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Parchment Paper Prints - $24.95 + $6.95 S&H / Color Prints - $29.95 + $6.95 S&H / Laser-Etched Prints - $49.95 + $8.00 S&H


1982 Corvette Art Prints


Laser-Etched
llustrated Corvette Series II - No. 173 - 1982 Collectir Edition Corvette

11x17 Laser-Etched Print / $49.95 + $8.00 S&H



Illustrated Corvette Series No. 173
1982 Collector Edition Corvette
"The Finished Shark"

To read the story, CLICK HERE.

Illustrated Corvette Series-II No. 173
1982 Collector Edition Corvette
"The Finished Shark"

11x17 Parchment Paper Print
$24.95 + $6.95 S&H

11x17 Parchment Paper Print
$24.95 + $6.95 S&H


1982 Collector Edition Corvette

Special Edition Corvette Montage
11x17 Color Laser Print
$24.95 + $6.95 S&H

11x17 Color Laser Print
$24.95 + $6.95 S&H


Illustrated Corvette Series No. 65
1982 Corvette
To read the story, CLICK HERE.

1982 Corvette Coupe Profile
11x17 Parchment Paper Print
$24.95 + $6.95 S&H

11x17 Parchment Paper Print
$24.95 + $6.95 S&H


Illustrated Corvette Series II - No. 65
1982 Corvette

Laser-Etched
llustrated Corvette Series II - No. 65
1982 Corvette
11x17 Parchment Paper Print
$24.95 + $6.95 S&H
11x17 Laser-Etched Print
$49.95 + $8.00 S&H


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made on heavy watercolor paper.

Sizes start at 11" x 17" for $99.95 + $6.95 S&H.
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Here's the story:
Illustrated Corvette Series No. 173 - 1982 Collector Edition Corvette
"The Polished Shark"

The ‘70s had been a challenging and strange time for America’s sports car. Performance had been on a decline since ‘70 but because of little to-no-competition, Corvettes sold like hot cakes, hitting an all-time high of 53,807 units in ‘79. Between increasing federal demands for emissions and safety improvements, there was little time for performance. In fact, what should have been a performance improvement through the use of lighter materials - aluminum differential, tube headers, etc - was offset by reduced horsepower due to more stringent emissions controls.

When Dave McLellan inherited the Corvette from Zora Arkus-Duntov in ‘75, it was not a pretty picture. Poor quality was rooted in the seriously outdated 1920s St. Louis plant. Rumors of a new assembly plant began in ‘73. Another challenge was the Corvette’s very old chassis and drivetrain. Designed in ‘61, most components were not shared with any other GM car. John DeLorean tried to address this issue with his plan to build Corvettes on the Camaro/Firebird chassis pan. While this might have made GM’s bean counters happy, it would have been a bad move. McLellan was charged with the responsibility of tighter government controls, keeping the Corvette fresh, improving existing hardware, transitioning the car’s assembly plant, and designing and implementing the new C4. A real peach of a job, right?

Along with the arrival of the new front and rear bumper covers in ‘80 came some serious engine restrictions. In ‘80 the 4-speed manual transmission could not be ordered with the performance 230-HP L-82 engine. For ‘81 there was no performance engine available and California buyers could only get the 180-HP 305 LG4 regular production engine. Then for ‘82, not only was there no performance engine available, but all Corvettes came with the new Turbo Hydramatic 700 R4 4-speed automatic. This was the first time since ‘54 that a Corvette was only available with an automatic. However, it must be pointed out that the 1982 Corvette engine and transmission was not only an early introduction of the C4’s drive train, but the reintroduction of fuel injection into the Corvette line. Throttle Body Injectors were first introduced in the ‘80 Cadillac Seville. While not the same kind of F.I. last seen on the ‘57 to ‘65 Fuelies, the system was well received and provided drivers with fuelie-like quick throttle response. Another old performance trick was the addition of a solenoid-opperated, cold-air hood system that opened up during hard acceleration. The Bowling Green plant came online midway through the ‘81 production and built 8,855 of the 40,606 ‘81 Corvettes. By ‘82 all Corvettes were being built in Bowling Green. This turned out to be one of the best things to happen to Corvettes. The old St. Louis plant was shuttered in the fall of ‘87.

To send off 15 production years of Mako Shark-styled Corvettes, Chevrolet offered the $22,537 Collector Edition Corvette, the first production Vette costing over 20 grand. This was a sweet package that offered features only available with the Collector Edition , with two totally unique items - the lift-back rear hatch and the C2-like knockoff-style aluminum wheels. The hatch feature should have been introduced back in ‘78 when the fastback rear window first arrived and the 36-fin wheels could have also arrived sooner too. The overall package was a visual delight, with silver-beige paint and black-to-gray hood and side stripes, along with subtle pinstriping. The interior seats, door panels, steering wheel, and horn button were trimmed in exterior-matching silver leather and silver-gray luxury carpeting completed the interior. Unique Collison emblems wrapped up the package.

Despite the steep for it’s day price of $22,537, 30-percent of the ‘82 production ,6,759 units, were Collector Edition cars. While not the stump pullers from 12 years before, the last of the Shark Corvettes was a refined, polished road machine. For modern retro hot rodders, all an ‘82 Collector Edition needs is a GM crate engine, a modern 6-speed manual transmission, a stout rear differential, and suddenly, it would be 1970 again! - KST

Here's the story:
Illustrated Corvette Series No. 65 - 1982 Corvette
"The Last of the C3 Sharks"

Speculation by the automotive press about what Chevrolet was up to with the Corvette has been going on since the mid '50s. By 1982, word was out that there would finally be a new Corvette, soon.

Thanks to the sales success of the Corvette in the late '70s, the General Motors bean counters commanded, "Sales are great – keep making them!" Although enthusiasts were dying for a new Corvette, the delaying of the C4 gave engineering a chance to make the last of the C3 Corvettes as good as they could, considering the restrictions they had to work with.

The only thing faster than a Corvette in early '80s America was inflation. The last C3 was also the most expensive of the Shark Corvettes. The new base price was $18,290 – up $2,032 from '81! And to send the C3 into the history books with a splash, Chevrolet offered the "Collector Edition Corvette" for a whopping $22,537 – making it the first Corvette to bust the 20K barrier. But because the press was all a buzz over the pending C4, buyers opted to wait and see. Consequently, the '82 C3 Corvette only sold 25,407 units – down 15,199 from '81. That was the lowest sales year since 1971.

Chief engineer, Dave McLellan decided that the Collector Edition would offer, "...a unique combination of color, equipment, and innovation – resulting in one of the most comprehensive packages ever offered to the Corvette buyer." For an extra $4,247 the Collector's Edition Corvette included a lift-back rear window hatch, aluminum wheels, silver and beige paint, matching leather interior, and special emblems. To prevent imitation versions, the car had special i.d. plates.

By the end of the year, 6,759 Collector Editions were sold – slightly less then the '78 Corvette Pace Car. Many felt that the Collector Edition splash was to distract the fact that there was only one engine available, the 200hp L83 and a manual transmission was not available. The new "Cross-Fire Injection" engine was hardly noticed. - K. Scott Teeters


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