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All you need to know about Corvettes

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Part 1 : The Corvette Story

1954 Corvette
The Chevrolet Corvette is a sports car that has been manufactured in six generations since 1953 by the Chevrolet General Motors. The first Corvette was designed by Harley Earl and named by Myron Scott after the ship of the same name. Originally built in Flint, Michigan and St. Louis, Missouri, it is currently built at a GM assembly plant in Bowling Green, Kentucky. The National Corvette Museum and annual National Corvette Homecoming, also located in Bowling Green, celebrate the car's world-wide history.

1957 Corvette
General Motors hired designer Harley Earl
in 1927. Earl loved sports cars, and GIs returning after serving
overseas in the years following World War II were bringing home MGs, Jaguars, Alfa Romeos, and the like.[2] In 1951, Nash MotorsNash-Healey, that was made in partnership with the Italian designer Pinin Farina and British auto engineer Donald Healey,[3] but there were few moderate-priced models.[4]
Earl convinced GM that they also needed to build a two-seat sports car,
and with his Special Projects crew began working on the new car later
that year, which was code named "Project Opel."[4] The result was the 1953 Corvette, unveiled to the public at that year's Motorama
car show. The original concept for the Corvette emblem incorporated an
American flag into the design, but was changed well before production
since associating the flag with a product was frowned upon.
1960 Corvette


^ 1959 Mako Shark Concept Car ^ 1062 Corvette
The Chevrolet division was GM's entry-level marque.[8] GM was seriously considering shelving the project,[9]
leaving the Corvette to be little more than a footnote in automotive
history, and would have done so if not for two important events. The
first was the introduction in 1955 of Chevrolet's first V8 engine since 1919, and the second was the influence of a Soviet émigré in GM's engineering department, Zora Arkus-Duntov.
The new 265 cu in (4.3 L) V8 became available with a three-speed manual
transmission late in the model year turning the "rather anemic Corvette
into a credible if not outstanding performer".[6]
Although not part of the original project, Arkus-Duntov was the
architect of the car's performance image and in 1956 he became the
director of high-performance vehicle design and development for
Chevrolet helping him earn the nickname "Father of the Corvette."[10]

1963 Corvette Sting Ray
The second generation, or mid-year, was designed by Larry Shinoda
with major inspiration from a previous unproduced design called the "Q
Corvette" by Peter Brock and Chuck Pohlmann, and under the styling
direction of Bill Mitchell. Production started in 1963 and ended in 1967. Introducing a new name, Corvette Sting Ray, the 1963 model year Corvette was the first year for a coupe with its distinctive split rear window and non-functional hood vents as well as an independent rear suspension.
Duntov never liked the split rear window because it blocked rear
vision. Bill Mitchell however found the split to be a key part of the
entire design. Duntov got his way on the 1964 model and the now unique
'63 model gained the name "Split Window Coupe". The decorative hood
vents were also eliminated for '64. Maximum power for 1963 was 360 hp
(268 kW) and was raised to 375 hp (280 kW) in 1964
The design of this generation had several inspirations. The first was the contemporary Jaguar E-Type,
one of which Mitchell owned and enjoyed driving frequently. Bill
Mitchell also sponsored a car known as the "Mitchell Sting Ray" in
1959, because Chevrolet no longer participated in factory racing. This
vehicle had the largest impact on the styling of this generation,
although it had no top and did not give away what the coupe would look
like. The third inspiration was a mako shark that Mitchell had caught while deep-sea fishing.

1966 Mako Shark II Concept Car
The third generation was patterned after Chevrolet's "Mako Shark II"
show car, started in 1968 and ended in 1982. This generation has the
distinction of being introduced to the motoring public in an
unorthodox—and unintended—fashion. 1968 marked the introduction of Mattel's now-famous Hot Wheels
line of 1/64-scale die cast toy cars. General Motors had tried their
best to keep the appearance of the upcoming car a secret, but the
release of the Hot Wheels line several weeks before the Corvette's
unveiling had a certain version of particular interest to Corvette
fans: the "Custom Corvette", a GM-authorized model of the 1968
Corvette. The C3 was the longest running body style (14 years) and went
from the highest HP ratings to some of the lowest. It came out on top
of the performance wars of the 60's, through the EPA rules and gas
crunch of the 70's, and still able to challenge its competition in the
80's. It saw monikers now revived such as LT-1, ZR-1, Collector Edition
etc. It saw the 1st Pace Car and celebrated Corvette's 25th Anniversary.

1977 Corvette
The 1968 Corvette was called a Sting Ray in Chevrolet ads. The
"Sting Ray" name was not used in 1968, but the single word emblems were
added on 1969 models. In 1969, the 350 cu in (5.7 L) engine became
available in the Corvette and was the only year that an all-aluminum
427 cu in (7 L) big block titled the ZL-1 was available. It was
reported to produce around 550 horsepower and was a race option. It was
also the only year to have factory side pipes as an option. In 1970 the
427 big block was enlarged to 454 cu in (7.4 L). Small block power
peaked in the 1970 models, with the 1970 high compression high revving
LT-1 putting out 370 hp (276 kW) with the '71 and '72 rated at 330
gross HP. The 1971 454 big block had its last year of big power with
the 425 hp (317 kW) LS6 engine. An even more powerful LS7 454 CID
engine rated at 465 hp (347 kW) was planned and even included in early
GM assembly manuals, but was never installed in any production cars. In
1972, GM moved to the SAE Net
measurement for power (away from the previous SAE Gross standard), a
more realistic rating which included installing all the power consuming
accessories (alt. fan, water pump) and mufflers on the engine during
testing which resulted in lower HP values . Along with lowered
compression ratios from 1971 in anticipation of unleaded fuel, emission
controls, and catalytic converters in 1975, power continued to decline
and bottomed out in 1975 — the base ZQ3 engine put out 165 hp (123 kW),
and the optional L82 engine put out 205 hp (153 kW). Power in 1982 with
the 200 hp (149 kW) L83 engine.
1978 Corvette Indy 500 Pace Car
Styling changed subtly over the generation. Early model years came
standard with an innovative Fiber-Optic light monitoring system.
Strands of fiber optic wire went from the center console to the
headlights (low and high beam), turn signals, tail lights and license
plate light for a total of 9 monitored lights. Due to cost savings, it
was discontinued after the 1971 model year. Minor trim changes occurred
through the 1972 model. In 1973, due to government regulations, the
Corvette changed the chrome front bumper to a urethane-compound
5-mile-per-hour (8 km/h) bumper but kept the rear chrome bumpers. In
1974, the rear chrome bumpers became urethane as well, resulting in the
first ever chrome-less production Corvette. 1975 saw the last year for
the convertible, which did not return until 1986. In 1977, Dave McLellan
succeeded Zora Duntov as the Corvette's Chief Engineer. In that year,
the word Stingray was no longer used, ending the 13 year run where the
names Corvette, Sting Ray and Stingray were synonymous.
1992 Corvette
The fourth generation Corvette began production in March 1983 as a
1984 model and ended with the 1996 model. The 1983 model year was
skipped due to production problems, although 44 prototype 1983 models
were completed. The 23rd produced is displayed at the National Corvette
Museum in Bowling Green, Kentucky.
This first year model of the C4 carried over the L83 engine from the previous, 3rd generation Corvette. The L83
engine had a unique fuel delivery method dubbed "Crossfire": a dual
throttle-body injection system. With the first major body, chassis and
suspension change since 1963, the new C4 coupe incorporated a rear
glass hatch for much improved cargo access, all new brakes with
aluminum calipers, an all aluminum suspension for weight savings and
rigidity, and the first one piece targa top with no center
reinforcement. The Corvette C4 came standard with an electronic
dashboard with digital liquid crystal displays
for the speedometer and tachometer. The 1984 C4 was a complete and
total redesign except for its engine, and the emphasis was on handling
with the introduction of the front transverse composite leaf spring
(still used today on new Corvettes).
1996 was the final year of C4 production, and featured special
models and options, including the Grand Sport and Collector Edition,
OBD II (On-Board Diagnostics), run flat tires, and the LT4 engine. The
330 hp (246 kW) LT4 V8 was available only with a manual transmission, while all 300 hp (224 kW) LT1 Corvettes used automatic transmissions.

1988 Corvette
The C4's handling characteristics and cornering ability allowed it
to dominate SCCA events and races during the 1980s and 1990s. It was
undefeated in SCCA Showroom Stock competition from 1985 through 1987,
despite Porsche's best efforts. For 1988 & 1989, Chevrolet ran a
Corvette-only series called the Corvette Challenge.
The C4 had plenty of firsts for the Corvette: EFI (Electronic Fuel
Injection), composite transverse leaf springs, antilock brakes,
airbags, traction control, an aluminum frame and suspension components,
overhead cams and four valves per cylinder in the superb ZR-1, a
computer controlled, six-speed manual transmission, climate control,
and a digital instrument panel. Conversely, C4 Corvettes were the last
generation to utilize a centrally located fuel filler (1963), opposing
windshield wipers (1953), a cast iron engine block (1953), 4 round
taillights (1961), fiberglass body panels (1953), distributor ignition
(1953).
In 1986, the Corvette team approached Lotus,
then a GM subsidiary, with the idea of developing an ultra-high
performance vehicle based on the C4 Corvette. With input from GM's
"Corvette Team" of engineers and designers, Lotus designed a new engine
to replace the traditional pushrod L98 V-8 that powered the standard C4. The result was the LT5,
an aluminum-block V-8 with the same bore centers as the L98, but with
four overhead camshafts and 32 valves. Lotus designed a unique air
management system for the engine to provide a wider power band by
shutting off 8 of the 16 intake runners and fuel injectors when the
engine was at part-throttle, while still giving the ZR-1 375 hp when at
wide open throttle. As Chevrolet had no facility available which could manufacture the new LT5, construction of the engines was subcontracted to Mercury Marine, a company in Stillwater, Oklahoma which normally specialized in high-performance marine engines.
Lotus also aided in the development of the ZR-1's standard "FX3"
active suspension system, which would provide the basis for active
suspension systems found (as optional equipment) on all Corvettes
since. Much of the ZR-1 tuning was done at Belding, Michigan's "Grattan" raceway.
1995 Corvette
In 1990, the ZR-1 set a 24 hour speed endurance record at the
Firestone test track in Fort Stockton Texas using a near-stock LT5
engine with only minor modifications, including removal of the
catalytic converters. The Tommy Morrison racing team averaged 175 mph
(282 km/h), including time for re-fueling and several driver changes.
In 1991, all Corvettes received updates to body work, interior, and
wheels. The convex rear fascia that set the 1990 ZR-1 apart from the
base model was now included on L98 Corvettes, making the styling of the
expensive ZR-1 even closer to that of the base cars. The most obvious
difference remaining between the base and ZR-1 models besides the wider
rear wheels was the location of the CHMSL (center high mounted stop
lamp), which was integrated into the new rear fascia used on the base
model, but remained at the top of the rear-hatch on the ZR-1's. All
corvette ZR-1's had an interesting feature, a power key. It was mounted
underneath the radio and using a key the power can be switched from
"full" (100% power) and "normal" which disabled the secondary intake
ports cutting the power to 200 hp (150 kW). This system is commonly
referred to as a "valet key", and was reset to "normal" after the
engine was shut off.
Further changes were made in 1992: ZR-1 badges were displayed on
both front fenders and traction control was added as a standard
feature. In 1993, Lotus redesigned the cylinder heads and valve-train
of the LT5, resulting in a horsepower increase from 375 to 405. In
addition, a new exhaust gas recirculation system improved emissions
control. Production of the ZR-1 ended in 1995, after 6,939 cars had
been built.
Part 2 of the Corvette Story very soon...

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