CORVETTE BLACK BOOK 1953-1994 CHEVROLET HISTORY PHOTOS FACTS COLORS CODES SERIALS OPTIONS PRODUCTION
TECHNICAL DETAILS
SOFTBOUND
BOOK by MIKE ANTONICK
CORVETTE
MODEL HISTORIES AND EVOLUTION
CORVETTE
SPECIFICATIONS & TECHNICAL NOTES
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Additional Information from Internet Encyclopedia
The Chevrolet Corvette (C2) (also known as the
Chevrolet Corvette Sting Ray) is the second generation of the Chevrolet
Corvette sports car, produced by the Chevrolet division of General Motors for
the 1963 to 1967 model years.
The 1963 Sting Ray production car's lineage can be
traced to two separate GM projects: the Q-Corvette, and perhaps more directly,
Mitchell's racing Sting Ray. The Q-Corvette, initiated in 1957, envisioned a
smaller, more advanced Corvette as a coupe-only model, boasting a rear
transaxle, independent rear suspension, and four-wheel disc brakes, with the
rear brakes mounted inboard. Exterior styling was purposeful, with peaked
fenders, a long nose, and a short, bobbed tail.
Meanwhile, Zora Arkus-Duntov and other GM
engineers had become fascinated with mid and rear-engine designs. It was during
the Corvair's development that Duntov took the mid/rear-engine layout to its
limits in the CERV I concept. The Chevrolet Experimental Research Vehicle was a
lightweight, open-wheel single-seat racer. A rear-engined Corvette was briefly
considered during 1958�60, progressing as far as a full-scale mock-up designed
around the Corvair's entire rear-mounted power package, including its
complicated air-cooled flat-six as an alternative to the Corvette's usual
water-cooled V-8. By the fall of 1959, elements of the Q-Corvette and the Sting
Ray Special racer would be incorporated into experimental project XP-720, which
was the design program that led directly to the production 1963 Corvette Sting
Ray. The XP-720 sought to deliver improved passenger accommodation, more
luggage space, and superior ride and handling over previous Corvettes.
While Duntov was developing an innovative new
chassis for the 1963 Corvette, designers were adapting and refining the basic
look of the racing Sting Ray for the production model. A fully functional space
buck (a wooden mock-up created to work out interior dimensions) was completed
by early 1960, production coupe styling was locked up for the most part by
April, and the interior, instrument panel included was in place by November.
Only in the fall of 1960 did the designers turn their creative attention to a
new version of the traditional Corvette convertible and, still later, its
detachable hardtop. For the first time in the Corvette's history, wind tunnel
testing helped refine the final shape, as did practical matters like interior
space, windshield curvatures, and tooling limitations. Both body styles were
extensively evaluated as production-ready 3/8-scale models at the Caltech wind
tunnel.
The vehicle's inner structure received as much
attention as the aerodynamics of its exterior. Fiberglass outer panels were
retained, but the Sting Ray emerged with nearly twice as much steel support in
its central structure as the 1958�62 Corvette. The resulting extra weight was
balanced by a reduction in fiberglass thickness, so the finished product
actually weighed a bit less than the old roadster. Passenger room was as good
as before despite the tighter wheelbase, and the reinforcing steel girder made
the cockpit both stronger and safer.
The first-ever production Corvette coupe, a
futuristic fastback, sported an unusual styling element for its time period � a
divided rear window. The rear window's basic shape had been originally
conceived by Bob McLean for the Q-model. The rest of the Sting Ray design was
equally stunning. Quad headlamps were retained but newly hidden � the first
American car so equipped since the 1942 DeSoto. The lamps were mounted in
rotating sections that matched the sharp-edged front end with the "eyes"
closed. The Corvette continued to use hidden headlamps until the C6 model
debuted in 2005. Coupe doors were cut into the roof, which made entry/exit
easier in such a low-slung closed car. Faux vents were located in the hood and
on the coupe's rear pillars; functional ones had been intended but were
cancelled due to cost considerations. The fastback design was later adopted by
another GM car, the third-generation Buick Riviera that debuted in 1971, with
the "Boattail" nickname applied to the larger Buick design.
The Sting Ray's interior carried a new
interpretation of the twin-cowl Corvette dash motif used since 1958, It was
also more practical, now incorporating a roomy glovebox, an improved heater,
and the cowl-ventilation system. A full set of round gauges included a huge
speedometer and tachometer. The control tower center console returned, somewhat
slimmer but now containing the clock and a vertically situated radio. Luggage
space was improved as well, though due to a lack of an external trunklid, cargo
had to be loaded behind the seats. The spare tire was located at the rear in a
drop-down fiberglass housing beneath the gas tank (which now held 20-US-gallon
(76-litre; 17-imperial-gallon) instead of 16-US-gallon (61 l; 13 imp gal). The
big, round deck emblem was newly hinged to double as a fuel-filler flap,
replacing the previous left-flank door.
Though not as obvious as the car's radical
styling, the new chassis was just as important to the Sting Ray's success.
Maneuverability was improved thanks to the faster recirculating ball, or
"Ball-Race", steering, and a shorter wheelbase. The latter might
ordinarily imply a choppier ride, but the altered weight distribution partly
compensated for it. Less weight on the front wheels also meant easier steering,
and with some 80 additional pounds on the rear wheels, the Sting Ray offered
improved traction. Stopping power improved, too. Four-wheel cast-iron 11-inch
drum brakes remained standard but were now wider, for an increase in effective
braking area. Sintered-metallic linings, segmented for cooling, were again
optional. So were finned aluminum drums, which not only provided faster heat
dissipation (and thus better fade resistance) but less unsprung weight. Power
assist was available with both brake packages. Evolutionary engineering changes
included positive crankcase ventilation, a smaller flywheel, and an aluminum
clutch housing. A more efficient alternator replaced the old-fashioned
generator.
The independent rear suspension Duntov created for
Sting Ray was essentially a frame-mounted differential with U-jointed
half-shafts tied together by a transverse leaf spring � a design derived from
the CERV I concept. Rubber-cushioned struts carried the differential, which
reduced ride harshness while improving tire adhesion, especially on rougher
roads. The transverse spring was bolted to the rear of the differential case. A
control arm extended laterally and slightly forward from each side of the case
to a hub carrier, with a trailing radius rod mounted behind it. The half-shafts
functioned like upper control arms. The lower arms controlled vertical wheel
motion, while the trailing rods took care of fore/aft wheel motion and
transferred braking torque to the frame. Shock absorbers were conventional
twin-tube units. Considerably lighter than the old solid axle, the new rear
suspension array delivered a significant reduction in unsprung weight, which
was important since the 1963 model would retain the previous generation's
outboard rear brakes. The new model's front suspension would be much as before,
with unequal-length upper and lower A-arms on coil springs concentric with the
shocks, plus a standard anti-roll bar. Steering remained the conventional
recirculating-ball steering design, but it was geared at a higher 19.6:1
overall ratio (previously 21.0:1). Bolted to the frame rail at one end and to
the relay rod at the other was a new hydraulic steering damper (essentially a
shock absorber), which helped soak up bumps before they reached the steering
wheel. What's more, hydraulically assisted steering would be offered as
optional equipment for the first time on a Corvette � except on cars with the
two most powerful engines � and offer a faster 17.1:1 ratio, which reduced
lock-to-lock turns from 3.4 to just 2.9.
Drivetrains were carried over from the previous
generation, comprising four 327 cu in (5,360 cc) small block V8s, three
transmissions, and six axle ratios. Carbureted engines came in 250 hp (190 kW),
300 hp (220 kW), and 340-horsepower (250-kilowatt) versions. As before, the
base and optional units employed hydraulic lifters, a mild camshaft,
forged-steel crankshaft, 10.5:1 compression, single-point distributor, and dual
exhausts. The 300-bhp engine produced its extra power via a larger four-barrel
carburetor (Carter AFB instead of the 250's Carter WCFB), plus larger intake
valves and exhaust manifold. Again topping the performance chart was a 360 hp
(270 kW) fuel-injected V8, available for an extra $430.40. The car's standard
transmission remained the familiar three-speed manual, though the preferred
gearbox continued to be the Borg-Warner manual four-speed, changing over to the
Muncie M20 during the 1963 model year, delivered with wide-ratio gears when
teamed with the base and 300-bhp engines, and close-ratio gearing with the top
two powerplants. Standard axle ratio for the three-speed manual or two-speed
Powerglide automatic was 3.36:1. The four-speed gearbox came with a 3.70:1
final drive, but 3.08:1, 3.55:1, 4.11:1, and 4.56:1 gearsets were available.
The last was quite rare in production, however.
Corvette's designers and engineers � Ed Cole, Zora
Arkus-Duntov, Bill Mitchell, and others � knew that after 10 years in its basic
form, albeit much improved, it was time to move on. By decade's end, the
machinery would be put into motion to fashion a fitting successor to debut for
the 1963 model year. After years of tinkering with the basic package, Bill
Mitchell and his crew would finally break the mold of Harley Earl's original
design once and for all. He would dub the Corvette�s second generation
"Sting Ray" after the earlier race car of the same name. The C2 was
designed by Larry Shinoda under the direction of GM chief stylist Bill
Mitchell. Inspiration was drawn from several sources: the contemporary Jaguar
E-Type, one of which Mitchell owned and enjoyed driving frequently; the radical
Sting Ray Racer Mitchell designed in 1959 as Chevrolet no longer participated
in factory racing; and a Mako shark Mitchell caught while deep-sea fishing.
Zora Arkus-Duntov ("father of the Corvette") disliked the split rear
window (which also raised safety concerns due to reduced visibility) and it was
discontinued in 1964, as were the fake hood vents.
The 1963 Corvette Sting Ray not only had a new
design, but also newfound handling prowess. The Sting Ray was also a somewhat
lighter Corvette, so acceleration improved despite unchanged horsepower. For
the 1963 model year, 21,513 units would be built, which was up 50 percent from
the record-setting 1962 version. Production was divided almost evenly between
the convertible and the new coupe � 10,919 and 10,594, respectively � and more
than half the convertibles were ordered with the optional lift-off hardtop.
Nevertheless, the coupe wouldn't sell as well again throughout the Sting Ray
years. In fact, not until 1969 (by which time the coupe came with removable
T-tops) did the closed Corvette sell better than the open one. Equipment
installations for 1963 began reflecting the market's demand for more civility
in sporting cars. The power brake option went into 15 percent of production,
power steering into 12 percent. On the other hand, only 278 buyers specified
the $421.80 air conditioning; leather upholstery � a mere $80.70 � was ordered
on only 1,114 cars. The cast aluminum knock-off wheels, manufactured for Chevy
by Kelsey-Hayes, cost $322.80 a set, but few buyers checked off that option.
However, almost 18,000 Sting Rays left St. Louis with the four-speed manual
gearbox � better than four out of every five.
All 1963 cars had 327cid engines, which made 250
hp standard, with optional variants that made 300 hp, 340 hp and 360 hp. The
most powerful engine was the Rochester fuel injected engine. Options available
on the C2 included AM-FM radio (mid 1963), air conditioning, and leather
upholstery. Also available for the first time ever on a Corvette was a special
performance equipment package the RPO Z-06, for $1,818.45. These Corvettes came
to be known as the "Big Tanks" because the package initially had a
36.5-US-gallon (138 l; 30.4 imp gal) gas tank versus the standard 20-gallon for
races such as Sebring and Daytona. At first, the package was only available on
coupes because the oversized tank would not fit in the convertible.
In 1963 only 199 Z-06 Corvettes were produced,
usually reserved for racing, and of the 199 a total of six were specifically
created for Le Mans racing by Chevrolet. One of the six 1963 Z-06 Sting Ray's
was built late in 1962 to race at Riverside on 13 October 1962. They were
destined to compete in a different sort of race for sports cars, a NASCAR
sanctioned event on the famous Daytona Oval, the Daytona 250 � American
Challenge Cup. This meant the cars needed to be prepared to a different set of
rules, the same as those for the big Grand National stock cars. The chassis was
modified extensively and an experimental 427 cu in (7,000 cc) engine installed.
The car was lightened in every way possible and weighed just over 2,800 lb
(1,300 kg). Extra fuel was carried in a specially fabricated tank occupying the
area behind the driver. Driven by Junior Johnson, plagued by rain in the race,
substitute driver Billy Krause finished third behind Paul Goldsmith's Pontiac
Tempest and A. J. Foyt in another Corvette.
New for the 1963 model year was an optional
electronic ignition, the breakerless magnetic pulse-triggered Delcotronic,
first offered by Pontiac on some 1963 models.
For 1964 Chevrolet made only evolutionary changes
to the Corvette. Besides the coupe's backbone window, the two simulated air
intakes were eliminated from the hood, though their indentations remained.
Also, the decorative air-exhaust vent on the coupe's rear pillar was made
functional, but only on the left side. The car's rocker-panel trim lost some of
its ribs and gained black paint between those ribs that remained; wheel covers
were simplified; and the fuel filler/deck emblem gained concentric circles
around its crossed-flags insignia. Inside, the original color-keyed steering
wheel rim was now done in simulated walnut.
A few suspension refinements were made for 1964.
The front coil springs were changed from constant-rate to progressive or
variable-rate and were more tightly wound at the top, while leaf thickness of
the rear transverse spring was also altered thus providing a more comfortable
ride with no sacrifice in handling. Shock absorbers were reworked toward the
same end. The 1964 Corvette arrived with a new standard shock containing within
its fluid reservoir a small bag of Freon gas that absorbed heat. Chevy added
more sound insulation and revised body and transmission mounts for the 1964
Corvette. It also fitted additional bushings to quiet the shift linkage and
placed a new boot around the lever. The result was a more livable car for everyday
transportation.
Drivetrain choices remained basically as before
but the high-performance pair received several noteworthy improvements. The
solid-lifter unit was driven with a high-lift, long-duration camshaft to
produce 365 hp (272 kW) and breathed through a big four-barrel Holley
carburetor instead of the base engine's Carter unit. The fuel injected engine
also gained 15 horsepower (11 kilowatts), bringing its total to 375 hp (280
kW), but at a then-hefty $538.00. Although transmission options remained
ostensibly the same for 1964, the two Borg-Warner T-10 four-speeds gave way to
a similar pair of gearboxes built at GM's Muncie, Indiana, transmission
facility. Originally a Chevy design, it had an aluminum case like the
Borg-Warner box but came with stronger synchronizers and wider ratios for
better durability and drivability. If enthusiast publications liked the first
Sting Ray, they loved the 1964, though some writers noted the convertible's
tendency to rattle and shake on rough roads. Sales of the 1964 Sting Ray
reached 22,229 - another new Corvette record, if up only a little from
banner-year 1963. Coupe volume dropped to 8304 units, but convertible sales
more than compensated, rising to 13,925.
For its third season, the 1965 Corvette Sting Ray
further cleaned up style-wise and was muscled up with the addition of an
all-new braking system and larger powerplants. 1965 styling alterations were
subtle, confined to a smoothed-out hood now devoid of scoop indentations, a
trio of working vertical exhaust vents in the front fenders that replaced the
previous nonfunctional horizontal "speedlines," restyled wheel covers
and rocker-panel moldings, and minor interior trim revisions. The 1965 Corvette
Sting Ray became ferocious with the mid-year debut of the "Big-Block"
396 cu in (6,490 cc) engine producing 425 hp (317 kW). Ultimately, this spelled
the end for the Rochester fuel injection system, as the carbureted 396ci/425hp
option cost $292.70 to the fuel injected 327ci/375hp's $538.00. Few buyers
could justify $245 more for 50 hp (37 kW) less, even if the FI cars offered
optional bigger brakes not available on carbureted models. After only 771 fuel
injected cars were built in 1965, Chevrolet discontinued the option. It would
be 18 years until it returned.
1965 also added another 350 hp small block engine
(Option L79) which used hydraulic rather than solid lifters, a milder camshaft
and a modestly redesigned smaller oil pan.[14] Otherwise, the 350 hp engine was
cosmetically and mechanically identical to the 365 hp engine (Option L76) solid
lifter engine. The smaller oil pan allowed this high output small block 350hp
engine to be ordered with optional Power Steering for the first time amongst
the optional stable of higher output small block engines. Power steering was
previously only available with the lower 250 hp and 300 hp engines.
Four-wheel disc brakes were also introduced in
1965. The brakes had a four-piston design with two-piece calipers and cooling
fins for the rotors. Pads were in frequent contact with the rotors, but the
resulting drag was negligible and did not affect fuel economy. Further, the
light touching kept the rotors clean and did not diminish pad life, which was,
in fact, quite high: a projected 57,000 mi (92,000 km) for the front brakes and
about twice that distance for the rear binders. Total swept area for the new
system was 461 sq in (2,970 cm2), a notable advance on the 328 sq in (2,120
cm2) of the previous all-drum system. Per pending federal regulation, there was
also a dual master cylinder with separate fluid reservoirs (only on models with
power brakes for 1965)[15] for the front and rear lines. Road testers rightly
applauded the all-disc brakes. Testers found that repeated stops from 100 mph
(160 km/h) produced no deterioration in braking efficiency, and even the most
sudden stops were rock-stable. The drum brakes remained available, however, as
a $64.50 credit option, but only 316 of the 23,562 Corvettes built that year
came with drums.[8][7] A side exhaust system appeared as an option as did a
telescopic steering wheel. Also available were alloy spinner rims, at US$322 a
set.
For the 1966 Corvette, the big-block V-8 came in
two forms: 390 hp (290 kW) on 10.25:1 compression, and 425 bhp via 11:1
compression, larger intake valves, a bigger Holley four-barrel carburetor on an
aluminum manifold, mechanical lifters, and four- instead of two-hole main
bearing caps. Though it had no more horsepower than the previous
high-compression 396, the 427 cu in (7,000 cc), 430 hp (320 kW) V8 packed a lot
more torque � 460 lb⋅ft (620
N⋅m) vs.
415 lb⋅ft (563
N⋅m). Of
course, engine outputs were sometimes deliberately understated and overstated
in the Sixties. Here, 420 and 450 hp (310 and 340 kW) would be closer to the
truth. Of course, all power ratings in the sixties were also done in SAE Gross
Horsepower, which is measured based on an engine without accessories or air
filter or restrictive stock exhaust manifold, invariably giving a significantly
higher rating than the engine actually produces when installed in the
automobile. SAE Net Horsepower is measured with all accessories, air filters
and factory exhaust system in place; this is the standard that all US
automobile engines have been rated at since 1972. With big-block V-8s being the
order of the day, there was less demand for the 327, so small-block offerings
were cut from five to two for 1966, and only the basic 300- and 350-bhp
versions were retained. Both required premium fuel on compression ratios well
over 10.0:1, and they didn't have the rocket-like thrust of the 427s, but their
performance was impressive all the same. As before, both could be teamed with
the Powerglide automatic, the standard three-speed manual, or either four-speed
option
The 1966 model's frontal appearance was mildly
altered with an eggcrate grille insert to replace the previous horizontal bars,
and the coupe lost its roof-mounted extractor vents, which had proven
inefficient. Corvettes also received an emblem in the corner of the hood for
1966. Head rests were a new option, one of the rarest options was the Red/Red
Automatic option with power windows and air conditioning from factory which
records show production numbered only 7 convertibles and 33 coupes. This
relative lack of change reflected plans to bring out an all-new Corvette for
1967. It certainly did not reflect a fall-off in the car's popularity, however.
In fact, 1966 would prove another record-busting year, with volume rising to
27,720 units, up some 4,200 over 1965s sales.
The 1967 Corvette Sting Ray was the last Corvette
of the second generation, and five years of refinements made it the best of the
line. Although it was meant to be a redesign year, its intended successor the
C3 was found to have some undesirable aerodynamic traits. Duntov demanded more
time in the wind tunnel to devise fixes before it went into production.
Changes were again modest: Five smaller front
fender vents replaced the three larger ones, and flat-finish rockers sans
ribbing conferred a lower, less chunky appearance. New was a single backup
light, mounted above the license plate. The previous models' wheel covers gave
way to slotted six-inch Rally wheels with chrome beauty rings and lug nuts
concealed behind chrome caps. Interior alterations were modest and included
revised upholstery, and the handbrake moved from beneath the dash to between
the seats. The convertible's optional hardtop was offered with a black vinyl
cover, which was a fad among all cars at the time. The 427 was available with a
1282 ft�/min (605 L/s) Holley triple two-barrel carburetor arrangement, which
the factory called Tri-Power. The ultimate Corvette engine for 1967 was coded
L88, even wilder than the L89, and was as close to a pure racing engine as
Chevy had ever offered in regular production. Besides the lightweight heads and
bigger ports, it came with an even hotter camshaft, stratospheric 12.5:1
compression, an aluminum radiator, small-diameter flywheel, and a single huge
Holley four-barrel carburetor. Although the factory advertised L88 rating was
430 bhp at 4600 rpm, the true rating was said to be about 560 bhp at 6400 rpm.
The very high compression ratio required 103-octane racing fuel, which was
available only at select service stations. Clearly this was not an engine for
the casual motorist. When the L88 was ordered, Chevy made several individual
options mandatory, including Positraction, the transistorized ignition,
heavy-duty suspension, and power brakes, as well as RPO C48, which deleted the
normal radio and heater to cut down on weight and discourage the car's use on
the street. As costly as it was powerful � at an additional $1,500 over the
base $4,240.75 price � the L88 engine and required options were sold to a mere
20 buyers that year. With potential buyers anticipating the car's overdue
redesign, sales for the Sting Ray's final year totaled 22,940, down over 5,000
units from 1966 results. Meanwhile, Chevrolet readied its third-generation
Corvette for the 1968 model year.
The
third-generation Corvette, patterned after the Mako Shark II concept car, was
introduced for the 1968 model year and was in production until 1982. C3 coupes
featured the first use of T-top removable roof panels. It introduced monikers
that were later revived, such as LT-1, ZR-1, Z07, and Collector Edition. In
1978, Corvette's 25th anniversary was celebrated with a two-tone Silver
Anniversary Edition and an Indy Pace Car replica edition of the C3. This was
also the first time that a Corvette was used as a Pace Car for the Indianapolis
500.
Engines
and chassis components were mostly carried over from the C2, but the body and
interior were new. The 350 cu in (5.7 L) engine replaced the old 327 cu in
(5.36 L) as the base engine in 1969, but power remained at 300 hp (224 kW).
1969 was the only year for a C3 to optionally offer either a factory-installed
side exhaust or a normal rear exit with chrome tips. The all-aluminum ZL1
engine was also new for 1969; the special big-block engine was listed at 430 hp
(321 kW), but was reported to produce 560 hp (420 kW) and propelled a ZL1
through the 1/4 mile in 10.89 seconds.
There
was an extended production run for the 1969 model year due to a lengthy labor
strike, which meant sales were down on the 1970 models, to 17,316.[43] 1970
small-block power peaked with the optional high compression, high-revving LT-1
that produced 370 hp (276 kW). The 427 big-block was enlarged to 454 cu in
(7.44 L) with a 390 hp (291 kW) rating. The ZR-1 special package was an option
available on the 1970 through 1972 model years, and included the LT-1 engine
combined with special racing equipment. Only 53 ZR-1's were built.
In
1971, to accommodate regular low-lead fuel with lower anti-knock properties,
the engine compression ratios were lowered which resulted in reduced power
ratings. The power rating for the 350 cu in (5.7 L) L48 base engine decreased
from 300 to 270 horsepower and the optional special high-performance LT1 engine
decreased from 370 to 330 horsepower. The LS5 454 cu in (7.4 L) motor was
carried over and produced 365 hp (272 kW). Offered in �71 only was the LS6 454
cu in (7.4 L) big-block featuring aluminum heads and delivering 425 hp (317
kW), the highest of the 1970-1972 series, and could be ordered with an automatic
transmission. For the 1972 model year, GM moved to the SAE Net measurement
which resulted in further reduced, but more realistic, power ratings than the
previous SAE Gross standard. Although the 1972 model's 350 cu in (5.7 L)
horsepower was actually the same as that for the 1971 model year, the lower net
horsepower numbers were used instead of gross horsepower. The L48 base engine
was now rated at 200 hp (150 kW) and the optional LT1 engine was now rated at
270 hp (200 kW). 1974 models had the last true dual exhaust system that was
dropped on the 1975 models with the introduction of catalytic converters
requiring the use of no-lead fuel. Engine power decreased with the base ZQ3
engine producing 165 hp (123 kW), the optional L82's output 205 hp (153 kW),
while the 454 big-block engine was discontinued. Gradual power increases after
1975 peaked in 1980 with the model's optional L82 producing 230 hp (172 kW) in
its final year. 1981 saw a single engine, the L81, which had 190 hp (142 kW)
while the fuel-injected 1982 L83 had 200 hp (149 kW).
Styling
changed subtly throughout the generation until 1978 for the car's 25th
anniversary. The Sting Ray nameplate was not used on the 1968 model, but
Chevrolet still referred to the Corvette as a Sting Ray; however, 1969 (through
1976) models used the "Stingray" name as one word, without the space.
In 1970, the body design was updated including fender flares, and interiors
were refined, including redesigned seats and indication lights near the gear shift
that were an early use of fiber optics. Because of government regulation, the
1973 Corvette's chrome front bumper was changed to a 5-mile-per-hour (8 km/h)
system with a urethane bumper cover. 1973 Corvettes are unique in that sense,
as they are the only year when the front bumper was polyurethane and the rear
retained the chrome two-piece bumper set. 1973 was also the last year chrome
bumpers were used. The optional wire-spoked wheel covers (left) were offered
for the last time in 1973. Only 45 Z07 were built in 1973. From 1974 onwards
both the front and rear bumpers were polyurethane.
In
1974, a 5-mile-per-hour (8 km/h) rear bumper system with a two-piece, tapering
urethane bumper cover replaced the Kamm-tail and chrome bumper blades, and matched
the new front design from the previous year. The 1975 model year ended the
convertible body style until it returned 11 years later, and Dave McLellan
succeeded Zora Arkus-Duntov as the Corvette's Chief Engineer. For the 1976
models the fiberglass floor was replaced with steel panels to provide
protection from the catalytic converter's high operating temperature. For 15
model years the names Corvette, Sting Ray, and Stingray were synonymous. 1977
was the last year the tunneled roof treatment with a vertical back window was
used, in addition, leather seats were available at no additional cost for the
first time. The black exterior color returned after a six-year absence.
The
1978 25th Anniversary model introduced the fastback glass rear window and
featured a new interior and dashboard. Corvette's 25th anniversary was
celebrated with the Indy 500 Pace Car limited edition and a Silver Anniversary
model featuring silver over gray lower body paint. All 1979 models featured the
previous year's pace car seats and offered the front and rear spoilers as
optional equipment. 53,807 were produced for the model year, making 1979 the
peak production year for all versions of the Corvette. Sales have trended
downward since then. In 1980, the Corvette received an integrated aerodynamic
redesign that resulted in a significant reduction in drag. After several years
of weight increases, 1980 Corvettes were lighter as engineers trimmed both body
and chassis weight. In mid-1981, production relocated from St. Louis, to
Bowling Green, Kentucky (where all subsequent Corvette generations have since
been manufactured), and several two-tone paint options were offered. The 1981
models were the last available with a manual transmission until well into the
1984 production run. In 1982, a fuel-injected engine returned, and a final C3
tribute Collectors Edition featured an exclusive, opening rear window hatch.
The
fourth-generation Corvette was the first complete redesign of the Corvette
since 1963. Production was to begin for the 1983 model year, but quality issues
and part delays resulted in only 43 prototypes for the 1983 model year produced
that were never sold. All of the 1983 prototypes were destroyed or serialized
as 1984 model year except one with a white exterior, medium blue interior, L83
350 ci, 205 hp V8, and 4-speed automatic transmission. After extensive testing
and modifications were completed, it was initially retired as a display sitting
in an external wall over the Bowling Green Assembly Plant's employee entrance.
Later this only surviving 1983 prototype was removed, restored, and is now on
display at the National Corvette Museum in Bowling Green, Kentucky. It is still
owned by GM. On February 12, 2014, it was nearly lost to a sinkhole which
opened up under the museum. Eight other Corvettes were severely damaged.
Regular
fourth generation production began on January 3, 1983; the 1984 model year and
delivery to customers began in March 1983. The 1984 model carried over the 350
cu in (5.7 L) L83 slightly more powerful (5 hp) "Crossfire" V8 engine
from the final 1982 third-generation model. New chassis features were aluminum
brake calipers and an all-aluminum suspension for weight savings and rigidity.
The new one-piece Targa top had no center reinforcement. Retractable headlights
continued to be used, but they were now single units, which were last used in
1957. A new electronic dashboard with digital liquid crystal displays for the
speedometer and tachometer was standard. Beginning in 1985, the 230 hp (170 kW)
L98 engine with tuned port fuel injection became the standard engine.
September
1984 through 1988 Corvettes were available with a "4+3" transmission
designed by Doug Nash - a 4-speed manual coupled to an automatic overdrive on
the top three gears. It was devised to help the Corvette meet U.S. fuel economy
standards. Since 1981 (when it was last offered), a manual transmission
returned to the Corvette starting with production in late 1984. The
transmission proved to be problematic and was replaced by a modern ZF 6-speed
manual transmission in 1989.
In
1986, the second Corvette Indy Pace Car was released. It was the first
convertible Corvette since 1975. A Center High Mounted Signal Light (CHMSL) � a
third center brake light � was added in 1986 to comply with safety regulations.
While the color of the pace car used in the race was yellow, all 1986
convertibles also had an Indy 500 emblem mounted on the console, making any
color a "pace car edition". In 1987, the B2K twin-turbo option became
available from the factory. The Callaway Corvette was a Regular Production
Option (RPO B2K). The B2K option coexisted in 1990 and 1991 with the ZR-1
option, which then replaced it. Early B2Ks produced 345 hp (257 kW) and 450 lb⋅ft
(610 N⋅m); later versions boasted 450 hp (336 kW) and 613
lb⋅ft (831 N⋅m).
1988
saw the 35th Anniversary Edition of the Corvette. Each of these featured a
special badge with an identification number mounted next to the gear selector
and was finished with a white exterior, wheels, and interior. In 1990, the ZR1
option Corvette was introduced with the LT5 engine designed by Lotus and built
in the Mercury Marine plant in Stillwater, Oklahoma. The LT5 engine was a 4-cam
(DOHC) design producing 375 hp (280 kW) when at "open throttle". The
C4 ZR1 ran from 1990 thru 1995 model years. In 1991, all Corvettes received
updates to the body, 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, 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.
For
the 1992 model year, the 300 hp (220 kW) LT1 engine was introduced, an increase
of 50 hp (37 kW) over 1991's L98 engine. This engine featured reverse-flow
cooling (the heads were cooled before the block), which allowed for a higher
compression ratio of 10.5:1. A new distributor was also debuted. Called
"Optispark", the distributor was driven directly off the front of the
camshaft and mounted in front of the timing cover, just above the crankshaft
and harmonic balancer. Also new for 1992 was Acceleration Slip Regulation
(ASR), a form of traction control that utilized the Corvette's brakes, spark
retard, and throttle close-down to prevent excessive rear wheel spin and
possible loss of control. The traction control device could be switched off if
desired.
A
special 40th Anniversary Edition was released in 1993, which featured a
commemorative Ruby Red color, 40th anniversary badges, and embroidered seat
backs. The 1993 Corvette also marked the introduction of the Passive Keyless
Entry System, making it the first GM car to feature it. Production of the ZR-1
ended in 1995 after 6,939 cars had been built. 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.