DID YOU KNOW
1973 was the year for the first Off Road Suspension RPO Z07 produced and today it is considered a very rare production Corvette as only 45 were produced.
From 1968 to 1972, Corvettes were known as “chrome bumper” cars. However, in 1973 the Corvette dropped one its chrome bumpers for the front “rubber bumper”. For 1974 and beyond, all cars had 5 mph impact-absorbing front and rear bumpers covered by body-color urethane plastic.
The rare aluminum wheels that were recalled by Chevrolet almost immediately, carry the casting number 329381. While many of the 800 sets of wheels that were produced and not ordered, are thought to have ended up in the hands of consumers, it is unknown how many sets of the rare aluminum wheels still exist today.
Chevrolet CORVETTE 1973
Special Editions
1975 Chevrolet Corvette convertible
St. Louis «Last Day» 1981 coupe
Collector Edition
The 1982 Collector Edition was the first Corvette hatchback, foreshadowing the C4 Corvette. It included a «cross-fire» TBI fuel injected engine good for 200 hp (149 kW). 6,759 Collector Edition Corvettes were produced that year, out of a total production of 25,407.
The Collector Edition also had special aluminum wheels designed to look like the bolt-on wheels of the 1967 car. A special color scheme was used inside and out along with Collector Edition badges. The Collector Edition had a «0» in the sixth digit of the VIN rather than the «8» found on standard Corvettes. This was the first Corvette to sell for more than $20,000, with a base price of $22,537.59.
Indianapolis 500 pace cars
The C3 Coupe was chosen as the pace car for the 1978 Indianapolis 500. To celebrate this choice on its 25th year of production, Chevrolet intended to produce just over 300 replica pace cars. That number was increased later due to high demand, with Chevrolet deciding to produce one replica for every Chevrolet dealer in the United States at the time, 6,502 cars in total.
The replicas were equipped with a two toned color scheme (black on top and silver on bottom with a red line circumventing the car an inch below the intersection of the other two colors) with several sticker emblems on the door and behind the rear fender wells. The pace cars were equipped with otherwise optional tinted glass t-tops and rear spoiler.
Special VINs
The VINs of the replicas differed from the standard Corvette. An example VIN is 1Z8748S420001. The 1Z87 was the code for all models, the first 4 was the engine (in this case the L-82), the last 5 digits signify the actual number the car had. The pace car last five VINs began with 9 (example 900189)
ZR1
The ZR1 option is an $1,221.00 option available exclusively with the LT-1 engine option. It was a special racing package that included the solid-lifter small-block engine, heavy-duty four-speed transmission, power brakes, aluminum radiator, and a revised suspension with special springs, shocks, stabilizer bar, and spindle-strut shafts. Since it was competition equipment, the ZR1 could not be ordered with power windows, power steering, air conditioning, a rear-window defogger, wheel covers, or a radio.
It is a 1-year option originally planned for 1970, but officially released in 1971 for $1,747.00. It included the racing equipment options in ZR1, but it is an option for the LS-6 engine. Per GM policy, 1971 Corvette engines were detuned to run on low-lead fuel, except for the LS-6 454, which was rated at 425 bhp (317 kW) on premium gas. 188 cars in the 1971 model included LS-6 engine, with 12 cars including the ZR-2 package.
SAFE AND SOUND
While the first thing people may think of when it comes to Corvettes may be speed or style, Corvette has proven to make safety and comfort as much a priority. This year, while in response to a federal mandate, Chevrolet wasted no time in enhancing the Corvette to be safer and more enjoyable a ride for its consumers.
1973 saw the introduction of a longitudinal steel beam in each door to protect riders from side impacts. The design was spearheaded by General Motors. In each door, heavy steel beams were installed that extended from the door hinges to the lock plates. This new feature tied in well to the body’s steel “birdcage”, and only added to the preexisting sound structure of the Corvette, making for an exciting, but also safe ride.
Another redesign feature adding to the riders positive experience, included a change that would decrease the noise level inside the car by 40%. Extra sound-dampening insulation was strategically added throughout the car. A sound-dampening pad was installed under the Corvette’s hood. Carpeting was also made thicker and the mats inside the console, dash, and rear quarters were made thicker. In addition, The body mounts would now include a rubber/steel design that eradicated unpleasant vibrations felt inside the car.
Production notes
| Year | Production | Base Price | Notes |
|---|---|---|---|
| 1968 | 28,566 | $4,663 | First C3; 2-piece T-tops are new; three-speed Turbo Hydra-matic replaces two-speed Powerglide as automatic transmission option |
| 1969 | 38,462 | $4,780 | First year of the 350 in³ ; longer model year extended to December, 1969 due to delay in introduction of 1970 model; «Stingray» emblem added |
| 1970 | 17,316 | $5,192 | First year for the Small-Block and 454 in³ ; 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 also made standard equipment; introduced along with all-new second-generation Chevrolet Camaro on Feb. 26, 1970 |
| 1971 | 21,801 | $5,496 | Significant horsepower drops due to reduced compression ratios to meet GM corporate edict requiring all engines to run low-octane unleaded gasoline; horsepower ratings based on both «gross» and «net» figures with the former based on engine hooked to dynometer while «net» ratings were based on horsepower as installed in vehicle with accessories and emission controls hooked up |
| 1972 | 27,004 | $5,533 | Last year for front chrome bumpers, the LT-1, and the optional removable rear window; horsepower ratings now advertised in SAE net figures only |
| 1973 | 30,464 | $5,561 | Only year with chrome rear and plastic front bumpers; radial tires made standard equipment |
| 1974 | 37,502 | $6,001 | Plastic bumpers all around (rear with a center split); last year of the 454 |
| 1975 | 38,645 | $6,810 | Catalytic converters are new; last year of the convertible until 1986; new (simulated) pads stick out of the bumpers. One piece rear bumper |
| 1976 | 46,558 | $7,604 | Alloy wheels an option. Last year of «Stingray» emblem. |
| 1977 | 49,213 | $8,647 | New interior console. |
| 1978 | 46,776 | $9,750 | Silver Anniversary and Indy 500 Pace Car versions; new fastback rear and redesigned instruments & interior. |
| 1979 | 53,807 | $10,220 | New interior comfort features; highest Corvette sales year to date |
| 1980 | 40,614 | $13,140 | Lightened materials and bumper-cap spoilers; Federal government required 85 mph (137 km/h) speedometer; California cars powered by 305 V8 and automatic transmission for this year only |
| 1981 | 40,606 | $16,258 | Production is switched from St. Louis to new Bowling Green plant; 350 V8 returns in California cars |
| 1982 | 25,407 | $18,290 | No manual transmission offered; new cross-fire fuel-injected engine; Collectors Edition hatchback is ¼ of total sales |
| Total | 542,741 |
MAKO SHARK
Duntov wanted the Corvette Sting Ray’s replacement, which originally was slated to appear for the 1967 model year, to be smaller, leaner, and more aerodynamic, ideally with a rear- or mid-mounted engine. Mitchell, for his part, loved to make cars look aerodynamic, but he wasn’t terribly concerned if they actually were or not.
Like Harley Earl before him, Mitchell was a believer in the formula of longer-lower-wider, and he felt sports cars should have long hoods. He was no fan of the rear-engine layout that Duntov wanted, which he thought would be ugly. Mitchell envisioned the third-generation Corvette more like the XP-755 show car, known as Mako Shark.
Bill Mitchell developed the XP-755 show car, later named “Shark” after Mitchell caught a shark during a fishing trip) in early 1961, foreshadowing the styling of the 1963 Corvette. Mitchell used the Shark as his personal car for a time; Chevrolet general manager Semon “Bunkie” Knudsen also ordered a copy for his own use. In 1965, the XP-755 was renamed “Mako Shark I” when Chevrolet unveiled the Mako Shark II show car, which foreshadowed the 1968 Chevrolet Corvette C3. (Photo: “1961 Corvette Mako Shark” 2008 Jim Greenfield (Jim G Photography); used with permission)
Contemporary automotive journalists sneered at the many gimmicks of the Mako Shark and its successor, the 1965 Mako Shark II, both of which were the work of stylist Larry Shinoda, designer of the Sting Ray. Duntov didn’t care much for it either, but public reaction was favorable and in short order, the Mako Shark was approved as the basis of the third-generation C3 Corvette.
As for Duntov’s desired mechanical changes, GM senior management had no stomach for an expensive revamp of the Sting Ray platform. With Corvette sales on the upswing, there seemed to be no reason to mess with success. As a result, it was determined that the new Corvette would carry over most of the Sting Ray’s mechanicals, including the chassis, suspension, transmissions, and engines.
The photo car is a 1969 Corvette Stingray with the 427 cu. in. (6,996 cc) big-block engine. Theoretically, this car might have any of the six engine options, although it’s probably the milder L36 with a single Quadrajet carburetor and hydraulic lifters, which was the most common big block. It cost $221.20 extra.
Meet the All-New 1967…err…1968 Corvette
OK, so Chevy’s Corvette development team couldn’t get the C3 ready in time for 1967. (The silver lining here is that the delay meant another year of the C2 Sting Ray—along with a fantastic new Stinger Hood on big block cars.)
But when GM pulled the wraps off the C3 in September of 1967, the automotive press noted how faithful the production car was to the Mako Shark II concept. The C3 Corvette offered plenty of modern features too, including fiber optic light indicators in the console, GM’s new “Astro-Ventilation” system, and full pop-up headlights.
When it debuted in 1968, the new C3 Corvette carried over the basic silhouette of the Mako Shark II, yet was massaged into a more practical, mass-production car. (Image/OnAllCylinders)
Underneath that futuristic fiberglass body though, was essentially the same frame that underpinned the earlier C2. Not that that’s a bad thing mind you, as the independent rear suspension chassis was forward-thinking when it was introduced and had been refined on the highways and race tracks across America for several years already.
Note that there’s no “Stingray” badge on the fender above the gills, indicating this is a 1968 model. (Image/OnAllCylinders)
Buyers got pretty much the same powertrain options as 1967 too—including the fabled L-88 427 engine. Chevy also offered the new C3 with the TurboHydramatic automatic transmission, replacing the venerable Powerglide. Big block Vettes got a TH400 while the small block cars received the TH350.
It’s easy to tell 1969 Vettes from the 1968 editions, just look for the script “Stingray” badge above the gill vents on each front fender. (Image/OnAllCylinders)
What’s often overlooked is that the 1968 Corvette also marked the first mainstream domestic use of T-tops. Positioned as a practical compromise between a hardtop and convertible, many folks point to T-tops as one of the factors that led to the demise of the ragtop Corvette a few years later.
C3 Corvette convertibles also had a removable hardtop option as well. The top’s flush backglass in lieu of the T-top’s flying buttress C-pillars makes for a unique silhouette. (Image/OnAllCylinders – Patrick Miller)
It would be another few months before the C3 Corvette would be in the wild, but once it got into the hands of the public, the C3 set a sales record in 1968, moving almost 20,000 coupes and convertibles combined.
MOUSE AND RAT MOTORS
From 1957 through mid-1965, all Corvettes had used variations of Chevrolet’s small-block V8. Introduced in 1955, the Chevy small block was a compact, inexpensive, relatively lightweight engine with nearly infinite hop-up potential. It was officially called the Turbofire V8, but because of its modest size and great potential, it eventually became known as the “Mouse motor.”
In the mid-fifties, Chevrolet also developed a separate line of physically larger (“big block”) engines that could be expanded to greater displacement than the Turbofire. Sometimes known as the W engine, the big block was originally intended as a truck engine, but in 1958, it found its way into the passenger car line as well. Its initial displacement was 348 cubic inches (5,694 cc), later stretched to 409 cu. in. (6,702 cc) and immortalized in song by the Beach Boys. A second-generation version of this engine, the Turbojet, was introduced for 1965, becoming optional on full-size Chevrolets. The big-block Turbojet was larger, heavier, and meaner than the Mouse, so it inevitably became known as the Rat motor.
Originally, Chevrolet had no plans to offer the Turbojet in the Corvette, but the 1964 introduction of Pontiac’s Tempest GTO, with its optional 389 cu. in. (6,372 cc) engine, upset the applecart. Duntov was loath to jam the heavy big-block engine into the Sting Ray, where it would compromise weight distribution, but he could not allow the Corvette to lose its supremacy as GM’s #1 performance car. He finally accepted that there was no choice and the Rat became an option on the Sting Ray midway through the 1965 model year.
In its initial form, the big engine displaced 396 cubic inches (6,488 cc) and made 425 gross horsepower (317 kW), a huge bump over the 375 hp (279 kW) fuel-injected small block that had previously been the Corvette’s top engine option. The “fuelie” was a better fit for the Sting Ray than the 396, which was about 150 pounds (68 kg) heavier, but the big Rat was both more powerful and cheaper to buy. The initial L78 big-block engine cost $292.70 compared to a whopping $538 for the L84 fuelie. In short order, the Rat overshadowed the Mouse, leading to the elimination of the latter’s most highly tuned variations.
The big block returned for 1966, now bored out to 427 cubic inches (6,996 cc), but the high-strung fuel-injected engine was gone; fuel injection would not return to the Corvette until 1982.
This 1969 Corvette Stingray sports much wider tires than the stock bias-plies, but they still seem marginal for the car’s prodigious torque and they don’t quite fit the wheelhouses. The C3 Corvette’s wheelbase is 98 inches (2,489 mm), the same as the earlier Sting Ray.
THE BARBARIAN TRIUMPHANT
However horrified Duntov may have been by all the gewgaws, buyers responded enthusiastically and Corvette sales climbed impressively throughout the C3’s 14-year run, improving nearly every year. In 1969 alone, nearly 40,000 Corvettes were sold, despite prices starting at a rather steep $4,781 — a lot less than a Jaguar E-Type or a Porsche 911, but still a lot of money in those days. A decade earlier, Chevrolet managers would have been overjoyed to hit even a quarter of that total. A decade later, Corvette sales would approach 50,000 units a year.
By modern standards, the C3 Corvette’s handling had decent balance, but very limited grip, a consequence of the modest tires. Its brakes, although strong by the standards of 1969, are only adequate, particularly on the heavier big-block cars. Comfort was not a strong point; the C3 was about as roomy as a packing crate, its ergonomics were dubious, and the Astro Ventilation system provided limited airflow unless the rear window was removed. Ride quality of big-block Stingrays was choppy thanks in part to the 690 lb (313 kg) mass of the engine itself. Moreover, no Corvette of this era felt very solid, shaking and rattling over rough pavement.
For all these faults, a big-block Corvette had one inarguable asset, and that was torque. Even with the mildest of the 427s, there was enough grunt to simply liquefy the bias-ply tires. The gearbox was largely a toy; the big blocks have so much torque that starting in top gear was not a difficult exercise. Assessing exactly how much real horsepower and torque the big-block V8s actually made is a matter of much debate, but it could be summarized as “way too much,” at least with period rubber. Acceleration was mostly a matter of traction; top speed, a question of gear ratio and intestinal fortitude, because you tended to run out of either revs or courage before you ran out of horses.
The 1969 Corvette Stingray was big for a sports car, 182.5 inches (4,635 mm) long, and almost too curvaceous to believe. It’s contrived, but it has tremendous presence. This color is called Tuxedo Black; it was temporarily discontinued after this year and not offered again until 1977. This car’s list price in 1969 was probably around $6,000, Cadillac money in those days.
1973 CORVETTE ENGINES
1973 Corvette Advertisement
Because of previous year changes in federal regulations, the engines offered in 1973 again failed to wow the Corvette audience. However, it wasn’t necessarily that they did not perform well with what they had to work with, it was only that the engine options were viewed as a downgrade from the original release in 1968. Nonetheless, Corvette still maintained a reputation as a sharp and speedy car
1973 Corvette Brochure
Engine options this year included 2 350 cu in. small block engines. The base L-48 engine produced 190 hp. The L-82 was now the optional high performance small-block engine, delivering 250 hp. The 454 cu in. big-block engine option produced 275 hp.
Engines
| Engine | Year | Power |
|---|---|---|
| 305 in³ «Calif. Only» LG4 V8 | 1980 | 180 hp (134 kW) net |
| 327 in³ V8 | 1968 | 300 hp (224 kW) |
| 1968–1969 | 350 hp (261 kW) | |
| 350 in³ V8 | 1969 | 300 hp (224 kW) |
| 1970 | 350 hp (261 kW) | |
| 1970–1971 | 370 hp (276 kW) | |
| 1971 | 270 hp (201 kW) | |
| 1971 | 330 hp (246 kW) | |
| 1972 | 200 hp (149 kW) net | |
| 1972 | 255 hp (190 kW) net | |
| 1973 | 190 hp (142 kW) net | |
| 1973–1974 | 250 hp (186 kW) net | |
| 1974 | 195 hp (145 kW) net | |
| 1975 | 165 hp (123 kW) net | |
| 1975 | 205 hp (153 kW) net | |
| 1976–1977 | 180 hp (134 kW) net | |
| 1976–1977 | 210 hp (157 kW) net | |
| 1978 | 185 hp (138 kW) net | |
| 1978 | 220 hp (164 kW) net | |
| 1979 | 195 hp (145 kW) net | |
| 1979 | 249 hp (168 kW) net | |
| 1980–1981 | 190 hp (142 kW) net | |
| 1980 | 230 hp (172 kW) net | |
| 1982 | 200 hp (149 kW) | |
| 427 in³ V8 | 1968–1969 | 390 hp (291 kW) |
| 1968–1969 | 400 hp (298 kW) | |
| 427 in³ Tri-Power V8 | 1968–1969 | 435 hp (324 kW) |
| 427 in³ ZL1 aluminum V8 | 1969 | 550-680 hp (410-507 kW) estimated |
| 454 in³ V8 | 1970 | 390 hp (291 kW) |
| 1971 | 365 hp (272 kW) gross, 285 hp (213 kW) net | |
| 1971 | 425 hp (317 kW) | |
| 1972, 1974 | 270 hp (201 kW) net | |
| 1973 | 275 hp (205 kW) net |
1968 — 1969 Corvette
A new body introduced that sat on the framework of the mid-year Stingray (1963-1967), the new ’68 was a toned down version of the 1965 Mako Shark ll show car. It came in convertible and coupe styles. On the coupe, some stylistic features included the industry’s first t-top roof with two removable roof sections and a removable rear window giving the car a convertible feel. Very exciting for the times, the car had hideaway headlights, hidden windshield wipers and a new three speed Turbo-Hydramatic transmission to replace the previous Powerglide. There were six engine choices available from a 327 to a 427 with numerous horsepower ratings available. A long list of optional features allowed the customer to build the perfect sports car suited to their individual tastes. This was the first American car design to eliminate the side vent window from the door. A base 1968 sold for $4,663.00 and included a 327 300 hp and a three speed manual transmission with a vinyl trimmed interior.
NOSE JOB
If you tuned in for our previous C3 Series posts, you will recall that and saw very little aesthetic change. This year, Corvette engineers determined it was time for a makeover. But these aesthetic changes would serve more for function, rather than turning heads. 1973 is recalled to be the year that Corvette began transforming from muscle, to touring sports car. One of Chevrolet’s most notable advertisements this year stated:
The 1973 C3 Corvette, would be the first of its generation to see a true redesign.
Chevrolet CORVETTE 1973
The nose job Chevrolet wittingly referred to was a complete front bumper redesign. The nose was longer by about 2 inches and slightly heavier. The new design added 35 pounds to the 1973 Corvette. The front featured a steel bumper, covered by deformable urethane plastic, which was matched to the color of the rest of the body. This change from the former chrome bumper, made 1973 the first year of the “rubber bumper”.
This redesign was one of the first examples of Chevrolet’s credo, “form follows function”. While some may look at the redesign and think it was all for show, the motivation runs deeper. This front bumper redesign was actually in response to yet another federal mandate for a 5 mph impact-absorbing bumper.
Another front redesign was made to the air vents.The 1973 Corvette front fender now included simple, recessed air vents on each side of the car. These replaced the seperate cast vent grilles that had been included in the years 1970-1972.