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Tuesday, May 15, 2012


1970-1974 Plymouth Barracuda

The redesign for the 1970 Barracuda removed all its previous commonality with the Valiant. The original fastback design was deleted from the line and the Barracuda now consisted of coupe and convertible models. The all-new model, styled by John E. Herlitz, was built on a shorter, wider version of Chrysler's existing B platform, called the E-body. Sharing this platform was also the newly launched Dodge Challenger; however, no sheet metal interchanged between the two cars and the Challenger, at 110 inches, had a 2 in (51 mm) longer wheelbase than the Barracuda, at 108 inches.
The E-body Barracuda was now "able to shake the stigma of 'economy car'." Three versions were offered for 1970 and 1971: the base Barracuda (BH), the luxury oriented Gran Coupe (BP), and the sport model 'Cuda (BS). In 1971 only, there also was a low-end model called the Barracuda Coupe, which (like other Coupe series Chrysler Corp. had in 1971) had a fixed rear passenger window and minor B pillar instead of roll-down rear passenger windows. The high-performance models were marketed as 'Cuda deriving from the 1969 option. The E-body's engine bay was larger than that of the previous A-body, facilitating the release of Chrysler's 426 cu in (7.0 L) Hemi for the regular retail market.


For 1970 and 1971, the Barracuda and Barracuda Gran Coupe had two six-cylinder engines available — a new 198 cu in (3.2 L) version of the slant-6, and the 225 — as well as three different V8s: the 318ci, the 383ci with 2-barrel carburetor and single exhaust, and the 383ci with 4-barrel carburetor and dual exhaust 330 hp (250 kW) SAE gross. The Cuda had the 383ci 335 hp (250 kW) SAE gross (same as Dodge's 383 Magnum) as the standard engine. It also had the 440ci 4-barrel Super Commando, the 440ci 6-barrel Super Commando Six Pak, and the 426ci Hemi. The 440- and Hemi-equipped cars received upgraded suspension components and structural reinforcements to help transfer the power to the road.

Other Barracuda options included decal sets, hood modifications, and some unusual "high impact" colors such as "Vitamin C", "In-Violet", "Sassy Grass Green" and "Moulin Rouge".






Swede Savage and Dan Gurney raced identical factory-sponsored AAR (All American Racers) 'Cudas in the 1970 Trans-Am Series. The cars qualified for three pole positions but did not win any Trans-Am races; the highest finish was 2nd at Road America. A street version of the AAR 'Cuda was produced, powered by the 340 cu in (5.6 L) "Six Pack" (three two-barrel carburetors) engine.
The Barracuda was changed slightly for 1971, with a new grille and taillights, seat, and trim differences. This would be the only year that the Barracuda would have four headlights, and also the only year of the fender "gills" on the 'Cuda model.
The 1971 Barracuda engine options would remain the same as that of the 1970 model, except the 4-barrel carbureted 440 V8 engine was not available; all 440-powered Barracudas had a six-barrel carburetor setup instead.
Thus, in 1970 the big-block power options offered to the customer were 1) approximately 270 hp (200 kW) SAE net in the high performance 383-4V, 2) approximately 310 hp (230 kW) SAE net in the 440-4V and 3) approximately 335 hp (250 kW) SAE net in the 440-6V. In 1971 the big-block power options offered to the customer were 1) 250 hp (190 kW) SAE net in the 383-4V and 2) 330 hp (250 kW) SAE net in the 440-6V.
The 426 Hemi remained available with 350 hp (260 kW) SAE net, and the 1971 HemiCuda convertible is now considered one of the most valuable collectible muscle cars. Only eleven were built, seven of which were sold domestically, and examples of these cars have sold for US$2 million.
In 1970 and 1971, the shaker hood and the Spicer-built Dana 60 rear axle were available. The shaker hood was available with 340, 383, 440 4-barrel and 440 6-barrel, and 426 Hemi engines. The heavy-duty (and heavy) Dana 60, with a 9.75 in (248 mm) ring gear, was standard equipment with manual transmissions and 440 6-barrel and 426 Hemi engines, and was optional on those with the automatic transmission.
With a new grille and single headlights (very similar to the 1970 model) and four circular taillights for 1972, the Barracuda would remain basically unchanged through 1974, with new body side stripes, and minor changes to the bumpers to conform with federal impact standards being the only significant variations. Big Block engines (383, 440, & 426 Hemi), heavy duty suspensions and rear axles, and large (15" x 7") tires and wheels were no longer offered. Additionally; convenience/comfort items such as power seats, power windows, and interior upgrade (leather seats and plush carpeting) options were dropped, though a sun roof could still be ordered. For 1972 only, three engine choices were offered: a 225 six, the 318 (base engine for both 'Cuda and Barracuda) and a detuned to meet emission standards 340. For 1973 the 225 six was dropped, with the 318 and 340 V-8's being the only engine choices. For 1974 a slightly more powerful 360 V-8 replaced the 340, and the only real performance options retained were the 4-speed manual transmission (equipped with a Hurst shifter) mated to a performance ratio (3.55 to 1) rear axle for the 340 and 360 engine, giving the car a respectable (for the time) 0-60 time of 8.2 seconds.
As with other American vehicles of the time, there was a progressive decrease in the Barracuda's performance. To meet increasingly stringent safety and exhaust emissionregulations, big-block engine options were discontinued. The remaining engines were detuned year by year to reduce exhaust emissions, which also reduced their power output. There was also an increase in weight as bumpers became larger, and starting in 1970, all E body doors were equipped with heavy steel side-impact protection beams. Higher fuel prices and performance-car insurance surcharges deterred many buyers as the interest in high performance cars waned. Sales had dropped dramatically after 1970, and while 1973 showed a sales uptick, Barracuda production ended 1 April 1974, 10 years to the day after it had begun.
Engines

Engine choices by Chrysler for the 1970-74 Barracuda included the following:
§  C: 225 cu in (3.69 L) Slant 6 I6: 1970–71 145 bhp (108 kW) SAE gross, 1971-72 110 bhp (82 kW) SAE net
§  G: 318 cu in (5.21 L) LA V8 (2-barrel carburetor, single exhaust): 1970-71 230 bhp (172 kW) SAE gross, 1971 155 bhp (116 kW) SAE net, 1972-74 150 bhp (112 kW) SAE net
§  H: 340 cu in (5.6 L) LA V8 (4-barrel carburetor, dual exhaust): 1970-71 275 bhp (205 kW) SAE gross, 1971 235 bhp (175 kW) SAE net, 1972-73 240 bhp (179 kW) SAE net
§  J: 360 cu in (5.9 L) LA V8 (4-barrel carburetor, dual exhaust): 1974 245 bhp (183 kW) SAE net
§  J: 340 cu in (5.6 L) LA V8 (3 × 2-barrel carburetor): 1970 290 bhp (216 kW) SAE gross, used in AAR Cuda
§  L: 383 cu in (6.28 L) B V8 (2-barrel carburetor, single exhaust): 1970 290 bhp (216 kW) SAE gross, 1971 275 bhp (205 kW) SAE gross, 1971 190 bhp (142 kW) SAE net
§  L: 383 cu in (6.28 L) B V8 (4-barrel carburetor, dual exhaust): 1970 330 bhp (246 kW) SAE gross
§  N: 383 cu in (6.28 L) B V8 Magnum (4-barrel carburetor, dual exhaust): 1970 335 bhp (250 kW) SAE gross, 1971 300 bhp (224 kW) SAE gross, 1971 250 bhp (186 kW) SAE net
§  U: 440 cu in (7.2 L) RB V8 Magnum (4-barrel carburetor): 1970 375 bhp (280 kW) SAE gross, (1971 370 bhp (276 kW) SAE gross, 305 bhp (227 kW) SAE net only in Satellite GTX and Plymouth Sport Fury GT)
§  V: 440 cu in (7.2 L) RB V8 Six-Pack (3 × 2-barrel carburetor): 1970 390 bhp (291 kW)/490 lbf·ft (660 N·m) SAE gross, 1971 385 bhp (287 kW) SAE gross, 1971 330 bhp (246 kW) SAE net
§  R: 426 cu in (6.98 L) Hemi V8: 1970-71 425 bhp (317 kW)/490 lbf·ft (660 N·m) SAE gross, 1971 350 bhp (261 kW) SAE net. Costing an extra US$1,228 with very few sold.
SAE gross HP ratings were tested with no accessories, no air cleaner, or open dyno headers. In 1971, compression ratios were reduced in performance engines, except the 426ci and the high performance 440ci, to accommodate regular gasoline. The compression ratio would be reduced on the high performance 440ci starting in 1972. 1971 was the last year for the 426ci hemi.
Chrysler Corp. had plans to continue the 1970 Dodge Challenger T/A for 1971, even publishing advertisements for a 1971 Dodge Challenger T/A. However, no 1971 Dodge Challenger T/A was made. Similarly, no 1971 Plymouth AAR Cuda was made.
The 383 Magnum was the standard engine for the 1970 Dodge Challenger R/T, 1970 Dodge Coronet Super Bee, 1970 Plymouth Cuda, and 1970 Plymouth Road Runner. It was not available in any other models. However, before 1972, American automobile manufacturers were allowing customers to special order nearly any engine they wanted. Thus, you could get a 1970 Plymouth Sport Fury S/23 with the 383 Magnum, which likely had 270 bhp (201 kW) SAE net. In 1971 the 440 Magnum was only available in the Plymouth Sport Fury GT, Satellite GTX and Dodge Charger R/T, where it was the standard engine for those models.

Collectibility
The Barracuda (particularly the 1970-74 E-Body cars) is a collectable car today, with the high-performance versions and convertibles commanding the highest prices. The small number of Barracudas is the result of low buyer interest when the vehicles were new; therefore, outstanding examples fetch high appraisal values today. Original Hemi super stock Barracudas (and similarly configured Dodge Darts) are now prized collector vehicles, with factory (unaltered) cars commanding high prices.


Third Generation Plymouth Barracuda

Also called                   Plymouth 'Cuda
Production                   1970–1974
Body style                    2-door notchback coupe
2-door convertible        (Hamtramck, Detroit, MI plant only)
Platform                       E-body
Engine                          198 cu in (3.2 L) Slant-6 I6
225 cu in (3.7 L) Slant-6 I6
318 cu in (5.2 L) LA V8
340 cu in (5.6 L) LA V8
360 cu in (5.9 L) LA V8
383 cu in (6.3 L) B V8
426 cu in (7.0 L) Hemi (Hamtramck plant only) V8
440 cu in (7.2 L) RB V8
Related:                       Dodge Challenger


Sunday, May 13, 2012


Shelby GT 500


The Shelby GT 500 is a high-performance version of the Ford Mustang. It was originally produced between 1968 and 1970.

In 1960 Lee Iacocca was appointed Ford Division General Manager at age 35. He set out to give Ford a more sportive image, starting with re-entering NASCAR, and creating the Futura Sprint by adding a V8 to the Falcon line-up. This big project was a relatively affordable sports-car, at nearly half the price of the Corvette. The first exposure of this new two-seater came in the form of the Mustang I concept first shown at the 1962 US Grand Prix.

Ford introduced the Mustang in 1964, instantly creating the "Pony Car" classification. These cars were sporty, but balanced performance with refinements in a proportion that prevented them from being considered pure sports cars. Soon after the introduction of the Mustang, Ford began to look for ways to make it compete more directly with Chevrolet's iconic Corvette sports car. Ford entered into an arrangement with former race car driver Carroll Shelby and his namesake automotive engineering company to modify Mustangs and produce high-performance models that could compete with the Corvette. Beginning in 1968, Ford took over production of these special "Shelby" Mustangs, including the Shelby GT 500.

Californian racing-legend Carroll Shelby had already had incredible success with Ford's V8 engines in his Cobras when he offered the company to modify their Mustang to beat the then unbeatable Corvettes. Ford happily accepted and the result was the Shelby Mustang GT350, which used the same engine as found in the Cobra 289. Livered in the American racing colours of white with two blue stripes, they were raced with a lot of success in both American and European events.

1967 brought the first major restyling to the Ford Mustang. The Mustang was starting to grow up. The length and heigth were increased, 2.7" and .5" respectively. The wider body allowed for the installation of a tire smoking, 320 horsepower, 390 cid engine, the first big block engine in the Mustang. Among new options for the 1967 Mustang were the tilt-away steering wheel, an overhead console, power disc brakes, and an all new transmission, the FMX, which allowed fully automatic or manual shifting. The Mustang fastback's roof line was extended to the rear of the trunk. Interior trim options were decreased from 34 in 1966 to just 20 in 1967. Production for 1967 slipped to just over 472,000 units. 

For 1967 the Mustang bodystyle was altered and Shelby added a new model to his line-up; the GT500. It featured a 428 cid engine, pumping out well over 350 bhp. Where the early Shelby Mustangs were very competition oriented, the 1967 and 1968 cars were more of a combination between performance and luxury.
The first Shelby-modified Mustangs were known as the GT 350. In 1967, the GT 500 was added to the Shelby lineup, featuring a larger 390-cubic-inch V8 engine. The GT 500 was later offered with a 428-cubic-inch Police Interceptor V8 engine, as well as a 428-cubic-inch CobraJet V8. Customers could order the GT 500 with either a three-speed automatic or four-speed manual transmission. The car was also offered as a two-door fastback or convertible as were standard Mustangs of the same era.
For 1967, the GT 350 carried over the K-Code high performance 289 with a 'COBRA' aluminum hi-rise. The GT 500 was added to the lineup, equipped with the 428 Police Interceptor. These later cars carried over few of the performance modifications of the 1965–66 GT350s, although they did feature more cosmetic changes.
In September 1967, production was moved to the A.O. Smith Company of Ionia, Michigan, under Ford control.Shelby American had substantially less involvement after this time.

The 1968 Mustang was little changed from it 1967 counterpart. Most of the changes were in subtle refinements to the interior and exterior.
New options for the 1968 Mustang included an AM/FM stereo radio, rear window defogger (coupe and fastback only), re-designed front power disc brakes, and the all new 302 cid engine. The 302-4V, 230 horsepower engine replaced the 289 Challenger Special of previous years. By December of 1967, the 289 engine was replaced entirely by the 302 version. Other changes included the deletion of the horizontal grille bars, the deletion of the F-O-R-D letters at the front of the hood, simplification of the quarter panel ornament, and many safety features were added. Due to increasing governmental regulations, the 1968 Mustang now included front and rear side marker lights, folding, flush mounted interior door pulls, and an energy absorbing steering column. There were several "region specific" models offered from various dealers. Two of the most noteable were the Mustang California Special, and the Mustang High Country Special. Total production for 1968 was 317,404 units.

For 1968, the Cobra name was applied to both models, and they were now marketed as the Shelby Cobra GT 350 and the Shelby Cobra GT 500. In February 1968, the Cobra GT 500-KR "King of the Road" debuted; under the hood was a 428 cubic-inch Cobra Jet V8 which was rated at 335 horsepower (250 kW). At the end of 1968 a more powerful GT500 KR (King of the Road) was launched, which featured the 428 Cobra Jet engine. Production of the Shelby Mustangs ceased at the end of 1969, when Ford's own high performance had mostly taken over.
In 1969, the contract between Ford and Shelby expired, and Shelby declined to renew, preferring instead to take his company in a new direction, toward designing its own high-performance cars and components and away from modifying existing cars. Ford continued to produce the GT 500 Mustang, adding cosmetic revisions for the 1969 model year. In Shelby's absence, Ford announced the end of the GT 500 (along with the GT 350). Remaining 1969 models were sold throughout 1970.
The 1967 Mustang Shelby GT 500 has a V-8 water-cooled iron-block engine that is bored out to 4.13 inches and has a compression rate of 10.5-to-1. The Shelby GT 500 produces 355 base horsepower at 5,400 rpm with a torque of 420 foot-pounds at 3,200 rpm. The GT 500 has a standard dual exhaust. The fuel tank holds 18 gallons and the estimated fuel usage is 13 to 15 mpg. The Shelby GT 500 runs a 0-to-60 mph time in 4.8 seconds and a 0-to-100 mph time in 19.3 seconds. The GT 500 does a quarter mile in 13.6 seconds at 106 mph. The front brakes are 11.3-inch Kelsey-Hayes discs and the rear has 10-by-2.5-inch drum brakes.

The Shelby GT 500 has a steel and fiberglass hood with side and rear scoops. The front suspension has unequal arms with coil springs and adjustable tube arms. There is also an anti-sway bar included in the suspension. The rear suspension has a multi-leaf live axle with semi-elliptical springs and tube shocks. The Shelby GT 500 has a width of 70.9 inches and a length of 186.6 inches, and is 51.6 inches high. The ground clearance is 6.5 inches.


There are other optional features that could be included such as an automatic transmission. Power brakes, power steering, and an aircraft-type front shoulder harness could also be included. Fold down rear seats were an optional feature as well.


For 2005, Ford introduced an all new version of the Mustang, featuring numerous "retro" style elements. The new car was reminiscent of Shelby-era Mustangs, and, in 2006, Ford entered into a new arrangement with Shelby to produce a new line of high-performance Mustangs. The Shelby GT 500 nameplate was revived for the 2007 model year, following the Shelby GT-H and the Shelby GT. The new Shelby GT 500 was introduced at the 2003 New York International Auto Show and the first models were actually sold in 2006.





Assembly:       
1967: Los Angeles, California
1968: Ionia, Michigan

Body style:      
2-door fastback
2-door convertible (1968)

Engine:
289 cu in (4.7 L) V8 (1967 GT350)
302 cu in (4.9 L) V8 (1968 GT350)
428 cu in (7.0 L) V8 (GT500KR)

Transmission:
3-speed automatic
4-speed manual

Someone said "Gone in 60 Seconds" ? or "Elenor"?
Check this out...


Saturday, May 12, 2012

Chevrolet Corvette C3



The Chevrolet Corvette (C3) is a sports car produced by the Chevrolet division of General Motors for the 1968 through 1982 model years. Corvette chief Zora Arkus-Duntov wanted a striking new Corvette; although engines and chassis components were mostly carried over from the previous generation, its body and interior were new. "Though initially flawed, the 1968 like the 1958, would improve and mature into a car precisely right for its time." The so-called Shark was produced during one of the most troubled periods in America: civil unrest, burgeoning federal guidelines, fuel economy and pollution regulations, oil embargoes, rising fuel and insurance costs, runaway inflation, and a lingering recession. Through it all the third generation Corvette continued to set new sales records with an all-time high of 53,807 produced for the 1979 model year.

Milestones of Corvette C3


 

1968, 28,566 produced, based price: $4,663: New body and T-top removable roof panels, new interior, engines carried over, three-speed Turbo Hydra-matic replaces two-speed Powerglide as automatic transmission option.

1969, 38,462 produced, base price: $4,780: First year of the 350 in³ Small-Block; longer model year extended to December, 1969 due to delay in introduction of 1970 model; "Stingray" front fender nameplates added, new interior door panels and inserts, 17-inch black-vinyl steering wheel (replaced 18-inch wood-rim wheel).

1970, 17,316 produced, base price: $5,192: First year for the LT-1 Small-Block and 454 in³ Big-Block; three-speed manual transmission dropped and four-speed manual became standard with Turbo Hydra-matic available as no-cost option with all engines except LT-1 350; posi-traction made standard equipment; introduced along with all-new second-generation Chevrolet Camaro on Feb. 26, 1970, new egg-grate metal front grills and fender grills, lower molded fender flares, new hi-back seats & interior trim, new custom interior option includes:leather seat trim, cut-pile carpeting, lower-carpeted door panels & wood-grain accents.

1971, 21,801 produced, base price: $5,496: Significant horsepower drops due to reduced compression ratios to meet GM corporate edict requiring all engines to run low-octane unleaded gasoline; horsepower ratings based on both "gross" and "net" figures with the former based on engine hooked to dynometer while "net" ratings based on horsepower as installed in vehicle with accessories and emission controls installed.

1972, 27,004 produced, base price: $5,533: Horsepower ratings now advertised in SAE net figures, last year for LT-1 engine, front & rear chrome bumpers & removable rear window, last year for windshield wiper door.

1973, 30,464 produced, base price: $5,561: 5 mph front bumper system with urethane cover, pot-metal front grills (black with silver edges), chrome rear bumpers unchanged, new design front fender ducts, first year for radial tires (standard equipment), rubber body mounts, new hood with rear air induction & under-hood insulation, new front-end (round) emblem.

1974, 37,502 produced, base price: $6,001: 5 mph rear bumper system with urethane cover to match last year's front bumper, new recessed tail lamps and down-turned tail-pipes. 1974 is the only year with two piece rear bumper cover with center-split. No gas lid emblem was used. Aluminum front grills (all-black), new dual exhaust resonators, revised radiator cooling and interior a/c ducts, integrated seat /shoulder belts in Coupe. Last year for true dual exhaust, last year for big-block engine in a Corvette.

1975, 38,645 produced, base price: $6,810: First year of Catalytic converter & single-exhaust, black (painted) bumper pads front & rear, redesigned inner-bumper systems & one-piece rear bumper cover, plastic front grills (all-black), amber parking lamp lenses (replaced clear lenses on 73-74) new emblems, last year of C3 convertible.







1976, 46,558 produced, base price: $7,604: First-year for steel floor-panels, cold-air induction dropped, new aluminum alloy wheels option, new one-piece rear "Corvette" nameplate (replaces letters), last year of "Stingray" fender nameplates.

1977, 49,213 produced, base price: $8,647: Black exterior available (last year-1969), new design ""Corvette flags" front end & fender emblems. New interior console and gauges, universal GM radios.

1978,  46,776 produced, base price: $9,750: New fastback rear window, Silver Anniversary and Indy 500 Pace Car special editions; Pace-car included sport seats & spoilers-front & rear, limited option-glass t-tops; redesigned interior, dash and instruments.










1979, 53,807 produced, base price: $10,220: Sport seats (from previous year pace-car); front & rear spoilers optional, glass t-tops optional; New interior comfort features; highest Corvette sales year to date.

1980, 40,614 produced, base price: $13,140 Lightened materials, new hood, front end with molded spoilers, rear bumper cover with molded spoiler and new tail lamps, Federal government required 85 mph (137 km/h) speedometer; California cars powered by 305 V8 and automatic transmission for this year only, last year for L-82 engine - (n/a with manual transmission).

1981, 40,606 produced, base price : $16,258: Production is switched from St. Louis to new Bowling Green plant; 350 V8 returns in California cars, last year for manual transmission.

1982, 25,407 produced, base price: $18,290: New cross-fire fuel-injected L83, New automatic overdrive transmission; Collectors Edition features exclusive hatch rear window - is one fourth of production.





















Total     542,741 produced.


Mako Shark II Concept


The Corvette C3 was patterned after the Mako Shark II designed by Larry Shinoda. Executed under Bill Mitchell's direction, the Mako II had been initiated in early 1964. Once the mid-engined format was abandoned the Shinoda/Mitchell car was sent to Chevrolet Styling under David Holls, where Harry Haga's studio adopted it for production on the existing Sting Ray chassis. The resulting lower half of the car was much like the Mako II, except for the softer contours. The concept car's name was later changed to Manta Ray. The C3 also adopted the "sugar scoop" roof treatment with vertical back window from the mid-engined concept models designed by the Duntov group. It was intended from the beginning that the rear window and that portion of the roof above the seats–be removable.
The "Shark" has the distinction of being introduced to the motoring public in an unorthodox—and unintended—fashion. GM had tried their best to keep the appearance of the upcoming car a secret, but the release of Mattel's die-cast Hot Wheels line several weeks before the C3's unveiling had a certain version of particular interest to Corvette fans: the "Custom Corvette", a GM-authorized model of the 1968 Corvette.

1968–1969

For 1968, both the Corvette body and interior were completely redesigned. As before, the car was available in either coupe or convertible models, but coupes had new removable roof panels (T-tops) and a removable rear window. A soft folding top was included with convertibles, while an auxiliary hardtop with a glass rear window was offered at additional cost. Included with coupes were hold down straps and a pair of vinyl bags to store the roof panels, and above the luggage area was a rear window stowage tray. The enduring new body's concealed headlights moved into position via a vacuum operated system rather than electrically as on the previous generation, and the new hide-away windshield wipers utilized a problematic vacuum door. The door handles were flush with the top of the doors with a separate release button. "Sting Ray" nameplates were absent on the new 1968 body, but Chevrolet still advertised the car as a Sting Ray. Front fenders had functional engine cooling vents. Side vent windows were eliminated from all models, replaced with "Astro Ventilation", a fresh air circulation system. In the cabin, a large round speedometer and matching tachometer were positioned in front of the driver. Auxiliary gauges were clustered above the forward end of the console and included oil pressure, water temperature,ammeter, fuel gauge, and an analog clock. A fiber-optic system appeared on the console that monitored exterior lights and there was no glove box. The battery was relocated from the engine area to one of three compartments behind the seats to improve weight distribution. New options included a rear window defroster, anti-theft alarm system, bright metal wheel covers, and an AM-FM Stereo radio. All cars ordered with a radio, like the C2 cars, continued to be fitted with chrome-plated ignition shielding covering the distributor to reduce interference.
The chassis was carried over from the second generation models, retaining the fully independent suspension (with minor revisions) and the four-wheel disc brake system. The engine line-up and horsepower ratings were also carried over from the previous year as were the 3 and 4-speed manual transmissions. The new optional Turbo Hydramatic 3-speed automatic transmission (RPO M40) replaced the two-speed Powerglide. The L30, a 327 cu in (5.4 L) small-block V8 engine rated at 300 hp (224 kW) and a 3-speed manual transmission were standard, but only a few hundred 3-speed manual equipped cars were sold. The 4-speed manual was available in M20 wide-ratio or M21 close-ratio transmission versions. The M22 “Rock Crusher”, a heavy duty, close-ratio 4-speed gearbox, was also available for certain applications. The engine line-up included the L79, a 350 hp (261 kW) high performance version of the 327 cu in (5.4 L) small-block. Also available were several variants of the 427 cu in (7.0 L) big-block V8, that taken together made up nearly half the cars. There was the L36, a 390 hp (291 kW) version with a Rochester 4-barrel carburetor; The L68, a 400 hp (298 kW) motor with a Holley triple 2-barrel carb set up (3 X 2 tri-power); The L71, generating 435 hp (324 kW) with a tri-power; The L89 option was the L71 engine but with much lighter aluminum cylinder heads rather than the standard cast iron. Then there was the L88 engine that Chevrolet designed strictly for off-road use (racing), with a published rating of 430 hp (321 kW), but featured a high-capacity 4-barrel carb, aluminum heads, a unique air induction system, and an ultra-high compression ratio (12.5:1). All small block cars had low-profile hoods. All big block cars had domed hoods for additional engine clearance with twin simulated vents and “427” emblems on either side of the dome. The new seven-inch wide steel wheels had F70x15 nylon bias-ply tires standard with either white or red stripe tires optional. Rare options were: L88 engine (80), J56 heavy-duty brakes (81), UA6 alarm system (388), L89 aluminum heads (624).
In 1969, small block engine displacement increased from 327 cu in (5.4 L) to 350 cu in (5.7 L), though output remained the same. All other engines and transmission choices remained unchanged from the previous year, though the L30 base engine was now the ZQ3 and the L79 motor was redesignated the L46. All cars featured 8-inch-wide (200 mm) steel wheels (increased from 7 inches). Tire size remained the same, although this was the first year for optional white lettered tires and the last for red striped tires. Carried over from the previous year were seven available rear axle ratios ranging from 2.73 to 4.56. Standard ratio remained 3.08 with automatic and 3.36 with manual transmission. The optional Positraction rear axle, mandated on many engine/gearbox combinations, was installed on more than 95% of the cars. "Stingray" script nameplates appeared on front fenders, now one word, in contrast to the “Sting Ray” name used previously. Exterior door handles were redesigned so the finger plate would actuate the door, eliminating the separate release button. Backup lights were integrated into the inboard tail lights, headlight washers were added, and front grilles were made all black. Side mounted exhausts and front fender vent trim were options for this year only. On the inside, revised door panels provided additional shoulder room in the C3's tighter cabin and headrests became standard. Steering wheel diameter was reduced from 16 to 15 inches to permit easier entry and exit, the ignition switch was moved from the dash to the steering column, and map pockets were added to the dash area in front of the passenger seat. Accounting for 57% of the cars, coupes with their removable roof panels, began a trend of outselling roadsters. An extended production cycle due to a labor dispute increased '69 volume. This was the last year for the L88 engine and the only year for the ZL1 option, which offered an all aluminum 427 cu in (7.0 L) big-block engine listed at 430 hp (321 kW). Rare options: ZL1 aluminum block (2), J56 heavy-duty brakes (115), L88 engine (116), L89 aluminum heads (390).
Car and Driver magazine wrote in October 1968, “The small-engine Corvettes are marginally faster and extraordinarily civilized. The large-engine Corvettes are extraordinarily fast and marginally civilized.”









1970–1972

In 1970, fender flares were designed into the body contours to reduce wheel-thrown debris damage. New were egg-crate grills with matching front fender side vents and larger squared front directional lamps. The previously round dual exhaust outlets were made larger and rectangular in shape. Interiors were tweaked with redesigned seats and a new deluxe interior option combined wood-grain wood accents and higher-spec carpeting with leather seat surfaces. Positraction rear axle, tinted glass, and a wide-ratio 4-speed manual transmission were now standard. The 350 cu in (5.7 L) base engine (ZQ3) remained at 300 hp (224 kW) and the L46 was again offered as a 350 hp (261 kW) high performance upgrade. New was the LT-1, a 350 cu in (5.7 L) small-block V8 engine delivering a factory rated 370 hp (276 kW). It was a solid lifter motor featuring a forged steel crankshaft, 4-bolt main block, 11:1 compression ratio, impact extruded pistons, high-lift camshaft, low-restriction exhaust, aluminum intake manifold, 4-barrel carburetor, and finned aluminum rocker covers. The new engine, making up less than 8% of production, could not be ordered with air conditioning but was fitted with a domed hood adorned with “LT-1” decals.
Motor Trend in May 1970, clocked an LT-1 covering the quarter mile in 14.36 seconds at 101.69 mph and remarked, “There is Corvette and there is Porsche. One is the best engineering effort of America, the other of Germany. The difference in machines is not as great as the disparity in price.”
A special ZR1 package added racing suspension, brakes, stabilizer bars, and other high performance components to LT-1 cars. Big-block selection was down to one engine but displacement increased. The LS5 was a 454 cu in (7.4 L) motor generating 390 hp (291 kW) and accounted for a quarter of the cars. A second big-block, the 460 hp (343 kW) 454 cu in (7.4 L) LS7, was planned and appeared in Chevrolet literature but is not believed to have ever been delivered to retail customers. A short model year resulted in a disproportionately low production volume of 17,316, down nearly 60% Rare options: ZR1 special engine package (25), shoulder belts in convertibles (475), LT-1 engine (1,287).
1971 cars were virtually identical in appearance to the previous model inside and out. This was the final year for the fiber optics light monitoring system, the headlight washer system, and the M22 heavy duty 4-speed manual gearbox. For the first time, air conditioning was installed on most of the cars, with nearly 53 percent so ordered. Engines were detuned with reduced compression ratios to tolerate lower octane fuel. The small blocks available were the 350 cu in (5.7 L) base engine, which dropped to 270 hp (201 kW), and the high performance LT-1, now listed at 330 hp (246 kW). The LS5 454 cu in (7.4 L) motor was carried over and produced 365 hp (272 kW). Offered in ‘71 only was the LS6 454 cu in (7.4 L) big-block featuring aluminum heads and delivering 425 hp (317 kW), highest of the 1970-72 series, and could be ordered with an automatic transmission. The ZR1 option was carried over for LT-1 equipped cars and the ZR2 option, offered this year only, provided a similar performance equipment package for LS6 cars, and restricted transmission to a 4-speed manual. Rare options: ZR1 special engine package (8), ZR2 special engine package (12), LS6 425-hp engine (188), shoulder belts in convertibles (677).
1972 was the last year for chrome bumpers at both front and rear, the vacuum actuated pop-up windshield wiper door, as well as the removable rear window common to all 1968-72 coupes. The key activated anti-theft alarm system became standard. The increasingly popular choice of an automatic transmission was installed in most corvettes for the first time, with nearly 54 percent so equipped. This year SAE net measurement for horsepower was now utilized (away from the previous SAE gross standard), and was largely responsible for the much lower engine output figures such as the 200 hp (149 kW) rating on the standard 350 cu in (5.7 L) motor. This was the final year for the LT-1 engine, rated at 255 hp (190 kW), and the ZR1 racing package built around it. Although the M22 HD 4-speed was no longer a Regular Production Option, it continued to be fitted to cars outfitted with the ZR1 package. The LT-1 could now be ordered with air conditioning, a combination not permitted the two previous years. The LS5 454 cu in (7.4 L) big block was again available and came in at 270 hp (201 kW). Noteworthy is in ’72 the LS5 was not available to California buyers. This was the beginning of a trend where Chevrolet restricted certain power train choices to Golden State buyers due to that state's practice of applying more stringent emission (smog) standards than mandated by federal regulations. Convertibles were a vanishing breed by ‘72, and the Stingray was no exception. It sold only 6,508 copies, amounting to 9% of the market, placing it number three; it was beaten by the number one-selling Cutlass Supreme, with 11,571, but beat the Impala's 6,456 and the Mustang's 6,401. Rare options: ZR1 special engine package (20), shoulder belts with convertibles (749), LT1 engine option (1,741).

1973–1974

1973 started Corvette's transformation from muscle to touring sports car. A Chevrolet advertisement headlined: "We gave it radials, a quieter ride, guard beams and a nose job." Indeed, redesigned body mounts and radial tires did improve Corvette's ride, and interior sound levels were reduced by 40%. The chrome rear bumper was essentially carried over from the previous year. However, the chrome blade front bumper was dropped for the federally required 5 mph (8.0 km/h) standard for a light-weight front bumper system with an inner transverse tube attached to the frame with two Omark-bolts-(special steel fasteners which absorbed energy when a forming die, pushed back by the bumper, was forced down their length), and an injection-molded urethane bumper cover. The urethane nose was chosen over Chevy's other alternative, a more protruding version of the previous metal bumper. The new urethane bumper assembly added thirty-five pounds to the front end. Two 350 cu in (5.7 L) small block engines were available. The base L-48 engine produced 190 hp (142 kW). The L-82 was introduced as the optional high performance small-block engine (replacing the LT-1 engine) and delivered 250 hp (186 kW). The new hydraulic lifter motor featured a forged steel crankshaft, running in a four-bolt main block, with special rods, impact extruded pistons, a higher lift camshaft, mated to special heads with larger valves running at a higher 9:1 compression, and included finned aluminum valve covers to help dissipate heat. The L-82 was designed to come on strong at higher RPM and ordered with nearly 20% of the cars at a cost of $299.
Car and Driver on the L-82 in December 1972, “…when it comes to making a choice, the L82 is the engine we prefer. Duntov and the other Corvette engineers gravitate toward the big blocks because they like the torque. And granted, the 454s will squirt through traffic with just a feather touch on the gas pedal. But, to us at least, the small block engine contributes to a fine sense of balance in the Corvette that is rare in any GT car, so rare that it would be a shame to exchange it for a few lb.-ft. of torque.”
The 454 cu in (7.4 L) LS-4 big-block V8 engine was offered delivering 275 hp (205 kW) and 15% of the cars were ordered so equipped. “454” emblems adorned the hood of big-block equipped Corvettes. All models featured a new cowl induction domed hood, which pulled air in through a rear hood intake into the engine compartment under full throttle, increasing power (but didn't show up in the horsepower ratings). 0-60 times were reduced by a second while keeping the engine compartment cooler. The new tire size was GR70-15 with white stripes or raised white letters optional. An aluminum wheel option was seen on 1973 and 1974 pilot cars, and a few 1973s were so equipped, but withheld for quality issues, and wouldn't be available until 1976.
Road & Track magazine stated in a 1973 road test: "For all its age, size and compromises, if the Corvette is equipped with the right options it is a pleasant and rewarding car to drive and this 1973 example was one the best Corvettes we've ever driven."
For 1974, a new rear bumper system replaced the squared tail and chrome rear bumper blades introduced in 1968 with a trim, tapering urethane cover carrying an integral license plate holder and recesses for the trademark round taillights. Underneath sat a box-section aluminum impact bar on two Omark-bolt slider brackets similar to the system used in the nose which allowed the Corvette to pass federal five-mph impact tests at the rear as well as the front. The new rear design was quite beautiful, and more up-to-date than the 60's shape that it replaced with the vast majority of enthusiasts embracing the new design. For the 1974 model only, casting limitations mandated left and right bumper covers with a vertical center seam. The anti-theft alarm key activator was moved from the rear panel to the front left fender. Tailpipes were now turned down as the new bumper cover eliminated the tailpipe extensions.
Car and Driver magazine said: "...We think the front and rear together produce a 'molded' shape that speaks of function rather than decor." Chevrolet commented on the new tailpiece in the '74 Corvette sales brochure: “Take the styling. We wouldn’t just change it for the sake of change. But when we made the rear bumper stronger, we made Corvette’s rear styling look different. And, we think better...”
A 1974 Stingray equipped with the L48 195 hp (145 kW) small-block was capable of 0-60 in 6.8 seconds; comparable to the 6.5 second time of the 1968 small-block rated at 300 hp (224 kW); proof the 1972-74 Corvette engines had ample power regardless of reduced horsepower and net (bhp) ratings. The L-82 engine remained at 250 hp (186 kW) and the 454 cu in (7.4 L) LS4 dropped slightly to 270 hp (201 kW).
 


Hi-Performance Cars magazine in a L48, L82, and LS4 comparison test, September 1973, said: "Our choice for the all-around best performer must go to the base 350 L48 engine...The L48 delivers all the acceleration you'll ever need on the road in a steady, forceful manner...in addition it runs cool, idles smoothly, and can cruise all day at 100 mph (160 km/h). The L48 took 6.8 seconds to reach 60 mph (97 km/h), the L82, 6.7 seconds and the LS4 454, 6.4 seconds. On the Bridgehampton road course and over the ride and handling course at Suffolk County Raceway, the base L48 coupe was again our choice...the L-82 had the same balance as the L48 but if we weren't at the right rpm through a corner, or in the wrong gear, the (L82's) lack of torque made itself felt once again...the L48 was the best balanced of the three." In conclusion, they stated: "The Corvette as a total concept has always been far more than the sum of its individual parts. The fanatical clientele that buys 30,000 of them a year can attest to that. And we'll attest to the fact that after 20 years, the Corvette is more than going strong. It's still the epitome of the American motoring experience."
Resonators were added to the dual exhaust system on 1974 models which further helped quiet the interior. The radiator and shroud were revised for better low-speed cooling. The inside rear-view mirror width was increased from 8 inches (200 mm) to 10 inches (250 mm). For the first time, lap and shoulder seat belts were integrated, but only in coupes. The FE7 Gymkhana "off-road" suspension included stiffer springs and a stiffer front stabilizer bar with no ordering restrictions. The new $7 FE7 suspension option was included with the Z07 package — The $400 package (also included H.D. power brakes) was available for L82 and LS4 cars with M21 transmission. 1974 was the end of an era for the Corvette with the last true dual exhaust systems, the last without a catalytic converter and the last use of the 454 cu in (7.4 L) big block engine.
Hot Rod magazine in its March 1986 issue selected the 1973-74 Corvette LS6 454 as one of the "10 most collectable muscle cars" in the company of the 1968-70 Chevelle, 1970 'Cuda, 1970 Challenger, 1966-67 Fairlane, 1968-70 AMX, 1970 Camaro Z28, 1968-70 GTO, 1968-69 Charger, and 1967-68 Mustang. The big-block Corvettes were the only muscle cars produced after 1970 worthy of the list.

1975–1977

The 1975 model was advertised as "a more efficient Corvette," as service intervals were extended and electronic ignition and the federally mandated catalytic converter were introduced with "unleaded fuel only" warnings on the fuel gauge and filler door. Dual exhaust pipes were routed to a single converter, then split again leading to dual mufflers and tailpipes. Starting this year, tachometers were electronically driven. The Corvette began to be influenced by the metric system as speedometers now displayed small subfaces indicating kilometers-per-hour. 75's featured revised inner bumper systems with molded front and rear simulated bumper guards. The urethane rear bumper, now in its second year, reappeared as a one-piece seamless unit. This was the final year for Astro Ventilation. Power bottomed out this year — the base engine produced only 165 hp (123 kW) and the only remaining optional motor, the L-82, dropped an astonishing 45 hp (34 kW), managing to deliver 205 hp (153 kW). With no larger engine available, L-82 hood emblems began to appear on cars so equipped. Unchanged was the standard rear axle ratio for the base engine, which remained at 3.08 with automatic and 3.36 with manual transmission. This was the last convertiblefor the 1968-82 third-generation and only 12% of the cars were ordered as such. As in previous years, a folding top came standard with roadsters and a body color or vinyl covered hardtop was optional at additional cost. Anticipating further federal safety restrictions, Chevrolet believed it would be Corvette's last soft-top model ever but the convertible returned in 1986. Due to the state’s strict emissions standards, this was the last year Chevrolet installed the L-82 engine in a Corvette destined for California.
Car and Driver recorded a respectable 7.7 second 0-60 time in a 1975 base engine-automatic, making the Corvette still one of the fastest cars available at the time. C&D said: "The Corvette feels highly competent with power-everything to help you guide the long body around..."
1976 models featured steel floor panels shielding the catalytic converter exhaust, weighed less than the previous fiberglass floor, and reduced interior noise levels. Horsepower rose to 180 hp (134 kW) for the base L-48 engine; 210 hp (157 kW) for the optional L-82. To further reduce cabin noise levels, cowl induction was dropped in favor of the air cleaner ducted over the radiator, picking up outside air from the front of the car, thus reducing wind turbulence at the base of the windshield. The hood was carried over with its cowl vent grille and induction system non-functional. The optional cast aluminum wheels were finally made available which reduced the unsprung weight of the car by 32 pounds. Nearly 15% of the cars were ordered with the new wheels at a cost of $299. A standard steel rim spare was used. This was the last year for optional white striped tires as 86% of the cars were being delivered with the optional white lettered tires. A new rear nameplate for the rear bumper cover was introduced, eliminating the individual "Corvette" letters used since 1968. An un-welcome change was the "Vega GT" 4-spoke steering wheel, although its smaller diameter did provide extra room and eased entry/exit. The steering wheel, color keyed-to-the-interior, continued on 1977 thorough 1979 models limited to non-tilt wheel cars only. GM's "Freedom" battery, a new sealed and maintenance-free unit was now installed in all cars. The rear window defroster option was changed from the forced air type of previous years to the new "Electro-Clear" defogger, an in-glass heated element type. Even without a convertible model, the Corvette still set new sales records.
Car and Driver recorded 6.8 second 0-60 times in both L-48 and L-82 4-speed equipped 1976 Corvettes. The magazine ordered an L-48 4-speed for a 4,000-mile (6,400 km) road trip to Alaska. C&D summarized: "The Corvette was a big hit–we expected and thoroughly enjoyed that–but we were surprised at how well it withstood the ordeal...once we recovered from the trip we conceded that we'd developed new respect for a car we'd long regarded as something of a put on. In every sense of the word, our Yukon Corvette proved to be tough and we'd have to say that even the production versions impressed us as coming closer to being real touring cars than we might ever have thought. There's a lot more sincere ring now to our stock answer to the question, Why a Corvette?" 
1977 saw the steering column repositioned 2 inches (51 mm) closer to the dashboard to allow a more "arms out" position for the driver. The custom interior with leather seat trim was now standard, with cloth and leather a no cost option. A redesigned center console permitted universal Delco radio options. One consequence of this was an 8-track tape player was now an option. Auxiliary gauges were restyled and the ammeter was replaced with a voltmeter. The sun visors were redesigned to swivel so as to provide some glare protection from the side as well as the front. Chevrolet responded to the criticism of the previous year’s steering wheel with an all new three-spoke leather-wrapped unit, which was well received. Chevrolet featured this new wheel prominently on the front of their new Corvette sales brochure. The new wheel came on all cars fitted with the optional tilt-telescopic steering column which was ordered on all but a few thousand Corvettes. Corvette's refinement as a touring sports car continued as both power steering and power brakes became standard and new options included body-colored sport mirrors, cruise control, and a new convenience group. Cruise control was only available on cars with automatic transmissions. The convenience group included dome light delay, headlight warning buzzer, underhood light, low fuel warning light, interior courtesy lights, and passenger side visor mirror. The black exterior paint color returned (last offered in 1969). Unchanged was the horsepower ratings for both base and L-82 engines. Early in production, the engine paint color was changed from Chevy orange to Corporate blue. The “Stingray” script, seen on front fenders since 1969 disappeared, but new cross-flags emblems began appearing on fenders before the model year ended. Windshield posts were now painted black for a “thin pillar” look and this was the final year of the "sugar scoop" tunneled roof-line and vertical back window. A Corvette milestone was reached during 1977 as Chevrolet had built a half million Corvettes since production began in 1953.
1978 was the Corvette's twenty fifth anniversary, and all 78's featured silver anniversary nose and fuel door emblems. A new fastback rear window was the most dramatic and noticeable styling change, giving the ten-year-old C3 Corvette body style a fresh lease on life. The fixed-glass fastback benefited both aerodynamics and increased the usable luggage space behind the seats while improving rearward visibility in the bargain. A shade was installed that could be pulled forward to cover the rear compartment to protect cargo and carpet against the unrelenting sun. The tachometer and speedometer were redesigned to match the new “aircraft styled” center console and gauge cluster first seen the previous year. Redesigned interior door panels were also new as well as an actual glove box was added in front of the passenger seat, replacing the map pockets of previous years. Available options now included power door locks, a power antenna, dual rear speakers and a CB radio.The optional convenience group, introduced the previous year, now included intermittent (delay) wipers, floor mats, and the passenger side vanity mirror was an upgraded illuminated unit. The base L-48 engine generated 185 hp (138 kW); Those destined for California or high altitude areas produced 175 hp (130 kW). Gone was the chrome-plated ignition shielding over the distributor, replaced with a metal-lined black plastic unit. The single-snorkel air intake used since 1976 was changed to a dual-snorkel set-up on L-82 equipped cars helping to boost that output to 220 hp (164 kW). L-82 engines were also now fitted with an aluminum intake manifold which saved 24 pounds compared to the cast iron unit of previous years. The Corvette converted to metric tires with the P225/70R15 as standard. Wider P255/60R15 tires were available as an option and required fender trimming from the factory for clearance. The fuel tank capacity increased from 17 gal to 24 gal on all cars. To make room for the larger tank, a smaller (P195/80D15) space saver spare tire was utilized.
Two special editions were offered to celebrate Corvette's 25th year. Before he retired, Bill Mitchell had suggested a Silver Anniversary model in his favorite color-silver, appropriately enough-and it appeared as the $399 B2Z option package. The first two-tone paint option offered since 1961, it presented silver over a gray lower body with a separating pinstripe, plus aluminum wheels and dual "sport" outside mirrors as mandatory options, which added another $380 to the cost. 6502 Indy-500 Pace car replica editions were produced featuring Black/silver two-tone paint, front and rear spoilers, mirror-tint roof panels and contoured sport seats. Reviewers praised the car's classic strengths including its impressive straight-line numbers, especially an L48/automatic's 7.8 second 0-60 time and top speed of 123 mph (198 km/h), and noted its more refined, less rattling ride. On the other hand, they continued to note its weaknesses, like a rear-end that tended to step out during sharp maneuvers and a cabin that was still cramped and uncomfortable.
Road & Track took a 1978 L82 to 60 mph (97 km/h) in just 6.6 seconds, 127 mph (204 km/h) flat out, and covered the quarter-mile in 15.3 seconds @ 95 mph.
1979 saw the crossed-flag emblems on the nose and fuel door revert to the those seen on the '77 model. Three popular features introduced on the '78 pace car replicas made it into this year’s production; The new bucket seats, the front and rear spoiler package, and the glass roof panels. The new lightweight “high back” seats were made standard equipment. The new seats had better side bolster, provided easier access to the rear storage area, and the seat pair resulted in a weight reduction of about 24 pounds. The bolt-on front and rear spoilers were offered as an option and nearly 7,000 cars were ordered so equipped. Functionally, the spoilers decreased drag by about 15% and increased fuel economy by about a half-mile per gallon. A bigger hit were the glass mirror-tint roof panels, now a regular option, with nearly 15,000 cars so fitted despite their costing $365. All T-tops were now wired into the standard anti-theft alarm system. Tungsten-halogen high-beam headlights became standard as did an AM-FM radio, and for the first time a cassette tape player could be added as a $234 option. Heavy duty shock absorbers could now be ordered without the full Gymkhana suspension. An auxiliary electric engine cooling fan was first installed, but only on L-82 equipped cars with air conditioning. Rocker panels and rear window trim were painted black. Output for all engines increased due to new "open flow" mufflers. The dual-snorkel air intake introduced on L-82 cars the previous year was now fitted to all cars and the base engine now generated 195 hp (145 kW). The optional L-82 engine increased to 225 hp (168 kW). The M21 close ratio 4-speed transmission continued as an option at no cost but, as in previous years, could only be mated to L-82 engines. The wide ratio 4-speed continued to be available for all cars. Noteworthy is that about 82% of the cars were ordered with manual transmissions in 1968. In '79, less than 20% of the cars were delivered with manual gearboxes. This year reached an all-time high in Corvette popularity. Production hit its peak in 1979 at 53,807, a record that stands to this day.

1980–1982

In 1980, both front and rear bumper covers were restyled with integrated aerodynamic spoilers that resulted in a significant reduction in drag and increased radiator air flow. The hood was also restyled. The crossed-flag emblems disappeared from the front fenders and were revised to a more elongated style on the nose and fuel door. L-82 emblems moved from the hood to the front fenders on cars ordered with the optional high performance engine. This was the finale for the L-82, now producing 230 hp (172 kW) but it could not be mated to a 4-speed, as the manual gearbox was offered only with the base engine. The speedometer in all cars read to a maximum of 85 mph (137 km/h), mandated by a new and controversial federal law. Air conditioning became standard, as did the tilt-telescopic steering column, power windows, exterior sport mirrors, and the convenience group. New was an optional roof panel carrier that would mount to the rear fastback deck. Many weight-saving components were introduced including thinner body panels and an aluminum Dana 44 IRS (Independent Rear Suspension) differential and crossmember. The new lighter unit replaced the arguably stronger cast iron GM 10 bolt IRS differential. In line with further weight savings, the aluminum intake manifold associated with L-82 engines since 1978 was now installed in all cars. For the first time, due to California emission considerations, a unique engine application was installed in cars delivered to that state and was mandatory. This motor was a 305 cu in (5.0 L) V8 engine rated at 180 hp (134 kW), fitted with new tubular stainless steel exhaust manifolds, and mated to an automatic transmission, also mandatory. The carburetor and ignition timing were controlled by Chevrolet’s new Computer Command Control system. The smaller displacement engine was not available in any other state. California buyers were credited $50 as consolation but had to pay for the California emissions certification which was $250. For comparison, the L-48 350 cu in (5.7 L) engine, standard in the other 49 states, was rated at 190 hp (142 kW). The base price increased four times during the model year raising the cost of the car by more than $1,200 to $14,345,24.
In 1981, there was only one powerplant available, a 350 cu in (5.7 L) engine that, like the L-48 base engine the previous year, produced 190 hp (142 kW), but was now designated the L81. The motor was certified in all states and available with manual or automatic transmissions. Chrome air cleaner lids and cast magnesium valve covers dressed up all engines. The stainless steel exhaust manifolds and computer control system introduced on the 305 cu in (5.0 L) California engines the previous year were now standard, as was an auxiliary electric engine cooling fan. This, the last C3 available with a manual transmission, so equipped, had a published 0-60 mph in 8.1 seconds. This model year was the first to use a plastic rear spring, now a Corvette trademark. The spring saved thirty-six pounds, but was limited to base suspensions with automatic transmission. When equipped with Delco's new optional ETR (Electronically Tuned Receiver) radio with digital clock, the quartz analog instrument panel clock was replaced with an oil temperature gauge. The cast aluminum wheels, optional since ’76, were now ordered on 90 percent of the cars at a cost of $428. New options included a power adjustable driver’s seat and power remote outside mirrors. In mid-1981 production shifted from St. Louis, Missouri to Bowling Green, Kentucky, and several two-tone paint options were offered.
1982 saw the debut of the “Cross-Fire Injection” fuel delivery system. This TBI (Throttle Body Fuel Injection) was not the type of fuel injection installed previously in some C1 and C2 Corvettes. It utilized two throttle bodies combined with Chevrolet’s computer control system. The engine produced 200 hp (149 kW) and was mated to a new four-speed automatic transmission with torque converters bypass in the top three gears. Compared to the previous Turbo-Hydramatic 3-speed, the new 700-R4 transmission had a lower first and second gear for improved low-end acceleration, and a fourth gear overdrive that would reduce engine RPM by 30 percent at highway cruising speeds, resulting in better fuel economy. On the downside, the new transmission was not considered a strong unit and proved problematic. The final model C3 Corvette's published performance numbers were 0-60 in 7.9 seconds-the quarter-mile in 16.1 @ 85 mph (137 km/h). This was the last year for 8-track tape availability and new “cross-fire injection” emblems appeared on front fenders. Nose and fuel door crossed-flags emblems changed to a more squared design. Chevrolet knew this would be the last year of an entire generation of Corvettes and so commemorated the occasion by offering a Collector Edition with separate serial number sequencing, silver-beige paint, unique wheels patterned after the 1967 model's bolt-on alloys, and an operable rear hatch window.

Special models


ZL1 (1969)

For the 1969 model year the ZL1 option was offered featuring an all-aluminum 427 cu in (7.0 L) big-block engine listed at 430 hp (321 kW) gross, it propelled the ZL1 through the 1/4 mile in 12.1 seconds. The option cost $4,700 (the ZL1 was a $3,010 option that consisted of aluminum cylinder block and heads on top of the $1,032.15 L88 option). Though generally believed to deliver at least 100-hp (75 kW) more, this has been proved as only rumors, proper testing of the engine reveled closer to 460 hp (343 kW) gross and net rating of only 376 hp (280 kW).
According to Motor Trend in a late 1968 road test, the Corvette ZL1 was the fastest production car ever produced (up to that time). For decades, automotive experts believed only two were built (yellow and white coupes), however Car and Driver in December 1969, revealed a third red ZL1. It disappeared after that 1969 road test and has never been found.

ZR1 & ZR2 (1970–1972)

The ZR1 special engine package was a $1,221.00 option available exclusively with the LT-1 engine option. It included the solid-lifter small-block engine, heavy-duty four-speed transmission, power brakes, aluminum radiator, and a revised suspension with special springs, shocks, stabilizer bar, and spindle-strut shafts. Since it was competition equipment, the ZR1 could not be ordered with power windows, power steering, air conditioning, a rear-window defogger, wheel covers, or a radio. Only 53 1970-1972 ZR1's were built.
The ZR2 special engine package was a $1,747.00 (1 year only) option originally planned for 1970, but officially released in 1971. It included the special equipment in the ZR1 package, but for the 454 LS-6 engine. Per GM policy, 1971 Corvette engines were detuned to run on low-lead fuel, except for the LS-6 V8, which was rated at 425 bhp (317 kW) on premium fuel. 188 cars in the 1971 model included the LS-6 engine, with only 12 with the ZR-2 package. Some believe the "ZR" lettering to stand for "Zora Racer", named after chief Corvette engineer Zora Duntov, but in 2008, Corvette Production Manager Harlan Charles said, "the reality is the codes are usually random and get meaning from enthusiasts."

Indy 500 pace car (1978)

The Corvette C3 was chosen as the pace car for the 1978 Indianapolis 500. Initially, 2500 Indy 500 replica pacers—100 for each year of production—were scheduled for sale. But it was decided that each of Chevrolet's 6200 dealers should have one for showroom display. Thus what was called the Limited Edition Indy Pace Car Replica Corvette made up some 15 percent of total production. Like the Silver Anniversary model, the Pace Car Replica was actually an option package-RPO Z78. Its main distinction was black over silver metallic with a bright red pinstripe in between with a spoiler added to each end to alter appearance more dramatically. Pace car interiors reflected Bill Mitchell's influence, with full silver leather or silver leather/gray cloth upholstery and gray carpeting. All replicas were equipped with new thin-shell design-lumbar support seats, new glass t-tops, alloy wheels, power windows, air conditioning, tilt/telescope steering wheel, power locks, rear defogger, sport mirrors, heavy-duty battery, and AM/FM stereo with either eight-track tape player or CB radio. The final touch was the Indy 500 decal set included uninstalled with each limited-edition car.

Collector Edition (1982)

The 1982 Collector Edition was the first Corvette with a hatchback rear window, foreshadowing the C4 Corvette. A special color scheme was used inside and out and Collector Edition badges were featured. The special, exclusive aluminum wheels were designed to look like the optional bolt-on wheels of the 1967 model. The Collector Edition had a "0" in the sixth digit of the VIN rather than the "8" found on standard Corvettes. This was the first Corvette to sell for more than $20,000, with a base price of $22,537.59. The Collector Edition had unlimited availability and 6,759 were produced out of a 1982 total production of 25,407.











Engines


305 in³ "Calif. Only" LG4 V8    1980                      180 hp (134 kW) net
327 in³ Small-Block V8           1968                      300 hp (224 kW)
     1968                      350 hp (261 kW)
350 in³ Small-Block V8           1969                      300 hp (224 kW)
     1969–1970              350 hp (261 kW)
     1970                      370 hp (276 kW)
     1971                      270 hp (201 kW)
     1971                      330 hp (246 kW)
     1972                      200 hp (149 kW) net
     1973                      190 hp (142 kW) net
     1973–1974               250 hp (186 kW) net
     1974                      195 hp (145 kW) net
     1975                      165 hp (123 kW) net
     1975                      205 hp (153 kW) net
     1976–1977              180 hp (134 kW) net
     1976–1977              210 hp (157 kW) net
     1978                      185 hp (138 kW) net
     1978                      220 hp (164 kW) net
     1979                      195 hp (145 kW) net
     1979                      225 hp (168 kW) net
     1980–1981              190 hp (142 kW) net
     1980                      230 hp (172 kW) net
     1982                      200 hp (149 kW)
427 in³ Big-Block V8              1968–1969              390 hp (291 kW)
427 in³ Big-Block Tri-Power V8 1968–1969            400 hp (298 kW)
       1968–1969            435 hp (324 kW)
427 in³ ZL1 aluminum V8        1969                      430 hp (321 kW) gross, 376 hp (280 kW) net[46]
454 in³ Big-Block V8              1970                      390 hp (291 kW)
     1971                      365 hp (272 kW) G., 285 hp (213 kW) N.
     1971                      425 hp (317 kW)
     1972, 1974              270 hp (201 kW) net
     1973                      275 hp (205 kW) net