Category: C3 Corvettes

While most of the design specifics surrounding the new C4 Corvette model were still a carefully kept secret from the general public, it was known amongst automotive enthusiasts that a new model was coming and that it would be another front-engine design keeping in the tradition of Corvette since 1953.

Despite the certainty that the next-generation Corvette was close at hand, a decision was made by General Motors brass to continue production of the existing Corvette for one final year.

Chevrolet executives knew that testing out new manufacturing machinery and developing standardized assembly procedures made more sense when working on a familiar design, rather than trying to develop all of these production standards while simultaneously attempting to manufacture an all-new vehicle.  Hence, the 1982 Corvette would, for one last model year, continue to be a third-generation model.

Pricing: $21,800.00 (Base Coupe)

Engine options: 350ci, 200HP Engine (standard)

Transmission: 4-speed automatic transmission

Units Produced: 25,407

Available Colors: White, Silver, Black, Silver Blue, Dark Blue, Bright Blue, Charcoal, Silver Green, Gold, Silver Beige, Red, Dark Claret, White/Silver, Silver/Charcoal, Silver/Dark Claret, Silver Blue/Dark Blue

Highlights of the year:

Chevrolet recognized that it did not make sense to release a new drivetrain at the same time as a new overall design, so it was decided that the 1982 C3 Corvette would be fitted with the revised engine and transmission developed for the new C4.

Although Corvette fans would actually end up waiting nearly 18 months before they’d finally be able to see the re-designed fourth-generation Corvette, they were able to see the future Corvette’s engine and drivetrain immediately.

The new engine was essentially the time-proven 350 cubic-inch V-8 that had powered Corvettes since the mid-1950’s, though it now came equipped with a newly developed twin throttle-body fuel-injection system instead of a carburetor.

The result of this change was the introduction of the first production Corvette “fuelie” since 1965.  However, this wasn’t fuel injection of the type that had been available like that found from 1957 thru 1965.  Instead, it featured an injector unit within a carburetor-like throttle body for each cylinder bank (a total of two injectors), while a crossover intake manifold fed the air/fuel mixture to the bank on its opposite side.  This process sped up mixture velocity for more complete combustion, which resulted in greater thermal efficiency and power, plus the added benefit of reduced emissions.

Improved Computer Command Control (CCC) electronics, a technology that first appeared along with the lG4 California V-8 engine in 1980, governed the duration of injector opening in response to signals from various engine-mounted sensors.

The new CCC was capable of making eighty adjustments per second (compared to just ten adjustments per second on earlier versions of the system).  The fuel delivery system was given the name “Cross Fire Injection.” The “Cross Fire” 350 was given the engine designation L83, and was rated at a respectable 200 bhp at 4,800 rpm, which was a 10 horsepower increase over the 1981 Corvette’s L81 engine.

Similarly, only a single transmission option was offered in 1982.  While a manual gearbox had been available in every Corvette built since 1955, the 1982 Corvette was only offered with a standard four-speed automatic transmission.

Other mechanical changes to the 1982 Corvette included the addition of an in-tank electric fuel pump as well as a new fuel metering system which included a positive fuel cutoff to prevent engine run-on (dieseling.)

To celebrate the departure of the third-generation Corvette, Chevrolet decided to offer a final commemorative “Collectors Edition” model.  However, recalling their experience with the 1978 Pace Car Replicas – namely, the number of bogus Pace Cars that were created by consumers who converted base level coupes into Pace Car “clones” – it was decided that the 1982 Collector Edition Corvettes would be built only “as needed” to satisfy customer orders.  Additionally, unique vehicle identification plates were affixed to help further deter someone from turning a standard car into a Collectors Edition knock-off.

Due in large part to the Cross-Fire Fuel Injection system and the improved horsepower output of the 350 cubic-inch engine, the final C3 small-block Chevy engine showed definite performance improvements.  This occurred despite its performance limitations as the result of Corvette not offering a manual transmission in 1982.  Road & Track magazine timed the ’82 Corvette’s quarter-mile time at 16.1 seconds, running at a speed of 84.5 miles per hour and accelerating from 0 to 60 miles per hour in just 7.9 seconds.

Throughout its fifteen-year production run, the third-generation C3 Corvette was able to solidify itself as a true survivor.  Throughout the sixties and seventies, the Corvette had been plagued with a number of challenging events  – including oil embargoes and increasing emissions standards – yet the car persevered.  While the “Shark” model of Corvette underwent a number of mechanical, and cosmetic changes, it never lost sight of the car’s essential mission and character.

Photos of the 1982 Corvette:

  

Pricing: $16,258.52

Engine: 350ci, 190HP Engine (standard)

Transmission: 4-speed manual transmission, 3-speed Turbo Hydra-Matic automatic transmission

Units Produced: 40,606

Available Colors: Mahogany Metallic, White, Silver Metallic, Black, Bright Blue Metallic, Dark Blue Metallic, Silver Metallic, Dark Blue Metallic*, Charcoal Metallic, Beige, Yellow, Beige*, Dark Bronze, Red, Maroon Metallic, Autumn Red, Charcoal Metallic*, Dark Claret Metallic, Silver/Dark Blue, Silver/Charcoal, Beige/Dark Bronze, Autumn Red/Dark Claret.

Highlights of the year: 

The 1981 Corvette fell under the umbrella of the progressively rising CAFE (Corporate Average Fuel Economy) standards.  Because of this, Corvette production was again evaluated, though in this instance it was to determine what steps could be taken to improve the Corvette’s fuel compliance rating as well as help to improve GM’s compliance as a whole.

It was on this basis that the previous L48 & L82 350 cubic inch engines (offered with the 1980 Corvette) were retired in favor of a single, reworked engine which carried the designation L81. The L81 featured magnesium rocker covers and a stainless steel exhaust manifold.

The new, 350 cubic inch V-8 engine was rated at 190 brake horsepower at 4,000rpm and 280 lbs/ft peak torque at just 1,600rpm.  The engine featured an auxiliary electric cooling fan that worked in conjunction with a smaller, engine-driven cooling fan, which aided in the reduction of noise.

As a result, the 1981 model year was the first since Corvette’s earliest days to offer a single-engine option for all models – including Corvettes built for sale in California.

However, the most substantial improvement to the 1981 Corvette over earlier models was the introduction of Computer Command Control (CCC).  Though not unique only to the 1981 Corvette, Computer Command Control used electronics to integrate the emissions and fuel systems in order to reduce smog and fuel consumption.  Similarly, CCC was tied into the automatic transmission’s new lockup torque-converter clutch.  This provided a direct mechanical linkage between the flywheel and the prop shaft in second and third gears at steady-state speed, thus eliminating gas-eating frictional losses through the converter.

Cosmetically, the most notable changes to the car’s physical appearance occurred to its interior.  The dashboard in the 1981 Corvette received a more modern and user-friendly makeover, including the introduction of a standard quartz clock and electronic tuning for all factory radios.  A new six-way power driver’s seat was also introduced (one which finally reclined (a notable shortcoming of the seats in earlier third-generation Corvettes).

Outwardly, the car remained virtually identical as it had in 1980, with the exception of a new paint option – RPO D84 – that was offered exclusively for the 1981 Corvette.

The price of the 1981 Corvette had again increased from the previous model year to a base price of $16,258.52.  Despite a generally dismal sales year for the entire automotive industry, Corvette continued to do well with 40,606 units sold that year.

Photos of the 1984 Corvette:

       

 

Sources:

https://www.mecum.com/lots/LN1117-297350/1981-chevrolet-corvette-coupe/
https://www.corvsport.com/1981-c3-corvette/
https://www.corvsport.com/1981-c3-corvette-image-gallery/

 

The arrival of the 1980 Chevy Corvette came on the heels of another fuel crisis that had impacted the American automotive market – and, more generally, the national economy – as a whole.

Much like the fuel crisis of the early seventies, when the 1973 Arab Oil Embargo had cutoff petroleum exports to many parts of the world, a second energy crisis had emerged after the Shah of Iran was overthrown during a revolution that had occurred in that country – and the results were nearly the same.

The United States, in response to the 1973 OPEC embargo on petroleum, had enacted CAFE (Corporate Average Fuel Economy). CAFE had aimed to improve the average fuel economy of cars and light trucks sold throughout the U.S.  Now, given the continued upheaval in the Middle East and the resulting increase to petroleum prices, new CAFE standards were being implemented. This meant the Corvette would have to be put on a “diet” if it was to continue being a viable production vehicle.

Pricing: $14,345.24 (Coupe)

Engine: 350ci, 190HP Engine (standard), 350ci, 230HP Engine, 305ci, 180HP Engine (California)

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

Top speed: 85mph

Units Produced: 40,614

Available Colors: White, Silver, Black, Dark Blue, Dark Brown, Yellow, Dark Green, Frost Beige, Dark Claret, Red

Highlights of the year:

In response to the CAFE mandate, Chevrolet decided that the first-stage of trimming back the Corvette would mean the elimination of some 250 pounds from the current design.  Engineers considered every option to lighten the car’s structure while trying to maintain its structural integrity.

Externally, engineers trimmed weight by using lower density roof panels, and by reducing the material thickness of the hood and the outer door skins.

Exterior chrome was kept to a minimum, which meant the elimination of the crossed-flag emblems from the front fenders.  Lastly, greater use was made of plastics throughout the car on everything from interior trim components to sub-assemblies in seats, and so on.

In addition to weight reduction measures, engineers also focused on getting the Corvette to produce better overall gas mileage results.  The previously optional front and rear spoilers were reshaped and made an integral part of the bodywork.  Additionally, the front grilled was raked back slightly.  As a result of these changes, the coefficient of drag (Cd) fell from 0.503 to a more respectable 0.443.  While this number was still not optimal, it was a notable improvement nonetheless.

Mechanically, the 1980 Corvette suffered some because of increasingly stringent emissions regulations. The base L48 engine, which had been rated at 195 horsepower in 1979, lost five bhp as a result of emissions tuning – taking it back to 190HP at 4,400rpm and 280lbs/ft. of torque at 2,400rpm.  Worse was the impact that California emission standards had on the Corvette.

Outwardly, the Corvette received few design changes, save for the aforementioned front and rear spoilers, the raked-back grill, and the removal of the Corvette emblems from the side fenders.  However, the Corvette emblem itself was modified some and now featured a new, more elongated design.  Additionally, the hood featured a lower profile, and new cornering and taillights were introduced.

Inwardly, a number of other changes were implemented, many of which were the result of either Federal requirements or the need to make cosmetic changes as a result of functional improvement.  To start, the speedometers of all 1980 Corvettes now showed a maximum speed of just 85 miles per hour.  Although this change had started being phased into the Corvette in some of the late 1979 production models, it was now a federal requirement for all 1980 models – presumably in response to the newly imposed 55 miles-per-hour mandatory speed limit that had been put in place on interstates across the country.

Additionally, power windows, air conditioning and tilt/telescopic steering were made standard options, a new ribbed-pattern cloth interior was introduced,  a side-shield was added to the driver side sunvisor to reduce sun glare, and the power door lock buttons were relocated to increase operator convenience.

Chevrolet sold 40,614 Corvettes in 1980, which was roughly a 20 percent decline in sales from the 1979 model year

Press and public opinion of the 1980 Corvette remained divided.  For some, the car continued to impress with its more-than-respectable performance numbers.  The 1980 Corvette clocked 0-60mph times at between 7.1 and 7.7 seconds (when equipped with the L82.)

However, others criticized the measure that had been taken to lighten the Corvette, and the overall emphasis on fuel efficiency.

Perhaps the greatest criticism of the Corvette as a whole was the fact that the C3 production continued on, when clearly it was time for Chevrolet to introduce a new generation of Corvette, or perhaps abandon the program entirely.

However, given the sales numbers of the 1980 Corvette, there were few who believed that the Corvette would go anywhere – which reinforced the belief amongst enthusiasts and critics alike that a next-generation model was imminent.

Photos of the 1980 Corvette:

   

Sources:

https://www.corvsport.com/the-c3-corvette/
https://www.corvsport.com/1980-c3-corvette-image-gallery/

By the late 1970s, Corvette production was moving at a pace that had never been seen in the history of the car.

Little did anyone realize that, after the popularity of the 1978 Pace Car and Silver Anniversary Editions in 1978, Corvette was about to set another production record – manufacturing more than 50,000 Corvettes in one year – with the 1979 model year.  At the same time, Corvette was about to surpass another record – a base sales price of more than $10,000 – for the first time in the car’s history.

Pricing: $10,220.23 (Coupe)

Engine options: 350ci, 195HP Engine (standard), 350ci, 225HP Engine

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

Top speed: 127mph

Units Produced: 53,807

Available Colors: Classic White, Silver, Black, Corvette Light Blue, Corvette Yellow, Corvette Dark Green, Corvette Light Beige, Corvette Red, Corvette Dark Brown, Corvette Dark Blue

Highlights of the year:

While the fastback Corvette design introduced in 1978 carried over into the 1979 model year, there were a few, mostly subtle, refinements made to the car’s overall appearance.  For one, the “25th Anniversary” emblems were replaced by the more traditional “crossed flags” which had been a key identifier of the Chevy Corvette for more than a quarter-century.

Additionally, the chrome trim that wrapped the 1978 rear window, and the roof panels was replaced with black trim moldings.  Tungsten-halogen headlights were phased into 1979 production early in the model year for increased visibility.  The tungsten-halogen headlight beams replaced only the high-beam units.  Lastly, a couple of items in the 1978 Pace Car Package became options for the 1979 model year.

Mechanically, both the base L48 and optional L82 engines received a 5 horsepower increase due to a new “open flow” muffler design.  Additionally, the low restriction, dual-snorkel air intake that had been introduced on the L82 engine was added to the L48 engine, which gave the base engine an additional 5 horsepower boost, resulting in an overall output of 195hp for the L48 and 225hp for the optional L82 engines, respectively.

In total, Chevrolet manufactured 53,807 Corvettes in 1979, which set the record for the most Corvettes built in a single year of the car’s 26 year history. It was the height of the Corvette’s acceptance, which was ironic given that General Motors had once been convinced that the C3 model would never sell half as well.  Instead, the car’s popularity was stronger than ever, despite an increasing number of competitors vying for consumer attention.  It had proven to be indispensable as both a high-profit personal car as well as a showroom sweetheart.

Photos of the 1979 Corvette:

Sources:

https://www.corvsport.com/1979-c3-corvette/
https://www.corvsport.com/1979-c3-corvette-image-gallery/

The arrival of the 1978 Chevy Corvette would happen just a few months after the 500,000th model rolled off the St. Louis assembly line (see the “1977 Corvette Overview” for further detail).  As significant as that milestone had been as a benchmark of Corvette’s success, the 1978 model would mark a second milestone – Corvette’s Silver Anniversary.

Just as the Corvette had been America’s only true production sports car in 1953, the 1978 Corvette continued to carry that mantle 25 years later, and with similar distinction.

Pricing: $9,351.89 (Coupe), $13, 653.21 (Pace Car Replica)

Engine: 350ci, 185HP Engine (standard), 350ci, 220HP Engine

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

Top speed: 123 mph

Units Produced: 46,776

Available Colors: Classic White, Silver, Silver Anniversary, Black, Black/Silver, Corvette Light Blue, Corvette Yellow, Corvette Beige, Corvette Light Beige, Corvette Red, Corvette Mahogany, Corvette Dark Blue, Corvette Dark Brown

Highlights of the year:

To celebrate 25 years, executives within Chevrolet decided that something special had to be done to the current Corvette to commemorate the car’s silver anniversary.  The question that followed this decision was this: how could Chevrolet make a notable modification to the current model on a very limited budget?  The answer was simple: trim away the old “flying buttress” sail panels and substitute a large, compound curved rear window.  In so doing, Chevrolet engineers not only gave the aging third-generation Corvette a new look, but they also brought about the return of the Corvette fastback, which had been notably absent since 1967.

While a lot of discussion had centered around making the rear window a hinged, lift-up hatchback design, Dave McLellan, Chief Engineer of the Corvette, opted not to complicate the design for the 1978 model (though he would later introduce the option as part of the Collector Edition Hatchback model in 1982.)

Though not a hatchback, the addition of a curved window to the C3 not only improved the car’s overall appearance, it enhanced rearward visibility while also providing nearly three times the available luggage room of earlier models and greater ease of access.  A retracting cover was also added to the rear compartment to offer added security and protection from the sun

Additionally, the car received a special striping package.  Though inexpensive to manufacture, the striping package would be viewed by many consumers as a desirable package and, as such, GM would be able to mark up the package considerably.  Ultimately, the “25th Anniversary” paint scheme ended up being two-tone; silver over a gray lower body with a separating pinstripe

To further commemorate Corvette’s 25th anniversary, Chevrolet had negotiated with the Indianapolis Motor Speedway to allow a modified Corvette to serve as the pace car for the 1978 running of the Indianapolis 500.

The car, much like the Silver Anniversary Edition, featured a special, two-tone paint scheme, although, for this model, the color choice was black over silver metallic with a bright red pinstripe between the two tones of paint.

Mechanically, the car remained very similar to the 1977 Corvette that had come before it.  A few changes were made, including a larger fuel tank, which now held 24 gallons of gas (versus the 17-gallon tank used on the previous year.)  To accommodate the larger fuel tank, Corvette introduced a smaller, lighter weight spare tire.

The arrival of the 1978 Corvette was met with a great deal of praise, especially for its more refined ride and appearance, both of which seemed to revitalize the car in the public eye.

In all, the 1978 Corvette saw the resurgence of a car brand that had begun to falter some throughout the previous decade. Between the Silver Anniversary and Pace Car Limited Edition Corvettes, and the overall look and feel of the 1978 model as a whole, there was no doubt that Corvette was moving in a better direction once more.

Photos of the 1978 Corvette:

Sources:

https://www.corvsport.com/1978-c3-corvette/

https://www.corvsport.com/1978-c3-corvette-image-gallery/

For Chevrolet, however, the 1977 model year marked a significant manufacturing milestone – the production of their 500,000th Corvette.  It had taken Chevrolet 15 years to build the first 250,000 Corvettes, but only an additional eight years to build 250,000 more.

While it was true that the Corvette’s performance had certainly dwindled – especially over the past couple of years, to a modest shadow of its big-block older brothers from the 1960s, there was no question that the car’s appeal had only grown with each passing year.

Pricing: $8,647.65 (Coupe)

Engine options: 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: 132mph

Units Produced: 49,213

Available Colors: Classic White, Silver, Black, Corvette Light Blue, Corvette Dark Blue, Corvette Chartreuse, Corvette Yellow, Corvette Bright Yellow, Corvette Orange, Corvette Tan, Medium Red, Corvette Dark Red

Highlights of the year:

The 1977 C3 Corvette arrived with only a few, modest modifications from its previous year. Outwardly, the car was virtually identical to the 1976 model, save for the introduction of a reworked luggage and roof panel rack (RPO V54) that could be used to transport the car’s T-tops (instead of placing them in the Corvette’s lidless trunk.)

With regard to the T-tops, glass roof panels were introduced as a new option at the start of the model year, though General Motors later canceled the option because of a reputed dispute with the supplier over sales rights. The most notable change from 1976 to 1977, however, was the removal of the Stingray nameplate from the Corvette’s front fenders. It was replaced by Corvette’s traditional crossed-flags insignia.

Mechanically, the 1977 Corvette went essentially unchanged from the 1976 model year. As in 1976, the 1977 Corvette came standard with a 180 horsepower, 350 cubic-inch, small-block Chevy engine mated to a 4-speed, wide-ratio manual transmission.

Also, like the 1976 model, the new Corvette could be ordered with an optional 210 horsepower engine (PRO L48), except in Canada where the base engine remained the only available option due to higher emission standards.

The 1977 Corvette set another new sales record at 49,213 units. The popularity of the Chevy Corvette throughout the 1970s was proven time and again by the year over year increase in sales numbers despite the dramatic increases in cost.

Photos of the 1977 Corvette:

 

Sources: 

https://www.corvsport.com/1977-c3-corvette/
https://www.corvsport.com/1977-c3-corvette-image-gallery/

 

 

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/