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1970-1/2 Corvette Art Prints
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Check out our high-quality Sizes start at 11" x 17" for $99.95 + $6.95 S&H. Illustrated Corvette Series No. 132 - 1970-1/2 - 1972 ZR-1 Corvette By 1970, the Detroit horsepower party was largely over, and GM management was planning radical changes for ‘71 and beyond. There was a growing awareness of the health hazards of breathing fumes from leaded gasoline, along with increased pressure from insurance companies to curb the escalating output of domestic cars. But while the GM brass were putting the kibosh on performance, Zora Arkus-Duntov was doing his best to keep it alive. In February of ’69, John DeLorean was top dog at Chevrolet. Knowing the direction that GM president Ed Cole had mandated, DeLorean and his Corvette product planners were tasked with creating a new theme for the Vette: the luxury sports car. The Custom Interior Trim option cost just $158 and included leather seats, woodgrain trim on the console and door panels, and special carpeting. This was just the beginning of the added creature comforts that would define the Corvettes of the ‘70s. . But Duntov wasn’t about to let the hard-core performance crowd go without some goodies to race with. The L-88 was history, and the ZL-1 was only available as a crate motor. The hot new performance engines were the LT-1 350 small-block and the LS5 454 big-block. If racing was your intention, there was the LT-1–based ZR-1 option, along with the (planned) LS-7-based ZR-2. Unfortunately, the ZR-2 never made it into production in ‘70, but it did make a brief appearance in ’71 with a somewhat detuned 454 LS-6. The ‘71 model year was the only one for the $1,747 ZR-2 option, with just 12 units produced. The cure for the lower-compression LS6 was simply a set of dome-top pistons. The ZR-2 was the base car for John Greenwood’s entry into road racing in the ‘70s. The ZR-1 and the ZR-2 Corvettes were officially designated as “off road,” which translated to ”racing only.” Like the ’67 to ‘69 L-88 cars, the ZR Corvettes were not happy on the street, but they did provide an excellent base on which to build SCCA Class A or Class B racers. The ’70 ZR-1 package cost $968 and included the following: the solid-lifter, 370-horsepower LT-1 engine; an M-22 four-speed transmission; heavy-duty power brakes; a transistor ignition; a special aluminum radiator; a metal radiator shroud; and special springs, shocks, and front and rear stabilized bars. There was also a long list of options that were not available. These included power windows, a rear-window defroster, air conditioning, power steering, deluxe wheel covers, an alarm system, an AM/FM radio or stereo, and an automatic transmission. Racing fender flares were included in the trunk space, and a cold-air scoop and header-type side exhausts were sold separately. As with the L-88 package, Duntov wanted to discourage customers from buying a car that wasn’t designed for street use. There were 25 ZR-1 units built in ‘70, 8 units built in ’71, and 20 units built in ‘72. When the 454 ZR-2 option was released in ’71, only 12 units were built. All of the "ZR" Corvettes were built by Chevrolet’s “Repair Department” in St. Louis. The ‘70-1/2 Corvette also received a minor makeover. There was the revised, egg-crate grille that matched the new egg-crate side vents, square front turn-signal lights, rectangular exhaust tips, and flares on the back edges of the front and rear wheel openings. The LT-1 and ZR-1 options included the big-block hood with special pinstriping and “LT-1” lettering. Positraction and tinted glass were standard, and there was no charge for transmission choice. It would be 18 years before the ZR-1 name would resurface in ’90, and another 19 years before the ‘09 version showed up. It was definitely worth the wait! - K. Scott Teeters Illustrated Corvette Series No. 43 - 1970-1/2 Corvette Corvette lovers had much to catch up and get very warm over for the 1970 Corvette. There were subtle, but significant, body and interior changes, and big changes under the hood. llustrated Corvette Series No. 44 - 1970-1/2 LT-1 Corvette Corvettes have always had something of a split personality. Defined as a "sports car", but with musclecar straight-line, scare-you-to-death acceleration. Detroit learned early in the performance game that there's no substitute for cubic inches. But the penalty is extra weight. When the Corvette went "big-block" in '65, the split widened between the sports car and musclecar groups. The 1970 LT-1 option gave buyers the best of both worlds. Although Zora Arkus Duntov loved the brutish big-blocks, his "ideal" for the Corvette was a balanced, mid-engine, small-block layout. After many attempts, the mid-engine Corvette just wasn't to be. His plan-B was to make a high-revving, high-performance, lightweight small-block, with a 50/50 weight distribution. The resulting LT-1 option just blew everyone away. The LT-1 engine had about every trick part a production car could have. Designed as a high-revving performer, everything was stout. The cast-iron block had four-bolt main caps and a forged crankshaft at the bottom end. The connecting rods and pistons were forged and had 11:1 compression. A dual-plane aluminum manifold and 4150 Holley four-barrel rated at 800 cfm handled the intake side. Over-sized valves in performance heads and solid-lifters along with a high-life cam gave the LT-1 a lumpy, "don't mess with me" idle, and cast-iron manifolds with 2.5 inch pipes. The ignition system was the latest transistor Delco model. It all added up to 370 ponies at 6,000 rpm, and 380 ft-lb of torque. With the relative light weight of the small-block, the LT-1 was just a tick off the straight-line performance of the 454. Quarter-mile-times were around 14.10 seconds at 102 mph, with zero to 60 times around 6.5 seconds. But the best part was that because of the balanced arrangement, the LT-1 could be driven as deep into corners as Europe's finest. Some publications reported that the LT-1 was as fast, if not faster, through the curves than the 1970 911 Porsche! The LT-1 option wasn't cheap though. At $447.60, it was $10.50 more than the '69 L71, 427/435 engine and $157.95 more than the '70 LS5, 390-horsepower 454. For 1970, Chevy sold 1,287 LT-1 Corvettes. Interestingly, the air conditioning option was $447.65, 5 cents more than the LT-1, but not available with the LT-1, as was an automatic transmission. There was an option called the ZR-1, that was a small-block "package" version of the off-road L-88. Only 25 were ordered. For some, the 1970 LT-1 was the finest C3 Corvette made. Corvettes have always had something of a split personality. Defined as a "sports car", but with musclecar straight-line, scare-you-to-death acceleration. Detroit learned early in the performance game that there's no substitute for cubic inches. But the penalty is extra weight. When the Corvette went "big-block" in '65, the split widened between the sports car and musclecar groups. The 1970 LT-1 option gave buyers the best of both worlds.
The LT-1 engine had about every trick part a production car could have. Designed as a high-revving performer, everything was stout. The cast-iron block had four-bolt main caps and a forged crankshaft at the bottom end. The connecting rods and pistons were forged and had 11:1 compression. A dual-plane aluminum manifold and 4150 Holley four-barrel rated at 800 cfm handled the intake side. Over-sized valves in performance heads and solid-lifters along with a high-life cam gave the LT-1 a lumpy, "don't mess with me" idle, and cast-iron manifolds with 2.5 inch pipes. The ignition system was the latest transistor Delco model. It all added up to 370 ponies at 6,000 rpm, and 380 ft-lb of torque. With the relative light weight of the small-block, the LT-1 was just a tick off the straight-line performance of the 454. Quarter-mile-times were around 14.10 seconds at 102 mph, with zero to 60 times around 6.5 seconds. But the best part was that because of the balanced arrangement, the LT-1 could be driven as deep into corners as Europe's finest. Some publications reported that the LT-1 was as fast, if not faster, through the curves than the 1970 911 Porsche! The LT-1 option wasn't cheap though. At $447.60, it was $10.50 more than the '69 L71, 427/435 engine and $157.95 more than the '70 LS5, 390-horsepower 454. For 1970, Chevy sold 1,287 LT-1 Corvettes. Interestingly, the air conditioning option was $447.65, 5 cents more than the LT-1, but not available with the LT-1, as was an automatic transmission. There was an option called the ZR-1, that was a small-block "package" version of the off-road L-88. Only 25 were ordered. For some, the 1970 LT-1 was the finest C3 Corvette made. - K. Scott Teeters lIlustrated Corvette Series No. 45 - 1070-1/2 454 Corvette Nothing exceeds like excess, and the '70-454 Corvette was a perfect example. Between the car magazines, published brochures, and what was really available, there was almost as much confusion as there was power. lllustrated Corvette Series No. 40 - 1970 XP-882 Corvette Show Car It was a great day for Corvette fans. When the crowds piled into the New York Auto Show on April 2, 1970, they had no idea what Chevrolet was proposing as the next Corvette. The XP-882 Mid-Engine Experimental Corvette had almost everything a Vette lover would want... big-block power, huge wheels and tires, exotic suspension, drop-dead looks, and the engine located in the middle of the car, exactly where an exotic car engine should be. lllustrated Corvette Series No. 41 - 1070 Aero Coupe Corvette Show Car Being the Senior V.P. of Design at General Motors sure had its perks for Bill Mitchell. The actual car that was made into the "Aero Coupe" was born as an off-the-assembly line 1968, small-block Corvette. Over the next seven years the car lived through three incarnations: the "Aero Coupe", the "Scirocco", and the "Mulsanne." When the car wasn't on-duty at car shows, it saw duty as Bill Mitchell's personal ride. What a job! |
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