Chevrolet Corvette C3
From Wikipedia, the free encyclopedia
 1968 Chevrolet Corvette Convertible |
|
| Manufacturer | Chevrolet Division |
|---|---|
| Parent company | General Motors Corporation |
| Production | 1967–1982 |
| Model year(s) | 1968–1982 |
| Assembly | St. Louis, Missouri, United States Bowling Green, Kentucky, United States |
| Predecessor | Chevrolet Corvette C2 |
| Successor | Chevrolet Corvette C4 |
| Class | Sports car |
| Body style(s) | 2-door coupé 2-door convertible |
| Layout | FR layout |
| Engine(s) | 327 CID V8 350 CID V8 427 CID V8 454 CID V8 305 CID V8 (1980-Calif.) |
| Transmission(s) | 3-speed manual 4-speed manual Turbo-Hydramatic 3 spd.automatic |
| Wheelbase | 98.0 in (2,489 mm) |
| Length | 185.5 in (4,712 mm) |
| Width | 69.0 in (1,753 mm) |
| Height | 47.7 in (1,212 mm) |
| Curb weight | 3,520 lb (1,600 kg) |
| Designer | GM & Chevrolet design staffs Zora Arkus-Duntov- chief engineer Bill Mitchell chief stylist |
See also: Chevrolet Corvette
The Corvette C3 is a sports car produced by the Chevrolet division of General Motors. The third generation Corvette made its debut for the 1968 model year and lasted through 1982. Corvette chief Zora Arkus-Duntov wanted a striking new Corvette. Chassis components were mostly carried over from the previous generation but its body and interior were new.[1]Though intially flawed, the '68 like the '58 (and even the first Sting Ray) would improve and mature into a car precisely right for its time.[2] At 15 model years, the C3 is the longest of all Corvette generations and influenced the body shape of the C6 Corvette.
Contents |
[edit] History
[edit] 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 result was much like the Mako II from the beltline down, except for the softer contours. It 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.[3]
[edit] 1968-1972
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 car's unveiling had a certain version of particular interest to Corvette fans: the "Custom Corvette", a GM-authorized model of the 1968 Corvette. Engines were carried over from the previous generation. The optional automatic transmission was the new 3-speed Turbo Hydramatic. Coupes had removable T-tops and rear window. Side vent windows were eliminated from all models. Sting Ray nameplates were absent on the new 1968 body, but Chevrolet still advertised the car as a Sting Ray.
In 1969 displacement of small block engines increased from 327 CID to 350 CID. 1969 models featured 8-inch wide wheels (increased from 7-inches), front fender "Stingray" nameplates, all black front grills, circular backup lamps, optional side exhausts and front fender vents chrome trim, and revised door panels for additional shoulder room in the C3's tighter cabin. An extended production cycle increased volume. ZL1 option was offered, with an all aluminum 427 big-block engine listed at 430 horsepower (320 kW) but generally accepted as delivering at least one hundred horsepower (75 kW) more than that. In an interview with Gib Hufstater in 1999, the engine had an output of 710 horsepower.[4] This option cost $4,700 (the ZL1 was a $3,010 option that consisted of an assortment of aluminum cylinder block and heads on top of the $1,032.15 L88 race option.), and only 2 were ever built. Although some rumors have it that a few people bought the ZL-1 engine separately and placed it into their own Corvettes.[5]
In 1970, the 427 big-block was enlarged to 454 CID (7.4 L). Power peaked in the 1970 and 1971 models, with the 1970 LT-1 small-block putting out 370 hp (276 kW) 4-speed manual transmissions became standard. New were egg-crate grills, larger squared directional lamps, new fender vent "grills", and lower wheel openings were flared to reduce wheel-thrown debris damage. Interiors had redesigned seats and a new deluxe interior option combined wood-grain accents and higher-spec carpeting with leather seat surfaces.
The 1971 454 big-block had the highest hp of the 1970-72 series-425 hp (317 kW). 1971 models were carried over with reduced compression ratio engines to run on low-lead and un-leaded fuels.
In 1972, GM moved to the SAE Net measurement for power (away from the previous SAE Gross standard), which resulted in lower values expressed in HP further reducing power ratings down to 200 hp on the standard 350 small block offering. The 1972 LT-1 could now be ordered with air conditioning, a combination not permitted the two previous years. This was the last year for front and rear chrome bumpers and the last year for the removable rear window common to all 1968-72 Coupes.[6]
[edit] 1973-1977
1973 started Corvette's transformation from muscle to touring sports car. Redesigned body mounts and standard radial tires improved Corvette's ride. An aluminum wheel option was seen on '73 (and '74) pilot cars but was withheld for quality problems and wouldn't be available until the 1976 model year. Hood design was new for all engines and included rear air induction which cut 0-60 times by a second while keeping the tight engine compartment cooler. The chrome blade front bumper was dropped for the federally required 5 mph front bumper standard. A lightweight front bumper system with an aluminum inner bar and a body-color urethane bumper cover replaced it; rears remained chrome. The L-82 was introduced as the optional small-block engine. Road & Track 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 the 1974 model year a rear 5 mph bumper was federally required. The new rear bumper system now matched last year's new front design, featuring an aluminum inner bumper, two-piece body-color urethane bumper cover and recessed taillights. The new design was quite beautiful and more up-to-date than the 60's shape that it replaced. Car and Driver said: "...We think the front and rear together produce a 'molded' shape that speaks of function rather than decor." The exhaust system featured resonators to help quiet the interior. The radiator and shroud were revised for better cooling and the air conditioning system was improved. 1974 was the end of an era for the Corvette. It was the last year with a true dual exhaust system, the last without a catalytic converter, and the last use of a big-block engine in a Corvette-ever.
The 1975 model was advertised as a more efficient Corvette, as electronic ignition and a catalytic converter were added, but power bottomed out this year — the base engine only 165 hp (123 kW), and the optional L82 engine 205 hp (153 kW). Still, Car and Driver recorded a respectable 7.7 second 0-60 time in a 1975 automatic. Corvette was still one of the fastest cars available at the time. 75's featured revised bumper systems with molded front and rear "painted" bumper guards and a new one piece urethane rear bumper cover. This was the last convertible for the 1968-82 third-generation. Anticipating safety restrictions, Chevrolet believed it would be Corvette's last soft-top model ever, but a convertible returned in 1986. Starting this year, tachometers were electronically driven.
1976 models featured steel front floor sections that actually weighed less than the previous fiberglass floor. This was required due to the increased temperature of the catalyst exhaust system and helped to further quiet interior noise levels. Horsepower rose to 185 in the base engine. Car and Driver recorded 6.8 second 0-60 times in both L-48 and L-82 4-speed equipped 1976 Corvettes. The rear-air induction was dropped in favor of an air cleaner ducted to the lower grill area to reduce induction noise. The hood was carried over with its induction system non-functional. The 8" wide aluminum wheels were now available and a popular option. A new rear nameplate for the rear bumper cover was featured. An un-welcome change was the "Vega GT" 4-spoke steering wheel, although its smaller diameter did increase knee room. The steering wheel, color keyed-to-the-interior, continued through 1979 model year on non-tilt wheel cars only. Without a convertible model, the Corvette still set new sales records.
1977 saw a second increase in engine hp. The steering column was repositioned 2 inches closer to the dashboard. The custom interior with leather seat trim was now standard, and cloth trim optional. A redesigned console featured universal Delco radio options. Black exterior color returned (last offered in 1969) New cross-flags emblems replaced the Stingray nameplates on front fenders.[7]
[edit] 1978-1982
1978 was the Corvette's twenty fifth anniversary. With buyers hoping for an all-new Corvette, an update to the now aging C3 was needed. A new fastback glass rear window easily updated the C3 design. All 78's featured silver anniversary front and fuel door emblems. Two special editions were offered to celebrate Corvette's 25th year. A silver/grey two-tone anniversary edition and an Indy-500 Pace car replica edition featuring Black/silver two-tone paint, front and rear spoilers, mirror-tint roof panels and contoured sport seats. The Indy 500 decal set was included uninstalled with each limited edition car. The dashboard was redesigned to match the '77's redesigned console and gauges.
All 1979 models included the '78 Pace-car interior and sport seats and offered the spoilers as an option. Mirror-tint roof panels, now a regular option, saw 14,480 units. Outputs for base and optional L82 engines each increased 5-hp to 195-hp and 225-hp, due to revised exhaust systems. This year reached an all-time high in Corvette popularity. Production hit its peak in 1979, at 53,807.[8]
In 1980, the Corvette got an integrated front/rear aerodynamic redesign that resulted in a significant reduction in drag. This was the last year for the L-82 engine option. 4-speed manual was limited to base engine. For the first time in history, due to emmision considerations resulted in a unique engine application for California customers. For 1980 Corvettes sold in California had 305-cid, 185-hp engines, and all had automatics. 1980 was the introduction of many weight-saving components such as thinner body panels and an aluminum Dana 44 IRS differential (previously used was the arguably stronger iron GM 10 bolt IRS differential).[8]
.JPG)
No engines were optional in 1981, but the base L81 190-hp motor was available in all states and with manual or automatic transmission. This was the first Corvette to use a plastic rear spring, now a Corvette trademark. In 1981, the spring saved thirty-six pounds, but was limited to base suspensions with automatic transmission. When equipped with Delco's new optional ETR radio with clock, the quartz instrument panel clock was replaced with an oil temperature gauge.
1982 saw the debut of the "Cross-Fire" TBI fuel injected engine good for 200 hp (149 kW) No manual transmissions were used, but automatics were new with torque converters in the top three of four gears. A Collector Edition was offered with separate serial number sequencing, silver-beige paint, unique wheels patterned after 1967's bolt-on alloys, and an operable rear hatch window.[9]
[edit] Special Editions
[edit] Indianapolis 500 Pace Car
The Corvette C3 was chosen as the pace car for the 1978 Indianapolis 500[10]. To celebrate this choice on its 25th year of production, The 1978 replica coupes were equipped with a two toned color scheme (black with silver lower body with a red stripe dividing the colors) with several Indy stickers on the door and behind the rear fender wells. They equipped with tinted-glass roof panels and exclusive front and rear spoilers. Chevrolet intended to produce just over 300 replica pace cars. That number was increased later due to high demand, with Chevrolet producing one replica for every Chevrolet dealer in the United States; 6,502 cars in total.
[edit] Collector Edition
The 1982 Collector Edition was the first Corvette hatchback, foreshadowing the C4 Corvette. . A special color scheme was used inside and out and Collector Edition badges. It featured special aluminum wheels designed to look like the bolt-on wheels of the 1967 car. 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. 6,759 Collector Edition Corvettes were produced that year, out of a total production of 25,407.
[edit] Special VINs
The VINs of the replicas differed from the standard Corvette. An example VIN is 1Z8748S420001. The 1Z87 was the code for all models, the first 4 was the engine (in this case the L-82), the last 5 digits signify the actual number the car had. The pace car last five VINs began with 9 (example 900189)
[edit] ZR1
The ZR1 option is an $1,221.00 option available exclusively with the LT-1 engine option. It was a special racing package that 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.[11]
[edit] ZR-2
The ZR-2 is a 1-year option originally planned for 1970[12], but officially released in 1971 for $1,747.00. It included the racing equipment options in ZR1, but it is an option for the LS-6 engine. Per GM policy, 1971 Corvette engines were detuned to run on low-lead fuel, except for the LS-6 454, which was rated at 425 bhp (317 kW) on premium gas. 188 cars in the 1971 model included LS-6 engine, with 12 cars including the ZR-2 package.[13]
[edit] Production notes
| Year | Production | Base Price | Notes |
|---|---|---|---|
| 1968 | 28,566 | $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 | $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 | $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 | $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 | $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 | $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 | $6,001 | 5 mph rear bumper system with urethane cover to match last year's front bumper, new recessed taillamps 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, intergrated seat /shoulder belts in Coupe. Last year for true dual exhaust, last year for big-block engine in a Corvette ever, |
| 1975 | 38,645 | $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 | $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 | $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 | $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, instruments. |
| 1979 | 53,807 | $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 | $13,140 | Lightened materials, new hood, front end with molded spoilers, rear bumper cover with molded spoiler and new taillamps, 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 | $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 | $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 |
[edit] Engines
| Engine | Year | Power |
|---|---|---|
| 305 in³ "Calif. Only" LG4 V8 | 1980 | 180 hp (134 kW) net |
| 327 in³ Small-Block V8 | 1968 | 300 hp (224 kW) |
| 1968–1969 | 350 hp (261 kW) | |
| 350 in³ Small-Block V8 | 1969 | 300 hp (224 kW) |
| 1970 | 350 hp (261 kW) | |
| 1970–1971 | 370 hp (276 kW) | |
| 1971 | 270 hp (201 kW) | |
| 1971 | 330 hp (246 kW) | |
| 1972 | 200 hp (149 kW) net | |
| 1972 | 255 hp (190 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 | 249 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) |
| 1968–1969 | 400 hp (298 kW) | |
| 427 in³ Big-Block Tri-Power V8 | 1968–1969 | 435 hp (324 kW) |
| 427 in³ ZL1 aluminum V8 | 1969 | 550-680 hp (410-507 kW) estimated |
| 454 in³ Big-Block V8 | 1970 | 390 hp (291 kW) |
| 1971 | 365 hp (272 kW) gross, 285 hp (213 kW) net | |
| 1971 | 425 hp (317 kW) | |
| 1972, 1974 | 270 hp (201 kW) net | |
| 1973 | 275 hp (205 kW) net |
[edit] See also
[edit] References
- ^ Corvette 50th Anniversary by the Auto Editors of Consumer Guide
- ^ Collectable Automobile-August 1996
- ^ Corvette 50th Anniversary by the Auto Editors of Consumer Guide
- ^ {(http://www.autofacts.ca/classics/FAPC/ZL1Corvette.htm)}
- ^ [1]NY Times
- ^ 1968-1972 Corvette brochures
- ^ 1973-1977 Corvette brochures
- ^ a b That ’70s ’Vette: Just Another Girly Car? - New York Times
- ^ 1978-1982 Corvette brochures
- ^ 1978 Corvette Pace Car
- ^ 1971 Corvette
- ^ 1970 ZR-2 Corvette
- ^ 2001 Corvette - Historical Background
[edit] External links
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Wikimedia Commons has media related to: Chevrolet Corvette |
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Wikimedia Commons has media related to: Chevrolet Corvette C3 |
| Chevrolet Corvette timeline, 1953–present | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| Type | 1950s | 1960s | 1970s | 1980s | 1990s | 2000s | 2010s | |||||||||||||||||||||||||||||||||||||||||||||||||||
| 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | |
| Coupe | C2 | C3 | C5 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Hatchback | Collector Edition | C4 | C5 | C6 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Convertible | C1 | C2 | C3 | C4 | C5 | C6 | ||||||||||||||||||||||||||||||||||||||||||||||||||||
| Performance | Fuel Injection | Big Block | ZR-1 | LT4 | Z06 | Z06 | ||||||||||||||||||||||||||||||||||||||||||||||||||||
| L84 | Big Block | LT1 | ZR1 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Motorsports: Grand Sport • GTP • C5-R • C6.R | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
