Chevrolet Corvette C3
History
Mako Shark II Concept
1965 Mako Shark II
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 David Holls, where Harry Haga’s studio adopted it for production on the existing Sting Ray 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 seatse removable.
19681972
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 engines were carried over from the previous generation. The optional automatic transmission was the new 3-speed Turbo Hydramatic. Coupes had removable T-tops and rear window. Side vent windows were eliminated from all models. Sting Ray nameplates were absent on the new 1968 body, but Chevrolet still advertised the car as a Sting Ray. Rare options: L88 engine (80), J56 heavy-duty brakes (81), UA6 alarm system (388), L89 aluminum heads (624).
1969 Corvette Stingray Coupe
In 1969 displacement of small block engines increased from 327 cu in (5.4 L) to 350 cu in (5.7 L). 1969 models featured 8-inch wide wheels (increased from 7-inches), front fender “Stingray” nameplates, all black front grills, optional side exhausts and front fender vents trim, and revised door panels for additional shoulder room in the C3’s tighter cabin. An extended production cycle increased volume. The ZL1 option was offered, with an all aluminum 427 cu in (7 L) big-block engine listed at 430-hp. Rare options: ZL1 aluminum block (2), J56 heavy-duty brakes (115), L88 engine (116), L89 aluminum heads (390).
1971 Corvette Stingray Coupe
1970 was the first model year for the fender flares designed into the body contours which reduce wheel-thrown debris damage. New were egg-crate grills, larger squared directional lamps, and new fender vent “grills”. The 427 cu in (7 L) big-block was enlarged to 454 cu in (7.4 L). The new solid-lifter 370 hp (276 kW) LT1 small-block engine was introduced and a special ZR1 package added racing suspension, brakes and stabilizer bars and other components to the LT1 engine. 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. A short production year resulted in disproportionately low volume of 17,316. Four-speed manual transmissions became standard. Rare options: ZR1 special engine package (25), shoulder belts in convertibles (475), LT1 engine (1,287).
1971 engines were detuned with reduced compression ratios to tolerate lower octane fuel, but the new LS6 454-cid big-block engine still delivered 425-hp, highest of the 1970-72 series. The ZR1 option combined special racing components with the LT1; ZR2 added these components to the LS6. Body and chassis were carried over from 1970. This was the last Corvette with fiber optics light monitoring. Rare options: ZR1 special engine package (8), ZR2 special engine package (12), LS6 425-hp engine (188), shoulder belts in convertibles (677).
1972 was the last year for chrome bumpers front and rear, and the removable rear window common to all 1968-72 Coupes.the LT1 engine and ZR1 racing package built around it continued, but the ZR2 big-block package was discontinued. The 1972 LT-1 could now be ordered with air conditioning, a combination not permitted the two previous years. In 1972, SAE net measurement for power was now utilized (away from the previous SAE gross standard), which resulted in lower values expressed in HP further reducing power ratings down to 200 hp on the standard 350 small block offering. Rare options: ZR1 special engine package (20), shoulder belts with convertibles (749), LT1 engine option (1,741).
19731977
1973 Corvette Stingray Coupe
1973 started Corvette’s transformation from muscle to touring sports car. A Chevrolet advertisement headlined: “We gave it radials, a quieter ride, guard beams and a nose job.” Indeed, redesigned body mounts and radial tires did improve Corvette’s ride, and interior sound levels were reduced by 40%.The chrome blade front bumper was dropped for the federally required 5-mph standard for a light-weight front bumper system with an inner transverse tube attached to the frame with two Omark-bolts-(special steel fasteners which absorbed energy when a forming die, pushed back by the bumper, was forced down their length), and an injection-molded urethane bumper cover. The urethane nose was chosen over Chevy’s other alternative, a more protruding version of the previous metal bumper. The base L-48 engine produced 190 hp (142 kW); The L-82 engine was introduced as the optional small-block engine (replacing the LT-1 engine) and produced 250 hp (186 kW); the 454 big-block engine produced 270 hp (201 kW). The domed hood design was new and included rear air induction which increased power (but didn’t show up in the horsepower ratings), and cut 0-60 times by a second while keeping the engine compartment cooler. An aluminum wheel option (left) was seen on ’73 and ’74 pilot cars, and a few ’73’s were so-equipped, but later withheld for quality issues, and wouldn’t be available until 1976.
Road & Track stated in a 1973 road test: “For all its age, size and compromises, if the Corvette is equipped with the right options it is a pleasant and rewarding car to drive and this 1973 example was one the best Corvettes we’ve ever driven.”
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 100 mph. The L48 took 6.8 seconds to reach 60 mph, 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 L-82 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.”
1974 Corvette Stingray Coupe
1974 Corvette Stingray Coupe
For 1974, a body-color rear end finished the job Chevy started in ’73. A new bumper system replaced the squared tail and chrome rear bumper blades introduced in ’68 with a trim, tapering urethane cover carrying an integral license plate holder and recesses for the trademark round taillights. Underneath sat a box-section aluminum impact bar on two Omark-bolt slider brackets similar to the system used in the nose which allowed the Corvette to pass federal five-mph impact tests at the rear as well as the front. The new rear design was quite beautiful, and more up-to-date than the 60’s shape that it replaced.
Car and Driver said: “…We think the front and rear together produce a ‘molded’ shape that speaks of function rather than decor.” The vast majority of enthusiasts embraced the new design.For this model year only, casting limitations mandated left and right bumper covers with a verticle center seam. The standard L-48 engine’s horsepower increased to 195. A ’74 Stingray equipped with the L48 195 hp (145 kW) small-block was capable of 0-60 in 6.8 seconds;comparable to the 6.5 second time of the ’68 small-block rated at 300 hp (224 kW); proof the ’72-74 Corvette engines had ample power regardless of the reduced horsepower ratings.Tailpipes were now down-turned as the new bumper cover eliminated the tailpipe extensions. Resonators were added (’74 only) to the dual exhaust system which helped quiet the interior. The radiator and shroud were revised for better low-speed cooling, and the air conditioning system was improved. The inside rear-view mirror was increased to 10-inches in length, and lap and shoulder seat belts were now integrated in coupes. 1974 was the end of an era for the Corvette. It was the last year with a true dual exhaust system, the last without a catalytic converter, and the last 454 big-block engine offered in a Corvette.
The 1975 model was advertised as “a more efficient Corvette”,as electronic ignition, and the Federally mandated catalytic converter were added and service intervals extended, but power bottomed out this year the base engine producing only 165 hp (123 kW). The optional L82 engine produced 205 hp (153 kW). 75’s featured revised inner bumper systems, molded front and rear “painted” bumper guards, and a new one piece urethane rear bumper cover. This was the last convertible for the 1968-82 third-generation. Anticipating safety restrictions, Chevrolet believed it would be Corvette’s last soft-top model ever, but a convertible returned in 1986. Starting this year, tachometers were electronically driven.
1975 Corvette Stingray Convertible
Car and Driver recorded a respectable 7.7 second 0-60 time in a ’75 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, weighed less than the previous fiberglass floor, and further reduced interior noise levels. Horsepower rose to 180 hp (134 kW) for the base L-48 engine; 210 hp (157 kW) for the optional L-82. The rear air induction was dropped in favor of an air cleaner ducted to the lower grill area to reduce induction noise. (The hood was carried over with its induction system non-functional). The 8-inch wide aluminum wheels were now available, and a new rear nameplate for the rear bumper cover was featured, eliminating the Corvette letters used since ’68. An un-welcome change was the “Vega GT” 4-spoke steering wheel, although its smaller diameter did provide extra room and eased entry/exit. The steering wheel, color keyed-to-the-interior, continued on 1977 thorough 1979 models limited to non-tilt wheel cars only. Without a convertible model, the Corvette still set new sales records.
Car and Driver recorded 6.8 second 0-60 times in both L-48 and L-82 4-speed equipped 1976 Corvettes.
1977 saw the steering column repositioned 2-inches closer to the dashboard. The custom interior with leather seat trim was now standard, with cloth trim being optional. A redesigned console featured universal Delco radio options. Black exterior color returned (last offered in 1969). New cross-flags emblems replaced the Stingray nameplates on front fenders. 1977 was the final year of the “sugar scoop” tunneled roof-line and vertical back window.
19781982
1978 Corvette Coupe-Silver Anniversary edition
1978 was the Corvette’s twenty fifth anniversary, and all 78’s featured silver anniversary front and fuel door emblems. A new fastback glass rear window easily updated the C3 ten-year-old body style. The dashboard was redesigned to match the redesigned console and gauges of the previous ’77 model. The base L-48 engine now produced 185 hp (138 kW); Calif. and high-altitude option produced 175 hp (130 kW). Two special editions were offered to celebrate Corvette’s 25th year. Before he retired, Bill Mitchell had suggested a Silver Anniversary model in his favorite color-silver, appropriately enough-and it appeared as the $399 B2Z option package. The first two-tone paint option offered since 1961, it presented silver over a gray lower body with a separating pinstripe, plus aluminum wheels and dual “sport” outside mirrors as mandatory options, which added another $380 to the cost. 6502 Indy-500 Pace car replica editions were produced featuring Black/silver two-tone paint, front and rear spoilers, mirror-tint roof panels and contoured sport seats.
Road & Track took a 1978 L82 to 60 mph in just 6.6 seconds, 127 mph flat out, and covered the quarter-mile in 15.3 seconds @ 95 mph.Reviewers praised the car’s classic strengths including its impressive straight-line numbers, especially an L48/automatic’s 7.8 second 0-60 time and top speed of 123 mph, and noted its more refined, less rattling ride. On the other hand, they continued to note its weaknesses, like a rear-end that tended to step out during sharp maneuvers and a cabin that was still cramped and uncomfortable.
All 1979 models included the ’78 Pace-car interior and sport seats and offered the spoilers as an option. Mirror-tint roof panels, now a regular option, saw 14,480 units. Output for the optional L-82 engine increased to 220 hp (164 kW), due to a revised exhaust system. This year reached an all-time high in Corvette popularity. Production hit its peak in 1979 at 53,807, a record that stands to this day.
1980 Corvette Coupe
In 1980, the Corvette got an integrated front/rear aerodynamic redesign that resulted in a significant reduction in drag. This was the last year for the L-82 engine option, now producing 230 hp (172 kW). The 4-speed manual was limited to the base engine. 1980 was the introduction of many weight-saving components including a plastic rear spring (base engine with automatic only), thinner body panels, and an aluminum Dana 44 IRS differential (previously used was the arguably stronger iron GM 10 bolt IRS differential). For the first time in history, due to emission considerations resulted in a unique engine application for California customers-’80 Corvettes sold in California had 305-cid, 185 hp (138 kW) engines, and all had automatics.
In 1981, there wasn’t an optional engine, but the 190 hp (142 kW) L81 was available in all states, and with manual or automatic transmissions. This was the the last C3 available with a manual transmission, and as-equipped, had a published 0-60 mph in 8.1 seconds. The ’81 model was first to use a plastic rear spring, now a Corvette trademark. The spring saved thirty-six pounds, but was limited to base suspensions with automatic transmission. When equipped with Delco’s new optional ETR radio with clock, the quartz instrument panel clock was replaced with an oil temperature gauge. In mid-1981 production shifted from St. Louis, Missouri to Bowling Green, Kentucky, and several two-tone paint options were offered.
1982 saw the debut of the “Cross-Fire” TBI, fuel injected engine that produced 200 hp (149 kW), teamed with a new four-speed automatic transmission with torque converters in the top three of four gears. The final model C3 Corvette’s published performance numbers were 0-60 in 7.9 seconds-the quarter-mile in 16.1 @ 85 mph. A Collector Edition was offered with separate serial number sequencing, silver-beige paint, unique wheels patterned after the ’67 model’s bolt-on alloys, and an operable rear hatch window.
Special models
ZL1 (1969)
1969 Corvette Stingray ZL1 Coupes
1969 Corvette ZL1 engine
For the 1969 model year the ZL1 option was offered featuring an all-aluminum 427 cu in (7 L) big-block engine listed at 430-hp (320 kW), but generally accepted as delivering at least 100-hp (75 kW) more, and propelled a ZL1 through the 1/4 mile in 10.89 seconds. In an interview with Gib Hufstater in 1999, he stated the engine had an output of 710-hp. 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)
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 disappeared after that 1969 road test and has never been found.
ZR1 & ZR2 (19701972)
1971 Corvette Stingray ZR2 Convertible
The ZR1 special engine package was a $1,221.00 option available exclusively with the LT-1 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
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 425 bhp (317 kW) on premium fuel. 188 cars in the 1971 model included the LS-6 engine, with only 12 with the ZR-2 package.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)
1978 Corvette Pace-Car limited edition replica
The Corvette C3 was chosen as the pace car for the 1978 Indianapolis 500. Intially, 2500 Indy 500 replica pacers-100 for each year of production-were scheduled for sale. But it was decided that each of Chevrolet’s 6200 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. It’s main distinction was black over silver metallic with a bright red pinstripe in between with a spoiler tacked on 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.
Collector Edition (1982)
1982 Corvette Collector Edition
The 1982 Collector Edition was the first Corvette with a hatchback, foreshadowing the C4 Corvette. A special color scheme was used inside and out and featured Collector Edition badges. The special, exclusive aluminum wheels were designed to look like the 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.
Production notes
The C3 fifteen year run shows an extreme contrast. The list price for the Corvette in 1968 was $4,663. By 1982 due mostly to inflation, the base price had increased to $18,290. In 1968 there were six engines, two small-block V8s and four big-block V8s. By 1982 there was only one small block V8 engine available. In ’68 there were four transmissions, including three manual choices. By ’82 there was one, a four-speed automatic. Although refined, emission standards and fuel economy concerns had changed America’s only sports car.
Year
Production
Base Price
Notes
1968
28,566
$4,663
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
$4,780
First year of the 350 in 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
$5,192
First year for the LT-1 Small-Block and 454 in 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 all-new 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 & interior trim, new custom interior option includes:leather seat trim, cut-pile carpeting, lower-carpeted door panels & wood-grain accents.
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 based on horsepower as installed in vehicle with accessories and emission controls installed.
1972
27,004
$5,533
Horsepower ratings now advertised in SAE net figures, last year for LT-1 engine, front & rear chrome bumpers & removable rear window, last year for windshield wiper door.
1973
30,464
$5,561
5 mph 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 & under-hood insulation, new front-end (round) emblem.
1974
37,502
$6,001
5 mph rear bumper system with urethane cover to match last year’s front bumper, new recessed tail lamps 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), new dual exhaust resonators, revised radiator cooling and interior a/c ducts, integrated seat /shoulder belts in Coupe. Last year for true dual exhaust, last year for big-block engine in a Corvette.
1975
38,645
$6,810
First year of Catalytic converter & single-exhaust, black (painted) bumper pads front & rear, redesigned inner-bumper systems & one-piece rear bumper cover, plastic front grills (all-black), amber parking lamp lenses (replaced clear lenses on 73-74) new emblems, last year of C3 convertible.
1976
46,558
$7,604
First-year for steel floor-panels, cold-air induction dropped, new aluminum alloy wheels option, new one-piece rear “Corvette” nameplate (replaces letters), last year of “Stingray” fender nameplates.
1977
49,213
$8,647
Black exterior available (last year-1969), new design “”Corvette flags” front end & fender emblems. New interior console and gauges, universal GM radios.
1978
46,776
$9,750
New fastback rear window, Silver Anniversary and Indy 500 Pace Car special editions; Pace-car included sport seats & spoilers-front & rear, limited option-glass t-tops; redesigned interior, dash, instruments.
1979
53,807
$10,220
Sport seats (from previous year pace-car); front & rear spoilers optional, glass t-tops optional; New interior comfort features; highest Corvette sales year to date.
1980
40,614
$13,140
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
$16,258
Production is switched from St. Louis to new Bowling Green plant; 350 V8 returns in California cars, last year for manual transmission.
1982
25,407
$18,290
New cross-fire fuel-injected L83, New automatic overdrive transmission; Collectors Edition features exclusive hatch rear window – is one fourth of production.
Total
542,741
Engines
Engine
Year
Power
305 in “Calif. Only” LG4 V8
1980
180 hp (134 kW) net
327 in Small-Block V8
1968
300 hp (224 kW)
19681969
350 hp (261 kW)
350 in Small-Block V8
1969
300 hp (224 kW)
1970
350 hp (261 kW)
19701971
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
19731974
250 hp (186 kW) net
1974
195 hp (145 kW) net
1975
165 hp (123 kW) net
1975
205 hp (153 kW) net
19761977
180 hp (134 kW) net
19761977
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
19801981
190 hp (142 kW) net
1980
230 hp (172 kW) net
1982
200 hp (149 kW)
427 in Big-Block V8
19681969
390 hp (291 kW)
19681969
400 hp (298 kW)
427 in Big-Block Tri-Power V8
19681969
435 hp (324 kW)
427 in ZL1 aluminum V8
1969
550-680 hp (410-507 kW) estimated
454 in Big-Block 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
Gallery
1970 Corvette Stingray Convertible
1973 Corvette Stingray Coupe
1977 Corvette Coupe
1978 Corvette Coupe – Silver Anniversary Edition
1982 Corvette Coupe
See also
Corvette Mako Shark (concept car)
Zora Arkus-Duntov “Father of the Corvette”
References
^ Collectible Automobile-August 1996
^ The Corvette Black Book-2009 edition-p.56-84
^ Corvette 50th Anniversary by the Auto Editors of Consumer Guide
^ 1968-1972 Corvette brochures
^ 1973 Chevrolet Corvette advertisement
^ 1973 Chevrolet Corvette advertisement
^ High Performance Cars-September 1973
^ Corvette Magazine-March 2008
^ High Performance Cars-September 1973
^ Corvette 50th Anniversary by the Editors of Consumer Guide
^ 1975 Chevrolet Corvette advertisement
^ Car & Driver-May 1975
^ Car & Driver-February 1976
^ 1973-1977 Corvette brochures
^ Road & Track Road Test Annual 1979
^ a b c That 70s ette: Just Another Girly Car? – New York Times
^ 1978-1982 Corvette brochures
^ “1969 Chevrolet ZL-1 Corvette Stingray”. autofacts.ca. http://www.autofacts.ca/classics/FAPC/ZL1Corvette.htm. Retrieved 2009-12-25.
^ “Corvette Statistics”. rowleycorvette.com. http://www.rowleycorvette.com/stats69.html. Retrieved 2009-12-25.
^ 1971 Corvette
^ 1970 ZR-2 Corvette
^ 2001 Corvette – Historical Background
^ 1978 Corvette Pace Car
External links
Wikimedia Commons has media related to: Chevrolet Corvette C3
C3 Vette Registry
Chevrolet Corvette: 1968-1982 at the Open Directory Project
v d e
Chevrolet Corvette timeline, 1953resent
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