Corvette History by the Generations

A Pro�le of Each Generation of America's Sports Car

MOLDED FIBER GLASS COMPANIES

Corvette History by the Generations

A Profile of Each Generation of America's Sports Car

The first five generations of America's iconic sports car show the evolution of the breed.

Photo courtesy of General Motors

The Corvette is unique in automotive history. No other car has ever achieved 57 years (and counting) of production, and no other car has come close to the romantic reputation of Chevrolet's powerful two-seat sports car.

The first Corvette rolled out of the Chevrolet factory in Flint, Michigan on June 30, 1953. The most recent Corvette was built today in the dedicated Corvette manufacturing facility in Bowling Green, Kentucky. In between those two cars, about 1.5 million Corvettes have been made in America and sold around the world.

The Corvette was invented in 1951 by GM designer Harley Earl, who was inspired by the great European sports cars of the day and wanted to create an American sports car that could compete and win at the race track. The name "Corvette" was borrowed from a line of small, fast navy ships used in World War II.

Generations of the Chevrolet Corvette

This article offers you a brief overview of the six generations of Corvettes that Chevrolet has produced. Click through each heading to read more details about that particular era of Corvette.

C1 - The Original Corvette (1953-1962)

Just 300 Corvettes were made in 1953. Each of these first-year Corvettes was a white roadster with red interior. The Corvette was made with fiberglass bodywork for light weight, but the first cars were produced with a comparatively weak 150 horsepower 6-cylinder engine and an automatic transmission. The result was more of a cruising car than a racing-inspired sports car.

C2 - The Age of Muscle (1963-1967)

The Corvette truly came into its own in the 1960s. In this era, Corvette production rose from about 10,00 cars each year to about 27,000 cars per year. The variety of engine options also increased and several special performance editions were offered, such as the original racing-oriented Corvette Grand Sport in 1963.

C3 - The Stingray Era (1968-1982)

The C3 Corvettes are by far the largest generation ever produced. Of the 1.5 million Corvettes built between 1953 and 2010, over 540,000 were made in this era. This generation of Corvettes started out strong, but emissions standards and GM's general malaise of the 1970s depressed both horsepower and collector values.

C4 - A Good Starter Corvette (1984-1996)

Chevrolet designed an all-new Corvette in the early 1980s, but the prototypes produced for the 1983 model year had serious quality issues and so the fourth generation of Corvettes was not released until the 1984 model year. The C4 improved in quality and horsepower throughout its production run, and today these cars are gaining popularity among motorsports enthusiasts and those who want an affordable Corvette to drive every day.

C5 - Return to Glory (1997-2004)

After the C4, Chevrolet once again started from scratch to build an all-new Corvette based on the best technology available. The result was a return to glory for the brand. With the C5, Corvettes again claimed the lead in performance and GM also signaled a return to world-class professional racing by entering the new Corvettes at Le Mans and in the American Le Mans Series.

C6 - Refining Technology (2005-2010)

The most recent generation of Corvette is a technologically advanced supercar designed to compete at the highest levels of sports car performance. As the first decade of the 21st century progressed, Chevrolet joined every other automaker in squeezing race track horsepower out of street-legal engines. The latest ZR1 Corvettes are capable of speeds over 200 MPH, and cost over $100,000.

C7 - The Future of the Corvette (2012- )

Jan 17, 1953:

Corvette unveiled at GM Motorama

On this day in 1953, a prototype Chevrolet Corvette sports car makes its debut at General Motors' (GM) Motorama auto show at the Waldorf-Astoria Hotel in New York City. The Corvette, named for a fast type of naval warship, would eventually become an iconic American muscle car and remains in production today. In the early 1950s, Harley Earl (1893-1969), the influential head designer for GM, then the world's largest automaker, became interested in developing a two-seat sports car. At the time, European automakers dominated the sports car market. Following the debut of the Corvette prototype at the Motorama show in January 1953, the first production Corvette was completed at a Flint, Michigan, plant on June 30, 1953. The car featured an all-fiberglass body, a white exterior and red interior, a relatively unremarkable 150-horsepower engine and a starting price tag of around $3,500 (not including taxes or an optional AM radio and heater). In an effort to give the Corvette an air of exclusivity, GM initially marketed the car to invitation-only VIP customers. This plan met with less-than-desirable results, as only a portion of the 300 Corvettes built that first year were sold. GM dropped the VIP policy the following year; however, Corvette sales continued to disappoint. In 1954, GM built around 3,600 of the 10,000 Corvettes it had planned, with almost a third of those cars remaining unsold by the start of 1955.

There was talk within GM of discontinuing the Corvette; however, GM rival Ford launched the sporty two-seat Thunderbird convertible in 1955 and the car quickly became a hit. GM didn't want to discontinue the Corvette and look like a failure next to its Big Three competitor, so the car remained in production and performance enhancements were made. That same year, a Belgian-born, Russian-raised designer named Zora Arkus-Duntov became head engineer for Corvette and put the car on a course that would transform it into a legend. Duntov had applied to work at GM after seeing the Corvette prototype at the 1953 Motorama show. According to The New York Times: "Once hired, he pushed through the decision to turn the Corvette into a high-performance sports car with a succession of more powerful engines. Chevrolet offered a 195-horsepower engine on the 1955 Corvette, a 240-horsepower engine on the 1956 Corvette and a 283-horsepower engine on the 1957 model." During the second half of the 1950s, Corvettes began setting speed records on the racing circuit. The car also got a publicity boost when it was featured on the TV show "Route 66," which launched in 1960 and followed the story of two young men driving around America in a Corvette, looking for adventure.

In 1977, the 500,000th Corvette was built. Two years later, according to the Times, yearly Corvette production peaked at 53,807. In 1992, the 1-milllionth Corvette came off the assembly line in Bowling Green, Kentucky; the 1.5-millionth Corvette followed in 2009.

The Chevrolet Corvette has been manufactured by Chevrolet since 1953. Today the

Corvette is built at a General Motors assembly plant in Bowling Green, Kentucky. However,

in the past it was built in Flint, Michigan and St. Louis, Missouri. The National Corvette

Museum and annual National Corvette Homecoming are also located in Bowling Green,

Kentucky.

Early history

While the style of a car may be just as important to some as to how well the car runs, it was

not until 1927, when General Motors hired designer Harley Earl, that automotive styling and

design became important to American automobile manufacturers. What Henry Ford did for

automobile manufacturing principles, Harley Earl did for car design. Most of GM's

flamboyant "dream car" designs of the 1950s are directly attributable to Earl, leading one

journalist to comment that the designs were "the American psyche made visible." Harley

Earl loved sports cars, and GIs returning after serving overseas in the years following World

War II were bringing home MGs, Jaguars, Alfa Romeos, and the like. In 1951, Nash Motors

began selling a two-seat sports car, the Nash-Healey, that was made in partnership with the

Italian designer Pinin Farina and British auto engineer Donald Healey. Earl convinced GM

that they also needed to build a two-seat sports car. Earl and his Special Projects crew

began working on the new car later that year, which was code named "Opel." The result

was the 1953 Corvette, unveiled to the public at that year's Motorama car show. The

original concept for the Corvette emblem incorporated an American flag into the design, but

was changed well before production since associating the flag with a product was frowned

upon.

Taking its name from the corvette, a small, maneuverable fighting frigate (the credit for the

naming goes to Myron Scott), the first Corvettes were virtually handbuilt in Flint, Michigan

in Chevrolet's Customer Delivery Center, now an academic building at Kettering University.

The outer body was made out of then-revolutionary fiberglass, selected in part because of

steel quotas left over from the war. Underneath the new body material were standard

Chevrolet components, including the "Blue Flame" inline six-cylinder truck engine, two-

speed Powerglide automatic transmission, and drum brakes from Chevrolet's regular car

line. Though the engine's output was increased somewhat, thanks to a triple-carburetor

intake exclusive to the Corvette, performance of the car was decidedly lackluster. Compared

to the British and Italian sports cars of the day, the Corvette was underpowered, required a

great deal of effort as well as clear roadway to bring to a stop, and even lacked a "proper"

manual transmission. Up until that time, the Chevrolet division was GM's entry-level

marque, known for excellent but no-nonsense cars. Nowhere was that more evident than in

the Corvette. A Paxton supercharger became available in 1954 as a dealer-installed option,

greatly improving the Corvette's straight-line performance, but sales continued to decline.

GM was seriously considering shelving the project, leaving the Corvette to be little more

than a footnote in automotive history, and would have done so if not for two important

events. The first was the introduction in 1955 of Chevrolet's first V8 engine (a 265 in³ {4.3

L}) since 1919, and the second was the influence of a Soviet émigré in GM's engineering

department, Zora Arkus-Duntov. Arkus-Duntov simply took the new V8 and backed it with a

three-speed manual transmission. That modification, probably the single most important in

the car's history, helped turn the Corvette from a two-seat curiosity into a genuine

performer. It also earned Arkus-Duntov the rather inaccurate nickname "Father of the

Corvette."

Another key factor in the Corvette's survival was Ford's introduction, in 1955, of the two-

seat Thunderbird, which was billed as a "personal luxury car", not a sports car. Even so, the

Ford-Chevrolet rivalry in those days demanded that GM not appear to back down from the

challenge. The "T-Bird" was changed to a four-seater in 1958.

There have been six generations of the Corvette so far, sometimes referred to as C1

through C6.

C1 (1953-1962)

1958 Chevrolet Corvette roadster

The first generation is most commonly referred to as a "solid-axle", based on the fact that

independent rear suspension (IRS) was not available until 1963. The first generation started

in 1953 and ended in 1962.

With limited production due to the fact that they were all hand built and assembled, the

1953 Corvette, with a total of only 300 copies produced, is the rarest and most sought after

Corvette model year. With few changes except for color choices and production numbers,

the 1954 is the last Corvette to have a 6 cylinder engine. In 1955 a milestone was made in

Corvette history. It was the introduction of the first V-8 Corvette. With GM almost dropping

the underpowered "Blue Flame" in-line 6 Corvette, this was like a new beginning for the car.

The easiest way to differentiate the 1955 is the "V" in Corvette is enlarged and gold colored

signifying the V-8 engine under the hood.

In 1956 a new body was designed for the car which changed it from a country club style

sports car to a true American hot rod. One noteworthy addition of optional fuel injection in

mid-1957 (also available on Chevrolet Bel Air). Fuel injection first saw regular use on a

gasoline engine two years prior on the Mercedes-Benz 300SL "gullwing" roadster. Although

the Corvette's GM-Rochester injection used a constant flow system as opposed to the diesel

style nozzle metering system of the Mercedes', it nevertheless produced about 290 hp (216

kW) (gross). The number was listed by Chevrolet's advertising agency for the 283

hp/283in³ (4.6L) "one hp per cubic inch" slogan, making it one of the first mass-produced

engines in history to reach 1 hp/in³. Other early options included power windows (1956),

hydraulically operated power convertible top (1956), four speed manual transmission (late

1957), and heavy duty brakes and suspension (1957).

The 1958 Corvette saw another body freshening and more options available. This year had

the most exterior chrome and was the heaviest of the C-1s. From its quad headlights and

hood louvers to its twin trunk spars and bumper exiting exhaust, it was the flashiest

Corvette ever built. 1959-60 saw little changes except ever decreasing chrome and

increasing HP. For 1961 a complete change to the rear of the car was made, with hints of

things to come. It had a "boat tail" rear with the first year to have 4 tail lights. In 1962, the

GM 283 small block was enlarged to 327 CID (5.4 L) and produced a maximum of 360 hp

(268 kW) making it the fastest of the C-1s and by now almost completely devoid of chrome.

1962 was the last year for many things: curved windshield, solid rear axle, convertible only,

4 wheel drum brakes. The trunk and exposed headlights disappeared for decades, returning

in 1998 and 2005, respectively.

C2 (1963-1967 Sting Ray)

1963 Chevrolet Corvette split-window coupe

The second generation, or mid-year, was designed by Larry Shinoda with major inspiration

from a previous unproduced design called the "Q Corvette" by Peter Brock and Chuck

Pohlmann, and under the styling direction of Bill Mitchell, started in 1963 and ended in

1967. Introducing a new name, Corvette Sting Ray, the 1963 model year Corvette was the

first year for a coupé with its distinctive split rear window and non-functioning hood vents

as well as an independent rear suspension. The split rear window was discontinued in 1964

due to safety concerns. Because they made the design too busy, the hood vents were also

cut. Power for 1963 was at 360 hp (268 kW) hitting 375 hp (280 kW) in 1964.

Four-wheel disc brakes were introduced in 1965, as was a "big block" engine option (the

396 in³ (6.5 L) V8). Side exhaust pipes became optional on the 1965 Sting Ray and

persisted through 1967, then again for 1969. Chevrolet would up the ante in 1966 with the

introduction of an even larger 427 in³ (7 L) version, creating what would be one of the most

collectible Corvettes ever. 1967 saw an L-88 version of the 427 introduced which was rated

at 430 hp (321 kW), but unofficial estimates place the actual output at 550 hp (410 kW) or

more. Only twenty such engines were placed in the 1967 Corvette, and the cars can fetch

US$1,000,000 or more in auction today. From 1967 to 1969, the 1282 ft³/min Holley triple

two-barrel carburetor, or Tri-Power, was available on the 427. The 1967 Corvette originally

was going to be the first of the C3 generation; however, due to delays the C3 had to be put

off until 1968. This was also the first year to introduce the L-88 motor option with 560 bhp

(420 kW). Other early options available on the C2 included an AM-FM radio (mid 1963), air

conditioning (1963), a telescopic steering wheel (1965) and headrests, presumably to

prevent whiplash (1966).

1965 Corvette 327/375 hp Fuel Injected Roadster

The 1965 introduction of the 425 hp 396 in³ big block was ultimately the harbinger of doom

for the Rochester fuel injection system. The 396 in³ option cost $292.70 while the fuel

injected 327 in³ engine cost $538.00. Few people could justify spending $245 more for 50

hp (37 kW) less. When only 771 fuel-injected cars were built in 1965, Chevrolet stopped the

program.

In 2004, Sports Car International named the Sting Ray number five on the list of Top Sports

Cars of the 1960s.

The design of this generation had several inspirations. The first was the contemporary

Jaguar E-Type, one of which Mitchell owned and enjoyed driving frequently. Bill Mitchell also

sponsored a car known as the "Mitchell Sting Ray" in 1959, because Chevrolet no longer

participated in factory racing. This vehicle had the largest impact on the styling of this

generation, although it had no top and did not give away what the coupe would look like.

The third inspiration was a mako shark that Mitchell had caught while deep-sea fishing.

In 1961 the Corvette finally sold over 10,000 vehicles per year, hitting a number of 10,947

in that production year.

In 1962 Corvette chief engineer Zora Arkus-Duntov came up with a lightweight version of

the C2. Concerned about Ford and what they were doing with the Shelby Cobra, GM planned

100 Grand Sport Corvettes. The plans never came about and only five were built. They were

driven by historic drivers such as Roger Penske, A. J. Foyt, Jim Hall, and Dick Guldstrand

among others. The Grand Sports, however, had many issues; the aero package made for a

very frightful driving experience to say the least. Delmo Johnson said it was "the only car I

ever drove that would lift the front wheels off the ground in all four gears." Dick Thompson

was the only driver to drive the Grand Sport to victory. He won a Sports Car Club of

America race at Watkins Glen. Today there are only five left, cars 001-005 all held by

private owners. They are among the most coveted and valuable Corvettes ever built.

The popular Z06 performance package on the C5 and C6 model Corvettes is named after a

Z06 performance option dating back to the 1963 model year.

C3 (1968-1982 Stingray)

1982 Chevrolet Corvette Coupe

The third generation, patterned after Chevrolet's "Mako Shark II" (designed by Larry

Shinoda), started in 1968 and ended in 1982. This generation has the distinction of being

introduced to the motoring public in an unorthodox — and unintended — fashion. 1968

marked the introduction of Mattel's now-famous Hot Wheels line of 1/64-scale die cast toy

cars. General Motors had tried their best to keep the appearance of the upcoming car a

secret, but the release of the Hot Wheels line several weeks before the Corvette's unveiling

had a certain version of particular interest to Corvette fans: the "Custom Corvette", a GM-

authorized model of the 1968 Corvette.

In 1969, the 350 CID (5.7 L) engine became available in the Corvette, and in 1970, the 427

big block was enlarged to 454 CID (7.4 L). Power peaked in the 1970 and 1971 models,

with the 1970 LT-1 small block putting out 370 hp (276 kW) and the 1971 454 big block

having its last year of big power with 425 hp (317 kW). In 1972, GM moved to the SAE Net

measurement for power (away from the previous SAE Gross standard), which resulted in

lower values expressed in HP. Along with the move to unleaded fuel, emission controls, and

catalytic converters, power continued to decline and bottomed out in 1975 — the base ZQ3

engine put out 165 hp (123 kW), and the optional L82 engine put out 205 hp (153 kW).

Power remained fairly steady for the rest of the C3 generation, ending in 1982 with the 200

hp (149 kW) L83 engine.

Styling changed subtly over the generation. Minor trim changes occurred through the 1972

model. In 1973, the Corvette dropped the front chrome bumpers for a urethane-compound

"5 mph" bumper but kept the rear chrome bumpers. In 1974, the rear chrome bumpers

became urethane as well, resulting in the first ever chrome-less production Corvette. 1975

saw the last year for the convertible, which did not return until 1986. In 1968 the "Sting

Ray" name was not used, but returned in 1969 as a single word "Stingray" until 1976, the

last year in which the name was used. In 1977, Dave McLellan succeeded Zora Duntov as

the Corvette's Chief Engineer. 1978 saw a 25th "Silver Anniversary" edition, the first

Corvette Indy Pace Car, the introduction of a "fast back" glass rear window, and the highest

production number until the C-5. In 1980, the Corvette got an integrated aerodynamic

redesign that resulted in a significant reduction in drag. In 1982, an opening rear hatch was

offered for the first time on the Corvette available on the Collectors Edition model only. A

new engine featuring cross fire injection, a fuel injection carburetor hybrid, was also

introduced that year as the L83. It was the only engine available in 1982, and was not

offered with a manual transmission.

C4 (1983-1996)

A C4 Corvette competing at an autocross event

The fourth generation Corvette began production in March 1983 as a 1984 model. The 1983

model year was skipped due to production problems, although 44 prototype 1983 models

were completed. All 44 1983 model year prototypes assembled were crushed except for one

(the 23rd produced), which is displayed at the National Corvette Museum in Bowling Green,

Kentucky. The C4 production started in 1984 and ended in 1996.

This first year model of the C4 carried over the L83 engine from the previous generation of

Corvette. The L83 engine had a unique fuel delivery method, named "Crossfire", a dual-

throttle-body injection system. The C4 was praised for its sleek styling and its

groundbreaking aerodynamic design. With the first major body, chassis and suspension

change since 1963, the new C4 coupe incorporated a rear glass hatch for much improved

cargo access, all new brakes with aluminum calipers, all aluminum frame and suspension for

weight savings and rigidity, and the first one piece targa top with no center reinforcement .

The Corvette C4 came standard with an electronic dashboard with digital liquid crystal

displays for the speedometer and tachometer. The 1984 C4 was a complete and total

redesign except for its engine, and the emphasis was on handling with the introduction of

the front transverse composite leaf spring (still used today on new Corvettes). This handling

focus came with the penalty of a harsh, uncompromising ride.

The 1984 and 1985 were the only C4's to lack the third brake light (CHMSL, Center High

Mounted Signal Light) which was required by federal law beginning in 1986. From 1984

through 1988, the Corvette used an unusual "4+3" transmission — a 4-speed manual

coupled to an automatic overdrive on the top three gears. It was designed to help the

Corvette meet U.S. fuel economy standards. The transmission was problematic and was

eventually replaced by a much more modern ZF 6-speed manual gearbox in 1989. This new

transmission was also the first to feature Computer Aided Gear Selection (CAGS), which

used a solenoid to lock out 2nd gear during certain driving conditions. This allowed the

Corvette to maintain EPA fuel economy ratings high enough to avoid the "gas guzzler" tax.

Beginning in 1985, the 230 horsepower (170 kW) L98 engine with tuned port fuel injection

was installed in most Corvettes, replacing the throttle body fuel injected power-plant.

In 1986 Corvette saw its 2nd Indy Pace Car, this time a convertible. First drop top since

1975, the pace car was available in several colors, but not in a coupe. It was also touted as

the first pace car not to be modified for Indy Pace duty.

1988 saw the 35th Anniversary Edition. A limited production of cars were made, each with

an ID number on a special badge next to the gear selector. These Corvettes were easily

identified as they were all white on white on white, with white wheels, T-tops, and exterior

trim. Inside, seats, rugs, shifter and steering wheel etc. were all white.

For the 1992 model year, the 300 horsepower (220 kW) LT1 engine was introduced, which

significantly improved the performance of the base C4 cars. Also introduced in 1992 was

Acceleration Slip Regulation (ASR), a form of traction control which 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.

1993 became the Corvette's 40th anniversary. This time the C4 had a special

commemorative Ruby Red color, badges and embroidered seat backs, it was available in

any body style and option level. The 1993 Corvette also marks the introduction of GM's first

Passive Keyless Entry System.

In 1996, the final year of C4 production had a few special Corvettes and options. The Grand

Sport, Collector Edition, OBD II (On-Board Diagnostics) run flat tires, and the LT-4 engine.

The 330 hp (246 kW) LT4 V-8 was installed in all manual transmission equipped Corvettes.

All 1996 Corvettes with automatic transmissions still utilized the LT1.

The C4's handling characteristics and cornering ability allowed it to dominate SCCA events

and races during the 1980s and 1990's.

The C4 had plenty of firsts: EFI (Electronic Fuel Injection), transverse front leaf spring, ABS,

Airbags, traction control, aluminum frame suspension and engine, digital gauges, highest HP

engine, overhead quad-cams, 6-speed transmission, computer controlled; climate control,

seats, windows, locks, gauges etc. The C4 was the last Corvette with a centrally located fuel

filler (1963), opposing windshield wipers (1953), cast iron engine block (1953), 4 round

taillights (1961), fiberglass body panels (1953), distributor ignition (1953).

B2K Callaway Twin-Turbo

In 1987, the factory B2K option became available from the factory. The Callaway Corvette

was a Regular Production Option (RPO B2K), the only time in Chevrolet's history a specialist

manufacturer was entrusted with a technically advanced high performance RPO. The B2K

option was eventually replaced by the ZR1 option, though they coexisted from 1990-1991.

The early B2K's produced 345 hp (257 kW) and 450 ft•lbf (610 N•m) of torque.[3] The later

B2K's produced 450 hp (336 kW) and 613 ft•lbf (831 N•m) of torque.

ZR-1 (1990-1995)

Chevrolet Corvette ZR-1

In 1986, the Corvette team approached Lotus, then a GM subsidiary, with the idea of

developing an ultra-high performance vehicle based on the C4 Corvette. With input from

GM, Lotus designed a new engine to replace the traditional pushrod L98 V-8 that powered

the standard C4. The result was the LT5, an aluminum-block V-8 with the same bore

centers as the L98, but with four overhead camshafts and 32 valves.It was manufactured at

Mercury Marine a marine engine provider in stillwater OK. Lotus designed a unique air

management system for the engine to provide a wider power band by shutting off 8 of the

16 intake runners and fuel injectors when the engine was at part-throttle, while still giving

the ZR-1 375 hp when at wide open throttle. Lotus also aided in the development of the ZR-

1's standard "FX3" active suspension system. Horsepower was rated at 375 from 1990-1992

and 405 from 1993-1995. Torque was 370 from 1990-1992, then 385 from 1993-1995.

A 1990 ZR-1 set a 24 hour speed endurance record at the Firestone test track in Fort

Stockton Texas using a relatively stock LT5 engine with modification that included removal

of catalytic converters. The Tommy Morrison racing team averaged 175 MPH, including time

for re-fueling and several driver changes.

In 1991, all Corvettes received updates to body work, interior, and wheels. The convex rear

fascia that set the 1990 ZR-1 apart from the base model was now included on L98

Corvettes, making the styling of the expensive ZR-1 even closer to that of the base cars.

The most obvious difference remaining between the base and ZR-1 models besides the

wider rear wheels was the location of the CHMSL (center high mounted stop lamp), which

was integrated into the new rear fascia used on the base model, but remained at the top of

the rear-hatch on the ZR-1's. All corvette ZR-1's had a interesting feature, a power key. It

was mounted underneath the radio and using a key you could turn the power from "full"

which means all the horsepower and "normal" which disabled the secondary intake ports

cutting the power to 200hp. This system is commonly reffered to as a "valet key", and was

reset to "normal" after the engine was shut off.

Further changes were made in 1992: ZR-1 badges were displayed on both front fenders and

traction control was added as a standard feature. In 1993, Lotus redesigned the cylinder

heads and valvetrain of the LT5, resulting in a horsepower increase from 375 to 405. In

addition, a new exhaust gas recirculation system improved emissions control. Production of

the ZR-1 ended in 1995, after 6,939 cars had been built.

Grand Sport (1996)

1996 Corvette Grand Sport

Chevrolet released the Grand Sport version in 1996 at the end of C4 Corvette production.

The "Grand Sport" moniker was a nod to the original Grand Sport model produced in 1963.

A total of 1,000 Grand Sports were produced. The 810 coupes and 190 convertibles were

produced with a special VIN sequence to differentiate them from the other 1996 C4 models.

The 1996 Grand Sport was equipped with the LT4 engine, which produced 330 hp (246 kW)

and 340 lb•ft (461 N•m) of torque. All LT4-powered Corvettes included a Grand Sport

nameplate on the engine's throttle body. The Grand Sport came only in Admiral Blue with a

white center stripe, distinctive black five spoke wheels, and two red hash marks on the hood

above the left front wheel. Interior colors were black and red only. A hardtop option was not

available with Grand Sport convertibles. They also added rear wheel arch extensions on the

body, as the Grand Sport utilized the same rear wheels as a ZR-1.

Collector Edition (1996) To commemorate the final year of the C4, Chevrolet reissued a Collector Edition. Also

produced in low numbers, all CE's were painted Sebring Silver, a color reminiscent of the

1963 Sting Ray and later retained for the C-5 color lineup. A near mirror image of the Grand

Sport, if properly equipped, it also got the 5 spoke "A mold" wheels in matching silver,

bigger ZR-1 brakes, and a myriad of standard features. Like all production 1996 Corvettes,

the LT-4 received the ZF 6-speed gearbox thought by many to be the strongest GM

transmission ever. Automatics were an option, and still retained the LT-1. CE's were also

available in a convertible with 3 interior color choices, red, silver and black. On all four sides

of the car, a special set of "Collector Edition" flags were appointed, and also embroidered in

the seat backs.

C5 (1997-2004)

2003 Chevrolet Corvette Coupe

1998 Corvette Indianapolis 500 Pace Car Replica

Production of the C5 Corvette began in 1997 and ended with the 2004 model year. The C5

was a major change from the long-running C4. The transmission was moved to the rear of

the car to form an integrated rear-mounted transaxle assembly and was connected to the

engine by a driveshaft. Gone were most of the squeaks and rattles of the C4. The new C5

was judged by the automotive press as improved in nearly every area over the previous

Corvette design.

Also introduced with the C5 was GM's new LS1 small block. This third-generation small

block was a completely new design, including a distributor-less ignition and a new cylinder

firing order. It was initially rated at 345 horsepower (257 kW) and 350 ft•lbf (470 N•m)

torque, but was increased to 350 horsepower (260 kW) in 2001.

For its first year, the C5 was available only as a coupe, even though the new platform was

designed from the ground up to be a convertible. The convertible returned to the lineup in

1998, followed by the predecessor to the Z06, the fixed-roof coupe (FRC), in 1999.

The Corvette's 50th Anniversary was celebrated June 20-21, 2003, in Nashville, Tennessee.

The venue provided a bonanza of flawlessly restored Corvettes. Also, a worldwide caravan

of over 10,000 Corvettes gathered at the National Corvette Museum in Bowling Green, KY.

with every model year of the Corvette along with engineering and restoration seminars.

Participants were also invited to visit the factory located across from the museum, with

special tours not provided to the general public. The anniversary also brought some

Chevrolet Concept Vehicles into focus including the approved-for-production Chevrolet SSR.

Also on hand were several Corvette race cars, including the Corvette SS built by Zora

Arkus-Duntov and the C5-R that won its class at Le Mans. Among the many displays were

examples of the 2003 50th Anniversary Edition as well as a few 2004 "Commemorative

Edition" and Indy Pace Car Corvettes.

Recently, the factory has expanded to build the Cadillac XLR roadster, which shares its

platform with the sixth-generation Corvette. Bowling Green is also home to the Corvette

Museum, which celebrates this American automotive icon by displaying in chronological

order the various regular production models as well as some unique one-off versions

created by Chevrolet. Bowling Green is also the home of the National Corvette

Homecoming, a large annual gathering of Corvettes and their owners.

The building in Flint in which the first cars were assembled was spun off with GM's Delphi

Electronics division and later donated to GMI/Kettering University in the late 1990s. The

building has since been remodeled and is now the C.S. Mott Engineering and Science

Center, housing the Mechanical Engineering and Chemistry programs. In the garage housing

the school's Society of Automotive Engineers (SAE) club is a plaque commemorating it as

the place where the first Corvette was built.

Z06 (2001-2004) A successor to the FRC C5 made its debut in 2001 as the Z06, a nod to the high

performance Z06 version of the C2 Corvette of the 1960s. The Z06 models replace the FRC

hardtop (1999-2000) models as the highest performance C5 Corvette. Instead of a heavier

double-overhead cam engine like the ZR-1, the Z06 used an LS6, a high-output version of

the standard LS1 Corvette engine producing 385 hp (287 kW). Although the Z06's total

power output was less than that of the last ZR-1's, the Z06 was lighter and therefore

quicker than the ZR-1. Despite these specifications, the ZR-1 still had a higher top speed,

thus maintaining its "King of the Hill" status.

As with the ZR-1, Chevrolet found that added power output did the Z06 little good without

platform modifications to bring the rest of the car up to par. A hardtop body, upgraded

suspension, larger wheels and tires, a new six-speed manual transmission, along with

improved gearing and functional brake cooling ducts, all became part of the total package.

The Z06 is 38 lb (17.3 kg) lighter than the previous hardtop C5 thanks to a titanium

exhaust (from the catalytic converter back), thinner glass, lighter wheels, and a lighter

battery. From 2002 onward, the Z06 produced 405 hp (302 kW) thanks to minor engine

modifications including a more aggressive camshaft profile, lightweight sodium filled

exhaust valves, stiffer valve springs, and deletion of the precats. Many dynamometer test

have proven that Chevrolet underrated the engine by 20 hp (15 kW) giving it a total of 425

hp.

The 2002 Z06 also received revised rear shock valving and steel links to replace plastic ones

of the 2001 model. An Electron blue color replaced Speedway white. The HUD became

standard, and the previous forged wheels were replaced by lighter spun cast ones. The

fender Z06 badges bear "405 hp" on them. The 2003 models received special silver 50th

anniversary badges and revised headliner. Later 2003 models received a more durable steel

shift fork instead of aluminum.

GM claimed that 405 hp (302 kW) versions of the Z06 could make the 0-60 run in 3.9

seconds and through the quarter mile in 12.4 seconds. In the hands of experienced drivers

the 2002-2004 Z06 has made 11 second passes.[5] The current quarter mile record is 11.7.

The car's top speed of 176 mph (283 km/h) was achieved in 5th gear at 6,500

RPM(redline), as 6th gear was an overdrive/economy gear. It proved to be a well rounded

track vehicle as well, with the ability to do more than simply accelerate. Thanks in part to its

upgraded suspension system, the Z06 is capable of holding its own against contemporary

versions of the Dodge Viper, Ford Mustang Cobra R, and even the Porsche 911 Turbo

around a road track.

The 2004 Z06 Commemorative Edition came with a carbon fiber hood which saved some

weight and also received polished aluminum wheels. In addition it was equipped with a

Nürburgring-tested suspension tuning to improve handling, along with an exclusive Le Mans

blue color.

C5-R

The C5-R racer was built by Pratt & Miller for GM Racing. It was based on the C5 road car

but had a longer wheelbase, a wider track, an enlarged engine and more aerodynamic

bodywork with a rear wing and exposed headlamps. It took part in the American Le Mans

Series in the GTS Class and competed in five 24 Hours of Le Mans races as a Corvette

Racing entry.

• 1999 The car's debut racing season. Initially it was powered by a 6000 cc version of the

5700 cc Corvette V-8 engine but after four races the engine capacity was increased to 7000

cc.

• 2000 The car's first victory and first year at Le Mans.

• 2001 The racing season produced eight victories in ten races, including an overall win in

the 24 Hours of Daytona and a 1-2 finish in the GTS class at Le Mans.

• 2002 In 2002 the C5-R repeated its 1-2 victory in the GTS class at Le Mans and also

dominated the GTS class in the American Le Mans Series. A new transaxle unit replaced the

previous year's separate transmission and differential. Corvette faced stiff domination from

the new Privateer Non-Ferrari backed Prodrive-built Ferrari 550, which led many laps at Le

Mans, but the Ferraris suffered problems late in the race, resulting in another Corvette GTS

class victory.

• 2003 In 2003, the Automobile Club de l'Ouest placed additional restrictions on all 24

Hours of Le Mans competitors, reducing power by 10% in an attempt to slow the cars. At

the 2003 season-opening 12 Hours of Sebring, the C5-Rs remained in winning form, with

one of them finishing first in class and eighth overall. Also in 2003 a special red, white, and

blue color scheme was introduced to celebrate the Corvette's 50th anniversary. At Le Mans

the Prodrive Ferraris took first place and spoiled the anniversary and GM's effort for a three-

peat in the GTS class.

• 2004The C5-R was again victorious in the GTS class at the 24 Hours of Le Mans. One of

the Privateer Prodrive Built Ferraris led most of the race. About halfway into the event, both

Prodrive cars suffered mechanical problems, causing them to pit and lose laps. The

Corvettes went on to finish 1-2 in their class.

In 2005, the factory Corvette Team began racing the C6.R to coincide with the new sixth

generation (C6) Corvette being released to the public. Private teams, primarily in Europe,

continued to race the C5-R.

• 2005 In the FIA GT Championship, the GLPK-Carsport team won races at Imola, Italy and

Zhuhai, China, and finished on the podium on several occasions. In the ALMS, Pacific Coast

Motorsports scored several podium finishes behind the new factory C6-R cars. SRT fielded a

C5-R in the Belcar series in Belgium, and PSI Experience did the same in the FFSA GT

Championship in France.

• 2006 The C5-R returned to Le Mans for the first time as a non-factory entry, run by Le

Mans regular Luc Alphand. It finished 3rd in the GT1 class behind the C6.R and Prodrive

Aston Martin. C5-Rs were run in Belcar and FFSA GT once more.

• 2007 GLPK-Carsport and SRT run C5-Rs in FIA GT, while Luc Alphand runs a Corvette for

the Le Mans Series and 24 Hours of Le Mans.

C6 (2005-2010)

Chevrolet Corvette C6 Convertible

The new C6 gets an overhaul of the suspension geometry, all new bodywork with exposed

headlamps (for the first time since 1962), a larger passenger compartment, and a larger 6.0

L engine. Overall, shorter and narrower than the C5, in response to criticism that the C5

Corvette looked too wide. The 6.0 L LS2 V8 produces 400 hp (298 kW) at 6000 rpm and

400 ft•lb (542 N•m) of torque at 4400 rpm. Its redline is increased to 6500 rpm.

2006 Chevrolet Corvette C6 Coupe

The C6 retains the relatively good fuel economy of the C5, due in part to its relatively low

drag coefficient and low weight, achieving 18/27 mpg (city/highway) when equipped with an

automatic transmission. The manual version is slightly better at 18/28, and is fitted with

Computer Aided Gear Selection (CAGS), has been included in all manual transmission

Corvettes since 1989 to improve fuel economy by requiring drivers to shift from 1st gear

directly to 4th when at lower RPM's.

2005 C6 LS2 Convertible

For 2008, the Corvette received a mild freshening: a new LS3 engine with displacement

increased to 6.2 liters, resulting in 430 hp (321 kW) and 424 lb•ft (575 N•m) of torque

(436HP and 428 TQ if ordered with the optional performance exhaust). The 6-speed manual

transmission also has improved shift linkage and a 0-60 time of 4.0 seconds, while the

automatic is set up for quicker shifts giving the C6 Automatic a 0-60 time of 4.3 seconds,

faster than any other production automatic Corvette. The interior was slightly updated and a

new 4LT leather-wrap interior package was added. The wheels were also updated to a new

five-spoke design.

Z06 (2006-2010)

2006 Chevrolet Corvette Z06

The new Z06 arrived as a 2006 model in the third quarter of 2005. It has a 7.0 L (7,008

cc/427.6 in³) version of the small block engine codenamed LS7. Officially certified output is

505 hp (377 kW). Its performance is significantly better than the Ford Mustang and

comparable to the Dodge Viper SRT-10. Official performance figures indicate that the Z06

can reach 60 mph (97 km/h) in just 3.7 seconds from a standing start in first gear, hitting

0–100 in about 7.7–8.2, with a quarter mile time of 11.5 and a top speed of 198 mph

(electronically limited). In the summer of 2005, GM and Corvette Racing driver Jan

Magnussen brought the new Z06 to the Nürburgring in Germany. Magnussen drove the Z06

to a time of 7:40.99. In their March 2007 comparison, Car and Driver selected the Corvette

Z06 as the winner of their three-way comparison test of performance cars, with the Porsche

911 GT3 finishing second and the Lotus Exige S third.

In addition to the larger engine, the C6 Z06 has a dry sump oiling system, ensuring proper

engine lubrication during periods of high (lateral) acceleration and allowing the engine to be

mounted low inside the chassis. Connecting rods made out of titanium further lighten the

reciprocating mass of the engine while being stronger than the steel rods they replace.

In a radical departure from anything Chevrolet has ever done before, the primary structural

element of the C6 Z06 is aluminum instead of steel as on the non-Z06 cars. The

hydroformed aluminum frame remains dimensionally identical to its steel brethren but is

significantly lighter. The front fenders are made of carbon fiber to reduce weight, while

wider rear fenders allow for the wider tires necessary to deal with the engine's increased

power. For an additional mass savings of 6 kg, the Z06 replaced the base model's aluminum

engine cradle with one made from high pressure die cast magnesium. The Z06 officially

weighs 3132 lb (1421 kg), giving it a power to weight ratio of 6.2 lb/hp (3.8 kg/kW or 361

bhp (269 kW) per tonne). The C6 Corvette Z06 is the first 500+ hp production car to avoid

the U.S. government Gas Guzzler tax.

The Z06 was the official pace car for both the 2006 Daytona 500 and the Indianapolis 500

race. The special Pace Car edition Z06 was unveiled at the Los Angeles Auto Show in

January. It was also awarded to St. Louis Cardinals shortstop David Eckstein as his prize for

being the 2006 World Series MVP, although Eckstein does not know how to drive a stick.

The 2007 Z06 was also one of Automobile Magazine's "Automobile All-Stars" for 2007.

The 2007 Z06 had minor changes including retuning of the suspension after some magazine

test drivers announced the suspension did not perform up to their original estimates.

Chevrolet announced the models were pre-released, and for 2007 they would retune the

damping. In more recent tests the Corvette has shown improved driveability and track

manners.

In 2008 the Z06 received the new TR6060 six speed manual transmission, which replaces

the T-56. The steering rack was improved, and the interior plastic bezel was improved. An

optional full leather interior (option 3LZ) also became available in limited quantities due to

constraints.

ZR1 (2009-2010) The Corvette variant now officially known as the ZR1 was first reported by several print and

online publications who were speculating that Chevrolet was developing a super high

performance production version of the Corvette and were internally calling it "Blue Devil"

(named after GM CEO Rick Wagoner's alma mater, Duke University). Wagoner is quoted as

saying, "I wonder what they can do for 100,000 dollars?" during a GM board meeting

speaking about Chevrolet designers. The production version is expected to debut at the

2008 North American International Auto Show and be available as a 2009 model.

Corvette ZR1 at 2008 Chicago Auto Show

The ZR1 was formally announced in a December 2007 press statement by General Motors,

where it was revealed that their target of 100 horsepower/liter has been reached by a new

"LS9" engine, an Eaton-supercharged 6.2-liter engine producing a confirmed 638 hp (476

kW) and 604 foot-pounds force (819 N•m) of torque with a sticker price of about US

$100,000.[9] Top speed is 205 mph (330 km/h) Along with an improved motor, the ZR1

also comes with extensive carbon-fiber body parts, including (but not limited to) wider

fenders, the hood, roof panel, roof bow, front fascia splitter and rocker moldings. However,

the car is heavier and more front weight biased than the Z06 because of the supercharger,

with a weight distribution of 52% at the front and 48% at the rear. Tires were also

increased in diameter and width, along with bigger and stronger brakes, adjustable

suspension, and optional chrome wheels and a premium interior package.[10]. Spy photos

from recent hot laps at Mazda Raceway Laguna Seca, following the 2007 American Le Mans

Series final race, show the ZR1 to have carbon-ceramic brakes, extensive carbon fiber (front

quarterpanels, A- and B- pillars, as well as the roof and possibly other body panels), and a

full-width rear lip spoiler.

C6.R

• 2005 The C6.R was unveiled for its first race at the 2005 12 Hours of Sebring endurance

race of the American Le Mans Series. Later, in the 2005 24 Hours of Le Mans, it made up for

Sebring by placing first and second in the GT1 car class (5th and 6th overall) after a lengthy

duel with the Aston Martin team's DBR9 racers. Corvette C6.R went on to win its class at

every race it entered in the 2005 ALMS season.

• 2006 In 2006 the Corvette C6.R won both American Le Mans GT1 Championships: Teams

and Manufacturers.

• 2007 On March 17, 2007 the C6.R won the GT1 class in the 12 Hours of Sebring. For Le

Mans 2007, there were four C6.R's on the entry list, as the two Corvette Racing entries

were joined by single entries from the Luc Alphand Adventures and PSI-Motorsport teams.

However, the Corvettes could not equate their increased numbers into a GT1 class win, as

Corvette Racing finished second in class, one lap behind the class-winning DBR9 entered by

Aston Martin Racing.

C7 (2011-)

According to several issues of Motor Trend magazine, a C7 Corvette will debut in the 2013

calendar year.

Oldest surviving unit

The oldest surviving production Corvette[12] is serial number E53F001003. This historic,

one-time GM "test mule" is the third 1953 Corvette to ever come off the Flint assembly line

and is known as "double-o-three" to Corvette enthusiasts. It was sold at a Barrett-Jackson

auction on January 21, 2006 in Scottsdale, AZ, for US$1,000,000.

However, the oldest Corvette in existence is believed to be the EX-122, a pre-production

prototype that was hand built and first shown to the public at the 1953 GM Motorama at the

Waldorf Astoria in New York City on January 17, 1953.[13] That car can now be seen at the

Atlantic City Showroom and Museum of Kerbeck Corvette.

Another noteworthy 1953 Corvette belonged to actor John Wayne. Vin #51 was delivered to

Wayne on October 7, 1953.[14] It is currently on display at the National Automobile

Museum (formerly the Harrah's Collection) in Reno, Nevada.

Awards

The Corvette was Motor Trend magazine's Car of the Year for 1984 and 1998. It has also

been on Car and Driver magazine's annual Ten Best list fourteen times: the C4 from 1985

through 1989, the C5 in 1998, 1999, and 2002 through 2004, and the C6 from 2005

through 2008. The C6 was also nominated for the North American Car of the Year award for

2005. The C6 Z06 was named "Most Coveted Vehicle" in the 2006 Canadian Car of the Year

contest.

Automobile Magazine called the Sting Ray the "coolest car in history", and Sports Car

International placed it at number 5 on their list of the Top Sports Cars of the 1960s.

The 1999 Corvette Convertible, along with the Mercedes-Benz S500, were named "Best

Engineered Car of the 20th Century" by the Society of Automotive Engineers publication

Automotive Engineering International.

A Corvette has been selected as the pace car at the Indianapolis 500 ten times: 1978,

1986, 1995, 1998, 2002, 2004, 2005, 2006, 2007, 2008.

The Chevrolet Corvette is a sports car by the Chevrolet division of General Motors (GM) that has been produced in six generations. The first model, a convertible, was designed by Harley Earl and introduced at the GM Motorama in 1953 as a concept show car. Myron Scott is credited for naming the car after the type of small, maneuverable warship called a corvette.[1] Originally built in Flint, Michigan and St. Louis, Missouri, the Corvette is currently manufactured in Bowling Green, Kentucky and is the official sports car of the Commonwealth of Kentucky. The National Corvette Museum documents the car's worldwide history, hosts exhibits, tours and the annual anniversary celebration.

A Corvette has been selected as the Indianapolis 500 pace car 11 times, the latest time being in 2012 with a Chevrolet Corvette C6 ZR1 pace model driven by Guy Fieri.

Contents • 1 History

o 1.1 First generation-C1 (1953–1962) o 1.2 Second generation-C2 (1963–1967) o 1.3 Third generation-C3 (1968–1982) o 1.4 Fourth generation-C4 (1984–1996) o 1.5 Fifth generation-C5 (1997–2004) o 1.6 Sixth generation-C6 (2005–present)

• 2 Next generation development • 3 Awards • 4 NASA • 5 Concept cars • 6 Production • 7 Owner demographics • 8 Racing

o 8.1 C5-R o 8.2 C6.R o 8.3 Indianapolis 500 pace cars

• 9 See also • 10 References • 11 External links

History

First generation-C1 (1953–1962)

Main article: Chevrolet Corvette (C1)

1954 Corvette Convertible

The first generation Corvette was introduced late in the 1953 model year and ended in 1962. It was often referred to as the "solid-axle" models because the independent rear suspension did not debut until the 1963 Sting Ray model.[2] 300 hand-built polo white Corvette convertibles were produced for the 1953 model year.[3] The 1955 model offered a 265 cu in (4.34 L) V8 engine as an option; however, the first seven off the production line featured the standard "Blue Flame" Inline-6.[4] The 1954 Corvette was the origin of a two-door wagon concept car which the Chevrolet Nomad was built off of. Early production Corvettes were also fitted with the Chevrolet Powerglide two-speed automatic transmission.[5]

A new body was introduced for the 1956 model featuring a new "face" and side coves; the taillamp fins were also gone.[6] An optional fuel injection system was made available in the middle of the 1957 model year. It was one of the first mass-produced engines in history to reach 1 bhp (0.75 kW) per cubic inch (16.4 cubic cm) and Chevrolet's advertising agency used a "one hp per cubic inch" slogan for advertising the 283 bhp (211 kW) 283 cu in (4.64 L) Small-Block engine.[7] Other options included power windows (1956), hydraulically operated power convertible top (1956), heavy duty brakes and suspension (1957), and four speed manual transmission (late 1957).[7]

1960 Corvette Convertible

The 1958 Corvette received a body and interior freshening which included a longer front end with quad headlamps, bumper exiting exhaust tips, a new steering wheel, and a dashboard with all gauges mounted directly in front of the driver.[8] Exclusive to the 1958 model were hood louvers and twin trunk spears.[8] The 1959–60 model years had few changes except a decreased amount of body chrome and more powerful engine offerings.[9]

In 1961, the rear of the car was completely redesigned with the addition of a "duck tail" with four round lights. The light treatment would continue for all following model year Corvettes.[10] In

1962, the Chevrolet 283 cu in (4.64 L) Small-Block was enlarged to 327 cu in (5.36 L) and produced a maximum of 340 bhp (250 kW), making it the fastest of the C1 generation. 1962 was also the last year for the wrap around windshield, solid rear axle, and convertible-only body style.[11] The trunk lid and exposed headlamps did not reappear for many decades.[12]

Second generation-C2 (1963–1967)

Main article: Chevrolet Corvette (C2)

1963 Corvette Sting Ray Coupe

The second generation (C2) Corvette, commonly referred to as the Sting Ray, was smaller than the first generation and was later referred to asmid-years.[13] The car was designed by Larry Shinoda with major inspiration from a previous concept design called the "Q Corvette," which was created by Peter Brock and Chuck Pohlmann under the styling direction of Bill Mitchell.[14] Earlier, Mitchell had sponsored a car known as the "Mitchell Sting Ray" in 1959 because Chevrolet no longer participated in factory racing. This vehicle had the largest impact on the styling of this generation, although it had no top and did not give away what the final version of the C2 would look like.[15] The third inspiration was a Mako Shark Mitchell had caught while deep-sea fishing.[16]

Production started for the 1963 model year and ended in 1967. Introducing a new name, "Sting Ray", the 1963 model was the first year for a Corvette coupé and it featured a distinctive tapering rear deck (a feature that later reappeared on the 1971 "Boattail" Buick Riviera) with, for 1963 only, a split rear window. The Sting Ray featured hidden headlamps, non-functional hood vents, and an independent rear suspension.[17] Duntov never liked the split rear window because it blocked rear vision, but Mitchell thought it to be a key part of the entire design. Maximum power for 1963 was 360 bhp (270 kW) and was raised to 375 bhp (280 kW) in 1964. Options included electronic ignition, the breakerless magnetic pulse-triggered Delcotronic first offered on some 1963 Pontiac models.[18] On 1964 models the decorative hood vents were eliminated and Duntov, the Corvette's chief engineer, got his way with the split rear window changed to a full width window.

1965 Corvette Sting Ray Coupe

Four-wheel disc brakes were introduced in 1965, as was a "big block" engine option: the 396 cu in (6.49 L) V8. Side exhaust pipes were also optionally available in 1965, and continued to be offered through 1967. The introduction of the 425 bhp (317 kW) 396 cu in (6.49 L) big block in 1965 spelled the beginning of the end for the Rochester fuel injection system.[19] The 396 cu in (6.49 L) option cost US$292.70 while the fuel injected 327 cu in (5.36 L) engine cost US$538.00. Few people could justify spending US$245.00 more for 50 bhp (37 kW) less, even if the FI cars offered optional bigger brakes not available on carbureted models.[17] With only 771 fuel-injected cars built in 1965, Chevrolet discontinued the option the following year. For 1966, Chevrolet introduced an even larger 427 cu in (7.00 L) Big Block version. Other options available on the C2 included the Wonderbar auto-tuning AM radio, AM-FM radio (mid-1963), air conditioning (late-1963), a telescopic steering wheel (1965), and headrests (1966). The Sting Ray's independent rear suspension was successfully adapted for the new-for-1965 Chevrolet Corvair, which solved the quirky handling problems of that unique rear-engine compact.[20]

1967 Corvette Sting Ray Convertible

1967 was the final year for the C2 generation. The 1967 model featured restyled fender vents, less ornamentation, and back-up lamps which were now rectangular and centrally located. The first use of all four taillights in red also occurred in the 1967 model; this all-four red taillight treatment continued on the first C3 in 1968 only and later returned on the first C4 in 1984, continuing on all Corvettes since. 1967 had the first L88 engine option which was rated at 430 bhp (320 kW), but unofficial estimates place the actual output at 560 bhp (420 kW) or more.[21] Only twenty such engines were installed at the factory. From 1967 (to 1969), the Holley triple two-barrel carburetor, or Tri-Power, was available on the 427 L89 (a $368 option, on top of the cost for the high-performance 427).[22] Despite these changes, sales slipped over 15%, to 22,940 (8,504 coupes, off close to 15%, and 14,436 convertibles, down nearly 19%).[23]

Corvette chief engineer Zora Arkus-Duntov came up with a lightweight version of the C2 in 1962. Concerned about Ford and what they were doing with the Shelby Cobra, GM planned to manufacture 100 Grand Sport Corvettes, but only five were actually built.[24] They were driven by historic drivers such as Roger Penske, A. J. Foyt, Jim Hall, and Dick Guldstrand among others. Today the five cars (001-005) are all held by private owners, and are among the most coveted and valuable Corvettes ever built.[25]

Third generation-C3 (1968–1982)

Main article: Chevrolet Corvette (C3)

1971 Corvette Stingray Convertible

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, and Collector Edition. In 1978, the 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.[26]

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 bhp (224 kW). 1969 was the only year for a C3 to optionally offer either a factory installed side exhaust or 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 (320 kW), but was reported to produce 560 hp (420 kW) and propelled a ZL1 through the 1/4 mile in 10.89 seconds.[27]

There was an extended production run for the 1969 model year due a lengthy labor strike, which meant sales were down on the 1970 models, to 17,316.[28] 1970 small-block power peaked with the optional high compression, high-revving LT-1 that produced 370 bhp (276 kW). The 427 big-block was enlarged to 454 cu in (7.44 L) with a 390 bhp (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.[29]

1973 Corvette Stingray Coupe

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 big-block LS6 454 was reduced from 450 to 425 bhp (317 kW), though it was not used in Corvettes for 1970; it was used in the Chevelle SS. 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.[12] 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 bhp (150 kW) and the optional LT1 engine was now rated at 270 bhp (200 kW).[12] 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 bhp (123 kW), the optional L82's output 205 bhp (153 kW), while the 454 big-block engine was discontinued. Gradual power increases after 1975 peaked with the 1980 model's optional L82 producing 230 bhp (172 kW).[9]

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, the 1969 (through 1976) models used the "Stingray" name as one word, without the space.[30] In 1970, the body design was updated including fender flares, and interiors were refined, which included redesigned seats. Due to government regulation,[citation needed] 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 where 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. From 1974 onwards both the front and rear bumpers were polyurethane.

1974 Corvette Stingray Coupe

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. 1975 was the last year for the convertible, (which did not return for 11 years) and Dave McLellan succeeded Zora Arkus-Duntov as the Corvette's Chief Engineer.[31] For the 1976 models the fiberglass floor was replaced with steel panels to provide protection from the catalytic converter's high operating temperature. Stingray 15 model years where the names Corvette, Sting Ray, and Stingray were synonymous. 1977 was last year the tunneled roof treatment with 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.[32]

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.[13] 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.[8] In mid-1981, production shifted from St. Louis, Missouri to Bowling Green, Kentucky, 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.[8]

Fourth generation-C4 (1984–1996)

Main article: Chevrolet Corvette (C4)

1984 Corvette Coupe

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 44 prototypes for the 1983 model year being produced that were never sold. All of the 1983 prototypes were destroyed except one with a white exterior, medium blue interior, L83 350 ci, 205 bhp V8, and 4-speed automatic transmission.[5] 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 public display at the National Corvette Museum in Bowling Green, Kentucky. It is still owned by GM.[33]

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 bhp) "Crossfire" V8 engine from the final 1982 third generation model.[13] 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. A new electronic dashboard with digital liquid crystal displays for the speedometer and tachometer was standard. Beginning in 1985, the 230 bhp (170 kW) L98 engine with tuned port fuel injection became the standard engine.[5]

1986 Corvette Convertible Indy 500 Pace Car Edition

September 1984 through 1988 Corvettes offered a Doug Nash designed "4+3" transmission – a 4-speed manual coupled to an automatic overdrive on the top three gears. It was designed to help the Corvette meet U.S. fuel economy standards.[citation needed] 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 gearbox in 1989.[34]

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 from 1990 to 1991 with the ZR-1 option, which then replaced it. Early B2Ks produced 345 bhp (257 kW) and 450 lb·ft (610 N·m);[35] later versions boasted 450 bhp (336 kW) and 613 lb·ft (831 N·m).[36]

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 were finished with a white exterior, wheels, and interior.[8] 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.[12]

1992 Corvette ZR1

For the 1992 model year, the 300 bhp (220 kW) LT1 engine was introduced, an increase of 50 bhp (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.[12] Also new for 1992 was Acceleration Slip Regulation (ASR), a form of traction control which 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.[8]

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.[37] 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. The330 bhp (246 kW) LT4 V8 was available only with a manual transmission, while all 300 bhp (224 kW) LT1 Corvettes used automatic transmissions.[19]

Chevrolet released the Grand Sport (GS) version in 1996 to mark the end of production of the C4 Corvette. The Grand Sport moniker was a nod to the original Grand Sport model produced in 1963. A total of 1,000 GS Corvettes were produced, 810 as coupes and 190 as convertibles.[19] The 1996 GS came with the high-performance LT4 V8 engine, producing 330 bhp (246 kW) and 340 lb·ft (460 N·m). The Grand Sport came only in Admiral Blue with a white stripe down the middle, and black wheels and two red stripes on the front left wheel arch.[38]

Fifth generation-C5 (1997–2004)

Main article: Chevrolet Corvette (C5)

2003 Corvette Coupe

Production of the C5 Corvette began in 1997 and ended with the 2004 model year. Chevrolet used cars like the Nissan 300ZX and Mazda RX-7 as benchmarks for quality and styling due to criticisms the C4 Corvette received when compared to Japanese rivals.[39] The C5 had a top speed of 181 mph (291 km/h) and was judged by the automotive press as improved in nearly every area over the previous Corvette design, thanks to the car's much increased structural rigidity and much more curvaceous design.[40]

Corvette Z06 Hardtop Coupe

Also introduced with the C5 was GM's new LS1 small block. This third-generation small block V8 was completely redesigned. Now all-aluminum, it featured a distributor-less ignition and a new cylinder firing order. It was initially rated at 345 bhp (257 kW) and 350 lb·ft (470 N·m), but was increased to 350 bhp (260 kW) in the 2001 edition. The new engine, combined with the new body and its low 0.29 drag coefficient, was able to achieve up to 28 mpg on the highway.[41]

For its first year, the C5 was available only as a coupe, although the new platform was designed from the ground up to be a convertible, which returned in 1998, followed by the fixed-roof coupe (FRC) in 1999. One concept for the FRC was for it to be a stripped-down model with a possible V6 engine (nicknamed in-house as the "Billy Bob").[citation needed] By 2000, FRC plans laid the groundwork for the return in 2001 of the Z06, an RPO option not seen since Zora's 1963 race-ready Corvette.[42]

The Z06 model replaced the FRC model as the highest performance C5 Corvette. Instead of a heavier double-overhead cam engine like the ZR-1 of the C4 generation, the Z06 used an LS6, a 385 bhp (287 kW) derivative of the standard LS1 engine. Using the much more rigid fixed roof design allowed the Z06 unprecedented handling thanks to upgraded brakes and less body flex.[43] Those characteristics, along with the use of materials such as a titanium exhaust system and a carbon fiber hood in the 2004 model year, led to further weight savings and performance gains for the C5 Z06. The LS6 was later upgraded to 405 bhp (302 kW)for 2002–2004. Although the Z06's rated power output equal to that of the C4 ZR-1, the improved rigidity, suspension, brakes, and reduced weight of the C5 produced a car quicker than C4 ZR-1.[44]

Sixth generation-C6 (2005–present)

Main article: Chevrolet Corvette (C6)

Corvette Coupe

The C6 Corvette retained the front engine and rear transmission design of the C5, but was otherwise all-new, including new bodywork with exposed headlamps (for the first time since 1962), a larger passenger compartment, a new 6.0 liter engine and a reworked suspension geometry.[9] It has a longer wheelbase than the C5, but its overall vehicle length and width are less than the C5, to widen appeal to the European market.[citation needed] The 6.0L (364 cu in) LS2 V8 produced 400 bhp (300 kW) at 6000 rpm and 424 lb·ft (575 N·m) at 4400 rpm, giving the vehicle a 0–60 time of under 4.2 seconds.[45]

The C6 generation comes close to retaining the relative good fuel economy of the C5, due in part to its relatively low 0.28 drag coefficient and low curb weight, achieving 16/26 mpg (city/highway) equipped with automatic or manual transmissions; like all manual transmission Corvettes since 1989, it is fitted with Computer Aided Gear Selection (CAGS) to improve fuel economy by requiring drivers to shift from 1st gear directly to 4th in low-speed/low-throttle conditions. This feature helps the C6 avoid the Gas Guzzler Tax by achieving better fuel economy.[46]

The new Z06 arrived as a 2006 model in the third quarter of 2005. It has a 7.0 L version of the small block engine codenamed LS7. At 427.6 cubic inches, the Z06 was the largest small block ever offered from General Motors. Because of the Corvette's former use of 427 cubic-inch big blocks in the late-1960s and early 1970s, the LS7's size was rounded down to 427 cubic

inches. Official output is 505 bhp (377 kW) and has a 0-60 mph (97 km/h) time of 3.8 seconds and a top speed of 198 mph (319 km/h).[47]

For 2008, the Corvette received a mild freshening: a new LS3 engine with displacement increased to 6.2 L (380 cu in), resulting in 430 bhp (321 kW) and 424 lb·ft (575 N·m) (436 bhp (325 kW) and 428 lb·ft (580 N·m) if ordered with the optional performance exhaust). The 6-speed manual transmission also has improved shift linkage and a 0–60 time of 4.0 seconds, while the automatic is set up for quicker shifts giving the C6 automatic a 0–60 time of 4.0 seconds, faster than any other production automatic Corvette. The interior was slightly updated and a new 4LT leather-wrap interior package was added. The wheels were also updated to a new five-spoke design.[48]

Corvette Convertible

2012 Corvette ZR1

ZR1 was formally announced in a December 2007 press statement by General Motors, where it was revealed that their target of 100 bhp (75 kW) per 1 L (61 cu in) had been reached by a new "LS9" engine with an Eaton-supercharged 6.2-liter engine producing 638 bhp (476 kW) and 604 lb·ft (819 N·m). The LS9 engine was the most powerful to be put into a GM production sports car.[49] Its top speed was 205 mph (330 km/h).[50]

The historical name Grand Sport returned to the Corvette lineup in 2010 as an entirely new model series that replaced the Z51 option. The new model was basically an LS3 equipped Z06 with a steel frame instead of aluminum. It retained many of the features of the Z06 including a wide body with 18x9.5 and 19x12 inch wheels, dry sump oiling (manual transmission only), 6-piston 14" front brakes and 4-piston rear, improved suspension, and front carbon fiber fenders.[33] Manual power train equipped G/S models receive a tweaked LS3 with a forged crank, are built in Z06 fashion by hand, and utilize a dry-sump oil system. A new launch control system was introduced for all models that allows for sub 4 second 0-60. EPA estimated 26 MPG highway, 1.0 G on skid pad.[10]

Started in the 2011 model year, buyers of the Corvette Z06 and ZR1 are offered the opportunity to assist in the build of their engine. Titled the "Corvette Engine Build Experience," buyers can pay extra to be flown to the Wixom, Michigan Performance Build Center.[51] Participants will help the assembly line workers build the V8 engine, then can accept delivery of the car at the National Corvette Museum in Bowling Green, KY, near the Corvette final assembly point.[52]

Next generation development According to Motor Trend, GM executives have been planning the next-generation (C7) Corvette since 2007. The car was originally planned for the 2011 model year, but was delayed, and currently expected to arrive in fall 2013 as a 2014 model year.[53] Mid-engine and rear-engine layouts had been considered, but the front-engine, rear-wheel drive (RWD) platform will continue to keep costs lower and the engine compact.[54]

The Corvette C7 will come equipped with Chevrolet's upcoming Gen V small block V8 that features a number of technical advancements including an aluminum block and heads and a revised combustion system. The engine will retain the pushrod, overhead valve design configuration. The new 5.5 L V8 made its world debut in the C6.R racecar. Power will likely total 440 hp (328 kW), an improvement over the 436 horsepower available currently in the Corvette C6, but with improved fuel economy due to the new engine's smaller size and advanced features. The engine is part of a new $890 million program committed for vehicles across the GM lineup.[55] A twin-turbo V6 engine may or may not be available as an option.[53]

Car and Driver said in April 2011, "We anticipate change in the C7 will be apparent at a glance, even to casual observers ... it seems certain the coupe will feature a split rear window – a la the one-year Sting Ray coupe of 1963. In this case it will be an optional feature."[56] An interior makeover is also expected with upgraded materials with seats comparing favorably with the buckets found in Porsches and BMWs. The front-engine Y platform will be essentially unchanged from the C6 with an improvement expected in steering linearity and feel. The Z06 and ZR1 will continue, while the Grand Sport may become the base model. The C7 should hit dealerships in fall of 2013.[56]

Awards Over the years the Corvette has won awards from automobile publications as well as organizations such as the Society of Automotive Engineers.

• Automobile Magazine ranked the 1963–1967 Sting Ray first on their "100 Coolest Cars" list, above the Dodge Viper GTS, the Porsche 911, and others.[57]

• Sports Car International placed the Corvette at number 5 on their list of the "Top Sports Cars of the 1960s".

• Hot Rod magazine in its March 1986 issue selected the 1973–74 Corvette LS6 454 as one of the "10 most collectable muscle cars" in the company of the 1968–70 Chevelle, 1970 'Cuda, 1970 Challenger, 1966–67 Fairlane, 1968–70 AMX, 1970 Camaro Z28, 1968–70 GTO, 1968–69 Charger, and 1967–68 Mustang.[58]

• Car and Driver readers selected the Corvette "Best all around car" nine out of eleven years in Car and Driver's Reader's Choice Polls including 1971, 1972, 1973, 1974, and 1975.

• Car and Driver magazine selected the Corvette for its annual Ten Best list fifteen times: the C4 from 1985 through 1989, the C5 in 1998, 1999, and 2002 through 2004, and the C6 from 2005 through 2009.

• Motor Trend magazine named the Corvette Car of the Year in 1984 and 1998.

• Society of Automotive Engineers publication Automotive Engineering International selected the 1999 Corvette Convertible, (along with the Mercedes-Benz S500) "Best Engineered Car of the 20th century".[59]

• The 2005 Corvette was nominated for the North American Car of the Year award and was named "Most Coveted Vehicle" in the 2006 Canadian Car of the Year contest.

• U.S. News & World Report[60] selected the 2010 Corvette the "Best Luxury Sports Car for the Money".

NASA

Astronaut Alan Shepard's Corvette on display at the Kennedy Space Center Visitor Complex

Astronaut Alan Shepard, a long time Corvette owner, was invited by then GM Chief Engineer Zora Arkus-Duntov to drive pre-production Corvette models. General Motors executives later gave Shepard a 1972 model with a Bill Mitchell interior. Jim Rathmann, a Melbourne, Florida Chevrolet dealer and winner of the 1960 Indy 500, befriended astronauts Shepard, Gus Grissom, and Gordon Cooper. Rathman convinced GM President Ed Cole to set up a program which supplied each astronaut with a pair of new cars each year. Most chose a family car for their wives and a Corvette for themselves.[61] In his memoir Last Man On The Moon, Gene Cernan describes how this worked. The astronauts received brand-new Corvettes which they were given the option to purchase at a 'used' price after they'd been driven 3000 miles. Alan Bean recalls Corvettes lined up in the parking lot outside the astronaut offices at the Johnson Space Center in Houston, and friendly races between Shepard and Grissom along the Florida beach roads and beaches themselves as local police turned a blind eye. [62] Shepard, Grissom and Cooper even pulled each other on skis in the shallow water. The Mercury and later astronauts were unofficially tied to the Corvette and appeared in official photographs with their cars and with mock-ups of space vehicles such as the Lunar Module or Lunar Rover. Cooper talked of the races along Cocoa Beach in his eulogy of Shepard at the Johnson Space Center in 1998.[63]

Concept cars Corvette concept cars have inspired the designs of several generations of Corvettes.[64] The first Corvette, Harley Earl's 1953 EX-122 Corvette prototype was itself, a concept show car, first shown to the public at the 1953 GM Motorama at the Waldorf-Astoria Hotel in New York City on January 17, 1953. It was brought to production in six months with only minor changes.

Mako Shark II Promo Advertisement (1966)

Harley Earl's successor, Bill Mitchell was the man behind most of the Corvette concepts of the 1960s and 1970s. The second-generation (C2) of 1963 was his, and its design first appeared on the Sting Ray racer of 1959. It made its public debut at Maryland's Marlborough Raceway on April 18, 1959, powered by a 283 cu in (4.64 L) V8 with experimental 11:1 compression aluminum cylinder heads and took fourth place. It raced through 1960 wearing only "Sting Ray" badges before retiring to tour the auto-show circuit in 1961.

In 1961 the XP-755 Mako Shark show car was designed by Larry Shinoda as a concept for future Corvettes. In keeping with the name, the streamlining, pointed snout, and other detailing was partly inspired by the look of that very fast fish. The 1961 Corvette tail was given two additional tail lights (six total) for the concept car. The body inspired the 1963 production Sting Ray.

In 1965 Mitchell removed the original concept body and redesigned it as the Mako Shark II. Chevrolet actually created two of them, only one of which was fully functional. The original Mako Shark was then retroactively called the Mako Shark I. The Mako Shark II debuted in 1965 as a show car and this concept influenced Mitchell's redesigned Corvette of 1968.

The Aerovette has a mid-engine configuration using a transverse mounting of its V-8 engine. Zora Arkus-Duntov's engineers originally built two XP-882s during 1969. John DeLorean, Chevy general manager, ordered one for display at the 1970 New York Auto Show. In 1972, DeLorean authorized further work on the XP-882. A near-identical body in aluminum alloy was constructed and became the XP-895 "Reynolds Aluminum Car." Duntov and Mitchell responded with two Chevrolet Vega (stillborn) Wankel 2-rotor engines joined together as a 4-rotor 420 hp (310 kW) engine which was used to power the XP-895. It was first shown in late 1973. The 4-rotor show car was outfitted with a 400 cu in (6.6 L) small-block V8 in 1977 and rechristened Aerovette. GM chairman Thomas Murphy approved the Aerovette for 1980 production, but Mitchell's retirement that year, combined with then Corvette chief engineer Dave McLellan's lack of enthusiasm for the mid-engine design and slow-selling data on mid-engined cars killed the last hope for a mid-engine Vette.

A Corvette Stingray Anniversary concept car was unveiled at the 2009 Detroit Auto Show, fifty years after the Sting Ray racer-concept of 1959.[65] The vehicle was based on a combination of the 1963 Sting Ray and the 1968 Stingray. The new Stingray concept appears in the movie Transformers: Revenge of the Fallen, as the vehicle mode of the character Sideswipe, and as Autobot Smokescreen in Transformers Prime.[66]

1959 Sting Ray racer-concept

1961 Mako Shark concept

1965 Mako Shark II concept

1977 Aerovette concept

2009 Corvette Stingray concept

Production Production statistics from 1953 when the first generation of Corvette's were released until present.[11]

Year Production Notes

1953  300 First generation (C1) begins; production starts on June 30; polo white with red interior and black top is only color combination; Options were interior door handles; "clip in" side curtains were a substitute for roll-up windows.

1954  3,640 Production moves to St. Louis; exterior colors-blue, red, and black are added; top color-beige is added, longer tail pipes.

1955   700 Both inline-6 and 265 cu in (4.34 L) V8 engines produced; 3-speed manual transmission added late in the model year.

1956  3,467 New body with roll-up windows; V8-only; 3-speed manual transmission becomes standard equipment and Powerglide moved to option list.

1957  6,339 283 cu in (4.64 L) V8; Optional 4-speed manual and fuel injected engine option added.

1958  9,168 Quad-headlights and longer, face-lifted body; new interior and dash, fake

louvers on hood and chrome strips on trunk lid; number of teeth in grille reduced from 13 to 9.

1959  9,670 First black interior and dash storage bin; only year with a turquoise top; louvers and chrome strips from '58 removed.

1960  10,261 Minor changes to the interior: red and blue bars on the dash logo, vertical stitching on seats.

1961 10,939 New rear styling, bumpers, and round taillights. New fine-mesh grill.

1962 14,531 327 cu in (5.36 L) V8 engine; last year with a trunk until 1997. New black grill with chrome surround, chrome rocker panel moldings.

1963  21,513 Second generation (C2) begins; new coupe body style introduced (only year for split rear window); coupe more expensive than convertible.

1964  22,229 rear backlite windows of coupe changed to single pane window; hood louvers deleted.

1965  23,562 396 cu in (6.49 L) Big-Block V8 added; last year of fuel injected engine option (until 1982-std.); side-discharge exhaust introduced.

1966  27,720 427 cu in (7.00 L) Big-Block V8 with unique bulging hood; 327 cu in (5.36 L) 300 horsepower (220 kW) small block V8 standard.

1967  22,940 five-louver fenders are unique; Big-Block hood bulge redesigned as a scoop; parking brake changed from pull-out under dash handle to lever mounted in center console; Tri-power 427 would become a sought-after Corvette.

1968 28,566 Third generation (C3) begins; New body and T-top removable roof panels, new interior, engines carried over, three-speed Turbo Hydra-matic replaces two-speed Powerglide as automatic transmission option.

1969 38,462

First year of the 350 cu in (5.7 L) Small-Block; longer model year extended to December, 1969 due to delay in introduction of 1970 model; "Stingray" front fender nameplates added, new interior door panels and inserts, 17-inch black-vinyl steering wheel (replaced 18-inch wood-rim wheel).

1970 17,316

First year for the LT-1 Small-Block and 454 cu in (7.44 L) Big-Block; three-speed manual transmission dropped and four-speed manual became standard with Turbo Hydra-matic available as no-cost option with all engines except LT-1 350; posi-traction made standard equipment; introduced along with the second-generation Chevrolet Camaro on Feb. 26, 1970, new egg-grate metal front grills and fender grills, lower molded fender flares, new hi-back seats and interior trim, new custom interior option includes: leather seat trim, cut-pile carpeting, lower-carpeted door panels and wood-grain accents.

1971 21,801

Significant power drops due to reduced compression ratios to meet GM corporate edict requiring all engines to run low-octane unleaded gasoline; power ratings based on both "gross" and "net" figures with the former based on engine hooked to dynometer while "net" ratings based on power as installed in vehicle with accessories and emission controls installed.

1972 27,004 Power ratings now advertised in SAE net figures, last year for LT-1 engine, front and rear chrome bumpers, removable rear window, and windshield wiper door.

1973 30,464 5 mph (8.0 km/h) front bumper system with urethane cover, pot-metal front grills (black with silver edges), chrome rear bumpers unchanged, new design front fender ducts, first year for radial tires (standard equipment), rubber body

mounts, new hood with rear air induction and under-hood insulation, new front-end (round) emblem. cross-flag gas-lid emblem deleted towards the end of the model year.

1974 37,502

5 mph (8.0 km/h) rear bumper system with urethane cover to match previous year's front bumper, new recessed taillamps and down-turned tail-pipes. 1974 is the only year with two piece rear bumper cover with center-split. No gas lid emblem was used. Aluminum front grills (all-black), dual exhaust resonators added, revised radiator cooling and interior a/c ducts, integrated seat /shoulder belts in coupe. Last year for true dual exhaust system, last year for the 454 big-block engine in a Corvette.

1975 38,645

First year of Catalytic converter and single-exhaust, black (painted) bumper pads front and rear, redesigned inner-bumper systems and one-piece rear bumper cover, plastic front grills (all-black), amber parking lamp lenses (replaced the clear lenses on 1973–1974) new emblems, last year of C3 convertible.

1976 46,558 First-year for steel floor-panels, cold-air induction dropped, new aluminum alloy wheels option, new one-piece rear "Corvette" nameplate (replaces letters).

1977 49,213 Last year of 1968 flat rear glass design, Black exterior available (last year-1969), new design ""Corvette flags" front end and fender emblems. New interior console and gauges, universal GM radios.

1978 46,776 25th Anniversary, New fastback rear window, Silver Anniversary and Indy 500 Pace Car special editions; Pace-car included sport seats and spoilers-front and rear, limited option-glass t-tops; redesigned interior, dash, instruments.

1979 53,807 Sport seats (from the previous year's pace-car); front and rear spoilers optional, glass t-tops optional; New interior comfort features; highest Corvette sales year to date.

1980 40,614

Lightened materials, new hood, front end with molded spoilers, rear bumper cover with molded spoiler and new tail lamps, Federal government required 85 mph (137 km/h) speedometer; California cars powered by 305 V8 and automatic transmission for this year only, last year for L-82 engine- (n/a with manual transmission)

1981 40,606 Production is switched from St. Louis to new Bowling Green plant; 350 cu in (5.7 L) V8 returns in California cars, last year for manual transmission.

1982 25,407 New cross-fire fuel-injected L83, New automatic overdrive transmission; Collectors Edition features exclusive hatch rear window – is one fourth of production.

1984 51,547 Fourth generation (C4) begins; hatchback body; digital instrumentation L83 engine continued from 1982.

1985 39,729 More powerful and fuel efficient L98 engine introduced.

1986 35,109 First convertible since 1975. Third brake light, antilock brakes, and key-code anti-theft system are new.

1987 36,632 Callaway twin-turbo offered through dealers with GM warranty. 1988 22,789 New wheel design; all white 35th Anniversary special edition coupe. 1989 26,412 ZF 6-speed manual replaces Doug Nash 4+3.

1990 23,646 ZR-1 is introduced with DOHC LT5 engine. Interior redesigned to incorporate drivers-side air bag.

1991 20,639 Restyled exterior; last year for the Callaway B2K twin turbo. 1992 20,479 New LT1 engine replaces the L98; Traction control is standard.

1993 21,590 Passive keyless entry is standard; 40th Anniversary special edition in Ruby Red.

1994 23,330 New interior including passenger airbag. 1995 20,742 Last year of the ZR-1; minor exterior restyling; Indy Pace Car special edition.

1996 21,536 Optional LT4 engine with 330 bhp (246 kW). Collectors Edition and Grand Sport special editions. First year with OBD II diagnostics.

1997 9,752 Fifth generation (C5) begins; LS1 engine is new; the hatchback coupé is the only body style offered.

1998 31,084 Convertible C5 debuts with the first trunk in a Corvette convertible since 1962; Indianapolis 500 Pace Car replica offered; Active Handling System introduced as optional equipment.

1999 33,270 Less-expensive hardtop coupé is offered. 2000 33,682 Newly styled alloy wheels debut.

2001 35,627

Hardtop coupé body style becomes top-performance Z06, utilizing the new LS6 engine and suspension improvements; Second-Generation Active Handling System becomes standard equipment on all models; slight (5 bhp (3.7 kW)) increase in base model engine power.

2002 35,767 20 bhp (15 kW) increase for the Z06 to 405 bhp.

2003 35,469 50th Anniversary Edition package offered for Coupe and Convertible base models; F55 Magnetic Selective Ride Control Suspension supersedes F45 Selective Ride Control Suspension as base-model option.

2004 34,064 24 Hours of Le Mans Commemorative Edition package offered for all models.

2005 37,372 Sixth generation (C6) begins; New body is first with fixed headlamps since 1962; no Z06 model and a late convertible introduction.

2006 34,021 Z06 debuts; 6-speed automatic with paddle shift available on non-Z06 models.

2007 40,561 6-speed automatic paddle shift delays are reduced drastically compared to 2006.

2008 35,310 Mild freshening, LS3 introduced, All leather interior added (4LT, LZ3). 2009 26,956 ZR1 model added, new "Spyder" wheels for Z06.

2010 22,194 Grand Sport Coupe and Convertible added; replaces the Z51 performance package, launch control standard on MN6 models.

2011 13,596 Wheel choices are updated; Larger cross-drilled brake rotors (13.4" front and 12.8" rear) available on Coupe and Convertible, or included with (F55) Magnetic Selective Ride Control.

Total 1,345,646

Owner demographics According to research by Specialty Equipment Market Association and Experian Automotive, as of 2009, there were approximately 750,000 Corvettes of all model years registered in the United States. Corvette owners were fairly equally distributed throughout the country, with the highest density in Michigan (3.47 per 1000 residents) and the lowest density in Utah, Mississippi, and Hawaii (1.66, 1.63, and 1.53 registrations per 1000 residents). 47% of them hold college degrees (significantly above the nationwide average of 27%), and 82% are between ages of 40 and 69 (median age being 53).[67]

Racing

A GT1 C6-R on the back straight of Long Beach

C5-R

Main article: Chevrolet Corvette C5-R

The Chevrolet Corvette C5-R is a grand touring racing car built by Pratt & Miller and General Motors for competition in endurance racing. The car is based on the C5 generation of the Chevrolet Corvette sports car, yet is designed purely for motorsports use.[68] It became one of the most dominant cars in GT categories, with wins at the 24 Hours of Daytona, 12 Hours of Sebring, and 24 Hours of Le Mans, as well as championships in the American Le Mans Series.[69] The Corvette C5-Rs debuted in 1999 and continues to be raced to this day, although the C5-R has effectively been replaced by the Corvette C6.R.[70]

[C6.R

Main article: Chevrolet Corvette C6.R

C6.R GT1 (Z06) In 2005, the factory Corvette Team began racing the C6.R to coincide with the new sixth generation (C6) Corvette being released to the public. Private teams, primarily in Europe, continued to race the C5-R for a couple of years before switching to C6.R. Corvette C6.R went on to win its class at every race it entered in the 2005 ALMS season.[71] By the end of 2009, Corvette had clinched four consecutive ALMS GT1 team and manufacturers titles (2005–2008) and three Le Mans 24 Hour class victories in the LMGT1 category (2005, 2006, 2009). 2007 and 2008 races were won by the factory Aston Martin squad's DBR9. The last official race for factory GT1 Corvettes was the 2009 24 Hours of Le Mans.[72]

C6.R GT2 (ZR1) While some privateers continued to use GT1 version of the C6.R in Europe, the official factory team Corvette Racing switched from slowly dying GT1 category to much

more competitive and popular GT2 class in mid-2009. The new GT2 C6.R used a modified version of the ZR1 model body, but does not have the ZR1 supercharged engine. GT2 rules are based more on production vehicles, therefore the GT2 C6.R naturally aspirated engine was considerably more restricted and less powerful than its predecessor. The car debuted at Mid-Ohio's ALMS round. They achieved one ALMS race victory in the remaining 2009 ALMS season, and one victory at the final round of 2010 ALMS season, Petit Le Mans. Corvette Racing's two GT2 C6.Rs also led most of the 2010 24 Hours of Le Mans, but both cars were forced to retire. Racing in the new GTE Pro class, the C6.R raced in the 2011 24 Hours of Le Mans with the No. 73 car taking the class victory. The No. 74 car led the class for most of the race but crashed in the morning hours. The C6.R raced by Larbre Competition also took the GTE Am class victory.

Indianapolis 500 pace cars

The 2012 Chevrolet Corvette C6 ZR1 pace model driven by Guy Fieri

A Corvette has been selected as the pace car at the Indianapolis 500, 11 times.[73] The 2008 edition of the Indy 500 represented a record fifth-consecutive year to lead the field until 2009 when the Chevrolet Camaro SS was selected. The Corvette's pace car years and details include:

• 1978 – Driven by 1960 race winner Jim Rathmann; Chevrolet produced 6,502 production replicas.

• 1986 – Driven by famed pilot Chuck Yeager; all 7,315 production convertibles were considered pace car convertibles and included official graphics (to be installed at the owner's discretion).

• 1995 – Driven by then Chevrolet General Manager Jim Perkins; 527 production replicas produced.

• 1998 – Driven by 1963 race winner Parnelli Jones when an injury prevented golfer Greg Norman from performing the duty; 1,158 production replicas produced.

• 2002 – Driven by actor Jim Caviezel; no production replicas produced but graphics were available through SPO – approximately 300 sets sold.

• 2004 – Driven by actor Morgan Freeman; no production replicas produced. • 2005 – Driven by General Colin Powell; no production replicas produced. • 2006 – Driven by cycling champion Lance Armstrong; first Corvette Z06 pace car; no

production replicas produced. • 2007 – Driven by actor Patrick Dempsey; 500 production replicas – all convertibles. • 2008 – Driven by Emerson Fittipaldi; 500 production replicas – coupes and convertibles. • 2012 - Driven by Guy Fieri; first Corvette C6 ZR1 pace car; no production replicas

produced.

See also • Chevrolet Engineering Research Vehicle (CERV) • Kaiser Darrin, prototype in 1952, 435 built for 1954 model year • Nash-Healey, 1951–54

References 1. ^ Falconer, Tom (2003). The Complete Corvette. Crestline. p. 9. ISBN 978-0-7603-1474-

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23. ^ Flory, p.509. 24. ^ Popular Mechanics. Hearst Magazines. 2003. ISBN 0032-

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25. ^ Friedman, Dave (2004). Corvette Grand Sport. MotorBooks International. ISBN 076031926X. http://books.google.ca/books?id=363HifpJYnsC&dq=Dick+Thompson+was+the+first+driver+to+win+a+race+in+the+Grand+Sport&source=gbs_navlinks_s.

26. ^ Popular Mechanics. Hearst Magazines. 1977. ISBN 0032-4558. 27. ^ Corvette 50th Anniversary-specifications and performance-by the Editors of Consumer Guide 28. ^ Flory, p.734. 29. ^ Auto Editors of Consumer Guide (2007-06-07). "1971 Corvette".

auto.howstuffworks.com. http://auto.howstuffworks.com/1971-corvette.htm. Retrieved Sep 30, 2012. 30. ^ Mann, Tom Falconer ; photography by James (2010). Corvette 1968-1982 (Softcover ed.). Minneapolis:

Motorbooks. ISBN 0760337470. http://books.google.com/?id=oTh4irEsXCgC&dq=1968+Corvette. 31. ^ "Internet Archive Wayback Machine". Web.archive.org. July 16, 2011. Archived from the original on

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Branch, MN: CarTech. ISBN 1934709298. 35. ^ "1987 Twin Turbo Callaway Corvette". Corvette Action

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Center. http://www.corvetteactioncenter.com/specs/callaway/90tt.html. Retrieved Sep 30, 2012. 37. ^ Newton, Richard (2003). 101 projects for your Corvette : 1984-1996. St. Paul, MN: Motorbooks

International. ISBN 0760314616. 38. ^ Mueller, Mike (1996). Corvette milestones. Osceola, WI: Motorbooks International. ISBN 076030095X. 39. ^ Schefter, James (1998). All Corvettes Are Red. Pocket Publishing. ISBN 978-0-671-68501-

0. http://www.amazon.com/dp/0671685015. 40. ^ Pace, Harold. "The Immortal Corvette: 1997-2003".

autoMedia.com. http://www.automedia.com/The_Immortal_Corvette_19972003/res20031201c5/1/. Retrieved 30 September 2012.

41. ^ Thurn, Walt (2007). High-performance C5 Corvette builder's guide. North Branch, MN: CarTech. ISBN 1932494332.

42. ^ Schefter, pp. 96, 105, 108. 43. ^ Mueller, Mike (2004). Essential musclecars. St. Paul, MN: Motorbooks

International. ISBN 0760319669. 44. ^ Endres, Christopher P. (1996). Chevy LS1/LS6 performance : high performance modifications for street

and racing : covers Chevy LS1 and LS6 engines, 1997 and up (1st ed. ed.). New York, N.Y.: HP Books. ISBN 1557884072.

45. ^ Berg, Phil (2004). Corvette C6. St. Paul, MN: Motorbooks International. ISBN 0760318654. 46. ^ "The Corvette Story". http://www.web-cars.com/corvette/1989.php. Retrieved Sep 30, 2012. 47. ^ "First Drive: 2006 Chevrolet Corvette Z06". Insideline.com. August 31,

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48. ^ "First Drive: 2008 Chevrolet Corvette". Edmunds.com. Apr 27, 2007. http://www.edmunds.com/insideline/do/Drives/FirstDrives/articleId=120575. Retrieved Nov 22, 2008.[dead link]

49. ^ Marty Jerome (Apr 25, 2008). The Numbers Are In: Corvette ZR1 Cranks Out 638 HP. Wired (Autopia). http://blog.wired.com/cars/2008/04/the-numbers-are.html. Retrieved Sep 30, 2012.

50. ^ "2009 Corvette ZR1 Power Numbers Finalized: LS9 V8 Hits 638 HP!". http://jalopnik.com/383974/2009-corvette-zr1-power-numbers-finalized-ls9-v8-hits-638-hp.

51. ^ Earnest, Brian (2010). Corvette the great American sports car. Iola, WI: Krause Publications. ISBN 144021753X.

52. ^ "2011 Chevy Corvette Engines Can be Built by Owner". Automoblog.net. http://www.automoblog.net/2010/07/13/2011-chevy-corvette-engines-can-be-built-by-owner/. Retrieved Sep 30, 2012.

53. ^ a b "Spied: 2014 Chevrolet C7 Corvette". Automobile Magazine. January 2012. http://www.automobilemag.com/features/news/1201_2014_chevrolet_c7_corvette_spied/index.html.

54. ^ Connor, Mike (December 2008). "No Mid-Engine For Chevrolet Corvette C7". Motor Trend. http://www.motortrend.com/features/auto_news/2008/112_0812_c7_chevrolet_corvette_update/. Retrieved Sep 30, 2012.

55. ^ Mullane, Corey (July 10, 2010). "C7 Makes a Replacement for Displacement". GMTunerSource.com. http://www.gmtunersource.com/blog/news/item/1085-c7-makes-a-replacement-for-displacement. Retrieved Sep 30, 2012.

56. ^ a b Editors of Car and Driver (2011). Car and Driver Corvette: Iconic Cars. New York, N.Y.: Filipacchi Pub.. ISBN 1936297493.

57. ^ "Features: 100 Coolest Cars". Automobile Magazine. p. 3. http://www.automobilemag.com/features/0410_coolest_cars/index.html. Retrieved Sep 30, 2012.

58. ^ Hot Rod. Hot Rod. 1986. 59. ^ "Best Engineered Car of the 20th century". Sae.org. http://www.sae.org/automag/bestcar/10.htm.

Retrieved Sep 30, 2012. 60. ^ Deaton, Jamie Page (Dec 11, 2009). "Best Cars for the Money 2010". U.S. News & World

Report. http://usnews.rankingsandreviews.com/cars-trucks/best-cars-for-the-money/. Retrieved Sep 30, 2012.

61. ^ Bean, Alan. "Training". http://www.alanbean.com/astronaut_training.cfm. 62. ^ Nelson, John (June 2009). "The AstroVette an astronaut's Corvette from the beginning of the Space

Age". Vette. http://www.vetteweb.com/features/vet1101_1969_chevrolet_astrovette_stingray/index.html. 63. ^ French, Francis; Colin Burgess, Paul Haney (2009). Into That Silent Sea: Trailblazers of the Space Era,

1961–1965. Bison Books. p. 261. ISBN 0-8032-2639-X. 64. ^ guide, the auto editors of Consumer (2003). Corvette : 50th anniversary. Lincolnwood, Ill.: Publications

International. ISBN 0785379878. 65. ^ Friends magazine-published by Chevrolet for Corvette owners. Chevrolet. 66. ^ "Corvette Stingray Concept: Sideswipe In Disguise". Jalopnik.com. Feb 11,

2009. http://jalopnik.com/5151143/corvette-stingray-concept-sideswipe-in-disguise. Retrieved Sep 30, 2012.

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69. ^ Popular Mechanics. Hearst Magazines. 1999. p. 156. ISBN 0032-4558. http://books.google.ca/books?id=QWYEAAAAMBAJ&dq=Chevrolet+Corvette+C5-R&source=gbs_navlinks_s.

70. ^ DeLorenzo, Matt (2007). The Corvette Dynasty. Chronicle Books. p. 160. ISBN 1932855823. 71. ^ "2011 Chevrolet Corvette Z06 Carbon vs. 2010 Corvette Grand Sport vs. 2002 Corvette Z06 Comparison

Test and Video". http://www.insideline.com/chevrolet/corvette/2011/2002-chevrolet-corvette-z06-vs-2010-corvette-grand-sport-vs-2011-corvette-z06-carbon-comparison-test-and-video.html. Retrieved 10 October 2012.

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• Nichols, Richard. Corvette: 1953 to the Present. London: Bison Books, 1985. ISBN 0-86124-218-1.

The Men Who Made The Corvette

The Corvette is probably America's best know sports car. Before it was the Corvette, it was called the EX-122. The name Corvette came from a fast type of Royal Navy warship. Strong consideration had been given to naming the car Corvair. On January 17, 1953, the prototype Chevrolet Corvette "Dream Car" was displayed at the Motorama show at New York's Waldorf-Astoria Hotel. The public was instantly in love with this sleek, sporty car. We all think that the Corvette is an ?American? dream car, but is it really?

The design of the Corvette can be traced back to three gentleman: Harley Earl, Zachary (Zora) Arkus and Larry Shinoda.

Harley Earl

In 1927, General Motors decided to hire designer Harley Earl to compete with Ford Motors top position in the automotive world. Harley Earl loved sports cars, and returning GI's after World War II were bringing home tiny yet fast MGs and Jaguars. Earl told GM that they needed to build a sports car if they wanted to surpass Ford. The final result was the 1953 Corvette.

Harley Earl was born November 22, 1893 in California. His father, J.W. Earl was a coach builder and ran the Earl Automotive Works. Harley Earl began his studies at Stanford University but dropped out to study design with his father at Earl Automotive Works. Earl Automotive Works was a custom design shop whose clients were movie stars of the 1920s. By age of 30 Harley Earl was wining and dining with some of the biggest celebrities of the time.

In 1927, Earl Automotive Works was sold to Cadillac's west coast distributor Don Lee and Harley Earl was hired to supervise the newly created Art and Color Section at General Motors.

Earl spent 10 years establishing the outlines of automobile design. In 1937, Earl changed his Art and Color Section name to Style Section. One of the ways Earl helped show his models and creations was by two types of design methods. One was a two dimensional rough sketch and the other was a three dimensional clay model. These clay models are still used today by almost all major car makers. When Earl retired from GM in 1959, he left behind a design legacy using chrome, two tone paint, tail fins, hardtops and wrap around windshields. His designs stunned the traditional automotive world.

Zachary (Zora) Arkus

Zachary (Zora) Arkus was born in Belgium on December 25, 1909. His father was a Russian born mining engineer, and his mother was a medical student in Brussels. After the family returned to their hometown of Leningrad, Zora's parents divorced. His mother?s boyfriend, Josef Duntov, another mining engineer, had move into the household. Out of respect, Zora and his brother Yura took on the last name of Arkus-Duntov.

In 1927, Zora and his family moved to Berlin. His boyhood dream was to become a streetcar His first motorized vehicle was a 350cc motorcycle, which he rode at nearby racetracks. Fearing for his safety, his parents insisted he trade the cycle in for an automobile. Zora sold his motorcycle and bought a race car. The car was a fendered motorcycle called a "Bob". The Bob was set up for oval track racing. It had no front brakes and very little in the rear.

In 1934, Zora graduated form the Institute of Charlottenburg. He began writing engineering papers in the German motor publication Auto Motor und Sport. In 1939 he married Elfi Wolff and the next day Zora and his brother joined the French Air Force. When France surrendered, Zora obtained exit visas from the Spanish consulate in Marseilles, not only for Elfi and himself, but for his brother and parents as well. Five days later, Elfi met up with Zora and his family and later they boarded a ship out of Portugal bound for New York City.

In Manhattan, the two brothers set up the Ardun Company which supplied parts to the military and also manufactured aluminum heads for the flathead Ford V8 engine. In 1951 Zora left America for England to work on the Allard sports car, co-driving it at Le Mans in 1952 and in 1953. He also won victories at Le Mans in 1954 and 1955 while driving an 1100cc Porsche Spyder.

In 1953 Zora had returned to New York and saw the Motorama Corvette on display in New York. Zora found the car to be incredible, but was disappointed with the engine. He wrote Chevrolet chief engineer Ed Cole and included a technical paper which proposed a method of determining a car's top speed. Chevrolet was so impressed that engineer Maurice Olley invited Zora to come to Detroit. On May 1, 1953, Zora Arkus-Duntov started at Chevrolet as an assistant staff engineer.

Shortly after starting work for Chevrolet, Zora began laying out the strategy that Chevrolet would use to create one of the most successful performance parts programs in the automotive industry. In the process, he would change the Corvette from a flashy roadster into a full-blown sports car. After introducing the small-block V8 engine to the Corvette in 1955, he set out to prove the engine by charging up Pikes Peak in 1956 in prototype Chevy and setting a stock car record. Not satisfied, he took a Corvette to Daytona Beach the same year and hit a record setting 150 MPH. Zora also developed the famous Duntov high-lift camshaft and helped bring fuel injection to the Corvette in 1957.

In 1963, Zora launched the Grand Sport program. The idea was to create a special lightweight Corvette weighing only 1,800 pounds and race it on an international circuit. Power for the Grand Sport was to come from an aluminum version of the small block V8, equipped with special twin-plug cylinder heads. At 377ci, output was a projected 550hp at 6,400 RPM. However GM policy prohibited Zora from racing, but not before five Grand Sports were built. These five cars eventually fell into the hands of private owners.

Zora and his wife Elfi test drove many Corvettes together. On a trip from Michigan to Florida, Zora and Elfi drove a Corvette that had new upholstery fabric on the seats. For extra strength, metal fibers were included in the weave. As they were driving along, Elfi noticed a tear in Zora's trousers. By the time they reached their destination, the metal fibers in the fabric had torn Zora's trousers to shreds. After seeing the torn up trousers, the designers went back to the drawing board.

Zora retired in 1975. At 81, Zora Arkus-Duntov was still involved with Corvette. He took part in the rollout of the 1 millionth Corvette at Bowling Green in 1992. He also drove the bulldozer at the ground breaking ceremonies for the National Corvette Museum in 1994. He died late that year.

Larry Shinoda The Corvette Sting Ray, the Z-28 Camaro, and the BOSS 302 Mustang were all designed by one man --Larry Shinoda. A Japanese American from Los Angles, California, Shinoda went to work for Ford Motor Company in 1955. He stayed at Ford for one year, then moved to Packard in 1956. During his time with Packard, the company was in financial trouble. Shinoda left Packard and went to Indianapolis and worked on a Watson built car that won the Indy 500. In September of 1956, Shinoda went to work for General Motors. He began working on a car called the SS. In 1959, the SS became the Stingray. Because GM had banned racing, the Sting Ray did not have a Corvette logo anywhere on it. Shinoda served as mechanic, pit crew, designer and what ever else was needed. The Sting Ray Racer was the foundation for the 1963 Shinoda designed Corvette Sting Ray.

When development began on the 1963 Corvette the split window was designed into the coupe. Designer Bill Mitchell had adopted the Corvette as his own, and the '63 Sting Ray was his special project. Zora-Arkus-Duntov with the help of Mitchell and Shinoda combined efforts to create the Corvette Sting Ray made from 1963 to 1967. It is thought by many to be the best of the Corvettes and the most desirable. Shinoda?s job was to take the Sting Ray racing car, and turn it into a production car. The first model Sting Ray production car was completed in fiberglass for the board of directors meeting and had the "Split Window" the split was a little narrower than on the actual production car, but there was a hatch and the whole back end opened up. The scoops that finally ended up in the front fender, were in front of the rear fenders.

The 1963 Corvette had a style that no other car had. It was a distinctly American Car in contrast to the great European cars of the time. In 1963, for the first time in it's history, Chevrolet would build over 20,000 Corvettes growing to over 27,000 in 1966.

Even in poor health, Larry Shinoda remained active with the Corvette until his death. He designed the "Shinoda Kit" for the C4 Corvette, and was working on producing a limited run of Shinoda designed C5 Corvettes. He was also working with Cragar wheels on a 17", 18" and 20" Shinoda Design series. One of his last projects was the graphic design for the Mid-America traveling Corvette exhibit. Shinoda died November 13, 1997 of a heart attack.

Since the inception of the Corvette in 1953, it was no secret that many within General Motors and Chevrolet wanted to do away with the fiberglass bodied sports car. The car?s sales were low compared to other models. Ed Cole, Zora Arkus-Duntov and Bill Mitchell formed the team that would become Corvette's spokesmen. Bill Mitchell, who replaced Harley Earl as GM's design chief in 1958 was a major supporter of the Corvette. Ed Cole was the primary player in keeping Corvette alive despite a growing number of obstacles, was promoted to Chevrolet general manager in 1956. Zora Arkus-Duntov was Corvettes top engineer in 1957. With this group a talent bonding together, development began in earnest on an all new Corvette in the late 1950s that has lead to the Corvette of today.

But was the Corvette really an American dream? Zachary Arkus was born in Belgium from Russian parents. Larry Shinoda, although born in California, was Japanese. These two men were key figures in the production of car we know today. Let's just hope there are more from where these guys came from to keep the American dream alive.

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