Author: David Harned

By 1976, the United States economy was on the mend from the 1973–1975 global economic recession.  The recession, which had been caused in part by the 1973 oil crisis, had caused gas prices to soar which, in turn, had made automotive manufacturers begin re-evaluating the types of vehicles they were manufacturing.

It had led to the end of the big-block engine era for Chevrolet, and had further influenced the decision being made by automotive manufacturers everywhere to increase fuel economy at all costs – even if it meant a loss in horsepower as a result.  However bad the prognosis had looked just a year earlier, 1976 had seen President Jimmy Carter come into office and with him, an eventual economic stimulus package that would re-strengthen a diminished economy.

Despite the economic hardships felt around the world, the 1976 Stingray had arrived on the heels of one of Corvette’s most successful sales years ever.  The commercial success of the 1975 Corvette coupe (but not the convertible) had strengthened Chevrolet’s resolve to do away with the roadster option and focus solely on producing the best edition of their popular sports car possible.  It was a gamble that would prove to pay off.

Pricing: $7,604.85 (Coupe)

Engine: 350ci, 180HP Engine (standard) 350ci, 210HP Engine

Transmission: 4-speed manual (standard), 4-speed manual (close ratio), 3-speed Turbo Hydra-Matic automatic (optional)

Top speed:

Units Produced: 46,558

Available Colors: Classic White, Silver, Bright Blue, Dark Green, Mahogany, Bright Yellow, Buckskin, Dark Brown, Orange Flame, Red

Highlights of the year:

Stylistically, the 1976 Corvette was the best looking of the C3 Corvettes to date.  While the changes to the exterior were minor, they were significant from an aesthetics standpoint.

To start, the air-extractor vents were removed from the rear deck.   These vents, which had been part of the C3 Corvette since 1968 (they served as the exhaust mechanism for Corvette’s Astro-Ventilation system,) were eliminated along with the ventilation system itself.

Similarly, the 1976 Corvette’s hood no longer featured a cowl flap.  The former hood’s cowl flap had become the center of consumer complaints which stated that the assembly whistled loudly during vehicle operation. In place of the cowl flap, a simpler system was developed that rammed in airflow through a duct that ran forward over the radiator support to pick up some of the outside air that fed the radiator.

Perhaps the most notable change for 1976 was the re-introduction of the aluminum wheels that had first been introduced in 1973. Listed as option RPO YJ8, the set of four aluminum wheels (the 1973 option had actually included a fifth full size wheel as a spare) sold at an additional cost of $299.00 for the set, and included a conventional steel spare wheel/tire assembly. The wheels were manufactured by Kelsey Hayes in Mexico and could be identified by the source and build location information etched on their inside surface.

The interiors of the 1976 Corvette were largely unchanged from the previous year with one, notable exception. The interior now featured a four-spoke, “sport” steering wheel, though it was an option not well received by Corvette enthusiasts due mostly to the fact that the new steering wheel was the same as those being installed on the subcompact Chevy Vega GT, along with a number of other Chevrolet models that year.

While the catalytic converter of the corvette was a concern to some engineers, it was actually a benefit to others.  As a result of the catalytic converter being installed, the horsepower rating of the 1976 Corvette actually increased slightly.

Elsewhere, there were other mechanical revisions to the C3 that also helped improve performance, helped reduce weight, and further helped the horsepower boost experienced on the 1976 Corvette.

Power steering and power brakes became standard on all 1976 Corvettes midway through production (though 173 early-production Corvettes hit the streets without power steering).  Chevrolet introduced a lighter (by approximately 13 pounds) Delco Freedom battery as standard piece of equipment.

Unfortunately for consumers, Corvette’s price had risen again for 1976.  It had increased over the previous model years because of the sharp inflation that had plagued consumers since the start of the global energy crisis in 1973.  In 1976, consumers could purchase a base coupe (without any options) for $7,604.85.  However, if the car were purchased with a full complement of options (as many were), it was possible to spend more than 10 grand (including ancillary charges) for the first time in Corvette’s history.

Still, although the price of the Corvette was at an all-time high, the new Corvette was still in high demand, as reflected in the fact that Chevrolet sold 46,558 units that year, breaking the previous sales record set in 1969.

Photos of the 1976 Corvette:

Sources:

https://www.corvsport.com/1976-c3-corvette/s
https://www.corvsport.com/1976-c3-corvette-image-gallery/

 

The 1975 Chevy Corvette, along with the automotive industry as a whole, would experience a significant transformation at the onset of the new model year.  Because of serious health issues and environmental contamination associated with the use of lead fuel, it was determined that the automotive industry would – and should – phase it out.

Tetraethyllead (also known as TTL, or simply “lead”) was introduced in the 1920s as an additive to prevent fuel from auto-igniting in high compression, internal combustion engines.  While the lead additives allowed engine designers to produce more powerful, higher compression engines, it also produced a dangerous neurotoxin through exhaust emissions, which resulted in many cases of acute, and widespread lead poisoning, especially in children. Additionally, the lead component was destructive to catalytic converters, which were to become a Federally mandated requirement to aid in the control of damaging exhaust emissions.

For Chevrolet in general and the Corvette in particular, the 1975 model year marked a turning point in the car’s history.  Zora Arkus-Duntov, who had been instrumental in breathing life into the Corvette, retired on January 1, 1975, after 21 years and 7 months with General Motors

Pricing: $6,810.10 (Coupe), $6,550.10 (Convertible)

Engine: 350ci – 165HP Engine (standard), 350ci – 250HP Engine

Transmission: 4-speed manual (standard), 4-speed manual (close ratio), 3-speed Turbo Hydra-Matic automatic (optional)

Top speed: 

Units Produced: 38,465

Available Colors: Classic White, Silver, Bright Blue, Steel Blue, Bright Green, Bright Yellow, Medium Saddle, Orange Flame, Dark Red, Mille Miglia Red

Highlights of the year:

The 1975 Corvette look was almost identical physically to the 1974 model.  The one notable change to the car’s exterior design was the introduction of a pair of front and rear bumper pads.  These pads were integrated into the soft front and rear bumpers with the intent of providing the Corvette with additional protection in parking lots (and similar environments where the car might make contact with a curb, or even another vehicle.)

Beyond the introduction of these parking pads, the structure of both the front and rear bumpers were modified slightly as well.  The front bumper now featured an inner honeycomb core which offered added rigidity.  The rear bumper received inner shock absorbers to reduce damage in the event of an impact condition.

A significant milestone that was also represented in the 1975 model year had nothing to do with what the Corvette introduced as a new option, but rather what it was about to eliminate as a production option for nearly the next decade.

The 1975 Corvette would be the last of the third-generation Corvettes to be offered as both a coupe and a convertible. Because convertible volumes had continued to diminish year after year, Chevrolet had already considered eliminating the option, but when the government threatened to enact legislation that would have effectively banned fully open cars in the United States after the 1975 model year, it sealed the deal. The decision was made to discontinue production of a Corvette convertible and the last C3 Corvette convertible rolled off the assembly line in late July 1975.

Just as there were few changes to its appearance, there were equally few changes to the car’s mechanical and structural makeup. However, 1975 was a significant year, not only for Corvette but many production automobiles as it was the year that the catalytic converter was formally introduced and adopted by manufacturers across the United States.

As a result of the introduction of the catalytic converter, the 1975 Corvette was also the first model not to feature dual exhaust. Instead, the exhaust left both manifolds via a Y-pipe, passed through the catalytic converter, and then split again to a pair of muffler/tailpipe assemblies

Lastly, the 1975 Corvette was the final model year to feature the Astro Ventilation system which had been introduced as part of the third-generation Corvette in 1968.

Despite these minimal changes to the car, the 1975 Corvette’s sales numbers continued to rise over the previous model year.

In total, 38,465 Corvettes were sold that year, which was within 300 units of the 1969 model year, which was still – to that point in time – the best production year ever for Corvette.

Photos of the 1975 Corvette:

 

Sources:

https://www.corvsport.com/1975-c3-corvette/
https://www.corvsport.com/1975-c3-corvette-image-gallery/
https://wallup.net/1975-chevrolet-corvette-c3-muscle-cars-classic-6/

 

 

 

 

Pricing: $6,001.50 (Coupe), $5,765.50 (Convertible)

Engine options: 350ci – 195HP Engine (standard), 350ci – 250HP Engine, 454ci – 270HP Engine

Transmission: 4-speed manual (standard), 4-speed manual (optional), 3-speed Turbo Hydra-Matic automatic (optional)

Top speed: 125mph

Units Produced: 37,502

Available Colors: Classic White, Silver Mist, Corvette Gray, Corvette Medium Blue, Dark Green, Bright Yellow, Dark Brown, Medium Red, Mille Miglia Red, Corvette Orange

Highlights of the year:

Cosmetically, the 1974 Corvette received a new body-color rear-end treatment that was made to comply with a new, Federally imposed five-mile-per-hour impact standard. Sheathed in urethane like the 1973‘s front-bumper revision, the skin actually covered an aluminum impact bar that was mounted to the Corvette’s chassis by two telescopic brackets.

Turning to the interior, the 1974 Corvette received only minor enhancements.  Perhaps the most notable improvement over the previous models was that the 1974 Coupe now featured an integrated shoulder belt/lap belt assembly for the first time.  Shoulder belts remained optional in the convertible models, and if they were so equipped, continued to be a separate assembly from the lap belts.  The locking mechanisms in the shoulder restraints also changed design from a pull-rate type (which would catch based on the amount of force applied to the belt) to a swinging-weight type that was activated by the car’s deceleration.

Mechanically, a handful of improvements were made to the car.  The standard RPO ZQ3 engine’s output increased slightly from the previous model year to 195 horsepower.

The market’s growing preference for performance automatic transmissions resulted in a more durable Turbo Hydra-Matic.  Designated by RPO M40, the transmission was a no-cost upgrade to consumers and was installed in nearly two-thirds of all the Corvettes built that year.

The radiator was redesigned for more efficient cooling at low speeds.  The power steering pump was made more durable via the use of magnets, which were installed to attract (and capture) debris in the power steering fluid.

Given the performance constraints placed before it by Federal Emission Regulations, oil embargos, and a struggling economy, the 1974 Corvette still presented drivers with a respectable level of acceleration and performance.

When equipped with the 250 brake horsepower L82 engine, the ’74 Corvette could accelerate from 0 to 60 miles per hour in approximately 7.5 seconds and reach a top speed of 125 miles per hour while still averaging about 14-15 miles per gallon.  Moreover, what it lacked in outright performance it made up for in luxury.

The 1974 Corvette would become widely recognized as a very refined, grand touring car with plenty of creature comforts.  The 1974 Corvette defined industry standards by having a near-record sales year.  In total, 37,502 Corvettes were sold – 32,028 coupes at a base price of $6,001.50, and a mere 5,474 convertibles at a base price of $5,765.50.

Photos of the 1974 Corvette:

  

 

Sources: 

https://www.corvsport.com/1974-c3-corvette/
https://www.corvsport.com/1974-c3-corvette-image-gallery/

Pricing: $5,561.50 (Coupe), $5,398.50 (Convertible)

Engine options: 350ci – 190HP Engine (standard), 350ci – 250HP Engine, 454ci – 275HP Engine

Transmission: 4-speed manual (standard), 4-speed manual (optional), 3-speed Turbo Hydra-Matic automatic (optional)

Top speed: 136mph

Units Produced: 30,464

Available Colors: Classic White, Silver, Medium Blue, Dark Blue, Blue-Green, Elkhart Green, Yellow, Metallic Yellow, Mille Miglia Red, Orange

Highlights of the year:

It is perhaps ironic then that the 1973 Corvette, which would celebrate the 20th anniversary of Corvette’s introduction by Harley Earl in 1953, would also be the first re-design of the C3 since its introduction in 1968

The changes to the 1973 Corvette, especially when compared to the earlier C3 models, was obvious. For 1973, the Corvette received a new nose treatment on both the coupe and convertible models. The nose was longer (by about two inches), slightly heavier (by about thirty-five pounds), and featured a steel bumper that was covered by deformable urethane plastic that was matched to the body color of the rest of the car.

Although this new nose was the first major appearance change since the introduction of the C3 in 1968, the design was more than just a cosmetic enhancement. To the contrary, the new nose was one of the first examples in engineering design where the styling was dictated by function

The rest of the front end saw other modifications to their earlier design as well.  The 1973 Corvette front fender molds were made to incorporate a simple, recessed air vent design on each side of the car in lieu of the separate cast vent grilles that had been seen on the 1970–1972 models

Still, another performance enhancement that was included (though not Federally mandated) was the introduction of standard radial-ply tires.  By using radial-ply tires, engineers were able to achieve longer tread wear, better wet-weather grip, and added stability when operating the Corvette at speed.  At the same time, there was a tradeoff for using radial-ply tires.  For one, the new Corvette demonstrated longer stopping distances despite the fact that the 1973 Corvette’s braking system went unchanged from the previous year.  Additionally, the new radial-ply tires had lower lateral-G figures on the skidpad and were rated to operate a maximum speed of just 120 miles per hour.

While concerns about engine noise were certainly addressed, concerns about engine performance continued to linger.  For the 1973 model year, federal regulations again emasculated the performance capabilities of every Corvette engine, including the optional upgrades.  For the first time since 1956, Chevrolet did not offer a mechanical-lifter engine in the Corvette line.  Instead, a choice of three hydraulic lifted units were available.

During its first six years of development, the C3 Corvette had been transformed from the apogee of high performance represented by the ZL-1 in 1968 to a vehicle more recognized for its higher level of luxury, as portrayed in the 1973 model.  While these extremes made many enthusiasts and critics alike begin to debate what kind of car the Corvette should be, it was this same debate that had fueled the continuation of the Corvette since its introduction in 1953.

Photos of the 1973 Corvette:

 

Sources:

https://www.corvsport.com/1973-c3-corvette-image-gallery/
https://www.corvsport.com/1973-c3-corvette-image-gallery/

 

 

Although its arrival was anticipated by consumers and critics alike, there were virtually no physical or mechanical changes made to the 1972 Corvette from the previous year.  In fact, the most dramatic “changes” made to the current model year involved items that were no longer available to prospective owners when ordering a new Corvette.

Pricing: $5,533.00 (Coupe), $5,296.00 (Convertible)

Engine options: 350ci – 200HP Engine (standard), 350ci – 255HP Engine, 454ci – 270HP Engine (n/a in California)

Transmission: 4-speed manual (standard), 4-speed manual (optional), 3-speed Turbo Hydra-Matic automatic (optional)

Top speed: 

Units Produced: 27,004

Available Colors: Sunflower Yellow, Pewter Silver, Bryar Blue, Elkhart Green, Classic White, Mille Maglia Red, Targa Blue, Ontario Orange, Steel Cities Gray, War Bonnet Yellow

Highlights of the year:

Previously, consumers looking to purchase a Corvette had had the option of including the 454 cubic inch big block LS-6 either on its own or as part of RPO ZR2, but because of incredibly poor sales numbers the previous year (only 188 Corvettes with the LS6 engine and a meager 12 Corvettes equipped with RPO ZR2 were sold), GM felt that the eradication of the engine was a necessity.  To that end, only three engines were listed for the Corvette in 1972, which made it the smallest selection since the 1956 model.

All of the engines offered in 1972 suffered a loss in power because of the mandatory inclusion of emissions-lowering tuning that year.  Furthermore, as was becoming common amongst all automotive manufacturers, GM was now measuring engine outputs in the new SAE “net” measure for the 1972 model year.  The choice to use the net numbers instead of the “gross” horsepower measurements was the result of power losses caused by mandatory equipment such as the water pump, alternator, power steering pump, mufflers, and air cleaner.  While the ratings were universally lower, they were also more realistic.

The base engine, designated ZQ-3, was rated at a conservative 200 brake horsepower.  The LT-1 was rated at 255 horsepower and the LS-5 was rated only slightly higher at 270 horsepower.

Beyond the realignment of GM’s engine program, there were virtually no other notable changes made to the 1972 Corvette with the following exceptions: For 1972, the fiber-optic light monitoring system was dropped and an all-new center console was designed to take its place.

Additionally, Chevrolet standardized the horn-honking burglar alarm, which was now included on every new model.  The alarm system could be armed and disarmed via a lock cylinder at the rear of the car

While there were virtually no appearance changes to the 1972 Corvette, the model year did mark the “end of an era” for the third-generation Corvette.  It would be the last model year to feature both front and rear chrome bumpers, a bright egg-crate grill, side-fender grills (later models do have functional vents and some have vent trim), and a removable rear-window (this last had been a standard feature from 1968-1972.

Photos of the 1972 Corvette:

 

Sources:

https://www.corvsport.com/1972-c3-corvette/
https://www.corvsport.com/1972-c3-corvette-image-gallery/

The 1971 Chevy Corvette remains one of the least changed models in design (when compared to the preceding model year) in the Corvette’s entire production history.

The United Auto Workers (UAW) labor dispute that occurred in May 1969, which had caused the 1969 model year to run over by two months,  had also shorted production of the 1970 Corvette by over four months.

Because of this, it was decided by Chevrolet management that they should treat the 1971 model year as an extension of the 1970 line, which meant that the Corvette – for better or worse – would remain essentially unaltered between the two model years

Pricing: $5,496.00 (Coupe), $5,259.00 (Convertible)

Engine options: 350cim – 270HP Engine (standard), 350ci – 330HP Engine, 454ci – 365HP Engine, 454ci – 425HP Engine

Transmission: 3-speed manual (standard), 4-speed manual (optional), 3-speed Turbo Hydra-Matic automatic (optional)

Top speed: 152mph

Units Produced: 21,801

Available Colors: Nevada Silver, Sunflower Yellow, Classic White, Mille Miglia Red, Mulsanne Blue, Bridgehampton Blue, Brands Hatch Green, Ontario Orange, Steel Cities Gray, War Bonnet Yellow

Highlights of the year: 

The 1971 Corvette’s arrival also came in conjunction with a flurry of new federal regulations that forced manufacturers to reassess the types of cars they were producing.

In addition to the Federally-sanctioned mandates on reducing exhaust emission outputs, Edward Cole (who was now president of General Motors) had decreed that all 1971 GM cars would be capable of running on fuel with a Research Octane Number (RON) no higher than 91 Octane

According to Cole’s calculations, this octane rating was low enough for the fuel companies to begin marketing the lead-free regular gasoline needed to avoid fouling catalytic “reactors” (known as converters today) that were going to be required automobile engines.  This reduction in fuel octane rating would translate into a reduction in engine compression (now just 8.5:1) and horsepower (a mere 270 bhp in the stock 350 engine.)

Somewhat surprisingly, these sanctioned emissions and fuel requirement changes didn’t only impact Corvette’s base engine. To the contrary, a notable reduction in compression – and power – was seen on almost all of the engines offered in the 1971 Corvette.  The solid lifter, small block LT1 engine, which had boasted 370 horsepower in 1969, was now rated at a more modest 330 horsepower with a 9.0:1 compression ratio.  The big-block engines also received the same treatment.  The LS5 454 cubic inch big-block came equipped with 365 horsepower at 4800 rpm, and a new aluminum-head big-block engine identified as the LS6 was rated at 425 horsepower at 5600 rpm.  Given the output numbers of these engines, there were few who would argue that the 1971 Corvette was weak, although most would agree that it was a far cry from the Corvettes that emerged in the unregulated era of muscle car performance.

According to Cole’s calculations, this octane rating was low enough for the fuel companies to begin marketing the lead-free regular gasoline needed to avoid fouling catalytic “reactors” (known as converters today) that were going to be required automobile engines.  This reduction in fuel octane rating would translate into a reduction in engine compression (now just 8.5:1) and horsepower (a mere 270 bhp in the stock 350 engine.)

Somewhat surprisingly, these sanctioned emissions and fuel requirement changes didn’t only impact Corvette’s base engine.  To the contrary, a notable reduction in compression – and power – was seen on almost all of the engines offered in the 1971 Corvette.  The solid lifter, small block LT1 engine, which had boasted 370 horsepower in 1969, was now rated at a more modest 330 horsepower with a 9.0:1 compression ratio.  The big-block engines also received the same treatment.  The LS5 454 cubic inch big-block came equipped with 365 horsepower at 4800 rpm, and a new aluminum-head big-block engine identified as the LS6 was rated at 425 horsepower at 5600 rpm.  Given the output numbers of these engines, there were few who would argue that the 1971 Corvette was weak, although most would agree that it was a far cry from the Corvettes that emerged in the unregulated era of muscle car performance.

Because of Cole’s far-reaching directive, Chevrolet engineers had only a matter of weeks rather than months to adjust all of their engines – and not just those for the Corvette.  Because of this, very few changes were made to the 1971 Corvette – other than those made to the engines.

With production now recovered from the UAW strike, sales of the 1971 Corvette improved, resulting in a total of 21,801 Corvettes sold for that model year, with the coupe taking a 2 to 1 sales lead over the convertible – a result which many believed was the result of the C3’s introduction of T-tops in 1969.  Prior to that point, Corvette convertibles had actually dominated sales, but starting in 1969, more coupes than convertibles were sold with each model year that passed.

In 1971, the result was total coupes to just 7,121 convertibles – a fact that GM would take under serious consideration in the years to come, and also a fact that would lead to a shocking, and some consider controversial decision for the 1976 model year.

Photos of the 1971 Corvette:

 

Sources:

https://www.corvsport.com/1971-c3-corvette/
https://www.corvsport.com/1971-c3-corvette-image-gallery/

The arrival of the 1970 Corvette happened somewhat later than was typical in the automotive manufacturing industry, due in part to the incredible sales backlog that had occurred during the 1969 model year and also due in part to the UAW (United Workers) strike, which delayed the new Corvette from reaching showrooms until February.  Along with the Camaro and the Pontiac Firebird, DeLorean believed that prolonging production of the earlier models into the winter of 1969-70 would help Chevrolet make up ground on an order backlog that had occurred in part because of the two-month automotive workers strike at GM plants early in 1969. It was because of this extension that the 1969 Corvette had set record sales numbers for the model year.

On November 7, 1969, Chevrolet manufactured its 250,000th Corvette since production of the sports car had begun on June 30, 1953.  Although technically the model should have been a 1970 Corvette, it was still recognized as a 1969 model because of the aforementioned production extension. Interestingly, the 1970 Corvette’s arrival would come at a time when, despite the Corvette’s incredible popularity, it was simultaneously falling under increasing scrutiny for its general lack of overall production value and build quality.

Pricing: $5,192.00 (Coupe), $4,849.00 (Convertible)

Engine options: 350ci – 300HP Engine (standard),  350ci – 370HP Engine, 454ci – 390HP Engine

Transmission: 3-speed manual (standard), 4-speed manual (optional), 3-speed Turbo Hydra-Matic automatic (optional)

Top speed: 144mph

Units produced: 17,316

Available colours: Classic White, Monza Red, Marlboro Maroon, Mulsanne Blue, Bridgehampton Blue, Donnybrooke Green, Daytona Yellow, Cortez Silver, Ontario Orange, Laguna Gray, Corvette Bronze

Highlights of the year:

The 1970 Corvette actually made its formal debut in late February and introduced the world to a number of small, but improved design styling touches.  These design changes, which had been introduced on a show car known simply as the Aero Coupe, had included many elements which suggested that the designers were looking to move away from Corvette’s current role as a pure sports car (the ZL-1 notwithstanding) and more towards the blended role of becoming a Luxury Sportscar.

The Aero Coupe had featured an egg-crate patterned grille, matching louvers along the fenders (which replaced the four gills of the 1968 and 1969 model years), and more deeply flared wheel house introduced to reduce the severity of the bodyside tuck-under, which had been discovered as being susceptible to stone damage.

Mechanically, there were many carryovers from the previous model year.  The small-block engine lineup remained the same at the two lower power ratings (300 horsepower and 350 horsepower respectively). However, GM did introduce a new solid-lifter, small block engine that they designated the LT-1.

Corvettes equipped with this engine received a special hood dome surrounded by striping and “LT-1” lettering.  While these markings were certainly a differentiator between which engine a particular Corvette was built with, it was also readily obvious to anyone who heard the unique rumble from the exhaust pipes and the tapping of its mechanical lifters that they were in the presence of an LT-1 engine.

The numbers that the LT-1 engine produced were impressive, and certainly consistent with the performance expectations that individuals like Zora Arkus-Duntov had for the Corvette.

The LT-1 equipped Corvettes could manage a quarter-mile run in just 14.2 seconds with a top speed of 102 miles per hour, indicating that GM’s published ratings of 370 BHP (brake horsepower) at 6,000rpm and 380lb/ft of torque at 4,000rpm were both on the conservative side.

Of course, many racers looking to utilize the performance and handling aspects of the Corvette were not going to invest their money into a small-block, despite the performance numbers it was capable of producing.

Serious racers knew that, if they were able to sort through the options presented to them, they should have been able to assemble a race car that would rival anything on the track.   While earlier Corvettes were capable of being equipped with such options as the ZL-1, (which featured a setup that included the 427 cubic inch L88 engine,) the 1970 offerings were a little harder to come by.

For the 1970 model year, Chevrolet introduced a big block 427 that was stroked out to a full 4.00 inches and 454 cubic inches.  It was the first time that the stroke had been increased since the engine had been introduced in its more conservative iteration – a 396 cubic-inch big block – in 1965.  While the arrival of the 454 was considered by some to be in response to Corvettes increasing presence on the racetrack, the truth is actually more intriguing.  The added cubic inches in the Corvette were actually the byproduct of Chevy’s need to expand the engine’s size to counterbalance the loss of performance in its regular passenger cars due to the mandatory reductions in exhaust emissions as required by state and federal laws.

Still, there was the question of how racers could build a serious track car by using the right combination of production codes.   The aforementioned L88 and ZL1 options were even offered for 1970 (though Chevy continued to sell Can-Am engines to bona fide race teams).  Instead, GM announced that it would be offering two big-block options: RPO LS5 and LS7.  The LS5 would come equipped with hydraulic lifters, 10.25:1 compression, a single, four-barrel carburetor, and was rated at 390 bhp (at 4,800 rpm) with a massive 500lbs/ft of torque.

The 1970 Corvette was one of the first cars during John DeLorean’s tenure as President of General Motors to fall prey to a new pricing plan that took advantage of the car’s unprecedented popularity.  DeLorean contested that since each year’s production quota was usually spoken for, and secured by concrete dealer and buyer orders (usually in as early as March or April), that it seemed reasonable that General Motors should actually increase the price of the Corvette more substantially than it had in the previous year – and that is exactly what happened.

The 1970 model year would mark the end for the big-block, high-power Corvettes as they had been known up to this point.  A number of factors played into this decision, including skyrocketing insurance rates and a large decline in the sale of sports cars, but the largest contributing factor was a decision made by GM President Ed Cole’s desire to eliminate low-volume options.  Further, he dictated that all engines would be required to be able to run on 91-octane fuel, a decision that was made because of the anticipation of the ever-tightening emission regulations that would govern future automotive production.

Photos of the 1970 Corvette:

Sources:

https://www.corvsport.com/1970-c3-corvette/

https://www.corvsport.com/1970-c3-corvette-image-gallery/

The 1969 Chevy Corvette arrived on the coattails of critics who had been anything but kind to the inaugural C3 Corvette just the year before. Although the overall tone of the critics was marginally more positive by the end of the 1968 model year, GM recognized that there was still a way to go to fully win over the same people who were so quick to tear the Corvette apart.
Still, critics had appreciated some of the design changes that had been made in the third-generation Corvette over the earlier C2’s, even though the second-generation Corvettes had been so well-loved and so widely received. For one, the 1968 Corvette had featured stiffer springs, and been fitted with wider wheels that had improved handling. For another, Chevrolet had made the right decision to replace the old Powerglide automatic transmission with the vastly superior Turbo Hydra-Matic.

Pricing: $4,781.00 (Coupe), $4,438.00 (Convertible)

Engine options: 350ci – 300HP Engine (standard),  350ci – 350HP Engine, 427ci – 390HP Engine, 427ci – 400HP Engine, 427ci – 430HP Engine, 427ci – 435HP Engine

Transmission: 3-speed manual (standard), 4-speed manual (optional), 3-speed Turbo Hydra-Matic automatic (optional)

Top speed: 126mph

Units produced: 38,762

Available colors: Tuxedo Black, Can-Am White, Monza Red, LeMans Blue, Riverside Gold, Fathom Green, Daytona Yellow, Cortez Silver, Burgundy, Monaco Orange

Highlights of the year:

The exterior alterations were mostly minor, with one obvious exception – the return of the Stingray designation (now one word instead of the former “Sting Ray” found on Second-Generation Corvettes) over the car’s front-fender louvers. The all-welded, 5-cross member, ladder-type, the steel-reinforced frame was “stiffened” in an effort to reduce body shake and vibration. The exterior door handles were changed from the conventional door grip with thumb button to a single-piece door lever that was depressed as the door was gripped during opening.

Like the 1968 Corvette before it, the 1969 Corvette also featured a number of standard body features – the most obvious being the same corrosion-proof fiberglass body that had been a trademark of the Corvette since Harley Earl envisioned used FRP (Fiber-Reinforced Plastic)/fiberglass on the 1953 prototype. It also featured steel-reinforced body sills, door hinge pillars, and lock pillars, plus lateral steel cross-member integrating front pillars.

The coupe also featured supporting members that enclosed the passenger compartment with protective steel framing. All of this structural steel was specifically laid out to ensure that the occupants of the Corvette were well protected, even when the drivers were “exposed”. The Corvette convertible added the additional amenity of a fold-down top that stowed away beneath a double-locking, spring-loaded cover panel

Beyond those referenced above, the 1969 Corvette featured an extensive array of additional safety features specifically designed to protect both the occupants of the car as well as the car itself. In the event that the Corvette were to be involved in a collision, engineers had equipped the new Sting Ray with an energy-absorbing steering column, seat and shoulder belt restraints, an energy-absorbing instrument panel, padded sun visors and a reduced-glare instrument panel for improved visibility during night driving. To protect the car when its occupants were absent, an anti-theft ignition system was installed featuring anti-theft steering and transmission locks, and an anti-theft ignition key warning buzzer that would sound whenever the keys were left in the ignition cylinder.

While aesthetics and safety were being improved upon by the Corvette’s body designers, its mechanical engineers were likewise making alterations to the car’s engine and drivetrain assemblies. While some of these changes were directed by the aforementioned feedback that Chevrolet had received on the 1968 model, many others were the direct result of the federally mandated emissions control standards that had been introduced the previous model year.

Corvette could accelerate from zero to sixty in less than six seconds and could manage a quarter-mile in under fourteen seconds.

Despite these impressive performance numbers (for its time), there were two new performance options for 1969 that further improved Corvette’s performance.

The first was an entirely new big-block engine option which was even more powerful than anything that had come before it. Designed RPO ZL1, this production option fitted the 1969 Corvette with an all-aluminum 427C.I. engine block that featured dry-sump lubrication and weighed 100 pounds less than the L-88 engine.
This ultra-high-performance 427C.I. engine was developed by McLaren for use in the SCCA’s Canadian-American Challenge Cup Series racing and was rated somewhere between 560 and 585 brake horsepower, although the rating was denoted as the 430-bhp rating as the L88 engine
It’s very evolution skirted on violating the AMA (Automobile Manufacturers Association) racing ban that Chevrolet had openly participated in since 1957

The second performance option that was developed was listed as an option in 1969, though it did not become available until 1970 as a direct result of development and manufacturing problems.
Zora Duntov, who had always been a proponent of extracting horsepower out of any engine, had returned to work on the small-block, and the result was a special solid-lifter version of the new, 350 cubic inch engine.
The engine, which was listed as RPO LT1, was the genesis of Duntov’s longtime goal of minimizing weight in a performance car that continuously grew heavier with every new creature comfort that was added to its design. Unlike other small block engines, the LT1 had more radical cam overlap.

Despite the improvements that were made to the 1969 Corvette, some critics continued to take issue with the Stingrays “dismal build quality, styling eccentricities, and overall lack of finesse.”

However, the criticisms did nothing to deter consumers from purchasing it. In 1969, sales took a vertical leap, increasing by more than 10,000 units to a total of 38,762 Corvettes sold that year.
Of those sold, 22,129 were coupes, which had a base price of $4,781. The convertibles, on the other hand, accounted for 16,633 units with a base price of $4,438.

It was a Corvette sales record that would not be topped again until 1976, although some argue that the only reason that the 1969’s sales numbers were as high as they were was the result of a UAW (United Auto Workers) strike which forced a two-month extension of the 1969 production run into the start of the 1970 model year.

Photos of the 1969 Corvette:

 

Sources:
https://www.corvsport.com/1969-c3-corvette/

https://www.corvsport.com/1969-c3-corvette-gallery/

https://co.pinterest.com/pin/6614730684070336/

Pricing: $4295.00 (Coupe), $4084.00 (Convertible)

Engine options: 327ci ohv V8 (fuel injected or carbureted (multiple-horsepower options) 396ci, 425hp ohv V8 engine

Transmission: 327ci – 350HP Engine,  427ci – 390HP Engine, 427ci – 425HP Engine

Top speed: 140mph

Units produced: 27,720

Available colors: Tuxedo Black, Ermine White, Rally Red, Nassau Blue, Laguna Blue, Trophy Blue, Mosport Green, Sunfire Yellow, Silver Pearl, Milano Maroon

Highlights of the year:

With the 1966 Corvette arriving after General Motors’ recent, overwhelming success with the 427 Sting Ray, there was no question that the newest Corvette model would continue to feature big-block engines.

This turnabout in events was rather interesting, especially given GM management’s earlier decree that no car line smaller than a full-size model would carry an engine larger than 400 cubic inches.  Perhaps fortunately for Corvette, it was Carroll Shelby’s two-seat Cobra, which featured its own 427 cubic inch V8 engine that prompted the change of opinion.

Chevrolet now felt it would also need a 427 cubic inch engine, and it materialized for the 1966 model year.

The introduction of the big-block V-8 engine captured the imagination of Corvette consumers the world over, and in no time at all, the demand for big-blocks far surpassed those of the conventional 327 small block Chevy engine.

As a result, the small-block engine options were reduced from five to two for the 1966 model year, with only the 300-horsepower (L75) and 350-horsepower (L79) versions remaining available to prospective consumers.  Even amongst the earlier small-block options that had been available on earlier Corvettes, these two engines were arguably the best all-around engines.

Additionally, both could be paired with the Powerglide automatic, the standard three-speed manual, or either of the optional four-speed manual transmissions.

There were minor modifications made to the Corvette’s appearance.  For one, the Sting Ray’s front end was mildly altered with the introduction of an “egg crate” grille insert which replaced the previously installed horizontal bars.

Restyled wheel covers were introduced along with an all-new rocker trim.  Also, the coupe lost its roof-mounted extractor vents, which had proven to be inefficient on earlier model years.

Lastly, less notable upgrades like the addition of “Corvette Sting Ray” scripts to the hood and the introduction of standard backup lights were introduced.

Given that these were amongst the only notable changes from 1965 to 1966, there was a good deal of reasonable speculation that an all-new Corvette was slated for 1967

Still, the lack of changes for the 1966 model year did not hurt the Corvette’s popularity with consumers.  In fact, 1966 would prove to be another record-breaking year in Corvette sales, with volume rising to 27,720 units sold – an increase of more than 4,200 units over 1965’s sales of 23,562 units.

Consumers found that the new Corvette, especially one equipped with the 427 big-block, had all the refinement it needed.  The 427 Sting Ray was an astonishingly fast car, with 0-60 times of just 4.8 seconds, 0-100 mph times of 11.2 seconds, and a top speed of 140 miles per hour (when properly equipped with the short 4.11:1 gearing.)  Even in cars equipped with the somewhat less sensational 3.36:1 ratio, the Corvette was still able to run 0-60 times of 5.4 seconds with a standing quarter of 12.8 seconds at 112 miles per hour (source Car and Driver).

Impressive as those numbers were, the intent of the 427 cubic inch engine had been to meet the Shelby Cobra head-on and give it some staunch competition.  However, even despite the staggering horsepower and the impressive performance numbers, the fact remained that the Corvette was a half a ton heavier than the Shelby Cobra so, even with the same horsepower rating, it was considered less than a threat.  Still, the Corvette did not go home empty-handed.  The Corvette still took a number of victories in endurance racing including Penske’s team’s 12th place overall in the GT class.

Photos of the 1966 Corvette:

 

Sources:

https://www.corvsport.com/1966-c2-corvette-image-gallery/
https://www.corvsport.com/1966-c2-corvette/
https://www.barrett-jackson.com/Events/Event/Details/1966-CHEVROLET-CORVETTE-CONVERTIBLE-66270
https://www.wsupercars.com/chevrolet-1966-corvette-stingray-427.php

As the 1965 model year approached, the design team behind the Chevy Corvette continued to refine the overall design of the C2 Sting Ray, making only minor cosmetic changes in the process.  Instead, the focus for the second-generation’s third year centralized on some significant mechanical upgrades that would vastly improve the Corvette’s already impressive handling and drivability.

At the same time, 1965 would also mark the beginning of the end of the second-generation Corvette as Zora Arkus-Duntov and Bill Mitchell each began championing the effort to develop a third-generation Corvette, although each would bring with him a different interpretation of what that next-generation car would be

Pricing: $4321.00 (Coupe), $4106.00 (Convertible)

Engine options: 327ci ohv V8 (fuel injected or carbureted (multiple-horsepower options) 396ci, 425hp ohv V8 engine

Transmission: 3-speed manual (standard), 4-speed manual (optional), 2-speed Powerglide (optional)

Top speed:  152.5

Units produced: 23,564

Available colors: Tuxedo Black, Ermine White, Nassau Blue, Glen Green, Milano Maroon, Silver Pearl, Rally Red, Goldwood Yellow

Highlights of the year:

Bill Mitchell had actually begun laying out the next generation Corvette in late 1964 with the help of Larry Shinoda and General Motor’s design division.  The intent from the onset had been to develop a car that could travel the auto-show circuit to serve as a trial balloon for the next-generation Corvette.

Mitchell instructed Shinoda that a suitable preview would have to be ready for the New York International Auto Show before April 1965.

In response to Mitchell’s request, Shinoda’s team of designers developed a full-size mock-up of Mitchell’s next vision for the Chevy Corvette, which they dubbed the “Mako Shark II” (so named because of its long, somewhat flattened front-end, which made the car resemble a shark.)

Whether viewing the mock-up or the actual prototype, there was no question that the car looked fast.  An aggressively pointed prow gave way to a domed hood that signified robust power.  In both the mockup and the prototype, the bulging wheelhouses at all four corners of the Corvette only enhanced the already aggressive appearance of the car

The most notable change to the outward appearance of the car was the removal of the former scoop indentations, which had carried over in the 1964 model (after the faux hood scoops were removed from the 1963 design.)

A number of noteworthy alterations and additions were made for the 1965 model year – some of which would set a precedence that would carry over to the most current Corvette models being built today.  The first of these welcome additions was the introduction of a standard, four-wheel.

The brakes featured a four-piston design with two-piece calipers mated to a newly designed brake rotor which utilized cooling fins.  The cooling fins helped to dissipate the massive amount of heat being generated during hard braking.

Suspended between the calipers and rotors was an all-new semi-metallic brake pad.  These pads were designed to remain in constant contact with the brake rotors which aided in keeping the braking surfaces on the rotor free from rust and debris (both of which cause pitting and diminish the lifespan of any brake rotor.)

While the drag created by the contact between the pads and rotors was negligible, the benefits of maintaining the rotor condition helped GM to project a life expectancy of 57,000 miles on the front braking system (which, because of the forward weight transfer, supplied most of the braking effort in all-out stops.)  Better still, the expected lifespan of the rear brakes was twice that of the front.  Pending federal regulations (at/during the development phase of the 1965 Corvette), a dual master cylinder with separate fluid reservoirs for front and rear lines was also introduced.  The newly designed master cylinder helped reduce the overall temperature of the brake fluid, which contributed to brake failure in older models.

Another significant improvement and mechanical milestone arrived midway through the 1965 model year. Officially titled the Mark IV, Chevrolet introduced a new, optional, big-block V-8 engine for the first time in a production Corvette.

The Mark IV had actually originated in early 1963 as the “mystery” 427 racing engine that had made its first appearance at the Daytona 500.  Despite its official title, the engine was marketed as the Turbo Jet and was made available in three varieties, two 396 cubic inch versions, and a 427 (although a fourth, “heavy-duty” 427 was also created for marine use.)

The engine officially began production in mid-1965.

A number of variants of the Mark IV engine were produced.  For its mid-size Chevelle model and all full-size Chevy models, a 325 horsepower and 360 horsepower engine was produced.

The Mark IV engine was an immediate sensation and brought Corvette enthusiasts to their local Chevrolet dealerships in droves.  While its introduction late in the model year resulted in limited supply, there was no questioning the long-term potential for an engine that was capable of producing such impressive performance numbers

In all, the 1965 Sting Ray saw a total of 23,564 units sold, making 1965 the most successful sales year for the Corvette yet.  Of all the units built, 15,378 were convertibles, accounting for nearly two-thirds of all Corvettes sold in 1965. By comparison, the coupe sold a mere 8,186 units.

Even with the development of a new Corvette underway, the current, second-generation Corvette still had the immediate attention of Chevrolet’s executives.

Given the sales success of the first two model years, there was little doubt by anyone that the 1965 Corvette would be equally successful, or perhaps even surpass previous successes.

Photos of the 1965 Corvette:

Sources:

https://www.corvsport.com/1965-c2-corvette/
https://www.corvsport.com/1965-c2-corvette-image-gallery/
https://jthotshotting.com/immaculately-restored-1965-corvette-stingray/1965-corvette-stingray-interior/