Page 26 - EXPRESSautoz - August 26-September 1, 2013
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1 9 6 8 - ’ 7 2 C orvette stingray By MALCOLM GUNN
features continued to expand. By that time, air conditioning, power windows, tilt/ telescoping steering and AM/FM radios were becoming commonplace on sports cars, not just on more traditional modes of transportation. Although the new ’Vette’s interior was as space-age as its swoopy exterior, there were still a few bugs to be worked out. For one, the cockpit tended to trap an uncomfortable amount of engine heat, especially if a 454 resided under the reverse-tilt hood. Also, the Coke-bottle shape of the Corvette’s Ferrari-inspired design meant less hip and shoulder room compared to the previous car. There were also complaints that the new Stingray was rougher riding and that it had pronounced understeer (tendency for the front wheels to plow in a turn). True, the new model was a tad harsher over the rough stuff, but made up for it by being more agile in the corners. As for the understeer, Chevrolet actually revised the suspension for better control in hard cornering. One of the more interesting observations regarding the new Corvette was rapid turnaround in the model’s convertible sales. Before 1968, ragtop versions outsold hardtops by a large margin. By 1969, this trend had been reversed. The hardtop’s removable T-roof panels had something to do with this. The hardtop was also far less shake and rattle-prone, providing better handling and ride when compared to the convertible. By 1976, Corvette roadsters were no longer offered. Despite the new Corvette’s questionable practicality (there wasn’t even a glovebox), the 1968 through ’72 versions with raw power undiluted by emission controls, represented the pinnacle of sports-car performance combined with show-stopping looks. Post ’72 ’Vettes retained the 454 option for another couple of years before finally surrendering to the bureaucrats who controlled insurance premiums and smog regulations. The cars would also be saddled with mandated plastic-covered five-mph bumpers that the Corvette faithful claimed forever ruined the car’s good looks. But for four glorious and unbridled years, the Stingray completely ruled the road and induced mass automotive hysteria the world over.
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hen the third-generation Corvette made its debut in the fall of 1967, the world was speechless. And not necessarily in a good way. The tricked-out fibreglass-bodied twoseater with its bulging fenders, removable roof panels and elongated snout garnered a collected gasp of disbelief from just about anyone with a pulse. Some loved it, however, the new Stingray was received with mixed emotions by true ’Vette fanatics. After all, the previous-generation fiveyear-old Sting Ray (two words until 1968) had been far and away the most popular Corvette. Penned by General Motors styling guru Bill Mitchell, the earlier coupe and roadster had offered more power, panache and high style than anything else in Chevy’s stable. The purists, however, regarded the forthcoming 1968 version as nothing more than the outcome of GM’s misguided allegiance to planned obsolescence (a concept the company virtually invented back in the 1930s). Not that there weren’t some early clues that a revamp was on the way. In 1965, Chevrolet was flaunting its Mako Shark concept vehicle at various key auto shows. As it turned out, it was only a mildly exaggerated version of what would become the real-deal third-generation Corvette. Chevrolet managed to allay the fears of most Corvette purists by maintaining a potent engine lineup. Available in 400, 430 and 435-horsepower dosages, the top-of-the-line 427cubic-inch V8 had a reputation for being unruly, uncivilized and unbelievably quick. Charming, indeed. The L71 triple-carburetor setup, in particular, could reach 60 mph (96 km-h) from rest in about 5.5 seconds and produce quarter-mile burns that would still be considered quick by today’s standards. For those with a bit less high-test fuel in their veins, the Corvette offered the triedand-true 327-cubic-inch V8. The following year, the 327 was replaced by the new-for’69 350-cubic-incher. Within a year of its introduction, the 350 became the powerplant of choice for the vast majority of buyers. In a continuing evolution of the marque, the 427 was replaced by the big-bore 454 cubic-inch engine in 1970. This larger and more tractable mill punched out between 390 and 460 horsepower (depending on the version) and could reel off lightning-quick acceleration times equal to the more racebred 427. All engines could be matched to fourspeed manual transmissions, or threespeed automatics. As part of the Corvette’s continuing evolution, the list of standard and optional
On its own, the new Stingray for ’68 was a dazzling car and a stunning show piece. Oddly, not everyone — especially Corvette enthusiasts of the day — saw it that way.
Oddly, the convertible was not as popular as the hard top, a reversal in the trend from the previousgeneration Corvette.
Malcolm Gunn is a feature writer with Wheelbase Media. You can email him by logging on to www.shiftweekly.com and clicking the contact link. Wheelbase Media provides automotive news and lifestyles to newspapers across North America.
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