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 All you need to know about Corvettes

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          Part 1 : The Corvette Story

^ 1959 Mako Shark Concept Car                                                              ^ 1062 Corvette

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 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...


^ 50th Anniversary "Stingray" Corvette ;

 ^ The Current 2010 Chevrolet Corvette.