Chevrolet Corvette (C3)

The Chevrolet Corvette (C3) is a sports car that was

produced from 1967 to 1982 by Chevrolet for the 1968 to Chevrolet Corvette (C3)
1982 model years. Engines and chassis components were
mostly carried over from the previous generation, but the
body and interior were new. It set new sales records with
53,807 produced for the 1979 model year.[4] The C3 is the
third generation of the Chevrolet Corvette, and marks the
second time the Corvette would carry the Stingray name,
though only for the 1969 - 1976 model years. This time it was
a single word as opposed to Sting Ray as used for the 1963 -
1967 C2 generation. The name would then be retired until
2014 when it returned with the release of the C7.
1968 Chevrolet Corvette Stingray
Overview
Contents Manufacturer The Chevrolet Division of
General Motors
History
Mako Shark II Concept Also called Chevrolet Corvette Stingray
(1969–1976)
1968–1969
1970–1972 Production August 1967–October
1973–1974 1982[1]
1975–1977 Model years 1968–1982
1978–1979 Assembly United States: St. Louis,
1980–1982 Missouri (1967–1981)
Special models United States: Bowling
Astrovette (1969) Green, Kentucky (1981–
ZL1 (1969) 1982)
ZR1 & ZR2 (1970–1972)
Designer GM & Chevrolet design staff
Indy 500 pace car (1978)
Corvette America (1980) Zora Arkus-Duntov chief
Collector Edition (1982) engineer
Bill Mitchell chief stylist
Engines
Body and chassis
Production
Class Sports car
Gallery
Body style 2-door convertible
See also
References 2-door coupé

External links Layout FR layout

Powertrain
Engine 305 cu in (5.0 L) LG4 V8
History
327 cu in (5.4 L) L75 V8
327 cu in (5.4 L) L79 V8
Mako Shark II Concept 350 cu in (5.7 L) Small-
Block V8
350 cu in (5.7 L) L46 V8
350 cu in (5.7 L) L48 V8
350 cu in (5.7 L) L81 V8
350 cu in (5.7 L) L82 V8
350 cu in (5.7 L) L83 V8
1965 Mako Shark II 350 cu in (5.7 L) LT-1 V8
350 cu in (5.7 L) ZQ3 V8
The Corvette C3 was patterned after the Mako Shark II 427 cu in (7.0 L) L36 V8
designed by Larry Shinoda. Executed under Bill Mitchell's
427 cu in (7.0 L) L68 V8
direction, the Mako II had been initiated in early 1964. Once
the mid-engined format was abandoned, the Shinoda/Mitchell 427 cu in (7.0 L) L71 V8
car was sent to Chevrolet Styling under David Holls, where 427 cu in (7.0 L) L72 V8
Harry Haga's studio adapted it for production on the existing
427 cu in (7.0 L) L88 V8
Stingray chassis. The resulting lower half of the car was
much like the Mako II, except for the softer contours. The 427 cu in (7.0 L) L89 V8
concept car's name was later changed to Manta Ray. The C3 427 cu in (7.0 L) ZL1 V8
also adopted the "sugar scoop" roof treatment with vertical 454 cu in (7.4 L) LS4 V8
back window from the mid-engined concept models designed
by the Duntov group. It was intended from the beginning that 454 cu in (7.4 L) LS5 V8
the rear window and that portion of the roof above the seats 454 cu in (7.4 L) LS6 V8
to be removable.[5]
Transmission 3-speed manual
The "Shark" has the distinction of being introduced to the 4-speed manual
motoring public in an unorthodox—and unintended— 3-speed Turbo-Hydramatic
fashion. GM had tried their best to keep the appearance of the
automatic
upcoming car a secret, but the release of Mattel's die-cast Hot
Wheels line several weeks before the C3's unveiling had a 4-speed automatic
certain version of particular interest to Corvette fans: the Dimensions
"Custom Corvette", a GM-authorized model of the 1968
Corvette. Wheelbase 98.0 in (2,489 mm)[2][3]
Length 182.1 in (4,625 mm)
(MY1968)
1968–1969
185.3 in (4,707 mm)
For 1968, both the Corvette body and interior were (MY1982)
completely redesigned. As before, the car was available in Width 69.2 in (1,758 mm)
either coupe or convertible models, but coupe was now a
(MY1968)
notchback fitted with a near-vertical removable rear window
and removable roof panels (T-tops). A soft folding top was 69.0 in (1,753 mm)
included with convertibles, while an auxiliary hardtop with a (MY1982)
glass rear window was offered at additional cost. Included
Height 47.8 in (1,214 mm)
with coupes were hold down straps and a pair of vinyl bags
to store the roof panels, and above the luggage area was a (MY1968)
rear window stowage tray. The enduring new body's 48.0 in (1,219 mm)
concealed headlights moved into position via a vacuum (MY1982)
operated system rather than electrically as on the previous
Curb weight 3,520 lb (1,597 kg)
generation, and the new hide-away windshield wipers utilized
a problematic vacuum door. The door handles were flush Chronology
with the top of the doors with a separate release button. Front Predecessor Chevrolet Corvette (C2)
fenders had functional engine cooling vents. Side vent Successor Chevrolet Corvette (C4) in
windows were eliminated from all models, replaced with
1984
"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.[6] 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.[6] 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 big-block 427 cu in (7.0 L) V8 engine, 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 bhp (441 PS;
324 kW) at 5,800 rpm and 460 lb⋅ft (624 N⋅m) at 4,000 rpm of torque also with a tri-power;[7] 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).[8] 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).[6]

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.[9] 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
1969 Corvette Stingray Coupe 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 '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.”

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 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.”[10]

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; 7,439.7 cc) motor generating 390 hp (291 kW) 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 460 hp
(466 PS; 343 kW) at 5600 rpm SAE gross and 490 lb⋅ft (664 N⋅m) at 3600 rpm of torque,[11][12] 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.[6] A short model year resulted in a disproportionately low production volume of
17,316, down nearly 60%.[13] Rare options: ZR1 special engine package (25), shoulder belts in convertibles
(475), LT-1 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.[6] 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 1971 Corvette Stingray Coupe
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 MYs, 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.[6] Rare options: ZR1 special engine package (8), ZR2 special engine package (12), LS6
425 hp engine (188), shoulder belts in convertibles (677).

1972 (Aug. 1971 prod) was the last model 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.[14] 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.[15] 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.[9] 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.[15] This was the beginning of a trend where Chevrolet restricted certain power
train choices to California 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,[16] and the
Stingray was no exception. It sold only 6,508 copies, amounting to 9% of the market, placing it number
three;[17] 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.[17] Rare options: ZR1 special engine package (20), shoulder belts with convertibles
(749), LT1 engine option (1,741).

1973–1974

Model year 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." [18] Indeed,
redesigned body mounts and radial tires did improve Corvette's ride,
and interior sound levels were reduced by 40%.[18] The chrome rear
bumper was essentially carried over from the previous year. However,
the chrome blade front bumper was dropped for the federally required
1973 Corvette Stingray Coupe 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.[6] 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[19] and ordered with nearly 20% of
the cars at a cost of $299.[6]

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.”[20]

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 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.[6] 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 of
the best Corvettes we've ever driven." It was also the year for the first Off Road Suspension RPO Z07
produced and today it is considered a very rare production Corvette as only 45 were produced.

For 1974, a new rear bumper

system replaced the squared
tail and chrome rear bumper
blades introduced in 1967
with a trim, tapering urethane
cover carrying an integral
license plate holder and
recesses for the trademark
round taillights. Underneath
1974 Corvette Stingray Coupe front sat a box-section aluminum 1974 Corvette Stingray Coupe Rear
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 more up-to-date than the 60's shape that it replaced with the vast
majority of enthusiasts embracing the new design. For the 1974 model only, casting limitations mandated left
and right bumper covers with a vertical center seam. The anti-theft alarm key activator was moved from the
rear panel to the front left fender. Tailpipes were now turned down as the new bumper cover eliminated the
tailpipe extensions.

Car and Driver magazine said: "...We think the front and rear together produce a 'molded' shape that speaks of
function rather than decor." Chevrolet commented on the new tailpiece in the '74 Corvette sales brochure:
“Take the styling. We wouldn’t just change it for the sake of change. But when we made the rear bumper
stronger, we made Corvette’s rear styling look different. And, we think better...”[21]

A 1974 Stingray equipped with the L48 195 hp (145 kW) small-block was capable of 0-60 mph in
6.8 seconds;[22] comparable to the 6.5 second time of the 1968 small-block rated at 300 hp (224 kW); proof
the 1972-74 Corvette engines had ample power regardless of reduced horsepower and net (bhp) ratings.[23]
The L-82 engine remained at 250 hp (186 kW) and the 454 cu in (7.4 L) LS4 dropped slightly to 270 hp
(201 kW).

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 (160 km/h). The L48 took 6.8 seconds to reach 60 mph (97 km/h), 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." [22]

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 8 inches (200 mm) to 10 inches (250 mm). 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.[24] 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 454 cu in (7.4 L) 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 1968-70 Chevelle, 1970 'Cuda, 1970 Challenger, 1966-67
Fairlane, 1968-70 AMX, 1970 Camaro Z28, 1968-70 GTO, 1968–69 Charger, and 1967-68 Mustang. The
big-block Corvettes were the only muscle cars produced after 1970 worthy of the list.[25]

1975–1977

The 1975 model was advertised as "a more efficient Corvette," [26] 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 1975 Corvette Stingray Convertible
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 165 hp (123 kW) and
the only remaining optional motor, the L-82, dropped an astonishing 45 hp (34 kW), managing to deliver
205 hp (153 kW). With no larger engine available, L-82 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 1968-82 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.[27] 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 L-82 engine in
a Corvette destined for California.[28]

Car and Driver recorded a respectable 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..." [29]

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 180 hp
(134 kW) for the base L-48 engine; 210 hp (157 kW) for the optional L-82. 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
1976 Corvette Stingray Coupe tires, as 86% of the cars were being delivered with the optional white
lettered tires.[15] A new rear nameplate for the rear bumper cover was
introduced, eliminating the individual "Corvette" letters used since
1968. An unwelcome 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
through 1979 models, limited to non-tilt wheel cars only. GM's "Freedom" battery, a new sealed and
maintenance-free unit, was now installed in all cars.[15] The rear window defroster option was changed from
the forced-air type of previous years to the new "Electro-Clear" defogger, an in-glass heated element type.[15]
Even without a convertible model, the Corvette still set new sales records.

Car and Driver recorded 6.8 second 0-60 mph times in both L-48 and L-82 4-speed equipped 1976 Corvettes.
The magazine ordered an L-48 4-speed for a 4,000-mile (6,400 km) road trip to Alaska. C&D summarized:
"The Corvette was a big hit–we expected and thoroughly enjoyed that–but we were surprised at how well it
withstood the ordeal...once we recovered from the trip we conceded that we'd developed new respect for a car
we'd long regarded as something of a put on. In every sense of the word, our Yukon Corvette proved to be
tough and we'd have to say that even the production versions impressed us as coming closer to being real
touring cars than we might ever have thought. There's a lot more sincere ring now to our stock answer to the
question, Why a Corvette?" [30]

1977 saw the steering column repositioned 2 inches (51 mm) 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 1977 Corvette Coupe
voltmeter.[31] 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.[6] Corvette's refinement as a touring sports car
continued as both power steering and power brakes became standard and new options included body-colored
sport mirrors, cruise control, and a new convenience group. Cruise control was only available on cars with
automatic transmissions. The convenience group included dome light delay, headlight warning buzzer,
underhood light, low fuel warning light, interior courtesy lights, and passenger side visor mirror. The black
exterior paint color returned (last offered in 1969).[6] Unchanged was the horsepower ratings for both base and
L-82 engines. Early in production, the engine paint color was changed from Chevy orange to Corporate blue.
The “Stingray” script, seen on front fenders since 1969 disappeared, but new cross-flags emblems began
appearing on fenders before the model year ended. Windshield posts were now painted black for a “thin pillar”
look and this was the final year of the "sugar scoop" tunneled roof-line and vertical back window.[32] 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
1978 Corvette Coupe Silver forward to cover the rear compartment to protect cargo and carpet
Anniversary edition against the unrelenting 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.[6] The optional convenience group, introduced the previous year, now included
intermittent (delay) wipers, floor mats, and the passenger side vanity mirror was an upgraded illuminated unit.
The quad headlights were changed from round to rectangular, and remained so for the rest of the generation's
run. The base L-48 engine generated 185 hp (138 kW); Those destined for California or high altitude areas
produced 175 hp (130 kW). Gone was the chrome-plated ignition shielding over the distributor, replaced with
a metal-lined black plastic unit. The single-snorkel air intake used since 1976 was changed to a dual-snorkel
set-up on L-82 equipped cars helping to boost that output to 220 hp (164 kW). L-82 engines were also now
fitted with an aluminum intake manifold which saved 24 pounds compared to the cast iron unit of previous
years. The Corvette converted to metric tires with the P225/70R15 as standard. Wider P255/60R15 tires were
available as an option and required fender trimming from the factory for clearance. The fuel tank capacity
increased from 17 gal to 24 gal on all cars. To make room for the larger tank, a smaller (P195/80D15) space
saver spare tire was utilized.

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. 6,502 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. Reviewers praised the car's classic strengths including its impressive straight-line numbers,
especially an L48/automatic's 7.8 second 0-60 mph time and top speed of 123 mph (198 km/h), 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.

Road & Track took a 1978 L82 to 60 mph (97 km/h) in just 6.6 seconds, 127 mph (204 km/h) flat out, and
covered the quarter-mile in 15.3 seconds at 95 mph.[33]

1979 saw the crossed-flag emblems on the nose and fuel door revert to those seen on the '77 model. Three
popular features introduced on the '78 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.[34] 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 L-82 equipped cars with air
conditioning.[35] Rocker panels and rear window trim were painted black.[32] Output for all engines increased
due to new "open flow" mufflers. The dual-snorkel air intake introduced on L-82 cars the previous year was
now fitted to all cars and the base engine now generated 195 hp (145 kW). The optional L-82 engine
increased to 225 hp (168 kW). This was the final year a manual gearbox could be ordered with the L-82
engine. This was also the last year for the M21 close-ratio 4-speed, a gearbox that, as in previous years,
required the optional L-82 engine.[15] A wide-ratio 4-speed was available for all cars. Noteworthy is that about
82% of the cars were ordered with manual transmissions in 1968. In '79, less than 20% of the cars were
delivered with manual gearboxes.[6] 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.[36]

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. L-82 emblems moved from the hood to the front fenders on
cars ordered with the optional high performance engine. This was the 1980 Corvette Coupe
finale for the L-82 Corvette emblem, now producing 230 hp
(172 kW) 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
85 mph (137 km/h), 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.[37] 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.[36] In line with further weight savings, the aluminum intake manifold associated with
L-82 engines since 1978 was now installed in all cars, as well as an aluminum lower alternator mounting
bracket replacing the cast iron piece used since 1972. For the first time, due to California emission
considerations, a unique engine application was installed in cars delivered to that state and was mandatory.
This motor was a 305 cu in (5.0 L) V8 engine rated at 180 hp (134 kW), fitted with new tubular 409 stainless
steel exhaust manifolds that were far lighter than the cast iron pieces they replaced, and mated to an automatic
transmission, also mandatory. The carburetor and ignition timing were controlled by Chevrolet's new
Computer Command Control system. The smaller displacement engine was not available in any other state.
California buyers were credited $50 as consolation but had to pay for the California emissions certification
which was $250. For comparison, the L-48 350 cu in (5.7 L) engine, standard in the other 49 states, was rated
at 190 hp (142 kW). The base price increased four times during the model year raising the cost of the car by
more than $1,200 to $14,345.24.[6]

In 1981, there was only one powerplant available, a 350 cu in (5.7 L) engine that, like the L-48 base engine
the previous year, produced the 190 hp (142 kW), but was now designated the L81. The motor was certified in
all states and available with manual or automatic transmissions. Chrome air cleaner lids and cast magnesium
valve covers dressed up all engines. The light weight 4 into 1 stainless steel exhaust manifolds and computer
control system introduced on the 305 cu in (5.0 L) California engines the previous year were now standard, as
was an auxiliary electric engine cooling fan. This, the last C3 available with a manual transmission, so
equipped, had a published 0-60 mph in 8.1 seconds. This model year was the first corvette to use a fiberglass
rear leaf 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 brand new optional ETR
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