Car Amey Lheyah: 2000 c5 corvette cars photos

Interior

NEW interior color: Torch Red.
Exterior

Active Remote Keyless Entry system is standard (replacing Passive Keyless Entry)
Two new exterior colors for coupe and convertible: Millennium Yellow (extra cost premium tint coat) and Dark Bowling Green Metallic
Passenger door-lock cylinder deleted.

Source - Chevrolet
Very few vehicles elicit the same kind of satisfaction as the Chevrolet Corvette. The ‘Vette is a symbol of childhood dreams and grown up triumph. The only true American Sports car, this car stands for excellence and became an icon as a high-performance and dynamic sports vehicle.

First introduced in January of 1953, the Corvette has only become more renowned as the years drift by. Undergoing many changes and restyles as any other vehicle will over the years, the Corvette has experienced new engines, transmission, chassis, features, body colors and so much more. Starting with a 235 cu-in 6-cylinder engine, the Corvette has since switched to a V8 with a horsepower that is improving each year. Over the years, the Corvette has also been offered in different trim models, the hardtops, coupes, convertibles, ZR-1s and Z06. Several different special editions models were also featured over the years to mark Corvette's step up into a new generation. The Corvette was always a 2-seater vehicle, Chevy has always offered and included features and equipments that were sophisticated enough to please owners and buyers.

A sports car manufactured by Chevrolet, the Corvette was originally handbuilt in Flint, Michigan and St. Louis, Missouri and is today built at a General Motors assembly plant in Bowling Green, Kentucky. Bowling Green, Kentucky is also the home of the National Corvette Museum and annual National Corvette. The Corvette is the first all-American sports car built by an American car manufacturer.

Automotive styling and design wasn't important to American automobile manufacturers until 1927 when General Motors hired designer Harley Earl. Earl is responsible for the majority of GM's amazing ‘dream car' designs of the 1950's. He had a passion for sports cars, and convinced GM that they needed to build a two-seat sports car much like the MGs, Alfa Romeos and Jaguars that GI's were bringing home following World War II.

Codenamed ‘Opel', Earl and his Special Projects crew began work on the new car later that year, and the result was the 1953 Corvette. Introduced to the public at the Motorama car show, the Corvette was an instant success. The Corvette emblem was originally going to have an American flag in the design, but was changed well before production. The name Corvette was chosen by Myron Scott who named it after the corvette, a small, maneuverable fighting frigate.

Considered to be revolutionary at the time, the outer body was originally made out of fiberglass, selected in part because of steel quotas left over from the war. Underneath the fiberglass lay the 'Blue Flame' inline six-cylinder truck engine, drum brakes from Chevrolet's regular car line, and two-speed Powerglide automatic transmission. The performance of the Corvette was considered lackluster and underpowered compared to the British and Italian sports cars of the day. Lacking an adequate manual transmission, it took a great deal of effort as well as a clear roadway to bring to a stop.

The Chevrolet division was GM's entry-level marque and until that time was known for its no-nonsense, though excellent vehicles. The Corvette was evidence to this. In 1954 the Paxton supercharger was made available as a dealer-installed option which greatly improved the Corvette's straight-line performance. Unfortunately sales continued to decline.

For some time GM seriously considered deleting the Corvette, leaving it little more than a footnote in automotive history, but two important events halted this. The introduction of Chevrolet's first V8 engine in 1955 and the influence of a Soviet émigré in GM's engineering department, Zora Arkus-Duntov. The new V8 was backed with a three-speed manual transmission, this was done by Arkus-Duntov, and became the single most important modification in the car's history. This took the Corvette from a two seat vehicle to a genuine performer. For his role in the modification, Zora received the inaccurate nickname 'Father of the Corvette'.

The two-seat Ford Thunderbird was introduced in 1955 and was labeled as a ‘personal luxury car', not a sports car. The arrival of the Thunderbird was yet another key factor in the Corvette's survival. The rivalry between Ford-Chevrolet demanded that GM not appear to back down from the challenge, and in 1958 the Thunderbird was changed to a four-seater vehicle.

Twice the size of the second biggest company in the world at the time, General Motors was so big that it made more than half of the vehicles sold in the United States. Entering the 1950's, the U.S. Department of Justice's antitrust division was threatening to break up the company. GM had a huge conglomeration of businesses that ranged from providing insurance, home appliances, buildings GMCs, Pontiacs, Chevrolets, Oldsmobiles, Cadillacs, Buicks and locomotives. But even with all of these achievements, GM didn't make the sports car. Producing a vehicle of this nature that could compare with MG, Triumph or Jaguar was a laughable concept at the time.

In charge of the corporation's ambitious musings, Harley J. Earl became working on a concept for an open sports car that would sell for around the price of a mainstream American sedan, about $2,000. Seemingly far-fetched, his ideas were passed on to Robert F. McLean, and the concept vehicle was produced.

Using off-the-shelf Chevy mechanical components to keep the costs at a minimum, McLean built the chassis and suspensions for all intents and purposes, the 1952 Chevy sedans. The drivetrain and passenger compartment were shoved rearward to achieve a 53/47 front-to-rear weight distribution within its 102-inch wheelbase. The same inline six that powered all Chevy's, the engine did receive a higher compression ratio, triple Carter side-draft carbs and a more aggressive cam that upped its output to 150 horsepower. A two-speed Powerglide automatic was bolted behind the six to calm the feat that the Chevy manual transmission couldn't handle the extreme power.

Though much attention to detail was put into this concept vehicle, the Corvette was only intended to be part of GM's Motorama exhibit at the 1953 New York Auto Show. This was until Chevy's then recently appointed chief engineer, Ed Cole saw the vehicle. Beyond impressed, Cole was responsible, after minor corporate machinations, for propelling it into production.
The viewers at the New Show loved the new 1953 Motorama Corvette nearly as much as Cole and thousands of potentials clamored for information as to when they could buy it. They were told six months later. On June 30th, 1953, the Corvette was available to the public.

Undeniably beautiful, with a fiberglass body that was quite innovative the 1953 Corvette wasn't as impressive as it could have been. Though the chassis handled better with the newly improved weight distribution, it still held a '52 Chevy suspension inside. The front end was suspended by a primitive independent system, while the rear was held up with leaf springs. The '53 Corvette wasn't as cheap as Earl had originally hoped either, priced at $3,498. Motor Trend rated the first Corvettes as reaching 0-60 in an unimpressive 11.5 seconds.

Due to the late start of the Corvette production, only 300 Polo White examples were built of the 1953 model before it was time to introduce the new 54. The 1954 Corvette was produced in an old millwork building in St. Louis and remained virtually unchanged except that it could be now ordered in Black, Sportsman Red, and Pennant Blue, in addition to Polo White. For the 1954 year, a total of 3,640 units were built, with many of them remaining on dealer lots. Until the Corvette produced performance to match its appearance, buyers were skeptical to purchase the new ‘sports car'.

In 1955 the Chevrolet Corvette achieved the single most important development in its history, Chevrolet's brilliant small-block V8. The first small-block was rated at 195 horsepower and displacing 265 cubic inches. Performance remained slightly unimpressive with the Powerglide transmission remaining. The oversize ‘V' along the front fenders was also tweaked this year. GM restricted production of the 1955 model to only 700 cars, while the previous year models were still clogging dealer lots.

Many consider the 1956 Corvette as the breakthrough year that established the vehicle as an American icon, and as a legitimate performance machine. The new body was stunning with flashy chrome teeth in the front, scalloped flanks, and curvy trunk area. The interior was fashioned into a cockpit-like style with bucket seats, and a body-colored frame that divided the passenger space. For the first time, a removable hardtop was offered as an option.

GM began racing the 1956 Corvette. Now rated at 210 horsepower, the only engine offered in the '56 Corvette was the 265-cubic-inch V8, backed, for the first time ever, with a three-speed manual transmission. In February of 1965, Duntov appeared with the new Corvette's for John Fitch and Betty Skelton at Florida's Daytona Speedweeks. With a compression ratio that was increased to 10.3 to 1, reworked cylinder heads and a few other emerging speed parts for the small-black had the V8 up to 255 horsepower.

Following the Speedweeks adventure, Corvette advertising took a monumental leap that now heralded the car's performance, competition and credentials.

The new 1957 Corvette resembled the '56 in appearance, but on the inside a new four-speed manual transmission, the great T-10, was available for the first time. Growing 283 cubic inches, the standard Corvette engine now achieved 220 horsepower through a single four-barrel carburetor. For this year, Chevrolet finally made available the performance-upgraded engines as options. The 283 could be had with dual-quad carbs that were rated at either 245 or 270 horsepower, or with Rochester mechanical fuel injection.

On top of the 283, fuel injection increased its output to either 250 or 283 horsepower, one horsepower per cubic inch. Driving beautifully, the Corvette was suddenly one of the world's truly quick cars. For the 1957 model year, Chevy built 6,339 models, with only 1,040 of then carrying the fuel-injected engine.

For 1958, both the exterior and interior of the Corvette were significantly restyled. The cockpit theme was exaggerated even more in this new model with a grab bar in front of the passenger rather than instrumentation. On the exterior, new dual headlights, simulated hood louvers and more chrome were added. The engine could still be any of the four different variations on the 283 small-block. Now making 230 horsepower, the single four-barrel version also had dual-quad versions that were rated at 245 and 270 horsepower and the fuelie engines now made either 250 or 290 horsepower. Chevy produced 9,168 units of the 1958 Corvette.

The 1959 Corvette was a much cleaner version with a lot less chrome, and the removal of the fake hood louvers. A total of 9,670 units were produced for the 1959 model year.

A year later, the Corvette didn't look much different, but the rated outputs of the fuel-injected versions grew to 275 and a full 315 horsepower. To tame the solid rear axle, a rear anti-sway bar was added. For the first time, more than 10,000 Corvettes were built.

For the 1961 Corvette, a brand new toothless front grill was at front and center, along with a new ‘duck tail' rear end. Besides the two exterior updates not much was changed on the '61 Corvette. This was the final year for the 1950's favorite, wide whitewall tires on the options list. This was the first year for a rare new option, the 24-gallon oversized fuel tank.

For 1962, the Chevy Corvette introduced a big new engine as the small-block V8 grew to 327 cubic inches. Now achieving 250 horsepower, the base four-barrel engine offered higher output versions available in 300 and 340 horsepower versions. For this year, the dual-quad option was dropped, but now rated at an impressive 360 horsepower, the fuel injection system was back.

Many enthusiasts claim that the '62 Corvette was the best, with its blacked-out grille and new rocker panel molding. Though the chassis was still closely related to the '52 Chevy sedan, this year the Corvette was certainly the best of the first-generation, solid rear axle Corvettes.

The most delightful automotive designs of all time, the 1963 Corvette was the ‘midyear' model, more than four decades after its introduction. Bill Mitchell, Harley Earl's successor as GM design chief was responsible for the new ‘provocative' look. Working with his assistant Larry Shinoda, back in the late ‘50s, Mitchell had designed a new body for an old SS chassis that had been built to race at Sebring. He created the Sting Ray by designing a new body for it with a high waistline, sharply creased fenders and a chiseled prow.

At the same time that Mitchell creating the Sting Ray body style, Zora Arkus-Duntov, Corvette chief engineer was constructing what he hoped would be a world-class chassis for his baby. Reducing the wheelbase down by four inches to 98, Zora built a much stiffer ladder frame than the previous X-member design, than now allowed the passenger compartment to be sunk down between the rails. Economical in both cost and usage of space, Arkus-Duntov also designed a new independent rear suspension that used a single transverse nine-leaf spring and the half shafts as part of the linkage.

For the first time ever, the fastback coupe was introduced by the culmination of the Mitchell/Shinoda body design with the new Duntov chassis that resulted in the 1963 Corvette roadster.

Outrageously attractive, the new 1963 Corvette featured rotating hidden headlamps across the front, and a boat tail-shaped rear window. A thick center bar spilt the rear window in two, a feature that nicknamed the car ‘split window coupe'. The most cluttered of the Sting Rays, the ‘3 model came with phony vent grilles in the hood, ribbed rocker moldings, non-functional gills in the front fenders, and the bar the bisected the rear window.

All of the engines still displaced 327 cubic inches, and most of the engines carried over from the ‘62 to the '63, along with the general styling of the rear quarters and the four-wheel drum brakes. The standard transmission was still a three-speed manual, and the base 327 V8 was still rated at 250 horsepower. Optional was 300 and 240 horsepower four barrel, and the 360-horsepower fuel-injected versions of the 327. Including such features as metallic brake pads, an oversize fuel tank, and heavy-duty suspension, the legendary ‘Z06' race pack option was also available. Production for the Z06 package was limited though, due the high priced fuel-injected engine.

Tested by Motor Trend, the 1963 Corvette reached zero to 60 seconds in 5.8 seconds, and reached the quarter-mile in 14.5 seconds at 102 mph. For the first time, sales toped 20,000 in a year as the Sting Ray sold 10,594 coupes and 10,919 convertibles.

The following year, the Sting Ray remained mostly the same as the previous year's model. The dummy hood vents were removed, the roof vents were restyled, while the center bar was taken out of the rear window to seriously improve visibility. For this year, the 360-horsepower four-barrel 327 was offered as an option, while the fuelie motor was now rated at an impressive 375 horsepower.

The 1965 Corvette featured three functional vertical louvers in each front fender. Newly available for this year, the 396-cubic-inch big-block V8 was available on this year's model. The final year for the mechanical fuel-injected 327 engine, GM introduced the ‘L78' 396 that produced 425 horsepower.

Lasting only one year, the 396 was replaced by the 427-cubic-inch version of the big-block V8 in 1966. Corvette buyers cold choose the standard 327, now rated at 300 horsepower, or a 350-horse version that inhaled through a single four-barrel, the 'L39' 427 which achieved 390 horsepower, or the ‘L72' 427 which was rated at 425 horsepower.

The parking brake was moved from underneath the dash to in between the bucket seats for 1967, and the louver count on each front fender went up to five. The new ‘L88' 427 engine featured aluminum cylinder heads and an impressive 12.5-to-1 compression ratio to make somewhere near 500 horsepower while carrying the large 850-cfm four-barrel carburetor. Ordering the L88 option automatically eliminated the radio, heater and fan shroud, and carried an extreme $947.90 price tag. Only 20 L88s were ever built, and today are considered to be the most desirable of the original Sting Rays.

The new ‘L68' 427 and rated at 400 horsepower was new to the Corvette option charts, along with the L71 427 rated at 435 horsepower that featured three two-barrel carburetors.

The third-generation Corvette was considered to be quite restrained in details, while quite flamboyant in its shape. No scoops, or extraneous chrome anywhere on the vehicle, and the fenders seem to envelop the tires. For 1968, the coupe and convertible Corvettes were again offered. The coupe showcased swooping buttresses on both sides of a tunneled-in rear window while the convertible stowed its top under a hinged hard cover. The first T-tops were introduced on the coupe, two removable roof panels, in this year. The body was all new, but the chassis and drivetrains remained the same. The standard engine continued to remain a 300-horsepower 327 small-block V8 that was topped by a four-barrel carburetor, the wheelbase remained at 98 inches. Optional engines included a 350-horsepower 327 and the L88, and the big-block 427. Selling a total of 9,936 coupes and 18,630 convertibles, the 1968 Corvette achieved yet another record year.

The Sting Ray name returned for the 1969 model year, now prominently displaying the name on the fenders in chrome script. The assembly quality was remarkably improved, with minor updated including relocating the ignition key to the steering wheel, and adding backup lights into the taillights. Mechanically, the largest change was the replacement of the 327-cubic-inch small-block V8s with the newer 350-cubic-inch versions. The 350 versions were rated at 300 horsepower in the base model, and the optional 'L46' featured 350 horsepower. Carrying the same power force as the 1968 models, the 427s returned.

An amazing addition to the Corvette line, the ZL-1 engine was introduced this year. Simply en L88 427 big-block V8 exceptionally done in all-aluminum construction, the new Corvette was 20 to 25 lbs lighter than a small-block. Only two of the 585-horsepower ZL-1s were ever produced and they were built simply for road racing and equipped accordingly.

The new 1970 Corvette was produced with four vertical side vents on each front ender, and amber from single lights along with square exhaust outlets. Standard equipment included a four-speed manual transmission which replaced the three-speed. A new 370-horsepower ‘LT-1' 350 entered the engine lineup with the new 1970 model. The 427 was replaced in favor of two new 454-cubic-inch big V8s, a 390-horsepower LS5 which carried a four-barrel carburetor, and a tri-power equipped ‘LS7' which reached an impressive 460 horsepower. Unfortunately the LS7 had a $3,000 price option, and no record has been found of any being built.