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Oldsmobile 442 history

The Oldsmobile 442 (pronounced four-four-two) was a muscle car produced by the Oldsmobile division of General Motors. It was introduced as an option package for F-85 and Cutlass models sold in the United States beginning with the 1964 model year. It became a model in its own right from 1968 to 1971, then reverted to an option through the mid-1970s. Oldsmobile revived the name in the 1980s on the rear-wheel drive Cutlass Supreme and early 1990s as an option package for the new front-wheel drive Cutlass.

Contents [hide] 1 History 1.1 1964 1.2 1965 1.3 1966 1.4 1967 1.5 1968 1.6 1969 1.7 1970 1.8 1971 1.9 1972 1.10 1973 1.11 1978 1.12 1979 1.13 1980 1.14 1985-1989 1.15 1990-1991 2 Origin of the 442 name 3 442 in Song 4 References 5 External links

[edit] History

First generation

Production	1964-1967
Assembly	Lansing, Michigan Framingham, Massachusetts Arlington, Texas Kansas City, Kansas Fremont, California Linden, New Jersey
Platform	A-body
Engine(s)	330 CID V8 400 CID V8
Transmission(s)	4-speed manual 3-speed manual 2-speed automatic

[edit] 1964

The 442 was born out of the competition between Pontiac Division and Oldsmobile. It began as a hasty response to the Pontiac Tempest GTO, which had proved to be an unexpected success midway through the 1964 model year. It was created by performance enthusiast and Oldsmobile engineer John Beltz (also responsible for the Toronado), aided by Dale Smith and Olds Chief Engineer Bob Dorshimer.^[1]

Because of its late introduction (some three-fourths of the way through the model year) and the ambiguous nature of the GTO — which was technically a violation of GM policy limiting intermediate models to 330 in³ (5.4 L) — the Olds offering was a conservative package. Technically the “B09 Police Apprehender” option, it used the four-barrel carbureted 330 in³ (5.4 L) V8 with heavy-duty valve gear, posi trac, and a hotter camshaft, raising rated (SAE gross) output to 310 hp (231.3 kW) at 5200 rpm. Torque remained 355 lb·ft (481 N·m), although the torque peak rose from 2800 rpm to 3600 rpm. The package also included a stiffened frame, boxed rear suspension control arms, a heavy duty clutch and four-speed manual transmission, a heavy duty driveshaft, oversized brakes and the heavy-duty police-package suspension, with heavy duty wheels, higher-rate coil springs front and rear, heavy-duty shock absorbers, a larger front anti-roll bar, and an additional rear anti-roll bar.

The package was dubbed 4-4-2 based on its combination of four-barrel carburetor, four-speed transmission, and two exhausts. Priced at $285.14, it was available on any F-85 or Cutlass model except the station wagon, although most were Cutlass hardtop coupés (Oldsmobile archives indicate that approximately 10 four-door sedans were built with the B09 option).

Motor Trend tested an early 4-4-2 and found that the 3,440-lb (1,560 kg) car would run 0-60 mph (0–96 km/h) in 7.5 seconds, the standing quarter mile in 15.5 seconds at 90 mph (140 km/h), and reached a top speed of 116 mph (185.6 km/h). A total of 2,999 were sold.

[edit] 1965

With the GTO receiving GM corporate sanction, Oldsmobile followed suit with a big-engine 442. The B09 option was renamed 442 and the price was lowered to $190.45 for F-85s and $156.02 for Cutlasses. The new 400 in³ (6.6 L) engine became standard, and the definition of “442″ was restated as 400 cubic inches, 4 barrel carburator (a 515 cfm Rochester 4-Jet),^[2] 2 exhausts. (However, this was not always true to each vehicle due to the options available.) Output for the big engine rose to 345 hp (257 kW) and 440 lb·ft (597 N·m). The standard transmission became a three-speed manual with the four-speed as an option, and Oldsmobile’s two-speed Jetaway automatic transmission was added as an alternative. The ’65 was the first 442 to use a Hurst shifter, which was included when the HD 3 speed manual transmission was ordered. The heavy duty 3 speed was a mid year introduction and used a floor shifter, unlike the early 3 speed that used a column shifter.

Other touches added to the ’65 were chrome body side scoops adorned with 442 badging, chambered dual exhaust pipes, chrome single snout air cleaner, and 442 badging on the dash. Late in the year option N98 was added, which were chrome reversed 14 in × 6 in (360 mm × 150 mm) wheels. It also offered standard bucket seats^[3] and a 6,000 rpm tachometer, mounted in the console, more as decoration than for usefulness.^[4]

Modern Rod tested a 1965 F85 442 with the four-speed manual, slicks, and headers and obtained a quarter mile acceleration of 13.78 seconds at 102.73 mph (165 km/h); Car Life‘s automatic ’65 ran the quarter mile in 15.5 seconds at 89 mph (143 km/h), with a 0 to 60 time of 7.8 seconds. Offered in four body styles, sales rose to 25,003, including 3,468 convertibles.^[5]

[edit] 1966

The 1966 442 shared a modest facelift with other Cutlasses. Its major news was the addition of two new optional engines: the L69, with three two-barrel Rochester 2GC carburetors on a progressive linkage, rated at 360 hp (268 kW) and 440 lb·ft (597 N·m) of torque, which was priced at US$264.54,^[6] an[d the rare W30. The standard engine, now dubbed L78, was rated 350 hp (261 kW)/440 ft·lbf with a single four-barrel carburetor.

The W30 engine added an outside-air induction system (admitting cool air to the carburetors via tubing from the front bumper) and a hotter cam, rated—or, more likely, underrated—the same as the L69. The battery was relocated to the trunk to make room for the air hoses, which prevented the package from being ordered on convertible models. Only 54 W30s were built by the factory, although an additional 97 were produced for dealer installation.

Hurst shifters were now standard equipment with floor-mounted manual transmissions including the optional heavy-duty three-speed, M-20 wide-ratio four-speed or M-21 close-ratio four-speed. The standard transmission was a three-speed manual with column shift and the two-speed Jetaway automatic with switch-pitch torque converter was optional.The standard 350-horsepower 400 engine could be ordered with any of the four transmissions, while only manual transmissions could be ordered with the L69 three two-barrel option.

Inside, a revised instrument panel featured two round pods for the speedometer and other instruments, replacing the horizontal sweep speedometer of 1964-65 models, but the rest of the basic dashboard designed was unchanged. F-85 models had base interiors with bench seats and rubber floor mats while the more lavish Cutlass versions came with full carpeting and featured Strato bucket seats of a new design with higher and thinner seat backs, or a no-cost bench seat option.

Car Life tested an L69 442 with four-speed transmission and obtained a 0-60 time of 6.3 seconds and a quarter mile of 14.8 seconds at 97 mph (156 km/h). Motor Trend's similar test car ran 0-60 in 7.2 seconds, with a quarter mile time of 15.2 seconds at 96.6 mph.

Production slumped to 21,997. The 442 still constituted only about 10 percent of Cutlass sales, whereas Pontiac's GTO represented nearly a third of all Tempests sold.

[edit] 1967

For 1967 the 442′s styling and base engine remained the same, save for an increase in intake valve size to 2.067 from 1.99. but the automatic three-speed Turbo-Hydramatic with Switch Pitch became available, replacing the two-speed Switch Pitch Jetaway, as was the case with the mid-sized muscle cars from other GM divisions (Pontiac GTO, Chevrolet Chevelle SS396, and Buick GS400). The heavy-duty floor-mounted three-speed manual transmission was now standard with the Muncie M-20 and M-21 four-speeds optional, all with Hurst shifters. Front Disc brakes were a new option this year.

A GM policy decision banning multiple carburetors for all vehicles except the Corvette saw the demise of the L69 with its triple carburetors. The W30 remained available, although the four-barrel Quadrajet carburetor replaced the J-2 triple two-barrel setup. New red plastic inner fender liners became part of the W30 package. 502 factory W30 engines were built to meet NHRA homologation rules, along with an unknown number of dealer-installed packages. 4-way emergency flashers became standard as it did on all new GM models for 1967.

Cars tested a W30 442 with close-ratio four-speed and 4.33 rear axle (a dealer-installed only option),^[7] obtaining a quarter mile of 14.1 seconds at 103 mph (166 km/h) in completely stock form. 0-60 times were between 6.5 and 6.7 seconds.

Unlike in previous years which the 4-4-2 option could be ordered on either baseline F-85 or upscale Cutlass models, the 1967 4-4-2 package was based on the top-line Cutlass Supreme series including the sport coupe (with center post), Holiday hardtop coupe and convertible. Standard equipment on all models included Strato bucket seats or no-cost notchback bench seat, full carpeting, expanded Morocceen vinyl upholstery, heavy-duty suspension with rear sway bar, and wide-oval tires.

Production rallied somewhat from the previous year, rising to 24,833.

[edit] 1968

Second generation

Production	1968–1971
Assembly	Lansing, Michigan Framingham, Massachusetts Arlington, Texas Kansas City, Kansas Fremont, California Linden, New Jersey
Platform	A-body
Engine(s)	455 in³ V8 400 in³ V8
Transmission(s)	four-speed manual three-speed manual three-speed automatic
Wheelbase	112.0 in (2845 mm)

The 442 became a separate model from 1968 through 1971. The wheelbase was 112 in, and over 33,000 were sold for 1968. Despite the engine displacement staying at 400 in³, the engine was based on the new 455 cranktrain (4.25 stroke) and the bore decreased (to 3.87). Torque now came at 3000–3200 rpm as opposed to the early 400′s 3600 rpm peak, mostly due to a milder base cam grind. Car Life tested a 1968 442 with a 3.42:1 rear axle ratio and Hydramatic and attained 0–60 times of 7.0 seconds, and a quarter-mile time of 15.13 seconds at 92 mph (148 km/h). Top speed was reported as 115 mph (185 km/h). The base motor was still rated at 350 hp (261 kW), but only with the standard three-speed and optional four-speed; automatics were rated at 325 hp (242 kW). W-30s were rated again at 360 hp (268 kW). Car Life also tested a four-speed W-30 with 4.33 rearend gears and recorded a 13.3 at 103.30 mph (166.2 km/h), which shows the long stroke did not affect actual performance although long term durability at high (6000 plus) engine speeds might be affected.

All standard 1968 442 engines are painted a bronze–copper color, as with the 1967s, topped with a fire-red air cleaner. W-30 option cars were equipped with Ram Air intake hoses leading from a chrome-topped dual snorkel black air cleaner to special under-bumper air scoops and set off by bright red plastic fender wells. In addition, a Turnpike Cruiser option was made available with a two-barrel carburetor; this was previously available on the Cutlass Supreme for 1967. 1968 was the first year for side marker lights and the last year for vent windows on hardtops. 442s for ’68 had unique rear bumpers, with exhaust cutouts and special exhaust tips.

It was in 1968 that Oldsmobile first partnered with Hurst Performance Research Corporation to create the Hurst/Olds rather than just adding Hurst shifters as with earlier models. The limited regular production run of 515 Hurst/Olds (459 Holiday Coupes/56 Sport Coupes) started out as regular 442s, but were treated to numerous distinct enhancements, both cosmetic and mechanical. All cars were painted Peruvian Silver (a Toronado color) with liberal black striping and white pinstripes, exterior and interior H/O badging (unique to ’68), and a real walnut wood dash insert. Mechanically, the cars left the factory with two drive train combinations. Red 455 in³ engines were backed by modified W-30 Turbo 400 automatic transmissions. A/C cars got a W-46 engine with a 3.08:1 rear while non-A/C cars got a W-45 engine with a 3.91:1 rear. While both engines were rated at 390 hp (291 kW), the W-45 engine received the cylinder heads from the W-30 and the camshaft from the W-31, making it more suitable for higher rpms. All cars came with bucket seats and a Hurst Dual-Gate shifter in a mini-console. Also standard were numerous regular 442 options such as disc brakes, heavy duty cooling, and FE2 suspension. They shared the red fender wells and ram air setup with the W-30. Popular, but not standard, additional options included the tic-toc-tach and wood-grained steering wheel.

Performance for the 1968 Hurst/Olds (390 hp): 0–60 in 5.4 sec, 1/4 mile in 13.9 sec @ 103 mph. ^[8]

[edit] 1969

1969 442s were very similar to the 1968 except the tooth in the grill, the tail lights, the place of the ignition, the key, headlight setup, and paint scheme. Changes to the engine and drivetrain were minimal, but the Turnpike Cruiser option was deleted. However, another hi-po engine was offered. Called the W-32, it came with the Forced Air Induction plumbing found on the W-30s, but it had a milder cam like the base engine. It was only available with an automatic, and 297 were built, including 25 sport coupes and convertibles each. The Hurst/Olds returned, with a new regal gold and white color scheme, outrageous hood scopes and the 455 cid V8 that was detuned slightly from 1968.

Performance for the 1969 Hurst/Olds(380hp): 0-60 in 5.9 sec, 1/4 mile in 14.03 sec @ 101 mph.^[8]

[edit] 1970

1970 Oldsmobile 442 with W-25 ram-air option.

1971 Oldsmobile 442 convertible

1970 saw the introduction of the Olds 455 V8 as the standard 442 engine. Magazine ads using an offbeat mad scientist trumpeted “Dr. Olds introduces as large a V-8 as ever bolted into a special-performance production automobile!” Output was 365 hp (272 kW) and 500 lb·ft (680 N·m), with a 370 hp (276 kW) W30 option available. The 365 and 370 hp (272 and 276 kW) power ratings were conservatively underrated at a lower rpm. Both engines are believed by some to produce 410 to 420 hp (306-313 kW). It was the pace car at the Indianapolis 500 race in 1970, along with the Cutlass Supreme. Motor Trend praised the 442, stating that “it’s probably the most identifiable super car in the GM house”.

In addition to the standard 442 offerings, W-30s received a W-25 fiberglass OAI (Outside Air Induction) hood to replace the bumper scoops that were on the 68 and 69 W-30s, an aluminum intake manifold, special camshaft, cylinder heads, distributor, and carburetor.

Motor Trend tested a 442 W-30 with a 4-speed manual transmission and 3.91:1 rear gears, clocking a quarter mile time of 14.2 seconds @ 102 mph (164 km/h). However, Motor Trend noted that Oldsmobile engineers had earlier posted a best of 13.7 seconds on the same test car with a fresh tune.

1970 Model Year Spotting Tips: Horizontal bars on silver grille, square parking lights in front bumper, vertical tail lights.

[edit] 1971

The 1971 442 was available in a hardtop coupe and convertible body type. The sport coupe disappeared for the first time since 1964, only to return in 1972. Engine output was down for 1971 due to a lower compression ratio (8.5:1), which affected all of GM’s engines. The base 455 was rated at 340 hp (254 kW), with the W-30 achieving a rating of 350 hp (261 kW).

Quarter mile performance as reported by Road Test magazine was 15.2 seconds @ 99 mph (159 km/h), and 0-60 in 8.9 seconds, using the TH400 automatic transmission.

1971 Model Year Spotting Tips: Black grille with silver surround, silver headlight bezels, round parking lights in front bumper, horizontal tail lights.

[edit] 1972

The 442 name reverted to an appearance and handling option package (option code W-29) in 1972 on the Cutlass Holiday coupe, Cutlass S sport coupe and Holiday coupe, and Cutlass Supreme convertible. The W-29 option was not available on Cutlass Supreme notchback hardtops. This package, which carried a sticker price of $29, consisted of the “FE2″ suspension upgrades (heavy duty springs & shocks, front and rear sway bars, boxed lower rear control arms, and 14- by 7-in [356- by 178-mm] wheels), side striping, fender and decklid badging, faux hood louvers, and a unique grille. The rear bumper sported cutouts for exhaust tips, but only when paired with the optional L75 455 in³ V8 in place of the standard Oldsmobile 350 V8.

442′s could be ordered with the additional W30 option, which included the still-potent L77 455 engine, which produced 300 hp (220 kW) and 410 lb·ft (556 N·m)s of torque and incorporated low-restriction dual exhausts. Other notable components included a lightweight aluminum intake manifold, the W25 fiberglass ram-air hood, anti-spin differential with 3.42:1 gears (3.73:1 available), and heavy duty cooling. Due to the low-vacuum at idle, air conditioning was not available, and power brakes were only available with an automatic transmission. Only 113 W30 convertibles and 659 W30 coupes were made in 1972, making this a very rare option.

A special edition Hurst/Olds paced the Indy in 1972.

1972 Model Year Spotting Tips: Silver grille with black surround, black headlight bezels, round parking lights in front bumper, 3-section horizontal tail lights.

[edit] 1973

Originally expected to debut for the 1972 model year, the introduction of the new “Colonnade” body style was delayed until 1973 due to an auto workers strike in 1972. The body was redesigned to feature massive 5-foot (2 m) long doors and energy absorbing bumpers. The rear windows were fixed and the roof was reinforced in anticipation of roll-over standards being imposed by the government. These cars were a few hundred pounds heavier and slightly larger than the 1972′s.

Consistent with 1972, the 4-4-2 option remained a handling and appearance package, code W-29, and was available on the Cutlass and Cutlass “S”. It consisted of a faux louvered hood, FE2 suspension, specific grilles, emblems and stripes. Items such as dual exhaust and super stock wheels had to be ordered à la-carte. This was all part of the industry-wide weaning of U.S. consumers from large, powerful cars.

Officially, the W-30 was not available, but the 1972 “V” code 455 was there, but only with the 4-speed wide-ratio M-20 transmission. 1973 was also the last year of the manual transmission in the Olds “A” body. The “V” code produced 270 net HP, the “U” code 455 AT produced 250 hp (186 kW), while the “K” code 350 single exhaust produced 180 hp (134 kW) and the “M” code 350 with duals produced 200 hp (150 kW). Positraction rear ends, axle ratios, gauges, Super Stock wheels, HD cooling and many sport type options were available, but had to be ordered. The “V” code engine was also available in the Hurst/Olds without A/C,code W-46,the W-45 “U” code was standard with A/C. Both versions used the Turbohydramatic 400 transmission.

Engines:

• 1972 L32 350 in³ 2-barrel V8, (160 hp and 275 lb·ft (373 N·m) in 1972) [H or J in VIN]
• 1972 L34 350 in³ 4-barrel V8, (180 hp and 275 lb·ft (373 N·m) in 1972) [K in VIN]
• 1972 L34 350 in³ 4-barrel V8 w/N10 dual exhaust, (200 hp and 275 lb·ft (373 N·m) in 1972) [M in VIN]
• 1972 W30 455 in³ 4-barrel V8, (300 hp and 410 lb·ft (556 N·m) in 1972) [X in VIN w/ TH400 and M20]
• 1972 L75 455 in³ 4-barrel V8, (250 hp w/ TH400 and 370 lb·ft (502 N·m) in 1972) [U in VIN]
• 1972 L75 455 in³ 4-barrel V8, (270 hp w/ M20 and 370 lb·ft (502 N·m) in 1972) [V in VIN] – used 2.07 valves and W30 automatic camshaft
• 1973-1976 231 in³ V6
• 1973-1976 455 in³ V8
• 1973-1978 350 in³ V8
• 1976-1978 260 in³ V8
• 1977-1978 403 in³ V8 (185 hp and 320 lb·ft (434 N·m) in 1977)

[edit] 1978

Another limited-edition 4-4-2 model was offered from 1978 through 1980 on the downsized A-body Cutlass introduced for the 1978 model year. Engines varied from a base 3.8L V6 to a 305 4bbl. There was no 350 available to any 4-4-2 offered in 1978 or 1979. Oldsmobile 350 in³ V8. A special-edition Hurst/Olds was also offered in 1979.

The 1978-9 version of the 442 was an option package on the semi-fastback “Aeroback” Oldsmobile Cutlass Salon, which was the lower-trim version of the best-selling Cutlass model range. It was offered with all powertrains available, including the 231 c.i.d., 2V V6, the 260 c.i.d. 2V V8, and 305 c.i.d. 2V (1978) or 4V (1979) V8s. Transmissions offered were 3-spd automatic with all engines, 5 spd manual with the 260 V8 and a 4 spd Saginaw manual with the 305 V8.

Distinctive trim elements included contrasting striping along the rocker panels and lower doors, over both wheel wells, badging on the rear trunk, and interior emblems. All other options offered on the Cutlass Salon were available with the 442 option package.

[edit] 1979

Oldsmobile issued a limited edition “Hurst/Olds” model, based on the notchback Cutlass Calais and featuring the 350 c.i.d. 4V V8 found in the larger Delta 88 and Ninety-Eight models, coupled with a 3 spd automatic transmission. Available only in gold over white or gold over black paint,with gold cloth or vinyl upholstery, only about 2,000 units were produced.

[edit] 1980

The 442 model moved to the notchback Oldsmobile Cutlass Calais to return to its roots as a performance car as it had a larger 350 V8 engine not available on other Cutlass models. It included W-30 badging on the front fenders above the side marker lights, with less dramatic graphics. Otherwise, the cars shared identical powertrain,(minus the Hurst Shifter), with the ’79 H/O. Also available only in gold over white or gold over black paint, a total of 886 were built, 540 in Black, and 346 in White. The MSRP price of a Cutlass Calais in 1980 was $6,919.57. Option W-30 4-4-2 Appearance and Handling Package cost $1,255.12. This package consisted of: Gold Accent Paint Scheme (Y71), Painted Grille Face, Applique Pillar Molding, Aluminum Sport Wheels, “W-30″ Decals on Front Fender, Tail Lamp Bezel and Rear Window Molding to Match Body Color, “442″ Emblem on Sail Panel and Deck Lid, Engine 5.7 Liter (350 CID) V8, 4-bbl (L34), Sport Console (D55), Rallye Suspension Package (FE2), Tires P205/70R14 Steel Belted Radial Ply Blackwall with Raised White Letters (QFV) and Digital Clock (UE8). The W-30 4-4-2 option was not available in California. A sample of included options: Interior color: Camel Tan with both fabric and/or vinyl,as well as White Vinyl,(Black could be ordered for Black/Gold cars), Custom Steering Wheel (NK3), Tilt Column (N33), Gauge cluster, AM/FM 8-Track Radio (UM2), Cruise Control (K30), Delay Winshield Wipers (CD4), Tempmatic Air Conditioning (C65), Dual Remote Mirrors, 442 Door Panel Emblems, Rear Window Defogger, 6-Way Power Left Bucket Seat (AC3). The 350,(Vin “R”, engine code tag “AR”), 3A heads, 4-bbl M4MC Rochester Carb, 8.5:1 compression, 170 hp@3800 and 275 torque@2000. Turbo-Hydromatic 350 Transmission (Code “LJ”, special W-30 application). Code “AB” non-locking 2.73 rear axle. A cross-flow muffler gives a “factory” dual exhaust appearance.

The 442 option was not available 1981-1984, but the Hurst/Olds returned for 1983 and 1984.

[edit] 1985-1989

1986 Oldsmobile 442

The 442 name was revived in 1985 on the rear-wheel drive G-body Oldsmobile Cutlass Supreme. The name was now defined as referring to the car’s 4-speed 200r4 automatic transmission, 4-barrel carburetor, and 2 exhausts. This W42 model replaced the 1983 and 1984 Hurst/Olds model and used the same 5.0 L LG8 V8. The shifter was mounted on the floor in a console between the front seats, and the upgraded F41 suspension package was included. 3,000 were produced in the first year, and all were sold quickly. 4,273 were produced for 1986, and 4,208 were made in 1987.

The 1984 Hurst/Olds and 1985-87 442 were equipped with an 8.5″ GM corporate differential usually with a 3:73 ring and pinion gear. Rather than using the weaker 7.5″ rear differential found in the Monte Carlo SS, these models used the same stout unit found in the Buick Grand National.

The 1983-84 Hurst/Olds and 1985-87 442′s are distinguishable by there being a “9″ as the engine code found in the 8th character of their VIN’s. These were the only models to get the hotter VIN 9 307 cubic inch engine, and it was the only engine available. From 1983-1985, this engine was flat-tappet valvetrain, and rated at 180 hp/240 ft·lbf torque. In 1986, the 307 engine received a roller-camshaft valvetrain and new swirl-port heads to improve economy and low-end torque. HP dropped to 170, with torque climbing to 250. The 1985 442 used an OZ code THM 200-4R transmission.

[edit] 1990-1991

The final use of the 442 name was on the Quad 442 front-wheel drive 1990-1991 Cutlass Calais. This model used a 2.3 L LG0 Quad-4 4-cylinder engine with 4 valves per cylinder and 2 camshafts. The engine was tuned with higher output camshafts which produced more top end power at the expense of idle quality. It used a single exhaust with a dual tipped muffler and produced 180 hp (134 kW) with a 5-speed manual transmission.

This version of the 442 also played upon the “W-30″ option code used in past versions of the 442, the exception being that this model used the option code “W-40″. A low production, late 1991 model year version used the option code “W-41″; the key differences of “W-41″ package was a 190 hp (142 kW) engine with a different geared 5 speed transmission.

This 442 model lasted just two years.

Production totals:

1990 “W-40″ = 2629

1991 “W-40″ = 1160

1991 “W-41″ = 204

It is worth mentioning that inside GM literature referred to the 1992 & 1993 Oldsmobile Achieva SCX as a 442, but no GM press literature mentions anything to this effect.

The 1992-1993 Achieva SCX used the exact same ‘W41′ drive train as the very limited production 1991 442-W41.

The 1993 Achieva SCX was the final production Oldsmobile vehicle that in any way shape or form was affiliated with the ’442′ moniker.

[edit] Origin of the 442 name

A common misconception is that designation “442″ referred to the displacement of the engine in cubic inches. The name 4-4-2 came from the attributes of the 1964 model:

1964 (Original meaning)
4: Four Barrel Carburetion
4: Four On the Floor
2: Dual Exhausts

1965 (First year of automatic and three speed manual transmission option on 442)
4: 400 Cubic Inch Displacement
4: Four Barrel Carburetion
2: Dual Exhaust

With the 4-4-2 moniker established, later editions did not officially follow any adherence to features stemming from the numerals “4-4-2″. 1965 was the last year Oldsmobile officially defined 442 designation. 1968-71 the 442 was itself a separate model. In the years after ’65, any connection between the 442 name and the features were just coincidental.

[edit] 442 in Song

• In the Primus song “Jerry Was a Race Car Driver” Jerry is mentioned as having driven a 442.

• Blondie had a song, “Detroit 442″.

• The band Drive-By Truckers mentions a 442 that is crashed by a young teen in the song “Days Of Graduation” as the song goes into detail about the crash.

• Bruce Springsteen’s alternate/early version of Thunder Road, called Wings for Wheels, mentions a 442.

• Philadelphia band The Lilys mention an Oldsmobile 442 numerous times in the song “Dimes Make Dollars” on the album The 3 Way.

• Chris Knight‘s song “My Old Cars” says he just bought a 442 black as the ace of spades

• The music video for Chicago’s Stay the Night features a chase involving a 442.

• The band True Stories released a song called Oldsmobile 442 on their album

 

Dodge Viper history

The Dodge Viper (sold as the Dodge SRT-10 in the United Kingdom) is a V10-powered sports car manufactured by the Dodge division of Chrysler. Production of the two seat sports car began at New Mack Assembly in 1992 and moved to its current home at Conner Avenue Assembly in October 1995. The car, as well as numerous variations of it, has made countless appearances in TV shows, video games, movies, and music videos.

Contents [hide] 1 Development 2 First generation RT/10 (1992–1995) 2.1 Performance 3 Second generation SR (1996–2002) 3.1 Performance (GTS) 4 Third generation ZB (2003-2006) 4.1 Performance 5 Fourth generation ZB (2008–present) 5.1 Performance (2008 base model) 6 Europe 7 Variants 7.1 Viper GT2 7.2 Viper ACR 7.3 Viper ACR-X 7.4 Mopar Concept Coupe 7.5 Firepower 7.6 Copperhead 8 Recognition 9 Production 10 Motorsports 10.1 Viper GTS-R 10.2 Viper Competition Coupe 10.3 Achievements: Viper Motorsports 11 References 12 External links

[edit] Development

The Viper was conceived as a historical take on the classic American sports car. The iconic AC Cobra was a source of inspiration, and the final version of the Viper bears this out with its powerful engine, minimalist straightforward design, muscular and aggressive styling, and high performance. Some saw claims to kinship with the Cobra as a marketing exercise, ignoring that Carroll Shelby was heavily involved in the initial design of the Viper, and subsequent design of the Viper GTS coupe. Notably, the later (1996 through 2002) Viper GTS coupe took a few design cues from the Pete Brock designed Shelby Cobra Daytona. Though the proportions seem similar at first glance, the designs are quite unique. Carroll Shelby was key in the development of the RT/10 as well as having a hand in the development of the GTS model.

The Viper was initially conceived in late 1988 at Chrysler’s Advanced Design Studios. The following February, Chrysler president Bob Lutz suggested to Tom Gale at Chrysler Design that the company should consider producing a modern Cobra, and a clay model was presented to Lutz a few months later. Produced in sheet metal by Metalcrafters,^[1] the car appeared as a concept at the North American International Auto Show in 1989. Public reaction was so enthusiastic, that chief engineer Roy Sjoberg was directed to develop it as a standard production vehicle.

Sjoberg selected 85 engineers to be “Team Viper,” with development beginning in March 1989. The team asked the then-Chrysler subsidiary Lamborghini to cast some prototype aluminum blocks based on Dodge’s V10 truck engine for sports car use in May. The production body was completed in the fall, with a chassis prototype running in December. Though a V8 was first used in the test mule, the V10, which the production car was meant to use, was ready in February 1990.

Official approval from Chrysler chairman Lee Iacocca came in May 1990. One year later, Carroll Shelby piloted a pre-production car as the pace vehicle in the Indianapolis 500 race. In November 1991, the car was released to reviewers with first retail shipments beginning in January 1992.

[edit] First generation RT/10 (1992–1995)

First Generation Viper RT/10

Production	1992–1995
Body style(s)	2-door roadster
Engine(s)	7.998 L (488.1 cu in) V10 400 bhp (298 kW) 465 lb·ft (630 N·m)
Transmission(s)	6-speed manual
Wheelbase	96.2 in (2,440 mm)
Length	175.1 in (4,450 mm)
Width	75.7 in (1,920 mm)
Height	44.0 in (1,120 mm)
Curb weight	3,284 lb (1,490 kg)

The first prototype was tested in January 1989. It debuted in 1991 with two pre-production models as the pace car for the Indianapolis 500 when Dodge was forced to substitute it in place of the Japanese-built Stealth because of complaints from the United Auto Workers, and went on sale in January 1992 as the RT/10 Roadster.

The centerpiece of the car was its engine. It was based on the Chrysler LA design, which was a truck engine. The original configuration made it too heavy for sports car use, so Lamborghini, then owned by Chrysler Corporation, revamped Dodge’s cast-iron block V10 for the Viper by recasting the block and head in aluminum alloy. Some within Chrysler felt the pushrod two-valve design, while adequate for the truck application, was unsuitable for a performance car and suggested a more comprehensive redesign which would have included four valves per cylinder. Chrysler, however, was uncertain about the Viper’s production costs and sales potential and so declined to provide the budget for the modification.

The engine weighed 711 lb (323 kg) and produced 400 bhp (300 kW) at 4600 rpm and 465 lb·ft (630 N·m) at 3600 rpm, and thanks to the long-gearing allowed by the engine, provided fuel economy at a United States Environmental Protection Agency-rated 12 mpg_-US (20 L/100 km; 14 mpg_-imp) city and 20 mpg_-US (12 L/100 km; 24 mpg_-imp) highway.^[2] The body was a tubular steel frame with resin transfer molding (RTM) fiberglass panels. Some small bits of the suspension, (tie-rod ends and parts of the front wheel hubs) following the manufacturer’s “engine first” mantra, were sourced from the Dodge Dakota pickup. It had a curb weight of 3,284 lb (1,490 kg) and lacked all modern driver aids such as traction control or anti-lock brakes. Car and Driver magazine referred to this generation as “the world’s biggest Fat Boy Harley,” and likened driving it to “playing ping pong with a Louisville Slugger baseball bat.” Despite this, in straight line performance, it completed a quarter mile in 12.6 seconds and had a maximum speed of over 180 mph (290 km/h). Its large tires allowed the car to average close to 1 lateral g in corners, placing it among the elite cars of its day. However, the car proved tricky to drive at high speeds, particularly for the unskilled.

The car was spartan, although it featured inflatable lumbar support and adjustable seats. Along with the absence of exterior door handles, the vehicle lacked side windows and a roof. Although a soft top cover was available, it was designed primarily for indoor vehicle storage. Side curtains of fabric and clear plastic operated by zippers could be inserted into the door and hand-bolted when needed. All of these decisions were made to reduce weight. The battery is located in the sealed compartment over the rear wheel well to increase rear-end weight and traction. The car shipped with a tonneau cover and video tape on soft-top assembly (the soft top is removable and folds to fit in the trunk). In 1994 A/C was added as an option.

[edit] Performance

Dodge Viper first generation

• 0-60 mph (97 km/h): 4.6 sec^[3]
• 0-100 mph (160 km/h): 9.2 sec
• quarter mile: 13.1 sec @ 112 mph (180 km/h)^[3]
• top speed: 164 mph (264 km/h)
• 700 ft (210 m) slalom: over 66 mph (106 km/h)
• skidpad average g: 0.96

[edit] Second generation SR (1996–2002)

Second Generation Viper RT/10, GTS

Production	1996–2002
Body style(s)	2-door roadster 2-door coupe
Engine(s)	7.998 L (488.1 cu in) V10 415 bhp (309 kW) (Viper RT/10 1996 – 1997) 450 bhp (336 kW) (Viper GTS and Viper RT/10 from 1998 – 2002)
Transmission(s)	6-speed manual
Wheelbase	96.2 in (2,440 mm)
Length	175.1 in (4,450 mm) (1996-99 RT/10) 176.4 in (4,480 mm) (2000-02 RT/10) 176.7 in (4,490 mm) (GTS)
Width	75.7 in (1,920 mm)
Height	44.0 in (1,120 mm) (RT/10) 47.0 in (1,190 mm) (GTS)

A coupe model called the GTS was introduced in 1996. Dubbed “double bubble,” the roof featured slightly raised sections above each seat to accommodate usage of helmets, a throwback to its intended purpose. Vipers can be seen participating often in drag racing, road racing and drifting. The GTS, like its predecessor, was chosen as the pace car for the 1996 Indianapolis 500.

Despite its similar outward appearance, the car was distinct enough to be considered a new generation model.^{[citation needed]} Extensive modifications such as a reworked engine with higher power and less weight, an almost completely redesigned chassis that was made 60 lb (27 kg) lighter and 25% stiffer in torsional rigidity through meticulous computer analysis, a thoroughly redesigned suspension, and reduced braking distances; the 1996 to 2002 Viper GTS had a lighter (approximately 650 lb (290 kg)) 450 bhp (340 kW) engine, which could complete the quarter mile in 12.3 seconds, 0.3 seconds and 16 mph (26 km/h) faster than its predecessor, and increased top speed by 11 mph (18 km/h) or so. The revised suspension, stiffer chassis, and aerodynamic body raised lateral grip to 0.98 g (9.6 m/s²), although other reports show the 1992 model with 1.0 g. Contemporary tires have improved upon this measure significantly. Slalom runs could often reach or exceed 70 mph (110 km/h). Brakes once again lacked ABS initially, and proved to be the car’s weakest point. The brakes hurt the car in numerous comparison tests, such as a 1997 “supercar comparison” by Motor Trend, in which the Viper GTS placed at the top against cars such as the Ferrari 550, Chevrolet Corvette, Porsche 911, and Honda NSX in all performance exercises except braking. The car not only placed last, but had considerably longer stopping distances than other vehicles. ABS was introduced further into the production run, though braking performance was not necessarily significantly improved. In a Sports Car International comparison conducted in 2002, the Viper ACR (with ABS) was compared to the 911 GT2 at Thunderhill Raceway Park. Both cars were very capable, and quick around the test track, but the Viper proved more difficult to drive, and the braking system was blamed very specifically for the gap in lap times (approximately GT2: 2 minutes, ACR: 2:04) between the two cars.

Along with the updated performance came the inclusion of some of the “luxuries” the car did without before. Dual front airbags were added to the vehicle’s safety equipment list in 1996 on the GTS and 1997 on the RT/10 as mandated by the government. The car was also exported to Europe, where it was rebadged as a Chrysler, and sold under this marque from 1997 to 2003. European models had a detuned version of the Viper V10.

In the first six years of production almost 10,000 Vipers were sold. Minor evolutionary changes including new 18″ diameter wheels and tires were introduced in the 1999 model. Subsequent versions featured light-weight hypereutectic pistons and an improved exhaust system, side exhaust having been dropped part way through production year 1996 for the RT/10; all production GTS Viper Coupes had rear exit exhaust. 1999 saw the introduction of the Cognac Connolly leather interior package. Continuing the refinements, ABS was introduced in 2001. In 2002, the end of second generation production was celebrated with the release of 360 commemorative “Final Edition” models. These models were painted red with white stripes, paying tribute to the famous race-winning Oreca cars. The RT/10 was replaced by the SRT-10 in 2003 and the GTS was replaced in 2005 by the SRT-10 Coupe.

[edit] Performance (GTS)

Dodge Viper second generation

• 0-60 mph (97 km/h): 4.0 sec^[4]
• 0-100 mph (160 km/h): 8.6 sec^{[citation needed]}
• quarter mile: 12.2 sec @ 119 mph (192 km/h)^[4]
• top speed: 187 mph (301 km/h)^[4]
• slalom: 73.6 mph (118.4 km/h)^[4]
• skidpad average acceleration: 1.01 g (9.9 m/s²)^[4]

[edit] Third generation ZB (2003-2006)

Third Generation Viper SRT-10

Also called	Dodge SRT-10 (UK)
Production	2003–2006
Body style(s)	2-door roadster 2-door coupe
Engine(s)	505 cu in (8.3 L)[5] V10 500 hp (370 kW) @ 5600 rpm 535 lb·ft (725 N·m) @ 4200 rpm (SRT-10 Roadster) 510 hp (380 kW) @ 5600 rpm 535 lb·ft (725 N·m) @ 4200 rpm (SRT-10 Coupe)
Transmission(s)	T56 Tremec 6-speed manual
Wheelbase	98.8 in (2,510 mm)
Length	175.6 in (4,460 mm)
Width	75.7 in (1,920 mm)
Height	47.6 in (1,210 mm) (coupe) 48.6 in (1,230 mm) (SRT-10) 48.6 in (1,230 mm) (convertible)
Curb weight	3,380 lb (1,530 kg)

The Dodge Viper underwent a major redesign in 2003, courtesy of DaimlerChrysler’s Street and Racing Technology group. The new Viper SRT-10, which replaced both the GTS and the RT/10 was heavily restyled with sharp, angled bodywork. The engine’s displacement was enlarged to 505 cu in (8.3 L)^[5] which, with other upgrades, combined to increase output to 500 bhp (370 kW) and 525 lb·ft (712 N·m). Along with the power increases, weight was reduced into the 500 lb (230 kg) range. The chassis was also improved. It became more rigid and weighed approximately 80 lb (36 kg) less than the previous model. An even lighter and stronger chassis was planned, but was abandoned because of cost (parts from the planned suspension were used in the Hennessey Viper Venom 1000 Twin Turbo.) The initial model was a convertible. In 2004, Dodge introduced a limited edition Mamba package. Mamba edition cars featured black interiors, with red stitching and trim and saw their MSRP price rise by roughly US$3000. 200 Mambas were produced.

The Viper SRT-10 Coupe was introduced at the 2005 Detroit Auto Show as a 2006 model. It shares many of its body panels with the convertible but takes its side and rear styling from the Competition Coupe. The coupe looks much like the previous Viper GTS and retains the “double-bubble” roof shape of the original along with the original GTS’s taillights, as well as offering the original GTS Blue with white stripes paint scheme on the initial run of First Edition cars as an added homage to the original Viper coupe. The engine is SAE certified to produce 510 bhp (380 kW) and 535 lb·ft (725 N·m). Unlike the original coupe, the chassis was not modified. This makes the coupe heavier than the convertible, and thus slightly slower to accelerate. Handling and high speed performance are improved by the coupe’s stiffer frame, reduced drag, and increased downforce.

No 2007 model Vipers were produced. Instead, Chrysler chose to give the 2006 model an extended run while preparing the updated 2008 model.

[edit] Performance

Dodge Viper third generation (SRT-10 roadster)^[5]

• 0-60 mph (97 km/h): 3.9 sec
• 0-100 mph (160 km/h): 8.36 sec
• quarter mile: 11.77 sec @ 123.68 mph (199.04 km/h)
• top speed: 190 mph (310 km/h)
• slalom: 70.4 mph (113.3 km/h)
• skidpad average acceleration: 1.05 g (10.3 m/s²)
• 100-0: 274 ft (84 m)

Dodge Viper third generation Chipa Edition Red line^[5]

• 0-60 mph (97 km/h): 3.5 sec
• 0-100 mph (160 km/h): 8.1 sec
• quarter mile: 11.54 sec @ 123.68 mph (199.04 km/h)
• top speed: 199 mph (320 km/h)
• slalom: 70.9 mph (114.1 km/h)
• skidpad average acceleration: 1.05 g (10.3 m/s²)
• 100-0: 274 ft (84 m)

[edit] Fourth generation ZB (2008–present)

Fourth Generation Viper SRT-10

Production	2008–2010
Body style(s)	2-door roadster 2-door coupe
Engine(s)	510 cu in (8.4 L)[6] V10 600 bhp (450 kW) @ 6000 rpm 560 lb·ft (760 N·m) @ 5600 rpm
Transmission(s)	TR6060 6-speed manual
Wheelbase	98.8 in (2,510 mm)
Length	175.6 in (4,460 mm)
Width	75.7 in (1,920 mm)
Height	47.6 in (1,210 mm) (coupe) 48.6 in (1,230 mm) (SRT-10) 48.6 in (1,230 mm) (convertible)
Curb weight	3,460 lb (1,570 kg) (base) 3,408 lb (1,546 kg) (ACR)

In 2008, with the introduction of the 510 cu in (8.4 L) V10, the Viper produced 600 bhp (450 kW) at 6000 rpm and 560 lb·ft (760 N·m) at 5100 rpm, and also received better flowing heads with larger valves, Mechadyne cam-in-cam variable valve timing on the exhaust cam lobes, and dual electronic throttle bodies.^[5][6] The rev limit was able to be increased by 300 rpm due to the improved valve-train stability from both the new camshaft profiles and valve-springs. The development of the engine was done with some external assistance from McLaren Automotive and Ricardo Consulting Engineers. Electronic engine control is developed by Continental AG, the controller is capable of monitoring the crankshaft and cylinder position up to six times during each firing and has 10 times more processing power compared to the previous unit.

Changes outside of the engine were less extreme. The Tremec T56 transmission has been replaced with a new Tremec TR6060 which now has triple first gear synchronizers and doubles for higher gears. The Dana M44-4 rear axle from the 2003-2006 model now has a GKN ViscoLok speed-sensing limited-slip differential that greatly helps the tires in getting grip under acceleration. Another performance upgrade was the removal of run-flat tires; the new Michelin Pilot Sport 2 tires have increased driver feedback as well as grip and, along with revised suspension (springs, anti-roll bars, and shock valving), has made the Viper more neutral in cornering.

The modifications made to the 2008 model year car were enough for Chrysler to make it distinct from the first SRT-10, and the 2008 model became known as Gen IV,^{[citation needed]} just in time for release with Chevrolet’s 638 hp (476 kW) Corvette ZR1. Another notable change is the reworking of the exhaust system, previous third generation Vipers had their exhaust crossover under the seats which resulted in a large amount of heat going into the cockpit, this was done initially to help improve the cars exhaust note, since the first 2 generations of Viper, which had no crossover, were criticized for their lackluster exhaust notes. For 2008, the Viper exhaust will utilize a new exhaust system with no crossover, reducing the heat that enters the cockpit.

The electrical system has been completely revised for 2008. Changes include a 180-amp alternator, twin electric cooling fans, electronic throttles, and completely new VENOM engine management system. CAN bus architecture has been intertwined with pre-existing systems to allow for regulatory compliance. The fuel system was upgraded to include a higher capacity fuel pump and filtration system.^[7]

Car and Driver recently tested the car and got a 0-60 mph (97 km/h) time of 3.5 seconds, a 0-100 mph (160 km/h) time of 7.6 seconds and a Quarter Mile-time of 11.5 seconds at 126 mph (203 km/h).^[8] Dodge’s claims for top speed are 197 mph (317 km/h) and 202 mph (325 km/h), for the Roadster and Coupe respectively. Car and Driver also tested the Viper’s track performance, and managed a fast sub 3 minute lap time around Virginia International Raceway. The Viper’s time, despite hot weather, was faster than the Corvette Z06, Ford GT, Porsche 911 Turbo and 911 GT3, Audi R8, and other such cars. According to Car and Driver and Motor Trend, the car’s slightly adjusted suspension setup and new differential gave it cornering ability as sharp as before with even better control, feedback, and response.

On November 4, 2009, Dodge Car Brand President and CEO, Ralph Gilles, announced that the Viper would end production in the summer of 2010. A new car will arrive in 2012 to replace the current Viper, but it is unknown whether the new car will have the Viper name.^[9]

On February 10, 2010, Dodge began accepting orders for the Viper SRT10 “Final Edition” models. Only 32 of these units will be produced. “Final Edition” cars will carry the special build code, “AXZ”, and will be the very last of the fourth generation Viper cars. “Final Edition” Vipers will be available in SRT10 Coupe and Convertible configurations. Pricing for this special, limited production offering has not been released.

[edit] Performance (2008 base model)

Dodge Viper fourth generation

• 0–60 mph (0–97 km/h): 3.5 sec ^[10]
• 0–100 mph (0–160 km/h): 7.6 sec ^[10]
• quickest quarter mile: 10.92 sec @ 127.79 mph (205.66 km/h) ^[11]
• average quarter mile: 11.6 to 11.9 sec.
• top speed: 202 mph (325 km/h)
• slalom: 74.2 mph (119 km/h)+
• skidpad average acceleration: 1.06 g (10.4 m/s²)
• 100–0 mph (160–0 km/h): 270 ft (82 m)

[edit] Europe

The second generation Vipers were exported to Europe, where they were sold as Chryslers.

The third generation Viper was being sold in Europe during 2005-2006, the first model to be sold as a Dodge, as part of Chrysler’s new sales strategy for the European market. In the United Kingdom it is referred to as a Viper, but it is actually sold as the Dodge SRT-10, as the Viper name is a registered trademark in the UK.^[12] Prodrive currently handles the importation and modification of Vipers to meet European laws. According to 2009 research by internet company Yahoo, the Viper is the second most fuel consuming car on sale in the United Kingdom.^[13]

[edit] Variants

[edit] Viper GT2

In order to meet FIA homologation requirements as well as to celebrate Chrysler winning the 1997 FIA GT2 class championship, 100 modified Viper GT2 Championship Edition street legal cars were sold. These upgraded GTS cars were rated at 460 hp (343 kW) and 500 lb·ft (678 N·m) of torque. It featured bodywork aesthetically similar to the GTS-R with its paint job, aerodynamics package, and visual options in order to publicize the Viper’s achievement in the FIA GT Championship.^[14]

[edit] Viper ACR

The back of the new Dodge Viper ACR at the 2009 North American International Auto Show.

The American Club Racing (ACR) model was introduced in 1999. This model featured suspension and engine enhancements focused on maximizing performance in road racing and autocross environments. Horsepower was (by way of K&N air filters and smooth intake tubes) bumped to 460 hp (370 kW) in these models, while torque went to 500 lb·ft (678 N·m). Weight was reduced by over 50 pounds (23 kg) by stripping the interior and removing other non essential items such as the fog lamps. The new stiffer, adjustable suspension removed another 14 pounds (6.4 kg) Along with engine and handling mods, these models are distinguished by an “ACR” badge, along with 20 spoke BBS wheels.

A new ACR was added to the Viper line up after the 2008 model year. Its upgrades are more drastic than the original, including street legal racing tires, two piece brake rotors, adjustable suspension, and significant aerodynamic revision. No engine modifications were made, so figures remain at 600 hp (450 kW) and 560 lb·ft (760 N·m) as in the base car. The ACR gives an advantage of being street legal. The ACR is similar to the MOPAR Viper that Dodge displayed at various auto shows. Weight is also decreased by as much as 80 lb (36 kg) by way of the “Hardcore Package” which deletes radio, speakers, amplifier, trunk carpet, hood pad and tire inflator. Its aerodynamic upgrades produce 1000 lbf (4.4 kN) of down-force at 150 mph (240 km/h), or roughly 10 times the downforce the base Viper SRT-10 can produce at the same speed. No upgrades were given to the interior except for the addition of a professional beacon-tripped lap timer.

The Viper ACR is built alongside the standard SRT-10 at the Conner Avenue plant in Detroit. The aerodynamic components are produced and assembled to the vehicle by Prefix Corporation located in Rochester Hills, Michigan.^[15]

[edit] Viper ACR-X

To commemorate the end of the fourth generation Viper and mend the gap from the car’s production end until the release of the new car, Dodge is offering an improved version of the ACR specifically designed to run in the Dodge Viper Cup Series. The new car, dubbed Viper ACR-X, takes the basic ACR and adds 40 hp, a new set of downforce enhancing front canards, and new materials that, along with a stripped interior, reduces weight to 3300 lbs. It is a purpose built race car, and is not street legal. According to Dodge, the car beat the regular record holding ACR around Laguna Seca by about four seconds (1:33.9 to 1:31). Price has only increased by $12,000 US, bringing the total cost to $110,000. Production is slated for the spring of 2010.^[16]

[edit] Mopar Concept Coupe

“Mopar Concept Coupe” Viper at the 2007 Detroit Auto Show

A prototype 2008 Mopar Viper Coupe, with 675 hp (503 kW), appeared at the 2007 North American International Auto Show. There are currently no plans for production. This concept appears to have been a sneak peek at the Viper ACR. Performance parts from this car are for sale through Mopar.

[edit] Firepower

Main article: Chrysler Firepower

The Chrysler Firepower was a grand touring concept based on the Viper chassis that would have been equipped with the Hemi V-8. The pricing would have targeted a slightly less affluent buyer, or one desiring an automatic transmission.

[edit] Copperhead

Dodge Copperhead

Main article: Dodge Copperhead

The Dodge Copperhead was a concept car based on the Viper platform that was intended as a cheaper, more nimble car. It was powered by a V6 engine instead of the Viper’s V10. It never reached production. Dodge paid homage to this concept with the limited production Copperhead Edition Dodge Viper. Copperhead Vipers featured a copper colored paint similar to the concept, among with other unique changes.

[edit] Recognition

• John Lingenfelter Memorial Trophy
• 2008 Most Expensive Car for Repair Costs, Bankrate.com^[17]
• The 25,000th Viper is owned by Kurt Busch and the milestone was commemorated by Bob Nardelli, Chrysler LLC Chairman, in a ceremony at the Conner plant in March 2008.^[18]

[edit] Production

Dodge Viper production began in May 1992 at the New Mack Assembly Plant and was moved to Conner Avenue in October 1995. Viper V-10 engine production was transferred from Mound Road Engine to Conner Avenue Assembly in May 2001.

It was reported that Chrysler had intended to cease production of Dodge Viper in December 2009 and to sell off the Viper brand. Originally, Devon Motor Works was the only bidder interested of the sale by bidding $5.5 million.^[19] However, following the Chrysler Group LLC’s acquisition of Viper assets,^[20] the company later announced it was no longer pursuing a sale of the Viper business assets, and continue the production of Dodge Viper SRT10.^[21] Nevertheless, Devon Motor Works later unveiled a Dodge Viper-based Devon GTX, as 2010 model.^[22]

[edit] Motorsports

Following the release of the Viper in 1992, several North American and European teams attempted to race Viper RT/10s. Based on production cars and using an added roof for rigidity, the cars were not able to perform as hoped. Although they were never officially backed by Dodge, they got the company interested in developing a fully-backed race car by time the second generation Viper was under development.

[edit] Viper GTS-R

A Dodge Viper GTS-R used by Zakspeed in 2006 24 Hours Nürburgring

Main article: Chrysler Viper GTS-R

Based on the Viper GTS, the GTS-R was launched in late 1995 as an attempt to prove the capabilities of the Viper design worldwide, although the racing programs would mostly concentrate on Europe. Using such production engine components as the block, cylinder heads, and crankshaft, Dodge engineers were able to extract up to 750 hp (559 kW) from the normally 450 hp (336 kW) second generation 8.0 L V10 engine. The chassis was re-engineered from the ground up by British sports manufacturer Reynard Motorsport‘s Special Projects Division under chief engineer Paul Brown, while Oreca would assemble and maintain the racing cars.

The car made its competition debut in the 1996 24 Hours of Daytona with Canaska Racing, followed by Oreca in the BPR Global GT Series. Oreca would go on to take most of the success with the Viper, winning the FIA GT Championship three times, 24 Hours of Le Mans class wins three times, and an overall win at the 24 Hours of Daytona in 2000.

Between 1999 and 2002, Zakspeed won the 24 Hours Nürburgring three times, with Viper chassis^[23] C15 and C36. In an attempt to outsmart the 2003 24h rules in which the GTS-R was granted special admission as “Chrysler Viper 1.350 kg 90 Liter 2 x 30,8 mm (air restrictors)”,^[24] Zakspeed entered as Dodge Viper. In pit stops, they filled in more than 90 liters of fuel, were penalized twice and finished fifth on track, with 134 laps. Afterwards, they appealed at DMSB and were disqualified^[25] altogether, with “Wertungsausschluss”^[26] (exclusion from classification) for the Chrysler Viper. As the rules limited engine capacity to 6200 cc since 2005, Zakspeed converted the engine into an V8^[27] of that size.

Following the end of official factory support for the program in 2001, Vipers have been used by privateer teams with much success. Viper GTS-Rs continued to be used competitively even into 2007.

[edit] Viper Competition Coupe

A Viper Competition Coupe competing in the FIA GT3 European Championship

As of 2003, a special, non-street legal Viper SRT-10 Competition Coupe is available from Dodge for race car drivers, picking up where the GTS-R racing variant left off. The power and torque ratings have been improved, along with the vehicle being stripped of anything not essential for racing, such as the interior body panels, carpet, instrumentation, air conditioning, and stereo systems which lightened the car by 380 lb (170 kg). The Competition Coupe comes equipped with a full roll cage, a racing fuel cell, and other racing-related equipment. It is not sold through dealers and is purchased from Dodge directly as, essentially, a very expensive race car component. Pricing is approximately US$140,000. The Viper Competition Coupe sees action in the highly competitive SCCA Speed GT World Challenge.

In 2004 Samuel Hubinette used a Competition Coupe with a modified rear axle for the Formula D, in which he won the title before the car was barred by the end of the season (due to the fact FD would adopt D1 Grand Prix regulations from the following year which had already prohibited the car from competing) and was replaced by an SRT-10 the following season.

After a few one-off entries in the Spa 24 Hours, from 2006, the Viper Competition Coupe raced in Europe fulltime for the first time, joining the new FIA GT3 European Championship with the Italian team Racing Box. At the end of the year, Oreca announced the development of a package transforming the car to GT2 regulations in national championships.

The Primetime Race Group use a Viper Competition Coupe in the American Le Mans Series in the GT2 class. They began racing in the end of the 2007 American Le Mans Series season. During the 2008 American Le Mans Series season they raced full-time with Hankook Tires. The car’s best result was a 5th place in the GT2 class at the 2008 12 Hours of Sebring. The team will continue to develop and race the viper in the 2009 American Le Mans Series season, now with Dunlop Tires.

[edit] Achievements: Viper Motorsports

• 2008 British GT Championship – won by J. Gornall & J. Barnes
• 2007 British GT Championship – won by B. Ellis & A. Mortimer
• 2007 Brazilian GT3 Championship
• 2007 24 hours of Nurburgring – SP8 Class, won by team Zakspeed
• 2006 Australian GT Championship – won by Greg Crick
• 2006 Dutch Supercar Challenge – won by Hans Ambaum
• 2006 Formula D – Championship – won by Samuel Hubinette
• 2006 24 hours of Nurburgring – SP8 Class, won by team Zakspeed
• 2006 Spa 24 Hours G3 – won by team Signa Racing
• 2005 FFSA GT Championship – won by O. Thevenin & P. Bornhauser
• 2005 24 hours of Nurburgring – A8 Class, won by P. Zakowski, R. Lechner & S. Bert
• 2004 SCCA Speed GT – Drivers Championship won by Tommy Archer
• 2004 FFSA GT Championship – won by P. Bornhauser
• 2004 Formula D – Championship, won by Samuel Hubinette
• 2004 Belcar Championship
• 2004 Italian GT Championship
• 2004 1000 Miles of Brazil – won by S. Zonca, A Lancellotti & F. Gollin
• 2003 FFSA GT Championship – won by D. Defourny & P. Goueslard
• 2003 Belcar Championship – won by Team GLPK
• 2003 Italian GT Championship – won by Team Racing Box
• 2003 Swedish GTR Championship – won by Team Tre Q AB
• 2003 EuroSeries GT Championship – won by Team Michael Martin Racing System
• 2002 FIA GT Championship – GT1 Drivers, won by Christophe Bouchut
• 2002 FIA GT Championship – GT1 Teams, won by Larbre Competition
• 2002 Belcar Championship – won by Team GLPK
• 2002 Swedish GTR Championship – won by Team OKA Racing
• 2002 24 hours of Nurburgring – Overall victory, won by Peter Zakowski, R. Lechner & P. Lamy
• 2002 Spa 24 Hours – won by C. Bouchut, S. Bourdais, D. Terrien & V. Vosse
• 2001 FIA GT Championship – GT1 Drivers, won by Christophe Bouchut & Jean-Philippe Belloc
• 2001 FIA GT Championship – GT1 Teams, won by Larbre Competition
• 2001 FFSA GT Championship – won by D. Dupuy & F. Fiat
• 2001 24 hours of Nurburgring – Overall victory, won by Peter Zakowski, M. Bartels & P. Lamy
• 2001 Spa 24 Hours – won by C. Bouchut, J.P. Belloc & M. Duez
• 2001 1000km of Fuji Endurance Race
• 2001 Belcar Championship – won by Team GLPK
• 2001 Swedish GTR Championship – won by Team OKA Racing
• 2000 FFSA GT Championship – won by D. Dupuy & F. Fiat
• 2000 Grand-Am – GT2 Class Champion
• 2000 24 Hours of Daytona – Overall victory
• 2000 American Le Mans Series – Class Champion, Team Oreca
• 2000 24 Hours of Le Mans – GTS Class 1st and 2nd place, won by team Oreca
• 1999 FIA GT Championship – Drivers, won by Olivier Beretta & Karl Wendlinger
• 1999 FIA GT Championship – Teams, won by Viper Team Oreca
• 1999 24 Hours of Le Mans – GTS Class 1st, 2nd, 3rd, 4th, 5th and 6th place finishes, won by Team Oreca
• 1999 American Le Mans Series – Class Champion, Team Oreca
• 1999 VLN German Championship Series – Won every race of season (10/10), Team Zakspeed
• 1999 24 hours of Nurburgring – Overall victory, won by Peter Zakowski, H.J. Tiemann, K. Ludwig & M. Duez
• 1998 FIA GT Championship – GT2 Drivers, won by Olivier Beretta & Pedro Lamy
• 1998 FIA GT Championship – GT2 Teams, won by Viper Team Oreca
• 1998 24 Hours of Le Mans GT2 Class 1st and 2nd , won by Team Oreca, First series production based American car to win at Le Mans
• 1997 FIA GT Championship – GT2 Drivers, won by Justin Bell
• 1997 FIA GT Championship – GT2 Teams, won by Viper Team Oreca

 

Dodge Challenger history

The Dodge Challenger is the name of three different automobile models marketed by the Dodge division of Chrysler since 1970.

Contents [hide] 1 First generation (1970–1974) 1.1 Models 1.2 Cosmetic variations 1.3 Collectibility 1.4 Export markets 1.5 Engines 1.6 Performance 1/4 mile 1.7 Serial numbers 1.8 Production numbers 1.9 Colors 2 Second generation (1978–1983) 3 Third generation (2008-present) 3.1 2009 3.2 2010 models 3.3 SE 3.4 Rallye Package 3.5 R/T 3.6 R/T Classic 3.7 SRT8 3.8 SXT 3.9 Super Stock Concept 3.10 SRT10 Concept 3.11 Drag Race Package 4 NASCAR 4.1 1320 Concept 5 Racing 6 Future 7 See also 8 References 9 External links

[edit] First generation (1970–1974)

First generation

Production	1970–1974
Assembly	Hamtramck, Michigan, United States Los Angeles, California, United States
Body style(s)	2-door convertible 2-door hardtop coupe
Platform	E-body
Engine(s)	198 cu in (3.2 L) Slant 6 I6 225 cu in (3.7 L) Slant 6 I6 318 cu in (5.2 L) LA V8 340 cu in (5.6 L) LA V8 360 cu in (5.9 L) LA V8 383 cu in (6.3 L) B V8 426 cu in (7 L) Hemi V8 440 cu in (7.2 L) RB V8
Transmission(s)	3 speed manual ( floor shift ) 4-speed manual 3-speed TorqueFlite automatic
Wheelbase	110.0 in (2794 mm)
Length	191.3 in (4859 mm)
Width	76.1 in (1933 mm)
Height	50.9 in (1293 mm)
Related	Plymouth Barracuda
Designer	Carl Cameron

The Challenger is described in a book about 1960s American cars as Dodge’s “answer to the Mustang and Camaro.”^[1] It was one of two Chrysler E-body cars, the other being the slightly smaller Plymouth Barracuda. “Both the Challenger and Barracuda were available in a staggering number of trim and option levels” and were intended “to compete against cars like the Chevrolet Camaro and Ford Mustang, and to do it while offering virtually every engine in Chrysler’s inventory.”^[2] However they were “a rather late response to the ponycar wave the Ford Mustang had started.”^[3] The author of a book about “Hemi“-powered muscle cars says that the Challenger was conceived in the late 1960s as Dodge’s equivalent of the Plymouth Barracuda, and that the Barracuda was designed to compete against the Mustang and Camaro. He adds that Chrysler intended the new Dodge as “the most potent ponycar ever,” and positioned it “to compete against the Mercury Cougar and Pontiac Firebird.”^[4] Similarly, the author of a book about the Chrysler pony-cars notes that “the Barracuda was intended to compete in the marketplace with the Mustang and Camaro/Firebird, while the Dodge was to be positioned against the Cougar” and other more luxury-type musclecars.^[5]

The Challenger’s longer wheelbase, larger dimensions and more luxurious interior were prompted by the launch of the 1967 Mercury Cougar, likewise a bigger, more luxurious and more expensive pony car aimed at affluent young American buyers.^[6] The wheelbase, at 110 inches (2,794 mm), was two inches longer than the Barracuda, and the Dodge differed substantially from the Plymouth in its outer sheetmetal, much as the Cougar differed from the shorter-wheelbase Ford Mustang.

Exterior design was done by Carl Cameron, who also did the exterior for the 1966 Dodge Charger. Cameron based the 1970 Challenger grille off an older sketch of his 1966 Charger prototype that was to have a turbine engine. The Charger never got the turbine, but the Challenger got that car’s grille. Although the Challenger was well-received by the public (with 76,935 produced for the 1970 model year), it was criticized by the press, and the pony car segment was already declining by the time the Challenger arrived. Sales fell dramatically after 1970, and Challenger production ceased midway through the 1974 model year. About 165,500 Challengers were sold over this model’s lifespan.

[edit] Models

Four hardtop models were offered: Challenger Six, Challenger V8, T/A Challenger (1970 only) , and Challenger R/T with a convertible version available only in 1970 and 1971 , although there were no factory-built R/T Challenger convertibles for 1971 ; the R/T continued as a model on the hardtop body style however . The standard engine on the base model was the 225 cu in (3.7 L) six-cylinder. Standard engine on the V8 was the 230 bhp (171.5 kW)318 cu in (5.2 L) V8 with a 2-barrel carburetor. Optional engines were the 340 cu in (5.6 L) and 383 cu in (6.3 L) V8s, all with a standard 3-speed manual transmission, except for the 290 bhp (216.3 kW) 383 CID engine, which was available only with the TorqueFlite automatic transmission. A 4-speed manual was optional on all engines except the 225 CID I6 and the 2 barrel 383 CID V8.

The performance model was the R/T (Road/Track), with a 383 CID Magnum V8, rated at 335 bhp (249.8 kW); 300 bhp (223.7 kW) for 1971, due to a drop in compression . Standard transmission was a 3-speed manual. Optional R/T engines were the 375 bhp (279.6 kW) 440 cu in (7.2 L) Magnum, the 390 bhp (290.8 kW) 440 CID Six-Pack and the 425 bhp (316.9 kW) 426 cu in (7.0 L) Hemi. The R/T was available in either the hardtop or convertible. Base hardtop models and R/T hardtops could be ordered with the more luxurious SE specification, which included leather seats, a vinyl roof, a smaller ‘formal’ rear window, and an overhead interior console that contained three warning lights (door ajar, low fuel, and seatbelts). The Challenger R/T came with a Rallye instrument cluster that included a 150 mph (240 km/h) speedometer, an 8,000 rpm tachometer, and an oil pressure gauge. In 1973, the R/T badging was dropped and these models were called “Rallye”, although they was never badged as such. The shaker hood scoop was not available after 1971.

SE “formal” rear window

A 1970-only model was the Dodge Challenger T/A (Trans Am) racing homologation car. In order to race in the Sports Car Club of America’s Trans American Sedan Championship, it built a street version of its race car (just like Plymouth with its Plymouth ‘Cuda AAR) which it called the Dodge Challenger T/A (Trans Am). Although the race cars ran a destroked version of the 340, street versions took the 340 and added a trio of two-barrel carburetors atop an Edelbrock aluminum intake manifold, creating the 340 Six Pack. Dodge rated the 340 Six Pack at 290 bhp (216.3 kW), only 15 bhp (11 kW) more than the original 340 engine (and mysteriously the same rating as the Camaro Z/28 and Ford Boss 302 Mustang), it actually made about 320 bhp (238.6 kW). It breathed air through a suitcase sized air scoop molded into the pinned down, hinged matte-black fiberglass hood. Low-restriction dual exhausts ran to the stock muffler location under the trunk, then reversed direction to exit in chrome tipped “megaphone” outlets in front of the rear wheels. Options included a TorqueFlite automatic or pistol-grip Hurst-shifted four-speed transmission, 3.55:1 or 3.90:1 gears, as well as manual or power steering. Front disc brakes were standard. The special Rallye suspension used heavy duty parts and increased the camber of the rear springs. The T/A was among the first production vehicles to use different size tires front and rear: E60x15 fronts, and G60x15 in back. The modified camber elevated the tail enough to clear the rear rubber and its side exhaust outlets, thick side stripes, bold ID graphics, a fiberglass ducktail rear spoiler, as well as a fiberglass front spoiler added to the image. The interior was strictly stock Challenger. Unfortunately, the race Challenger T/A was not competitive, due to the fact that they had to be large enough to accommodate engines as large as the 426 Hemi, and 440, the street version suffered from severe understeer in fast corners. It could turn mid 14s in the quarter mile, which would do any small block muscle car proud. The T/A would only be available for 1970 as Dodge pulled out of Trans Am racing. Only 2,142 T/As were made. A 1971 model using the 340 engine with a 4-barrel carburetor was planned and appeared in period advertising, but was not produced.

The “Western Special” was a version available only to west coast dealers. It came with a rear-exit exhaust system and Western Special identification on the rear decklid. Some examples came with a vacuum-operated trunk release. Another late production version was the low-priced “Deputy”, stripped of some of the base car’s trim and with fixed rear side glass.

By 1972, the convertible version and all the big-block engine options were gone. Maximum power was also downgraded to 240 horsepower (180 kW) to reflect the more accurate Society of Automotive Engineers (SAE) net hp calculations. The 1972 models also received a new grille that extended beneath the front bumper. The only 1972 convertibles which exist are actually 1971 models with the 1972 front end (grille, lights, etc.) and rear end (tail lights and their panel). These were specially built for TV programs such as “Mod Squad” . The only way to ascertain a ‘real’ ’72 Challenger convertible is to look at its fender tag. On the code line which gives the dealer order number, that number will start with an “R”, which designates “Special Meaning” (in this case , a TV ‘special promotions’ car) .

The 1973 models were no longer available with a six-cylinder engine. For 1974, the 340 cu in (5.6 L) engine was replaced by a 360 cu in (5.9 L) version, but the pony car market had deteriorated and production of Challengers ceased in mid-1974.

[edit] Cosmetic variations

Protruding bumper guards, 1973

Center backup light, 1970

Although the body style remained the same throughout the Challenger’s five year run, there were two notable changes to the front grille. The 1971 models had a “split” grille, while 1972 introduced a design that extended the grille (nick-named the “sad-mouth”) beneath the front bumper. With this change to the front end, 1972 through 1974 models had little to no variation. The only way to properly distinguish them is that the 1972s had flush mounted bumpers with no bumper guards, (small bumper guards were optional), while both the 1973 and 1974 models had the protruding “5 mph (8.0 km/h)” bumpers (with a rubber type filler behind them) in conjunction with large bumper guards. The 1974 cars had larger rear bumper guards to meet the (new for 1974 and on) rear 5 mph rear impact law. These changes were made to meet U.S. regulations regarding crash test safety.

The 1970 taillights went all the way across the back of the car, with the backup light in the middle of the rear. In 1971, the backup lights were on the left and right instead of the middle. The taillight array also changed for 1972 onwards, with the Challenger now having four individual rectangular lamps.

[edit] Collectibility

Although few mourned the end of the E-body models, the passage of time has created legends and highlighted the unique personalities of both the Challenger and the Barracuda.^[2] In a historic review, the editors of Edmunds Inside Line ranked these models as: 1970 was a “great” year, 1971 was “good” one, and then “three progressively lousier ones” (1972–1974).^[2] With total sales/production off by 2/3rds from 1970, the performance engine 1971 Challengers are the most rare. Sales/production of the 1973 cars (with only two V-8′s available) actually exceeded 1971 by approximately 1,000 cars. This may be explained by 1973 being a very good year for the US auto industry in general and an increased interest in Mopar (the Plymouth Barracuda and Plymouth Road Runner also saw sales increases) performance cars.

Original “numbers matching” high-performance 1970-71 Challengers are now among the most sought-after collector cars.^{[citation needed]} The rarity of specific models with big engines is the result of low buyer interest and sales with the correspondingly low production when new. The 440 and the 426 Hemi engines nowadays command sizable premiums over the smaller engines (with the exception of the limited edition Challenger T/A with its 340 six-pack).

The 1970 and 1971 models tend to generate more attention as performance and style options were still available to the public. However, with the popularity of these vehicles increasing, and the number of usable and restorable Challengers falling, many collectors now search for later models. Many “clones” of the 1970 and 1971 Challengers with high-performance drivetrains have been created by using low-end 6 cylinder and 318 powered non-R/T or T/A cars and installing one of the “Magnum” performance engine combinations (340, 383, 440 or 426 Hemi) and adding the specific badging and hoods. Total production (1970-74) was only about 168,000 cars, and perhaps 1/3 of that number now exist in any condition, making the cars rare.

[edit] Export markets

Dodge Challengers were mainly produced for the U.S. and Canadian markets. Interestingly, Chrysler officially sold Challengers to Switzerland through AMAG Automobil- und Motoren AG in Schinznach-Bad, near Zurich. Only a few cars were shipped overseas each year to AMAG. They did the final assembly of the Challengers and converted them to Swiss specs. There are few AMAG cars still in existence. From a collector’s point of view, these cars are very desirable. Today, less than five Swiss Challengers are known to exist in North America.^[7]

Chrysler exported Dodge Challengers officially to France as well through their Chrysler France Simca operation, since Ford sold the Mustang in France successfully in small numbers. However, only a few Challengers were exported and Chrysler finally gave up the idea of selling them in France. A few French Challengers still exist today.

[edit] Engines

RT 440 Six-Pack engine

Engine choices included the following:

• C: 225 cu in (3.7 L) Slant 6 I6: 145 bhp (108 kW) 1970–1972
• G: 318 cu in (5.2 L) LA V8: 230 bhp (172 kW) 1970–1974
• H: 340 cu in (5.6 L) LA V8: 275 bhp (205 kW) 1970–1973
• J: 340 cu in (5.6 L) LA V8 Six-Pack: (3 × 2-barrel carburetors) 290 bhp (216 kW) 1970 *T/A
• J: 360 cu in (5.9 L) LA V8: 245 bhp (183 kW) 1974
• L: 383 cu in (6.3 L) B V8: 290 bhp (216 kW) and 330 bhp (246 kW) 1970–1971
• N: 383 cu in (6.3 L) B V8: 335 bhp (250 kW) 1970–1971
• U: 440 cu in (7.2 L) RB V8: Available in Magnum 4-barrel carbureted form 375 bhp (280 kW) 1970–1971
• V: 440 cu in (7.2 L) RB V8 Six-Pack: (3 × 2-barrel carburetors) 390 bhp (291 kW)/{{Auto lbft|490}) 1970–1971
• R: 426 cu in (7 L) Hemi V8: 425 bhp (317 kW)/490 lb·ft (664 N·m), costing an extra US$1,228 and very few sold. 1970–1971

All figures above are SAE gross HP ratings, which were done with no accessories, no air cleaner, open dyno headers. Chrysler did under-rate their performance engines, current test by Mopar Magazine and others, which have built and dyno tested the: 426, 440 6 bbl, 440, 340 6 bbl, 340 6 bbl, and 340 in 100% stock configuration (SAE net). Results have come within 1% of the above rated power SAE gross HP. One can assume, Chrysler just report SAE net HP readings as SAE gross HP, the end results would be an engine under-rated anywhere form 25 to 50+ HP.

[edit] Performance 1/4 mile

• 340: 14.8 @ 96 mph (154 km/h)
• 340 T/A: 14.51 @ 99.6 mph (160.3 km/h) Auto with 3.55 same car used on all published test
• 383 2-barrel: 15.1 @ 96 mph (154 km/h)
• 383 Magnum R/T: 14.3 @ 99 mph (159 km/h)
• 440 Magnum R/T: 13.8 @ 102 mph (164 km/h)
• 440 Six-Pack: 13.4 @ 107 mph (172 km/h)
• 426 Hemi: 13.0 @ 108 mph (174 km/h)

[edit] Serial numbers

ex. JS27R0B100001

• J: Car line, Dodge Challenger
• S: Price class (H-High, S-Special)
• 27: Body type (23-Hardtop, 27-Convertible, 29-Sports hardtop)
• R: Engine code (see engines above)
• 0: Last digit of model year
• B: Assembly plant code (B-Hamtramck, E-Los Angeles)
• 100001: Consecutive sequence number

[edit] Production numbers

• 1970 = 76,935 *includes 2,539 T/As
  • Hardtop I6: 9,929
  • Hardtop V8:. 39,350*
  • Sports hardtop I6: 350
  • Sports hardtop V8: 5,873
  • Convertible I6: 378
  • Convertible V8: 2,543
  • Hardtop R/T: 13,796
  • Special Edition hardtop R/T: 3,753
  • Convertible R/T: 963

• 1971 = 26,299
  • Hardtop I6: 1,672
  • Hardtop V8: 18,956
  • Convertible I6: 83
  • Convertible V8: 1,774
  • Hardtop V8 R/T: 3,814

• 1972 = 22,919
  • Hardtop I6: 842
  • Hardtop V8: 15,175
  • Hardtop V8 Rallye: 8,123

• 1973 = 27,930
  • Note: All models were V8-powered hardtops

• 1974 = 11,354
  • Note: All models were V8-powered hardtops

[edit] Colors

• 1970

Light Gold Metallic-FY4, Plum Crazy (purple)-FC7, Sublime (green)-FJ5, Go-Mango(orange)-EK2, Hemi Orange-EV2, Banana (yellow)-FY1, Light Blue Metallic-EB3, Bright Blue Metallic-EB5, Dark Blue Metallic-EB7, Rallye Red-FE5, Light Green Metallic-FF4, Dark Green Metallic-EF8, Dark Burnt Orange-FK5, Beige-BL1, Dark Tan Metallic-FT6, White-EW1, Black-TX9, Cream-DY3, Panther Pink-FM3

• 1971

Light Gunmetal Metallic-GA4, Light Blue Metallic-GB2, Bright Blue Metallic-GB5, Dark Blue Metallic-GB7, Dark Green Metallic-GF7, Light Green Metallic-GF3, Gold Metallic-GY8, Dark Gold Metallic-GY9, Dark Bronze Metallic-GK6, Tan Metallic-GT5, Bright Red-FE5, Bright White-GW3, Black-TX9, Butterscotch-EL5, Citron Yella-GY3, Hemi Orange-EV2, Green Go-FJ6, Plum Crazy-FC7, Top Banana-FY1

• 1972

Light Blue-HB1, Bright Blue Metallic-HB5, Bright Red-FE5, Light Green Metallic-GF3, Dark Green Metallic-GF7, Eggshell White-GW1, Black-TX9, Honeydew-GY4, Light Gold-GY5, Gold Metallic-GY8, Dark Gold Metallic-GY9, Dark Tan Metallic-GT8, Light Gunmetal Metallic-GA4, Medium Tan Metallic-GA4, Super Blue-GB3, Hemi Orange-EV2, Top Banana-FY1

• 1973

Black-TX9, Dark Silver Metallic-JA5, Eggshell White-EW1, Parchment-HL4, Light Gold-JY3, Dark Gold Metallic-JY9, Gold Metallic-JY6, Bronze Metallic-GK6, Pale Green-JF1, Dark Green Metallic-JF8, Light Blue-HB1, Super Blue-TB3, Bright Blue Metallic-GB5, Bright Red-FE5, Top Banana-FY1, Light Green Metallic-GF3

• 1974

Yellow Blaze-KY5, Golden Fawn-KY4, Parchment-HL4, Bright Red-FE5, Deep Sherwood Metallic (Green)-KG8, Eggshell White-EW1, Black-TX9, Light Blue-HB1

[edit] Second generation (1978–1983)

Second generation

Production	1978–1983
Assembly	Okazaki, Aichi, Japan
Body style(s)	2-door coupe
Engine(s)	1.6 L (~98 cu in) 4G32 I4 2.6 L (~159 cu in) 4G54 I4
Transmission(s)	5-speed manual 3-speed automatic
Wheelbase	2530 mm (99.6 in)
Length	4525 mm (178.1 in)
Width	1675 mm (65.9 in)
Height	1345 mm (53 in)–1355 mm (53.3 in)
Related	Mitsubishi Galant Lambda Plymouth Sapporo

See Mitsubishi Galant Lambda for more information

The Challenger name was revived in 1978 for a version of the early Mitsubishi Galant Lambda coupe, known overseas as the Mitsubishi Sapporo/Scorpion and sold through Dodge dealers as a captive import, identical except in color and minor trim to the Plymouth Sapporo. Although mechanically identical, the Dodge version emphasized sportiness, with bright colors and tape stripes, while the Plymouth emphasized luxury, with more subdued trim. Both cars were sold until 1983, until being replaced by the Conquest and Daytona.

The car retained the frameless hardtop styling of the old Challenger, but had only smaller engine (inline-4 instead of all engines from old Challenger) and was a long way in performance from its namesake. Nevertheless, it acquired a reputation as a reasonably brisk performer of its type, not least because of its available 2.6 L engine, exceptionally large for a four-cylinder. Four-cylinder engines of this size had not usually been built due to inherent vibration, but Mitsubishi pioneered the use of balance shafts to help dampen this effect, and the Challenger was one of the first vehicles to bring this technology to the American market; it has since been licensed to many other manufacturers.

[edit] Third generation (2008-present)

Third generation

Production	2008–present
Assembly	Brampton Assembly plant in Canada[8]
Class	Pony car
Body style(s)	2-door coupe
Platform	Chrysler LC platform
Engine(s)	6.1 L (370 cu in) HEMI V8 5.7 L (345 cu in) HEMI V8 (2009-present) 3.5 L (214 cu in) SOHC V6 (2009-present)
Transmission(s)	4-speed Automatic (2009-present) 5-speed Automatic 6-speed Manual (2009-present)
Wheelbase	116.0 in (2946 mm)
Length	197.7 in (5022 mm)
Width	75.7 in (1923 mm)
Height	57.0 in (1448 mm)
Related	Chrysler 300 Dodge Charger Dodge Magnum Mercedes-Benz E-Class Mercedes-Benz S-Class

On December 3, 2007, Chrysler started taking deposits for the third-generation Dodge Challenger which debuted on February 6, 2008 simultaneously at the Chicago Auto Show^[9] and Philadelphia International Auto Show. Listing at US$40,095, the new version is a 2-door coupe which shares common design elements with the first generation Challenger, despite being significantly longer and taller. The chassis is a modified (shortened wheelbase) version of the LX platform that underpins the 2006-Current Dodge Charger, 2005-2008 Dodge Magnum, and the 2005-Current Chrysler 300. All 2008 models were SRT8s and equipped with the 6.1 L (370 cu in) Hemi and a 5-speed AutoStick automatic transmission. The entire 2008 run of 6,400 cars were pre-sold (many of which for above MSRP), and production commenced on May 8, 2008; Chrysler Canada offered a further 500 SRTs uniquely badged as the Challenger 500 all of which were shipped to Canadian Dodge dealers. Chrysler of Mexico is offering only 100 of this car for that country with a 6.1 liter V8 and 425 brake horsepower (317 kW) (SAE); the version is SRT8. Chrysler auctioned off two 2008 SRT8 for charity with car #1 going for $400,000.00 to benefit the notMYkid non-profit organization, and a “B5″ Blue #43 car fetching a winning bid of $228,143.43 with the proceeds going to Victory Junction Gang Camp.^[10]

[edit] 2009

Production of the limited edition 2008 SRT/8s ended in July 2008, and production of the expanded 2009 line-up started in early August of the same year. The expanded offering was the same as that which had been unveiled earlier that spring; at the 2008 New York Auto Show, Chrysler debuted the full Dodge Challenger line for 2009, with four different trims – SE, R/T, SRT8, and SXT (Canada only). In addition to the SRT8, which remained unchanged except for the optional 6 speed manual, the line-up included the previously mentioned SE and SXT which offered the 250 HP 3.5 V6, and the R/T which hosted a 5.7 Hemi sporting 370 HP/398 lb-ft of torque when coupled with the 5 speed automatic, and 375 HP/404 lb-ft when matched with the same Tremec 6 speed manual stick as the SRT8.

[edit] 2010 models

For 2010 models, the vehicle will cost $515 to $1,010 higher than 2009 cars.^[11] The color, HEMI Orange, has been dropped for the 2010 model year. Two new color schemes will be available for November 2009 for the 2010 model year including the Plum Crazy and Detonator Yellow.^[12] A third new color, Furious Fuschia was announced in February 2010.^[13]

[edit] SE

2009 Dodge Challenger SE

The base model Challenger is powered by a 3.5 L (214 cu in) ^[14] SOHC V6 producing 250 brake horsepower (190 kW) (SAE) and 250 lb·ft (339 N·m) torque which was coupled to a 4-speed automatic transmission for the first half of 2009, then was changed to have a 5 speed automatic transmission standard equipment for the second half of the 2009 model year and on.^[15] Several different exterior colors, and either cloth or leather interiors are available. Standard features include air conditioning; power windows, locks, and mirrors; cruise control; and 17-inch (430 mm) aluminum wheels. Leather upholstery, heated front seats, sunroof, 18-inch aluminum wheels, and a premium audio system are available as options, as are ABS, and stability and traction control.^[16] The Canadian market also sports the SXT trim, similar to the SE, however is even more generous in terms of standard features. Some of these features being ESP, an alarm system, and 18-inch (460 mm) wheels.

[edit] Rallye Package

New for 2009 is the Rallye Package for the SE model. The Challenger SE Rallye Package features design cues including dual body stripes on the hood and the trunk, chromed ‘FUEL’ door, deck lid spoiler, 18-inch aluminum wheels, and Micro Carbon in the interior accents.

Exterior paint colors and dual-stripe combinations on the Dodge Challenger SE Rallye include:

• Brilliant Black Crystal Pearl – with Dark Gray dual stripes and Red accent stripes
• Bright Silver Metallic – with Dark Gray dual stripes and Red accent stripes
• Deep Water Blue Metallic – with White dual stripes and Red accent stripes
• Inferno Red Crystal Pearl – with Black and Dark Gray accent stripes
• TorRed – with Black dual stripes and Dark Gray accent stripes
• Dark Titanium Metallic – with Black dual stripes and Red accent stripes
• Stone White – with Black dual stripes and Red accent stripes

[edit] R/T

2009 Dodge Challenger R/T

The mid-level Challenger is powered by a 5.7 L (345 cu in) Hemi V8 coupled to a 5-speed automatic transmission or a Tremec TR-6060 6-speed manual transmission. On cars equipped with the automatic transmission, the engine features the Multi-Displacement System and produces 372 brake horsepower (277 kW) (SAE) and 398 lb·ft (540 N·m) torque.^[15] With the 6-speed manual transmission, the Multi-Displacement System option is deleted and the engine produces 376 brake horsepower (280 kW) (SAE) and 404 lb·ft (548 N·m) torque.^[15] Another feature is the Intelligent Deceleration Fuel Shut-Off (iDFSO) available with the manual and the automatic models, the first to combine both Multi-Displacement system and fuel shut-off.^[17] The final drive ratio is 3.06:1 on cars with the automatic transmission, 3.73:1 on cars with the 6-speed manual and 18-inch (460 mm) wheels or 3.92:1 with the 6-speed manual and optional 20-inch (510 mm) wheels. Also available on R/T is the “Track Pak” option group, which includes the Tremec manual transmission, a limited slip differential and self-leveling rear shock absorbers.

[edit] R/T Classic

The brochure of the 2009 Challenger shows a “classic” version of the Dodge Challenger R/T, with the 5.7 L (345 cu in) Hemi, and retro aspects such as script “Challenger” badges on the front panels and black “R/T” stripes. According to a Chrysler press release from 2009/01/16 it will come with a six-speed-manual transmission (including a pistol-grip-shifter) as standard. It will be available in Brilliant Black Crystal Pearl, Bright Silver Metallic, Stone White and in three “heritage” colors: HEMI-Orange, TorRed and B5 Blue. Prices start at $34,005 (including destination) and production started in February 2009.

[edit] SRT8

2009 Dodge Challenger SRT8

The 2009 SRT8, while still equipped with the 6.1L Hemi V8, is virtually identical to its 2008 counterpart, with the main difference being the choice of either a 5-speed automatic or a 6-speed manual transmission. Standard features include Brembo brakes, a sport suspension, bi-xenon headlamps, heated leather sport seats, keyless go, Sirius satellite radio, and 20-inch (510 mm) forged aluminum wheels in addition to most amenities offered on the lower R/T and SE models such as air conditioning and cruise control.^[16] In addition, the 2009 will have a true “limited slip” differential.^[18] A “Spring Special” SRT8 Challenger was also offered in B5 Blue, but thanks to rolling plant shutdowns, just over 250 Spring Special Challengers were built before the end of the 2009 model year. For 2010, SRT8 models add Detonator Yellow as an available color (at extra cost), and only with the optional “Special Edition Group”. Yellow Challengers will only be built for a limited time (October/November 2009). A retro color, Plum Crazy Pearl, is scheduled to be available during Spring 2010 production, offered exclusively in the “Spring Special” package. Another retro color, Furious Fuschia, similar to the 70s Panther Pink, has also been announced.^[19]

[edit] SXT

The SXT version of the Challenger is only made in Canada and is most like the SE version. The only difference would be the spoiler.

[edit] Super Stock Concept

The Super Stock Concept was built to commemorate the 50th anniversary of 392 Hemi engine, as well as showcase Mopar’s new available 392 (6.4L) Hemi crate engine. The body was based on the 2006 Dodge Challenger Concept. The vehicle was unveiled at SEMA show.^[20]

[edit] SRT10 Concept

A concept vehicle using Dodge Viper SRT-10 engine and Bilstein shocks appeared in 2008 SEMA show.^[21]

[edit] Drag Race Package

A race model designed for NHRA competition, based on Dodge Challenger SRT-8. The car is 1,000 pounds (454 kg) lighter than the street vehicle by eliminating major production components and systems. To accentuate the weight savings, they also feature added composite, polycarbonate and lightweight components designed for drag racing that will be part of the new Package Car program. The engine was repositioned to improve driveline angle and weight distribution. The 116-inch (2,900 mm) wheelbase was shortened by ½ inch. They also feature a front cradle with bolt-in crossmember and solid engine mounts.

At least 50 Challenger Drag Race Package Cars are being built to meet NHRA requirements. Engine options include 6.1L HEMI, 5.7-L HEMI, 5.9L Magnum Wedge. Manual or automatic transmissions are available, The initial run of the required 50 cars has been completed and over 100 of the “2009 Challenger Drag Pak” vehicles will be produced. Currently a 2010 program is being considered. “Big Daddy” Don Garlits bought the first drag race package car and plans to race it in NHRA competition.^[22] The prototype cars shown at SEMA were built by MPR Racing of Michigan, they continue to modify the production cars as delivered from Mopar , currently the “Drag-Pak” cars running in legal A/SA trim are running around the 9.7-10 second mark at 130-140 mph in the quarter mile.

Shortly after Dodge announced the Drag Pak program Ford decided to throw its hat into the competitive “Package Car” arena of NHRA drag racing. The Super Cobra Jets were built as Fords direct answer to the Challenger Drag Pak program. These cars are currently being sought as collector items because of their unique features and future value.

[edit] NASCAR

In 2010 the NASCAR Nationwide series will race a car of tomorrow version of the Challenger. This will allow fans to tell the difference between makes easier and bring the sport back to its popular 1970s era.

[edit] 1320 Concept

First shown at the 2009 SEMA show in Las Vegas, the 1320 is a concept car based on the Drag Race Package. It was fabricated by Mopar’s design team as a lightweight version that uses carbon-fiber components and a reduced interior. Other modifications include Mopar police wheels, an electric exhaust bypass, ARB locking differential and Mickey Thompson street-legal drag radials. It is named after the length of a quarter mile which is 1320 ft ^[23]

[edit] Racing

• The Challenger was introduced to the SCCA Trans Am Series in 1970, driven by Sam Posey among others.
• Blackforest Motorsports has currently entered a Challenger in the Continental Challenge.^[24]
• The 2010 Challenger R/T has been named as the Chrysler model for the 2010 NASCAR Nationwide Series competition.^{[citation needed]}

[edit] Future

Chrysler Corporation announced in November 2009 that Challenger production would continue through the 2013 model year. A minor refresh will come in mid to late 2011 production of the Challenger.

According to OntarioStreetCar.com, it is rumored that the new 2011 Dodge Challenger will have a brand new powertrain along with other amenities. It is said that the Challenger will receive a 6.4 liter HEMI V8 instead of the original SRT 6.1L which may push between 475 – 525 Horsepower. OntarioStreetCar.com also said that the new Challenger will also be equipped with a roof mounted fin-style antenna, a new steering wheel, and new door handles along with a passive entry feature which would allow the owner to open the door while the key fob is in their pocket. More is to come.

[edit] See also

Wikimedia Commons has media related to: Dodge Challenger

• Dodge Charger
• Plymouth Barracuda—Chrysler‘s other pony car
• Ford Mustang, Mercury Cougar, Chevrolet Camaro, Pontiac Firebird, AMC Javelin—the competition
• List of Dodge automobiles
• List of Dodge concept vehicles
• Vanishing Point, film notably featuring the Challenger

 

Dodge Charger history

The Dodge Charger LX is a rear-wheel drive four-door automobile introduced in February 2005. Built by Chrysler for its North American Dodge brand, the car was created to continue the Dodge Charger line, and replaced the Dodge Intrepid as Dodge’s full-size sedan. It shares the LX platform with the Chrysler 300, and has an interior almost identical to the now-discontinued Dodge Magnum.

Contents [hide] 1 History 2 Engines 3 Safety 4 2006 to Present Models 4.1 Daytona R/T 4.2 SRT-8 4.3 Super Bee 4.4 DUB Edition 4.5 NASCAR 5 Police Package Version 5.1 Police operators 5.2 Gallery 6 Future model 7 References 8 External links

[edit] History

The first Charger was a 1964 show car, based on the Dodge Polara and fitted with a 426 Wedge V8 engine. The first production Charger, based on the Dodge Coronet, was introduced as a 1966 model. In 1999, Dodge introduced a new Charger R/T concept car. It took many styling cues from the 1960s Chargers, sharing their long nose and rearward cab, but was much shorter at 187 inches (4,700 mm), compared to 203 inches (5,200 mm) for the 1966 Charger. It was also 650 lb (290 kg) lighter. Although it had four doors where the earlier models had two, the rear doors were intended to be blended unobtrusively into the body. Compressed natural gas was proposed as a possible fuel source.^[1] |-

[edit] Engines

The Charger SE and SXT are equipped with Chrysler’s 3.5 L V6 and sell at a starting price of US$22,995. The 3.5 L V6 produces 250 hp (186 kW) and 250 lb·ft (339 N·m) of torque. In Canada, the base model Charger has a 2.7 L V6, which produces 190 hp (142 kW) and 190 lb·ft (258 N·m) of torque. In 2006, the 2.7 L V6 was also available in the US for fleet sales only. For 2007, the SE package could be had with the 2.7 L engine for all buyers.

The R/T version uses the 5.7 L (345 cu in) Hemi V8 and sells for US$29,995. From 2006-2008, this engine produces 340 hp (254 kW) and 390 lb·ft (529 N·m) of torque. For 2009, Variable Camshaft Timing was added, raising power levels to 368 hp (274 kW) and 395 lb·ft (536 N·m) of torque respectively.

The SRT-8 model comes with the 6.1 L (370 cu in) Hemi V8 and has a base MSRP of US$35,320. The 6.1 L Hemi produces 425 hp (317 kW) and 420 lb·ft (569 N·m) of torque.

[edit] Safety

The Insurance Institute for Highway Safety gives the Charger an overall Good score in frontal crash tests.^[2] In side impacts Charger models equipped with optional side airbags are given a Marginal score overall, and models without side airbags are given the lowest overall Poor score.^[3][4]

All models come standard with Electronic Stability Program (ESP) (except in 2.7L V6 cars where it is optional) with ABS and all speed traction control.

[edit] 2006 to Present Models

Year	Model	Engine	Power	Torque
2006 to present	SE	2,736 cc (2.736 L; 167.0 cu in) EER V6	178 hp (133 kW)	190 lb·ft (258 N·m)
	SXT (G/H/N/P/R Packs)	3,518 cc (3.518 L; 214.7 cu in) EGJ V6	250 hp (186 kW)	250 lb·ft (339 N·m)
2006 to 2008	R/T	5.7 L (345 cu in) Hemi EZB V8	340 hp (254 kW)	390 lb·ft (529 N·m)
	R/T with Road/Track Performance Group		350 hp (261 kW)
	Daytona R/T
2009 to present	R/T R/T with Road/Track Performance Group	5.7 L (345 cu in) Hemi EZD V8	368 hp (274 kW)	395 lb·ft (536 N·m)
2006 to present	SRT-8	6.1 L (370 cu in) Hemi ESF V8	425 hp (317 kW)	420 lb·ft (569 N·m)

Both the SXT and R/T models are also available as AWD (All Wheel Drive) starting in 2007. The All-Wheel Drive system is derived from the Mercedes-Benz 4MATIC technology. From 2007-2008, the AWD system is engaged all the time, routing approximately 60% of the power to the rear wheels and 40% of the power to the front wheels. The 2009 Charger AWD utilized the Torque-on-Demand system manufactured by Borg Warner which disconnects the front axles until extra traction is needed. This results in a slight boost in fuel economy while retaining the same maximum power split to the front wheels.

[edit] Daytona R/T

2006 Dodge Charger Daytona R/T

Color	Year	Units
Go ManGo!	2006	4000 (US), 200 (CDN)
Top Banana		4000 (US), 250 (CDN)
TorRed		2000 (US), 250 (CDN)
Sublime	2007	1500 (US), 150 (CDN)
Plum Crazy		1400 (US), 120 (CDN)
Hemi Orange	2008	1650 (US), 100 (CDN)
Stone White	2009	400 (US), 75 (CDN)

The 2006 Charger Daytona R/T debuted at the Chicago Auto Show. It features a high output 350 hp (261 kW) version of the 5.7 L (345 cu in) Hemi as well as an updated suspension and tires. Visual additions include a special front fascia with a chin spoiler and a black rear spoiler. In a retro touch, the Daytona R/T features black “Hemi” decals on the hood and rear fender and retro high impact colors. In 2007, larger 20″ chrome-clad wheels were introduced. In 2008, a revised stripe package was adopted. In 2009, horsepower was increased to 368 hp (274 kW) by the addition of Variable Camshaft Timing.

[edit] SRT-8

Color	Year 2006-	Units
Go ManGo!	2006	1 [5]
Silver		Unknown
Black		Unknown
Inferno Red		Unknown
Silver	2007	Unknown
Black		Unknown
TorRed		Unknown
Plum Crazy		300 [6]
Silver	2008	Unknown
Black		Unknown
TorRed		Unknown
Steel Blue		Unknown
Silver	2009	Unknown
Black		Unknown
TorRed		Unknown
Deep Water Blue		Unknown
Silver	2010	Unknown
Black		Unknown
TorRed		Unknown
Deep Water Blue		Unknown

An SRT-8 version of the Charger debuted at the 2005 New York International Auto Show. Powered by a 425 hp (317 kW) version of the 6.1 L (370 cu in) Hemi, it also features upgraded Brembo brakes, and interior and exterior updates. The engine produces 420 lb·ft (569 N·m) of torque. The 425 net horsepower of the modern 6.1 L Hemi makes it even more powerful than the legendary Hemi engines of the muscle car era, the biggest of which was rated at 425 gross horsepower. This makes the 6.1 L Hemi engine the most powerful V8 engine that Chrysler has ever put in a production vehicle with a 5-speed automatic transmission.

2006 Dodge Charger SRT-8

2007 Dodge Charger SRT8

2007 Dodge Charger SRT8

 

[edit] Super Bee

A new Super Bee version of the Charger debuted at the 2006 New York International Auto Show for the 2007 model year. It shares the SRT-8′s 425 hp (317 kW) 6.1 L (370 cu in) Hemi engine but comes in special “Detonator Yellow” paint with black decals. It is a limited edition with only 1000 being produced. A B5 Blue version of the Super Bee was shown at the 2007 North American International Auto Show and went on sale in early 2008, also with a limited run of 1000. 425 Hemi Orange Super Bees were built in 2009

Color	Year	Units
Detonator Yellow	2007	1000 (US)
B5 Blue Pearl	2008	1000 (US)
Hemi Orange[7]	2009	425 (US)

2007 Dodge Charger Super Bee #711

2007 Dodge Charger Super Bee #711

2007 Dodge Charger Super Bee #711

2008 Dodge Charger Super Bee

 

[edit] DUB Edition

Created with DUB Magazine, it is based on the Charger SXT. It includes a body-colour spoiler and fog lamps, 20-inch alloys wrapped around with 245/45R20 tires, MyGIG Multimedia Infotainment System with 13-speaker KICKER surround-sound system, a 322W KICKER amplifier and a 100W KICKER subwoofer. Exterior colors are red, black, silver, cool vanilla and dark titanium.^[8]

2,180 Charger DUB Edition cars were produced for the US market for $30,235.^[9]

[edit] NASCAR

Nascar Sprint Cup’s newest Dodge car design “The COT” (Car of Tomorrow), driven by Kasey Kahne

Although NASCAR stock cars bear only a slight resemblance to actual street cars, Dodge’s 2005 and 2006 NASCAR entries were based on the Charger silhouette, replacing the previous Dodge Intrepid. Unlike the Intrepid, the Charger shares rear-wheel drive and a V8 engine with its NASCAR counterparts. During the 2007 NASCAR season the Charger was used in all non Car of Tomorrow races and the Dodge Avenger was used in all Car of Tomorrow races. The Car of Tomorrow was used exclusively in 2008. However, the Avenger Car of Tomorrow will be redesignated as a Charger R/T through the use of different decals.

[edit] Police Package Version

In early 2006, DaimlerChrysler released a new police version of the Charger. It made its debut at the 2005 New York International Auto Show.

Unlike the civilian version, the police version features upgraded heavy-duty brakes, a severe-duty cooling system, police-performance Electronic Stability Program, police performance-tuned steering, and a gear shifter that is mounted on the steering column instead of in the center console.^[10] In place of the center console, Dodge has equipped the police edition with a steel plate appropriate for mounting radio equipment, computers, and controllers for lights and sirens. The vehicle’s electrical system is specifically designed for integration of siren and light controls, and other police vehicle accessories.

The 340 hp (254 kW) Hemi V8 is powerful enough to accelerate the car from 0 to 60 mph (97 km/h) in 6.2 seconds and to a top speed of 150 mph (241 km/h). By comparison, the 1972 AMC Matador, with its 401 in³ V8, could accelerate from rest to 60 mph (97 km/h) in seven seconds, and took 43 seconds to reach a top speed of 125 mph (201 km/h). In Michigan State Police and California Highway Patrol testing, the Charger V8 easily outperformed all other pursuit vehicles in acceleration, cornering, and braking (except the Dodge Magnum, which stopped slightly faster in some tests).

Chargers are in use with several police agencies as both marked and unmarked patrol cars. Law enforcement agencies outside of the US have also purchased the Charger, including police services in Canada, Mexico, Chile and the Middle East, including Bahrain, Kuwait, and Lebanon^{[verification needed]}. Both V6 and V8 models are being adopted, with highway patrols favoring the 5.7 L (345 cu in) Hemi V8 engine and cities more likely to purchase the base police package with the 3.5 L V6 fuel-efficient engine. The New York City Police Department has purchased Chargers for use by precinct and Highway Patrol officers, and the Nassau County Police Department has purchased Chargers for use by members of its Highway Patrol division. The New York State Police and New York State Court Officers also use the Charger for patrol. The California Highway Patrol has begun to use the Charger for patrols, gradually phasing out their fleet of Ford Police Interceptors. The Los Angeles Police Department is also starting to deploy several 2008 Chargers in the field on a testing basis, with an eye on replacing their aging fleet of Ford Police Interceptors, the Iowa State Patrol recently began the purchase of the Charger Police package to replace their aging fleet of Ford Crown Victoria models. In 2006, the Virginia State Police added 35 Chargers to its patrol fleet.^[11]

The Charger is also in service with U.S. Federal and military police services, including the U.S. Marine Corps Base Provost Marshal’s Offices, the Naval Criminal Investigative Service, the FBI, the U.S. Department of Veterans Affairs Police and the U.S. Marshals Service^{[verification needed]}.

For 2009, the V6 Charger police car comes with the 3.5L V6 and a 5-speed automatic transmission. The rear is slightly updated, moving the “CHARGER” badge to the right, and replacing the left with the badge reading “DODGE.” The V8 version uses the Charger Daytona R/T engine, rated 368 horsepower (274 kW) and 395 ft·lbf (536 N·m). of torque.

[edit] Police operators

 Canada

• Sûreté du Québec
• Peterborough, Ontario
• Hamilton, Ontario
• Port Hope, Ontario

 Puerto Rico

• Puerto Rico Police Department: The PRPD use the Dodge Charger only for the Highway Patrol division. It replaced the Ford Mustang for express-way operations. Its part of the PRPD “Ghost Fleet”.
• Carolina Police Department
• Arecibo Police Department
• Trujillo Alto Police Department

 Mexico

• Mexico’s Federal Police

 United States

• California Highway Patrol
• Colorado State Patrol
• Iowa State Patrol
• Kentucky State Police
• Los Angeles Police Department
• Maryland State Police
• Massachusetts State Police
• Michigan State Police
• Nassau County Police Department
• New York City Police Department (Including Highway Patrol)
• New York State Court Officers
• New York State Police
• Opa-Locka Police Department
• Garfield Heights, Ohio Police Department GHPD has 5 2009 models and 5 2010s will be purchased.
• St. Louis, Missouri County Police Department
• Solon, Ohio Police Department
• Twinsburg, Ohio Police Department
• Bedford Heights, Ohio Police Department
• Bedford, Ohio Police Department
• Independence, Ohio Police Department
• East Cleveland, Ohio Police Department
• Broadview Heights, Ohio Police Department
• Cuyahoga County Sheriff’s Office
• Utah Highway Patrol
• Wisconsin State Patrol
• United States Border Patrol
• Texas Highway Patrol
• Plano Police Department
• Wyoming Highway Patrol
• Reno, Nevada Police Department
• Nevada Highway Patrol
• Norton Police Force
• Asbury Park, New Jersey Police Department
• Fresno, California Police Department

[edit] Gallery

Dodge Charger of the Michigan State Police.	Dodge Charger of the New York City Police Department.	Dodge Charger of the Amherst, Ohio police force.	Dodge Charger of the Sûreté du Québec.
Rear view of the Dodge Charger.	New York State Court Officers Dodge Charger in Times Square.	Fresno Police Department

 Future model

In October 2008, then-Chrysler LLC CEO Bob Nardelli told CNBC‘s Michael Eisner of Chrysler’s plans concerning a redesigned Charger: “In the pipeline for 2010: A brand new 300, a brand new Charger … a brand new Jeep, the pipeline is full, plus we have these smaller vehicles coming through partnerships and alliances”.^[12][13] On November 4, 2009, Fiat announced that the Charger will be refreshed for 2011.^[14]

 

Chevrolet Nova history

The Chevrolet Nova is an automobile produced in the United States from 1962 to 1979 by the Chevrolet division of General Motors and from 1985 to 1988 by the NUMMI, a joint venture between General Motors and Toyota. In its original form it was the top model in the compact Chevy II range and was marketed as the Chevrolet Chevy II Nova until the Chevy II name was dropped for the 1969 model year. The original platform was discontinued and the name returned as a front wheel drive subcompact car based on the Japanese Toyota Sprinter.

Contents [hide] 1 First/Second generation 1.1 1962–1965 1.2 Second generation (1966–1967) 2 Third generation 2.1 The Nova SS 2.2 Yenko’s Novas 2.3 1969 2.4 1970 2.5 1971 2.6 1972 2.7 1973–1974 3 Fourth generation 4 Fifth generation 5 Novas internationally 5.1 Argentina 5.2 Canada 6 Urban legend 7 Chevrolet Nova in popular culture 8 References 9 External links

[edit] First/Second generation

First generation

Also called	Chevy II
Production	1962–1967
Assembly	Bloomfield, New Jersey, United States Framingham, Massachusetts, United States Norwood, Ohio, United States Oakland, California, United States Willow Run, Michigan, United States Buenos Aires, Argentina
Class	Compact
Body style(s)	2-door sedan 2-door hardtop 2-door convertible 4-door sedan 4-door station wagon
Layout	FR layout
Engine(s)	153 cu in (2.51 L) I4 194 cu in (3.18 L) I6 283 cu in (4.64 L) V8 327 cu in (5.36 L) V8
Transmission(s)	4-speed manual 3-speed manual 2-speed Powerglide automatic
Related	Acadian

1963 Chevy II Nova station wagon

[edit] 1962–1965

After the rear-engine Chevrolet Corvair was handily outsold by the conventional Ford Falcon in 1960, Chevrolet began work on a more conventional compact car that would eventually become the Chevy II. The original Chevy II was of unibody construction and was available in two-door coupe and four-door sedan configurations as well as convertible and station wagon versions. Trim levels in 1962 were the 100 Series, 300 Series and Nova 400 Series.^[1]

Available engines for the Chevy II included a 153 cu in (2.5 l) four-cylinder and a 194 cu in (3.2 l) inline six. The six-cylinder was actually the third generation engine, replacing the second generation stovebolt. Rival manufacturer Chrysler had earlier developed the Slant Six in their Plymouth Valiant, a Chevy II competitor, when the cars were introduced to the public in late 1959 as 1960 models.

Although the Nova was not originally available with a V8 option, the engine bay was perfectly proportioned for one. It wasn’t long before Chevrolet V8s were offered as dealer-installed options (between 1962 and 1963), up to and including the fuel injected version available in the Corvette. The combination of readily available V8 power and light weight made the Nova a popular choice of drag racers.

In 1962 and 1963 the Nova was available in a convertible body style, and a two-door hardtop was available from 1962 to 1965, although the hardtop was dropped when the 1964 models were first introduced, and subsequently brought back to the line later in the model year. Like all Chevy two door hardtops, the body style was marketed as the Sport Coupe.

For 1963, the Chevy II Nova Super Sport was released, under RPO Z03.^[2] It featured special emblems, instrument package, wheel covers, side moldings, bucket seats, and floor shifter, and was available only on the 400 series sport coupe and convertible.^[3] Cost of the package was US$161.40.^[4] As mentioned above, Novas could not officially have V8 engines at this time — the standard SS engine was the six-cylinder — but small-block V8 engine swaps were commonplace among enthusiasts. For 1964, sales were hit hard by the introduction of the new Chevelle,^[5] and the Chevy II received its first factory V8 option, a 195 hp (145 kW) 283 cu in (4.6 l). In 1965, a 327 cu in (5.4 l) V8 was also available with up to 300 hp (220 kW).

[edit] Second generation (1966–1967)

File:’67 Chevrolet Nova Coupe (Byward Auto Classic).jpg

1967 Chevrolet Nova coupe

1966 Novas saw a significant restyling, based in part on the Super Nova concept car. In general, proportions were squared up but dimensions and features changed little. Engine options still included the basic inline four and six-cylinder engines and V8s of 283 cu in (4.64 L) and 327 cu in (5.36 L) (the latter offering now offering up to 350 hp (260 kW).

During this time, the 90 hp (67 kW) 153 cu in (2.51 L) four-cylinder engine was only offered in the base Chevy II 100 series models with the 120 hp (89 kW) 194 cu in (3.18 L) inline-six standard on the Nova and Super Sport models. In addition to the V8s, other optional engines included a 140 hp (100 kW) 230 cu in (3.8 L) six-cylinder and a 155 hp (116 kW) 250 cu in (4.1 L) six-cylinder, the latter a new offering for 1967. For 1966, Super Sport (SS) models did not carry the Nova name, but were badged as Chevy II Super Sports. However the ’66 Chevy II sales brochure clearly promoted the SS as the “Chevrolet Chevy II Nova Super Sport”.^[6]

Although Chevy IIs had the same body for both these years, 1967 models carried significant improvements in the area of safety equipment. A government-mandated energy-absorbing steering column and safety steering wheel, soft interior parts such as armrests and sun visors, recessed instrument panel knobs, and front shoulder belt anchors, were included in all 1967 models.

[edit] Third generation

Third generation

Production	1968-1974
Assembly	Kansas City, Missouri, United States Van Nuys, California, United States Norwood, Ohio, United States Willow Run, Michigan, United States Oshawa, Ontario, Canada Sainte-Thérèse, Quebec, Canada Buenos Aires, Argentina
Layout	FR layout
Platform	X-body
Engine(s)	153ci (2.5L) I4 230ci (3.8L) I6 250ci (4.1L) I6 307ci (5.0L) V8 327ci (5.4L) V8 350ci (5.7L) V8 396ci (6.5L) V8 402ci (6.6L) V8
Transmission(s)	4-speed M-20 manual 4-speed M-21 manual 4-speed M-22 manual 4-speed Borg-Warner T-10 manual 3-speed manual 3-speed THM350 automatic 3-speed THM400 automatic 2-speed Powerglide automatic
Wheelbase	111.0 in (2819 mm)
Related	Buick Apollo Oldsmobile Omega Pontiac Ventura

An extensive restyle came in 1968, when the station wagon and Sport Coupe were discontinued. This body style continued (with minor revisions) through 1974. One notable change was the front subframe assembly — as compared with Ford, Chrysler and AMC, in whose cars the entire front suspension was integrated with the bodyshell, a separate subframe housing the powertrain and front suspension (similar to the front part of the frame of GM’s full-size, full-framed vehicles) replaced the earlier style. Although the front subframe design was a Chevy II-exclusive design, the Camaro introduced a year earlier was the first to incorporate such a design; the redesigned Chevy II was pushed a year back to 1968 instead of 1967. 1968 was the final year that the Chevy II nameplate was used, although all 1968 models were “Chevy II Novas” with one single trim line.

The 153 cu in (2.51 L) four-cylinder engine was offered between 1968 and 1970, then was dropped due to lack of interest (besides its other usage in the Jeep DJ-5A a.k.a. the Postal Jeep). Far more popular were the 250 cu in (4.1 L) six-cylinder and the base 307 cu in (5.03 L) V8, which replaced the 283 cu in (4.64 L) V8 offered in previous years. At mid-year, a semi-automatic transmission based on the Powerglide called the Torque-Drive was introduced as a low-cost option for shiftless motoring for both the four and six-cylinder engines. The two-speed Powerglide was still the only fully-automatic transmission available with most engines as the more desirable three-speed Turbo-Hydramatic was only available with the largest V8 engines.

[edit] The Nova SS

The Nova Super Sport was transformed from a trim option to a performance package for 1968, one of the smallest muscle cars ever fielded by Detroit now included a 295 hp (220 kW) 350 cu in (5.7 L) V8 engine along with a heavy-duty suspension and other performance hardware. Front disc brakes were optional on the 1968 Nova SS. Optional engines included two versions of the big-block 396 cu in (6.49 L) V8 rated at 350 hp (260 kW) and 375 hp (280 kW). Both engines were offered with a choice of transmissions including the M-21 close-ratio four-speed manual, the M-22 heavy-duty “Rock Crusher” four-speed manual, or the three-speed Turbo-Hydramatic 400 automatic transmission. Novas sported the SS badge until 1972.^[7]

[edit] Yenko’s Novas

During the third generation of the Chevy Nova, retired racecar driver Don Yenko, now making his living as a Chevy dealer and muscle car specialist, began refitting a series of Novas, as well as Chevelles and Camaros for optimum performance to compete with the frontrunning Ford Mustangs, Plymouth Barracudas and Dodge Challengers. The result was a specially redesigned Nova with a stronger body frame and suspension system to house the enormous 427cid (7.0L) V8 engine that made the Yenko Super Cars. These now rarities were put out by Yenko Chevrolet in Canonsburg, Pennsylvania. Only 37 were known to be produced with an original selling price of $4,000.00. Today, only 7 known units are registered.

[edit] 1969

For 1969 the Chevy II nameplate was retired from the Nova range.^[8] The “Chevy II by Chevrolet” trunklid badge was replaced with “Nova by Chevrolet” and no other Chevy nameplates remained. However the ’70 Novas were promoted under the “Chevy Nova” model name in official Chevrolet sales literature.^[9]

Like other 1969 GM vehicles, locking steering columns were incorporated. Simulated vents were added below the Nova script, which was relocated to the front fender instead of the rear quarter panel. The 350 cu in (5.7 L) V8 with four-barrel carburetor that came standard with the SS option was revised with a 5 hp (4 kW) increase to 300 hp (220 kW) while a two-barrel carbureted version of the 350 cu in (5.7 L) V8 rated at 255 hp (190 kW) was a new option on non-SS models. A new Turbo-Hydramatic 350 three-speed automatic was made available for non-SS Novas with six-cylinder and V8 engines, although the older two-speed Powerglide continued to be available on the smaller engined Novas. 1969 SS models were the first Nova SS models to have standard front disc brakes.

[edit] 1970

Basically a carryover from 1969; the side markers and taillight lenses for the 1970 Nova were wider and positioned slightly differently. This was the final year for the SS396. All other engines were carried over including the seldom-ordered four-cylinder which was in its final year. The car finally became simply the Chevrolet Nova this year after two years of transitional nameplates (Chevy II Nova in 1968 and Chevrolet Chevy Nova in 1969) Approximately 177 COPO Novas were ordered, with 175 converted by Yenko Chevrolet. The other two were sold in Canada. The Nova was used in Trans-Am racing this year.

[edit] 1971

1971 Novas were similar to the previous year but with the loss of the simulated fender vents and the discontinuation of the 396 cu in (6.49 L) engine for the SS with the 350 cu in (5.7 L) engine taking its place. 1971 also saw the introduction of the Rally Nova, a trim level that only lasted two years (until it resurfaced in 1977). The Rally kit included black or white stripes that ran the length of the car and around the back, a Rally Nova sticker on the driver’s side of the hood, Rally wheels, multi-leaf rear springs, and a “sport” body colored drivers side mirror that was adjustable from the interior.

The 250 cu in (4.1 L) six-cylinder engine was now the standard Nova engine with the demise of the 153 cu in (2.51 L) four-cylinder and 230 cu in (3.8 L) six-cylinder engines. The 307 cu in (5.03 L) and 350 cu in (5.7 L) V8s were carried over from 1970 and all engines featured lowered compression ratios to enable the use of unleaded gasoline as a result of a GM corporate mandate that took effect with the 1971 model year.

After 1971, other GM divisions began rebadging the Nova as their new entry-level vehicle, such as the Pontiac Ventura II (once a trim option for full-size Pontiacs to 1970), Oldsmobile Omega and the Buick Apollo. Interestingly, the initials of the four model names spelled out the acronym NOVA (Nova, Omega, Ventura, Apollo).

[edit] 1972

1972 Chevrolet Nova

A virtual rerun of 1971, the 1972 Nova received only minor trim changes and both the Rally Nova and SS options were carried over. At mid-year a sunroof option became available on two-door models. Also, the optional Strato bucket seats available on coupes switched from the previous low-back design with adjustable headrests to the high back units with built-in headrests introduced the previous year on Camaros and Vegas.

[edit] 1973–1974

1973 Chevrolet Nova SS coupe

The 1973 model year introduced a hatchback bodystyle based on the 2-door coupe. Following a government mandate for vehicles to be fitted with front and rear bumpers capable of absorbing a low-speed impact of 5 mph (8.0 km/h), the front and rear of the Nova were restyled. The 1973 model was equipped with redesigned bumpers that were larger and stronger. 1974 models were the first to have shock-absorbing bumper mounts that made the bumpers stick out further from the body.

A modified rear side window shape was also introduced, eliminating the vent windows on both two- and four-door models. A revised rear suspension was adapted from the second generation Camaro with multi-leaf springs replacing the mono-leaf springs used on Novas since the original 1962 model. By this time, six-cylinder and V8 engines were de rigueur for American compact cars, with the 307 cu in (5.03 L) and 350 cu in (5.7 L) V8s becoming fairly common. The 1973 Nova with a six-cylinder engine or 307 cu. in.(5.0 L) V8 were among the last Chevrolets to be offered with the now-outdated two-speed Powerglide automatic transmission, which was in its final year. For 1974, it was replaced by a lightweight version of the three-speed Turbo-Hydramatic 350 already offered with the 350 cu in (5.7 L) V8, which was the only V8 offered for 1974. Not the case the 1974 was offered with the 307 v8 These Novas where also fitted with a weight sensitive relay within the front bench seat that prevented the vehicle from being started until the driver’s seatbelt had been fastened. Later, a law passed by Congress banned this type of device, declaring that it infringed on a driver’s freedom of choice.^[10] The devices were not included in future Nova models.

1973 and 1974 introduced several new technologies to the Nova such as the adoption of steel belted radials. Also, the hatchback Nova models used a compact spare tire that included an inflator can with the vehicle. While many of these cars were sold with four-wheel drum brakes, front disk brakes were available as an extra-cost option.

A luxury-themed Nova Custom, later called the Nova LN, became part of the model lineup which included upgraded upholstery, full carpeting and more exterior trim. The SS option was still available but became more of a sporty trim package than a performance offering and now offered with any Nova engine, much like the 1963 to 1967 Nova SS.

An interesting model was the ‘Spirit of America’ Nova introduced in 1974. In anticipation of the US bicentennial in 1976, these vehicles were painted white and featured blue and red accent stripes as well as red and blue interior carpets and fabrics.

Oldsmobile and Buick entered the compact car market; both the Apollo and Omega debuted, using the same bodystyles from the Nova lineup. Additional options were included on these Nova-like models, such as lighting under the dashboard and in the glove compartment. Pontiac’s final GTO of this era was based on a facelifted 1974 Ventura coupe, itself based on the Nova, but fitted with a shaker hoodscoop from the Trans Am.

[edit] Fourth generation

Fourth generation

Production	1975–1979
Assembly	Van Nuys, California, United States Tarrytown, New York, United States Willow Run, Michigan, United States Oshawa, Ontario, Canada Sainte-Thérèse, Quebec, Canada Tehran, Iran
Class	Compact
Body style(s)	2-door coupe 3-door hatchback 4-door sedan
Layout	FR layout
Platform	X-body
Engine(s)	151 cu in (2.47 L) Iron Duke I4 230 cu in (3.8 L) I6 250 cu in (4.1 L) I6 262 cu in (4.29 L) V8 305 cu in (5.00 L) V8 350 cu in (5.7 L) V8
Transmission(s)	3-speed manual 4-speed M-21 manual 4-speed M-22 manual 4-speed Borg-Warner T-50 manual 3-speed THM350 automatic 3-speed THM400 automatic
Wheelbase	111.0 in (2,820 mm)
Fuel capacity	20 US gal (76 L; 17 imp gal)
Related	Buick Apollo Buick Skylark Oldsmobile Omega Pontiac Phoenix Pontiac Ventura

A completely restyled Nova was introduced in 1975 and continued through 1979. Base coupes, including the hatchback, had fixed side windows (or optional flip-out windows) and vertical vents on the B-pillar. This generation is sometimes called the “Disco Nova” due to the popularity of disco music during this era.

The base model carried the inline Six-cylinder 250 cu in (4.1 L), 105 hp (78 kW), two V8 engines (305 cu in (5.00 L) and 350 cu in (5.7 L)) for 1976 only, were offered. Mated to a three speed automatic, 3 speed manual or 4 speed – V8s only – Which remained the norm through the end of the decade (and the end of the rear-wheel drive X platform).

The front suspension and subframe assembly was similar to the one used in the second generation GM F-body cars (the Camaro and Pontiac Firebird), whereas the rear axle and suspension were carried over from the previous generation. All this made this car very solid but also heavy (1,600 kg (3,500 lb) empty and 2,100 kg (4,600 lb) curb weight)

1976 Chevrolet Nova coupe

The Nova lineup ranged from the stripped-down “S” model, base, Custom (1975 and 1978 to 1979, which in later years became the LN and Nova Concours replacement), and the luxury-themed LN (the LN was the first to sport metric displacement badges — either “4.3 LITER” or “5.7 LITRE”). The LN was replaced with the Nova Concours (1976 and 1977.) Custom and Concours models had a 3-taillight lens scheme much similar to the Impala with a Cadillac-esque chrome laden front clip). All were intended as competition for the recently introduced Dodge Aspen/Plymouth Volare and Ford Granada/Mercury Monarch. From 1977 to 1978, there was also the Nova Rally (not to be confused with the Rally Nova of the early 1970s). These came with the 135 hp (101 kW), 305 cu in (5.00 L) V8 engine, stiffer antiroll bar and some with the 4-speed Saginaw manual transmission.

Even Cadillac got into the act; the Nova’s X platform was stretched by several inches, completely rebodied and fitted with an Oldsmobile fuel-injected 350 cu in (5.7 L) V8 to become the Seville for mid year 1975.

Buick’s Apollo was renamed Buick Skylark after 1975 (during the 1975 model year, the Apollo nameplate was used for the 4-door sedan, while the coupe version was badged as the Skylark), while Pontiac’s Ventura became the more luxurious Phoenix for 1978 (the Phoenix was the first X-body fitted with square headlights). These rebadged versions of the Nova had either the Chevrolet “porky but reliable” inline-six 250 cu in (4.1 L) or Buick V6 231 cu in (3.79 L) as the base engine.

In the 1977 model year minor changes were made for the Nova including a more modern round gauge cluster to replace the long sweeping speedometer, and a revised dash panel which changed from the sloped style of ’75 and ’76 to a flatter design. In 1978 the steering wheel was updated to the same one found in the Caprice and Malibu. Some new colors were offered (as with the rest of the divisions) and some small trim added. During the 1977 model year of Ventura, the GM Iron Duke was the base engine (in response to the Arab Oil Embargo) coupled to a Borg-Warner T-50 transmission (it has no relationship to the T-5 found in third-generation GM F-bodies). The Ventura was replaced by the Phoenix in the middle of the 1977 model year.

Base V8 engines included Chevrolet 262 cu in (4.29 L) (1975 only) and 305 cu in (5.00 L) engines, and an Oldsmobile 260 cu in (4.3 L) V8; Pontiac Venturas were not fitted with a Pontiac V8 from the factory after 1975, when Oldsmobile 260s and Buick 350s were installed as optional equipment. This led to civil action against GM.

The Nova SS continued for 1975 and 1976; when the SS was discontinued, the option code for the SS — RPO Z26 — continued as the Nova Rally until 1979.

A high-performance police version of the Nova was introduced for the 1975 model year, making it the first compact car certified for police duty in the US. Most were initially purchased by the Los Angeles County Sheriff’s Department in 1976.

Upon introduction of the downsized GM A-body (later G-body) mid-size cars in 1978, the X-body and downsized A-platform had similar exterior dimensions. The roomier and more modern downsized A-bodies outsold their X-body counterparts.

The Nova’s final model year, 1979, saw few changes. The front end was revised with square headlights and a new grille for the short run. Production ended on December 22, 1978.

From model year 1980 onward, the Nova’s original niche in the Chevrolet lineup was filled by front-wheel drive compacts including the Citation (spring 1979 to 1985), and Corsica (spring 1987 to 1996).

[edit] Fifth generation

Fifth generation

Also called	Toyota Sprinter Toyota Corolla
Production	1985–1988
Assembly	NUMMI, Fremont, California, United States
Successor	Geo Prizm
Class	Subcompact
Layout	FF layout
Platform	Toyota AE82 Platform
Engine(s)	1.6 L (98 cu in) I4 4A-GE 112 hp 1.6 L (98 cu in) I4 4A-C 90 hp
Transmission(s)	5-speed manual 3-speed automatic4-speed automatic
Wheelbase	95.7 in (2,430 mm)
Length	166.3 in (4,220 mm)
Width	64.4 in (1,640 mm)
Height	52.8 in (1,340 mm)
Fuel capacity	13.2 US gal (50 L; 11 imp gal)
Related	Toyota Corolla Toyota Seca

Chevrolet Nova hatchback

The Chevrolet Nova nameplate returned in 1985 as a front wheel drive subcompact vehicle produced from 1985 to 1988. It was manufactured in Fremont, California by NUMMI, a joint venture between General Motors and Toyota of Japan.

The new Nova was a rebadged and mildly restyled Japanese market Toyota Seca, a model sold in Japan as an upmarket version of the Toyota Corolla. Nova shared the Corolla’s AE82 platform, 1.6 L (98 cu in) 4-cylinder engines and was available with 5-speed manual, 3-speed or 4-speed automatic transmissions. The 1986 Chevrolet Nova was initially offered only in a four-door sedan body style. A five-door hatchback was added shortly after introduction. The only engine was a carbureted 1.6-liter four-cylinder with 74-horsepower. It teamed with either a five-speed manual or three-speed automatic transmission. This was the same powertrain offered in the Corolla. In 1988, Nova’s final year, a Twin-Cam version was available. It featured a 110 hp twin-cam fuel-injected engine with a 5-speed manual. A 4-speed automatic transmission was optional. Its exclusive color combination was black with red accents and a light grey cloth interior. 4-wheel disc brakes, aluminum wheels and full instrumentation were included.

[edit] Novas internationally

[edit] Argentina

In 1962 Argentina assembled the first/second generation Chevy II until 1974 as Chevrolet 400, and the early third-generation (1968 model) Nova as the Chevrolet Chevy from late 1969 through 1978, both models overlapping for several years, the Chevy II marketed as a family sedan while the Nova as a sporty alternative. An upscale model was produced from about 1973 with different trim, front turn indicators and taillights, a much better appointed interior with plastic “wood” trim, and called the Malibu. This Malibu was 100% a Chevy Nova, no relation to the American Chevelle. All engines provided to the public were inline-sixes. The first and second generations were available, depending on year and model, with the 194 cu in (3.18 L) , 230 cu in (3.8 L) and 250 cu in (4.1 L) engines.

The third generation (“Chevys”) were produced with the 230 cu in (3.8 L) and 250 cu in (4.1 L) engines with specially tuned carburetors for sporting models. The “Chevy” metal emblem for the third generation had the same font as the “Nova” emblem of 1968–1974 American Novas, and was, for the first few years, in the rearmost section of both rear fenders. Later, it was moved to the rearmost section of both front fenders, as it was in the American cars from 1969. Sidemarker lights were not mandatory and changed much during the production run, from being deleted, to leaving a small chrome plate, to the same light as in the American cars. Rear deck emblems just said “CHEVROLET” in chrome letters, obviating the typical “Model by Chevrolet” used in the American cars at the time. The hood emblem was similar to the 1969 American Novas, the bow tie, in blue or just chrome. Initially, the Argentinian Chevy used very similar trim to the American counterpart, usually being more luxurious, as the car fitted in a much higher market niche, being a “big” car for the local standards. Even then there were standard, plain models, without accessories. Many were used for cab service. Interesting to note is that the interior layout, especially visible in the instrument panel, remained the American 1968 version for the whole run. The ignition switch was never moved to the steering column, for instance, so no steering lock was installed in the factory. Power steering began to be available from the factory at the end of the production run, V8s were never produced for the car, and automatic transmissions were available with both: steering column selectors or with a floor lever, but not for all models, only for luxury versions. Power windows were not available, tinted windows were darker than American versions, and the darker band on the upper edge of the windshield was not present.

Very popular accessories were vinyl roofs, rally wheels, sport steering wheels, bucket seats with high backs, and tufted leatherette upholstery (many sedans were produced this way). Interiors were mostly black. Steering wheels and instrument panels were for many years only black, as were seatbelts. American style interior color coordination was absent. The last year of the Nova in Argentina is called locally “Opus 78″ (because the slogan of the publicity) and it was the most equipped, adding simil-leather bucket seats, air-conditioning, power steering, electric antenna, and a new dashboard with integrated central console.

Their Super Sports, “SS” counterparts were both coupes and 4-door sedans, the latter of which was unheard of in the US prior to the introduction of the 1994 Impala SS. In fact, a majority were fitted with inline-sixes coupled to a ZF manual transmission with floor lever 4 speeds, a single two-barrel Holey 2300 RX 7214-A carburetor giving out 168 hp (125 kW) and a sporting exhaust note. Corsa, a local auto publication magazine tested a Chevy Coupé SS Serie 2 and obtained a 0–100 km/h (0–62 mph) time of 11.1 seconds.

[edit] Canada

1963 Acadian convertible

The Nova was also sold in Canada from 1962 as the Acadian (a GM Canada nameplate),^[11] with minimal trim and equipment modifications, until the early 1970s when it was renamed in keeping with its US cousin as the Pontiac Ventura II.

[edit] Urban legend

An urban legend claims that the vehicle sold poorly in Spanish-speaking countries because its name, spaced no va, literally translates to “it doesn’t go.” This has since been debunked.^[12]

The same has been said of the 1980s British General Motors product, the Vauxhall Nova, which had to be sold as an Opel Corsa in Spain. In fact this too is a myth, with the Spanish market offering being known as a Corsa from the outset.

[edit] Chevrolet Nova in popular culture

Axel Foley drives an old, banged-up blue Chevrolet Nova.

Andrew Lovstad of Esko, Minnesota was to drive a blue 1966 Chevrolet Nova SS in the 1970 television show “Blue Ocean”. The show was unfortunately never aired because the promo was never picked up by a television production.

In the Pauli Shore movie, “Bio-Dome”, the characters Bud and Doyle drive a 3rd generation 4-door Chevy Nova.

A matte black 1970 Chevy Nova with a white skull-and-crossbones on the hood, is featured prominently in the 2007 Quentin Tarantino movie Death Proof. The Nova has been extensively modified into a movie stunt car to provide it with added rigidity and presumably, higher performance. Kurt Russell’s character, Stuntman Mike, describes the car in the movie as “completely Death-Proof” provided you are the one driving.

 

Chevrolet Impala history

The Chevrolet Impala is a full-size automobile built by the Chevrolet division of General Motors. The Impala became the best-selling automobile in the United States when full-sized cars dominated sales. From 1958 until 1965,it was Chevrolet’s most expensive full-size car. In 1965, reaching its sales peak, Chevrolet introduced the Caprice. The Impala was then positioned down one trim level but still above the more economical models the Bel Air and Biscayne. It remained the most popular full-size Chevrolet model through the mid-eighties. The Impala, named after the southern African antelope, is most readily distinguished by having three sets of taillights. It competed in the market against other full-size cars such as the Ford Galaxie 500 and the Plymouth Fury. The Impala nameplate is currently used since 2000, for the full size, front-wheel-drive Chevrolet. The Impala SS nameplate was introduced in 1961 and continued through 1969; was revived in 1994 through 1996, and revived again for the 2004-2009 model years.

Contents [hide] 1 History 1.1 Origin and sales 1.2 First generation (1958) 1.3 Second generation (1959–1960) 1.4 Third generation (1961–1964) 1.5 Fourth generation (1965–1970) 1.6 Impala SS (1961–1969) 1.7 Fifth generation (1971–1976) 1.8 Sixth generation (1977–1985) 1.9 Seventh generation (1994–1996) 1.10 Eighth generation (2000–2005) 1.11 Ninth generation (2006–present) 2 Engines through 1976 3 Gallery 4 Awards 5 Safety 6 Future 7 NASCAR 8 Notes 9 References 10 External links

[edit] History

[edit] Origin and sales

The Impala name was first used for the full-sized 1956 General Motors Motorama show car that bore Corvette-esque design cues, especially the grille. Painted emerald green metallic, with a white interior, the Impala featured hardtop styling. It is not known to have survived.Ed Cole, Chevrolet’s chief engineer in the late 1950s, defined the Impala as a “prestige car within the reach of the average American citizen.” From 1958 through 1996, Impala sales were in excess of 13 million, more than any other full-size car in the history of the automobile. The 1964 model year sales of 1,074,925 units (Impala & Impala SS) in the U.S. still stands as a record. 1965 wasn’t far behind with 1,046,500 units. In 2008, Impala was the 6th best selling car in the United States and had the distinction of being the top selling American nameplate sedan, according to Reuters Top 20 Best-selling Vehicles Scorecard.^[1]

[edit] First generation (1958)

First generation

1958 Chevrolet Impala Convertible
Production	1957-1958
Body style(s)	2-door convertible 2-door hardtop
Layout	FR layout
Engine(s)	235 cu in (3.9 L) Blue Flame I6 283 cu in (4.6 L) Turbo Fire V8 348 cu in (5.7 L) W-series Turbo Thrust V8
Related	Chevrolet Bel Air,Chevrolet Biscayne, Chevrolet Brookwood, Chevrolet Nomad, Chevrolet Parkwood

1958 Impala Hardtop Coupe

The Impala was introduced in 1958 as a new, upmarket, sporty trim package created for Bel Air coupes and convertibles. Unique to the model were its six taillights, which set it apart from lower trim levels with only two lights on a side. This classic styling cue would become its trademark.

[edit] Second generation (1959–1960)

Second generation

1959 Chevrolet Impala Convertible
Production	1958-1960
Model year(s)	1959-1960
Body style(s)	2-door convertible 2-door coupe 2-door hardtop 4-door hardtop 4-door sedan
Layout	FR layout
Engine(s)	235 cu in (3.9 L) Blue Flame I6 283 cu in (4.6 L) Turbo Fire V8 348 cu in (5.7 L) W-series Turbo Thrust V8
Related	Chevrolet Bel Air, Chevrolet Biscayne, Chevrolet Nomad, Chevrolet Brookwood, Chevrolet Parkwood, Chevrolet El Camino

1959 Impala Hardtop Coupe

The Impala became a separate model in 1959 in both two- and four-door versions and became the best-selling car in the Chevrolet lineup. The Impala featured body-on-frame construction, using the “X” frame used on other Chevys, as well as Cadillac. The exception for the six-taillight styling was the 1959 model, which used the “teardrop” taillight shape as all other Chevy models had. For 1960, the styling was revised with more conventional styling with the trademark triple taillights reinstated, and would remain consecutively through 1985. It became the best-selling automobile in the United States and held that position for the next decade.

[edit] Third generation (1961–1964)

Third generation

1961 Chevrolet Impala Convertible
Production	1960-1964
Model year(s)	1961-1964
Assembly	Arlington, Texas
Body style(s)	2-door convertible 2-door coupe 2-door hardtop 4-door hardtop 4-door sedan 4-door station wagon
Layout	FR layout
Platform	B-body
Engine(s)	230 cu in (3.8 L) Turbo Thrift I6 283 cu in (4.6 L) Turbo Fire V8 327 cu in (5.4 L) Turbo Fire V8 409 cu in (6.7 L) W-series Turbo Thrust V8 427 (7.0 L)Z11 V8 ’63 only
Related	Chevrolet Bel Air Chevrolet Biscayne

1961 Impala Hardtop Coupe

The Impala was restyled on the existing GM B platform for 1961. The new body styling was more trim and boxy than the 1958-60 models. Sport Coupe models featured a “bubbleback” roof line style for ’61, and a unique model, the 2-door pillared sedan, was available for 1961 only. It was rarely ordered and a scarce collectible today. The rare Super Sport (SS) option debuted for 1961.

The 1962 model featured new “C” pillar styling for all models except the 4-door hardtop “Sport Sedan.” Sport Coupe models now featured the “convertible roof” styling, shared with other GM “B” full-size hardtop coupes. This style proved extremely popular, and contributed to the desirability of the ’62-’64 Impalas as collectibles. The “overhang” roof style of the sedans was replaced with a more attractive, wider “C” pillar with wraparound rear window. Engine choices for ’62 settled down, the 348-cubic-inch (5.7 L) V8 discontinued and replaced by the 340 brake horsepower (250 kW) 409-cubic-inch (6.7 L), which could be ordered with any transmission. The small-block 283 was enlarged to 327 cubic inches (5.4 L), which added more engine choices for small-block fans. The Beach Boys produced a hit single, “409,” referring to the Chevy, which became an iconic song for these cars. Impalas again featured premium interior appointments, plusher seats, and more chrome trim outside, including a full-width aluminum-and-chrome panel to house the triple-unit taillight assembly. Super Sport (SS) models featured that panel in a special engine-turned aluminum, which was also used to fill the side moldings, making the SS more distinctive in appearance. Due to reliability problems, the optional Turboglide automatic transmission was discontinued, leaving Powerglide the only autobox available until 1965.

1963 Impala Hardtop Sedan

Among collectors, the 1963 Impala is the most popular for its body style, even though it was almost mechanically identical to the 1962 Impala. The 1963 Impala’s distinctive body style has crisp lines with pointed front and rear fenders which emphasize the long, low style of car design popular in the early 1960s. The rear taillight panel was aluminum, and was surrounded by a chrome border with the engine-turned surface on SS models. Engine choice was similar to ’62, with the small-block 283-cubic-inch (4.6 L) and 327-cubic-inch (5.4 L) V8s the most popular choices. The Sport Sedan featured a new, creased roof line that proved popular. A new “coved” instrument panel was good-looking, but replaced the temperature gauge with “idiot lights” for hot and cold engine conditions. An optional factory tachometer was built into the dash, just above the steering wheel. It was rarely ordered, but gave the Super Sport models an extra feel of sportiness.

For 1964, the Impala was slightly restyled, reverting to a more rounded, softer look. Out back, the signature taillight assembly had an “upside-down U” shaped aluminum trim strip above the taillights, but the lights themselves were surrounded by a body-colored panel. The 409-cubic-inch (6.7 L) returned as the big-block option, but the 4X2 carburetor setup was no longer on the option list. SS models continued to feature the engine-turned aluminum trim. Rooflines were carried over from ’63 unchanged. The 1964 model has been praised by West Coast rap groups since the early 1990s, with endorsers such as Eazy-E, Dr. Dre, Skee-Lo and The Game among many others.

Right hand drive cars were made at GM’s Oshawa plant in Canada and often shipped overseas in kit form for assembly in South Africa, Australia and New Zealand. The RHD cars – Chevy or equivalent Pontiac (built on Chevrolet frames and using Chevy engines in Canada – all used a RHD version of the LHD 1961 Pontiac dashboard.

[edit] Fourth generation (1965–1970)

Fourth generation

1965 Chevrolet Impala Caprice 4 door hardtop
Production	1964-1970
Model year(s)	1965-1970
Assembly	Arlington Texas, Atlanta Georgia, South Gate California, Flint Michigan, Framingham Massachusetts, Janesville Wisconsin, Van Nuys California, Norwood Ohio, St. Louis Missouri, Tarrytown New York, Lordstown Ohio, Wilmington Delaware, Oshawa Ontario, Sainte-Thérèse Quebec
Body style(s)	2-door convertible 2-door coupe 2-door hardtop 4-door hardtop 4-door sedan 4-door station wagon
Layout	FR layout
Platform	B-body
Engine(s)	250 cu in (4.1 L) Turbo Thrift I6 283 cu in (4.6 L) Turbo Fire V8 307 cu in (5 L) Turbo Fire V8 327 cu in (5.4 L) Turbo Fire V8 350 cu in (5.7 L) Turbo Fire V8 396 cu in (6.5 L) Turbo-Jet V8 409 cu in (6.7 L) Turbo-Jet V8 427 cu in (7 L) Turbo-Jet V8
Related	Chevrolet Caprice, Chevrolet Bel Air, Chevrolet Biscayne

1966 Impala SS Convertible

Totally redesigned in 1965, the Impala set an all-time industry annual sales record of more than 1 million units in the U.S., which has never been bettered. All new full-size Chevys eschewed the “X” frame for a full-width perimeter frame, a new body which featured curved, frameless side glass (for pillarless models), sharper angled windshield with newly-reshaped vent windows, and redesigned full-coil suspension. In 1965, Chevrolet introduced the Impala Caprice. Beginning with the four-door hardtop sedan body, Impala Caprices received unique upholstery, wood grained accents on the dashboard and specialty pulls on the insides of the doors. The Caprice Custom was reintroduced as the Chevrolet Caprice in 1966, taking the top position in the full-size Chevrolet lineup. The Impala would be the #2-selling convertible in the U.S. in 1966, with 38,000 sold; it was beaten by the Mustang by almost 2:1.^[2] The Impala remained Chevrolet’s top-selling model throughout the 1970s.

Engine choices included the inline six-cylinder as well as the famous Chevy small-block and big-block V8s. Automatic buyers were given the option of the newly-introduced three-range Turbo Hydra-Matic transmission for the newly-introduced Mark IV big-block engine, displacing 396 cubic inches. The old 409-cubic-inch (6.7 L) “W” engine was discontinued early in the 1965 model year, so early-production ’65s got the 409, as well as 1/10th of 1% had the 396 CID big-block. Moreover, other later-built cars had the 396-cubic-inch (6.5 L) as the big-block option with significant horsepower drawback. Two-range Powerglide, as well as Synchro-Mesh 3- and 4-speed manual transmissions were available. As with previous years, Impalas featured more chrome trim inside and out, with pleated tufted upholstery and door panels.

1969 Impala Custom Coupe

The 1967 model was redesigned with enhanced Coke bottle styling. The curves were the most pronounced with the 1967-68 models. In keeping with federal regulations, safety features were built into Impalas during the 1967 and 1968 model years, including a fully collapsible energy-absorbing steering column, side marker lights, and shoulder belts for closed models. During the 1969 model year Impala production topped Caprice production by 611,000 units.

Right Hand Drive cars were manufactured in Canada for export to some countries such as Australia, UK, etc., until 1969. They used a version of the 1965 Impala dash panel until 1969. Australian models were assembled in Australia from kits as this lessened tax on the cars. A similar arrangement applied in New Zealand although the bodies were supplied from Canada already welded, painted and trimmed.

[edit] Impala SS (1961–1969)

1963 Impala SS Hardtop Coupe

1964 Impala SS Hardtop Coupe

In 1961, the Impala SS (Super Sport) was introduced to the market. The SS badge was to become Chevrolet’s signature of performance on many models, though it has often been an appearance package only. The Impala’s SS package in 1961 was truly a performance package, beginning with the high-performance 348-cubic-inch (5.7 L) V8 engines available with 305 brake horsepower (227 kW), 340 brake horsepower (250 kW), and 350 brake horsepower (260 kW) or the new 409-cubic-inch (6.7 L) V8, which was available with up to 425 brake horsepower (317 kW). The package also included upgraded tires on station wagon wheels, springs, shocks and special sintered metallic brake linings.

Starting in 1962, the Impala SS could be had with any engine available in the Impala, down to the 235-cubic-inch (3.9 L), 135 brake horsepower (101 kW) inline-6. With one exception, from this point until 1969, the SS was an appearance package only, though the heavy-duty parts and big engines could still be ordered. From 1962-on, Super Sports were limited to the hardtop coupe and convertible coupe exclusively. The Super Sport package was known by Regular Production Option (RPO) Z03, from 1962–63, and again in 1968. As mentioned above, 1962-64 Super Sports came with engine-turned aluminum trim, which was replaced by a “blackout” trim strip in ’65 which ran under the taillights. “Super Sport” script replaced the “Impala SS” badges in 1965 and 1966. The exception was the Z24 option package available in combination with the standard Z03 Super Sport package.

1965 Impala SS Convertible

1968 Impala SS Sport Coupe

Starting in 1967 and continuing through 1969, buyers of Impala Z24s got cars badged as “SS427″ models. The SS427 included a heavy-duty suspension and other performance goodies, as well as a Turbo-Jet 427-cubic-inch (7.0 L) V8 in either L36 (385 brake horsepower (287 kW) in 1967-1968, 390 brake horsepower (290 kW) in 1969) or L72 (425 brake horsepower (317 kW)) in 1968-1969. Special SS427 badging, inside and out, was the rule, but few were sold since muscle car enthusiasts were looking toward big-block intermediates such as the Chevelle SS396 and Plymouth Road Runner, which were lighter and faster off the line. In 1968 only, Z24s could be ordered without the Z03 SS package, which meant SS427 equipment but no bucket seats or center console. The Impala SS could be identified by “SS” emblems on the rear fenders and trunk lid. The Impala SS became its own series (separate model rather than an option package) for 1964.

In 1968, the Impala SS once again became an option package. 1967 and 1968 SS427s got a special domed hood and body emblems, and the 1968 model featured “gills” on the front fenders in front of the wheel opening, possibly to remind people of its Corvette cousin. It’s important to note that the 427 cu in V8 was available on all Caprice and Impala models (including non-SS cars), and even the Bel Air and Biscayne price-leaders.

In 1969, the Impala SS was available only as the Z24 (SS427), coming exclusively with a 427-cubic-inch (7.0 L) V8 of 335 brake horsepower (250 kW), 390 brake horsepower (290 kW), or 425 brake horsepower (317 kW). This was the final year for the Impala SS until 1994. Those 1969 Impala SS cars were often considered “sleepers” in that there was no distinctive SS badging inside the car (again there was no Z03 offered that year), and a true 1969 Z24-optioned car is the rarest and most collectible of the SS427 years. 1969 was the last year that the Impala SS was offered with the Z24 package, but the only year in which front disc brakes and 15-inch (380 mm) wheels were standard; that made the 1969 SS427 mechanically better than the previous versions in standard form. Although the 427 was replaced by the 454-cubic-inch (7.4 L) Turbo-Jet V8 in 1970, the SS option was gone.

[edit] Fifth generation (1971–1976)

Fifth generation

1972 Chevrolet Impala Convertible
Production	1970-1976
Model year(s)	1971-1976
Assembly	Arlington, Texas
Body style(s)	2-door convertible 2-door Sport Coupe (hardtop) 2-door Custom Coupe (formal hardtop) 4-door hardtop 4-door sedan 4-door station wagon
Layout	FR layout
Platform	B-body
Engine(s)	250 cu in (4.1 L) 250 Inline Six 350 cu in (5.7 L) Turbo Fire V8 400 cu in (6.6 L) Turbo Fire V8 402 cu in (6.6 L) Turbo-Jet 400 V8 454 cu in (7.4 L) Turbo-Jet V8
Related	Chevrolet Caprice Chevrolet Bel Air

1972 Impala Sedan

In 1971, the redesigned full-size B-body would be the largest full-size car ever offered by GM. However, the 1970s marked the impact of the 1973 energy crisis. Gasoline prices doubled between 1973 and 1979. Industry car sales plummeted 20 percent between 1973 and 1974, and for the first time in recent history, annual passenger car travel in the U.S. actually declined. The Impala’s sales dropped to 176,376 units in 1975, the weakest since its introduction in 1958. In spite of their large size, an Econominder gauge package was offered for 1975 and 1976 models. Station wagons replaced the swinging tailgate with an unusual design where the back window retracted into the roof, which was abandoned on the subsequent redesign.

The 1972 model introduced a grille which extended below the bumper. Powertrains consisted of mostly V8 engines. The 250 inline six was standard through 1972; the 350 2bbl V8 was standard from 1973–1976, with 350 cubic inches (5.7 L), 400 cubic inches (6.6 L), 402 cubic inches (6.6 L) (through 72) or 454 cubic inches (7.4 L). However, the long-familiar OHV six-cylinder Turbo Thrift engine continued to be standard on two-door hardtop coupe and four-door pillared sedan models through the end of the 1972 model year. Beginning in 1972, all engines were designed to run on unleaded gasoline. 1972 saw the last Impala convertible.

1973 Chevrolets featured a larger, shock-absorbing bumper due to new federal mandates which required 5-mile-per-hour (8.0 km/h) impact protection. New taillights were mounted in the (still) conventional rear bumper. This was the first year of the Caprice Classic convertible.

1973 Impala Custom Coupe

In 1974, the rear bumper was redesigned to meet the new standards with shock absorbers, featuring new tail lights. The front end was also freshened as in previous years, with a new grille and headlight bezels, a new header panel, and a bumper with a drop down center section. The marker lights moved back up beside the headlamps once again. This was the only year of the 1971-1976 models the Impala had a different front end design than the Caprice Classic, as other years used either a grille insert or previous year Caprice front to distinguish the two. The rooflines of the Impala coupes were also revised. For 1974 the Custom Coupe was no longer a hardtop, with large fixed rear quarter glass and a thick B-pillar. The Sport Coupe, still a pillar-less hardtop, now used larger roll-down quarter glass like that of the 1971-73 Custom Coupe, and had a narrower, fastback style, flat back window. Sedans used carryover body shells from previous years.

A High Energy Ignition, or HEI, officially debuted on the 1975 models, however HEI was installed on some 1974 cars as a clandestine option. Several new options were offered for the first time in 1975. Catalytic converters were introduced in 1975. In addition to the Econominder gauge package, new options included intermittent wipers and a divided 50-50 bench seat (with a choice of sport cloth or vinyl trim). Also in 1975, the dashboard, radio and climate control graphics were revised; the speedometer read up to 100 miles per hour (160 km/h), and had smaller numbers for kilometers per hour. The door panel were revised for aesthetics as well as the rest of the upholstery. The 1975 Impala used a direct “hand-me-down” 1974 Caprice nose, with the only change being the grille insert and its emblem, while the entire front end of the Caprice model was revised with new fenders, hood, and a swept back style header panel with recessed headlight buckets, making the car appear shorter overall to the now economy minded consumer. This was the final year for the full-size Chevrolet convertible.

1976 Impalas used a previous year Caprice nose, with a new “egg crate” grille insert. The Impala had round headlamps while the Caprice used the new quad rectangular ones.

1973 Impala Custom Coupe

From 1968, two coupe models were offered on Impalas, the “Sport Coupe” was the lower-priced hardtop coupe design, shared with other GM “B” body hardtop coupes, and the formal-roof “Custom Coupe” which was the Caprice Coupe body in Impala trim. Sport Coupe models were discontinued after 1975, leaving the Custom Coupe, with its wide “B” pillar and fixed rear window, the only 2-door Impala available in 1976. This body style had been introduced for the 1974 model year, a precursor to Detroit’s complete abandonment of pillarless body styles before the end of the Seventies.

Although the “Super Sport” model was long since discontinued, two special Impala models were offered in the latter years of the 1971-1976 body style: A Spirit of America package. Offered in 1974 on Sport Coupe models, this was primarily a trim package featuring special white body paint, a white vinyl top, sports-styled dual remote outside rear view mirrors, special wheel covers, optional rally rims (sourced from the Chevrolet C10 truck, painted white), a vinyl body side molding insert, and pin-striping and interior trim in either red or blue. The interior trim also included color-keyed seat belts and floormats. Special fender badges (along with one on the dashboard) announced the package to passengers or passers-by. A Landau model, for 1975-1976 models (and carried over into the late 1970s and 1980s; an identical version was also offered for Caprice models). Like the “Spirit of America” package, this was primarily an appearance package. The model featured a choice of special paint colors, sports-styled dual remote outside rearview mirrors, color-keyed wheel covers, a landau vinyl roof (with chrome band across the roof), a vinyl bodyside molding insert, and pin-striping. Inside there were color-keyed seat belts and floormats. Fender and dashboard emblems rounded out the package.

[edit] Sixth generation (1977–1985)

Sixth generation

Production	1976-1985
Model year(s)	1977-1985
Assembly	Arlington, Texas Oshawa, Ontario
Body style(s)	2-door coupe 4-door sedan 4-door station wagon
Layout	FR layout
Platform	B-body
Engine(s)	229 cu in (3.8 L) V6 231 cu in (3.8 L) V6 250 cu in (4.1 L) L6 267 cu in (4.4 L) small-block V8 305 cu in (5 L) small-block V8 350 cu in (5.7 L) small-block V8 350 cu in (5.7 L) Olds diesel V8
Transmission(s)	3-speed automatic 4-speed automatic (optional, 1981-1985)
Wheelbase	116 in (2,946 mm)
Related	Chevrolet Caprice Pontiac Parisienne

The changes in the automobile marketplace resulted in Chevrolet redesigning the Impala once again in 1977 to meet changing demands. The new downsized Impalas were shorter in length, taller and narrower than before. The new Impala’s frame was a shortened version of the one introduced in 1971 and would be utilized until 1996 when the B-body production line was shut down. Even with its trimmer exterior dimensions, the new Impala featured increased headroom, legroom and trunk space.^[3]

Production of the downsized model increased substantially over 1976, and the Impala regained the number one US sales position. The redesigned 1977 Impala/Caprice was named Motor Trend′s car of the year.

1978 Impala Coupe

Pillarless hardtops were discontinued, the result of rumors of federal rollover standards looming in the near future. The 1977-1979 coupes sported a double bent tempered rear window similar to the 1987 Monte Carlo Aerocoupe.

Engine availability was reduced in 1977 when the inline-6 was reintroduced with 110 horsepower (82 kW). Other options included 267-cubic-inch (4.4 L) and 305-cubic-inch (5.0 L) V8 engines. The 350-cubic-inch (5.7 L) V8 engine was optional in some years. Oldsmobile‘s 350-cubic-inch (5.7 L) V8 diesel engine also was available.

In 1980, although the body style remained the same, all new sheet-metal was used.

Although the Impala (and the upscale Caprice) sold well into the early 1980s, the Impala, reduced to the base model full-size Chevrolet, was popular with fleet usage – including taxi and police pursuit vehicles. The Impala was discontinued in 1985, while the Caprice continued unchanged until 1990.

[edit] Seventh generation (1994–1996)

Seventh generation

1994 Chevrolet Impala SS
Production	1993-1996
Model year(s)	1994-1996
Assembly	Arlington, Texas
Body style(s)	4-door sedan
Layout	FR layout
Platform	B-body
Engine(s)	5.7 L (350 cu in) LT1 V8
Transmission(s)	4-speed automatic
Wheelbase	115.9 in (2,944 mm)
Length	214.1 in (5,438 mm)
Width	77 in (1,956 mm)
Height	54.7 in (1,389 mm)
Curb weight	4,221 lb (1,915 kg)
Related	Chevrolet Caprice

In 1991, the GM B platform was extensively redesigned, though it retained the same shortened frame design of the 1977 redesign.

The Impala SS badge was resurrected at the 1992 Detroit Auto Show as a concept car designed by GM designer Jon Moss. The concept car was two inches lower to the ground than the regular Caprice, and was powered by a 8.2-liter (500 cu in) engine. Eventually, the concept car’s engine was replaced with a 5.7-liter (350 cu in) engine derived from the Corvette in order to show the public what would be offered if put into production (an off-road specification 510-cubic-inch (8.4 L) V8 was eventually put into the engine bay of the prototype years later).

1994 Impala SS

The 1994 Impala SS went into production 14 months later at GM’s plant in Arlington, Texas, and was almost identical cosmetically to the concept car, the only noticeable change being the chromed bowtie logo on the grill (vs a red logo on the concept). The car was, in essence, a high-performance version of the Caprice. From a mechanical standpoint, it used the Caprice 9C1 police package as its base and as such got most of the equipment formerly available only to law enforcement and government agencies. This included a sport-tuned suspension with reinforced shocks and springs, a high-capacity upgraded reverse flow cooling system, larger and more powerful four-wheel disc brakes, transmission cooler, dual exhaust, a higher-output electrical system, and other minor mechanical alterations. Not all of the police equipment was carried over however, as the Impala SS did not get the external oil-to-air engine oil cooler, nor were all the body mounts secured (the standard Caprice and Impala SS were assembled at the factory with the front 3 body mounts missing one of the rubber cushions, while the 9C1 was assembled with all rubber cushions in place), although both are popular aftermarket additions to the Impala SS by their owners.

The Impala SS was uniquely fitted with a standard 3.08 gear. The limited-slip rear differential was standard (as opposed to the option G80 on Caprices) and suspension that was an inch lower. A retuned LT1 5.7-liter (350 cu in) small-block V8 was standard on the Impala SS, making 260 horsepower (190 kW) and 330 pound-feet (450 N·m) of torque (retuned from the prototype’s 300 horsepower (220 kW) rating). The primary difference between the LT1 in the Impala and the LT1 that was in the Corvette and Camaro was that the Impala engine was fitted with cast-iron cylinder heads instead of aluminum ones, and a camshaft that was designed more for low-end torque than high-end horsepower. Another difference was that the Impala LT1 had 2 bolt main bearing caps while the Corvette LT1 had 4 bolt main bearing caps. The transmission used in the car was the 4L60E, which was itself an upgraded and revised version of the previous 4L60. However, the transmission was not beefed up for the power of the LT1, and transmission failures after 100,000 miles (160,000 km) were commonplace.^{[citation needed]} A standard transmission was never available in the 1994-96 Impala SS. However there is a growing trend of replacing the 4L60-E transmission, with the T-56 (6 speed manual) from the Camaro and Firebird using aftermarket kits. Alternatively, a popular enhancement was the addition of a shift-kit and/or a more aggressive torque converter.

Several other cars in the B-body line also shared a similar powertrain: these were the Chevrolet Caprice, Buick Roadmaster, and the Cadillac Fleetwood which all shared the LT1 engine and 4L60E automatic transmission.

Cosmetically, the Impala SS received body-colored trim, which helped reduce the sometimes “bloated” look of the standard Caprice, a unique single-bar grille with no hood ornament and, a rear deck spoiler. It was fitted with 17-inch (430 mm) brushed aluminum wheels with 255/50ZR17 tires. Inside, the car came with a central console with cup holders (1994 and 1995 models) and a storage compartment, leather seats embroidered with the Impala SS logo, and a standard leather-wrapped steering wheel.

For the 1994 model year, it was available only in black with a grey interior. Due to a shortage of the unique 5-spoke aluminum wheels (manufactured by ROH in Australia), only 6,303 cars were sold. However, the wheel shortage was remedied for the 1995 model year and 21,434 cars were sold. In 1995, Dark Cherry Metallic and Dark Grey Green were added as exterior color options, and the body paneling on the rear quarter panel was altered to reflect the cosmetic effect formerly achieved by a window insert. Another change from 1994 was the placement of the side mirrors from pods attached to the door to a larger format attached to the ‘A’ pillar. 1996 was the last year of production with 41,941 units sold. The 1996 Impala SS production went late into the model year; the last one being produced on December 13, 1996. It saw minor interior alterations, with the digital speedometer being replaced by an analog one, along with a tachometer. The shifter was moved from the column to the center console, and the engine was given an OBD-II computer control system (the camshaft was reground to adjust for the new computer).

A special ceremony was held at the plant on December 13, 1996 for M.G. “Pinky” Randall, a Chevrolet collector from Houghton Lake, Mich., who bought the last Impala SS. When Randall drove the car with the dark cherry-metallic paint off the line, he was accompanied by County Judge Tom Vandergriff in the front passenger seat. In the back seat were Mayor Richard Greene, plant manager Herb Stone and Lonnie Morgan, president of United Auto Workers Local 276, which represents about 1,900 of the plant’s 2,100 employees. “I didn’t think this last car would get publicity like this,” said Randall, 69. The Impala becomes the 46th vehicle in Randall’s Chevrolet collection.

The entire B/D-body line, consisting of the Chevrolet Caprice, Impala SS, Buick Roadmaster and Cadillac Fleetwood, was discontinued by General Motors, as GM wanted more assembly lines to be able to produce more profitable SUVs. Another fact was that the Caprice was the only B-body with a market share since fleet sales to law enforcement outnumbered sales of all other B-bodies.

[edit] Eighth generation (2000–2005)

Eighth generation

2000-05 Chevrolet Impala LS
Production	1999-2005
Model year(s)	2000-2005
Assembly	Oshawa, Ontario, Canada
Body style(s)	4-door sedan
Layout	FF layout
Platform	W-body 2nd Gen
Engine(s)	3.4 L (204 cu in) LA1 V6[4] 3.8 L (231 cu in) L36 V6[5] 3.8 L (231 cu in) supercharged L67 V6[6]
Transmission(s)	4-speed 4T65-E automatic 4-speed 4T65E-HD automatic
Wheelbase	110.5 in (2,807 mm)
Length	200.0 in (5,080 mm)
Width	73 in (1,855 mm)
Height	2000-02: 57.5 in (1,460 mm) 2003-05: 57.3 in (1,458 mm)
Curb weight	3,465 lb (1,572 kg)
Related	Chevrolet Monte Carlo

The Impala name was resurrected for the 2000 model year as the “Hi-Mid” program to replace the Lumina. Based on the Lumina’s W-body platform, it was built at Oshawa Car Assembly in Oshawa, Ontario, Canada. Unlike the earlier Impalas built on a B-body, this one was front-wheel drive and was available with a choice of two V6 engines, and slightly smaller. A new Impala SS with a supercharged V6 was brought out for the 2004 model year.

2002 Impala Sedan

The Impala was available in two trim levels from 2000 to 2001. The base model came equipped with cloth bench seats, the 180 horsepower (130 kW) 3.4 liter (204 cu in) LA1 V6, and a 3-gauge instrument cluster.^[4] The LS came factory-equipped with cloth bucket seats upgradeable to leather with center console and floor shift, color-keyed “Impala” door scripts and trunk badge, anti-lock brakes, traction control system, keyless remote entry, integrated foglamps, 4-gauge instrument cluster, and the 200 horsepower (150 kW) 3.8 liter (231 cu in) L36 V6.^[5] Options available on all models included a sunroof, OnStar system, rear decklid spoiler, Driver Information Center with built-in HomeLink system, heated power front seats, and 16 inch 1990s SS-inspired wheels. All options found or available on the LS were available on the base model. All models came equipped with power windows, door locks and mirrors.

In 2002, Chevrolet introduced the LS Sport appearance package. Added to the LS model, it offered a 6-gauge cluster, front bumper extension, color-keyed tail light panels and a chrome exhaust pipe tip.

In 2003, the “Impala” badges that adorned the front doors were dropped on the base model , like on all GM W-body cars (except for the Chevrolet Monte Carlo and Pontiac Grand Prix).

The 2004 to 2005 Impala SS came equipped with the 3.8 liter (231 cu in) supercharged L67 V6 engine.^[6] It was rated at 240 horsepower (180 kW) and had been previously used in the Pontiac Grand Prix GTP, Buick Regal GS and H-body Pontiac Bonneville SSEI. The lightweight front wheel drive sedan was actually quicker than the vaunted 1990s Impala SS, with 0–60-mile-per-hour (0–97 km/h) times pushing 6.5 seconds compared to the earlier models’ 7.1.

2005 Impala 9C1

Also released with this version were the Police Package and Undercover Police Package, named 9C1 and 9C3, respectively. Available only to law enforcement agencies, fire departments, and EMS agencies, it has had more success than its predecessor, the Lumina 9C3. The 9C1 was basically a base model with a stronger suspension and the 3.8 liter (231 cu in) V6 engine. It was only available in a few basic colors. Another addition was the “SURV MODE” switch which replaced the fog light switch found on the LS. This enabled the driver to turn off all lights in the vehicle and “hide”; something not allowed with the civilian models as automatic headlights were standard. The 9C3 was comparably equipped to the 9C1, but the ability to add other convenience options and more paint and interior choices set the 9C3 apart.

[edit] Ninth generation (2006–present)

Ninth generation

Production	2005-present
Model year(s)	2006-present
Assembly	Oshawa, Ontario, Canada
Body style(s)	4-door sedan
Layout	FF layout
Platform	W-body 3rd Gen
Engine(s)	3.5 L (214 cu in) LZE V6[7] 3.9 L (237 cu in) LZ9 or LZG V6[8] 5.3 L (325 cu in) LS4 V8[9]
Transmission(s)	4-speed 4T65E automatic 4-speed 4T65E-HD automatic
Wheelbase	110.5 in (2,807 mm)
Length	200.4 in (5,091 mm)
Width	72.9 in (1,851 mm)
Height	58.7 in (1,491 mm)
Curb weight	3,764 lb (1,707 kg)[10]
Related	Buick LaCrosse/Allure Chevrolet Monte Carlo Pontiac Grand Prix

The 2006 Impala was introduced at the 2005 Los Angeles Auto Show. Like the Buick LaCrosse, this model uses the updated GM W platform. The base engine is a 3.5 liter (214 cu in) V6 producing 211 horsepower (157 kW).^[7] The new Impala features new taillights, different from the four-circle style of the previous generation.

Impala SS

The most notable news about the model, though, is the SS model’s use of the Generation IV small-block V8 in a front-wheel drive Chevrolet for the first time, and the first V8 in a Chevrolet sedan since the 1996 Caprice: the new 5.3 liter (325 cu in) V8 (with Displacement on Demand, now called Active Fuel Management or AFM) produces 303 horsepower (226 kW).^[9] With the use of the 5.3 liter LS4 V8, the Impala SS is capable of a 5.6 second 0–60-mile-per-hour (0–97 km/h) time and a quarter-mile time of 14.2 seconds traveling at 101 miles per hour (163 km/h).^[11] The car is 200.4 inches (5,091 mm) long, 58.7 inches (1,491 mm) high, and 72.9 inches (1,851 mm) wide. Available trim levels are LS, LT, LTZ and the aforementioned SS. The interior has been completely redesigned. The 2006 Impala featured a wood trim center console with chrome accents on all major control buttons. The dashboard featured a chrome Impala logo embedded in the wood grain trim that runs across the front of the vehicle and onto the doors. The new control knobs found throughout the vehicle’s cockpit are similar to those found in the new Buick models as well as the Cadillac DTS, all of which feature a similar center console. Another interior revision is the location of the cupholders, which are now concealed beneath the mid-section of the vehicle’s center console.

In 2007, the Impala received the FlexFuel 3.5-liter V-6 and Flex Fuel rear badge for the LS, LT, LTZ, 9C1 and 9C3 models. A new 3.9-liter V-6 with Active Fuel Management was available. The SS retained the same drivetrain and did not receive the FlexFuel feature due to the high performance nature of the powertrain. A tire-pressure-monitoring system, cruise control and a CD player were standard on all models, and a factory spoiler was an available option. The LT had 16-inch, 5-spoke alloy wheels. The generation-7 OnStar system with turn-by-turn navigation was included when the available directions & connections service was selected. The SS had standard leather-appointed seats and XM Satellite Radio, with XM being optional on LS, LT, and LTZ trims. There were four new exterior colors—Precisions Red, Imperial Blue Metallic, Bordeaux Red, and Red Jewel Tintcoat, as well as a Regency-outfitted “Impala RSS”. The RSS included aggressive rims, front/rear bumper and rocker panel extensions, a BMW M-inspired spoiler and various interior upgrades.

Impala Police Cruiser

The police sedans received the FlexFuel feature to compete against the Ford Crown Victoria Police Interceptor, which also received a similar feature allowing it to utilize E85. Also updated were the 9C1 & 9C3 trim levels for the Police Package models, which did not have the civilian SS’s 303 horsepower (226 kW) V8 engine, but used the 3.9 liter (237 cu in) V6.^[8] The reason being the Police Sedans utilized the SS radiator and cooling system as an upgrade from the standard 3.9 liter engine (used in the Impala LTZ). GM did not wish to design a specific radiator and cooling system to equip a low-production V8 police vehicle. Also, the heavy-duty steel wheels were not redesigned, and as such, the Police Sedan used the original center caps or the older style wheel covers. The 9C1 and 9C3 were equipped with an external trunk lock tumbler. Neither feature was available for the civilian version of the car. The 9C1 and 9C3 police models had aluminized interior trim instead of the standard wood grain.

To commemorate the Impala’s 50th year, a 50th Anniversary Edition was introduced in Spring 2008. Based on the LT, it added: FE3 Sport Suspension (replacing the FE1 Touring Suspension), four-wheel ABS, eighteen-inch SS-style alloy wheels (replacing the 16-inch wheels), rear SS style spoiler , “50th Anniversary” Impala badges on the C-pillars, two-tone, leather-trimmed seats with “50th” logos embroidered on the front headrests, eight-way power-adjustable driver seat, leather-wrapped steering wheel with accent-color threading including audio controls, ebony carpet, ebony floor mats with accent threading, “50th” Anniversary emblems on the sill plates and a choice of two premium exterior colors: Black Granite Metallic and Red Jewel Tintcoat^[12]

2009 Impala LT E85 FlexFuel

2009 Impala LT interior

For the 2009 model year, the Impala received three new exterior colors: Victory Red, Silver Ice Metallic, and Aqua Blue Metallic. The brushed aluminum dash applique was no longer available, and 9C1 and 9C3 police models switched to the metallic silver trim from the SS models. All models used the previous SS style spoiler (actually phased in for the late 2008 model year). Leather seating was no longer available in combination with the 40/20/40 split bench front seat. The Active Fuel Management feature remained on the 5.3L V8 for the SS model, but was no longer available on 3.9L V6 for the LT and LTZ models. A sun and wheel package was available on 1LT models included power sunroof, overhead console with Homelink and 17″ aluminum wheels. Thorax side-impact air bags were standard.

For the 2010 model year, the Impala is the only GM W-body car in production. The eight-cylinder SS model has been discontinued. LT models now include fog lights. Three new exterior colors are available: Summit White, Cyber Gray Metallic, and Aqua Blue Metallic. Four exterior colors have been deleted. The (PDG) convenience package, AM/FM stereo with 6-disc in-dash CD changer, and trunk cargo net are no longer available. The Impala emblems on rear sail panels as well as the rear decklid badge on LS models have been deleted. Early ’10 models had the lower front-side GM badges but were also later deleted.^[13][14]

[edit] Engines through 1976

Inline-Six:

• 235 cu in (3.9 L) Blue Flame, 1958–1962
• 230 cu in (3.8 L) 140 bhp (104 kW; 142 PS) Turbo Thrift, 1963–1965
• 250 cu in (4.1 L) 155 bhp (116 kW; 157 PS) Turbo Thrift, 1966–1969

Small-block V8:

• 283 cu in (4.6 L) 195 bhp (145 kW; 198 PS) to 220 bhp (164 kW; 223 PS) Turbo Fire, 1957–1967
• 307 cu in (5 L) 200 bhp (149 kW; 203 PS) Turbo Fire, 1968
• 327 cu in (5.4 L) 235 bhp (175 kW; 238 PS) to 375 bhp (280 kW; 380 PS) Turbo Fire, 1961–1969
• 350 cu in (5.7 L) 250 bhp (186 kW; 253 PS) to 350 bhp (261 kW; 355 PS) Turbo Fire, 1969–1980
• 400 cu in (6.6 L) 255 bhp (190 kW; 259 PS) to 265 bhp (198 kW; 269 PS) Turbo Fire, 1970–1976

Big-block V8:

• 348 cu in (5.7 L) 250 bhp (186 kW; 253 PS) to 350 bhp (261 kW; 355 PS) W-series Turbo Thrust, 1958–1961
• 409 cu in (6.7 L) 340 bhp (254 kW; 345 PS) to 425 bhp (317 kW; 431 PS) W-series Turbo Thrust, mid-1961 to early 1965 (This engine was featured in the Beach Boys song “409″.)
• 396 cu in (6.5 L) 265 bhp (198 kW; 269 PS) to 425 bhp (317 kW; 431 PS) Turbo-Jet, mid-1965 to 1969
• 427 cu in (7 L) 335 bhp (250 kW; 340 PS) to 425 bhp (317 kW; 431 PS) Turbo-Jet, 1966–1969
• 454 cu in (7.4 L) 345 bhp (257 kW; 350 PS) to 390 bhp (291 kW; 395 PS) Turbo-Jet, 1970–1976

[edit] Gallery

1958 Impala Convertible   1959 Impala Hardtop Coupe   1960 Impala 4-Door Hardtop   1964 Impala SS Hardtop Coupe   1966 Impala SS Convertible   1967 Impala Sport Coupe   1968 Impala Custom Coupe   1969 Impala Custom Coupe   1970 Impala Convertible   1971 Impala Convertible

[edit] Awards

Motor Trend magazine awarded the full-size Chevrolet including the Impala as its 1977 Car of the Year.^[15]

Automotive Fleet and Business Fleet magazines awarded the Impala the 2006 and 2007 Fleet Car of the Year.^[16]

Canadian Automobile Association (CAA) selected the Impala for its 2006 Pyramid Award for Environmental Initiatives for the launch of its new ethanol-powered E-85 model.^[17]

[edit] Safety

In the Insurance Institute for Highway Safety‘s crash tests, the Impala is given an overall “Acceptable” score for front impact collisions.^[18] and a “Good” score for side impacts. Side curtain airbags are standard for front and rear rows; side torso airbags previously unavailable became standard on all trim levels beginning with the 2009 model year.^[19]

In September 2009, a local news station’s investigative team discovered that GM’s fleet customers who purchased the 2006-2009 Impala were able to order them with the side-curtain airbags deleted for a savings of $175 per vehicle. Because these fleets typically sell off their cars after 2–3 years of use, many of the Impalas that were built without side-curtains have gone on to become privately owned cars; however, the current owners cannot easily determine that their cars were not equipped with a safety feature that would otherwise be standard.^[20]

[edit] Future

After rumors that Impala would return to rear wheel drive, General Motors confirmed that the next generation model will continue to be front wheel drive, likely based on a variation of the global GM Epsilon II platform. A hybrid version is also expected.^[21].

[edit] NASCAR

2007 NASCAR Impala

In 2007, the Impala began to replace the Monte Carlo on the NASCAR stock car racing circuit; more specifically, on all the scheduled racing events where NASCAR has mandated the use of a car with different (and some) new specifications, better known as the Car of Tomorrow, it was recently announced that in 2008 the Impala will be the only Chevrolet nameplate on the NASCAR Sprint Cup Series.

 

Chevrolet Malibu history

The Chevrolet Malibu (named after Malibu, California) is a mid-size car produced in the United States by General Motors. It is marketed in the United States, Canada, Mexico, and the Middle East.

Contents [hide] 1 First generation 1964–1967 2 Second generation 1968–1972 3 Third generation 1973-1977 4 Fourth generation 1978-1983 4.1 Gallery 4.2 Engines 4.3 G platform 4.4 Scale models 5 Fifth generation 1997-2003 5.1 Engines 5.2 Malibu Cruiser 6 Sixth generation 2004-2008 6.1 Engines 6.2 SS 7 Seventh generation 2008-present 7.1 Powertrain 7.2 Malibu Hybrid 7.3 Reception 8 Future 9 Yearly American sales 10 References 11 External links

[edit] First generation 1964–1967

For more details on this topic, see Chevrolet Chevelle.

The first Malibu was a top-line subseries of the mid-sized Chevrolet Chevelle from 1964 to 1972. Malibus were generally available in a full-range of bodystyles including a four-door sedan, two-door Sport Coupe hardtop, convertible and two-seat station wagon. Interiors were more lavish than lesser Chevelle 300 and 300 Deluxe models thanks to patterned cloth and vinyl upholstery (all-vinyl in convertibles and station wagons), deep-twist carpeting, deluxe steering wheel and other items. The Malibu SS was available only as a two-door Sport Coupe hardtop or convertible and added bucket seats, center console (with optional four-speed manual or Powerglide transmissions), engine gauges and special wheelcovers, and offered with any six-cylinder or V8 engine offered in other Chevelles – with the top option being a 300 horsepower (220 kW) 327 in 1964.

For 1965, Malibus and other Chevelles received new grilles and revised tail sections but carried over the same basic styling and bodystyles from 1964. The Malibu and Malibu SS models continued as before with the SS featuring a blacked-out grille and special wheelcovers. Top engine option was now a 350-horsepower 327.

1965 Chevrolet Chevelle Malibu Convertible

The Malibu SS was replaced in 1966 by a new Chevelle SS-396 series that included a big-block 396 cubic-inch V8 engine, heavy duty suspension and other performance equipment. Other SS-396 equipment was similar to Malibu Sport Coupes and convertibles including an all-vinyl bench seat. Bucket seats and console with floor shift were now optional on the SS and for 1966 with the SS now denoting a car with a big-block engine, the bucket seats became a new option on the regular Malibu Sport Coupe and convertible, upon which any six-cylinder or small-block V8 could be ordered. Also new for 1966 was the Chevelle Malibu four-door Sport Sedan hardtop. Styling revisions on all 1966 Chevelles including more rounded styling similar to the full-sized Chevys with sail panels and tunneled rear windows featured on two-door hardtop coupes.

For 1967, the same assortment of bodystyles were continued with styling changes similar to all other Chevelles including a new grille and revised tail section with taillights that wrapped around to the side. New this year was a Chevelle Malibu Concours station wagon with simulated wood trim on the exterior. Front disc brakes were a new option along with a stereo 8-track tape player. The same assortment of drivetrains carried over from 1966 with the top 327 cubic-inch V8 dropped from 350 to 325 horsepower (242 kW).

[edit] Second generation 1968–1972

Second generation

Model year(s)	1968–1972
Body style(s)	four-door station wagon four-door sedan two-door coupe two-door convertible
Layout	FR layout
Platform	A-body
Related	Buick Century Buick Regal Chevrolet El Camino Chevrolet Monte Carlo Oldsmobile Cutlass Oldsmobile Cutlass Supreme Pontiac Grand Am Pontiac Grand Prix Pontiac LeMans

Malibus and all other Chevelles were completely restyled for 1968 with semi-fastback rooflines on two-door hardtops and wheelbases split to 112 inches (2,800 mm) on two-door models and 116 for four-door sedans and station wagons. Engine offerings included a new 307 cubic-inch V8 rated at 200 horsepower (150 kW) that replaced the 283 cubic-inch V8 that had served as the base V8 since the Chevelle’s introduction in 1964. Inside was a new instrument panel featuring round gauges in square pods similar to what would appear in Camaros the following year. New for 1968 was the Concours luxury option for Malibu sedans and coupes that included upgraded cloth or vinyl bench seats, carpeted lower door panels, woodgrain trim on dash and door panels, and Concours nameplates. There was again a top-line Concours Estate wagon with simulated woodgrain trim that had the same interior and exterior appointments as the Malibu sedans.

New grilles and rear decks with revised taillights highlighted the 1969 Malibus and other Chevelles. Instrument panels were revised and front seat headrests were now standard equipment due to federal safety mandate. The ignition switch moved from the instrument panel to the steering column and also doubled as a steering wheel lock. The 307 continued as the base V8 but the 327 engines were replaced by new 350 cubic-inch V8s of 255 and 300 horsepower (220 kW). GM’s three-speed Turbo Hydra-Matic transmission, previously only offered on SS-396 Chevelles, was now available on all models with all engines including the six-cylinder and small-block V8s which in previous years were only available with the two-speed Powerglide.

For 1970, the Malibu was initially the only series of Chevelles offered, aside from the SS-396 and new SS-454, as the low-line 300 and 300 Deluxe models were discontinued, which also eliminated the two-door pillared coupes from the Chevelle lineup – which were never included in the Malibu series. New grilles, rear decks with taillights moved into the bumper and revised Sport Coupe roofline highlighted this year’s changes. The standard six-cylinder engine was punched up from 230 to 250 cubic inches and 155 horsepower (116 kW), while the same assortment of V8s carried over with the addition of a 330-horsepower 400 cubic-inch V8 on non-SS Chevelles. At mid-year the Malibu was rejoined by lower-line Chevelle models that were simply called the base Chevelle in both four-door sedan and two-door hardtop.

In 1971, Malibus and all other Chevelles got a new grille surrounded by single headlamps replacing the duals of previous years and four round taillights similar to Camaros and Corvettes were located in the bumper. All engines were detuned to use lower-octane unleaded gasoline this year per GM corporate policy as a first step toward the catalytic converter equipped cars planned for 1975 and later models which would require no-lead fuel.

Only new grilles highlighted the 1972 Malibu and other Chevelles. All bodystyles were carried over from 1971 but 1972 would be the final year for hardtops and convertibles as the redesigned Chevelles originally planned for this year, but delayed until 1973, would feature Colonnade styling with side pillars and frameless door windows.

This section requires expansion.

[edit] Third generation 1973-1977

1977 Chevrolet Chevelle Malibu Classic Landau Coupe

The Malibu was redesigned for the 1973 model year. Models included the base Chevelle Deluxe, mid-range Malibu and the top-line Laguna.

For 1974, the Deluxe was dropped, and the Malibu became the entry-level Chevelle. The Laguna trim package was replaced with the Malibu Classic. The Laguna S-3 model was introduced to replace the SS, and continued through 1976.

This section requires expansion.

 

[edit] Fourth generation 1978-1983

Fourth generation

Production	1978–1983
Model year(s)	2-door coupe 4-door sedan 4-door station wagon
Assembly	Oshawa, Ontario, Canada Ramos Arizpe, Mexico
Layout	FR layout
Platform	A-body (1978-1981) G-body (1982-1983)
Transmission(s)	4-speed manual 3-speed automatic 3-speed manual
Wheelbase	108 in (2743 mm)
Related	Buick Century Buick Regal Chevrolet El Camino Chevrolet Monte Carlo Oldsmobile Cutlass Oldsmobile Cutlass Supreme Pontiac Bonneville Pontiac Grand Am Pontiac Grand Prix Pontiac LeMans

For the 1978 model year, the Malibu name which had been the bestselling badge in the lineup replaced the Chevelle name. This was Chevrolet’s second downsized nameplate, following the lead of the 1977 Chevrolet Caprice. The new, more efficient platform was over a foot shorter and had shed 500 to 1,000 pounds compared to previous versions, yet offered increased trunk space, leg room, and head room.^[1] Only two trim levels were offered – Malibu and Malibu Classic. The Malibu Classic Landau series had a two tone paint job on the upper and lower body sections, and a vinyl top.

Three bodystyles were produced (station wagon, sedan, and coupe). The sedan initially had a conservative six-window notchback roofline, in contrast to the unusual fastback rooflines adopted by Oldsmobile and Buick divisions. To reduce cost, the windows in the rear doors of 4-door sedans were fixed, while the wagons had small moveable vents. In 1981, sedans adopted a four-window profile and “formal” pillared upright roofline. The 2-door coupe was last produced in 1981. The 1982 Malibu was facelifted with more squared-off front styling marked by quad headlights with long, thin turn signals beneath them. The look was very reminiscent of the recently facelifted Chevrolet Caprice. For 1983, Malibus gained a block-style “Malibu” badge on the front fenders to replace the cursive-style script located on the rear quarter panels of previous model years.

Among collectors, the last El Caminos have attracted interest, and the coupe has been sought after by drag racers and sometimes spotted as street machines, though not as prized as the first or second generation muscle cars.

The 4-door Malibu was also used in fleets, especially for law enforcement usage. After the Chevrolet Nova ceased production in 1979, the mid-size 9C1 police option (not to be confused with the full-size Chevrolet Impala 9C1 which was also available) was transferred to the Malibu, filling a void for mid-sized police vehicles. A 9C1-equipped Malibu with an LT-1 Z-28 Camaro engine driven by E. Pierce Marshall placed 13th of 47 in the 1979 Cannonball Baker Sea-To-Shining-Sea Memorial Trophy Dash, better known as the Cannonball Run.^[2]

There was no factory Malibu SS option available from . The SS only came in the El Camino. A very rare 1980 Malibu M80 was a dealer package for only North and South Carolina in an effort to revive the muscle car era. It was however mostly aimed at Nascar fans who regularly traveled to Darlington Raceway. To this day, it’s unknown how many are left or were actually produced. (Estimates place this around 1,901 cars) All M80′s had to be white with dark blue bucket seat and center console interior. The base of the M80 was a 2-door sport coupe equipped with the F41 Sport Suspension package and the normal V8 (140 hp) drive train. The M80 option added two dark blue skunk stripes up top and a lower door stripe with the M80 identification. The package also added front and rear spoilers and 1981 steel rally wheels.

In Mexico, General Motors produced this generation in the Ramos Arizpe plant, and was sold during three years (1979 to 81). Mexican versions came in three trim levels (Chevelle, Malibu and Malibu Classic) and two body styles (Sedan & Coupe) with the 250-cubic-inch (4.1 L) l-6 as basic engine and the 350-cubic-inch (5.7 L) 260 hp (194 kW) V-8 as the optional; this engine was standard on Malibu Classic models, during the three years of selling. This was possible because the Mexican regulations about emissions were more flexible than in the U.S.A.

Iraqi taxi
In 1981, General Motors of Canada in Oshawa produced a special order of 25,500 4-door Malibu sedans for Saddam Hussein‘s Iraqi government The deal was reportedly worth well over $100 million to GMCL. These special order Malibus carried the unusual combination of GM’s lowest-power carburated V6, the 110 hp (82 kW) 229-cubic-inch (3.8 L) engine mated to 3-speed transmission with a unique on-the-floor stick shifter. All of the cars were equipped with air conditioning, heavy duty cooling systems, AM/FM cassette decks, front bench seats, 200 km/h speedometers, tough tweed and vinyl upholstery and 14-inch (360 mm) stamped steel wheels with “baby moon” hubcaps.

However only 13,000 units ever made it to Iraq, with the majority of the cars becoming taxis in Baghdad (once the cab-identifying orange paint was added to the front & rear fenders). However in 1982 with the balance of about 12,500 additional Malibus either sitting on a dock in Halifax or awaiting port shipment in Oshawa, where they were built, the Iraqis suddenly cancelled the order.^[3] Excuses reportedly included various “quality concerns” including the inability of the local drivers to shift the finicky Saginaw manual transmission. This issue was eventually identified as being due to an apparent clutch release issue that eventually required on-site retrofitting by a crew of Canadian technicians sent to Iraq to support the infamous “Recall in the Desert”. Later speculation was that the Iraqis were actually forced to back out for financial reasons, due to their escalating hostilities with Iran requiring the immediate diversion of funds to support the Iraqi war effort. Then GM of Canada President Donald Hackworth was initially quoted as stating GMCL intended still try to sell the Malibus overseas in other Middle East markets; however in the end, the orphaned “Iraqi Taxi” Malibus were all sold to the Canadian public at the greatly reduced price of approximately $6,800 CAD and over the years have acquired a low-key ‘celebrity’ status.

[edit] Gallery

1979 Chevrolet Malibu sedan	Chevrolet Malibu coupe	1983 Chevrolet Malibu police car	1980 Chevrolet Malibu wagon
1981 Chevrolet Malibu coupe	Chevrolet Malibu Classic made and sold in Mexico	1981 Chevrolet Malibu sedan

[edit] Engines

The base 200-cubic-inch (3.3 L) V-6 engine for the 1978 Chevrolet Malibu developed just 95 horsepower (71 kW) with optional upgrade to a 105 horsepower (78 kW) V-6, or 145 horsepower (108 kW) V-8. The largest 170 horsepower (130 kW) 350-cubic-inch (5.7 L) V-8.

Year Model Available Engines
78 = 200 V6 (95 hp), 231 (3.8 L) V6 (105 hp), 305 V8 (140 hp), 350 V8 (165 hp)
79 = 200 V6 (95 hp), 231 (3.8 L) V6 (115 hp), 267 V8 (125 hp), 305 V8 (140 hp), 350 V8 (165 hp)
80 = 229 V6 (110 hp), 231 (3.8 L) V6 (110 hp), 267 V8 (115 hp), 305 V8 (140 hp), 350 V8 (170 hp)
81 = 229 V6 (110 hp), 231 (3.8 L) V6 (110 hp), 267 V8 (115 hp), 305 V8 (140 hp), 350 V8 (170 hp)
82 = 229 V6 (110 hp), 231 (3.8 L) V6 (110 hp), 4.3 L V6 Diesel (85 hp), 305 V8, 350 V8 Diesel (105 hp)
83 = 229 V6 (110 hp), 231 (3.8 L) V6 (110 hp), 4.3 L V6 Diesel (85 hp), 305 V8, 350 V8 Diesel (105 hp)

[edit] G platform

The Malibu shared GM’s redesignated rear-wheel drive G platform with cars like the Pontiac Grand Prix, Oldsmobile Cutlass Supreme and Buick Regal. 1982 was the final year that a Malibu Classic was marketed; Malibus were produced as 4-door sedans (and station wagons, which retained the full options list as the new FWD A-body wagons that would not appear until 1984) until 1983 when it was replaced by the front-wheel drive Chevrolet Celebrity. Although the sedan and wagon were phased out, the El Camino remained in production until 1987.

[edit] Scale models

GM commissioned a 1/25 scale plastic promo of the El Camino from MPC, which was updated annually from 1978 to at least 1982, Kit versions of it were also made, and the tooling was later modified to an El Camino SS. Monogram also produced a ’78 El Camino in their then-usual, slightly larger 1/24 scale, as well as a ’79 police package sedan as a simplified 1/32 scale snap-together kit. Both have been reissued multiple times.

While the 2nd generation body was widely replicated in many scales as die cast models and toys, this downsized generation was rarely represented, with Maisto producing an El Camino with quad headlights.

[edit] Fifth generation 1997-2003

Fifth generation

Also called	Chevrolet Classic
Model year(s)	1997-2003 as Chevrolet Malibu 2004-2006 as Chevrolet Classic
Assembly	Wilmington, DE, United States Lansing, MI, United States Oklahoma City, OK, United States
Body style(s)	4-door sedan
Layout	FF layout
Platform	N-body
Engine(s)	2.4 L LD9 I4 3.1 L L82 V6LG8 V6
Transmission(s)	4-speed automatic
Wheelbase	107 in (2718 mm)
Length	190.4 in (4836 mm)
Width	69.4 in (1763 mm)
Height	56.4 in (1433 mm)
Fuel capacity	15.2 US gallons (57.5 L; 12.7 imp gal)
Related	Buick Skylark Oldsmobile Achieva Oldsmobile Alero Oldsmobile Cutlass Pontiac Grand Am

A new front-wheel drive Malibu was introduced in 1997 on an extended wheelbase version of the GM N platform shared with the Buick Skylark, Oldsmobile Achieva, Oldsmobile Alero and Pontiac Grand Am. All N-body Malibus were produced at the Oklahoma City Assembly plant (after 2002 it was retooled to build the GMT360 SUVs) and the Wilmington Assembly plant (1997 to 1999), before moving production to Lansing, Michigan. The Wilmington plant was retooled to build the Saturn L-Series in 1999. The Oldsmobile Cutlass was a clone of the Malibu that replaced the Oldsmobile Cutlass Ciera. The Malibu itself replaced the compact Chevrolet Corsica. Power came from a 2.4 L 150 hp (112 kW) I4 or 3.1 L 155 hp (116 kW) V6. The Malibu was Motor Trend magazine’s Car of the Year for 1997; this was later criticized by Car and Driver in 2009, citing that the Malibu was insufficiently distinguishable in terms of performance or interior quality to warrant such praise in hindsight.^[4]

2000-2003 Chevrolet Malibu

1997 to 1999 Malibus had a front grille with the Malibu logo in silver in the center; 2000 to 2003 models, and the Classic, had the blue Chevrolet emblem on the front grille. 1997 to 1999 LS models were sometimes equipped with special gold-colored badges (the rear Malibu lettering and logo).

When a new Malibu was introduced on the Epsilon platform for 2004, the N-body Malibu was renamed Chevrolet Classic and remained in production for the 2004 and 2005 model years, being restricted to rental car companies and fleet orders.

The 3.1 L V6 was updated in 2000 with a new power rating of 170 hp (127 kW), and the 4-cylinder was dropped. A 4-cylinder was reintroduced in 2004 when the Ecotec was offered on the Classic. U.S. Environmental Protection Agency fuel mileage estimates for the 2.2L Ecotec engine are 24 mpg_-US (9.8 L/100 km; 29 mpg_-imp)-34 mpg_-US (6.9 L/100 km; 41 mpg_-imp).

[edit] Engines

Years	Engine	Power	Torque
1997-1999.5	3.1 L GM 60° L82 V6	155 hp (116 kW)	185 lb·ft (251 N·m)
1999.5-2003	3.1 L GM 60° LG8 V6	170 hp (127 kW)	190 lb·ft (258 N·m)
1997–2000	2.4 L TwinCam LD9 I4	150 hp (112 kW)	155 lb·ft (210 N·m)
2004–2005	2.2 L Ecotec L61 I4	144 hp (107 kW)	155 lb·ft (210 N·m)

[edit] Malibu Cruiser

The February 2002 issue of HCI: Hot Compact & Imports magazine featured the Chevrolet Malibu Cruiser concept that GM Performance Division built for the SEMA show in 2001. The car was painted in “Sublime Lime” by BASF^[5] and featured a highly-modified turbocharged 3500 SFI 60-degree V-6 (producing 230 hp (170 kW) at 5,000 RPM and 280 ft·lbf (380 N·m) of torque at 2,900 RPM), a 4T65-E four-speed transmission with overdrive, a set of 19×8-inch wheels by Evo wrapped in Toyo Proxes T1-S high-performance tires. Numerous interior modifications included a full-length custom center console, four black leather Sparco racing seats, and a Kenwood entertainment center (with radio, CD, DVD, TV, 10-disc changer and numerous amps and speakers). Exterior modifications included custom HID headlamps (both low and high beams), “Altezza” style taillights, and a custom bodykit.^[6]

Chevrolet produced the Cruiser as a concept, and it was therefore never available for purchase. Their intent was to attract younger buyers to the stock model and demonstrate that aftermarket modifications could be made.^{[citation needed]}

[edit] Sixth generation 2004-2008

Sixth generation

Also called	Chevrolet Malibu Classic Chevrolet Malibu Maxx
Model year(s)	2004–2007 and 2008 as Chevrolet Malibu Classic[7]
Assembly	Fairfax, Kansas, United States
Body style(s)	4-door sedan 5-door hatchback
Layout	FF layout
Platform	GM Epsilon platform
Engine(s)	2.2 L L61 I4 3.5 L LX9 V6 3.5 L LZ4 V6 3.9 L LZ9 V6
Transmission(s)	4-speed automatic
Wheelbase	106.3 in (2700 mm) (sedan) 112.3 in (2852 mm) (wagon)
Length	187.8 in (4770 mm) (wagon) 188.3 in (4783 mm) (sedan)
Width	69.8 in (1773 mm) (wagon) 69.9 in (1775 mm) (sedan)
Height	57.5 in (1461 mm) (sedan) 58.1 in (1476 mm) (wagon)
Fuel capacity	16 US gallons (60.6 L; 13.3 imp gal)
Related	Saab 9-3 Pontiac G6 Saturn Aura Cadillac BLS Fiat Croma Maxx Model Holden/Opel/Vauxhall Vectra

Chevrolet Malibu MAXX LS

The Malibu name was moved to the new Epsilon platform based on the 2002 Opel Vectra C for 2004. The Epsilon-based Malibu came in two bodystyles, a standard 4-door sedan and a 5-door Malibu Maxx station wagon. The Maxx was advertised as a “five-door extended sedan”, designed to have the utility but not the stigma of station wagons, and it was the first mid-size Chevrolet hatchback since the 1980s.^[8][9]

Base power came from a 2.2 L Ecotec L61 I4 producing 144 hp (108 kW). LS and LT trims originally had a 3.5 L 201 hp (149 kW) High Value LX9 V6 while both sedan and Maxx SS models were powered by the 3.9 L 240 hp (179 kW) High Value LZ9 V6.^[10] For 2007, the LX9 was replaced with the LZ4 V6, which in the Malibu produced 217 hp (162 kW). A remote starter was also available, which was introduced on several other GM vehicles for 2004.

2007 Chevrolet Malibu LT sedan

This generation of the Malibu initially debuted with a front fascia design featuring a wide grille split horizontally by a prominent chrome bar that ran the entire width of the car, which was intended to make it resemble Chevrolet’s trucks. However, for 2006, the front end was updated with more conventional styling: the chrome bar was removed, and the grille itself was made smaller, bearing a resemblance to the grille on the previous Malibu.^[11] The car also added GM badges near the front doors.

The Malibu Maxx was discontinued for 2008. However, the Malibu sedans remained in production for fleet orders for the 2008 model year. GM refers to these models as the Malibu Classic. The cars themselves bear Malibu badges, unlike the past generation Classic.

[edit] Engines

Years	Engine	Power	Torque
	2.2 L Ecotec L61 I4	144 hp (107 kW)	155 lb·ft (210 N·m)
	3.5 L High Value LX9 V6	200 hp (149 kW)	220 lb·ft (298 N·m)
	3.5 L High Value LZ4 V6	217 hp (162 kW)	220 lb·ft (298 N·m)
	3.9 L High Value LZ9 V6	240 hp (179 kW)	240 lb·ft (325 N·m)

Chevrolet Malibu SS

[edit] SS

A special SS trim was available on the Malibu and Malibu Maxx with the 3.9 L LZ9 V6 from 2006-2007.

[edit] Seventh generation 2008-present

Seventh generation

Model year(s)	2008–present
Assembly	Kansas City, Kansas, United States Lake Orion, Michigan, United States
Body style(s)	4-door sedan
Layout	FF layout
Platform	GM Epsilon platform
Engine(s)	2.4 L LE5 169 hp (126 kW) I4 3.5 L LZ4 217 hp (162 kW) V6 3.6 L LY7 252 hp (188 kW) V6 Hybrid:LAT 2.4L 164 hp (122 kW) I4
Transmission(s)	6-speed 6T70 automatic 6-speed 6T40 automatic 4-speed 4T45 automatic
Wheelbase	112.3 in (2852 mm)
Length	191.8 in (4872 mm)
Width	70.3 in (1786 mm)
Height	57.1 in (1450 mm)
Related	Saab 9-3 Pontiac G6 Saturn Aura Cadillac BLS Fiat Croma Opel/Vauxhall Vectra

The Malibu was redesigned for the 2008 model year by Bryan Nesbitt,^[12] under the direction of GM Vice Chairman Robert Lutz — who was determined to make the nameplate competitive with Japanese mid-size cars. Extensive engineering and design went into the remodel.^[13]

The seventh generation Malibu is built on a revised version of the long-wheelbase Epsilon platform shared with the Saturn Aura, the Opel Signum, and Pontiac G6. It is assembled in Kansas City and Lake Orion, Michigan. Overall it is 3 inches (76 mm) longer with a wheelbase that is six inches (152 mm) longer. Interior room remains mid-size like the previous Malibus, and has been decreased from 101 cubic feet (2.9 m³) to 97.7 cubic feet (2.8 m³) despite having a longer wheelbase, although front legroom has increased from 41.9 in (1,064 mm) to 42.2 in (1,072 mm).^[10][14] Rear legroom has decreased from 38.5 in (978 mm) to 37.6 in (955 mm).^[15] The interior design has also been completely reworked, with a selection of two-tone color combinations(brick and tan two tone), telescoping steering wheel, higher-quality materials and a twin-cowl dash design.^[16] Drag (Cd) is at 0.33.^[17]

[edit] Powertrain

The 2008 Malibu offered three engine choices:

Years	Disp.	Series	HP	Torque (kW)	Description	Transmission	EPA CTY	EPA HWY
2008–Present	2.4L		169	126	Ecotec Inline-4	4-speed automatic	22	33
2008–2009	2.4L				Ecotec DOHC Hybrid Engine	4-speed automatic	26	34
	3.5L	LZ4	217	162	High Value V6	4-speed automatic	19	29
2008–Present	3.6L	LY7	252	188	High Feature V6	6-speed automatic	17	26

The 2.4L I4 and 3.6L V6 engine have aluminum blocks and heads, dual overhead cams, four valves per cylinder, twin balance shafts, and variable valve timing. The 3.5L V6 has aluminum heads, an iron block, overhead valves, and limited variable valve timing. The 3.5L V6 was offered as an upgrade for special order fleet vehicles, to replace the Ecotec engine, and generally was not available for retail customers. The 3.5L V6 was not available in the LTZ. Partially through the 2008 model year, the 2.4L Ecotec was offered with a 6-speed automatic transmission.^[16] to improve performance and fuel economy.

For 2009 models, the six-speed transmission mated to the 2.4L 4 cylinder engine or the 217 horsepower 3.5L V6 mated to the 4-speed automatic were made available on the 1LT, the 6-speed is now standard on 2LT models. LS models were equipped with the 4-speed transmission only. A manual transmission is not offered.^[18] All models are front-wheel drive sedans, as Chevrolet dropped the Malibu MAXX hatchback model.

OnStar is now standard on all Malibu models (excluding fleet vehicles, where this feature is optional). Six air bags are also now standard: two dual-stage front bags, two side-impact curtain air bags protecting the heads of both front and rear passengers, and two side-impact thorax bags mounted in the front seats. Traction control, electronic tire pressure monitoring system, four wheel disc brakes, antilock brakes, and daytime running lamps are now all standard included safety features on all Malibus. GM’s StabiliTrak brand electronic stability control is standard on all models except the very base LS model.

[edit] Malibu Hybrid

A BAS mild hybrid, with the base inline-4 like the Saturn Aura Green Line, is available offering an increased fuel economy of 24 mpg_-US (9.8 L/100 km; 29 mpg_-imp)/32 mpg_-US (7.4 L/100 km; 38 mpg_-imp), which for the 2009 model, is now 26 mpg_-US (9.0 L/100 km; 31 mpg_-imp)/34 mpg_-US (6.9 L/100 km; 41 mpg_-imp). The Malibu hybrid was dropped for the 2010 model year.^[19][20]

[edit] Reception

The 2008 Malibu has received critical praise from the automotive press, with The New York Times referring to it as being “like a super Accord, but from GM” and Car and Driver magazine declaring, “Camry, Beware.” It also garnered high praise from Motor Trend magazine, being rated higher than the Honda Accord and Nissan Altima in the magazine’s 2008 Car of The Year competition. Kelley Blue Book named it the “2008 best redesigned vehicle”.^[21] Car and Driver stated that while it would not be “enough to steal the top-dog sales title from the perennial Honda and Toyota mid-sizers”, they noted “for the first time since Chevrolet revived the storied nameplate in 1997, it has enough of what it needs to sell in significant numbers to the public, not just rental fleets”.^[22] Edmunds.com has praised the Malibu’s interior and exterior styling, quietness, and balance between ride and handling, while criticizing the thick C-pillars that obstruct the driver’s view, the narrower chassis compared to other midsize cars^[23] (which reduces rear seating room and also lacks a center armrest) and lack of features such as dual-zone HVAC, Bluetooth compatibility, and keyless ignition.^[24] While related platform-mate Saturn Aura was criticized particularly for using cheap interior materials, this seemed to be improved in the Malibu.^[25][26]

In January 2008, the new Malibu received the North American Car of the Year Award at the North American International Auto Show in Detroit in voting among a panel of fifty automotive journalists in a field of entries, with the runners up being the 2008 Cadillac CTS and the 2008 Honda Accord. The Malibu’s win marks the second straight year that a car built on GM’s Epsilon platform has won the North American COTY Award with the 2007 North American COTY Award having gone to the 2007 Saturn Aura.

Initial sales results have been positive with the Malibu joining the Cadillac CTS and Buick Enclave on a list of GM vehicles whose sales have exceeded expectations. The redesigned Malibu sold more than 50% more units last year than in 2007, increasing GM’s mid-size market share to 8.4% from 5.7%, while the Camry and Accord percentages remained flat at about 21% and 17.5%, according to GM. Sales to rental customers dropped to 27% of the total, as GM limited sales to rental fleets. ^{[13] [27]}

The short-lived Malibu Hybrid, along with its sister, the Saturn Aura Green Line, which share the powertrain and other major components, was particularly criticized due to its lack of fuel savings and cost (relative to a standard 4 cylinder Malibu), plus the Hybrid’s worsened driving dynamics. ^[20]

[edit] Future

At its extended product review on August 11, 2009, GM revealed the next-generation Malibu prototype to journalists. Reportedly, production will begin in 2012.^[28]

[edit] Yearly American sales

Calendar Year	Total American sales
2000[29]	207,376
2001[30]	176,583
2002	169,377
2003	122,771
2004[31]	179,806
2005	203,503
2006[32]	163,853
2007	128,312
2008[33]	178,253
2009[34]	161,568

 

Chevrolet Chevelle history

The Chevrolet Chevelle was a mid-sized automobile from Chevrolet debuting in 1964. It was produced from 1964 through 1977 and was one of General Motors‘ most successful cars. Chevelle models ranged from economical family cars to powerful coupes and convertibles. The Malibu, at first the top trim level in the Chevelle line, replaced the Chevelle name entirely after 1977. The Chevelle chassis (based on the reengineered GM A platform) provided the platform for the Chevrolet Monte Carlo, a very successful model itself.

The Chevelle was intended to compete with the similarly sized Ford Fairlane, and to return to the Chevrolet lineup a model similar in size and concept to the popular 1955-57 models. Early design photos show what would eventually be the Chevelle wearing Nova nameplates, the name then being used for the top trim level in the smaller Chevy II series. The Chevelle was the basis for the Beaumont, a re-trimmed model sold only in Canada by Pontiac dealers.

Four-door hardtop sedans, dubbed Sport Sedans, were available from 1966 though 1972. A two-door station wagon was available in 1964 and 1965 in the bottom-line Chevelle 300 series. Two-door hardtop coupes and convertibles were produced from 1964 to 1972, while four-door sedans and four-door wagons were offered throughout the entire run. Various models of wagons were sold with exclusive nameplates: Nomad, Nomad Custom (1968), Greenbrier, Concours, and Concours Estate. In line with other Chevrolet series, the two-door hardtops were called Sport Coupes.

A utility pickup, the El Camino, was part of the lineup and, depending on the year, was available in 300/300 Deluxe trim level, Malibu trim level and the one-year only SS396. The El Camino outlived its passenger car counterpart until its demise in 1987.

Contents [hide] 1 Chevelle SS 2 The Yenko Chevelles 3 1973-1977 4 References 5 External links

[edit] Chevelle SS

The Chevelle SS represented Chevrolet’s entry into the muscle car battle. Early 1964 and 1965 Chevelles had a Malibu SS badge on the rear quarter panel (the sought-after Z16 option (priced at US$1501 in 1965)^[1] had the emblem on the front fender; 201 Malibu SS396s were produced); after 1965, the Malibu SS badging disappeared except for those sold in Canada. The Chevelle SS, which became a regular series of its own in 1966 called the SS396, was the high performance version and had its own line of engines and performance equipment. The performance engines available included 396 CID V8s – rated at 325 hp (242 kW), 350 hp (260 kW), and 375 hp (280 kW) respectively (the mid horsepower 396 was rated at 360 hp (270 kW) for 1966 only and 350 hp (260 kW) thereafter). The SS396 series only lasted three years from 1966 through 1968 before being relegated to an option status just like air conditioning or a radio. The 1966 and 1967 model years also saw the limited run of the ‘strut back’ two-door sport coupe with its own model number, 17, as opposed to model number 37 used on previous and later two-door sport coupes.

Two prototype Z16 Chevelles were built at the Baltimore plant and all regular production Z16 Chevelles were built at the Kansas City plant. Whether these two prototypes and the one reported convertible are included in this 201 figure isn’t known. The one convertible was reportedly special built for Chevy General Manager Semon “Bunkie” Knudsen but is commonly called the 201st Z16 Chevelle and is commonly understood to have been destroyed. The original Z16 convertible supposedly surfaced in Art Astor’s famous auto collection but has been proven to be a fake.

The Z16 option included a convertible boxed frame, a narrowed rear axle and brake assemblies from the contemporary Impala, heavy-duty suspension, plus virtually all Chevelle comfort and convenience options. The Z16 standard big-block 396 Turbo-Jet V8 came only with the Muncie wide-ratio four-speed manual transmission. The rear of the Z16 had a unique black and chrome trim panel which framed untrimmed Chevelle 300-style taillights (Malibu and Malibu SS models had bright metal trim attached to the lenses).

For Chevelle enthusiasts who wanted a high-performance mid-sized car but with a hot small-block V8, all Chevelle models (not including the Z16 of course) in 1965 were available with a 350 hp (260 kW) 327 cu in (5.4 l) V8 (RPO L79) in 1965. That same engine was also offered in downrated form at 325 hp (242 kW), in all 1967 and 1968 models not including of course the SS396 which was tied solely to the 396 engines.

1966 saw a complete restyle of the Chevelle on the old frame. The new body reflected the “Coke bottle” body shape that became the fad for American cars in the mid-1960s. Bulging rear fender lines and a “flying buttress” roofline (where the rear window was recessed into the “C” pillar) were highlights of the ’66 hardtops, shared with other GM “A” body models. The SS396 became a separate model, and the only Super Sport available. It was produced as a regular production model, and quite a few were sold. 1967 saw a slight restyle of the ’66 body, but an entire host of new safety equipment became standard that year, making the ’67 a much safer car to be in the event of a collision. The SS396 continued as the only Super Sport model, in both Sport Coupe and Convertible body styles.

For 1968, a new body style emphasized the “Coke bottle” look even more, and a semi-fastback roofline for hardtop coupes became extremely popular. New Federal safety-mandated equipment included side marker lights on each fender, as well as shoulder belts for outboard front seat occupants on cars built after December 1, 1967. This explains why some ’68s had shoulder belts, and some (early-production cars) didn’t have them. All ’68s had anchors for the belts, however. Manaul transmission cars got GM’s “Air Injection Reactor (A.I.R)” smog pump, which added complexity under the hood.

For the 1969 model year, the SS396 series (138xx) was dropped and the Super Sport became a performance option. In 1969 the SS option could be ordered on the 300 Deluxe 2-door Sport Coupe (13437) and 2-door sedan (13427) as well as the Malibu 2-door Sport Coupe (13637), convertible (13667), and El Camino (13680). All ’69 Chevelles also got a new locking steering column, one year ahead of the Federal requirement. Headrests, required for all cars sold in the US after January 1, 1969, were installed on all ’69 GM cars, but on cars sold before the law went to effect had the option of deleting them. In 1970 the SS option was limited to the Malibu series (2-door Sport Coupe, convertible, and El Camino). In both 1969 and 1970 the SS option included the 396/402 as the base engine keeping the option alive as a performance-oriented choice. This changed in 1971 when the SS option could be ordered with any optional V8 and became more of a dress-up option than a performance option.

Prior to 1970, GM had a restriction stating no mid-size car could have an engine with a displacement over 400 CID. Don Yenko, a Chevy dealer outside Pittsburgh, Pennsylvania, discovered a way to get around that edict. Don used the Central Office Production Order system, which normally filled special-equipment fleet orders, to create a special COPO that included the L72 427 cubic inch 425 horsepower engine and the needed drive train upgrades. A few other dealers ordered the package that Yenko created and sold them as their own supercars. (Berger, Sunico, etc)

In 1970 GM dropped the displacement rule, and that was when the bigger engines were available as regular production options, resulting the addition of an SS454 line option to the existing SS396 option. The 396 engine actually displaced 402 cubic inches due to the factory having to overbore the blocks .030″ due to machining issues during production. Most notable was the 454 CID LS5 V8 rated at 360 hp (270 kW) (rated 390 hp (290 kW) in Corvettes) and the LS6 at 450 hp (340 kW). The LS6, with 450 hp (340 kW) and 500 ft·lbf (680 N·m) of torque, would rocket the Chevelle through the 1/4 mile in low to mid-13 second times at 105–108 mph (169–174 km/h). In fact, the stock LS6 at 450 hp (340 kW) tied the 1966 Corvette early production 427/450 hp as the highest horsepower engines offered by any manufacturer during the muscle car era. There were more powerful engines offered by GM during those years but they were underrated to keep the less savvy buyers from ordering them for street use. The ZL1 and L88 427s both were rated at 430 hp but produced well over 500 hp in stock configurations. They were “race only” engines and very very few were ever installed in production cars. Most were ordered by racers that had factory connections or sold over the counter parts.

For 1971, GM mandated all divisions design their engines to run on lower-octane regular, low-lead or unleaded gasoline due to tightening emission requirements and in anticipation of the catalytic converter that would be used on 1975 and later models, necessitating the use of unleaded fuel. To permit usage of the lower-octane fuels, all engines featured low compression ratios (9:1 and lower; well below the 10.25-11.25:1 range on high-performance engines of 1970 and earlier). This move reduced horsepower ratings on the big-block engines to 300 for the 402 cubic-inch V8 but surprisingly, the LS-5 454 option got an “advertised” five-horsepower increase to 365. The LS-6 454 option, which was originally announced as a regular production option on the Chevelle SS for 1971, was dropped early in the model year and no official records indicate that any 1971 Chevelles were assembled with the LS-6 engine.

In the face of declining musclecar sales following the “insurance surcharge” wrath of 1970, the Chevelle SS – at least in base form – changed from a specific performance car to a trim package, much like the original Chevelle SS models that pre-dated the introduction of the SS396 in 1966. For 1971, the base Chevelle SS engine was a two-barrel 350-cubic-inch V8 rated at 245 gross (165 net) horsepower and optionally available was a four-barrel carbureted version of the 350 V8 rated at 275 gross (200 net) horsepower. The big block engines of previous years were now extra-cost options including the 402 V8 rated at 300 gross (270 net) horsepower; and LS-5 454 V8 with 365 gross and 285 net horsepower. Chevrolet specifications for 1971 included both “gross” and “net” horsepower figures for all engines to ease the transition to 1972 and later years, when Chevy and other manufacturers only listed the “net” horsepower ratings.

The 1972 Chevelle SS had a top engine rated at 270 net hp (201 kW) conforming with GM’s decree that all engines were to be rated at their net engine ratings. Despite the lower rating there was no evidence that power had actually changed on production cars of that year. All other engines on the SS roster were unchanged from 1971.

In mid-1971 and continued through 1972, the base Chevelle Sport Coupe was offered as the “Heavy Chevy” model featuring special striping and other appearance items. The “Heavy Chevy” was available with any V8 engine offered in the Chevelle roster ranging from the 307 two-barrel to the 402 four-barrel. However, the 454 big-block was only offered with the “SS” package and not available with the “Heavy Chevy” option.

Many customers, however, chose the Chevelle as an economical family car that, while not as expensive to operate as larger models (including the Chevrolet Impala), had enough room to seat a family of five in reasonable comfort. Popular convenience items ranged from power steering, power brakes, automatic transmission, air conditioning and stereo radio; plus appearance items including vinyl top, full wheel covers and whitewall tires.

[edit] The Yenko Chevelles

Retired race car driver Don Yenko, (at the time making a living as a Chevrolet dealer), developed his own line of signature Chevelles, along with his own models of Camaros and Novas, which became the Yenko Super Cars. At the time, the largest engine being installed in Chevelle SS’s was the 396 cid V8. Yenko decided to equip his acquired models with the Chevrolet 427 cid V8. While being an extremely limited edition of Chevelles, they nonetheless proved very popular among Chevy lovers across the country. Today at auction, the Yenko Super Cars can bring as much as $2.2 million.

1970 Chevrolet Chevelle Malibu coupe	1966 Chevrolet Chevelle Malibu Sport Sedan	1965 Chevrolet Chevelle Malibu Convertible	1969 Chevelle SS396
1970 Chevrolet Chevelle SS coupe	1969 Chevrolet Yenko Chevelle	1968 Chevrolet Chevelle wagon	1971 Chevrolet Malibu SS coupe
1970 Chevrolet Chevelle SS coupe	1971 Chevrolet Chevelle SS Convertible	1967 Chevrolet Chevelle sedan	1970 Chevrolet Chevelle SS coupe
1971 Chevrolet Chevelle SS coupe	1966 Chevrolet Chevelle convertible	1967 Chevrolet Chevelle convertible	Chevrolet Chevelle SS convertible
1968 Chevrolet Chevelle SS coupe	Chevrolet Chevelle coupe

[edit] 1973-1977

fourth generation

Production	1973-1977
Body style(s)	2-door coupe 2-door convertible 4-door sedan 4-door station wagon
Engine(s)	250 CID Inline-Six I6 305 CID Small-Block V8 307 CID Small-Block V8 350 CID Small-Block V8 400 CID Small-Block V8 454 CID Big-Block V8
Transmission(s)	3-speed automatic 4-speed manual

The Chevelle underwent a redesign for the 1973 model year. The so-called “colonnade hardtop” styling featured frameless door glass and fixed “B” pillars. Rear windows on coupes no longer could be opened, no doubt encouragement from GM to purchase the increasingly popular optional air conditioning. Front suspension was based on the Camaro/Firebird which greatly enhanced handling. Engine choices ranged from the 250 I6 to the venerable 454 V8. Hardened engine valve seats and hydraulic camshafts made these engines reliable for many miles, and allowed them to accept the increasingly popular unleaded regular gasoline. Crossflow radiators and coolant reservoirs that prevented air from entering the system prevented overheating. Swivel bucket seats and center console for automatic and manual shift cars were offered in every model as was the instrument gauge cluster. Power front disc and rear drum brakes were standard. Power accessories, air conditioning and AM/FM tape stereo were more prevalent these years and provided a pleasing drive. A power moonroof was an option in 73-75.

The station wagon, available in 6 or 9 passenger seating, featured a rear hatchback door which allowed for easier entry and loading. The Chevrolet El Camino and GMC Sprint were based on the Chevelle. Yearly design changes to the front and rear mark the aesthetic differences as in previous years. The Chevelles were top sellers for GM as was the Oldsmobile Cutlass, which used the same corporate A-body platform.

1973 model offerings started with the top luxury Laguna series with its distinct urethane nose, followed by Malibu and then Deluxe models. An SS package was available for Malibu coupes and for the only time, station wagons. The SS option included a black front grille, SS badging on the interior and exterior, body side striping, rally wheels with white letter tires, F41 sport suspension with front and rear sway bars, and a 350 or 454 V8. A 4 speed Muncie transmission was available with 350 or 454 equipped cars on any model.

For 1974 the Laguna S3 coupe replaced the “SS” as the sporty/performance option on the Chevelle. The nomenclature S3 referred to sport and 3rd generation Chevelle. It sported a special urethane nose, body side striping, Laguna S3 badging, rally wheels, 4 spoke steering wheel and F41 sport suspension with front and rear sway bars. Radial tires on 15″ wheels and radial tuned suspension provided road grip and retractable 3 point seat belts were introduced and still used in new cars today. A 400 engine was new this year. The 454 was the top engine and available with the Turbo Hydra-Matic automatic 400 or Muncie 4 speed manual transmissions.

With the Laguna nameplate now bearing the sporty model in the Chevelle line, the top-line series for 1974 became the Malibu Classic, offered in sedan, coupe and station wagon models. Unlike the ’73 Laguna, the Malibu Classic used the same grillework as lesser Chevelle models but added a spring-loaded hood ornament. Inside, Malibu Classic featured luxurious interiors with notchback bench seats (or optional Strato bucket seats) upholstered in cloth or vinyl, carpeted door panels and woodgrain instrument panel trim, and vertical opera windows on coupes or exterior wood trim on station wagons. Also for 1974, the base Chevelle Deluxe series was dropped, leaving the plain Malibu as the low-end series.

The 1975 Laguna S-3 debuted as a 1/2 year model in February and sported a new sloped front nose designed for NASCAR. H.E.I. or High Energy Ignition provided spark to the spark plugs with minimal maintenance and increased power. The larger distributor cap also provided better high RPM performance by decreasing the likelihood of the spark conducting to the wrong terminal. The 454 and Turbo Hydra-Matic 400 transmission was available for the first half of the model year and then the 400 was the top engine choice.

For 1976, Chevelle was available with the new 5.0 liter 305 V8 the 350 and the 400. Malibu Classic models now featured the new rectangular headlights that other high-end GM cars were sporting. These were quad units in stacked arrangement, replacing the previous single round headlights (which were still used for the cheaper Malibu series).

1977 offered the Malibu Classic as the top model and the 350 was the top engine. A Chevelle S.E. or special edition was available and provided front and rear spoilers, turbin II wheels, F60x15 tires, special graphics and decals, laguna quarter window trim, front and rear sway bars, f41 sport suspension, deluxe interior. Three colors were available. Only 50 (fifty) or so of these rare cars were built.

When GM downsized its intermediate models for 1978, the Chevelle name was dropped and all models took the Chevrolet Malibu name.

 

Chevrolet Camaro history

The Chevrolet Corvette is a sports car by the Chevrolet division of General Motors. The first model was designed by Harley Earl and introduced in 1953. Myron Scott is credited for naming the car after the Corvette; a small, maneuverable war ship.^[1] It has been produced in six generations in coupe, convertible, t-top coupe, and targa coupe body styles. Originally built in Flint, Michigan and St. Louis, Missouri, it is currently built at a GM assembly plant in Bowling Green, Kentucky. The National Corvette Museum, also located in Bowling Green, documents the car’s worldwide history and hosts an annual National Corvette Homecoming. Plenty of sports cars would come and go over the course of the last five decades; the Corvette not only survived, but thrived, outlasting and out-pacing the competition. In 2003 the Corvette celebrated its 50th anniversary as America‘s first true sports car.^[2]

Contents [hide] 1 Generations 1.1 C1 generation 1.2 C2 generation 1.3 C3 generation 1.4 C4 generation 1.5 C5 generation 1.6 C6 generation 2 Future development 3 Racing 3.1 C5-R 3.2 C6-R 3.3 Indianapolis 500 pace cars 4 Concept cars 5 Awards 6 Owner demographics 7 Production notes 8 See also 9 References 10 External links

[edit] Generations

The Corvette generations are referred to as C1 through the current C6.

[edit] C1 generation

Main article: Chevrolet Corvette C1

1954 Corvette Convertible

The first generation Corvette was introduced late in the 1953 model year and ended in 1962. These cars are often referred to as the “solid-axle” models since the independent rear suspension did not debut until the 1963 Sting Ray. 300 hand-built polo white Corvettes were produced for the 1953 model year, making it the rarest and one of the most sought after of all Corvettes. The 1955 model saw the introduction of the 265 cu in (4.34 L) V8 engine offered as an option, however the first seven off the production line featured the standard “Blue Flame” Inline-6.

A new body was introduced for the 1956 model featuring a new “face” and side coves; the taillight fins were gone. An optional fuel injection system was made available in the middle of the 1957 model year. It was one of the first mass-produced engines in history to reach 1 bhp (0.75 kW) per cubic inch and Chevrolet’s advertising agency used a “one hp per cubic inch” slogan for advertising the 283 bhp (211 kW) 283 cu in (4.64 L) Small-Block engine. Other options included power windows (1956), hydraulically operated power convertible top (1956), four speed manual transmission (late 1957), and heavy duty brakes and suspension (1957).

1960 Corvette Convertible

The 1958 Corvette received a body and interior freshening including quad headlights, bumper exiting exhaust tips, and a new steering wheel and dashboard, with all gauges mounted directly in front of the driver. Exclusive to the 1958 model were hood louvers and twin trunk spars. The 1959-60 model years had few changes except a decreased amount of body chrome and increased horsepower engine offerings.

For 1961, a complete redesign was made to the rear of the car; a “boat tail” with four round lights. The light treatment would continue for all following model year Corvettes. In 1962, the Chevrolet 283 cu in (4.64 L) small block was enlarged to 327 cu in (5.36 L) and produced a maximum of 340 bhp (250 kW) making it the fastest of the C1 generation. 1962 was the last year for the wrap around windshield, solid rear axle, and convertible-only body style. The trunk lid and exposed headlights did not reappear for many decades.

[edit] C2 generation

Main article: Chevrolet Corvette C2

1963 Corvette Sting Ray Coupe

The second generation of the Corvette, referred to as mid-year’s, was designed by Larry Shinoda with major inspiration from a previous concept design called the “Q Corvette” by Peter Brock and Chuck Pohlmann under the styling direction of Bill Mitchell. The design had several inspirations. The first was the contemporary Jaguar E-Type, one of which Bill Mitchell owned and enjoyed driving frequently. Mitchell also sponsored a car known as the “Mitchell Sting Ray” in 1959 because Chevrolet no longer participated in factory racing. This vehicle had the largest impact on the styling of this generation, although it had no top and did not give away what the coupe would look like. The third inspiration was a Mako Shark Mitchell had caught while deep-sea fishing.

Production started for the 1963 model year and ended in 1967. Introducing a new name, “Sting Ray”, the 1963 model was the first year for a Corvette coupe and it featured a distinctive split rear window treatment. The Sting Ray featured hidden headlamps, non-functional hood vents, and an independent rear suspension.^[3] Duntov never liked the split rear window because it blocked rear vision, but Mitchell thought it to be a key part of the entire design. Maximum power for 1963 was 360 bhp (270 kW) and was raised to 375 bhp (280 kW) in 1964. Options included electronic ignition, the breakerless magnetic pulse-triggered Delcotronic first offered on some 1963 Pontiac models.^[4] On 1964 models the decorative hood vents were eliminated and Duntov got his way with the split rear window changed to a full width window.

1965 Corvette Sting Ray Coupe

Four-wheel disc brakes were introduced in 1965, as was a “big block” engine option, the 396 cu in (6.49 L) V8. Side exhaust pipes were also optional in 1965 and continued through 1967. The introduction of the 425 bhp (317 kW) 396 cu in (6.49 L) big block in 1965 spelled the beginning of the end for the Rochester fuel injection system. The 396 cu in (6.49 L) option cost US$292.70 while the fuel injected 327 cu in (5.36 L) engine cost US$538.00. Few people could justify spending US$245.00 more for 50 bhp (37 kW) less, even if the FI cars offered optional bigger brakes not available on carbureted models.^[3] With only 771 fuel-injected cars built in 1965, Chevrolet discontinued the option the following year. Chevrolet would up the ante in 1966 with the introduction of an even larger 427 cu in (7.00 L) Big Block version, creating what would be one of the most collectible Corvettes ever. Other options available on the C2 included the Wonderbar auto-tuning AM radio, AM-FM radio (mid 1963), air conditioning (late 1963), a telescopic steering wheel (1965) and headrests (1966).

1967 Corvette Sting Ray 427 Convertible

1967 was the final year for the C2 generation. It featured restyled fender vents, less ornamentation and the first use of all four taillights in red; back-up lamps were now rectangular, centrally located. (The all-four red taillight treatment continued on the first C3 in 1968 only and returned on the first C4 in 1984, continuing on all Corvettes since). 1967 had the first L88 engine option which was rated at 430 bhp (320 kW), but unofficial estimates place the actual output at 560 bhp (420 kW) or more.^[5] Only twenty such engines were installed at the factory. From 1967 (to 1969), the Holley triple two-barrel carburetor, or Tri-Power, was available on the 427 L89 (a US$368 option, on top of the cost for the high-performance 427).^[6] Despite these changes, sales slipped over 15%, to 22,940 (8,504 coupes, off close to 15%, and 14,436 convertibles, down nearly 19%).^[7]

Corvette chief engineer Zora Arkus-Duntov came up with a lightweight version of the C2 in 1962. Concerned about Ford and what they were doing with the Shelby Cobra, GM planned 100 Grand Sport Corvettes but only five were built. They were driven by historic drivers such as Roger Penske, A. J. Foyt, Jim Hall, and Dick Guldstrand among others. Today the cars 001-005 are all held by private owners, and are among the most coveted and valuable Corvettes ever built. The C3 was originally intended to be introduced for the 1967 model year; however, quality issues delayed its introduction until the following year.

[edit] C3 generation

Main article: Chevrolet Corvette C3

1969 Corvette Stingray 427 Convertible

The third generation was patterned after the Mako Shark II concept car. The C3 was introduced for the 1968 model year and lasted through 1982, and at 15 years was the longest running Corvette generation. It came out on top of the performance era of the 1960s, sold in record numbers through the EPA rules and gas crunch of the 1970s, and stood its ground against its competition into the early 1980s. It introduced monikers now revived such as LT-1, ZR-1, and Collector Edition. It would be the first Corvette Indy 500 pace car, and celebrated the Corvette’s 25th anniversary with a limited edition Indy Pace Car replica and a two-tone Silver Anniversary Edition.

Engines and chassis components were mostly carried over from the C2 generation, but the 1968 Corvette had a new body and interior. The 350 cu in (5.7 L) engine replaced the 327 cu in (5.36 L) engine in 1969, but horsepower remained at 300 bhp (224 kW) for the base offering. 1969 reverted back to round back-up lights that continued, and ended with the final C3 in 1982. 1969 was the only year for a C3 side exhaust option, and the only year the all-aluminum ZL-1 427 cu in (7.00 L) was offered; The special big-block engine was reported to produce 550 horsepower, and propelled a Zl-1 through the 1/4 mile in 10.89 seconds, according to a 1968 Motor Trend road test; it was the fastest production vehicle ever produced until the Saleen S7 TT of 2005. For decades, automotive experts believed only two were built (one yellow coupe and one white t-top), however Car and Driver December 1969 reveals a third ZL-1 (red) was indeed produced, though it disappeared after that 1969 road test. It has never been found.

In 1970 small-block power peaked with the optional high compression, high-revving LT-1 which produced 370 bhp (276 kW). The ZR1 special engine package was an option available 1970–1972 exclusively with the LT-1 engine option which included special racing equipment. Only 53 1970–1972 ZR1s were built.^[8] The 427 cu in (7.00 L) big-block was enlarged to 454 cu in (7.44 L) in 1970, and 1971 was the LS6 454 big-block’s peak in power with the 425 bhp (317 kW) rating.

1973 Corvette Stingray coupe

In 1971, engine compression ratios were lowered for the use of low-lead and unleaded fuels, and reduced horsepower ratings resulted. GM moved to the SAE Net measurement in 1972 with further reduced, but more realistic horsepower ratings than the previous SAE Gross standard. The 1972 model’s base 350 cu in (5.7 L) was down to 200 bhp (150 kW).

1974 models had the last true dual exhaust system which was dropped on the 1975 models with the introduction of the federally mandated catalytic converter. As a result, engine power plummeted with the base ZQ3 engine producing just 165 bhp (123 kW), the optional L82′s output was reduced to 205 bhp (153 kW), and the 454 big-block engine was discontinued. Gradual horsepower increases after 1975 peaked with the 1980 model’s optional L82 producing 230 bhp (172 kW).

Styling changed subtly over the generation and minor trim changes occurred through 1972. The Sting Ray nameplate was not used on the 1968 model but Chevrolet still referred to the Corvette as a Sting Ray, and 1969 through 1976 models used the “Stingray” name as one word, without the space. The optional wire-spoked wheel covers (left) were offered for the last time in 1973. Due to the 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.

1974 Corvette Stingray Coupe

In 1974 a 5-mile-per-hour (8 km/h) rear bumper system with a two-piece, tapering urethane bumper cover replaced the Kamm-tail and chrome bumper blades, and matched the new front design from the previous year. 1975 was the last year for the convertible, (which did not return for 11 years) and Dave McLellan succeeded Zora Arkus-Duntov as the Corvette’s Chief Engineer.^[9] For 1976 models the fiberglass floor was replaced with steel panels to provide protection from the catalytic converter‘s high operating temperature. 1977 was last year the tunneled roof treatment with vertical back window was used. The black exterior color returned after a six-year absence, and the Stingray nameplate was dropped ending 13 model years where the names Corvette, Sting Ray, and Stingray were synonymous.^[10] The 1978 model introduced the fastback glass rear window and featured a new interior and dashboard. Corvette’s 25th anniversary was celebrated with the Indy 500 Pace Car limited edition and a Silver Anniversary model featuring silver over gray lower body paint. All 1979 models featured the previous year’s pace car interior and offered the front and rear spoilers as optional equipment. In 1980, the Corvette received an integrated aerodynamic redesign that resulted in a significant reduction in drag . In mid-1981 production shifted from St. Louis, Missouri to Bowling Green, Kentucky, and several two-tone paint options were offered. In 1982 a fuel-injected engine returned, and a final C3 tribute Collectors Edition featured an exclusive, opening rear window hatch.

[edit] C4 generation

Main article: Chevrolet Corvette C4

1988 Corvette Coupe

The fourth generation Corvette began production in March 1983 as a 1984 model and ended with the 1996 model. 44 prototype 1983 models were completed. The 23rd produced is displayed at the National Corvette Museum in Bowling Green, Kentucky.

In 1981, GM’s Chevrolet initiated plans to change the Corvette for 1983. Due to engineering problems and technology issues, the redesigned Corvette did not hit showroom floors until 1984, but toymaker Mattel and its Hot Wheels division obtained a picture of the new Corvette design and produced a 1/64 model of the future production 1984 Corvette. A GM executive saw the Hot Wheels version at a Detroit Area toy store and was infuriated, nearly causing GM to end its licensing agreement with Mattel’s Hot Wheel division.

The 1984 C4 was a complete and total redesigned Corvette except for its engine, and the emphasis was on handling with the introduction of the front transverse composite leaf spring (still used today). This handling focus came with the penalty of a harsh, uncompromising ride in the 1984 model. This first year C4 carried over the 350 cu in (5.7 L) L83 V8 engine from the 3rd generation Corvette. The L83 had a unique fuel delivery method dubbed “Crossfire”: a dual throttle-body injection system. With the first major body, chassis and suspension change since 1963, the new C4 coupe incorporated a rear glass hatch for much improved cargo access, all new brakes with aluminum calipers, an all aluminum suspension for weight savings and rigidity, and the first one piece targa top with no center reinforcement. It came standard with an electronic dashboard with digital liquid crystal displays for the speedometer and tachometer.

1988 Corvette Convertible

1984 through 1988 Corvettes utilized a “4+3″ transmission—a 4-speed manual coupled to an automatic overdrive on the top three gears. It was designed to help the Corvette meet U.S. fuel economy standards. The transmission was problematic and was replaced by a modern ZF 6-speed manual gearbox in 1989. Beginning in 1985, the 230 bhp (170 kW) L98 engine with tuned port fuel injection was the standard engine.

In 1986 the 2nd Corvette Indy Pace Car was released. It was the first convertible Corvette since 1975. It was also the first pace car fast enough in stock form to pace the Indianapolis 500.^{[citation needed]} A Center High Mounted Signal Light (CHMSL, a third center brake light) was added in 1986 to comply with federal law. All 1986 convertibles had an Indy 500 emblem mounted on the console making any color a pace car edition. The color of the actual pace car (used in the race) was yellow.

In 1987, the B2K twin-turbo option became available from the factory. The Callaway Corvette was a Regular Production Option (RPO B2K). The B2K option coexisted from 1990 to 1991 with the ZR-1 option, which then replaced it.

Early B2Ks produced 345 bhp (257 kW) and 450 lb·ft (610 N·m);^[11] later versions boasted 450 bhp (336 kW) and 613 lb·ft (831 N·m).^[12]

1988 saw the 35th Anniversary Edition. Each of these featured a special badge with an identification number mounted next to the gear selector. These Corvettes were easily identified with their white exterior, wheels and interior.

In 1991, all Corvettes received updates to the body, interior, and wheels. The convex rear fascia that set the 1990 ZR-1 apart from the base model was now included on L98 Corvettes, making the styling of the expensive ZR-1 even closer to that of the base cars. The most obvious difference remaining between the base and ZR-1 models besides the wider rear wheels was the location of the CHMSL (center high mounted stop lamp), which was integrated into the new rear fascia used on the base model, but remained at the top of the rear-hatch on the ZR-1′s.

For the 1992 model year, the 300 bhp (220 kW) LT1 engine was introduced, an increase of 50 bhp (37 kW) over 1991′s L98 engine. Also new for 1992 was Acceleration Slip Regulation (ASR), a form of traction control which utilized the Corvette’s brakes, spark retard and throttle close-down to prevent excessive rear wheel spin and possible loss of control. The traction control device could be switched off if desired.

1993 Corvette Coupe

1993 saw a special 40th Anniversary Edition featuring a commemorative Ruby Red color, 40th anniversary badges and embroidered seat backs. The 1993 Corvette also marked the introduction of the Passive Keyless Entry System, the first GM car to feature it. Production of the ZR-1 ended in 1995, after 6,939 cars had been built.

1996 was the final year of C4 production, and featured special models and options, including the Grand Sport and Collector Edition, OBD II (On-Board Diagnostics), run flat tires, and the LT4 engine. The 330 bhp (246 kW) LT4 V8 was available only with a manual transmission, while all 300 bhp (224 kW) LT1 Corvettes used automatic transmissions.

Chevrolet released the Grand Sport (GS) version in 1996 to mark the end of production of the C4 Corvette. The Grand Sport moniker is a nod to the original Grand Sport model produced in 1963. A total of 1,000 GS Corvettes were produced, 810 as coupes and 190 as convertibles. The 1996 GS came with the high-performance LT4 V8 engine, producing 330 bhp (246 kW) and 340 lb·ft (460 N·m). The Grand Sport came only in Admiral Blue with a white stripe down the middle, and black wheels and two red stripes on the front left wheel arch added to its distinctive look.

[edit] C5 generation

Main article: Chevrolet Corvette C5

2003 Corvette Coupé

Production of the C5 Corvette began in 1997 and ended with the 2004 model year. The C5 was a major improvement over the long-running C4, which like early Corvettes, tended to develop squeaks and rattles. The new C5 has a top speed of 171 mph (275 km/h) and was judged by the automotive press as improved in nearly every area over the previous Corvette design thanks to its much improved structural rigidity and much more curvaceous design.

Corvette Z06 Hardtop

Also introduced with the C5 was GM’s new LS1 small block. This third-generation small block was a completely new design, including a distributor-less ignition and a new cylinder firing order. It was initially rated at 345 bhp (257 kW) and 350 lb·ft (470 N·m), but was increased to 350 bhp (260 kW) in 2001. The new engine, combined with the new body and its low drag coefficient, resulted in a performance car that was able to achieve up to 28 mpg on the highway.

For its first year, the C5 was available only as a coupe, even though the new platform was designed from the ground up to be a convertible. The convertible returned to the lineup in 1998, followed by the fixed-roof coupe (FRC) in 1999. One concept for the FRC was for it to be a stripped-down model with a possible V6 engine (nicknamed in-house as the “Billy Bob”). It was eventually decided to not strip down the model, and the FRC later laid the groundwork for the return in 2001 of the Z06, an RPO option not seen since Zora’s 1963 race-ready Corvette.^[13]

The Z06 model replaced the FRC model as the highest performance C5 Corvette. Instead of a heavier double-overhead cam engine like the ZR-1 of the C4 generation, the Z06 used an LS6, a 385 bhp (287 kW) derivative of the standard LS1 engine. Using the much more rigid fixed roof design allowed the Z06 unprecedented handling thanks to upgraded brakes and a much less body flex. Those characteristics, along with the use of exotic materials such as a titanium exhaust system and a carbon fiber hood in the 2004 model year, led to further weight savings and therefore performance gains for the C5 Z06. The LS6 was later upgraded to 405 bhp (302 kW) horsepower for 2002-2004. Although the Z06′s rated power output equal to that of the C4 ZR-1, the improved suspension, rigidity, brakes, and reduced weight of the C5 produced a car much quicker than the previous generation’s ZR-1.

[edit] C6 generation

Main article: Chevrolet Corvette C6

Corvette Convertible

Compared to the C5, the C6 Corvette received a larger passenger compartment, all new bodywork with exposed headlamps (for the first time since 1962), reworked suspension geometry, and a larger 6.2 L (380 cu in) engine. Overall, it is shorter and narrower than the C5 to gain wider appeal to the European market. The 6.0 L (370 cu in) LS2 V8 produces 400 bhp (300 kW) at 6000 rpm and 424 lb·ft (575 N·m) at 4400 rpm, giving the vehicle a 0-60 time of less than 4.2 seconds

The C6 comes close to retaining the relatively good fuel economy of the C5, due in part to its relatively low .28 drag coefficient and low curb weight, achieving 16/26 mpg (city/highway) when equipped with an automatic transmission. The manual version is the same at 16/26; like all manual transmission Corvettes since 1989, it is fitted with Computer Aided Gear Selection (CAGS) to improve fuel economy by requiring drivers to shift from 1st gear directly to 4th in low-speed/low-throttle conditions. This feature is what helps the C6 avoid the gas guzzler tax while achieving better fuel economy.^[14]

Corvette Z06

The new Z06 arrived as a 2006 model in the third quarter of 2005. It has a 7.0 L (430 cu in) version of the small block engine codenamed LS7. At 427.6 cubic inches, the Z06 was the largest small block ever offered from General Motors. Because of the Corvette’s former use of 427 cubic-inch big blocks in the late 60′s and early 70′s, the LS7′s size was rounded down to 427 cubic inches. Officially certified output is 505 bhp (377 kW) and has a 0-60 mph (97 km/h) time of 3.8 seconds and a top speed of 198 mph (319 km/h).^{[citation needed]}

For 2008, the Corvette received a mild freshening: a new LS3 engine with displacement increased to 6.2 L (380 cu in), resulting in 430 bhp (321 kW) and 424 lb·ft (575 N·m) (436 bhp (325 kW) and 428 lb·ft (580 N·m) if ordered with the optional performance exhaust). The 6-speed manual transmission also has improved shift linkage and a 0-60 time of 4.0 seconds, while the automatic is set up for quicker shifts giving the C6 automatic a 0-60 time of 4.3 seconds, faster than any other production automatic Corvette. The interior was slightly updated and a new 4LT leather-wrap interior package was added. The wheels were also updated to a new five-spoke design.^[15]

Corvette ZR1

The ZR1 was formally announced in a December 2007 press statement by General Motors, where it was revealed that their target of 100 bhp (75 kW) per 1 L (61 cu in) has been reached by a new “LS9″ engine with an Eaton-supercharged 6.2-liter engine producing a confirmed 638 bhp (476 kW) and 604 lb·ft (819 N·m). It would have a sticker price of about US US$105,000 with the standard interior or US$115,000 with the leather-wrapped interior. The engine is the most powerful engine to be put into a GM production sports car.^[16] Top speed is 205 mph (330 km/h)^[17][18]

In 2010, the historical Grand Sport name returns to the Corvette lineup as an entirely new model series. It combines the wide body from the Z06 with the standard C6 powertrain in both targa coupe and convertible models. With suspension and brake upgrades included, the Grand Sport replaces the Z51 option. A new launch control system was introduced that will allow for more optimal launch in all Corvette models. With launch control, the Grand Sport with a manual transmission is capable of a 0-60 time of four seconds flat, easily besting either the C5 Z06 or C4 ZR-1.

[edit] Future development

In May 2007, Bob Lutz stated he is not at all opposed to the idea of a Corvette sedan. This would follow in the footsteps of the Porsche Panamera, Aston Martin Rapide, and Lamborghini Estoque.^[19] According to Motor Trend magazine, the C6 will not be superseded by a new C7 generation at least until the 2012 calendar year.^[20]

[edit] Racing

A GT1 C6-R on the back straight of Long Beach

[edit] C5-R

The C5-R racer was built by Pratt & Miller for GM Racing. It was based on the C5 road car but had a longer wheelbase, a wider track, an enlarged engine and more aerodynamic bodywork with a rear wing and exposed headlamps. It took part in the American Le Mans Series in the GTS Class and competed in five 24 Hours of Le Mans races as a Corvette Racing entry.

[edit] C6-R

In 2005, the factory Corvette Team began racing the C6.R to coincide with the new sixth generation (C6) Corvette being released to the public. Private teams, primarily in Europe, continued to race the C5-R. Corvette C6.R went on to win its class at every race it entered in the 2005 ALMS season.

[edit] Indianapolis 500 pace cars

The two Chevrolet Corvette pace cars for the 2008 race; a metallic green pace car that ran on E85 driven by Emerson Fittipaldi at the start, and a pace car painted to resemble the 1978 pace car that ran on gasoline (used during caution periods)

A Corvette has been selected as the pace car at the Indianapolis 500 ten times.^[21] The 2008 edition of the Indy 500 represents a record fifth-consecutive year to lead the field. The Corvette’s pace car years and details include:

• 1978 – Driven by 1960 race winner Jim Rathmann; Chevrolet produced 6,502 production replicas
• 1986 – Driven by famed pilot Chuck Yeager; all 7,315 production convertibles were considered pace car convertibles and included official graphics (to be installed at the owner’s discretion)
• 1995 – Driven by then Chevrolet General Manager Jim Perkins; 527 production replicas produced
• 1998 – Driven by 1963 race winner Parnelli Jones when an injury prevented golfer Greg Norman from performing the duty; 1,158 production replicas produced
• 2002 – Driven by actor Jim Caviezel; no production replicas produced but graphics were available through SPO – approximately 300 sets sold
• 2004 – Driven by actor Morgan Freeman; no production replicas produced
• 2005 – Driven by General Colin Powell; no production replicas produced
• 2006 – Driven by cycling champion Lance Armstrong; first Corvette Z06 pace car; no production replicas produced
• 2007 – Driven by actor Patrick Dempsey; 500 production replicas – all convertibles
• 2008 – Driven by Emerson Fittipaldi; 500 production replicas – coupes and convertibles

[edit] Concept cars

Corvette concept cars have inspired the designs of several generations of Corvettes.^[22] The first Corvette, Harley Earl‘s 1953 EX-122 Corvette prototype was itself, a concept show car, first shown to the public at the 1953 GM Motorama at the Waldorf Astoria in New York City on January 17, 1953. It was brought to production in six months with only minor changes.

Mako Shark II Advertisment-1966

Harley Earl’s successor, Bill Mitchell was the man behind most of the Corvette concepts of the 1960s and 1970s. The second-generation (C2) car of 1963 was his, and its design first appeared on the Sting Ray racer of 1959. It made its public debut at Maryland’s Marlborough Raceway on April 18, 1959, powered by a 283 cu in (4.64 L) V8 with experimental 11:1 compression aluminum cylinder heads and took fourth place. It raced through 1960 wearing only “Sting Ray” badges before retiring to tour the auto-show circuit in 1961. In 1961 the XP-755 Mako Shark show car was designed as a concept for future Corvettes. In keeping with the name, the streamlining, pointed snout, and other detailing was partly inspired by the look of that very fast fish. The 1961 Corvette tail was given two additional tail lights (six total) for the concept car. The body inspired the 1963 production Sting Ray.

In 1965 Mitchell removed the original concept body and redesigned it as the Mako Shark II. Chevrolet actually created two of them, only one of which was fully functional. The original Mako Shark was then retroactively called the Mako Shark I. The Mako Shark II debuted in 1965 as a show car. This concept influenced Mitchell’s redesigned Corvette of 1968.

The Aerovette has a mid-engine configuration using a transverse mounting of its V-8 engine. Zora Arkus-Duntov‘s engineers originally built two XP-882s during 1969. John DeLorean, Chevy general manager, ordered one for display at the 1970 New York Auto Show. In 1972, DeLorean authorized further work on the XP-882. A near-identical body in aluminum alloy was constructed and became the XP-895 “Reynolds Aluminum Car.” Duntov and Mitchell responded with two Chevrolet Vega (stillborn) Wankel 2-rotor engines joined together as a 4-rotor 420 hp (310 kW) engine which was used to power the XP-895. It was first shown in late 1973. The 4-rotor show car was outfitted with a 400 cu in (6.6 L) small-block V8 in 1977 and rechristened Aerovette. GM chairman Thomas Murphy approved the Aerovette for 1980 production, but Mitchell’s retirement that year, combined with then Corvette chief engineer Dave McLellan‘s lack of enthusiasm for the mid-engine design and slow-selling data on mid-engined cars killed the last hope for a mid-engine Vette.

In 2009 the Corvette Stingray concept was introduced at the Detroit Auto Show fifty years after the Sting Ray racer-concept of 1959.^[23]

1959 Sting Ray racer-concept   1961 Mako Shark concept   1965 Mako Shark II concept   1977 Aerovette concept   2009 Corvette Stingray concept