Mako Shark II Concept The Corvette C3 was patterned after the
Mako Shark II designed by
Larry Shinoda. Executed under
Bill Mitchell's direction, the Mako II had been initiated in early 1964. Once the mid-engined format was abandoned, the Shinoda/Mitchell car was sent to Chevrolet Styling under Dave Holls, where Henry Haga's studio adapted it for production on the existing Stingray chassis. The resulting lower half of the car was much like the Mako II, except for the softer contours. The
concept car's name was later changed to Manta Ray. The C3 also adopted the "sugar scoop" roof treatment with vertical back window from the
mid-engined concept models designed by the Duntov group. It was intended from the beginning that the rear window and that portion of the roof above the seats to be removable. The "Shark" has the distinction of being introduced to the motoring public in an unorthodox—and unintended—fashion. GM had tried their best to keep the appearance of the upcoming car a secret, but the release of
Mattel's die-cast
Hot Wheels line several weeks before the C3's unveiling had a certain version of particular interest to Corvette fans: the "Custom Corvette", a GM-authorized model of the 1968 Corvette.
1968–1969 For 1968, both the Corvette body and interior were completely redesigned. As before, the car was available in either
coupe or
convertible models, but the coupe was now a
notchback fitted with a near-vertical removable rear window and removable "
T-top" roof panels. A
soft folding top was included with convertibles, while an auxiliary
hardtop with a glass rear window was offered at additional cost. Included with coupes were hold down straps and a pair of vinyl bags to store the roof panels, and above the luggage area was a rear window stowage tray. The new body's concealed
headlights were operated by an engine vacuum system rather than electrically as on the previous generation, and the new hide-away
windshield wipers utilized a problematic vacuum door. The
door handles were flush with the top of the doors with a separate release button. Front fenders had functional engine cooling vents. Side vent windows were eliminated from all models, replaced with "Astro Ventilation", a fresh air circulation system. In the cabin, a large round
speedometer and matching
tachometer were positioned in front of the driver. Auxiliary gauges were clustered above the forward end of the console and included
oil pressure,
water temperature,
ammeter,
fuel gauge, and an analog clock. A fiber-optic system appeared on the console that monitored exterior lights. There was no glove box. The
battery was moved from the engine area to one of three compartments behind the seats to improve weight distribution. New options included a rear window defroster, anti-theft alarm system, bright metal wheel covers, and an AM-FM Stereo radio. As with the C2 cars, all cars ordered with a radio were to be fitted with chrome-plated ignition shielding covering the distributor to reduce interference. The chassis was carried over from the second generation models, retaining the fully independent suspension (with minor revisions) and four-wheel disc brake system. The engine line-up and horsepower ratings were also carried over from the previous year, as were the 3- and 4-speed
manual transmissions. The new optional
Turbo Hydramatic 3-speed
automatic transmission (
RPO M40) replaced the two-speed
Powerglide. The standard engine was the L30, a
small-block V8 engine rated at . It was available with a 3-speed manual transmission, but only a few hundred were sold equipped this way. The more popular option was a 4-speed manual, available in M20 wide-ratio or M21
close-ratio versions. The M22 "Rock Crusher", a heavy duty, close-ratio 4-speed gearbox, was also available for certain applications. The L89 option was the L71 engine but with lightweight aluminum
cylinder heads rather than the standard cast iron. Then there was the L88 engine that Chevrolet designed strictly for off-road use (racing), with a published rating of , but featured a high-capacity 4-barrel carb, aluminum heads, a unique air induction system, and an ultra-high
compression ratio of 12.5:1. All small block cars had low-profile hoods. All big block cars had domed hoods for additional engine clearance with twin simulated vents and "427" emblems on either side of the dome. The new seven-inch wide steel wheels had F70x15 nylon bias-ply tires standard with either white or red stripe tires optional. Rare options were: L88 engine (80), J56 heavy-duty brakes (81), UA6 alarm system (388), L89 aluminum heads (624). All cars featured steel
wheels (increased from 7 inches). Tire size remained the same, although this was the first year for optional white lettered tires and the last for red striped tires. Carried over from the previous year were seven available rear axle ratios ranging from 2.73 to 4.56. Standard ratio remained 3.08 with automatic and 3.36 with manual transmission. The optional
Positraction rear axle, mandated on many engine/gearbox combinations, was installed on more than 95% of the cars. "Stingray" script nameplates appeared on front fenders, now one word, in contrast to the "Sting Ray" name used previously. Exterior door handles were redesigned so the finger plate would actuate the door, eliminating the separate release button. Backup lights were integrated into the inboard
taillights, headlight washers were added, and front
grilles were made all black. Side-mounted
exhausts and front fender vent trim were options for this year only. On the inside, revised
door panels provided additional shoulder room in the C3's tighter cabin and
headrests became standard. Steering wheel diameter was reduced from 16 to 15 inches to permit easier entry and exit, the ignition switch was moved from the dash to the steering column, and map pockets were added to the dash area in front of the passenger seat. Accounting for 57% of the cars, coupes with their removable roof panels, began a trend of outselling
roadsters. An extended production cycle due to a labor dispute increased 1969 volume. This was the last year for the L88 engine and the only year for the ZL1 option, which offered an all-aluminum
big-block engine listed at . Rare options: ZL1 aluminum block (2), J56 heavy-duty brakes (115), L88 engine (116), L89 aluminum heads (390).
Car and Driver magazine wrote in October 1968, "The small-engine Corvettes are marginally faster and extraordinarily civilized. The large-engine Corvettes are extraordinarily fast and marginally civilized."
1970–1972 With January 1970 production, fender flares were designed into the body contours to reduce wheel-thrown debris damage. New were eggcrate grills with matching front fender side vents and larger squared front directional lamps. The previously round dual exhaust outlets were made larger and rectangular in shape. Interiors were tweaked with redesigned seats and a new deluxe interior option combined wood-grain wood accents and higher-spec carpeting with leather seat surfaces.
Positraction rear axle, tinted glass, and a wide-ratio 4-speed manual transmission were now standard. The base engine (ZQ3) remained at and the L46 was again offered as a high performance upgrade. New was the
LT1, a small-block
V8 engine delivering a factory rated . It was a solid lifter motor featuring a forged steel
crankshaft, 4-bolt main
block, 11:1
compression ratio, impact extruded pistons, high-lift
camshaft, low-restriction
exhaust, aluminum
intake manifold, 4-barrel
carburetor, and finned aluminum
rocker covers. The new engine, making up less than 8% of production, could not be ordered with air conditioning but was fitted with a domed hood adorned with "LT1" decals.
Motor Trend in May 1970, clocked an LT1 covering the quarter mile in 14.36 seconds at 101.69 mph and remarked, "There is Corvette and there is Porsche. One is the best engineering effort of America, the other of Germany. The difference in machines is not as great as the disparity in price." A special ZR1 package added racing suspension, brakes, stabilizer bars, and other high performance components to LT1 cars. Big-block selection was down to one engine but
displacement increased. The LS5 was a motor generating SAE gross and accounted for a quarter of the cars. The LS7, which was equipped with a single 800 CFM
Holley carburetor and advertised at at 5600 rpm SAE gross and at 3600 rpm of
torque, was planned and appeared in Chevrolet literature but is not believed to have ever been delivered to retail customers, but offered as a crate engine. Rare options: ZR1 special engine package (25), shoulder belts in convertibles (475), LT1 engine (1,287). Produced from August 1970, 1971 cars were virtually identical in appearance to the previous model inside and out. This was the final year for the fiber optics light monitoring system, the headlight washer system, and the M22 heavy duty 4-speed manual gearbox. For the first time, air conditioning was installed on most of the cars, with nearly 53 percent so ordered. The key activated anti-theft alarm system became standard. The increasingly popular choice of an automatic transmission was installed in most Corvettes for the first time, with nearly 54 percent so equipped. This year
SAE net measurement for
horsepower was now utilized (away from the previous SAE gross standard), and was largely responsible for the much lower engine output figures such as the rating on the standard motor. This was the final year for the LT1 engine, rated at , and the ZR1 racing package built around it. Although the M22 HD 4-speed was no longer a
Regular Production Option, it continued to be fitted to cars outfitted with the ZR1 package. and the Stingray was no exception. It sold only 6,508 copies, amounting to 9% of the market, placing it number three; it was beaten by the number one-selling
Cutlass Supreme, with 11,571, but beat the
Impala's 6,456 and the
Mustang's 6,401. Indeed, redesigned body mounts and
radial tires did improve Corvette's ride, and interior sound levels were reduced by 40%. and ordered with nearly 20% of the cars at a cost of $299. The LS-4 big-block
V8 engine was introduced in 1973 to replace the LS-5. It delivered and 15% of the cars were ordered so equipped. "454" emblems adorned the hood of big-block equipped Corvettes. All models featured a new cowl induction domed hood, which pulled air in through a rear hood intake into the engine compartment under full throttle, increasing power (but did not show up in the horsepower ratings). 0–60 mph times were reduced by a second while keeping the engine compartment cooler. The new tire size was GR70-15 with white stripes or raised white letters optional. A 1974 Stingray equipped with the L48 small-block was capable of 0–60 mph in 6.8 seconds; The L82 engine remained at and the LS4 dropped slightly to .
Hi-Performance Cars magazine in a L48, L82, and LS4 comparison test, September 1973, said: "Our choice for the all-around best performer must go to the base 350 L48 engine...The L48 delivers all the acceleration you'll ever need on the road in a steady, forceful manner...in addition it runs cool, idles smoothly, and can cruise all day at . The L48 took 6.8 seconds to reach , the L82, 6.7 seconds and the LS4 454, 6.4 seconds. On the Bridgehampton road course and over the ride and handling course at Suffolk County Raceway, the base L48 coupe was again our choice...the L82 had the same balance as the L48 but if we weren't at the right rpm through a corner, or in the wrong gear, the (L82's) lack of torque made itself felt once again...the L48 was the best balanced of the three." In conclusion, they stated: "The Corvette as a total concept has always been far more than the sum of its individual parts. The fanatical clientele that buys 30,000 of them a year can attest to that. And we'll attest to the fact that after 20 years, the Corvette is more than going strong. It's still the epitome of the American motoring experience." Resonators were added to the dual
exhaust system on 1974 models which further helped quiet the interior. The radiator and shroud were revised for better low-speed cooling. The inside rear-view mirror width was increased from to . For the first time, lap and shoulder seat belts were integrated, but only in coupes. The FE7 Gymkhana "off-road" suspension included stiffer springs and a stiffer front stabilizer bar with no ordering restrictions. The new $7 FE7 suspension option was included with the Z07 package — The $400 package (also included H.D. power brakes) was available for L82 and LS4 cars with M21 transmission. 1974 was the end of an era for the Corvette with the last true dual exhaust systems, the last without a catalytic converter and the last use of the big block engine.
Hot Rod magazine in its March 1986 issue selected the 1973–74 Corvette LS4 454 as one of the "10 most collectable muscle cars" in the company of the 1968–1970
Chevelle, 1970
'Cuda, 1970
Challenger, 1966–67
Fairlane, 1968–1970
AMX, 1970
Camaro Z28, 1968–1970
GTO, 1968–69
Charger, and 1967–68
Mustang. The big-block Corvettes were the only
muscle cars produced after 1970 worthy of the list.
1975–1977 The 1975 model was advertised as "a more efficient Corvette", as service intervals were extended and
electronic ignition and the federally mandated
catalytic converter were introduced with "unleaded fuel only" warnings on the fuel gauge and filler door. Dual exhaust pipes were routed to a single converter, then split again leading to dual mufflers and tailpipes. Starting this year,
tachometers were electronically driven. The Corvette began to be influenced by the metric system as speedometers now displayed small subfaces indicating kilometers-per-hour. 75's featured revised inner bumper systems with molded front and rear simulated bumper guards. The urethane rear bumper, now in its second year, reappeared as a one-piece seamless unit. This was the final year for Astro Ventilation. Power bottomed out this year—the base engine produced only and the only remaining optional motor, the L82, dropped an astonishing , managing to deliver . With no larger engine available, L82 hood emblems began to appear on cars so equipped. Unchanged was the standard rear axle ratio for the base engine, which remained at 3.08 with automatic and 3.36 with manual transmission. This was the last
convertible for the 1968–1982 third-generation and only 12% of the cars were ordered as such. As in previous years, a folding top came standard with roadsters and a body color or vinyl covered hardtop was optional at additional cost. Anticipating further federal safety restrictions, Chevrolet believed it would be Corvette's last soft-top model ever but the convertible returned in 1986. Due to the state's strict emissions standards, this was the last year Chevrolet installed the L82 engine in a Corvette destined for California.
Car and Driver recorded a 7.7 second 0–60 mph time in a 1975 base engine-automatic, making the Corvette still one of the fastest cars available at the time.
C&D said: "The Corvette feels highly competent with power-everything to help you guide the long body around..." 1976 models featured steel floor panels shielding the catalytic converter exhaust. These steel floor panels weighed less than the previous
fiberglass floor and reduced interior noise levels. Horsepower rose to for the base L48 engine; for the optional L82. To further reduce cabin noise levels, cowl induction was dropped in favor of the air cleaner ducted over the radiator, picking up outside air from the front of the car, thus reducing wind turbulence at the base of the windshield. The hood was carried over, with its cowl vent grille and induction system opening becoming non-functional. The optional cast aluminum wheels were finally made available, which reduced the unsprung weight of the car by 32 pounds. Nearly 15% of the cars were ordered with the new wheels at a cost of $299. A standard steel rim spare was used. This was the last year for optional white striped tires, as 86% of the cars were being delivered with the optional white lettered tires. 1977 saw the steering column repositioned closer to the dashboard to allow a more "arms out" position for the driver. The custom interior with leather seat trim was now standard, with cloth and leather a no-cost option. A redesigned center console permitted universal Delco radio options. One consequence of this modification was that an 8-track tape player was now available as an option. Auxiliary gauges were restyled and the
ammeter was replaced with a
voltmeter. The sun visors were redesigned to swivel so as to provide some glare protection from the side as well as the front. Chevrolet responded to the criticism of the previous year's steering wheel with an all new three-spoke leather-wrapped unit, which was well received. Chevrolet featured this new wheel prominently on the front of their new Corvette sales brochure. The new wheel came on all cars fitted with the optional tilt-telescopic steering column which was ordered on all but a few thousand Corvettes. A Corvette milestone was reached during 1977 as Chevrolet had built a half million Corvettes since production began in 1953.
1978–1979 1978 was the Corvette's 25th anniversary, and all 78s featured silver anniversary nose and fuel door emblems. A new
fastback rear window was the most dramatic and noticeable styling change, giving the ten-year-old C3 Corvette
body style a fresh lease on life. The fixed-glass fastback benefited both aerodynamics and increased the usable luggage space behind the seats while improving rearward visibility in the bargain. A shade was installed that could be pulled forward to cover the rear compartment to protect cargo and carpet against the sun. The tachometer and speedometer were redesigned to match the new "aircraft styled" center console and gauge cluster first seen the previous year. Redesigned interior door panels were also new as well as an actual glove box was added in front of the passenger seat, replacing the map pockets of previous years. Available options now included power door locks, a power antenna, dual rear speakers and a CB radio. 1979 saw the crossed-flag emblems on the nose and fuel door revert to those seen on the 1977 model. Three popular features introduced on the 1978 pace car replicas made it into this year's production: the new bucket seats, the front and rear spoiler package, and the glass roof panels. The new lightweight "high back" seats were made standard equipment. The new seats had better side bolster, provided easier access to the rear storage area, and the seat pair resulted in a weight reduction of about 24 pounds. The bolt-on front and rear spoilers were offered as an option and nearly 7,000 cars were ordered so equipped. Functionally, the spoilers decreased drag by about 15% and increased fuel economy by about a half-mile per gallon. A bigger hit were the glass mirror-tint roof panels, now a regular option, with nearly 15,000 cars so fitted despite their costing $365. All T-tops were now wired into the standard anti-theft alarm system. Tungsten-halogen high-beam headlights became standard as did an AM-FM radio, and for the first time a cassette tape player could be added as a $234 option. Heavy duty shock absorbers could now be ordered without the full Gymkhana suspension. An auxiliary electric engine cooling fan was first installed, but only on L82 equipped cars with air conditioning. Rocker panels and rear window trim were painted black.
1980–1982 In 1980, both front and rear bumper covers were restyled with brand new integrated
aerodynamic spoilers that resulted in a significant reduction in drag and increased radiator air flow. The hood was also restyled as well. The crossed-flag emblems disappeared from the front fenders and were revised to a more elongated style on the nose and fuel door. L82 emblems moved from the hood to the front fenders on cars ordered with the optional high-performance engine. This was the finale for the L82 Corvette emblem, now producing but it could not be mated to a 4-speed, as the manual gearbox was offered only with the L48 engine option. The speedometer in all cars read to a maximum of , mandated by a new and controversial federal law. Air conditioning became standard, as did the tilt-telescopic steering column, power windows, exterior sport mirrors, and the convenience group. New was an optional roof panel carrier that would mount to the rear
fastback deck. Many weight-saving components were introduced including thinner body panels and an aluminum
Dana 44 IRS (Independent Rear Suspension) differential and crossmember. The new lighter unit replaced the arguably stronger cast iron GM 10 bolt IRS differential. The final model C3 Corvette's published performance numbers were 0–60 mph in 7.9 seconds-the quarter-mile in 16.1 at . This was the last year for 8-track tape availability and new "cross-fire injection" emblems appeared on front fenders. Nose and fuel door crossed-flags emblems changed to a more squared design. In 1982, Chevrolet knew this would be the last year of an entire generation of Corvettes and so commemorated the occasion by offering a Collector Edition with separate serial number sequencing, silver-beige paint, unique wheels patterned after the 1967 model's bolt-on alloys, and an operable rear hatch window.
Special models Astrovette (1969) In 1969, General Motors leased three special edition Corvette Stingrays for astronauts
Pete Conrad,
Richard F. Gordon, Jr., and
Alan Bean of the
Apollo 12 mission. All three units sported a gold and black paint scheme chosen by Bean and were leased to them for US$1.00 a year.
ZL1 (1969) For the 1969 model year the
ZL1 option was offered featuring an all-aluminum
big-block engine listed at gross, that propelled the car through the in 10.89 seconds. The option cost $4,700 (the ZL1 was a $3,010 option that consisted of aluminum cylinder block and heads on top of the $1,032.15 L88 option). Though generally believed to deliver at least 100 hp (75 kW) more, proper testing of the engine revealed closer to gross and net rating of only . According to
Motor Trend in a late 1968 road test, the Corvette ZL1 was the fastest production car ever produced (up to that time). For decades, automotive experts believed only two were built (yellow and white coupes), however
Car and Driver in December 1969, revealed a third red ZL1. It was purchased by a Gulf Oil engineer who still owns and occasionally races it. In 2023, one of two factory-produced 1969 Corvette ZL-1s was auctioned off by RM Sotheby's Arizona for $3,140,000.
ZR1 & ZR2 (1970–1972) The
ZR1 special engine package was a $1,221.00 option available exclusively with the LT1 engine option. It 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. Only 53 1970–1972 ZR1's were built (25 in 1970, including 8 convertibles, 8 in 1971, and 20 in 1972). The
ZR2 special engine package was a $1,747.00 (1 year only) option originally planned for 1970, but officially released in 1971. It included the special equipment in the ZR1 package, but for the 454 LS-6 engine. Per GM policy, 1971 Corvette engines were detuned to run on low-lead fuel,
except for the LS-6 V8, which was rated at on premium fuel. 188 cars in the 1971 model included the LS-6 engine, with only 12 with the ZR-2 package, including only 2 convertibles. Some believe the "ZR" lettering to stand for "Zora Racer", named after chief Corvette engineer Zora Duntov, but in 2008, Corvette Production Manager Harlan Charles said, "the reality is the codes are usually random and get meaning from enthusiasts."
Indy 500 pace car (1978) The Corvette C3 was chosen as the
pace car for the
1978 Indianapolis 500. Initially, 2500 Indy 500 replica pacers—100 for each year of production—were scheduled for sale. But it was decided that each of Chevrolet's 6502 dealers should have one for showroom display. Thus what was called the
Limited Edition Indy Pace Car Replica Corvette made up some 15 percent of total production. Like the Silver Anniversary model, the Pace Car Replica was actually an option package-RPO Z78. Its main distinction was black over silver metallic with a bright red pinstripe in between with a
spoiler added to each end to alter appearance more dramatically. Pace car interiors reflected Bill Mitchell's influence, with full silver leather or silver leather/gray cloth upholstery and gray carpeting. All replicas were equipped with new thin-shell design-lumbar support seats, new glass t-tops, alloy wheels, power windows, air conditioning, tilt/telescope steering wheel, power locks, rear defogger, sport mirrors, heavy-duty battery, and AM/FM stereo with either eight-track tape player or CB radio. The final touch was the Indy 500 decal set included uninstalled with each limited-edition car.
Corvette America (1980) The Corvette America was a rare version of the C3 distinguished by its four doors. Various sources stated that either General Motors built it or that it was custom built by California Coach Motors. The wheelbase was lengthened by approximately to accommodate the rear doors and seats. Automotive forums have reported that the Corvette America could be purchased on
Craigslist or
eBay for prices ranging from $145,000 to $275,000. Only five examples were made.
Collector Edition (1982) The 1982
Collector Edition was the first Corvette with a
hatchback rear window, foreshadowing the C4 Corvette. A special color scheme was used inside and out and Collector Edition badges were featured. The special, exclusive aluminum wheels were designed to look like the optional bolt-on wheels of the 1967 model. 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. The Collector Edition had unlimited availability and 6,759 were produced out of a 1982 total production of 25,407. ==Engines==