Post by ferrari512s on Apr 6, 2014 0:08:24 GMT -5
1968 Chevrolet Corvette - Third Generation-C3 (1968–1982)
After researching various articles on this third generation Chevrolet Corvette I've come to conclude it was met with mixed reviews.
The 1968 Corvette would prove to be nearly as controversial as the times themselves.
The so-called "Shark" generation was a very different sort of sports car than its predecessors.
What was a dual-purpose race-and-ride machine had evolved into more of a plush and powerful boulevard cruiser.
Critics would blast the initial C3 offering for its excessive styling, increased bulk, and carryover platform -- it certainly was not the substantial leap forward Corvette fans had hoped for.
The redesigned 1968 Corvette was welcomed with mixed reviews.
The third-generation Corvette suffered from development problems and introduction was postponed from 1967 to 1968. It was probably just as well.
Although the government's first safety and emissions standards took effect nationwide with the '68 model year, Chevy would doubtless have seen to it that the engineering of an all-new 1967 model reflected the new standards.
As it was, the delay took some of the pressure off of harried engineers.
As was the case with the first Sting Ray, powertrains for the new 1968 model were largely retained from the previous generation.
The one significant exception was substitution of GM's new three-speed Turbo Hydra-Matic transmission for the old two-speed Powerglide automatic.
Elsewhere, the car's battery was relocated behind the seats to improve weight distribution and to provide added under-hood room.
Side vent windows were eliminated in favor of a new fresh-air "Astro Ventilation" system.
Shoulder belts, previously an added-cost option, were included at no charge on coupes.
Other new features for 1968 accentuated the Corvette's GT leanings, and included an electric rear-window defroster, speed warning indicator, AM/FM stereo radio, and a futuristic fiber-optic light monitoring system.
Higher spring rates were calculated to reduce fore/aft pitching, especially under hard acceleration.
This also served to lower the rear roll center and was nicely complemented by newly standard seven-inch-wide wheels, an inch broader than before, wearing low-profile F70 × 15 tires.
With these modifications and the resulting wider track dimensions (now 58.7/59.4 inches front/rear), the 1968 Corvette hugged the pavement even better than the Sting Ray, though at the expense of a perceptibly harsher ride.
To many, the 1968 Corvette's styling was excessive and bloated (its weight had ballooned by some 150 pounds), and the car was criticized for abandoning its sports-car purity.
The car was also given low marks in the press for its scarce luggage space, awkward ingress/egress, and poor instrument placement, and reviewers found the car's new interior ventilation system to be lacking.
The Corvette's fit and finish and overall build quality were judged to be abysmal, and even the new T-top was greeted with lukewarm response.
Still, the motoring press thought highly of the latest Corvette's straight-line performance, though some felt the big 435-horsepower 427 was too brutish a beast, though the 300- and 350-bhp small-blocks impressed as much as ever.
The Muncie four-speed manual transmission and the new Turbo Hydra-Matic also garnered praise.
As for handling, the press seemed to like the skidpad and slalom numbers they got but not the way the car felt generating them.
Several complaints were made about the harder ride, and nobody much liked the power steering and brakes.
For the 1968 Corvette, the optional automatic transmission switched from elderly two-speed Powerglide to the three-speed Turbo Hydra-Matic.
Despite its flaws, the 1968 Corvette remained an exhilarating ride.
It had plenty of power even in small-block form, and its all-independent suspension, if not exactly state-of-the-art, was certainly more than adequate.
Testing a 350-bhp 327 roadster with the four-speed and 3.70:1 final drive, Road & Track reported a top speed of 128 mph, a standing quarter-mile of 15.6 seconds at 92 mph, and 0-60-mph acceleration of 7.7 seconds.
Fuel economy, however, was pegged at 11-15 mpg for a cruising range of only 220-300 miles from the 20-gallon tank.
Big-block cars were even thirstier -- but faster, of course.
Car and Driver, running a 400-bhp 427 coupe, hit 60 mph in 5.7 seconds and posted a 14.1-second quarter mile at a blazing 102 mph.
The car's paltry cruising range couldn't really be considered as much of a liability, however, since with only 6.7 cubic feet of cargo space available, the car wasn't exactly outfitted for long-distance driving.
Further, a newly tighter cabin included accordingly tighter seats with fixed backrests raked much farther back than in the Sting Ray to accommodate the Shark's two-inch lower roofline.
The resulting laidback stance conspired with a high cowl to give the impression of being in a bathtub.
A long, low nose that disappeared somewhere near the horizon made parallel parking an adventure.
Yet for all the problems and poor reviews, more people bought Corvettes than ever before.
Model-year sales set a new record at 28,566 units, some 5,000 up on the final Sting Ray.
Part of this was due to prices that remained competitive at $4,320 for the ragtop and $4,663 for the coupe.
Reflecting its popularity, the new Corvette was chosen Best All-Around Car in Car and Driver's annual reader's poll.
Note, the 1967 Sting Ray had been likewise honored, as well as Best Sports/GT Car Over 3000cc.
The third generation Corvette C3 (1968–1982), patterned after the Mako Shark II concept car, was introduced for the 1968 model year and was in production until 1982.
C3 coupes featured the first use of T-top removable roof panels.
It introduced monikers that were later revived, such as LT-1, ZR-1, and Collector Edition.
In 1978, the Corvette's 25th anniversary was celebrated with a two-tone Silver Anniversary Edition and an Indy Pace Car replica edition of the C3.
This was also the first time that a Corvette was used as a Pace Car for the Indianapolis 500.
Engines and chassis components were mostly carried over from the C2, but the body and interior were new.
The 350 cu in (5.7 L) engine replaced the old 327 cu in (5.36 L) as the base engine in 1969, but power remained at 300 bhp (224 kW).
1969 was the only year for a C3 to optionally offer either a factory installed side exhaust or normal rear exit with chrome tips.
The all-aluminum ZL1 engine was also new for 1969; the special big-block engine was listed at 430-hp (320 kW).
However, it was reported to produce 560 hp (420 kW) and propelled a ZL1 through the 1/4 mile in 10.89 seconds.
There was an extended production run for the 1969 model year due a lengthy labor strike, which meant sales were down on the 1970 models, to 17,316.
1970 small-block power peaked with the optional high compression, high-revving LT-1 that produced 370 bhp (276 kW).
The 427 big-block was enlarged to 454 cu in (7.44 L) with a 390 bhp (291 kW) rating.
The ZR-1 special package was an option available on the 1970 through 1972 model years, and included the LT-1 engine combined with special racing equipment.
Surprisingly there were only 53 ZR-1's were built. So if you happen to own one today you are quite fortunate.
In 1971, to accommodate regular low-lead fuel with lower anti-knock properties, the engine compression ratios were lowered which resulted in reduced power ratings.
The power rating for the 350 cu in (5.7 L) L48 base engine decreased from 300 to 270 horsepower and the optional special high performance LT1 engine decreased from 370 to 330 horsepower.
The big-block LS6 454 was reduced from 450 to 425 bhp (317 kW), though it was not used in Corvettes for 1970; it was used in the Chevelle SS.
For the 1972 model year, GM moved to the SAE Net measurement which resulted in further reduced, but more realistic, power ratings than the previous SAE Gross standard.
Although the 1972 model's 350 cu in (5.7 L) horsepower was actually the same as that for the 1971 model year, the lower net horsepower numbers were used instead of gross horsepower.
The L48 base engine was now rated at 200 bhp (150 kW) and the optional LT1 engine was now rated at 270 bhp (200 kW).
1974 models had the last true dual exhaust system that was dropped on the 1975 models with the introduction of catalytic converters requiring the use of no-lead fuel.
Engine power decreased with the base ZQ3 engine producing 165 bhp (123 kW), the optional L82's output 205 bhp (153 kW), while the 454 big-block engine was discontinued.
Gradual power increases after 1975 peaked with the 1980 model's optional L82 producing 230 bhp (172 kW).
Styling changed subtly throughout the generation until 1978 for the car's 25th anniversary.
The Sting Ray nameplate was not used on the 1968 model, but Chevrolet still referred to the Corvette as a Sting Ray; however, the 1969 (through 1976) models used the "Stingray" name as one word, without the space.[36] In 1970, the body design was updated including fender flares, and interiors were refined, which included redesigned seats,and indication lights near the gear shift that were an early use of fiber optics .
Due to government regulation, the 1973 Corvette's chrome front bumper was changed to a 5-mile-per-hour (8 km/h)system with a urethane bumper cover.
Sources
auto.howstuffworks.com/1968-corvette.htm
shed.robhealey.com.au/cars/custom-corvette/
1968 Corvette Die-cast
Hot Wheels released the "Custom" Corvette in 1968. Various stories were told this was released before the 1968 Corvette hit the showrooms. Regardless if this hype the car was extremely popular with die-cast collectors.
This diecast 1968 Corvette was released from the RLC.
The original Hot Wheels release in 1968.
More recent releases of the Corvette are shown below.