaded fuel.
Because many were produced and they run on unleaded fuel with lower compression engines, the 1971 models are suitable to restore.
1972
A total of 27,004 units were produced (20,496 coupes and 6,508 convertibles). This was the last year for the chrome front and rear bumpers. The fiber-optic light monitoring system was discontinued. This was the last year for the removable rear window in the coupes. The engine horsepower ratings dropped again. The base engine was 200 hp, the LT-1 was 255 hp and the 454 LS5 was 270 hp. This was the last year for the LT-1. Only 20 255-hp ZR-1s were built.
This 1972 convertible, owned by Jim Oliver, is an excellent example of what a C3 can look like with a proper restoration. It is not a numbers-matching award winner, but it features new suspension, engine, and drivetrain. It is a daily driver and all of the goodies work including its air conditioner.
This was the highest production of the 1970–1972 model run. This model looks identical to the previous two and would make a good project car if you want chrome bumpers.
The C3s built from 1973 to 1982 came with large, steel-beam bumpers that were integrated into the frame and bodywork. A soft plastic cover adorned the new federally mandated 5-mph bumpers. Gone were the elegant yet fragile chrome bumpers of the previous era.
1973
Production was 30,464 units (25,521 coupes and 4,943 convertibles). In 1973 all new cars were required to pass a 5-mph crash test. To comply with this rule, all Corvettes were equipped with a 5-mph crash bumper on the front. The bumper consisted of a steel beam bolted to the frame and covered with a soft rubber nose painted body color. The rear chrome bumpers remained. The hood was extended to cover the windshield wipers, and a side-impact beam was added to the door for crash protection. Aluminum wheels were offered, but due to production problems they were quickly withdrawn from the option list. Some sets were delivered to customers but they are very rare. New chassis mounts and sound deadening was utilized to reduce road noise in the cabin. The base engine was reduced to 190 hp, and a 250-hp L82 small-block was introduced.
This was a popular design because of its lack of chrome and sleek new nose. However, chrome bumper fans disliked this new look. Properly restored they are fun cars to own and drive and might be available for a reasonable price.
In 1973 Corvette underwent a mid-generation makeover with the introduction of an injection-molded urethane-covered front 5-mph crash bumper. It still retained its rear chrome bumpers and rear lip spoiler. It featured new front fender vents, badging, and domed hood. Some consider this one of the C3’s cleanest overall designs. A new hood was introduced that eliminated the troublesome pop-up windshield wiper door. This door sometimes failed to open and burned out the windshield wiper motor.
1974
A total of 37,502 units were produced (32,028 coupes and 5,474 convertibles). This was the last year the 270-hp/454-ci big-block was offered. The 5-mph front and rear crash bumpers painted body color were now standard. The base 350-ci engine was increased to 195 hp. The rear bumper had a seam down the middle that distinguished it from 1975-and-later Corvettes. This was the last year the Corvette was built without a catalytic converter and retained factory dual exhausts. Early rubber bumpers have a tendency to crack and change color.
In 1974 the rear chrome bumpers were replaced with this 5-mph two-piece injection-molded urethane rear bumper cover. The exhaust tips were removed and fitted with hidden curved pipes that exited underneath the rear of the car. The split in the rear cover was eliminated when the 1973 Corvette was introduced.
Overall, this is a good project car if you can find a rust-free example with no body damage.
1975
There were 38,465 units produced (33,836 coupes and 4,629 convertibles). The biggest news of 1975 was the retirement of Corvette’s first chief engineer, Zora Arkus-Duntov. He was replaced by Dave McLellan. Corvette was now equipped with a catalytic converter and High-Energy Ignition (HEI) ignition system. The HEI was installed to produce a hotter spark to help the engine burn emissions in the converter. The exhaust blended into one converter under the passenger compartment and split back out into dual exhausts at the rear. The base engine was reduced to 165 hp and the L82 was reduced to 205 hp. This was the last year for convertibles. This new technology that included a catalytic converter and HEI ignition produced very low horsepower.
Personally, I would prefer a 1974 if they are the same price.
Dave McLellan (left) replaced retiring Zora Arkus-Duntov in 1975 to become Corvette’s second chief engineer. Dave worked closely with GM designer Jerry Palmer (right) who helped him freshen the look of the aging third-generation Corvette. C7 designer Kirk Bennion is in the background.
In 1975, Chevrolet offered a Corvette convertible for one last model year until it was reintroduced in 1986. Only 4,629 were delivered to customers. The 1975 Corvette was the first to be equipped with a single catalytic converter for emissions control. The dual exhaust was routed into one pipe that fed into the converter and exited into dual mufflers. An air pump forced air into the converter to help burn hydrocarbons; its connector was attached to the right side of the converter. The system created a lot of backpressure and hurt performance.
1976
Production consisted of 46,567 coupes. The base engine was bumped back up to 180 hp and the L82 now produced 210 hp. The 1976 was fitted with a Vega GT steering wheel, much to the dismay of many enthusiasts. Aluminum wheels returned to the option list and could now be ordered.
This car featured more horsepower, but the interior is not among my favorites; however, it probably would be inexpensive to purchase.
1977
A total of 49,213 coupes were produced. For 1977, horsepower remained the same as 1976, but the car received interior and trim upgrades. Leather trim became standard, and this was the last year for the small, fixed rear window. All trim was painted satin black. A new center console, steering column, and three-spoke steering wheel were added.
This year had a very nice interior and a lot of them were built. If you do not want a fastback this is a desirable project car.
In 1976, all Corvettes were fitted with a Vega GT steering wheel. This wheel only lasted for one model year and was replaced (in 1977) with a new three-spoke design that was better accepted by Corvette buyers.
1978
There were 46,776 coupes produced. For its 25th anniversary, General Motors introduced a new fixed fastback rear window on the Corvette. A black/silver Indy pace car replica was produced (6,502) and set off a buyer frenzy. The pace cars featured front and rear spoilers and special bucket seats. A two-tone silver, 25th Anniversary model (RPO B2Z) also became available. A new dash was featured with a lockable glovebox on the passenger side. The base engine was bumped to 185 hp and the L82 produced 220 hp. All 1978 cars had special 25th Anniversary badges.
The YJ8 aluminum wheel option was added to the 1976 order list. The four wheels were supported with a steel temporary spare tire. The anti-theft alarm key can be seen in front of the Stingray emblem.
This is a desirable year to own and has many standard creature comforts. Many were produced and if the price is right would be worthwhile to restore.
1979
A total of 53,807 coupes were produced, a record for Corvette. Pace car seats became standard and pace car spoilers became an option (RPO D80). Base horsepower was increased to 195 and the L82 rose to 225 hp.
This model year is identical to the 1978 except the 1978 clamshell pace car seats became standard in all 1979 Corvettes. This was the last year for the L82 4-speed manual transmission. Any of these 1979 Corvette automatic or manual cars would be desirable to restore at the right price.
1980
A total of 40,614 units were produced. New front and rear bumper caps were introduced that resulted in an improvement in the car’s aerodynamics. The new front bumper also improved engine cooling. The 4-speed manual transmission was no longer available with the L82, and 85-mph speedometers were mandatory. Base horsepower dropped to 190 and the automatic transmission L82 was increased to 230 hp. A 305-ci/180-hp engine was fitted to all Corvettes sold in California due to emissions regulations. This is the first year that Corvette featured a modified frame at the rear. It was redesigned to accommodate the all-aluminum rear axle housing. The 1963–1979 frames are very similar in design and provide a wider variety of available parts.
Jerry Palmer and his design team made a major change to Corvette’s rear cabin for its 25th anniversary. They added a large rear window supported with special paint options to this limited-edition pace car. Many pace cars were purchased as an investment, but when 6,502 were produced it reduced their collectability.
The D80 pace car spoiler package was added to the 1979 option list. Both spoilers were made from flexible rubber and over time showed a lot of waves in the finish especially at the rear when they were exposed to the sun.
New front and rear aerodynamic bumpers were added to the 1980 Corvette and remained to the end of production in 1982. The front bumper improved cooling, reduced its aerodynamic drag and improved gas mileage.
The 1980 cars are very comfortable to drive, and the new front and rear bumper caps give the car a sleeker, more aerodynamic look. This was the last year that the higher-performing L82 engine option was available (automatic only). For me it is the most desirable of the 1980–1982 cars.
1981
Production consisted of 40,606 coupes, including 8,995 built in Bowling Green, Kentucky. Corvette production moved to Bowling Green in July 1981. For two months, Corvettes were built simultaneously in Bowling Green and St. Louis, Missouri. St. Louis built solid colors with lacquer while Bowling Green did two-tones with enamel and clearcoat. The L82 option was dropped, and the only engine available produced 190 hp. A new computer system adjusted the ignition and a new electronic carburetor for better emissions performance. Tubular stainless-steel exhaust headers and a fiberglass single-leaf rear spring became standard.
Federal regulations required all cars, including Corvette, to be fitted with 85-mph speedometers. It was very easy to peg these speedometers if the owner wasn’t careful. The 1980 Corvettes featured several weight-reduction changes, including thinner window glass, lighter fiberglass, and aluminum rear-end housing and support. This weight reduction was designed to improve fuel mileage. The rear frame from behind the door to the rear bumper was revised to accommodate the new rear end. The frame rails were thinner. This was the first major change to a Corvette frame since it was introduced in 1963.
This was a transition year for Corvette as its production was divided between assembly plants. I would prefer an 1980 over a 1981 unless one could be found at a very low price.
1982
There were 25,407 units produced, including 6,759 Collector’s Editions. The 200-hp Cross-Fire injection intake system became standard and was only available with an automatic transmission. A new two-tone silver/beige Collector’s Edition was introduced with a lift-up rear window.
The new Cross-Fire engine was not well received because of its low power output and bulky running characteristics. I would prefer a previous model for a restoration project unless you find one that you cannot pass up.
In 1982 only one engine was available for Corvette, with the Cross-Fire fuel injection system. It was fitted with a 4-speed overdrive automatic transmission and was a comfortable cruiser. A similar engine was installed into the new 1984 C4 Corvette, but was only offered for one year. It was replaced with the L-98 tuned port injection engine in 1985. (The system featured two injectors that provided more precise fuel metering to the computer system. It was the least popular engine offered in a C3 Corvette.) The 4-speed automatic overdrive was the only transmission available for 1982, and it helped control emissions while improving fuel economy.
In 1981 Corvettes were built in St. Louis, Missouri, and Bowling Green, Kentucky. All of the 1981 cars built in Bowling Green had two-tone paint schemes. Solid-color 1981 Corvettes were built in St. Louis. The two-tone paint on this 1978 pace car is very similar to the paint that was offered from the new Bowling Green assembly plant in 1981. It is easy to identify 1981 Corvettes that were built in Bowling Green if they are carrying a two-tone paint scheme code on their VIN.
