Chapter 8:  For 1956, new locations for exhaust pipes to avoid problems of their original positioning. Introduction.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.

� xviii 1 Americans Discover Sports Cars .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 2 The nature of the sports car—early and late American examples—Kurtis, Cunningham, Nash-Healey and Crosley—Edwards and Darrin using the new body material fiberglass. Chapter 1:  The Auburn Speedster was America’s idea of a sports car. 2 Plastic Fantastic .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 12 Henry Ford’s plastic-bodied cars—creation of glass-fiber and its uses—postwar pioneers Stout and Darrin—enter Eric Irwin, Bill Tritt and Earle Ebers—Glasspar and Life magazine of February 1952—Woodill Wildfire. 3 Styled by Harley Earl .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 24 Harley Earl and GM Styling—1951’s LeSabre and Buick XP-300—Watkins Glen 1951 and General LeMay’s influence—Alembic I in Detroit—studio in Fisher Body Plant 8—arrival of Ed Cole at Chevrolet and his enthusiastic support for a sportscar design. 4 GM and GRP.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 38 GM engineers learn about glass-reinforced plastic (GRP)—Parts Fab and its early experiments—GM’s GRP bodies for some 1953 Motorama dream cars—plans to produce Chevrolet’s Corvette—Bob Morrison rescues the role of GRP—Corvette is tooled for manufacture. Chapter 2:  Henry Ford demonstrats the strength of a plastic trunk lid. 5 Chassis by Maurice Olley .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 54 Maurice Olley’s R&D Department designs a chassis for Project Opel—Mauri Rose ramrods prototypes and hot-rods the Chevy six—decision to use Powerglide— Myron Scott names SO 1737—final details decided. Perspective: Corvettes Courageous .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 70 Production Corvettes Profiled: 1953–1955 .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 73 6 Dream Car or Nightmare .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 74 Final design changes before manufacturing—first production cars from Flint— Mill Building is plant in St. Louis—tests of early cars—marketing and the press launch with Mauri Rose—first sales to VIPs—problems with the bodies—slow sales force production cuts—Chevrolet’s doubts about its new baby. 7 Sports Car in the Doldrums.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 90 Enter Zora Arkus-Duntov—meeting Cole and Olley and joining GM—special Corvettes for 1954 Motorama—ideas for face-lifts—enthusiast engine swaps— first tests with new V-8—introduced with 1955 model—sales still sluggish— Corvette faces extinction. Perspective: Zora Arkus-Duntov—The Early Years.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 106 8 Creating the Real McCoy�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 112 The 1956 model—Ford’s Thunderbird shows two-seater’s potential—handsome restyling with wind-up windows and hardtop—experiments with transmissions— Duntov’s chassis improvements and new camshaft—150 mph at Daytona—SR-2 racing versions. Perspective: GM’s La Salle II Dream Cars.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 132 Chapter 12:  For 1957, the Corvette was capable of a 132 mph top speed. 9 Corvette Learns to Race .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 136 Corvettes star at Daytona in 1956—first amateur racing efforts in 1954–55—Ed Cole urges racing but Duntov demurs—Smokey Yunick and John Fitch prepare cars for Sebring 1956—Corvette competes bravely in 12-hour race. 10 Le Mans in the Windscreen .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 150 Ambitious plans for international racing in 1956—Corvette and Dick Thompson surprise rivals in SCCA events—SR models defined for series production and homologation—Le Mans effort postponed. 11 Fuel Injection .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 158 John Dolza and Zora Duntov develop fuel injection—constant-flow design chosen for production—Smokey Yunick helps racing development—in spite of late problems manufacture begins. Production Corvettes Profiled: 1956–1957 .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 169 12 Fabulous Fifty-Seven .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 170 The 1957 model—one horsepower per cubic inch—full-synchro four-speed transmission introduced—sparkling injected performance—Super Sport show car. 13 Return to Sebring .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 180 Production Corvettes for Sebring 1957—shakedown at Nassau—SR-2 for Bill Mitchell—RPO 684 racing package—Daytona speed trials and racing—GT success at Sebring—Chevy’s cars sold to private teams—American automakers agree to stop promoting performance. 14 Corvette SS — The Creation.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 192 Duntov’s conviction that racing should be by special cars—Cole is Chevy general manager—Harley Earl threatens a V-8-engined Jaguar—low-drag XP-64 racer styled—Duntov creates skunk works for chassis design—multitube frame and special suspension—tuned injected V-8. 15 Corvette SS — The Racing .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 212 Mule version of Corvette SS used for testing—recruiting drivers for Sebring 1957—John Fitch and Piero Taruffi the choices—Fangio and Moss sensationally lap in the Mule—racing version’s extreme heat from exhaust headers—problems in race and retirement—shutting down the program. 16 Going for Baroque .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 228 The 1958 and 1959 models—Olds Golden Rocket inspires possible new body— four headlamps front dramatic styling changes—new interior pioneers a console— potent Corvettes excel in SCCA racing and record-breaking—production rises. 17 Ed Cole’s Q-Ship.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 244 New Code Q passenger cars for 1960 to have transaxles and independent rear suspension—XP-64 Corvette designed in 1957 to use components—platform frame designed—Bill Mitchell inspires new body concept—radical swing-up doors proposed—mid-engined proposals also—Code Q’s cancellation ends projects. Perspective: Mitchell on Mitchell.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 256 18 Stingray Racer .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 260 Bill Mitchell succeeds Harley Earl—his passion for Corvettes—Mitchell acquires Corvette SS Mule chassis—special body derived from Q-Corvette roadster—curved underbody concept for downforce—Bill finances racing by Dick Thompson—he gains GM’s approval—Stingray SCCA success in 1959 and 1960. 19 Mitchell’s Motors.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 274 Mitchell XP-700 of 1958–59—establishing Studio X with Ed Wayne, Larry Shinoda and Tony Lapine—foreshadowing look of future Corvette—creation of XP-755 Shark for 1961. Production Corvettes Profiled: 1960–1961 .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 287 Chapter 18:  Dick Thompson showed the Stingray’s heels to competitors. Chapter 16:  Designers gave Corvette one of the first central consoles. Chapter 11:  Rochester-Chevrolet fuel injection manifold evolution shown.

Chapter 14:  Magnesium-bodied Corvette SS with chassis exposed.

Chapter 4:  A Corvette underbody lifted sky-high to dramatize lightness.

20 Sixty Specials .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 288 The 1960 model—increased use of aluminum—major suspension rethink— racing entries abroad in GT category by Camoradi and Cunningham teams— four start the Le Mans 24 Hours—Fitch and Grossman finish eighth and win their class thanks to Bill Frick’s inspiration. 21 CERV at Your Service .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 300 In 1960 Duntov’s team designs mid-engined “R Car” single-seater—attack on Pikes Peak record a priority—striking Studio X bodywork—sensational appearance as “CERV I” at U.S. Grand Prix—later engines with Roots blower and twin turbos—tests at Daytona in 1962—in 1964 206 mph at Milford. 22 Ducktail for 1961.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 312 The 1961 model—new rear end based on XP-700 design—successes in SCCA racing and at Sebring—Allen Markelson takes a C1 to Europe—Bunkie Knudsen becomes Chevy chief—Joe Pike named Corvette marketing manager. Perspective: C1 Inspires Coachbuilders.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 321 23 Calling Car 327.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 326 The 1962 model—consideration of the “W” V-8 for the Corvette—original engine enlarged to 327 cubic inches—two ratio spreads for four-speed box—meeting the XK-E Jaguar on the track—lone Corvette races at Le Mans. Chapter 22:  New duck tail design for 1961. 24 International Initiative.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 338 Four-liter prototype rules for 1962 offer Duntov an opportunity—Bunkie Knudsen keen to compete—36-valve V-8 of 4.0 liters planned—space frame for CERV II—ingenious transaxles—Shinoda smuggles body ideas—corporate crackdown halts manufacture. Production Corvettes Profiled: 1962–1963 .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 347 25 A Legend’s New Legs.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 348 Q-Corvette and Stingray provide ideas for aborted 1962 face-lift—XP-720 is project for all-new 1963 Corvette—clever front suspension allows independent rear with transverse leaf spring—rugged new perimeter frame—engine and gearbox refined—mule tested at Sebring in January 1962. 26 Concept-Car Styling .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 360 XP-720 to look like the racing Stingray—controversy over coupe’s split rear window—challenge of hidden headlamps—wind-tunnel testing of scale model in California—compromises for four-passenger version craved by Ed Cole—production of pilot cars at St. Louis—“Sting Ray” name established. .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 374 Chapter 26:  Possible rear bumper and 27 Year of the Sting Ray Two shifts at St. Louis support record sales—sensational interest in new Sting lamp arrangments drawn by Shinoda. Ray—U.S. press reports—coupe sent to Europe is evaluated—divided rear window is criticized—Sting Ray called “tomorrow’s car, on the street today.” Perspective: Corvette C2 Customs .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 386 28 Fish Meets Serpent .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 392 High hopes for Sting Ray’s racing success—RPO ZO6 created for competition— Knudsen involves Mickey Thompson—Cobra upsets applecart—Corvette wins first Riverside encounter—Cobra’s acceptance by SCCA as production car ends Corvette’s championship runs. 29 Grand Sport Genesis .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 404 Chevrolet’s better idea for racing is ultralight Corvette—production of 100 planned for GT car category—special ladder frame and suspension—ultralight fiberglass body—hemi-head dual-ignition V-8 of 377 or 402 cubic inches—ventilated disc brakes.

30 Lightweights Go Racing.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 416 Grand Sport production plans finalized—GM bigwigs reconfirm nonracing policy—only five cars completed—two raced in 1963 by Dick Doane and Grady Davis—testing at Waterford Hills improves cornering—377-cubic-inch engine specification confirmed. Perspective: Thomas and the Cheetah.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 426 31 Meet Mr. Mecom .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 430 Texan John Mecom provides fig leaf for Grand Sport entries at Nassau in December 1963—“green” final drives throw up problems—Cobras soundly thrashed—Bernard Cahier gives his impressions—two rebuilt as roadsters—cars sold to private owners—Roger Penske establishes team to race one. Production Corvettes Profiled: 1964–1965 .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 443 32 Sting Rays that Stop .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 444 The 1964 and 1965 models—cleaner style with one-piece rear window—highperformance hydraulic-lifter V-8—in 1965 disc brakes after exhaustive development—GM’s disc-brake evolution. 33 Power to Spare .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 456 The 1965 and 1966 models—Mark IV engine in ’65 with 396 cubic inches—optional outside exhausts—fuel injection dropped for 1966—Mark IV now 427 cubic inches and nominal 425 bhp—RPO M22 “rock crusher” gearbox. 34 L88 the Great .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 468 The 1967 model—rivalry from others including Pontiac’s lighter, smaller XP833—AMC’s AMX—ventilated steel “Rally” wheels appear—triple Holley carburetors for Mark IV—aluminum-head L88 engine in spring 1967—L88 entry at Le Mans in 1967. Production Corvettes Profiled: 1966–1967 .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 479 35 Winchell’s Raiders.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 480 Frank Winchell’s Chevrolet R&D takes an interest in Corvettes—project XP-777 Corvair could be lighter version—GS-II was V-8-powered mid-engined car proposed to Knudsen for production—thanks to Mitchell R&D begins cooperation with Jim Hall’s Chaparral—XP-819 a rear-engined V-8 coupe—to compete with Ford’s Mach 2 the XP-880 is built—becomes 1968 Astro II show car. 36 Racing Four by Four .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 494 Direct opposition to Ford GT40 planned for 1964 GS-3—later known as CERV II—advanced Firestones powered by four-wheel drive—patented torque-converter driveline—single-overhead-cam hemi-head V-8 planned—engine used as frame behind steel tub—effort to build GS-3 comes to “screeching halt.” Perspective: Driving CERV II .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 506 Chapter 36:  CERV II used the engine as part of the structure for stiffness. Chapter 34:  The car that was not meant to be, the 1967 Corvette.

Chapter 21:  Zora Arkus-Duntov posed next to the CERV I.

Chapter 32:  GM Holden’s 1969 Hurricane concept sports car.

Chapter 35:  XP-880 experimental design that became the Astro II.

Chapter 27:  For 1963, headlamp concealment was artfully achieved.

37 Mako Shark the Second.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 508 Astonishing X-15 single-seater based on Scarab—ideas used in new XP-830 concept car planned in 1964—Mitchell’s ideas implemented by Shinoda’s studio— shown at New York and Paris in 1965—rich in fascinating features—named Mako Shark II—becomes Manta Ray in 1969. 38 Choosing the Future.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 520 The 1968 model—threats from Corvair, Camaro and designs of R&D—fresh mid-engined proposals—new front-engined studies from Hank Haga and Larry Shinoda—Shinoda’s concept closely related to Mako Shark II prevails—poor visibility and aerodynamics of first body force delay from planned 1967 launch— Zora not fully in charge—last-minute cooling problems. Production Corvettes Profiled: 1968–1969 .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 533 Chapter 37:  Design patent for the Mako Shark II. 39 Preening the Shark .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 534 The 1968 model—C2 underpinnings get overhaul—Turbo Hydra-Matic introduced—new suspension geometry and wider wheel rims—as “special consultant” Duntov takes a C3 to Europe—production quality suffers and Car and Driver cancels a test—Astro-Vette a show-car version. 40 Return of the Stingray.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 550 The 1969 model—arrival at Chevy of John DeLorean—350-cubic-inch V-8— alarm system option—aluminum Mark IV blocks—quarter-millionth Corvette— Rathmann and the astronauts. 41 Sharks With Teeth .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 564 L88 racing in 1968—DeLorenzo and Thompson race for Owens-Corning—John Greenwood brings fresh impetus—GM designers are involved—Lutz, Filipinetti and Greder join forces to create legends at Le Mans—the Shark’s racing career. Chapter 39:  1968’s grill design gave marginal air delivery. 42 Mid-Engine Mania .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 584 The 1968 design of XP-882—adaptation of Oldsmobile Toronado transaxle—two prototypes ready in 1969—Joe Pike’s pessimism—attempt to merge Camaro and Corvette—surprise appearance at 1970 New York Show. 43 ’Vette for the Seventies.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 594 The 1970, 1971 and 1972 models—styling freshening—pricing rises—solid-lifter LT1—Mark IV increased to 454 cubic inches and aluminum heads—adapting to unleaded fuel—St. Louis plant activity. Production Corvettes Profiled: 1970–1973 .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 607 44 Foam and Aluminum the Answer? .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 608 Foam-plastic structure of Vega-based XP-898 of 1973—John DeLorean and Alex Mair support revived mid-engined XP-882 effort—Haga and Young style XP-895 version—aluminum structure built by Reynolds and assessed in 1972. Chapter 41:  John Greenwood with his spectacular American-flag livery. 45 Topping and Tailing the C3 .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 618 The 1973 and 1974 models—radial tires—better body mounts—L82 engine option—urethane plastic nose and tail—Gymkhana suspension—last years for the Mark IV V-8. 46 Welcome to Wankel World.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 630 GM’s commitment to the rotary Wankel engine—the XP-987GT Chevrolet GT of 1972 becomes the 2-Rotor Corvette of 1973—design by Wasenko and MacKichan—inspiration source for John DeLorean. 47 Aerovette the Magnificent.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 644 The 4-Rotor mid-engined Corvette concept of 1973—Wankel power package by Gib Hufstader—styling by Mitchell, Palmer and Haga—Paris Salon star—GM decides against Wankel power—change in 1976 to V-8-powered Aerovette—its significance and influence. Production Corvettes Profiled: 1974–1975 .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 659

48 Period of Adjustment .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 660 The 1975 and 1976 models—solely 350 V-8s—bladder fuel tanks and catalysts— paint issues—elimination of the convertible—retirement of Zora Arkus-Duntov— arrival of Dave McLellan—GM management not keen on all-new Corvette. Perspective: Tribute to Zora Arkus-Duntov .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 674 49 From Duntov to McLellan .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 676 The 1977 model—new Corvette chief Dave McLellan—body-quality issues— V-6 experiments—prices march upward to improve profits—retirement of Bill Mitchell and Joe Pike—Irv Rybicki at Design Staff. Production Corvettes Profiled: 1976–197 .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 687 50 Happy Anniversary! .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 688 The 1978 model—fastback glazing—aerodynamic refinements—new instrument panel—Silver Anniversary edition—Corvette demand intensifies—frenzy over Pace Cars for the Indianapolis 500. Production Corvettes Profiled: 1978–1982 .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 700 51 Weight Watching the C3.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 702 The 1979 and 1980 models—durability issues—production sets records—plastic seats lighter but controversial—turbocharged V-8 experiments—Duntov Turbo—a turbine-powered C3—a four-door Corvette—weight-reduction campaign. Perspective: Inside Corvette St. Louis .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 716 52 Between Dream and Reality .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 720 The 1981 and 1982 models—a fiberglass leaf spring—power seats and two-tone paint—Cross-Fire Fuel Injection—a new factory at Bowling Green, Kentucky— through the $20,000 barrier—final Collector Edition lovingly created. Appendix I. Engines .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 734 Appendix II. Production and Sales .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 735 Appendix III. Serial Numbers.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 735 Appendix IV. Colors by Model Year .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 736 Appendix V. Base Specifications .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 739 Appendix VI. Equipment Buying Trends .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 739 Appendix VII. Corvette Racing Record.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 740 Bibliography .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 749 .Art Credits .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 753 Index.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 754 About the Author .�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.�.� 769 Chapter 50:  Chevy hit the jackpot in 1978 with the Corvette Indy Pace Car. Chapter 48:  For 1976, the Corvette was only built as a coupe.

Chapter 46:  The no-nonsense front end of the XP-987GT.

Chapter 43:  1970 Corvette cockpit with Turbo Hydra-matic transmission.

Chapter 52:  The first Corvette rolls off the Bowling Green line.

established 1950 Automotive Reference™

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Corvette– America’s Star-Spangled Sports Car
Price: $149.95 Bentley Stock No: GCSS Publication Date: 2014-07-04 ISBN: 978-0-8376-1659-9 Hardcover, 9 in. x 10 1/2in. Case quantity: 1 784 pages 989 photos, illustrations and diagrams

The Complete History — 1953-1982 by Karl Ludvigsen

The Complete History — 1953-1982
Corvette—America’s Star-Spangled Sports Car: The Complete History, 1953-1982 takes the reader behind the scenes during the early decades of Corvette design, engineering, brand development and racing competition. Award-winning automotive historian Karl Ludvigsen weaves together a technical examination of each model year with the compelling stories of the GM staffers and privateer racers who—through equal parts talent, passion and sheer force of will—kept the Corvette program thriving against heavy odds. Ludvigsen’s up close and personal telling of the Corvette story captures the human drama and fierce rivalries that fueled the American car industry’s golden age—and resulted in some impressive Detroit muscle. When it was published in 1973, Star-Spangled Sports Car broke new ground as the first book devoted entirely to a single car model. It has since been credited with helping to kick-start the exciting Corvette hobby. Four decades after its original publication Classic and Sports Car declared, “Karl Ludvigsen’s Corvette history remains the bible.” Now the award-winning author has fully revised, reorganized and expanded his Corvette bible, devoting 784 pages and 989 photos and illustrations to the complete history of the C1, C2 and C3 generation cars. As fast-paced and exciting as the cars it describes, this is a book for anyone who ever drove a Corvette—or wanted to.

The author and Zora consult during test drive of CERV II in 1970.
Chapter 36: Racing Four by Four

Tony Lapine airbrushes a rendering of the XP-755 in 1961.
Chapter 19: Mitchell’s Motors

Karl Ludvigsen with Corvette creators Zora Arkus-Duntov and Bill Mitchell.
“My early education and inspiration related to Corvette history came from my original 1973 copy of “Star Spangled Sports Car”. After 40 years of use, wrinkles, torn dust cover, and dirt stained pages, it has served as the number one source to help tell the stories of the cars and people inducted into the Great Hall®.” David Burroughs — Founder, Bloomington Gold

Bentley Publishers, 1734 Massachusetts Avenue, Cambridge, MA 02138-1804 USA Tel: 617-547-4170 • Toll Free: 800-423-4595 • Fax: 617-876-9235

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