Car Of The Day: July 29, 2012

Today's car of the day is Kidco's 1953 Chevrolet Corvette.

The Chevrolet Corvette (C1) is the first generation of the sports car by the Chevrolet division of General Motors introduced late in the 1953 model year and produced through 1962. It is commonly referred to as the "solid-axle" generation, as the independent rear suspension didn't appear until the 1963 Sting Ray. The Corvette was rushed into production for its debut model year to capitalize on the enthusiastic public reaction to the concept vehicle, but expectations for the new model were largely unfulfilled. Reviews were mixed and sales fell far short of expectations through the car's early years. The program was nearly canceled, but Chevrolet would ultimately stay the course and Harley Earl and company would transform the Corvette into a true world-class sports car.

For pictures and more information, please visit: Chevrolet Corvette

Crude by today's standards, this was the only '53 Corvette available in this scale for many years.

In 1927 General Motors hired designer Harley Earl who loved sports cars. 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 an expensive two-seat sports car, the Nash-Healey, that was made in partnership with the Italian designer Pinin Farina and British auto engineer Donald Healey, but there were few moderate-priced models. Earl convinced GM that they needed to build a two-seat sports car, and with his Special Projects crew began working on the new car, "Project Opel" in late 1951. The result was the hand-built, EX-122 pre-production Corvette prototype, which was first shown to the public at the 1953 GM Motorama at the Waldorf-Astoria in New York City on January 17, 1953. Production began six months later. The car is now located at the Kerbeck Corvette museum in Atlantic City and is believed to be the oldest Corvette in existence.

During the last half of 1953, 300 Corvettes were to large degree hand-built on a makeshift assembly line that was installed in an old truck plant in Flint, Michigan while a factory was being prepped for a full-scale 1954 production run. The outer body was made out of then-revolutionary fiberglass material, selected in part because of quotas, left over from the war, limited the availability of steel. Underneath the new body material were standard components from Chevrolet's regular car line, including the "Blue Flame" inline six-cylinder engine, two-speed Powerglide automatic transmission, and drum brakes. The engine's output was increased however from a triple-carburetor system exclusive to the Corvette, but performance of the car was decidedly "lackluster". Compared to the British and Italian sports cars of the day, the Corvette lacked a manual transmission and required more effort to bring to a stop, but like their British competition, such as Morgan, was not fitted with roll-up windows; this would have to wait until sometime in the 1956 model year. A Paxton centrifugal supercharger became available in 1954 as a dealer-installed option, greatly improving the Corvette's straight-line performance, but sales continued to decline.

The Chevrolet division was GM's entry-level marque. Managers at GM were 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 three important events. The first was the 1955 introduction of Chevrolet's first V8 engine since 1919. Late in the model year, the new 195 hp (145 kW) 265 small-block became available with a three-speed manual transmission, coupled to a 3.55:1 axle ratio, the only one offered. The engine was fitted with a single 2366S WCFB four-barrel (four-choke) Carter carburetor. The combination turned the "rather anemic Corvette into a credible if not outstanding performer". The second was the influence of a Russian émigré in GM's engineering department, Zora Arkus-Duntov. The third factor in the Corvette's survival was Ford's introduction of the 1955 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 GM not appear to back down from the challenge. 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.

The 1953 model year was not only the Corvette's first production year, but at 300 produced it was also the lowest-volume Corvette. The cars were essentially hand-built and techniques evolved during the production cycle, so that each 1953 Corvette is slightly different. All 1953 models had Polo White exteriors, red interiors, and black canvas soft tops. Order guides showed heaters and AM radios as optional, but all 1953 models were equipped with both. Over two-hundred 1953 Corvettes are known to exist today. They had independent front suspension. The cost of the first production model Corvettes in 1953 was $3490.

The quality of the fiberglass body as well as its fit and finish was lacking. Other problems, such as water leaks and doors that could open while the car was driven, were reported with the most severe errors corrected in subsequent units produced, but some shortcomings continued beyond the Corvette's inaugural year. By December 1953, Chevrolet had a newly equipped factory in St. Louis ready to build 10,000 Corvettes annually. However, negative customer reaction in 1953 and early 1954 models caused sales to plummet.

In 1954, only 3,640 of this model were built and nearly a third were unsold at year's end. New colors were available, but the six-cylinder engine and Powerglide automatic, the only engine and transmission available, were not what sports car enthusiasts expected. It is known that 1954 models were painted Pennant Blue, Sportsman Red, and Black, in addition to Polo White. All had red interiors except for those finished in Pennant Blue that had a beige interior. Order guides listed several options, but all options were "mandatory" and all 1954 Corvettes were equipped the same.

In the October 1954 issue of Popular Mechanics there was an extensive survey of Corvette owners in America. The surprising finding was their opinions in comparison to foreign sports cars. It was found that 36% of those taking the survey had owned a foreign sports car, and of that half, they rated the Corvette as better than their previous foreign sports car. 19% rated the Corvette as equal to their foreign sports car and 22% rates the Corvette as inferior. And while many were well pleased with the Corvette, they did not consider it as a true sports car. The principle complaint of the surveyed owners was the extensive body leaks during rain storms.

Chevrolet debuted its small-block, 195 hp V8 in 1955 and the engine found its way into the Corvette. At first 1955 V8 Corvettes continued with the mandatory-option Powerglide automatic transmission (as did the few 6-cylinder models built), but a new three-speed manual transmission came along later in the year for V8 models only. Exterior color choices were expanded to at least five, combined with at least four interior colors. Even soft-tops came in three colors and different materials. Despite all this, only 700 Corvettes 1955 Corvettes were built, making it second only to 1953 in scarcity. Very few six-cylinder 1955 models were built, and all documented examples are equipped with automatic transmissions. The "V" in the Corvette emblem was enlarged and gold colored, signifying the V8 engine under the hood and 12 volt electrical systems, while 6-cylinder models retained the 6-volt systems used in 1953-54. Rare option estimate: Manual transmission (75).

Car Of The Day: March 31, 2012

Today's car of the day is Kidco's 1956 Ford Thunderbird.

The Thunderbird ("T-Bird"), is an automobile manufactured by the Ford Motor Company in the United States over eleven model generations from 1955 through 2005. When introduced, it created the market niche eventually known as the personal luxury car.

For more information and pictures of the real car please visit: Ford Thunderbird

The trunk on this model opens, but this particular example doesn't want to stay open.

Ford unveiled the Thunderbird at the Detroit Auto Show on February 20, 1954. The first production car came off the line on September 9, 1954, and went on sale on October 22, 1954 as a 1955 model, and sold briskly; 3,500 orders were placed in the first ten days of sale. While only 10,000 were planned, 16,155 were sold in 1955.

As standard, the 1955 Ford Thunderbird included a removable fiberglass top; a fabric convertible top was an option, although commonly specified. The engine was a 292 Y-block V8, which got 18MPG. The car had fender skirts. The exhaust pipes exited through twin bumper guards, which are bolted to the rear bumper.

Created to act as a retort to the Chevrolet Corvette, it was also the first mass produced edition of all the Ford Thunderbird models. A total of 53,166 units were produced for the three model years 1955-1957. It was produced with a Fordomatic automatic or manual overdrive transmissions, and featured four-way powered seats and pushbutton interior door handles. Other unique features were a telescoping steering wheel and a tachometer.

Equipped with a V8 engine, the Thunderbird could hit 110-120 mph. It was a smaller two-seat "personal luxury car", compared to many other much larger cars that were on the road in the 1950s. It was designed to be a brisk luxury tourer, and not a sports car.

For the 1956 model, more trunk space was added, the spare wheel was mounted outside(which helped free up trunk space), the exhausts were moved to the ends of the bumper, and air vents were added behind the front wheels to improve cabin ventilation. To improve rear-quarter visibility with the removable hardtop in place, "porthole" windows were made available as a no-cost option. An optional 312 Y-block V8 was made available for those that wanted more performance. 1956 production was 15,631 units, the lowest of all three 2-seater Thunderbird model years.

For 1957 the front bumper was reshaped, the grille and tailfins were made larger, and larger tail-lights were fitted. The spare wheel moved back inside the trunk, which had been redesigned to allow it to be mounted vertically. The side "Thunderbird" script moved from the fins to the front fenders. A new option was "Dial-o-Matic" 4-way power seats that, when you turned off the ignition, the seat would move back to allow easier exiting. As well as the standard 292 and 312 engines, versions of the 312 were produced in higher states of tune, and even a few McCulloch supercharged versions, rated at 300 and 340 hp (254 kW) respectively. 1957 sales were 21,380, including three extra months of production because the 1958 models were late. The 1957 Thunderbird was the last two-seater Ford sold until the 1982 Ford EXP sport compact car.

Car Of The Day: March 22, 2012

Today's car of the day is Kidco Lock-Ups' 1982 Chevrolet Camaro.

The third-generation Chevrolet Camaro was introduced for the 1982 model year. It continued to use General Motors's F-body platform and would produce a "20th Anniversary Commemorative Edition" for 1987 and "25th Anniversary Heritage Edition" for 1992. These were also the first Camaros with factory fuel injection, four-speed automatic transmissions, five-speed manual transmissions, four-cylinder engines, 16-inch wheels, and hatchback bodies. The third-generation Camaro continued through the 1992 model year.

For more information and pictures of the real car please visit: Chevrolet Camaro

This Camaro has seen better days.  Despite that, it's still in better shape than the vast majority of third generation Camaros left on the road.  Most of the ones I've seen have been used and abused quite hard.

The Third-Generation Camaro was released for sale in January 1982. The 1982 model introduced the first Camaros with factory fuel injection, a hatchback body style, and a four-cylinder engine (due to fuel economy concerns in the wake of the 1979 energy crisis). The Camaro Z28 was Motor Trend magazine's Car of the Year for 1982. Three models were available: Sport Coupe, Berlinetta, and Z28. Third generation Camaros also had a suspension system that was much more capable in corners than the previous generation.

The Sport Coupe came standard with the 2.5 L 151 cid LQ9 four-cylinder engine. The 2.8 L 173 LC1 V6 and 5.0 L 305 LG4 V8 were optional. Dog dish-style hubcaps were standard; full wheel covers were optional as were steel, five-spoke 14x7-inch body-colored rally wheels.

The Berlinetta came with the standard 2.8 LC1 V6 or the optional 5.0 LG4 V8. The Berlinetta came standard with its own unique 14x7-inch finned aluminum wheel with gold accenting and 'Berlinetta' center cap. Its own lower body pin striping, gold 'Berlinetta' badging, and headlamp pockets were painted in an accent color. The taillights got a gold and black horizontal divider bar. The interior came standard with custom cloth interior, a rear storage well cover and additional carpeting on rear wheelhouses. It also came standard with additional body insulation and full instrumentation.

The Z28 came standard with the 5.0 L LG4 4bbl V8 or the optional LU5 twin TBI 'Cross Fire Injection' 5.0 L. The carbureted engine was available with either a four-speed manual or three-speed automatic transmission and put out a 145 hp (108 kW), while the optional Cross Fire Injection 305 was rated at 165 hp (123 kW). Performance enthusiasts of the day gave the new Camaro positive reviews for its styling and handling, but also made critical remarks about the relatively low power ratings for both the Camaro Z28 and Ford's Mustang GT, with the 302 cu in (4.9 L) V8 producing 157 hp (117 kW) SROD four-speed manual transmission.

All Z28s came with lightweight fiberglass SMC hoods with functional hood air induction flaps on RPO LU5 cars. The Z28 had a different nose, a three-piece rear spoiler and front, side, and rear lower body valances in silver or gold. Just above the valance was a two-color lower body stripe that encircled the car. Headlamp pockets on the Z28 were black. Standard were new 15x7-inch cast-aluminum five-spoke wheels accented with silver or gold. Z28 badges appeared on the right rear bumper, and on the side valances.

The Camaro Z28 paced the Indianapolis 500 in 1982, and over 6,000 replicas were sold through Chevy dealers. The pace car edition featured special two-tone silver/blue paint and special striping, orange pin-striping on 15-inch (380 mm) Z28 wheels, and a silver/blue interior with six-way Lear-Seigler manually adjustable seating. Engine choices in the pace cars were the same as the regular Z28. However, the car that actually paced the event was equipped with a highly modified all aluminum 5.7 L V8 not offered on the pace car replicas.

The Camaro had a significant change in the Z28 engine lineup: the LU5 Crossfire 305 V8 was supplemented in April 1983 by an all-new 5.0 L L69 4 bbl 190 hp (142 kW) High-Output (HO) V8. This engine was only available with a manual transmission in 1983. Due to its late introduction, only 3,223 L69 V8s were sold for the 1983 model year.

Transmissions were upgraded for 1983. A Borg-Warner 5-speed manual transmission replaced the previous 4-speed. A 4-speed automatic transmission with overdrive replaced the 3-speed automatic transmission in the Z28. The TH700-R4 automatic overdrive was also available on the base coupe and Berlinetta, but was not available with the L69 H.O. engine in the Z28 for 1983. Aside from the new transmissions, base coupe and Berlinetta carried on as in 1982 with very little change other than newly available colors.

The new dashboard and controls were smaller with better quality and appearance. In the Berlinetta, the standard instrument cluster was replaced by electronic readouts, including a bar-graph tachometer and digital speedometer. The new dash came with an overhead console and pod-mounted controls for turn signals, cruise-control, HVAC, windshield wiper, and headlights. The radio was mounted inside a pod on the console that could swivel toward the driver or passenger.

Drivetrain changes included the discontinuation of the LU5 305 Cross Fire V8, and the addition of a hydraulic clutch linkage on manual transmission cars. The L69 H.O. Z28 became available with an automatic transmission for the first time.

The Z28's body and features remained mostly unchanged, except the fiberglass SMC hood was replaced with a steel version.

Road & Track selected the 1984 Camaro/Firebird as one of twelve best cars in the world and in the Best Sports GT category in the $11,000 to $14,000 range. Car and Driver picked the 1984 Camaro Z28 as the best handling car built in the United States.

For 1985, Chevrolet introduced a new Camaro model — the famous IROC-Z, named after the popular competition International Race of Champions. Offered as an option package on the Z28, the Camaro IROC-Z featured an upgraded suspension, lowered ride height, specially valved Delco - Bilstein shocks, larger diameter sway bars, a steering/frame brace known as the "wonder bar", a special decal package, and an optional Tuned Port Injection system taken from the Corvette. It also shared the Corvette's Goodyear "Gatorback" unidirectional tires in a 245/50/VR16 size vs. the Corvette's 255/50/VR16 size, and received unique new aluminum 5-spoke 16 by 8 inch wheels. The new wheels were designed with different offsets front and rear, resulting in the words "Front" or "Rear" cast into the face of the wheels to distinguish which wheel went where.

The Camaro IROC-Z was on Car and Driver magazine's Ten Best list for 1985. The 305 c.i. 5.0-liter TPI LB9 was rated at 215 hp (160 kW) with the 4 bbl 305 LG4 at 155 hp and the 4 bbl High Output 305 L69 at 190 hp (142 kW). Only 2,497 L69 IROC-Z models were made for 1985. The LB9 was available only on the Z28 and the IROC-Z model with the TH700-R4 automatic transmission. 205 1985 IROC-Zs equipped with the LB9 305 were made with the G92 (Performance Axle Ratio) option. The G92 option upgraded the rear axle gear ratio from 3.23 to 3.42.

Also new for 1985, all Camaros featured refreshed noses, and new deeper valances and front spoiler for the Z28 and the newly introduced IROC-Z. The speedometers no longer had the unique double-pointed needle that simultaneously read mph and km/h: they were replaced by conventional single-pointer 85 mph (137 km/h) units. The 2.8 L V6 became fuel-injected, raising power from 112 hp (84 kW) to 135 hp (101 kW). This would also be the final year for the less popular base-model 151 cu in (2.5 L) 4-cylinder engine.
For 1985 a (1C5) RPO California IROC-Z was also made, Chevrolet's California Marketing Group came up with the idea and it was for sale in California only. A total of (100) black and (400) red examples were produced. They were all equipped with the 5.0 TPI LB9 engine and TH700-R4 automatic transmission. They all came equipped with the usual IROC-Z fog lights, wheels and ground effects, but with the base Camaro's hood (no louvers), rear decklid (no spoiler), and no exterior decals.

The third-generation Camaro was produced from 1982 to 1992. These were the first Camaros to offer modern fuel injection, Turbo-Hydramatic 700R4 four-speed automatic transmissions, five speed manual transmissions, 16 inch wheels, a standard 4-cylinder engine, and hatchback bodies. The cars were nearly 500 pounds (227 kg) lighter than the second generation model.

The IROC-Z (the IROC stands for International Race of Champions) was introduced in 1985 and continued through 1990. National Highway Traffic Safety Administration (NHTSA) Regulations required a CHMSL (Center High Mounted Stop Lamp) starting with the 1986 model year. For 1986, the new brake light was located on the exterior of the upper center area of the back hatch glass. For 1987 and later, the CHMSL was either mounted inside the upper hatch glass, or integrated into a rear spoiler (if equipped). In January 1987, the L98 5.7L 350" V8 engine became a regular option on the IROC-Z, paired with an automatic transmission only, although a limited run of 1,000 late 1986 350" Camaros had been produced. The "20th Anniversary Commemorative Edition" was offered in 1987, as well as a "25th Anniversary Heritage Package" in 1992 that included a 305 cu in (5.0 L) High Output engine. Beginning in 1988, the 1LE performance package was introduced, optional on street models and for showroom stock racing in the U.S. and Canada. The B4C or "police" package was made available beginning in 1991. This basically created a Z28 in more subtle RS styling.

Today's car of the day is Kidco's 1977 Dodge Monaco.

The Dodge Monaco was a full-size automobile built and sold by the Dodge division of the Chrysler Corporation between 1965 to 1978, and 1990 to 1992.

For more information and pictures of the real car please visit: Dodge Monaco

This is an interesting model from Kidco.  I've got a soft spot for the Dodge Monaco, and in the last few years we've seen the amount of small scale examples double with new additions from GreenLight, Johnny Lightning, Matchbox, and Charawheels.  What makes this Kidco interesting is it was the first licensed Dodge Monaco casting.  The Monaco debuted in 1965 and ended production in 1978.  In that timeframe the only small scale example was done in 1977 by Hot Wheels, and they altered it just enough to avoid licensing it (from the C-pillars back, the car has some Ford and Oldsmobile in it, but the rest of the car is unmistakably Monaco including the split grill and quad stacked headlights.  So this Kidco debuted in 1979- a year after the real car exited production.  That would be easier to understand if this were done as a tie-in with any of the television shows that were wrecking these cars by the dozen at the time (like "The Dukes Of Hazzard") but this was never offered as a Hollywood car.  Even more curious is that the casting is of a two door coupe, a bodystyle that would have seen very limited (if any) service as a police car.  It remains the only Monaco coupe in small scale to this day as the new examples are all of two cars- the 1974 sedan (thanks to the "Blues Brothers" & to a lesser extent "Hill Street Blues") and the 1977-8 sedan (thanks primarily to "The Dukes Of Hazzard" but it was also seen on "Hunter" & "The A-Team" among many others).  Sadly, no Monaco wagons exist in 1/64, and none of the 1965-73 models exist in small scale whatsoever.

The Dodge Monaco was originally intended to compete with the Pontiac Grand Prix model in what came to be known as the personal luxury market. Introduced on September 25, 1964, the 1965 Monaco was based on the Custom 880 two door hardtop coupe body. The Monaco received special badging, different taillight and grille treatment, and a sportier interior with a full-length center console, as well as a 383 cu in (6.28 L) 315 hp (235 kW) V8 engine as standard equipment. Larger, more powerful engines were also available as options.

Chrysler Canada Ltd. fielded a Dodge Monaco which was Dodge's version of the Plymouth Sport Fury in Canada. It was available in hardtop coupe or convertible body styles. However, Canadian Monacos were equipped with Plymouth dashboards in 1965 and 1966. Unlike the American Monaco, the Canadian Monaco could be had with the 318 cu in (5.21 L) V8 or even the slant six.

As a lingering result of the 1973-74 energy crisis, Chrysler decided to shift the Monaco nameplate to the mid-size B platform for 1977. The "new" 1977 mid-sized Monaco replaced the previous Coronet 4-door sedan, 4-door station wagon and Charger hardtop coupe. The Monaco Brougham replaced the previous Coronet Brougham 4-door sedan and Charger Sport hardtop coupe, while the Monaco Crestwood station wagon replaced the previous Coronet Crestwood. The Charger S.E., which at this point became the sole Charger still available, continued unchanged.

The "new" Monacos, for all of the marketing hype, were little-changed from the Coronets which had gone before. A revised front-end design with stacked rectangular quad headlamps gave the cars a resemblance to the contemporary Chevrolet Monte Carlo when viewed head-on. With Chrysler Corporation in dire financial straits during these years, there was little that could be done to give the cars a fresh look, so changes had to be minimal and as inexpensive as possible.

The 1977 and 1978 models can be seen as the police vehicles in the 1980-1985 seasons of The Dukes of Hazzard. Large numbers were bought and then suffered ignominious ends, destroyed in stunt crashes but due to the toughness of the design, were often repaired and reused repeatedly.

Car Of The Day: November 17, 2011

Today's car of the day is Kidco's 1979 Chevrolet Chevette.

The Chevrolet Chevette was introduced in September, 1975 and manufactured for model years 1976-1987 based on GM's worldwide T platform and superseding the Vega as Chevrolet's entry-level subcompact. The Chevette was the best-selling small car in America for 1979 and 1980, and was popular in South America as well.

For more information and pictures of the real car please visit: Chevrolet Chevette

The way the chrome bumpers have lost their plating in places makes it look like the car has some rust...a common affliction of the real cars.

The T-car was first launched in Brazil under the Chevette name in 1973, as a two-door sedan; the Brazilian Chevette line eventually included a four-door sedan, a two-door hatchback, and a two-door station wagon (named Marajó), as well as a pickup (named the Chevy 500), and was produced until 1994. Chevettes are also a car used in racing in Dirt Track Racing. It has its own series. The Chevette was probably the last rear-wheel drive FR subcompact built in the world (produced until 1998 in Colombia; the VW Beetle was built in Mexico until 2003 but it had a different layout, namely rear-wheel drive, rear engine) until BMW launched its 1 Series in 2004.

Initially available only as a two-door hatchback with 1.4 or 1.6 L OHC gasoline inline-four engines, the Chevette engines produced from 53 to 70 horsepower (40 to 52 kW) at the rear wheel. A four-speed manual transmission was standard; a three-speed automatic transmission was optional. Rally and Woody packages were optional, as well as a loss-leader Scooter, a two-seater (rear seat optional) with painted rather than chromed bumpers, an open glove box, black carpeting, and door pull straps in lieu of arm rests. The Canadian market also had a Pontiac version of Chevette named Acadian. As the smallest, most fuel-efficient car marketed by Chevrolet, it was the lightest American car at the time being offered, weighing in at under a ton. The EPA rated the base 1.4-liter engine at 28 miles per US gallon (8.4 L/100 km; 34 mpg-imp) city and 40 miles per US gallon (5.9 L/100 km; 48 mpg-imp) highway—figures unheard of in past domestic models. Chevrolet claimed that a Chevette's turning circle (30.2 feet) was one of the smallest in the world and that it was essentially a "metric" car, "international in design and heritage."1976-1978 Chevettes can be identified by round headlights and a chrome-rimmed, tri-color taillights.

The Chevette Rally 1.6, included a 1.6-liter (98 cu in) engine in lieu of the 1.4-liter (85 cu in) overhead-cam four-cylinder, rated at 60 hp (45 kW) instead of 52 hp (39 kW). The Rally also featured a suspension with rear stabilizer, along with special body graphics. Through model year 1976, the Chevette Woodie carried wood simulating sheet-vinyl trim and upgraded interior/exterior trim. The Woody model has become quite scarce, especially in higher condition grades. Chevrolet marketed the Chevette Scooter model with a MSRP of $2,899, without a rear seat or glovebox door. 9,810 Scooters were built, versus 178,007 regular hatchbacks. Buyers could choose either a fully synchronized floor-shifted four-speed manual transmission or optional Turbo-Hydramatic. Chevettes had rack-and-pinion steering, front disc brakes, a front stabilizer bar, 13-inch tires, tri-color taillights, front bucket seats, and an onboard diagnostic system. Swing-out rear quarter windows were optional.

The 1977 Chevrolet Chevette's engines offered 57 hp (43 kW) or 63 hp (47 kW). The Scooter hatchback included a rear seat. The Sandpiper trim package included “reef” patterned interior, deluxe door trim, cream gold or antique white exterior colors and an exterior Sandpiper logo just behind each door.

1978 models had a revised grille with a grid design, grille and headlight frames chromed for standard models, a four-door hatchback riding a 97.3 inches (2,470 mm) wheelbase was added — two inches longer than the two-door — and this version accounted for more than half of Chevette's nearly 300,000 sales. The 1.4 L engine and Woody were dropped. Fuel door added. TH-180 Automatic Transmission added to replace THM-200 series automatic. "HO" High Output version available in addition to the standard 1.6 L featuring a modified head and larger valves/cam profile. "HO" package also includes dual outlet exhaust manifold. Prices dropped and more standard equipment was added for 1978.

In 1979, the Holley two-barrel carburetor was now standard on all models. The front fascia was face-lifted with a flat hood, no longer wrapping down to bumper. New for 1979 was a large chrome grille with Chevrolet "Bow-Tie" emblem and square headlights. P.A.I.R. air injection system was introduced to improve catalytic converter function at idle. Active Passenger Restraint system was introduced in small numbers as an option which featured lower hanging dashboard, automatic seatbelts and a center dash console. Chevette sales totaled more than 451,000 units — a figure that would rank it second only to Chevy's new Citation, which had a much longer model run (sales had started in April 1979). Consumer Guide testers managed "an honest 29 mpg in the city and 39 mpg on the highway." The 1980 rear fascia was revised with a squared-off hatch, wraparound taillights with combined, single colored turn signals and a round gas filler door.

Car Of The Day: November 9, 2011

Today's car of the day is Kidco's 1972 Chevrolet Corvette.

The Chevrolet Corvette (C3) is a sports car produced by the Chevrolet division of General Motors for the 1968 through 1982 model years. Corvette chief Zora Arkus-Duntov wanted a striking new Corvette; although engines and chassis components were mostly carried over from the previous generation, its body and interior were new. "Though initially flawed, the 1968 like the 1958, would improve and mature into a car precisely right for its time." The so-called Shark was produced during one of the most troubled periods in America: civil unrest, burgeoning federal guidelines, fuel economy and pollution regulations, oil embargoes, rising fuel and insurance costs, runaway inflation, and a lingering recession. Through it all the third generation Corvette continued to set new sales records with an all-time high of 53,807 produced for the 1979 model year.

For more information and pictures of the real car please visit: Chevrolet Corvette

Customizing Corvettes was a trend in the 1970s, and examples like this were not uncommon on the show circuit.  Yat Ming's #1065 is also based on a modified C3 and the movie "Corvette Summer" pretty much sums up the whole trend.

For 1968, both the Corvette body and interior were completely redesigned. As before, the car was available in either coupe or convertible models, but coupes had new removable roof panels (T-tops) and a removable rear window. 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 enduring new body's concealed headlights moved into position via a vacuum operated 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. "Sting Ray" nameplates were absent on the new 1968 body, but Chevrolet still advertised the car as a Sting Ray. 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 and there was no glove box. The battery was relocated 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. All cars ordered with a radio, like the C2 cars, continued 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 the 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 L30, a 327 cu in (5.4 L) small-block V8 engine rated at 300 hp (224 kW) and a 3-speed manual transmission were standard, but only a few hundred 3-speed manual equipped cars were sold. The 4-speed manual was available in M20 wide-ratio or M21 close-ratio transmission versions. The M22 “Rock Crusher”, a heavy duty, close-ratio 4-speed gearbox, was also available for certain applications. The engine line-up included the L79, a 350 hp (261 kW) high performance version of the 327 cu in (5.4 L) small-block. Also available were several variants of the 427 cu in (7.0 L) big-block V8, that taken together made up nearly half the cars. There was the L36, a 390 hp (291 kW) version with a Rochester 4-barrel carburetor; The L68, a 400 hp (298 kW) motor with a Holley triple 2-barrel carb set up (3 X 2 tri-power); The L71, generating 435 hp (324 kW) with a tri-power; The L89 option was the L71 engine but with much lighter 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 430 hp (321 kW), but featured a high-capacity 4-barrel carb, aluminum heads, a unique air induction system, and an ultra-high compression ratio (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).

In 1969, small block engine displacement increased from 327 cu in (5.4 L) to 350 cu in (5.7 L), though output remained the same. All other engines and transmission choices remained unchanged from the previous year, though the L30 base engine was now the ZQ3 and the L79 motor was redesignated the L46. All cars featured 8-inch-wide (200 mm) 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 tail lights, 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 '69 volume. This was the last year for the L88 engine and the only year for the ZL1 option, which offered an all aluminum 427 cu in (7.0 L) big-block engine listed at 430 hp (321 kW). 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.”
In 1970, fender flares were designed into the body contours to reduce wheel-thrown debris damage. New were egg-crate 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 350 cu in (5.7 L) base engine (ZQ3) remained at 300 hp (224 kW) and the L46 was again offered as a 350 hp (261 kW) high performance upgrade. New was the LT-1, a 350 cu in (5.7 L) small-block V8 engine delivering a factory rated 370 hp (276 kW). 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 “LT-1” decals.

Motor Trend in May 1970, clocked an LT-1 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 LT-1 cars. Big-block selection was down to one engine but displacement increased. The LS5 was a 454 cu in (7.4 L) motor generating 390 hp (291 kW) and accounted for a quarter of the cars. A second big-block, the 460 hp (343 kW) 454 cu in (7.4 L) LS7, was planned and appeared in Chevrolet literature but is not believed to have ever been delivered to retail customers. A short model year resulted in a disproportionately low production volume of 17,316, down nearly 60%. Rare options: ZR1 special engine package (25), shoulder belts in convertibles (475), LT-1 engine (1,287).

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. Engines were detuned with reduced compression ratios to tolerate lower octane fuel. The small blocks available were the 350 cu in (5.7 L) base engine, which dropped to 270 hp (201 kW), and the high performance LT-1, now listed at 330 hp (246 kW). The LS5 454 cu in (7.4 L) motor was carried over and produced 365 hp (272 kW). Offered in ‘71 only was the LS6 454 cu in (7.4 L) big-block featuring aluminum heads and delivering 425 hp (317 kW), highest of the 1970-72 series, and could be ordered with an automatic transmission. The ZR1 option was carried over for LT-1 equipped cars and the ZR2 option, offered this year only, provided a similar performance equipment package for LS6 cars, and restricted transmission to a 4-speed manual. 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 at both front and rear, the vacuum actuated pop-up windshield wiper door, as well as the removable rear window common to all 1968-72 coupes. 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 200 hp (149 kW) rating on the standard 350 cu in (5.7 L) motor. This was the final year for the LT-1 engine, rated at 255 hp (190 kW), 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. The LT-1 could now be ordered with air conditioning, a combination not permitted the two previous years. The LS5 454 cu in (7.4 L) big block was again available and came in at 270 hp (201 kW). Noteworthy is in ’72 the LS5 was not available to California buyers. This was the beginning of a trend where Chevrolet restricted certain power train choices to Golden State buyers due to that state's practice of applying more stringent emission (smog) standards than mandated by federal regulations. Convertibles were a vanishing breed by ‘72, 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. Rare options: ZR1 special engine package (20), shoulder belts with convertibles (749), LT1 engine option (1,741).

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 rear bumper was essentially carried over from the previous year. However, the chrome blade front bumper was dropped for the federally required 5 mph (8.0 km/h) 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 new urethane bumper assembly added thirty-five pounds to the front end. Two 350 cu in (5.7 L) small block engines were available. The base L-48 engine produced 190 hp (142 kW). The L-82 was introduced as the optional high performance small-block engine (replacing the LT-1 engine) and delivered 250 hp (186 kW). The new hydraulic lifter motor featured a forged steel crankshaft, running in a four-bolt main block, with special rods, impact extruded pistons, a higher lift camshaft, mated to special heads with larger valves running at a higher 9:1 compression, and included finned aluminum valve covers to help dissipate heat. The L-82 was designed to come on strong at higher RPM and ordered with nearly 20% of the cars at a cost of $299.

Car and Driver on the L-82 in December 1972, “…when it comes to making a choice, the L82 is the engine we prefer. Duntov and the other Corvette engineers gravitate toward the big blocks because they like the torque. And granted, the 454s will squirt through traffic with just a feather touch on the gas pedal. But, to us at least, the small block engine contributes to a fine sense of balance in the Corvette that is rare in any GT car, so rare that it would be a shame to exchange it for a few lb.-ft. of torque.”

The 454 cu in (7.4 L) LS-4 big-block V8 engine was offered delivering 275 hp (205 kW) 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 didn't show up in the horsepower ratings). 0-60 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. An aluminum wheel option was seen on 1973 and 1974 pilot cars, and a few 1973s were so equipped, but withheld for quality issues, and wouldn't be available until 1976.

Road & Track magazine 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."