The Chevrolet Vega is a subcompact, four-passenger automobile produced by the Chevrolet division of General Motors for the 1971 through 1977 model years. Introduced September, 1970 as the Vega 2300, its two-door model range included the Hatchback coupe, Notchback sedan, Kammback wagon, and Panel Express delivery — each using an aluminum-block 140 cu in (2287 cc) inline-4 engine. The Vega competed against other domestic and imported economy cars — achieving notability for its innovative and problematic engine, first-rate handling, and innovative manufacture.[1][2] The car's name derives from the star of the same name.
By 1974, sales peaked making the Vega among the top 10 best-selling American cars.[3] The Pontiac Astre, a Canadian re-badged Vega was released in the U.S. September, 1974; The Cosworth Twin-Cam, a limited production, performance Vega using an all-aluminum 122 cu in (1994 cc) inline-4 hand-built engine was introduced March, 1975.
No. 1 Vega built, Lordstown Assembly June 26, 1970, photographed in 2005
Chevrolet and Pontiac divisions were working separately on small cars in the early and mid '60s. Ed Cole, GM's executive vice-president of operating staffs was working on his own small-car project using the corporate engineering and design staffs. He presented the program to GM's president in 1967. When the corporation started seriously talking about a mini-car, Cole's version was chosen with the proposals from Chevy and Pontiac rejected, and Cole's new mini-car was given to Chevrolet to sell. Not only did corporate management make the decision to enter the mini-car market, it also decided to develop the car itself. It was a corporate car, not a divisional one.
In 1968 GM chairman James Roche announced that General Motors would produce a new mini-car in the U.S. in two years.[2] This was an extremely short time to design and engineer a new car, especially one that borrowed almost nothing from any other. Ed Cole formed a GM corporate design team exclusively for the Vega headed by William Munser, who had worked on the Camaro. It was as GM president that Cole oversaw the program using the internal code name XP-887 — ultimately meeting the projected schedule.[2] Chevrolet "teaser" ads began in May 1970, not announcing its name at first, stating-you'll see. From a list of proposed names and ultimately chosen by Cole, the car took its name from the brightest star in the constellation Lyra.
Development
File:1968 Vega coupe prototype.jpgXP-887 Coupe clay model, GM studio September 1968XP-887 Coupe clay model, Chevy studio Final design, 1970
The Chevy Vega was conceived in 1968 to utilize the newly-developed all-aluminum die-cast engine block technology. In October 1968, there was only one body style – the "11" style Notchback Coupe, one engine, one transmission – the MB1 Torque-Drive manually-shifted 2-speed automatic, no headliner, one base trim level, a bench seat, molded rubber floor covering, no glove box, no air-conditioning option, ventilation only through the upper dash direct from the wiper plenum, and exterior paint on the interior. As the program progressed into development, the market changed, and so did the product:
December, 1968 – Hatchback, Wagon, and Panel delivery styles added. Floor-level ventilation added. Optional performance engine ("L-11" 2-barrel) added; predicted production rate was 20%; actually ran at 75%. Bucket seats replaced bench seat as standard equipment. Carpeting and headliners added for hatchback and station wagon. Air-conditioning option added.
February, 1969 – Opel three- and four-speed transmissions added (3-speed standard, others optional), Powerglide added (now four transmissions), mechanical fuel pump replaced by in-tank electric pump, power steering option added, base "11" style Notchback trim upgraded to match Hatchback and Wagon (carpet and headliner).
April, 1969 – Gauge-pack cluster option added, HD suspension and wide tire option added, adjustable seat back option added (ran at 45% production), bumpers restyled, lower valance panels added, swing-out quarter window option added.
July, 1969 – Electrically-heated backlite option added, "GT" package option added at $325.00, bright window-frame and roof drip moldings added to the Hatchback and Wagon.
This is essentially how the car launched as a 1971 model. Production began on June 26, 1970. After the National GM strike (9/70-11/70) ended, bright roof drip moldings were added to the base "11" style notchback; moldings were sent to dealers to update units already in the field in December. The car still had no glove box.[6]
All Vega models have a 97.0-inch (2,460 mm) wheelbase and a 65.4-inch (1,660 mm) width. 1971–72 models have a 169.7-inch (4,310 mm) overall length. 1973 models are 3 inches (76 mm) longer due to the front 5 mph bumper. 1974–77 models have front and rear 5 mph bumpers and are 5.7 inches (140 mm) longer than the 1971–72 models. In a size comparison with a 1970 Nova, the Vega has 14 inches (360 mm) less wheelbase, 7 inches (180 mm) narrower width, 2 inches (51 mm) lower height, and (1971–72 models) have 20 inches (510 mm) less overall length [7]
The Hatchback with its lower roofline and fold-down rear seat accounted for nearly half of all Vegas sold.[5] The Sedan, later named Notchback offered the lowest base price and is the only Vega model with an enclosed trunk.[8] The wagon, named Kammback has fixed rear side glass and a swing-up liftgate.[9] A one-passenger Panel delivery, named Panel Express is based on the wagon with steel panels in place of the rear side glass, an enclosed storage area and an optional auxiliary front passenger seat. Marketed as a truck, the Panel Express used Chevy Van seats lacking headrests required for passenger vehicles.[10]
The aluminum block inline-4 engine was a joint effort from General Motors, Reynolds Metals, and Sealed Power Corp.. The engine and its die-cast block technology was developed at GM engineering staff, before the program was handed-off to Chevrolet to finalize and bring to production.[2] Ed Cole, who had been very personally involved with the design of the 1955 Chevrolet V8 as chief engineer at Chevrolet, was equally involved with the Vega engine as GM president, and was a frequent visitor on Saturdays to the engineering staff engine drafting room, reviewing the design and giving direction for changes. As the engine development progressed at Chevrolet, it became known (in closed offices) as "The world's tallest, smallest engine" due to the tall cylinder head.[11]Collectable Automobile said in April, 2000: "The Vega engine was the most extraordinary part of the car." [12]
1971 Vega Hatchback Coupe1971 Vega Sedan (Notchback)
GM's German subsidiary Opel was commissioned to tool up a new 3-speed derivative of their production 4-speed manual transmission. Opel had a 4-speed available that was in high-volume production, but the GM finance department insisted that the base transmission be a low-cost 3-speed, with the traditional profit-generating 4-speed as an extra-cost option. Opel tooled up a new 3-speed unit exclusively for the Vega, whose final cost was higher than the optional 4-speed due to the tooling investment and production volume. Both transmissions were shipped from Germany, 100 transmissions to a crate, and arrived in shipments of thousands of transmissions at a time.[11] Initially Powerglide automatic and Torque-Drive clutchless manual transmissions were optional. The U.S.-built Saginaw 3- and 4-speed manual and an air-cooled version of the Turbo-Hydramatic automatic later replaced the Opel-built manual, Torque-Drive (clutchless manual), and Powerglide transmissions.
Its suspension and live rear axle design, near ideal weight distribution, low center of gravity and neutral steering give the Vega world-class handling characteristics. Road & Track magazine said in September 1970, "Vega is the best handling car ever sold in America."[13] The overall chassis suspension was to be tuned to a new A78 × 13 tire that was being developed concurrently with the vehicle. The front suspension is classic General Motors short and long-arm. The lower control arm bushings were actually larger than those of the Camaro.[14] The four-link rear suspension copied that of the Chevelle,[2] and coil springs are used throughout. This was a significant departure from the leaf spring suspension used in the Camaro and Nova.[15] A torque-arm rear suspension was later adopted, replacing the four-link design. The Vega's front disc and rear drum brake system copied an excellent Opel Kadett design including solid rotors and a lack of a proportioning valve.[2]
1971 Vega Kammback Wagon1971 Vega Panel Express
All four Vega models share the same hood, fenders, floor pan, door lower panels, rocker panels, engine compartment, and front end. Due to its "Modular Construction Design", a Vega sedan with 578 body parts had 418 fewer parts than its full-size Chevrolet counterpart. Modular Construction Design reduced the number of joints and sealing operations resulting in stronger, tighter bodies, effectively contributed to vehicle quality and made possible a very high rate of production.[7]
The Vega's body surface was the first accomplished completely through use of computers. Body surface information recorded on tape derived from the clay styling model, allowed computers to improve the body surface mathematically. Computer developed tapes were also used to control drafting machines in producing master surface plates which were extremely accurate. The computer was also utilized in making the hundreds of necessary engineering calculations including vision angle, field of view, rear compartment lid and door counterbalance geometries, structural stresses, deflection calculations and tolerance studies.[7]
The Vega's styling was judged conservative, clean-lined and timeless.[16]Car and Driver in 1971, said: "The plain Vega sedan is as good-looking a car as you'll find in its class...with the Vega they've turned out one of the finest-looking compact sedans in the world."[17] The GM styling studio's main influence was the 1967–1969 Fiat 124 Sport Coupe AC and the Chevrolet Camaro/Corvette studio grafted a 1970 Camaro-like egg-crate grille and Chevy-style dual taillights for the sedan and hatchback models.[18] Three years later the front end would be redesigned to accommodate the revised 1974 pendulum-test, 5-mph bumper standard. The sloped front-end was generally well-received although many Vega enthusiasts preferred the older front end.
Model year changes
1972 Vega Kammback Wagon1973 Vega GT Hatchback Coupe Limited special edition Millionth Vega1974 Vega GT Hatchback Coupe1976 Cosworth Vega Hatchback Coupe
In mid-1971 an optional GT package for Hatchback and Kammback models was introduced including the L-11 two-barrel 140 engine, the F-41 handling suspension option (H.D.springs and shock absorbers, one-inch lower ride height, front and rear stabilizer bars, 6-inch-wide wheels and 70-series raised white-letter tires), GT fender emblems, black-finished grill and lower body sills, clear parking lamp lenses, chrome belt and lower moldings, full instrumentation, 4-spoke sport steering wheel, adjustable driver's seat back, a passenger-assist handle and a wood-grain dash. Satin-finished GT wheels with trim rings and chrome center caps replaced the argent-color wheels and stainless hub caps, and a hood/deck sport stripe in black or white was optional.[19]Motor Trend praised the Vega GT saying: "...it comes close to what a racing GT car should be, in handling, performance and comfort. Because it's basically a low-priced compact, the results are all the more surprising and rewarding."[15]Yenko Chevrolet marketed the Yenko Stinger II through 1973 — based on the Vega GT, its 140 CID L-11 engine featured high-compression pistons and a turbocharger producing 155-hp. Included were front and rear spoilers and side striping with "Yenko Stinger II" identification.
1972 models were essentially carried over from 1971 with a few refinements and additions. Vibration and noise levels were reduced by a revised exhaust system and better driveline damping and the rear shock absorbers were revised. The Turbo-hydramatic 3-speed automatic transmission and a custom cloth interior were new options and a glove box was added.[20]
The 1973 Vega had over 300 changes, including new exterior and interior colors and new standard interior trim. The front and rear script nameplates — "Chevrolet Vega 2300" were changed to block letters — "VEGA by Chevrolet". The front bumper, on stronger brackets was extended 3 inches with a steel body-color filler panel — to meet the 1973 5-mph front bumper standards. US-built Saginaw manual transmissions and a new shift linkage replaced the Opel-built units. The L-11 engine featured a new Holley staged two-barrel carburetor. New options included BR70-13 white stripe steel belted radial tires, full wheel covers and body side molding with black rubber insert. Two new models were introduced mid-year — the Estate Kammback Wagon with woodgrain siding and the LX Notchback including a vinyl roof. On May 17, 1973 the millionth Vega was produced at the Lordstown assembly plant — a bright orange GT Hatchback with white sport stripes, power steering, a neutral custom vinyl interior with exclusive vinyl door panels,[21] accent-color orange carpeting and millionth Vega door handle accents. A limited edition "Millionth Vega" was introduced replicating the milestone car. 6500 were built May 1 to July 1.[22]
The 1974 model year brought the only major exterior design changes, due to the revised front and rear 5-mph bumper standards. The redesigned front end featured a slanted header panel with a steel louvered grill and recessed headlamp bezels, front and rear aluminum bumpers with inner steel spring (resembling the '74 Camaro) replaced the chrome bumpers, and front and rear license plate mountings were relocated. A revised rear panel on Notchback and Hatchback models had larger single unit taillights and ventilation grills were eliminated on trunk and hatch lids. Overall length was increased six inches (152 mm) compared to the 1971-72 models.[23] A 16 gallon fuel tank replaced the 11 gallon tank. The GT sport stripes option was changed — side striping replaced the painted hood/deck stripes. In January plastic front fender liners were added after thousands of sets of fenders were replaced under warranty on 1971-74 models. In February the "Spirit of America" limited edition hatchback was introduced featuring a white exterior, white vinyl roof, blue and red striping on body-sides, hood and rear-end panel, emblems on front fenders and rear panel, white "GT" wheels, A70-13 raised white-letter tires, a white custom vinyl interior and red accent color carpeting.[24] 7500 were built through May.[6]
The 1975 Vega had 264 changes including H.E.I. (High-energy) electronic ignition and catalytic converter. New options included power brakes, tilt steering wheel, BR78-13B GM-spec steel belted wsw radial tires, and a special custom cloth interior option for the Hatchback and Kammback. In March the Cosworth Vega was introduced featuring an all-aluminum twin-cam inline-4 engine and the first use of electronic fuel injection on a Chevrolet passenger car.[25] All 2,061 '75 models were black with gold accent striping, gold-colored aluminum wheels and a black custom vinyl, black custom cloth, or white custom vinyl interiors with a gold "engine turned" dash bezel and gold-plated plaque with Cosworth ID and build number.[26] The Panel Express was discontinued at the end of the model year.
1976 models had 300 changes. A facelift included a revised header panel with Chevy bowtie emblem, a wider grill, revised headlamp bezels —all made of corrosion resistant material, and new tri-color taillights for the Notchback and Hatchback. The 2.3 liter engine, named Dura-built 140, received improved cooling and durability refinements. The chassis received the Monza's upgraded components including the box-section front cross-member, larger rear brakes, and torque-arm rear suspension which replaced the four-link design. The body received extensive anti-rust improvements including galvanized fenders and rocker panels. New models introduced were the GT Estate wagon, the Cabriolet Notchback with a half vinyl roof with opera windows, and a limited edition Nomad Wagon featuring restyled side windows.[27] New options included a Borg Warner 5-speed manual overdrive transmission and a houndstooth type seat trim named "sport cloth" for an additional charge of $18. In January, a "Sky-Roof" with tinted reflectorized sliding glass and 8-track tape player options were added. The Cosworth was offered in eight additional exterior and two additional interior colors, but was canceled in July after only 1446 '76 models.[28]
1977 models were carried over from 1976 with a few revisions and additions. The Notchback was renamed Coupe. The Dura-built 140 engine received a pulse-air system to meet the more strict 1977 Federal emission standards. The one-barrel version of the engine was dropped, as was the 3-speed manual transmission. A full console was a new option and GTs received blacked-out trim and a revised side striping option.[29]
Engines
140 CID OHC
140 CID (2.3 L) 1 bbl. I-4, 90 hp (1971)
The Vega engine is a 140 cu in (2287 cc) inline-4 featuring a die-cast aluminum cylinder and case assembly and a cast-iron cylinder head with a single overhead camshaft (SOHC)[30] The cylinder block is an open deck design with siamesed free-standing cylinder bores. Outer case walls form the water jacket and are sealed off by the head and the head gasket. The block has cast iron main caps and a cast iron crankshaft. The cast iron cylinder head was chosen for low cost and structural integrity. The overhead valvetrain is a direct acting design of extreme simplicity. Only three components activate the valve rather than the usual seven of a typical push rod system. The camshaft is supported by five conventional pressed-in bearings. The camshaft is driven from the crankshaft by an externally mounted continuous cogged belt and sprocket system. Six v-grooves on the outside of the belt drive the water pump and fan.[31]
The large bore and long stroke design provide good torque and lower rpm operation for reduced wear. Compression ratio for the standard and optional engine is 8.5:1, as the engine was designed to operate on low-lead and no-lead fuels. A single-barrel carburetor version produces 90 hp (67 kW). The two-barrel version (RPO L11) produces 110 hp (82 kW). From 1972 on, ratings were listed as SAE net. The relatively large (for an inline-4) engine is naturally prone to vibration and is subdued by large rubber engine mounts. The 1972 Rochester DualJet two-barrel carburetor required an air pump for emission certification and was replaced in 1973 with a Holley-built 5210C staged two-barrel carb. Emission control revisions made in 1973 reduced power output on the optional engine by 5 bhp, although the engine's cruising noise levels were reduced.[32]H.E.I. ignition was introduced on 1975 engines.[33]
Sports Car Graphic said in September, 1970: "The new die-cast aluminum Vega 2300 (engine) is a masterpiece of simplicity. There are many innovations made to reduce the number of pieces and improve repairability. One belt drives camshaft and water pump. The movable water pump is also the belt tensioner. The oil pump is also the front engine cover."[34]
Road & Track in a 1970 road test said, "The engine proved a let down. It's extremely rough and noisy..on the positive side, freeway cruising is relaxed and quiet, the slow-running engine's noise covered by wind and road noise, and it was economical not withstanding our overall mileage figures which included some very hard driving." [35]
The 140 CID engine was named Dura-Built 140 in 1976. It featured improved coolant pathways for the aluminum-block, a redesigned cylinder head incorporating quieter hydraulic valve lifters, longer life valve stem seals (which reduced oil consumption by 50%), and a redesigned water pump, head gasket, and thermostat. Warranty on the engine was 5 years/60,000-mile (97,000 km).[36]
Chevrolet conducted an advertised 60,000 miles in 60 days Durability Run of the 1976 Vega and its Dura-Built 140 engine. Three new Vega hatchback coupes equipped with manual transmissions and air conditioning were driven non-stop for 60,000 miles (97,000 km) in 60 days through the deserts of California and Nevada (Death Valley) using three pre-production models of the subcompact and nine non-professional drivers. All three 1976 Vegas completed a total of 180,000 miles (290,000 km) with only one "reliability" incident — a broken timing belt was recorded. This fact prompted Vega project engineer Bernie Ernest to say, "The Vega has reliability in excess of 60,000 miles, and therefore the corporation feels very comfortable with the warranty."
[37]
Chevrolet chose the 349-mile Southwestern desert route in order to show the severely criticized engine and cooling system had been improved in the 1976 model. During the 60-day test which was certified and supervised by the United States Auto Club, the three cars were subjected to ambient temperatures never lower than 99 °F (37 °C) degrees and often reaching as high as 122 °F (50 °C). The nine drivers were instructed to treat the cars as they would their own and use the air conditioning as desired. Yet, in more than 180,000 miles of total driving, the cars used only 24 ounces of coolant, an amount attributed to normal evaporation under severe desert conditions. Furthermore, fuel economy for the three test Vegas averaged 28.9 mpg over the duration of the run, while oil was used at the rate of only one quart every 3400 miles. Translated into actual driving expenses, the three Vegas averaged a per-mile cost of 2.17 cents.[38] One of the cars went on display at the 1976 New York Auto Show. The 1976 Vega was marketed as a durable and reliable car.[39][40] The 1977 Dura-Built 140 engine added a pulse-air system to meet the more-strict 1977 U.S. exhaust emission regulations. The engine paint color (as used on all Chevy engines) changed from orange on '76 engines, to blue on '77 engines.
The Cosworth Vega Twin-Cam engine is a 122 cu in (1994 cc) inline-4 featuring a die cast aluminum alloy cylinder and case assembly and a Type 356 aluminum alloy, 16-valve cylinder head with double overhead camshafts (DOHC). The camshafts are held in a removable cam-carrier which also serves as a guide for the valve lifters. Each camshaft is supported by five bearings and is turned by individual cam gears on the front end. The two overhead camshafts are driven, along with the water pump and fan, by a fiberglass cord reinforced neoprene rubber belt, much like the Vega 140 cu in engine. Below the cam carrier is a 16-valve cylinder head constructed of an aluminum alloy using sintered iron valve seats and iron cast valve seats. Sturdy forged aluminum pistons and heat-treated forged steel crankshaft and connecting rods reveal racing ancestry; assure high performance durability.[41]
The engine features a stainless steel exhaust header and electronic fuel injection (EFI) – a Bendix system with pulse-time manifold injection, four injector valves, an electronic control unit (ECU), five independent sensors and two fuel pumps. Each engine was hand-built and includes a cam cover sticker with the engine builder's signature. The Cosworth Vega engine is some 60 pounds lighter and presents a far handsomer spectacle than the odd looking SOHC Vega engine.[42] The engine develops its maximum power at 5,600 rpm and is redlined at 6,500 where the SOHC Vega engine peaks at 4,400 and all is done at 5,000. Final rating is 110 hp (82 kW)[43] With only 3,508 of the 5,000 engines used, GM disassembled about 500; the remaining engines were scrapped.[44]
GM Research Labs had been working on a sleeveless aluminum block since the late '50s. The incentive was cost. Engineering out the four-cylinder block liners would save $8 per unit. Reynolds Metal Co. developed an eutectic alloy called A-390, composed of 77 percent aluminum, 17 percent silicon, 4 percent copper, 1 percent iron, and traces of phosphorus, zinc, manganese, and titanium — suitable for faster production diecasting, making the Vega block less expensive to manufacture than other aluminum engines. Sealed Power Corp. developed chrome-plated piston rings that were blunted to prevent scuffing. Basic work had been done under Eudell Jackobson of GM engineering. Then suddenly, Chevrolet got handed the job of putting this sleeveless aluminum block into production — a feat never before attempted. The Vega blocks were cast in Massena, NY at the same factory that had produced the Corvair engine. The casting process provided a uniform distribution of fine primary silicon particles approximately 0.001 inches (25 µm) in size. The blocks were aged 8 hours at 450 °F (232 °C) to achieve dimensional stability, then inpregnated with sodium silicate.[45] From Massena, the cast engine blocks were shipped to GM's engine plant in Tonawanda, NY where they underwent the etch and machining operations. The cylinder bores were rough and finish-honed conventionally to a 7-microinch (180 nm) finish then etched removing approximately 0.00015-inch (3.8 µm) of aluminum, leaving the pure silicon particles prominent to form the bore surface. A four-layer plating process was necessary for the piston skirts, putting a hard iron surface opposite the silicon of the block. From Tonawanda, the engines went to the Chevrolet assembly plant in Lordstown, Ohio. The technical breakthroughs of the block lay in the die-casting method used to produce it, and in the silicon alloying which provided a compatible bore surface without liners. With a finished weight of 36 pounds (16 kg), the block weighs 51 pounds (23 kg) less than the cast-iron block of the 153 cu in (2,510 cc) inline-4 used in the Chevy II Nova.
XP-898 concept prototype Vega L-10 engine with "crossflow" aluminum head
Although the optional L-11 engine became a mainstream part of the Vega development program in December 1968, the Chevrolet engine group had an intense dislike for the tall iron cylinder head with its unusual tappet arrangement and side-flow "Heron" combustion chamber design that had been thrust on them from GM engineering staff, and set out to design their own.
The design evolved rapidly as a "crossflow" aluminum cylinder head with a single centrally-mounted overhead camshaft (OHC) and roller rocker arms operating intake valves on one side and exhaust valves on the other, remarkably similar to the Ferrari V-12 cylinder head design of that period; it was almost 4" lower than the Vega production head, was a lot lighter, had true "hemi" chambers with big valves, and made excellent power. Numerous prototypes were built, and manufacturing tooling was started in anticipation of approval for production. The real story never came out, but some combination of corporate politics ("You don’t need another cylinder head – mine will work just fine") and additional program investment killed the program. Had it gone to production, it would not have had the differential expansion head gasket problems that plagued the iron-head engine, and would have provided significantly higher performance than the optional L-11 engine.[11]
RC2-206 Wankel
1974 Vega RC2-206 Wankel
In November 1970, GM paid $50 million for initial licenses to produce the Wankel rotary engine, and GM President Ed Cole projected its release in three years, initially targeted for an October 1973 introduction as a 1974 Vega option. The General Motors Rotary Combustion Engine (GMRCE) had two rotors displacing 206 cu in (3.38 L), twin distributors and coils, and an aluminum housing,[48] RC2-206 Wankels were installed in 1973 Vegas for cold weather testing in Canada.
Motor Trend, in a 1973 article "The '75 Vega Rotary" said: "GM saw the rotary engine's future as probably much greater than they do today...mileage will be in the 16-18 mpg range. Compared to the normal piston (engine) Vega's 20 to 26 mpg, the whole rotary deal begins to look just a little less attractive, with what the price of gasoline skyrocketing, but that's another matter."[49]
Unwilling to face gas mileage criticism that Mazda withstood, GM felt it could meet 1975 emissions standards with the engine tuned to provide better mileage. Other refinements improved mileage to a remarkable 20 mpg, but with the fuel breakthrough came related side-effect problems — apex seal failures, as well as a rotor tip-seal problem.[48] By December 1973, it was clear the Wankel, now planned for the Monza 2+2, would not be ready for either production or emissions certification in time for the start of the 1975 model year, and after paying another $10 million against its rotary licence fees, the company announced the first postponement. Motor Trend in April 1974 predicted the final outcome[50] — On September 24, 1974, Ed Cole postponed the Wankel engine ostensibly due to emissions difficulties. He retired the same month. GM admitted fuel economy for the rotary was sub-standard and postponed production in favor of further development. Pete Estes succeeded Ed Cole as GM President and never showed any special interest in the Wankel or in the perpetuation of Cole's ideas.[51]
Lordstown Assembly
GM built a $75 million plant, Lordstown Assembly in Lordstown, Ohio, to produce the Vega. When completed, Lordstown was the world's most automated auto plant.[2]Approximately 95 percent of each Vega body's 3900 welds were carried out automatically by robot-like arms known as Unimates. Engine and rear axle assemblies postioned by hydraulic lifts with bodies overhead were synchronized to move along the line at 30 feet per minuite. Sub-assembly areas, conveyor belts and quality control were all computer directed.[52] Two exits on the Ohio Turnpike were constructed to handle traffic to and from the plant.
Vega production at Lordstown was projected at 100 cars an hour from the beginning: one vehicle every 36 seconds. This was nearly twice the normal volume and by far was the fastest rate in the world.[2]
The Lordstown worker had only 36 seconds to do his job instead of the normal minute. With 25 percent more line workers than needed, the speed of assembly did not bother most workers at first, and the Vegas that came off the line in those early months were well built. They still had mechanical flaws but issues such as fit-and-finish were not a problem. Then in October 1971, General Motors ordered Chevrolet and Fisher Body to turn over Lordstown to the General Motors Assembly Division (GMAD). One of its missions was to cut costs. Typical Lordstown employees (average age, 22) were products of the '60s. They'd grown up in an age of civil disobedience. GMAD ran a much tighter ship and discipline became more rigorous. The United Auto Workers (UAW) claimed that 800 workers were laid off at Lordstown within the first year of GMAD's arrival and the line speed didn't slow. Feelings got worse with management accusing workers of intentionally slowing the line and sabotaging cars by leaving parts off and doing shoddy work. In March 1972, the plant's 7,700 workers called a wildcat strike that lasted a month and cost GM 150 million dollars.[45]1975 was a "rolling model change" at 100 cars per hour with no downtime.[2]
New paint chemistry
Lordstown Assembly, Vega Final Line
As initial production ramped up to the goal of 100 vehicles per hour, a major problem developed in the paint shop. At 85 units per hour, the incidence of deficient paint application had risen to where nearly 100% of the units required repair. They simply could not lay the paint on fast enough with conventional pressures and tips, and when they increased pressures and opened up tips, they got runs and sags everywhere. Fisher Body had no effective means to reach full production targets, so they called DuPont (lacquer paint supplier); using two mobile paint laboratories, they developed a new paint chemistry and application specifics over a weekend — Non-Aqueous Dispersion Lacquer (NAD). There were production paint colors to that new formulation within a week, which enabled them to continue the production ramp-up successfully to 106 per hour in the paint shop. John Hinkley, GMAD-Lordstown Coordinator said: "Masking, painting, and demasking the GT's optional sport stripes was something to see at 106 per hour."[53]
Wood-grain film
After two years of production a wood-grain option for the wagon, the Vega Kammback Estate was released in January 1973. Nobody at Lordstown had applied wood-grain film to a car since the Caprice wagon in 1969, and it was nearly impossible to apply to the Vega body contours at 100 bodies per hour without wrinkles and tremendous scrap of the material. Wood-grain was pulled from the production schedule, and they called in an expert from Schlegel, the wood-grain film supplier, to refresh everyone's skills and show them how to do it at their high line rate. He set up shop in the company car garage, and trained a team of twelve people – six from each shift – on three wagons they sent through the system on purpose without the film installed. Everyone picked up the techniques, and they put wood-grain back in the schedule the next day and ran with no problems.[11]
Vertical rail transport
30 Vegas to a single Vert-a-pacVegas being loaded on Vert-a-pac
The Vega was designed to be shipped vertically, nose down. Railroad cars named Vert-A-Pac were designed jointly by General Motors and Southern Pacific — each holding 30 Vegas versus 18 in normal tri-level autoracks. Each car was fitted with four removable, cast-steel sockets into the undercarriage. Plastic spacers were wedged in beside the powertrain to prevent damage to engine and transmission mounts and were removed when the cars were unloaded. The rail car ramp/doors were opened and closed via forklift.[54]
Chevrolet conducted vibration and low-speed crash tests to ensure the suspended, nose-down cars would not shift or incur damage in railroad collisions. Chevrolet's goal was to deliver cars topped with fluids and ready to drive to the dealership. To do this, engineers had to design an engine oil baffle to prevent oil from entering the No. 1 cylinder; Batteries had filler caps located high up on the rear edge of the battery case to prevent acid spilling; the carburetor float bowl had a tube that drained gasoline into the vapor canister during shipment, and the windshield washer bottle stood at a 45 degree angle.[55]
DeLorean influence
GM Vice President John Z. DeLorean was appointed general manager of Chevrolet in 1969, a year prior to the Vega's introduction. DeLorean oversaw the Vega launch – directing the Chevrolet division and the Lordstown Assembly plant. He promoted the car in Motor Trend and Look magazines. DeLorean also authorized the Cosworth Vega prototype, later requesting initiation of production.[56] His 1979 book, On A Clear Day You Can See General Motors, included a chapter on the Vega program.
John DeLorean and Vega 2300 in 1970
In Motor Trend's August 1970 issue, DeLorean discussed the upcoming car, touting its quality of assembly and its handling capabilities:
"Our design concept was we wanted to build a car that does everything well, and if you drive the car you really will be very impressed. It has far and away the best handling of anything in its class. In fact it handles better than many sports cars. The performance is excellent. There is nothing that comes within a mile of the Vega for performance and handling. It out-performs any car in its price class in accelerating. This car will out-handle almost any sports car built in Europe. Not just little cars, but sports cars too. This is quite an automobile...The Vega is going to be built at a quality level that has never been attained before in a manufacturing operation in this country, and probably in the world. We have automatic inspection of virtually every single engine part and so we know it is going to be right.. I think the ride and handling of some of the imports is quite mediocre. But some of them are extremely well put together. The Vega has good craftsmanship, without the faults of the imports."[57]
On A Clear Day You Can See General Motors -John Z. DeLorean's Look Inside The Automotive Giant by J. Patrick Wright was written in 1974, a year following DeLorean's resignation from GM, and finally published in 1979. In "The Vega" chapter, DeLorean was critical of the corporate control of the Vega program and discussed his decisions in regards to launching the car.
"This program produced a hostile relationship between the corporate staffs, which essentially designed and engineered the car, and Chevrolet Division which was to sell it. From the first day I stepped into Chevrolet, the Vega was in trouble. Engineers are a very proud group. They take interest and pride in their designs, but this was not their car and they did not want to work on it. My most important problem was to motivate the division to get the car into as good shape as we could before introduction. So we made the Vega the first project of the new Planning Committee and gave it top priority with the revised marketing department. As the Lordstown, Ohio assembly plant was converted to Vega production, I initiated an intense program for quality control with the target of making the first cars off the assembly line the best quality cars, from a manufacturing standpoint, ever built. As the starting date approached, we put tens of additional inspectors and workers on the line and introduced a computerized quality control program in which each car was inspected as it came off the line and, if necessary, repaired." "While I was convinced that we were doing our best with the car that was given to us, I was called upon by the corporation to tout the car far beyond my personal convictions about it." "I said with a clear conscience that it was a quality car, and I believed it was because the first 2,000 cars were road tested off the assembly line with a sizable proportion thereafter, and millions of dollars was spent to reinspect and repair each vehicle." "In naming the car one name stood out - Gemini. When pronounced it almost said "G-M-ini. Marketing studies notwithstanding, Ed Cole liked the name Vega and so did top corporate management, who disregarded our test results."[58]
Vega versus competitors
As domestic automakers entered the subcompact class, Chevrolet's introduction of the Vega on September 10, 1970 followed the AMC Gremlin by six months and preceded the Ford Pinto by one day.[59]Motor Trend said in 1971: "Conservative estimates have placed the cost of bringing the Vega (XP-887) from drawing board to production reality at a staggering $200 million compared to about $5 million for the AMC Gremlin."[60]The Vega competed directly with its domestic rivals and Japanese imports from Toyota and Datsun as well as the successful, but aging VW Beetle[61]
Motor Trend in a 1971 VW-Pinto-Vega comparison said, "The engine in the Vega is the strongest of the three...its drag strip performance will blow the doors off both the Pinto and the VW. The Vega, while enjoyable to drive, is a more serious car. It's faster, more comfortable, quieter and better riding than either the Pinto or VW."[62]
Car and Driver in 1971 awarded top pick to the Vega above the Ford Pinto, AMC Gremlin, VW Beetle, Toyota Corolla and Chrysler Simca. C&D said: "The Vega's tall 2.53:1 axle ratio allowed a low 3,000 rpm at 80 mph (130 km/h). It was the only car aside from the shortened compact Gremlin that could cruise at 70 miles per hour or above." The Vega's ride and handling were highly rated. It was the quickest of the cars tested, taking 12.2 seconds to reach 60 mph (97 km/h). C&D credited the Vega "an excellent combination of performance and economy."[63]
Motor Trend in the 1972 comparison test "A Back Door To Economy" chose the Vega GT best car over the Ford Pinto Runabout and Gremlin X saying: "Chevy has had it all along."[64]
Car and Driver in a 1972 Super Coupes test rated the Vega GT's styling over Pinto Runabout, Opel 1900 Rallye, Mazda RX-2, Capri 2000, and Toyota Celica, saying: "...If looks alone determined the best Super coupe, the Vega GT would win hands down without ever turning a wheel."[65]
Road Test in a 1976 Supercoupe Shootout — Alfa vs. Mazda vs. Lancia vs. Saab vs. Cosworth Vega, RT said: "The results are in Figure 2. Read 'em and weep, all you foreign-is-better nuts, because right there at the top, and by a long way at that, is the Cosworth Vega. It had the fastest 0-60 time, the fastest quarter-mile time, and tied with the Saab for the shortest braking distance".[66] "The Cosworth is American, and a collector's item, and it came close, damn close to winning the whole thing."[67]
Motor Trend Classic in a 2010 "Loving Look Back" comparison — 1973 Vega GT, 1972 Pinto Runabout and 1971 Gremlin X — closes the article agreeing with MT's initial assessment of the Vega nearly forty years ago, and how it fared compared to its domestic competition. "Well-maintained examples are great looking, nice-driving, economical classics—like Baltic Ave. with a Hotel, the best ones can be had for $10K or less. Emotionally, Jim Brokaw summed it up in January 1972: Gremlin has power, but Pinto has the price, and a much quieter ride. Which car is best? Vega."[68]
Awards
The Chevrolet Vega was popular with the automotive press, winning awards for its engineering, handling and styling. Chevrolet advertising promoted the awards won by the car. Frank Markus, Technical Director of Motor Trend wrote in the Motor Trend Classic Fall 2010 issue: [69] "After a few gentle miles, I begin to understand how this car won its awards and comparison tests." "...Chevrolet spun the Vega as a more American, upscale car. And let's face it, the car looked hot. So can you blame us for falling hook, line, and sinker for the Vega and naming it 1971's Car of the Year?"[68]
Motor Trend awarded the Vega 1971 Car of the Year.
MT: "The base Vega is a magnificent automobile without any options at all." "...It is appropriate that the final choice was a car that reflects Detroit's timely response to the people's needs instead of a copy writer's idea of what they should need. So, the Chevrolet Vega 2300 is Motor Trend's 1971 Car of the Year by way of engineering excellence, packaging, styling and timeliness. As such, we are saying that for the money, no other American car can deliver more."[70]
Motor Trend awarded the Vega GT 1973 Car of the Year in the Economy Class.
MT: "The best version of the Vega came out on top matched against the best versions of its competition."..."The Vega was judged solid, warm and comfortable, with a good finish." Pleasing the American car buyer is a delicate task. Economy really means economy with an illusion of luxury. This time Chevrolet won the guessing game."[72]
Car and Driver readers voted the Vega "Best Economy Sedan" in 1971, 1972 and 1973 in C&D's Annual Reader's Choice Poll. In 1971, the Vega's first year on the market, it managed to unseat the incumbent import, breaking its eight year winning streak.[73]
Car and Driver selected the Cosworth Vega one of the "10 Best Collectable Cars" in its fourth annual Ten Best issue, saying: "We're talking about historical significance here."[74]
Criticism
Although the Vega sold well from the beginning, it came out prematurely and still had glitches. Road & Track in a 1971-72 models owner survey said: "The level of assembly doesn't match the virtues of the design."[75]Consumer Reports rated a 1971 Vega above the Pinto and the Gremlin, but had reservations about the Vega's workmanship. Development and upgrades continued throughout the car's seven year production run, addressing its engine and cost-related issues.[76]Recently, internet sites have denounced the car: The Vega was voted the least-loved American car in a 2005 MSNBC.com readers poll;[77]
and was voted second in a Car Talk.com worst car of the millennium poll; [78]
Fisher Body
Fisher Body Vega Elpo dip
Fisher Body Division was very proud of its Elpo primering process, which should have prevented rust, but didn't. The Elpo process (electrophoretic deposition of polymers) pioneered by Fisher, followed a seven stage zinc phosphate initial treatment and itself involved submerging the assembled Vega body in a vat containing reddish-brown paint-primer particles in 65,000 US gallons (246,052 L; 54,124 imp gal) of water. The metal bodies received a positive electrical charge, the primer particles carried a negative charge, and by leaving the body in the vat for two minutes even the most remote recesses get coated, theoretically. The body was then dried, wet-sanded, sealer-coated and finally sprayed with acrylic lacquer and baked in a 300 °F (149 °C) degree oven. In practice however, the Elpo dip did not flow to every recess or reach every surface. Vega expert Gary Derian was interviewed by Collectable Automobile in 2000. He said:
"The design of the front end caused air to be trapped at the tops of the fenders, so they never got coated. Early cars had no inner fender liners, so the tops of the front fenders got blasted by sand and salt thrown up by the tires, and they quickly rusted." Derion pointed out, too, that a rust-prone gap existed between the front fenders and the cowl vent. "Moist debris and salt would pack into this area rusting through the metal in a few years."[45]
Chevrolet installed plastic deflectors in late 1973. The original design provided for molded plastic front fender liners from the beginning. At the cost review meeting the finance department cancelled the liners, as they would have added $1.14 per side, or $2.28 per car to the product cost. One of the program objectives was to produce a 2,000-pound car to sell for $2,000.00, and every penny was watched. Five years later, after GM had spent millions to replace thousands of sets of rusted-out Vega fenders in the field, the plastic fender liners were reinstated as a mid-model change during the 1974 model year, but rust damage also affected the rocker panels, the door bottoms, the area beneath the windshield, and the primary body structure above the rockers.[11]
Starting in 1976, extensive anti-rust improvements on Vega's body included galvanized steel fenders and rocker panels and "four layer" fender protection with zinc coated and primed inner fenders and wheelwell protective mastic, zinc-rich pre-prime coating on inner doors, expandable sealer installed between rear quarter panel and wheel housing panel, and corrosion resistant grill and headlamp housings.[45]
The Vega was subject to two recalls early in its production run involving its 140 cubic inch engine. 130,000 cars fitted with L-11 option addressed a concern over backfiring caused by the two-barrel carburetor. The second recall, in the early summer of 1972, involved 350,000 cars with the standard engine driven by a perceived risk that a component in the emission control system might fall into the throttle linkage, jamming it open.[79] Eudell Jackobson from GM engineering confirmed the problems involving the early two-barrel Rochester carburetor and engine valve-stem seals:
"Because of the inherent second order unbalance of the 4-cylinder engine, relatively soft engine mounts were required. Due to the soft mounts, the Vega engine sometimes shook to the extent that it would loosen the screws holding the top cover to the carburetor body. The top cover would then jump up and down, which activated the accelerator pump, which shot raw gasoline through the cylinders and into the exhaust system. Fuel would puddle inside the muffler and eventually explode; backfire. The early mufflers would blow out towards the fuel tank, so later ones were engineered so they'd blow away from the tank. We also started using Loc-Tite on the carburetor bolts."[45] In 1973 the Rochester two-barrel carburetor was replaced with a Holley-Weber design.[80]
"After the engine had been in production for a while, customers would go back to the dealer complaining about oil consumption... the mechanic would peer down the bore scope and observe cylinder scuffing. We eventually found out that the problem had never been the scuffing of the (cylinder) bore. The real problem was the valve stem seals. They'd harden, split, fall off, and oil would leak down past the valves and into the combustion chamber. So we did some experiments. When we got an oil burner, we simply replaced the valve-stem seals, and that cured it."[45] 1976-77 Dura-built engines had redesigned seals that reduced oil consumption by fifty percent.[81]
The Vega's cooling system came in for criticism. Although it held only 6 US quarts (5.7 litres) and had a tiny two-tube, 1 sq ft (0.1 m2) radiator, when topped off the Vega cooling system was adequate.[82] But most owners tended not to check the coolant level often enough, and in combination with leaking valve-stem seals the engine would often be low on oil and coolant simultaneously. This caused overheating which distorted the open deck block allowing antifreeze to seep past the head gasket, causing piston scuffing inside the cylinders.[45] In response, Chevrolet added a coolant overflow bottle and an electronic low-coolant indicator in 1974 that could be retrofitted to earlier models at no cost. Under a revised 50,000 mi (80,467 km) engine warranty for 1971–1975 Vegas, an owner with a damaged engine had a choice to have the short block replaced with a brand new unit or a rebuilt steel-sleeved unit. This proved costly for Chevrolet. GM engineer Fred Kneisler maintaines that too much emphasis had been put on overheating problems versus the real culprits: brittle valve stem seals and too-thin piston plating. Regardless of the cause, damaged cylinder walls were common.
1976-'77 Dura-Built 140 engines had improved engine block coolant pathways, a redesigned head gasket, water pump, and thermostat, and had a 5-year/60,000 mi (96,561 km) warranty[81] Despite its lack of success with the Vega, the liner-less aluminum/silicon engine technology that GM and Reynolds developed turned out to be sound. Mercedes-Benz and Porsche both use sleeveless aluminum engines today, the basic principles of which were developed for the Vega engine.[2]
Production
Total Vega production was 1,966,157 including 3,508 Cosworth Vegas.[5]At its peak, total Vega production was 2,400 units per day. The majority were built in the United States at Lordstown Assembly in Lordstown, Ohio. In 1973–74, Vegas were also built at the GM of Canada plant Sainte-Thérèse Assembly in Quebec.
1971 Vega Panel Express Panels were only 2% of production. 1973 Vega GT-Millionth Vega limited edition The millionth Vega was built May 17, 1973.
Year
Notchback
Hatchback
Kammback
Panel Del.
Cosworth
Total
1971
58,800
168,300
42,800
7,800
—
277,700
1972
55,800
262,700
72,000
4,114
—
394,592
1973
n/a
n/a
n/a
n/a
—
395,792
1974
63,591
271,682
113,326
4,287
—
452,886
1975
35,143
112,912
56,133
1,525
2,061
206,239
1976
27,619
77,409
46,114
—
1,446
160,523
1977
12,365
37,395
25,181
—
—
78,402
1,966,157
1973 model breakdown N/A
Rebadged variants
Vega body styles were used to produce several badge engineered variants. 1973–'77 Pontiac Astres used all Vega bodies (and Vega engines through 1976). 1978–'79 Chevrolet Monza and Pontiac Sunbird wagons used the Vega Kammback wagon body with engines supplied by Pontiac and Buick. Chevy also offered the Monza 'S' in 1978 using the Vega Hatchback body.[83]
The Pontiac Astre, was introduced in the U.S. for the 1975 model year giving Pontiac dealers a needed fuel efficient subcompact. Pontiac's trademark split grill and front emblem, Astre nameplates, an upgraded interior trim and a Pontiac steering wheel with emblem helped to differentiate itself from the Vega. The SJ Hatchback and SJ Safari Wagon models feature soft nylon upholstery, cut pile carpeting, padded and cloth covered door panels, and a fabric headliner, plus rally instruments, the higher-output two barrel engine, four-speed (over a 3-speed manual) gearbox or automatic and radial tires. A GT package option for the hatchback and Safari wagon combined the lower-line interior with the SJ's performance and handling features. 3000 1975 "Lil Wide Track" packages were sold. 1977 models featured a new vertical design grill and aluminum wheels were a new option. The Astre Formula was introduced which included the handling package, chrome valve cover, three-piece spoiler, Formula T/A steering wheel and special decals.[84]The Astre used the Vega Template:Auto CID engine through 1976. The Pontiac 151 CID (2.5 L) OHV Iron-Duke inline-4 engine was used for the final 1977 model year. Transmissions are the 3 and 4-speed manual, 5-speed manual with overdrive (1976–'77 option) and the 3-speed automatic.
The Chevrolet Monza 'S' produced for the 1978 model year used the Vega hatchback body style. With the Vega nameplate canceled, the Monza 'S' was marketed as a price leader for the Chevy Monza line. The rebadged hatchback had the new Monza front end header panel and grill with Chevy bowtie emblem, steel front and rear bumpers replaced the Vega's aluminum bumpers. Monza front fender nameplates, and a two-spoke color keyed steering wheel with Monza emblem. White-wall tires and full wheel covers were standard as were bumper rub strips. In addition, there was an expanded engine availability. Pontiac's Template:Auto CID OHV 'Iron-Duke' in-line 4 was standard. A choice of two V6 engines were available. Buick's Template:Auto CID 90 hp (67 kW) V6 and Template:Auto CID 105 hp (78 kW) V6. The 4-speed manual was standard with all engines. The 5-speed manual with overdrive and 3-speed automatic transmissions were optional.[85]
The Chevrolet Monza Wagon produced for the 1978–79 model years used the Vega wagon body style. The rebadged wagon had the new Monza front end and grill and front and rear steel bumpers, front fender namplates and the Monza steering wheel with emblem. White-wall tires, full wheel covers and bumper rub strips were standard equipment. The Monza Estate, like the Vega Estate wagon it replaced, features wood grain sides and rear trim with outline moldings and the custom interior. Monza wagon models included, as standard, the 151 CID I-4. The Template:Auto CID and Template:Auto CID CID V6 engines were optional. The 4-speed manual was standard with all engines. The 5-speed manual with overdrive, and 3-speed automatic transmissions optional.[86]
The Pontiac Sunbird Safari Wagon produced for the 1978–79 model years used the Vega wagon body style. It replaced the discontinued Pontiac Astre Safari wagon which was essentially carried over with Sunbird badging. The Sunbird wagon retained the Vega/Astre aluminum bumpers, unlike the Monza wagon, which featured a new front end and steel bumpers, but the 1979 model featured a revised horizontal styled grill. Standard powertrain was Pontiac's 151 CID I-4 with a 4-speed manual transmission. Previously unavailable for Astre were Sunbird's optional 196 CID and 231 CID V6 engines. 5-speed manual and 3-speed automatic were transmission options.[87]
The 1973 Chevrolet XP-898 concept car is a front engine, rear wheel drive design based on the Chevrolet Vega using many of its components including the aluminum-block 140 cu in (2287cc) inline-4 engine. The vehicle has a 90-inch (2,300 mm) wheelbase with an overall length of 166 inches (4,200 mm). This two-seater sports coupe offered a unique look at alternative engineering approaches to future techniques in design and manufacturing.
The vehicle was built with a frameless fiberglass foam sandwich body and chassis. The entire body consisted of four lightweight fiberglass outer body panels, the floor pan, firewall, upper front, and upper rear with a rigid urethane foam filling the designed clearance between the panels. The structure and appearance of the car were designed so that the body could be assembled using four lightweight molded outer skin sections. With the outer skin panels placed in a foaming mold, liquid urethane was injected between the panels where it expanded and bonded the body into a single, rigid sandwich structure. The result was a vehicle body virtually free of squeaks, rattles, and vibrations. Once the urethane hardened (which took about fifteen minutes), the suspension, drive train, hood and doors were bolted to reinforcing plates, which were bonded to the fiberglass panels.
A key consideration in the engineering design of the XP-898 was the advantage of improved crash worthiness of the sandwich construction technique. The energy absorption characteristics of the vehicle enabled engineers to simulate crash conditions for the vehicle at speeds up to 50 miles per hour without catastrophic failure to the structure.[89]
Hot Rodding & Motorsport
V8 Vegas
Chevy Vegas are often modified due to their light weight, design and low cost. A small-block Chevy V8 engine fits in the engine compartment; and a big-block V8 will fit with minor chassis modifications. The Vega was not offered with a factory V8 option, but Vega-based models Monza, Sunbird and Starfire were.[90]
1971 Motion V8 VegaBill Jenkin's Grumpy's Toy XI 1974 Vega
Motion Performance and Scuncio Chevrolet sold new, converted small and big block V8 Vegas. Heavy duty engine mounts and front springs were fitted to support the increased engine weight, a large radiator and modified driveshaft were required. For engines over 300 hp (220 kW), or with a manual transmission, a narrowed 12-bolt differential was a required replacement of the stock Vega unit.
Drag racer Bill "Grumpy" Jenkins in the 1972 season, won six of eight National Pro-Stock division events with his Pro Stock, Template:Auto CID-powered '72 Vega, Grumpy's Toy X.[91] In its first event, the untested Vega made 9.6 second passes and won the 1972 Winternationals. Jenkins' '74 Vega, Grumpy's Toy XI, was the first full-bodied Pro Stock drag racer with a full tube chassis, as well as the first with MacPherson strut suspension and dry sump oiling.[92] Jenkins' '74 Vega sold for $550,000 in 2007.
In 1972, Hot Rod tested a Chevrolet-built prototype Vega featuring an all-aluminum V8. The engine was the last of the Template:Auto CID units used in Chevy's Corvette research and development in the late 1950s, bored out to Template:Auto CID for the Vega application. HR's road test of the prototype with Turbo Hydramatic, stock Vega differential, and street tires yielded quarter mile (~400 m) times under 14 seconds.[93]
Car and Driver's Showroom Stock #0
In the 1970s Car and Driver challenged its readers to a series of Sports Car Club of America (SCCA) sanctioned, showroom stock sedan races at Lime Rock Park in Lime Rock, Connecticut-The Car and Driver SS/Sedan Challenge. With Bruce Cargill-representing the readers-having won Challenge I in '72 in a Dodge Colt, and Patrick Bedard-C&D's executive writer-the victor of Challenge II in '73 in an Opel 1900 sedan, Challenge III would be the tie-breaker event.
1973 Vega GT in metallic bronze
On October 12, 1974 C&D's Bedard piloted their 1973 Vega GT #0 in Car and Driver's SS/Sedan Challenge III and had just edged out an Opel to win the race. "The lone Vega outran every single Opel, Colt, Pinto, Datsun, Toyota and Subaru on the starting grid. From the summit of the winner's platform the car was in the impound area, a metallic bronze coupe with a big yellow zero on its battle-scared flank. It was driven it there after the victory lap, the tech inspectors had pushed it off the scales probing under the hood, looking for the secrets of its speed. It had done the job-this Vega GT faced off against 31 other well-driven showroom stocks and it had finished first.[94]
After purchacing the year-old Vega in California for $1900. Bedard contacted Doug Roe, a former Chevrolet engineer with a reputation as a Vega specialist mentioning the showroom stocker. Roe replied: "Better overfill it about a quart. When you run them over 5,000 rpm, all the oil stays up in the head and you'll wipe the bearings. And something has to be done with the crankcase vents. If you don't it'll pump all that oil into the intake."
"...On its very first lap around Lime Rock the Vega blew its air cleaner full of oil. And it also ran 215 °F (102 °C) on the water temperature gauge. When I called Roe about the overheating he said all Vegas run at 215 degrees on the water temp gauge. It would be ok to about 230 degrees. Then it would probably start to detonate. I wasn't even convinced that it could finish. And I didn't even know all of its bad habits yet. Five laps from the end I discovered that once the tank drops below a quarter full, the fuel wouldn't pick up in the right turns. Twice per lap the carburator would momentarily run dry. And if that wasn't bad enough, the temperature gauge read exactly 230 degrees and a white Opel was on my tail as unshakably as a heat-seeking missile. But it was also clear that no matter how good a driver Don Knowles was and no matter how quick his Opel, he wasn't going to get by if the Vega simply stayed alive. Which it did. You have to admire a car like that. If it wins, it must be the best, never mind all of the horror stories you hear, some of them from me."[94]
^"Vega is the best handling car ever sold in America." Road & Track, August 1970
^ abcdefghijCollectable Automobile-April 2000. Cite error: The named reference "Collectible Automobile-April 2000" was defined multiple times with different content (see the help page).
^Motor Trend-April 1975 "The 10 Best Selling (American Made) Cars in the Country."
^Quote-Motor Trend-April 1975 "Monza sales hurt the Vega and will continue to do so."
^ abcGunnell, John, ed. (1987). The Standard Catalog of American Cars. Krause Publications. ISBN9780873410960.
^ abVega Development & Production History by John Hinkley-GMAD-Lordstown Launch Coordinator 1969–1975
^ abcVega 2300: The story of the Engineering Concept, design and Development of Chevrolet's new little car-Chevrolet Engineering.
^The pleated vinyl door panels replaced the molded plastic door panels. The following model year the vinyl door panels were adopted as part of the custom interior available on all models.
^Estes had previously decided to let the Corvair, another Cole project, expire, well before the celebrated attacks of Ralph Nader. Motor Trend, April 1974.
^Wright, J. Patrick. "On a Clear Day you Can See General Motors: John Z. DeLorean's Look Inside the Automotive Giant". New York Smithmark Publishing, 1979 ISBN 0-9603562-0-7.
^Car and Driver, December 1971, "Super Coupe Comparison Test" 25
^The Great Supercoupe Shootout - Alfa Romeo Alfetta GT, Mazda Cosmo, Lancia Beta Coupe, Saab EMS, Cosworth Vega - Road Test magazine, October 1976
^"The Grand Finale. Hot laps of the track...the amazing thing about it all was that the Cosworth was next by a close tenth of a second." (Riverside Raceway Lap Times: Alfa Romeo Alfetta GT-1:58.61 Cosworth Vega-1:58.71), Road Test magazine, October 1976
^ abQuotes-Frank Marcus, Technical Director Motor Trend - Motor Trend Classic-Fall 2010
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1973 Vega GT Hatchback
1974 Vega Hatchback-
1977 Vega GT Hatchback
