1953
Entering the 1950s, no corporation even came close to
General Motors in its size, the scope of its enterprise or its profits. GM was
twice the size of the second biggest company in the world Standard Oil of New
Jersey (forefather of today's ExxonMobil), and had a vast conglomeration of
businesses ranging from home appliances to providing insurance and building
Chevrolets, GMCs, Pontiacs, Oldsmobiles, Buicks, Cadillacs and locomotives. It
was so big that it made more than half the cars sold in the United States and
the U.S. Department of Justice's antitrust division was threatening to break it
up. In the vast 21st century, it's almost hard to imagine how overwhelmingly
large GM was back then.
But it didn't make a sports car. The idea of a car coming from stodgy GM that
could compete with Jaguar, MG or Triumph was almost absurd.
Still, there was room inside GM for dreams even if there wasn't any room for
whimsy. Harley J. Earl, GM's chief designer (formally the head of the Art and
Color Section) and the man who invented the "concept car" with the 1938 Buick
Y-Job, was in charge of the corporation's ambitious musings. In the fall of
1951, Earl began ruminating about an open sports car that would sell for around
the price of a mainstream American sedan about $2,000. His ideas were rather
nebulous, but he handed those notions over to Robert F. McLean, the concept came
into focus and a concept car emerged.
Determined to keep costs down, McLean used off-the-shelf Chevy mechanical
components. The chassis and suspension were for all intents and purposes the
1952 Chevy sedan's, with the drivetrain and passenger compartment shoved
rearward to achieve a 53/47 front-to-rear weight distribution over its 102-inch
wheelbase. The engine was essentially the same dumpy inline six that powered all
Chevys but with a higher-compression ratio, triple Carter side-draft carbs and a
more aggressive cam that hauled its output up to 150 horsepower. Fearful that no
Chevy manual transmission could handle such extreme power (and there were no
four-speeds in GM's inventory), a two-speed Powerglide automatic was bolted
behind the hoary six. And to keep tooling costs in line, the body was made out
of fiberglass instead of steel.
While the car was conceived with rigorous attention to the bottom line and
production feasibility in mind, it was still only intended to be part of GM's
Motorama exhibit at the 1953 New York Auto Show. That is until Ed Cole, Chevy's
then recently appointed chief engineer, saw it. Cole, then immersed in
development of the world-changing 1955 "small-block" V8, is said to have
literally jumped up and down with enthusiasm for the Motorama car. So before it
even got to New York, and after some corporate machinations, the engineering to
put it into production began.
But first Cole needed to name it. So he called Myron Scott, founder of the
All-American Soap Box Derby and an assistant advertising manager for Chevrolet,
into a special meeting of executives researching the name. Scott suggested
"Corvette," Cole loved it and the rest is history.
The public at the New York show loved the 1953 Motorama Corvette almost as much
as Cole did. Thousands of potential buyers wanted to know when they could buy
one. Just six months later, they could. The
1953 Corvette, virtually identical to the Motorama
prototype, went into production on June 30, 1953, in Flint, Mich. They've been
making them ever since.
C1: Solid Axle Corvettes (1953-1962)
1953
While the 1953 Corvette was undeniably gorgeous and, with its fiberglass
body, somewhat innovative, as a sports car it was wholly pathetic. The chassis
handled better with the 'Vette's improved weight distribution, but it was still
pretty much a '52 Chevy sedan suspension down there. That meant the front end
was suspended by a primitive independent system and the rear held up with leaf
springs. A quicker steering gear gave some reflexes to the car, but quicker
isn't the same as quick. And of course, the 150-horsepower, 235-cubic-inch six
and two-speed automatic Powerglide transmission was far less than athletic.
It wasn't cheap either. At $3,498 the '53 Corvette sticker ran almost 75
percent more than Earl had initially hoped, $1,225 more expensive than the
second most expensive '53 Chevrolet, the eight-passenger Deluxe 210 four-door
station wagon, and $272 more expensive than two Special 150 two-door
sedans then the division's cheapest car. For comparison's sake, the basic 2003
Corvette coupe, at $44,535, is $705 more expensive than three of Chevy's
current cheapest car, the Cavalier coupe.
Motor Trend tested one of the first Corvettes and found it
traipsing from zero to 60 mph in a lackadaisical 11.5 seconds. But the
publication was not completely unimpressed with the car. "Probably one of the
biggest surprises I got with the car was when I took it through some sharp
corners at fairly good speeds," its writer reported. "I'd heard that Chevrolet
had designed the suspension so that it would stay flat and stick in corners, but
I took it with several grains of salt. It sticks better than some foreign sports
cars I've driven."
1954
The late start and makeshift nature of the Corvette's Flint, Mich.,
assembly line meant that only 300 Polo White examples were built of the '53
before it was time to introduce the
1954 model. Not
surprisingly, the '54 (now produced in an old millwork building in St. Louis)
barely changed from the '53 with the notable exception that it could now be
ordered in Pennant Blue, Sportsman Red and Black in addition to Polo White. A
total of 3,640 were built this model year and many wound up casting their
shadows across Chevy dealers' lots for months even years waiting for buyers.
As good-looking as the Corvette was, unless it had performance to match its
appearance, buyers weren't that interested in it.
1955
The year
1955 brought the
single most important development in the history of the Corvette: Chevrolet's
brilliant small-block V8. Originally displacing 265 cubic inches, the first
small-block was rated at 195 horsepower in the otherwise almost unchanged '55
Corvette (the most notable tweak was the oversize "V" in the lettering along the
front fenders). Still saddled with the Powerglide transmission, performance was
still less than scintillating (Road & Track had a '55 getting to 60 mph
in 8.5 seconds), but the potential was obvious. With many '54 Corvettes still
clogging dealer lots, GM restricted production of the '55 model to just 700 cars
all but maybe a half dozen of them being powered by the new V8.
1956
It was the
1956 Corvette that
established the two-seater as a legitimate performance machine and as an
American icon. While the chassis was very much a carryover from previous
Corvettes, the '56's new body was simply gorgeous from the chrome teeth filling
its mouth, down along its scalloped flanks and back to its round rump of a
trunk. Inside, the cockpit was styled like, well, a cockpit with the bucket
seats surrounded by a body-colored frame that divided the passenger space. And a
removable hardtop was offered as an option for the first time. To many, the '56
and barely changed '57 remain the most beautiful Corvettes of all time.
As lovely as the '56 Corvette was (and still is) what really ignited the
legend that year was that GM began racing it. The only engine offered in the '56
Corvette was the 265-cubic-inch V8, now rated at 210 horsepower and it could be
backed, for the first time, by a three-speed manual transmission. That was a
solid enough start for Zora Arkus-Duntov, now the Corvette's chief engineer, to
begin going fast.
At Florida's Daytona Speedweeks in February, 1956, Duntov appeared with
new 'Vettes for John Fitch and Betty Skelton. Reworked cylinder heads, a
compression ratio increase to 10.3 to 1, and a few other emerging speed parts
for the small-block had the V8s making 255 horsepower. Fitch's '56 went 145.5
mph and Skelton sped past at 137.8 mph. During that same competition, the best a
Ford Thunderbird could do was just 134.404 mph.
After the Speedweeks experience came even more Corvettes for that year's
12 Hours of Sebring and then the more exuberantly styled SR-2 racer. And with
the racing came a change in Corvette advertising that now heralded the car's
performance and competition credentials. In a real way, the '53 to '55 Corvettes
were only foreshadows of the "real" Corvette that arrived in '56.
1957
Visually, the
1957 edition was
virtually identical to the '56, but inside, a four-speed manual transmission
(the great T-10) was available for the first time. The standard Corvette engine
grew to 283 cubic inches and 220 horsepower, breathing through a single
four-barrel carburetor. Best of all, for the first time, Chevrolet offered
performance-upgraded engines as options. In addition to the base configuration,
the 283 could be had with dual-quad carbs rated at either 245 or 270 horsepower
or, best of all, with Rochester mechanical fuel injection.
Fuel injection on top of the 283 increased its output to either 250 or
283 horsepower one horsepower per cubic inch. The top engine probably made
more than that, but the ad agency loved that one cube/one pony hook. Suddenly,
the Corvette was one of the world's truly quick cars and it drove beautifully.
"The function of the fuel injection system was notable," wrote Motor Trend's
Walt Woron at the time. "Starts were quick. Pumping the throttle didn't pump raw
gas to the cylinders, so you can't flood it. Throttle response is instantaneous.
No maneuver could flood or starve the engine (and I tried with violent cornering
and hard braking)." Road & Track had one '57 "Fuelie" catapulting to 60
mph in just 5.7 seconds. Still, though Chevy built 6,339 Corvettes during the
'57 model year, only 1,040 of them had the fuel-injected engine.
1958
Both the interior and exterior of the Corvette were significantly
restyled for
1958.
Dual headlights, simulated hood louvers, a full mine's worth of chrome
and needless side scoops marred the '58's exterior appearance. Inside, the
cockpit theme was even more exaggerated than before with a grab bar in front of
the passenger instead of instrumentation. The interior was actually pretty good,
but the exterior was just overdone.
Again, the engine bay could be filled with any one of four different
variations on the 283 small-block. At the base was the single four-barrel
version now making 230 horsepower, dual-quad versions were rated at 245 and 270
horsepower and the fuelie engines now made either 250 or 290 horsepower.
Garish or not, the '58 Corvette was a hit and Chevy built 9,168
examples. For the first time, say some sources, GM made a profit with the
Corvette.
1959
Cleaning off some of the chrome excess (and those hideous fake hood
louvers) resulted in the much cleaner-looking
1959 Corvette, but the
car was very much a carryover otherwise. Chevy put a full 9,670 of the '59
Corvettes on the road.
1960
The
1960 Corvette didn't
look much different from the '59, but the rated outputs of the
fuel-injected versions grew to 275 and a full 315 horsepower. A rear
anti-sway bar helped tame the solid rear axle a bit, and for the first
time over 10,000 Corvettes were built.
1961
A new, toothless front grille announced the
1961 Corvette when it approached, and a new "duck
tail" rear end let everyone know it was new as it departed. But except
for the styling update (the rear part of which forecast changes to come
for '63), the '61 carried over almost unchanged from '60. It was the
last year for that '50s favorite, wide whitewall tires, on the options
list and the first for one rare option, the 24-gallon, oversize fuel
tank.
1962
Big news came in the form of a big engine for
1962 as the
small-block V8 grew to 327 cubic inches. The base four-barrel engine now
knocked out 250 horsepower with higher output versions available in 300-
and 340-horsepower versions. The dual-quad option was dropped, but the
fuel injection system was back and it was now rated at a thrilling 360
horsepower.
There's a subset of Corvette enthusiasts who claim the '62 (with its
blacked-out grille and new rocker panel molding) to be the greatest
Corvette ever. It was certainly the best of the first-generation, solid
rear axle Corvettes but the chassis was still closely related to the
'52 Chevy sedan. A new Corvette was overdue.
C2: The
Sting Ray (1963-1967)
1963
More than four decades after its introduction, the
1963 Corvette remains
one of the most startling, engrossing and completely delightful automotive
designs of all time. For many discerning enthusiasts, the '63 to '67 Corvettes
are the most compelling of the series.
The "midyear" Corvettes aren't so much beautiful as they are
provocative. And it was Harley Earl's successor as GM design chief, Bill
Mitchell, who was doing most of the provoking. Back in the late '50s, Mitchell
had acquired one of the old SS chassis that had been built to race at Sebring
and, working with his assistant Larry Shinoda, designed a new body for it with a
high waistline, a chiseled prow and sharply creased fenders and called it the
Sting Ray.
At about the same time that Mitchell and Shinoda were conjuring up the
Sting Ray body style, Corvette chief engineer Zora Arkus-Duntov was building
what he hoped would be a world-class chassis for his beloved charge. Cutting the
wheelbase down by four inches to 98, Duntov built a ladder frame that was much
stiffer than the previous X-member design and allowed the passenger compartment
to be sunk down between the rails. He also designed a new independent rear
suspension that economically (in both dollar cost and space usage) used a single
transverse nine-leaf spring and the half shafts as part of the linkage.
It was the marriage of the Mitchell/Shinoda body design with the new
Duntov chassis that resulted in the 1963 Corvette roadster and, for the first
time, fastback coupe.
From the rotating hidden headlamps across the front to the boat
tail-shaped rear window, the '63 Corvette coupe was outrageously attractive. And
with a thick center bar splitting the rear window in two, not a car out of which
it was particularly easy to see. That design earned this car the nickname "split
window coupe."
However, the '63 is the most cluttered of the Sting Rays, with phony
vent grilles in the hood, non-functional gills in the front fenders, ribbed
rocker moldings and that bar bisecting the rear window.
What carried over from the '62 to the '63 Corvette were most of the
engines (all of which still displaced 327 cubic inches), the four-wheel drum
brakes and the general styling of the rear quarters. A three-speed manual was
still the standard transmission and the base 327 V8 was still rated at 250
horsepower. On the options sheet were 300- and 340-horsepower four-barrel, and
360-horsepower fuel-injected versions of the 327. Also available was the
legendary "Z06" race pack option for the coupe that included such things as
metallic brake pads, a heavy-duty suspension and an oversize fuel tank. Ordering
the Z06 required the costly fuel-injected engine, so production was limited.
Motor Trend tested a '63 Corvette powered by the fuel-injected
engine and backed by the Muncie four-speed transmission. The 'Vette hustled from
zero to 60 mph in 5.8 seconds and consumed the quarter-mile in 14.5 seconds at
102 mph. "We thought the old model cornered darn well," wrote the magazine, "but
there's no comparing it to this new one. It does take a little different
technique, but once the driver gets onto it, it's beautiful."
The public fell in love with the Sting Ray, buying 10,594 coupes and
10,919 convertibles. That's almost half again as many '62 'Vettes were sold and
the first time total sales topped 20,000 in a year.
1964
For
1964 the Sting Ray's
styling was cleaned up but the car otherwise mostly carried over from '63.
Eliminating the dummy hood vents, restyling the roof vents and taking the center
bar out of the rear window to drastically improve visibility made the true glory
of the Sting Ray's shape more obvious. New to the options list was a
360-horsepower four-barrel 327, and the fuelie motor was now rated at a stout
375 horsepower.
1965
Visually, the easiest way to tell a
1965 Corvette from a
'64 is the three functional vertical louvers in each front fender. But the big
news (literally) was the availability of the new 396-cubic-inch big-block V8.
And there was even better news as four-wheel disc brakes became standard (though
316 fools did delete them in favor of drums and a $64.50 credit).
The "L78" 396 grunted out a hulking 425 horsepower and became an instant
legend as the meanest machine to leave General Motors since the company had
stopped building Sherman tanks. With the arrival of big-block power, the
mechanical fuel-injected 327's days were numbered 1965 would be its last year.
1966
But the 396 lasted only one year in the Corvette as it was superseded by
427-cubic-inch versions of the big-block V8 for
1966. Behind the new
egg crate grille, buyers could opt for the standard 327, which was now rated at
300 horsepower, a 350-horse version inhaling through a single four-barrel, the
"L39" 427 making 390 horsepower or the overwhelming "L72" 427 rated at 425
horsepower (the same as '65's 396, but with a less temperamental personality).
1967
For
1967 the louver count
on each front fender went up to five and the parking brake moved from under the
dash to between the bucket seats. But the real glory of the '67 came with the
regal "L88" 427, which used aluminum cylinder heads and an intimidating
12.5-to-1 compression ratio to make somewhere north of 500 horsepower while
wearing a huge 850-cfm four-barrel carburetor (though Chevy would,
disingenuously, only admit to 430 horses). The L88 option carried an
astronomical $947.90 price tag and ordering it automatically eliminated the
heater, radio and fan shroud. The intent was obviously racing and only 20 L88s
were ever built. Today they are the most desirable of the first Sting Rays.
Also new to the Corvette option charts was an "L68" 427 rated at 400
horsepower and the L71 427 rated at 435 horsepower and featuring three
two-barrel carburetors ("tri-power").
In every conceivable way, the Corvette was at its peak in '67. But, for
no apparent reason, it was redesigned for '68 anyhow.
C3: The Mako Shark
(1968-1982)
1968
Based on the Mako Shark II show car designed by Larry Shinoda and
displayed during 1965, the third-generation Corvette's styling was flamboyant in
its overall shape but restrained in its details. The fenders seemed almost to
burst over the tires, but there were no phony scoops or extraneous chrome
anywhere on the car. The nose seemed to almost be plowing into the ground and
used pop-up headlights to keep things sleek. There was a slight kickup to the
car's tail that was at least a bit reminiscent of Chapparal Can Am racecars.
This generation of Corvettes has never been as beloved as the second generation,
but it's still a car that commands attention wherever it goes. "Getting
emotionally 'hung up' on the Corvette's styling takes somewhat longer than
becoming enthused over its great driving characteristics," wrote
Motor Trend, "but not much."
Again there were coupe and convertible Corvettes offered for
1968. The convertible
again stowed its top under a hinged hard cover while the coupe featured swooping
buttresses on either side of a tunneled-in rear window. The most unique element
of the coupe, though, were the two removable roof panels the first "T-tops."
However, though the body was all new, the chassis and drivetrains were
all familiar. The wheelbase was still 98 inches and the standard engine was
still a 300-horsepower 327 small-block V8 topped by a four-barrel carburetor.
The optional engines included a 350-horsepower 327 and all the big-block 427s
from '67 including the awesome L88.
Though it replaced a beloved icon, the "Mako Shark" 'Vette proved a hit
during the '68 model year with Chevy selling 9,936 coupes (starting price
$4,663) and 18,630 convertibles (starting at $4,347). That was yet another
record, and it was accomplished despite calamitously bad quality control.
1969
For
1969, the Sting Ray
name returned, though now spelled out on the fenders as one word "Stingray"
in chrome script and the quality of assembly improved markedly. Minor changes
included moving the ignition key to the steering wheel, and incorporating the
backup lights into the taillights. The most significant mechanical change was
the replacement of the 327-cubic-inch small-block V8s with new 350-cubic-inch
versions. As with the 327s, the 350s were rated at 300 horsepower in base form
and 350 horsepower in the optional "L46." The 427s also returned in force
carrying the same power ratings as '68's.
There was, however, one earth-shattering addition to the line: the ZL-1.
The ZL-1 engine was basically an L88 427 big-block V8 done up in all-aluminum
construction, which made it 20 to 25 pounds lighter than a small-block. Intended
for road racing and equipped accordingly, only two of the 585-horsepower ZL-1s
were produced. Motor Trend got to drive one of them. "The ZL-1 has
Ferrari speed plus," Eric Dahlquist, then the magazine's editor, wrote, "Ferrari
handling and Ferrari brakes but without Ferrari fuss and bother so you can enjoy
it, the car, more. Therefore, even without the super Ferrari leather interior
and Ferrari coachwork, it is still better than a Ferrari in its own right
because there is no distraction and everything in perspective, aluminum engine,
fiberglass body and all, the ZL-1 is nearer a Chaparral 2G for the street
. The
ZL-1 doesn't just accelerate because the word 'accelerate' is inadequate for
this car. It tears its way through the air and across black pavement like all
the modern big-inch racing machines you have ever seen, the engine climbing the
rev band in that kind of leaping gate as the tires hunt for traction, find it,
lose it again for a millisecond, then find it until they are locked in."
1970
The four vertical side vents on each front fender of the '68 and '69 'Vettes
gave way to a new crosshatch pattern for the
1970 model and amber front signal lights and square
exhaust outlets also appeared. And finally a four-speed manual transmission was
made standard equipment, replacing the desperately lame three-speed no one was
buying anyhow.
The engine lineup for '70 was also revised with a new, thoroughly
friendly 370-horsepower "LT-1" 350 joining the lineup and all the 427s departing
in favor of two new 454-cubic-inch big-block V8s a 390-horsepower "LS5"
wearing a four-barrel carburetor and a tri-power equipped "LS7" making a claimed
460 horsepower. However, the LS7 carried a $3,000 option price and there's no
record of any having been built. It would be a long while before Corvettes would
be so powerful again.
1971
With stricter emissions controls in force, the compression ratios on all
Corvette engines dropped for
1971. The base 350 now
plugged along with 270 horsepower, the LT-1 350 dropped to 330 horsepower, and
the detuned LS5 454 now made a mere 365 horsepower. Gone was the LS7 454 and in
its place was an "LS6" 454 four-barrel V8 rated at 425 horsepower. Those are
still heady numbers, but the diminution of Corvette performance would continue
throughout the rest of the decade. Except for the power losses, the '71 was
essentially the same as the '70.
1972
The power drain would continue for
1972 and was
exaggerated by a switch from SAE gross to SAE net power ratings. So the base 350
now carried a measly 200-horsepower rating, the LT1 made just 255 horsepower,
and the sole big-block, an LS5 454, could only muster 270 horsepower. About 30
'72 Corvettes were powered by a special "ZR1" version of the LT-1 350 as part of
a club-racing package.
1973
A body-colored rubberized front bumper took up residence on the
1973 Corvette,
replacing the chrome strip used previously. Furthermore, the side vents were now
single, almost vertical, openings and radial tires were standard for the first
time. And power dropped again, with the base 350 now rated at 190 horsepower and
a new optional "L-82" 350 made 250 horsepower. The sole 454 was an "LS4" rated
at 275 horsepower.
1974
The '73 Corvette's rubber nose was paired with a matching wedge-shaped,
body-colored tail on the
1974 Corvette as
designers elegantly coped with new bumper regulations. There was some
more jiggling of power ratings on the engines, but the big news was that
this would be the last year for the big-block V8.
1975
Ordering a
1975 Corvette was
simplified down to two engine choices: the base 350 V8 making a hideous
165 horsepower or the L82 making 205 horsepower both exhaling through
a catalytic converter. A modification to the bumper system meant the '75
Corvette's rear bumper cover was now a one-piece molding, unlike the
'74's that had an unsightly seam down its center. But the Corvette was
still amazingly popular with Chevy selling 33,836 coupes and 4,629
convertibles during the '75 model year.
1976
Chevy sold exactly zero
1976 Corvette
convertibles by simply stopping production. The base "L48" 350 was now rated at
180 horsepower as engineers were beginning to grasp the intricacies of emissions
regulations and the L82 350 jumped to 210 horsepower. Both engines breathed in
through four-barrel carburetors.
Inside, the '76 Corvette got a new four-spoke steering wheel similar to
that used on the Vega and Camaro a wheel that was instantly despised by most
enthusiasts and the dash was now grained with "stitching" molded in.
1977
The Stingray lettering was excised off the
1977 Corvette's fenders and steel reinforcements were
added to the hood, but otherwise the car was a carryover from '76.
1978
To celebrate the Corvette's first quarter century, the
1978 model's tail was
redesigned with a huge wraparound rear window replacing the buttresses that had
long been one of the coupe's signature design elements. However, while the large
window did increase luggage capacity, it didn't open so loading was still a
matter of working around the seats. The interior was comprehensively tweaked and
that included new instrumentation, a lockable glovebox and the relocation of
windshield wiper controls to a stalk on the steering column.
The base L48 350 was now rated at 185 horsepower and a new dual-snorkel
intake bumped output of the L82 version to 220 horsepower. The standard
transmission was still a four-speed manual with a three-speed automatic
optional.
Two special-edition models became instant collectibles during the '78
model year. The first was a "Silver Anniversary" edition that featured a
two-tone silver-on-top/charcoal-on-bottom paint job, and the second was the
iconic black-on-top/silver-on-bottom limited-edition Indy Pace Car that also
featured a deep chin spoiler and ducktail rear spoiler. This was the first time
a Corvette had paced the May classic and buyers snatched up the pace cars. Many
pace cars wound up going directly into storage and ultralow mileage examples
still regularly show up at auctions and on eBay. However, the pace cars aren't
particularly rare as Chevy wound up making about 6,500 of them.
Though it was hardly the quickest Corvette ever, the '78 was
tremendously popular with Chevy building 40,725 of them the first time the
company had sold more than 40,000 units.
1979
On the outside, changes to the
1979 Corvette were
indiscernible. A dual snorkel air cleaner now fed the L48 350 and that boosted
output to 195 horsepower. The L82 was treated to a new cam, larger valves, a
higher-compression ratio and a more efficient exhaust system which all combined
to push the engine to 225 horsepower. For some inexplicable reason, production
jumped to 53,807 during the model year yet another record and the Corvette's
first production push beyond 50K.
1980
An extensive design updating and weight reduction program had the
1980 Corvette looking
more angular and weighing in about 250 pounds lighter. In every state but
California, the base L48 350 now made 190 horsepower and the L82 was rated at
230. Both were available with either manual or automatic transmissions.
Californians, however, were stuck with only a 305-cubic-inch V8 making
180 horsepower that was lashed to a mandatory three-speed automatic
transmission. Sales of the '80 Corvette slumped to 40,506 units.
1981
What changed about the
1981 Corvette was the
adoption of a new, much lighter fiberglass transverse rear leaf spring and a
new, 190-horsepower "L81" version of the 350 V8 that was the only engine
available. For most of the country, the L81 was no great shakes, but it was a
definite step forward for California. In June of that year, Corvette production
moved from St. Louis to a brand-new facility in Bowling Green, Kentucky.
1982
Manual transmissions were banished from the
1982 Corvette, all of which were equipped with a
four-speed automatic transmission for this year. Also, back after a
17-year absence was fuel injection this time an electronic throttle
body system known as "Cross-Fire Injection." The injection system
boosted output of the L81 350 to 200 horsepower with much better
drivability.
Also offered during '82 was the "Collector Edition" Corvette that
featured silver-beige paint, special graphics, multivaned wheels,
bronze-colored glass roof panels and a rear glass window that opened
hydraulically for easier storage access.
With sales down to 25,407 units for the '82 model year, it was obvious
the "Mako Shark" 'Vettes had exhausted their welcome finally.
C4:
Scientific Corvettes (1984-1996)
1984
Hey, what happened to 1983? What happened was that the change from the
previous-generation Corvette to the new one was so radical that it took a while
to get the Bowling Green plant up and running. So while 43 preproduction "1983"
C4 Corvettes were built, none of these was ever sold to the general public and
only one of them survives today. Instead, in March of '83, Chevrolet began
selling the
1984 Corvette and it was the most dramatically
different Corvette since the '63 Sting Ray.
This new machine rode on a 96.2-inch wheelbase, used simply gorgeous
cast aluminum suspension components and featured a larger interior with fully
digital instrumentation that looked as if it had been ripped off a
Star Trek movie set. One of the particularly cheesy and
unconvincing Star Trek movie sets.
Gone were the old coupe's T-tops in favor of a single fiberglass section
that could be removed using a wrench, but many of the C3 styling themes
continued, though more conservatively expressed. The hideaway headlights were
now single square units on rotating mounts and the hood itself was a giant
clamshell piece that made access to the engine easy, but appalled insurance
companies who had to cover its enormous replacement cost.
Everything mechanical about the C4 Corvette was significantly better
than before. The new suspension system used composite transverse leaf springs
both fore and aft, the steering was by rack-and-pinion for the first time, the
brakes were oversized discs, the frame itself featured a large aluminum
C-section beam that made for a stiffer structure and the tires were enormous
(for the time) Goodyear P255/50VR16 unidirectional "Gatorbacks" on 16-inch
wheels. About the only thing that carried over was the small-block 350 V8, again
equipped with Cross-Fire throttle body fuel injection and now rated at 205
horsepower.
At the beginning of the 1984 model run, the only transmission available
was the 700R4 four-speed automatic, but by January of 1984 a new Doug Nash "4+3"
manual transmission was offered which featured an electronically engaged
overdrive on the top three gears. Although intriguing, it was a balky and
completely crummy excuse for a transmission.
The major criticisms of the '84 Corvette were its incredibly stiff ride,
particularly when equipped with the Z51 performance suspension package, the
still lackluster engine and the obnoxious dash graphics. Despite that, however,
the '84 Corvette quickly established itself as the dominant car in showroom
stock racing and Chevrolet sold a stunning 53,877 of them during the extended
model year.
1985
Messing with success where needed, the Corvette was treated to the new
Tuned Port Injected (TPI) version of the 350-cubic-inch (now more commonly
referred to as a 5.7-liter) small-block for
1985. This vastly more
efficient induction system bumped output of the V8 to 230 horsepower with a
thick and friendly torque curve. The better "L98" engine was combined with a
retuned, more comfortable suspension to produce a significantly better Corvette
than the previous year.
1986
A convertible returned to the Corvette lineup for
1986 and a bright
yellow version was used to pace that year's Indianapolis 500 the second time a
Corvette had had the honor. Another significant advance was the fitment of Bosch
antilock brakes for the first time, making for a safer everyday machine. Every
Corvette coupe also got a third brake light over its rear hatch, while the
convertible's was integrated into the rear fascia. Chevy sold 27,794 '86
Corvette coupes and 7,315 convertibles.
1987
The fitment of hydraulic roller lifters to the L98's valve train boosted
its output to 240 horsepower for
1987, but the car was
virtually unchanged otherwise. Two interesting additions to the options list
were a new Z-52 suspension system for higher performance without the complete
sacrifice of comfort and new electronic tire-pressure monitors.
1988
New 17-inch wheels inside P275/40ZR17 tires were added to the
1988 Corvette options
list while new aluminum cylinder heads and a revised camshaft boosted
the L98 to 245 horsepower with even better torque characteristics. This
was also the last year Chevy would foist the dreadful 4+3 transmission
off as the shift-it-yourself choice. A 35th anniversary model, done in a
white-on-white scheme, marked this milestone.
1989
The new manual transmission for
1989 was a ZF
six-speed that was a joy to shift as long as you didn't mind using some muscle.
And as long as you didn't resent the "skip shift" feature that forced a shift
from first to fourth gear under part throttle conditions to improve fuel
economy. Other changes to the lineup included a new FX3 selective ride control
system for the Z51-equipped coupes and a new optional fiberglass hardtop for the
convertible. Every enthusiast knew, however, that much bigger, much brawnier
news was coming to the Corvette for 1990.
1990
That big news was, of course, the
1990 Corvette ZR-1
coupe (the ZR-1 was never available as a convertible). Nicknamed "King of the
Hill," the ZR-1 was built around the Lotus-designed, Mercury Marine-built,
all-aluminum, 5.7-liter, DOHC, 32-valve LT5 V8 making an astounding 375
horsepower. That is, it made 375 horsepower when an in-dash key was set in
"full-power" mode and not in the "valet" mode when it was limited to just 250
horsepower. The only transmission available in the ZR-1 was the ZF six-speed and
inside its swollen rear fenders were humongous P315/35ZR17 tires on suitably
wide wheels.
The widened rear fenders on the ZR-1 were capped by a new rear fascia
distinguished by squared-off taillights and convex (as opposed to the usually
concave) rear fascia.
In testing a preproduction ZR-1, Motor Trend concluded that "With
a top speed in the neighborhood of 175 mph, a 0-to-60-mph time of 4.71 seconds
and 13.13-second/110.0-mph quarter-mile, no one's going to accuse the DOHC 'Vette
of being limp-wristed." They were right, no one dared call the
limited-production ZR-1 limp-wristed, but it was criticized for its incredible
$58,995 price nearly twice that of a regular L98-powered Corvette.
All the '90 Corvettes got a new dashboard with a vastly improved mixture
of analog and digital instrumentation, better ventilation, better sound systems
and an airbag for the driver. Otherwise, the Corvette was very much status quo.
1991
Restyling came to the Corvette for
1991 with a slicker
front end incorporating wraparound foglights, a new rear fascia
reminiscent of the ZR-1's that incorporated the third brake light (the
latter would remain on the hatch of the ZR-1) and new wheels. Everything
else was pretty much a carryover, though the price of the ZR-1 had now
ballooned to $64,138 the first GM automobile to carry a price beyond
$60,000.
1992
For
1992, the L98 was
dumped in favor of the new next-generation small-block V8, the LT1 (no hyphen,
unlike the '70 version with the similar name). The LT1 was rated at 300
horsepower thanks to significant revisions to the cylinder heads, accessory
drives, cooling system and fuel injection. But despite that healthy increase in
output, it was also an even more engaging driving companion than the L98. Along
with the LT1 came traction control (Acceleration Slip Regulation ASR in
GMspeak) whose best feature was that it could be turned off.
On July 2, 1992, the millionth Corvette, a white '92 convertible, was
built. No other sports car has even come close to that.
1993
A special 40th anniversary package, consisting mostly of badges and
special Ruby Red paint, was offered for
1993 on both LT1 and
ZR-1 Corvettes. Otherwise, the most notable change for the year was refinement
of the LT5 engine in the ZR-1 that boosted its horsepower from 375 to an epic
405 in real-world terms (accounting for the difference between the old SAE
gross and current SAE net rating methods), the most powerful production Corvette
up to that time. Other changes were minimal.
1994
An airbag was added for passengers in the
1994 Corvettes while the cockpit's trim and steering
wheel were refined. The LT1 was treated to sequential fuel injection that
improved drivability and simplified emissions control but didn't increase total
power output. The ZR-1 got new five-spoke wheels, but that's about it.
1995
New side gills distinguished the
1995 Corvette from
previous editions, but other changes were much more subtle and included improved
brakes, revised springs, de Carbon gas-charged shocks and a quieter-running
engine fan. And for the third time, a Corvette (this time a convertible) paced
the Indy 500.
It was also the last year for the ZR-1. "When the LT5's throttle body
opens into the 16 tuned intake runners (assuming the power key is twisted to
'full')," Motor Trend's intrepid scribe wrote in its last ZR-1 test, "it
humps. Beyond hazing the P315/35ZR17 Goodyear Eagle GS-Cs under the car's
trademark swollen flanks when accelerating, it bursts down the quarter-mile in
13.05 seconds at over 117 mph. Getting to 60 from rest takes only 4.9 seconds,
and getting from 60 to 100 takes only 4.8 more. The midrange power is even
better than the Ferrari F355's.
"The engine is sophisticated, but the sound of it and the transmission
could only be more involving if the driver sat in the crankcase. The ZR-1's
mechanical character thrills in an era when so many cars isolate their
occupants. Like all current Corvettes, the handling limits are high, but the
ZR-1's larger tires mean that once those limits have been exceeded that it's
even tougher to rein in. And, like all current Corvettes, the cockpit is a
challenge to enter and cramped once inside."
1996
For
1996, Chevy followed
up the ZR-1 with two unique editions that would mark the end of C4 production.
The first was a "Collector's Edition" available on coupes and convertibles that
consisted mostly of special emblems, five-spoke wheels and Sebring Silver paint.
Far more intriguing was the Grand Sport which swiped its name and
blue-with-white-stripe paint job from an early-'60s racing Corvette and featured
an amplified version of the LT1 small-block called the "LT4" that made a healthy
330 horsepower. A debate still rages on whether the ZR-1 or Grand Sport best
expressed the essence and potential of the C4 Corvette.
What was obvious, however, was that it was time for a new Corvette.
C5: World Beater
(1997-2004)
1997
The fifth-generation Corvette was the most wholly new Corvette since
the '53. Not even the engine carried over from the C4, and the entire concept of
how the car was built changed.
Unlike every previous Corvette that bolted its transmission directly
behind the engine, the
1997 version split the
transmission off and placed it in the back of the car between the rear wheels
where its weight could be used to offset that of the engine in the front. This
transaxle arrangement had been used before on cars like the Porsche 928, but it
was a radical departure for the Corvette. The suspension itself still used
aluminum links and transverse leaf springs, but the wheels and tires were now
18-inchers in the back and 17s up front and there was no provision for a spare
tire since all tires would be of run-flat design.
The new frame used large, hydroformed rails and a thick backbone for
extra strength, while relying on engineered wood products to make up part of the
floor. The hatchback coupe body (the only body offered during '97) again evoked
styling themes established in the previous two generations of Corvettes, though
with reduced front and rear overhangs as the wheels moved out toward the corners
of the car. Also, the clamshell hood was gone in favor of a less expensive
conventional hood.
The C5's engine was also completely new and unrelated to any previous
Corvette V8. While still displacing a nominal 5.7 liters and using a single
in-block camshaft to drive the two valves per cylinder via pushrods like the old
small block, the C5's "Gen III" "LS-1" was an all-new, all-aluminum design using
all the latest production techniques. And its output was a satisfying 345
horsepower. The rear-mounted transmissions were either a version of the
Borg-Warner T56 six-speed manual or Chevy's own 4L60-E four-speed automatic in a
new case for this application.
With so much power in such a capable chassis, the C5 Corvette was an
instant sensation. "As if anyone doesn't know it already, the new Corvette is
unfathomably good," wrote Motor Trend in one early comparison test.
"Despite being the least expensive car gathered for the Decathlon, its
4.8-second clocking to 60 mph is as quick as the most expensive car's and
matches that Ferrari's quarter-mile elapsed time as well. On top of that, it's
roomy, easy to get in and out of and forgiving of almost any boneheaded input
from the driver. In its 45 years history, the Corvette has never before been so
excellent in so many ways relative to its competition. It's a colossal
achievement."
1998
Wisely not messing with something so fundamentally wonderful, Chevy
merely expanded the C5 Corvette range for
1998 by adding a
convertible model. And for the first time since '62, this convertible included a
trunk that was accessible from outside the car. Magnesium wheels were also
offered as an option this year for those seeking the ultimate in unsprung weight
savings. Again, a Corvette convertible paced the Indianapolis 500 and, again,
Chevrolet offered replicas to the public this time in bluish purple.
1999
A fixed roof coupe, lighter in weight than either the hatchback coupe or
convertible, was added to the
1999 Corvette lineup.
The intent behind the fixed roof coupe was hinted at by the fact that it could
only be had with the six-speed manual transmission. Otherwise the most
significant addition to the '99 Corvette options list was a surprisingly
effective head-up display unit that projected major information on the
windshield in front of the driver.
2000
Gone from the
2000 Corvette was the
passenger-side door lock cylinder as Chevy concluded that the keyless entry
system made it unnecessary. Otherwise, all that was left to be excited about
were two new exterior colors (Millennium Yellow and Dark Bowling Green
Metallic), a new interior color (Torch Red) and new five-spoke forged aluminum
wheels.
2001
The real reason for the fixed roof coupe became obvious with the
2001 model year as
Chevrolet brought forth the ferocious Z06 Corvette that year. Running a revised
high-compression, low-reciprocating-weight version of the LS1 dubbed the LS6,
the Z06 went into battle with 385 horsepower, shooting its exhaust out a
titanium system. The Z06 also got a special FE4 suspension system that was
stiffer and had thicker anti-sway bars than other C5s, special lightweight
wheels and bigger, lighter, more aggressive Goodyear tires that weren't run-flat
in design. In just about every way, the Z06 either matched or exceeded the
vaunted ZR-1's performance and did so for far less money.
Regular C5 owners weren't completely overlooked during 2001, however,
with the LS1 seeing its output increase from 345 to 350 horsepower. It was also
an even more flexible and torque-rich engine.
2002
As good as the '01 ZO6 was, the
2002 ZO6 was even
better, as output of the LS6 jumped to an astounding 405 horsepower matching
the highest output of the ZR-1. Furthermore, the Z06's suspension was retuned to
perform even better than before. On the LS1-powered side of the Corvette
equation, there were revisions to the sound systems and a new Electron Blue
paint color.
2003
Chevrolet acknowledged the 50th anniversary of the Corvette for
2003 with, naturally,
a 50th Anniversary Edition Corvette. Available either as an LS1-powered
hatchback coupe or convertible, the 50th Anniversary car got special deep red
paint, a new Magnetic Selective Ride Control system and a bunch of logos. Of
course, it was also used to pace the '03 edition of the Indianapolis 500. Other
Corvettes got more standard equipment, including a power passenger seat and
dual-zone climate control system. The Z06 was basically unchanged.
2004
The C5 entered the
2004 model year with
everyone fully aware that this would be the last year for this beloved
Corvette. There were commemorative editions of all three models, with
the Z06 featuring a carbon-fiber hood and revised shock valving. If
there was ever a car that didn't seem to need changes, this was it.
C6: More
power and style for less money (2005-Present)
2005 
2006 
2007
2008 
2009 
2010
Rather than start over with a clean slate, Chevrolet's engineers
decided to take the best aspects of the C5 and build on them. The idea was to
create a car that does more things well than performance cars costing two or
three times the price. The chief goal for the new Corvette was to improve its
refinement and performance while addressing every notable imperfection of the
previous generation. At first glance, the
2005 Corvette appears to be little more than a
styling refresh; dig deeper, though, and one quickly realizes that the C6 is
much more. Exposed headlamps, not seen on a Corvette since 1962, combine with a
lean grille to create a distinctive "face." Addressing complaints of the C5's
big rear end, the backside was slimmed down so as not to appear as
disproportionate as before. In profile, the sharply cut lines that trail away
from the side vents look as if borrowed from the Dodge Viper, yet the overall
look still says Corvette even more so than the C5.
For the first time since 1968, an engine with 350 cubic inches (5.7
liters) of displacement is not offered under the Corvette's hood as the C6 uses
a new 6.0-liter "LS2" V8 as its sole power plant. Output is an astounding 400 hp
and 400 lb-ft of torque providing performance on par with the world's best from
Italy and Germany. According to Chevrolet, the Corvette rushes from zero to 60
mph in an adrenaline-pumping 4.2 seconds continuing on to a top speed of 186
mph. The standard six-speed manual received serious upgrades, and the clutch is
smoother and lighter with a shift feel that is precise and satisfying in its
snick-snick shift quality.
Three suspension setups are available, and it's important to note that
not one single suspension part was carried over from the C5. The standard setup
provides a comfortable and controlled ride, along with the kind of precise
handling you would expect. The optional F55 Magnetic Selective Ride Control
suspension adjusts the shock damping rates instantly in response to changing
conditions. The result is an even more comfortable ride than the base
suspension, yet better control during aggressive maneuvers. The Z51 package is
the closest thing to "Z06-like" performance at least this year, that is. This
package includes more aggressive dampers and springs, larger stabilizer bars,
shorter transmission gearing and larger cross-drilled brake rotors. Even in Z51
form, the 'Vette would make a perfectly acceptable daily driver. Regardless of
suspension setup, the chassis manages to be both highly capable and forgiving.
In the cockpit, everything from materials quality to overall ergonomics
is vastly improved. The seats provide great support and comfort while plenty of
headroom gives the cockpit an open and airy feel. The straightforward climate
control setup is light-years ahead of anything else in the Corvette's segment.
Only the mostly hidden button clusters that flank the gauges mar the superb
layout. The standard removable top is now easy to remove and install, and can be
handled by one person. Gone are the days of erector-set tools and ill-fitting
connectors. Even the top storage brackets in the rear hatch were carefully
engineered to keep a firm and quiet grasp of the stowed top.
With the C6, Chevrolet's engineers outdid themselves; the newest
Corvette's handling is spot-on, the powertrain is smooth and scary-fast, the
look is classy and the ergonomics top-notch. Making this all the more impressive
is that the C6's base price is actually less than the outgoing 'Vette's.