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From Chevrolet Motor Division General Motors Building Detroit, 2, Michigan
CORVETTE HISTORY
A deluge of letters, some even enclosing checks as evidence of intention to buy, put Chevrolet's precedent-breaking Corvette into production in June, 1953. The original conception of the Corvette was a result of GM's advanced styling program to point up an excitingly smart design in an American-built sports car. It was one of several special designs created by General Motors Divisions of the 1953 Motoramas. But among the thousands who admired the trim, low-slung lines of the vehicle were bona fide customers. Within a few weeks after the introduction of the car in New York, thousands of inquiries flooded the Chevrolet offices in Detroit wanting to know where and when Corvettes could be purchased. This response, supported by equally enthusiastic market surveys, decided the company on production. When the Corvette joined the family of American automobiles, it over-rode tradition in more than one direction: 1 -- The American automobile industry had never before taken the sports car market seriously. 2 -- No one had ever adapted fiberglass body panels to volume production methods. Today, eight years later, the Corvette still reigns supreme as America's only recognized sports car. Plastic body shells have been proved in millions of miles of transportation.
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Led by the Corvette, Chevrolet has pioneered in automotive technical and styling fields in a manner that has left indelible imprints on the progress of transportation. Chief credit for the development of the Corvette is given to Edward N. Cole, General Manager of Chevrolet. Cole initially planned to develop the Corvette along separate racing and touring lines as did Jaguar with the XK series on the one hand and the "C" and "D" types on the other. Implementing this objective, racing options were introducted in 1956; then the Corvette SR2; and finally the Corvette SS in 1957, which was intended to be the prototype competition car. But shortly after the SS made a promising debut at Sebring, under the personal direction of Zora Arkus-Duntov, European designer and driver, the Automobile Manufacturers Association resolution on competition cut off this line of development. As an alternative, Chevrolet decided to give the Corvette buyer as much of both worlds as possible by combining in one automobile the comfort of a tourer and the ability of a competition sports car. During these first few years the Corvette had already come a long way toward that goal. The highly modified, 150 hp in-line six engine of the original Corvette was replaced in 1955 by the ultra-modern Chevy V8. A three-speed synchromesh transmission was made available and suspension refinements markedly improved handling and cornering. Passenger comfort was greatly increased with a completely restyled body in 1956. The original side curtains were replaced with roll-up windows. A choice of cloth convertible top or a
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lift-off hard top was added. The now familiar concave body side motif was introduced and a choice of V8 engines rated at 210 and 225 hp was offered. It was in 1957, however, that sports car enthusiasts clearly saw the transformation of the Corvette into a seriously competitive automobile. Corvettes began breaking into the winners' circles at sports car events with great regularity and an increase in production of more that 20 percent could not keep up with the demand. Important factors were fuel injection, more powerful engines and four-speed transmission. The fuel injection eliminated any tendency to flooding or starving during hard braking and cornering. The four-speed transmission, which Road & Track ranks with "the world's finest," gave drivers additional control and performance to get the best out of the Corvette. "Heavy duty" options made available in 1956 and 1957 included: Cermetallix brakes with aluminum-finned composite drums; stiffer shock absorbers; higher rate front and rear springs; heavier stabilizer bar; fast-ratio steering; Positraction rear axles of several ratios; and wide-rim wheels. All of these options were continued and improved for 1958 when a major styling change was made, including dual headlamps and a lower hoodline. Additional options in 1958-59 with a choice of five V8 engines ranging from 230 to 290 hp, made it possible for purchasers to tailor the car according to preference from touring to full competition trim. A new radius rod control arm and direct action "nitrogen bag" shock absorbers were introduced in the 1959 model.
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In 1960, further development resulted in a truly "dual-purpose" machine. New front and rear stabilizer bars vastly improved vehicle stability making unnecessary the use of heavy duty springs and shock absorbers for competition. At the same time, riding comfort in normal touring use was not sacrificed. Other changes included adding an inch to rear suspension rebound travel for better wheel adhesion under severe road conditions; and all-aluminum cross-flow radiator is furnished with all special high performance engines; a temperature modulated viscous fan drive optionally available with high performance engines; and a choice of five engine ranging from 230 to 315 hp. New heavy-duty brakes which have been widely acclaimed were also introduced in 1960 with segmented sintered iron linings replacing the ceremetallix linings in use since 1957. Included were finned brake drums incorporating 24 vanes inside the drum. Combined with backing plates equipped with air scoops, the brakes proved extremely efficient and fade resistant under the most extreme use. In Sports Car Club of America competition, privately entered and driven Corvettes swept eight of the first ten places in their class during 1960. These winning features have been continued and improved in the 1961 Corvette popularly restyled along the lines of the experimental Stingray. Underbody modifications reduce transmission tunnel width 19 percent while new top and door sealing gives better cockpit insulation for improved comfort. Although the power train combinations were carried over
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from 1960, the performance and durability of each has been improved. For example, and aluminum case for the four-speed transmission in preference to cast iron realizes a unit weight-saving of 15 pounds. The aluminum cross-flow radiator and thermo-modulated fan introduced as optional equipment in 1960 were made standard on all 1961 Corvettes. Praising the Corvette development, a recent issue of Sports Cars Illustrated characterizes the 1961 Corvette as "one of the most remarkable marriages of touring comfort and violent performance we have ever enjoyed." In contrast to the many components of the Corvette which have changed during the eight years, certain features have remained constant. Use of fiberglass saves considerable weight in the Corvette body as compared with production in steel. Excellent resistance to corrosion is provided. Resistance to casual damage is also outstanding. Of great importance, fiberglass permits the lowest possible retail price in limited, high quality production. Corvette body panels are molded between matched metal dies for optimum accuracy and quality. Most body parts are one-tenth of an inch thick to give a structural rigidity comparable to steel panels of conventional thickness. Fiberglass panels are shipped by Chevrolet suppliers to St. Louis where Corvettes have been assembled since 1954. The Corvette assembly line today is a far cry from the customer delivery garage at Flint, Michigan where the first 300 Corvettes were literally made by hand. Using jigs and fixtures
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for precision, craftsmen assemble the closely-formed body parts to build the body shell. Assembly begins with placement of an underbody on a dolly which then travels through subsequent operations. When the Corvette body is fully assembled, extensive wet and dry sanding is combined with sealing, priming and finish painting to produce a high-lustre and durable finish. Wiring and upholstery are then added, completing a body ready to install on the chassis. As the bodies are assembled, chassis buildup takes place on the main assembly line. Suspension, drive-line, power-train, exhaust, steering and related components are added as the chassis moves down the line. At the point where preliminary chassis assembly is completed, the body arrives and is lowered into place. A short time later the Corvette rolls off the line ready for intensive final inspection prior to shipment.
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