Art Morrison 3G 1960 Corvette

Art Morrison 3G 1960 Corvette – From Reality to Video Game and Back

The Smoking Tire heads to Spring Mountain Motorsports Ranch to test the Gran Turismo Award-Winning SEMA car: Art Morrison's 1960 3G Corvette... It's a $400,000 one-off work of art that begs to be driven hard.

50's Garages

 

Rustic to Retro Head over to the Garage Journal to check out some on going garage builds including 1950's Craftsman Garage

 

 

Dream Garage Pt1

Garage Transformation Part-1

Flooring

http://www.racedeck.com/

German V-8

German Tuner Fits Modern-Day V-8 in 1959 Chevrolet Corvette

 

You might expect a German tuning company to focus its attention on vehicles from Europe, but Pogea Racing GmbH spent the last year working on this customized 1959 Chevrolet Corvette. At the request of a customer, the American sports car was upgraded with all-new running gear from a present-day Corvette.
The biggest transformation is under the Corvette’s hood, where Pogea Racing installed a 6.2-liter LS3 V-8 from a contemporary C6 Corvette. Finding that engine somewhat lacking, the tuners added a new air intake, high-lift camshafts, larger fuel injectors, and loud Edelbrock exhausts. The engine now produces a claimed 485 hp and 431 lb-ft of torque, channeled through a five-speed manual transmission. Pogea says the modified Corvette will hit 62 mph in just 3.9 seconds and is capable of 179 mph.
The bodywork rides on a custom tube frame designed in partnership with American company Foose Design. That frame is fitted with adjustable coilover suspension, and is said to be much stiffer than the original Corvette chassis. The car’s brakes also have been updated with modern-day brakes, with 13-inch front discs and 11.8-inch rear discs. In order to fit wider Bridgestone Potenza tires, Pogea widened the stock rear fenders by 14.5 inches. The tires wrap around three-piece Pogea Racing wheels measuring 18 inches front, 19 inches rear.
The completed car was finished in a combination of Ferrari red and white paints, which is matched by a red interior with white floor mats. The tuners also saw fit to upgrade the 1959 Corvette with power steering, air conditioning, an Alpine touch-screen navigation system, and a three-spoke flat-bottom steering wheel.
The price for such an elaborately customized Corvette? A cool €225,000 before taxes, or about $296,000.

Happy 4th

HAPPY 4th of JULY!

Corvette - Reflections

Corvette - Reflections of the Stylemakers

Ultimate Garage

The Ultimate Corvette Garage

Hooked on Corvettes.com

Le Mans #3

1960 Le Mans Historic #3 Corvette 

A few Articles on the documentary film "The Quest"
The QUEST Documentary
 Out on DVD!
Chip Miller Foundation

60 Years

Last of C1 61

1961–1962

Four taillights appeared on the 1961, a treatment that continues to this day. Engine displacement remained at 283 cubic inches, but power output increased for the two fuel-injected engines to 275 hp and 315 hp. Power ratings for the dual-four barrel engines did not change (245 hp and 270 hp) but this was the last year of their availability. This was the last year for contrasting paint colors in cove areas, and the last two-tone Corvette of any type until 1978. Rare options: RPO 353 275 hp engine (118), RPO 687 heavy-duty brakes and steering (233), 15x5.5 wheels (357), power convertible top (442).

The 1962 model year was the last Corvette with a solid-rear-axle suspension that was used from the beginning. With two new engines it was also the quickest. Engine displacement increased to 327 cubic inches, but dual 4-barrel carburetor engines were no longer available. Hydraulic valve lifters were used in the base 250 hp and optional 300 hp engines, solid lifters in the optional carbureted 340 hp and fuel-injected 360 hp (268 kW) versions. Rocker panel trim was seen for the first time, exposed headlights for the last, until 2005. This was the last Corvette model to offer an optional power convertible top mechanism. Rare options: 24-gallon fuel tank (65), RPO 687 heavy-duty brakes and steering (246), power convertible top (350), 15x5.5 wheels (561).

With just two years to go until the new generation of the Corvette would make its presence known, the 1961 Corvette got some restyling of its own and fast became a favorite of enthusiasts everywhere. Bill Mitchell, chief engineer for GM at the time, made changes to both the rear and the front of the car and made more options standard making for a very well equipped base model car.

The biggest change to the outside was in the rear of the car where it appeared that Mitchell had taken the design of his Stingray racecar and transplanted it on the 1961 Vette. Besides the esthetics of the rear other changes to the back end were:

• More Space: Luggage space was improved by an estimated 20 percent for more cargo holding capacity than ever before.
• License Plate Recess: On both sides of the license plate recess the 1961 Corvette had two small and round tail lamps added.
• Exhaust Exit: For the first time in Corvette history the tailpipes exited below the body of the car.

The front end also saw some more modest changes by Mitchell and his gang. Headlight bezels were painted to match the car on the 1961 Corvette and the famous teeth that usually adorned the front end made way for a softer mesh insert. The 1961 Corvette would ultimately prove to be the last year that the bodyside coves would be available in a contrasting hue which most buyer for that year did in fact opt for. With all the improvements many cited the 1961 as the best Corvette of the generation as far as fit and feel go.
The 1961 Corvette also brought many goodies to a standard package rather than making the buyer pay extra for every little thing. Items such as sun visors, windshield washers, thermostat controlled radiator fan, and a warning light for the parking brake all came standard now.
While air conditioning still wasn’t available the buyer could opt to get a heater installed. Also back where favorites such as the Wonderbar radio, whitewall tires, and the Positraction limited slip differential.
Under the hood the 1961 Vette basically just carried over the engines of the 1960 Corvette. The three-speed manual transmission was now the standard and the Powerglide was still an option only this year the Powerglide was not available in three of the five engines as opposed to two out of five from the year prior. Minor changes such as an aluminum radiator fan replacing the copper core units of 1960 also took place underneath the Vette.
The 1961 did not lag in speed and even the most basic of the five engines would scream down the street. Independent testers showed the 1961 Corvette turning 0 to 60 miles per hour times in the range of 6.7 seconds and 7.7 seconds and top speed was anywhere from 109 miles per hour all the way up to 130 miles per hour with the car’s top fuelie.
Even though the Corvette was yet to have an independent rear suspension as many of the European cars of the time had, testers still sang the praises of the handling. By the standards of the time the 1961 Corvette was then considered to be one of the most worthy street legal cars in America and in the world.

C1 58 - 60

1958–1960

In an era of chrome and four headlamps, the Corvette succumbed to the look of the day. The 1958 model year and the four that followed all had the exposed four-headlamp treatment and prominent grills, but a faux-louvered hood and chrome trunk spears were unique to 1958. The interior and instruments were updated, including placing a tachometer directly in front of the driver. For the 1958 model only, an 8000 rpm tachometer was used rather than the 6000 and rpm units typical in 1955. Optional engine choices included two with twin carburetors (including a 270 hp (200 kW) model with Carter 2613 and 2614 WCFB four-barrels) and two with fuel injection. Power output for the highest rated fuel-injected engine was 290 hp (220 kW). Displacement remained 283 cu in (4.6 l). For the first time, seat belts were factory-installed rather than being dealer-installed as on previous models. Rare options were RPO 684 heavy-duty brakes and suspension (144), RPO 579 250 hp engine (554), 15 by 5.5 in (38 by 14 cm) wheels (404).

For the 1959 model, engines and horsepower ratings did not change. Interiors were revised slightly with different instrument graphics and the addition of a storage bin to the passenger side. A positive reverse lockout shifter with "T" handle was standard with 4-speed manual transmission. This was the only year a turquoise convertible top color could be ordered, and all 24-gallon fuel tank models through 1962 could not be ordered with convertible tops due to inadequate space for the folding top mechanism. Rare options: RPO 684 heavy-duty brakes and suspension (142), metallic brakes (333), 15 by 5.5 in (38 by 14 cm) wheels (214), power windows (547), power convertible top (661).

Last features to appear in 1960 models included tailamps molded into the rear fenders and heavy grill teeth. New features include aluminum radiators, but only with 270 hp and 290 hp engines. Also for the first time, all fuel-injection engines required manual transmissions.^[31] The 1960s Cascade Green was metallic, unique to the year and the rarest color at 140 made. Rare options: RPO 579 250 hp engine (100), RPO 687 heavy-duty brakes and suspension (119), 15 by 5.5 in (38 by 14 cm) wheels (246), power convertible top (512), power windows (544).

While Safer, the 1958 Corvette Took Flack for the Styling Change 

When the 1958 Corvette was unveiled it looked a bit odd in the eyes of many a critic and enthusiast. Others thought it was flashy; maybe just a bit too flashy for the Corvette. The car was a total of 9.2 inches longer and 2.3 inches wider and looked a lot heavier than its predecessor; probably because it was. The total curb weight for the 1958 Corvette was some 200 pounds heavier than the 1957 Corvette.

Though perhaps just a bit awkward looking at first glance, the 1958 Corvette’s new styling did allow for a safer travel. For the first time in the C1 generation of the Corvette the bumpers where installed on the frame of the car rather than the body and were secured by long brackets. This meant added protection in the case of a collision keeping the occupants of the car safer. While the look of the car was certainly the most noticeable change, there were other more slight modifications made. Other improvements were made to the 1958 Corvette were:

• Different Paint: In 1958, Chevy changed the paint that would go on the Corvette from enamel to an acrylic-lacquer.
• Instrument Panel: The Corvettes of old were widely criticized for having their gauges spread out over the entire dash and seeing many land away from the driver. This was seen as an inconvenience so it was changed and the 1958 Vette saw all the gauges and instrument markers, save the clock, put right in front of the driver.
• Faster Engine: The new top end engine that featured fuel injection and a Duntov-cam produced an unreal 290 horsepower at 6200 RPM. This engine was consistently shooting from 0 to 60 miles per hour in less than eight seconds in many different tests and was also reported to do top speeds of 125 miles per hour or more. 

 

The 1958 Corvette again was offered with a package that basically made it a street legal racecar. But even with the hottest engine, the heavy duty metallic brakes and suspension, Positraction, and the four speed transmission the cost of the car only went up about $1,500.00 bringing the total to just over $5,000.00 when adding the package to the base price. This price paled in comparison to many foreign name plates such as Porsche and Jaguar that were much costlier but didn’t have any better performance. Even the ultra exotic Ferrari was not too far off in terms of performance when compared to the 1958 Vette but it was extremely far off when comparing prices.
Even though the design changes caught some flack as they still do to this day, the 1958 Corvette accomplished what no other Corvette in the C1 past had; it turned a profit for GM. The 1958 Corvette broke another sales record and moved 9,168 units for the model year which was astounding seeing as how the country was in economic turmoil at the time and fighting through a recession. While it may have been considered too flashy for a Vette it certainly did show that it was not all flash and no performance and the public responded to that fact in spades.


While not a lot of Changes were made, the 1959 Corvette had another Strong Year

In 1958 the Corvette seemed to have a rather busied chrome styling, but for the 1959 Corvette this seemed to be cleaned up rather nicely. Gone were the fake hood louvers and the chrome deck lid bars that often caught criticism for being too showy. Besides these changes the 1959 Corvette was not all that different from the 1958 model year, but it did offer some changes that made for another good year for the Vette; just not a blockbuster one as hoped.
There were little to slight modifications made on the 1959 Corvette on both the inside of the car and the outside of the car. Here are some of the more notable changes that were conducted to the super car for the 1959 run:

• Door Handles and Armrests: Both the door handles and the armrests on the 1959 Corvette were repositioned to make way for a shelf to be placed just below the passenger grab in order to allow for a small amount of storage.
• Seats: The seats of the 1959 Corvette were reshaped to offer some lateral support as their lack thereof had been a chief complaint from the previous year.
• Sun Visors: New to the 1959 Corvette were the addition of optional sun visors.
• Instrument Panel: All the instruments on the instrument panel received concave lenses versus flat lenses in an effort to keep reflection down.
• Transmission Lock-Out: A T-handle lock-out was added to the transmission of the 1959 Corvette so that the driver could not accidentally put the car in reverse gear while driving
• Brakes: Though optional, the RPO 686 package included newly sinterated-metallic linings developed by a division of GM known as Delco-Moraine. This option was made up of lining segments that were then riveted to the main brake shoes in three pairs and five pairs for the non-main or secondary shoes. The drums with this option were not finned and the new linings were not as harsh as the Cermetallic material and also required much less time to warm up for maximum breaking potential.

Though the engines stayed primarily the same, the 1959 Corvette continued the Vette tradition of impressing on the speed charts. While at the time it was not uncommon to see Corvettes do an under eight second 0 to 60 miles per hour run, the 1959 Corvette did it in just 6.6 seconds when it was tested by Road and Track. Further tests showed the car to have a top speed of 128 miles per hour and a stated 14.5 second quarter mile run at 96 miles per hour.
Even though both critics and the public gave the 1959 Corvette more acclaim than the previous year and the chrome madness was certainly toned down the sales did not reflect the love. While there was a slight increase from the 1958 Corvette tally, the 1959 model only sold a disappointing 9,670 units. This would make GM have to wait for the 60s to roll around before the Vette could sell those ever elusive 10,000 units in one model year. Still, the Corvette was making money for GM and in its short existence had proven that the car would be a winner and most likely a winner each and every year.

Another Record was Set with the 1960 Corvette as Little on the Car Changed

The 1960 Corvette was practically a clone of the 1959 model but there were still some slight modifications done to the American icon. 1960 also brought a wonderful milestone for the fledgling sports car as for the first time in the Corvette’s history sales would surpass the 10,000 unit mark.
While there were not a lot of changes done to the engines there were some power upgrades that were made to the two top engines available in the 1960 Corvette. On the first version, solid lifters and a higher compression gave the 283 fuelie an output of 315 horsepower at 6200 RPM which was a marked improvement. A second version that featured hydraulic lifters that allowed for easier maintenance pushed out 275 horsepower at 5200 RPM. However, due to the added power, the Powerglide was no longer available on the 1960 Corvette if it had a fuel injected engine because the torque was simply too much for the transmission to handle.

Even though Chevy had decided to stop promoting the Corvette as a ‘racer’ and instead decided to tout it as a ‘no fuss’ touring car, if a buyer wanted a racer, there were plenty of options available to accommodate. Aside from the 315 horsepower engine buyers could also obtain optional equipment such as:

• Positraction: This complimented a more powerful drivetrain and gave the best performance possible.
• Four-Speed Transmission: The four-speed continued to be a favorite of the speed freaks in 1960.
• Metallic Brake Linings: This came with the RPO 687 package and allowed for better overall stopping and didn’t take as long as conventional brakes to heart up thus working at full capacity quicker.
• Black-Wall Nylon Tires: This only added a little bit of money to the price tag as white walls remained the standard.

With all the added options for speed and performance, the 1960 Corvette was once again basically a street legal racecar.
On the racetrack itself, chief GM engineer Bill Mitchell was unveiling his privately funded ‘Stingray’ and that lent to the ramped rumors of an all new Corvette in the making. Because Mitchell had replaced the retired Harley Earl just two years prior in 1958, the fact that he himself was debuting a racecar made everyone think that it was what was coming down the pipe for the Vette; and in some ways it actually was.
In reality, Mitchell and his team were constantly working to come up with the next generation of the Corvette but their progress would be slowed. The Corvette’s next generation had to take a backset for a little while as the Chevrolet Corvair took center stage and a lot of resources on its way to being deemed more important at the time. Though Mitchell and his team had many ideas, they would have to wait until 1963 to see any of them come to fruition.
The biggest news for the 1960 Corvette was the sales for the model year. When it was all said and done GM managed to move 10,261 units. This was the first time that the Vette had sold that physiological number of 10,000 units or more and at that point GM had all the confidence in the world in the Corvette.

C1 56 & 57

 1956–1957

In 1955, the first V8 was offered in the Corvette. In 1956, it was slightly restyled and in 1957, a fuel injected engine was added. The Vette finally had the performance to match the looks.

There was no doubt Chevrolet was in the sports car business with the release of the 1956 model. It featured a new body, a much better convertible top with power assist optional, real glass roll up windows (also with optional power assist), and an optional hardtop. The 3-speed manual transmission was standard. The Powerglide automatic was optional. The six-cylinder engine was gone. The V8 remained at 265 cubic inches but power ranged from 210 hp to 240 hp. The volume was 3,167, a low number by any contemporary standard and still less than 1954's 3,640, meaning this was the third lowest-volume model in Corvette history.  Rare options: RPO 449 special camshaft with the 240 hp engine (111), power windows (547).
Visually the 1957 model was a near-twin to 1956. Engine displacement increased to 283 cu in (4.6 L), fuel injection became optional, and a 4-speed manual transmission was available after April 9, 1957.  Fuel injection first saw regular use on a gasoline engine two years prior on the Mercedes-Benz 300SL "gullwing" roadster. Although the Corvette's GM-Rochester injection used a constant flow system, as opposed to the diesel style nozzle metering system of the Mercedes', the Corvette's engine nevertheless produced about 290 hp (216 kW) (gross). This was underrated by Chevrolet's advertising agency for the 283 hp (211 kW) 283 small-block V8 one hp per in³ slogan, making it one of the first mass-produced engines in history to reach 1 hp/in³. Pushed toward high-performance and racing, principally by Zora Arkus-Duntov who had raced in Europe, 1957 Corvettes could be ordered ready-to-race with special options. Fuel injection was in short supply and 1,040 Corvettes with this option were sold. Rare options: RPO 579E 283 hp (211 kW) engine (1 hp per cubic inch!) with fresh air/tach package (43), RPO 684 heavy-duty racing suspension (51), 15" x 5.5" wheels (51), power windows (379), 4-speed transmission (664).

The 1956 Corvette not only Looked Better, it Worked Better too

The 1956 Corvette would represent the first time that the Corvette line received sweeping changes. Though these changes may not have been ground-breaking they were certainly evolutionary and helped to begin to shape the legend of the Corvette.

For the first time in the Corvette’s history, the 1956 Corvette was not offered with a six cylinder engine. However the V-8s for the 1956 model did pump out even more horsepower that the 1955 Corvette and saw an output of either 210 or 225 horsepower for more added speed. While there was little doubt that the power under the hood was a marked improvement yet again, there were absolutely no doubts that the outside of the 1956 Corvette was improved upon and improved upon big time. Some of the many changes to the outside of the 1956 Corvette included:

• Changed Face: While the earlier year Vettes had eyes that seemed to be almost veiled this was not really considered appropriate for a ‘man’s’ car. Therefore the 1956 Corvette saw its headlights moved up and out of their recesses and they were no longer to be covered. To compliment this new look the front end of the 1956 Corvette got a bigger emblem with the crossed flags that are still hanging out to this day.
• Changed Rear: For the 1956 Corvette Chevy decided to do away with the fin type fenders and gave the car a more French curved contour and this was complimented with the new taillights that were ‘frenched’ on each fender just above the bumperette. The license plate was moved from its previous location to just below the trunk opening and the old shadowbox was done away with. This resulted in a smoother and more curved tail that saw the fenders sticking out ever so slightly.
• Body Siding: The 1956 Corvette brought the birth of what would be known as the ‘bodyside coves.’ This gave the Vette a distinct look and did away with the ‘bathtub’ look of the previous years.
• New Top: Taken directly from the prototype that was displayed at the Motorama in New York just few years prior in early 1953, the 1956 Corvette not only came with a rag top but it could also be purchased with a removable hard top as well.

 

The 1956 Corvette was a success in many ways. While it definitely looked better than its predecessor it also worked better as well. It was a much more functional version of the Corvette and saw away with such nuisances as the side curtains and made way for actual roll up windows that could even be powered at an additional cost. Also added were outside handles which was one of the chief complaints of the previous versions as they were lacking them.
It seemed that finally the engineers at Chevy got what they wanted with the 1956 Corvette and the public agreed. The sales for the 1956 jumped up to an amazing 3,467 which crushed the 1955 Corvette’s dismal numbers. The new look of the Corvette was here and as time went on, it would only get better.

The 1957 Corvette Continued to Improve in Both Speed and Handling Departments

The 1957 Corvette saw little changes to the outside and really it didn’t need any changes as the 1956 improvements were working just fine. What did change for the super car in 1957 however was yet again more speed and better handling. The biggest gain however came with the introduction of a new technology called fuel injection.

The 283 V-8 that Chevy was using at the time was fast becoming a very revered engine and while many of GM’s competitors were fast making new and improved engines, the Chevy boys just kept figuring out new ways to pump more ponies out of what they had. This came by the way of what was to be known as fuel injection.

Back in the 50s there was little known or done with the technology of fuel injection, but as other name plates began to use the technology Chevy was forced to throw together a team of engineers to work on the new project. The results were trying at times but when Chevy got it right, they got it right in a big way.

The 1957 Corvette already had improved upon its horsepower output with a four barrel carburetor helping the 283 belch out 220 horsepower and this was improved upon even more with twin four barrel carburetors that saw the car get between 245 to 270 horsepower. But the biggest development for the year was that of the ‘Ramjet’ fuel injection system which gave the 283 cubic inch engine 283 horsepower. This ‘fuelie’ helped Chevy hit the coveted mark of one horsepower per cubic inch and they did not miss the opportunity to let everyone know about their achievement.
Also new to the 1967 Corvette was the new four-speed transmission which had been sought by enthusiasts since the car had first been brought to production. This new transmission was basically just the typical three-speed of the past with the reverse gear being moved to the tail shaft housing thus allowing the fourth forward gear to be added. This was complimented by Chevy’s optional Positraction which helped drivers get the most out of their engines and gearboxes.

To combat the complaints of the poor handling and break deficiencies of the past models, Chevy answered the call by offering the RPO 684 package. This package included a heavy duty racing suspension, Positraction, a thicker anti-sway bar, a faster steering ratio, and ceramic-metallic brake linings that featured finned ventilated brake drums. Add this package to the Ramjet 283 fuelie and you had a car that was darn near ready to be driven off of the showroom floor and right on to the racetrack.
Finally it all seemed to be coming together at a rather rapid pace for Chevy. The 1957 Corvette proved that the car maker could not only be tops at the sports car game but also let the car maker flex its muscles just a bit in the technology game as well. Sales for the 1957 Corvette stayed steady and the car gained much acclaim from the critics and the enthusiast that seemed to be multiplying by the year.

The C1

First generation-C1 (1953–1962)

The Chevrolet Corvette (C1) is the first generation of the sports car by the Chevrolet division of General Motors introduced late in the 1953 model year and produced through 1962. It is commonly referred to as the "solid-axle" generation, as the independent rear suspension didn't appear until the 1963 Sting Ray. The Corvette was rushed into production for its debut model year to capitalize on the enthusiastic public reaction to the concept vehicle, but expectations for the new model were largely unfulfilled. Reviews were mixed and sales fell far short of expectations through the car's early years. The program was nearly canceled, but Chevrolet would ultimately stay the course and Harley Earl and company would transform the Corvette into a true world-class sports car.

 

 Origin 1951 

In 1927 General Motors hired designer Harley Earl who loved sports cars. GIs returning after serving overseas in the years following World War II were bringing home MGs, Jaguars, Alfa Romeos, and the like. In 1951, Nash Motors began selling an expensive two-seat sports car, the Nash-Healey, that was made in partnership with the Italian designer Pinin Farina and British auto engineer Donald Healey, but there were few moderate-priced models. Earl convinced GM that they needed to build a two-seat sports car, and with his Special Projects crew began working on the new car, "Project Opel" in late 1951. The result was the hand-built, EX-122 pre-production Corvette prototype, which was first shown to the public at the 1953 GM Motorama at the Waldorf-Astoria in New York City on January 17, 1953. Production began six months later. The car is now located at the Kerbeck Corvette museum in Atlantic City and is believed to be the oldest Corvette in existence.

Design and engineering

During the last half of 1953, 300 Corvettes were to large degree hand-built on a makeshift assembly line that was installed in an old truck plant in Flint, Michigan while a factory was being prepped for a full-scale 1954 production run. The outer body was made out of then-revolutionary fiberglass material, selected in part because of quotas, left over from the war, limited the availability of steel. Underneath the new body material were standard components from Chevrolet's regular car line, including the "Blue Flame" inline six-cylinder engine, two-speed Powerglide automatic transmission, and drum brakes. The engine's output was increased however from a triple-carburetor system exclusive to the Corvette, but performance of the car was decidedly "lackluster". Compared to the British and Italian sports cars of the day, the Corvette lacked a manual transmission and required more effort to bring to a stop, but like their British competition, such as Morgan, was not fitted with roll-up windows; this would have to wait until sometime in the 1956 model year. A Paxton centrifugal supercharger became available in 1954 as a dealer-installed option, greatly improving the Corvette's straight-line performance, but sales continued to decline.

The Chevrolet division was GM's entry-level marque. Managers at GM were seriously considering shelving the project, leaving the Corvette to be little more than a footnote in automotive history, and would have done so if not for three important events. The first was the 1955 introduction of Chevrolet's first V8 engine since 1919. Late in the model year, the new 195 hp (145 kW) 265 small-block became available with a three-speed manual transmission, coupled to a 3.55:1 axle ratio, the only one offered. The engine was fitted with a single 2366S WCFB four-barrel (four-choke) Carter carburetor. The combination turned the "rather anemic Corvette into a credible if not outstanding performer". The second was the influence of a Russian émigré in GM's engineering department, Zora Arkus-Duntov. The third factor in the Corvette's survival was Ford's introduction of the 1955 two-seat Thunderbird, which was billed as a "personal luxury car", not a sports car. Even so, the Ford-Chevrolet rivalry in those days demanded GM not appear to back down from the challenge. The original concept for the Corvette emblem incorporated an American flag into the design, but was changed well before production since associating the flag with a product was frowned upon.

1953–1955

The 1953 model year was not only the Corvette's first production year, but at 300 produced it was also the lowest-volume Corvette. The cars were essentially hand-built and techniques evolved during the production cycle, so that each 1953 Corvette is slightly different. All 1953 models had Polo White exteriors, red interiors, and black canvas soft tops. Order guides showed heaters and AM radios as optional, but all 1953 models were equipped with both. Over two-hundred 1953 Corvettes are known to exist today. They had independent front suspension. The cost of the first production model Corvettes in 1953 was $3490.

The quality of the fiberglass body as well as its fit and finish was lacking. Other problems, such as water leaks and doors that could open while the car was driven, were reported with the most severe errors corrected in subsequent units produced, but some shortcomings continued beyond the Corvette's inaugural year.  By December 1953, Chevrolet had a newly equipped factory in St. Louis ready to build 10,000 Corvettes annually. However, negative customer reaction in 1953 and early 1954 models caused sales to plummet.

In 1954, only 3,640 of this model were built and nearly a third were unsold at year's end. New colors were available, but the six-cylinder engine and Powerglide automatic, the only engine and transmission available, were not what sports car enthusiasts expected. It is known that 1954 models were painted Pennant Blue, Sportsman Red, and Black, in addition to Polo White. All had red interiors except for those finished in Pennant Blue that had a beige interior. Order guides listed several options, but all options were "mandatory" and all 1954 Corvettes were equipped the same.
In the October 1954 issue of Popular Mechanics there was an extensive survey of Corvette owners in America. The surprising finding was their opinions in comparison to foreign sports cars. It was found that 36% of those taking the survey had owned a foreign sports car, and of that half, they rated the Corvette as better than their previous foreign sports car. 19% rated the Corvette as equal to their foreign sports car and 22% rates the Corvette as inferior. And while many were well pleased with the Corvette, they did not consider it as a true sports car. The principle complaint of the surveyed owners was the extensive body leaks during rain storms.
Chevrolet debuted its small-block, 195 hp V8 in 1955 and the engine found its way into the Corvette. At first 1955 V8 Corvettes continued with the mandatory-option Powerglide automatic transmission (as did the few 6-cylinder models built), but a new three-speed manual transmission came along later in the year for V8 models only. Exterior color choices were expanded to at least five, combined with at least four interior colors. Even soft-tops came in three colors and different materials. Despite all this, only 700 Corvettes 1955 Corvettes were built, making it second only to 1953 in scarcity. Very few six-cylinder 1955 models were built, and all documented examples are equipped with automatic transmissions. The "V" in the Corvette emblem was enlarged and gold colored, signifying the V8 engine under the hood and 12 volt electrical systems, while 6-cylinder models retained the 6-volt systems used in 1953-54. Rare option estimate: Manual transmission (75).

Serial Number 1 Corvette Collection
The 1955 Corvette is the last of the early C1 body style and the first to offer a high performance 265 ci 195 hp V8 engine. In 1956, Corvette received its first redesign with the cove body style that has become one of the most famous designs in American automotive history. Finally, 1957 Corvettes marked the last year for the single headlights and are known for their performance.