Category archives: Vehicle Profiles

Vehicle Profile: 1955 Cadillac Series 62

The 1955 Cadillac Series 62 Convertible was a beautiful, behemoth of a boulevard cruiser that enjoyed quite a reputation for not only great looks and elegant luxury, but was no slouch in the performance category for such a large, heavy (weighing in at approx. 5,000 lbs.) vehicle. This was the fourth generation, 1954 to 1956, in the long run of the Series 62 models from Cadillac (fourth out of seven total generations of the Series 62, beginning in 1940 and running through 1964). This was a lower, more streamlined version of the third generation Cadillac Series 62 models and came with many refinements and updates. Cadillac was at the top of its game, globally, in the luxury car segment and you knew you had “arrived” if you were “well-heeled” enough to be the proud owner of one of these babies!

The hood (and entire body for that matter) was lower and smoother and the grille was styled with an “egg crate” design that was further enhanced by a pair of large torpedo or “Dagmar” protrusions which were attached to the left and right, inverted gull wing bumper extensions. Chrome was used heavily throughout the vehicle to add to the flashy looks, but was tastefully done, not overdone. The headlamps were surrounded by stylish, chromed visors and the parking lamps were moved directly below the headlamps. A chromed ventilation “grille” stretched across the base of the “Eldorado” style, curved or “wrap around” windshield. Touches of the famed automotive designer, Mr. Harley Earl, were evident throughout the vehicle including the larger rear tail light “fins”. The gas filler was still located (or hidden) behind a door, just below the left rear tail light. The rear bumper was updated and the large, vertical ends housed a port for each of the dual exhaust pipes to exit. The rear of the vehicle loomed very large to anyone who pulled up from behind and below the trunk-lid were six chromed, vertical molding “fins” which complimented the two vertical bumperettes on either side of the license plate mount.

Under the hood of the 1955 Cadillac Series 62 was a 331 c.i. V8 pushing 250 (stated) hp attached to a three-speed, Hydra-Matic, automatic transmission and reaching a zero to sixty mph speed in, comparable to size and weight, a very comfy 11 seconds. The wheelbase was stretched to 129 inches and the overall length of the monster was about 223 inches, the overall width was about 80 inches and the overall height was about 62 inches. A 12-volt electrical system was now standard, as well as power steering, automatic windshield washers, tubeless tires and aluminum alloy pistons. Very large drum brakes (12″ x 2.5″) were on all four wheels to help bring this lead sled to a halt (that and a prayer) and the turning radius was around 24 feet or about three full lanes of pavement!

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Vehicle Profile: 1970 Dodge Dart

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The Dodge Dart actually started life as a smaller, full-sized vehicle for 1960 and 1961.  In 1962, the Dodge Dart was downsized and offered as a mid-sized vehicle. It ended up as a compact vehicle from 1963 to 1976, which marked the end of its 17 year run.

The 1970 Dodge Dart was available in a 2-door coupe, 2-door hardtop and a 4-door sedan. The convertible models were dropped after 1969. For 1970, the Dart was freshened up with new sheet metal, front and rear. The grille and rear end designs were fashioned to look more like their full-sized counterparts. Trunk space was reduced to nearly half the size of the 1969 models and the tail lights were rectangular units set into the angular, wedge-shaped, chrome rear bumper.

Engine choices for the 1970 Dart included the following:  198-cid or 225-cid, “slant” 6-cylinder engine to a 318-cid, V-8, 2-barrel carbureted or 340-cid, 4-barrel carbureted, V-8 power plant, which produced some 275 hp. The 383-cid V-8 was dropped after 1969 to keep the Dart from interfering/competing with the new Challenger models in the muscle car arena.

After 1969, the Swinger 340 was the only true performance model in the Dart lineup. The Swinger name was also added to all Dart 2-door hardtops, with the exception of the high-line custom models and the GTS package.The Swinger 340 came with a pair of cool looking, slanted, but non-functional hood scoops. It was also equipped with front disc brakes, 14-inch bias-ply Fiberglass-belted tires on fashioned steel Rallye rims (keeping with the rage of the day). The Swinger 340 also came with beefed-up Rallye style suspension upgrades, including a 3.23:1 rear axle ratio and the rear 1/4 panel bumble-bee stripe and 340 decals. Options included: all-vinyl bucket seats, a center floor-console, a 6000 RPM tachometer, flat-black painted hood scoops and cool hood-pins, a custom vinyl roof in either black or white, power brakes, power steering and power windows were also available. Oddly enough, the only radio offered was an AM radio!

I did not own a Dodge Dart, but I did have a 1970 Plymouth Duster 340. It was a very quick and fun car to drive. That 340 motor could be tuned to produce some real arm-stretching, neck-snapping, slingshot like “G-forces” when you stuffed your foot into it! I had a blast with that little car and hold fond memories of the days cruisin the strip, red-light racing (stoplight to stoplight) and sitting in muscle car row at the outdoor theater!

Vehicle Profile: 1969 Plymouth GTX

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The Plymouth GTX was produced from 1967 to 1971 and in that short period of time went through three different design changes (3 generations). The Plymouth GTX was based on the Belvedere mid-sized chassis and was introduced as a more refined, more luxurious, bettering performing Muscle car. Although it was based on the 116-inch wheelbase Belvedere chassis, the GTX was only available with upgraded heavy-duty suspension.

The heavy duty suspension was needed in order to handle the standard 440-cid, “Super Commando” V8 with a 4-barrel carburetor, producing a potent 375 hp.  The optional 426-cid “Hemi” V8 which produced a whopping 425 hp in box-stock form was also available.  Later, an option of three 2-barrels or a “Six-Pack” dubbed “440+6″ was also available, making around 395 hp. The Plymouth GTX was only available as a 2-door hardtop or convertible and came standard with the TorqueFlite 3-speed automatic transmission or an optional 4-speed manual transmission.

For 1969, the GTX received a subtle facelift including an optional, and now functional, “Air Grabber” hood with dual side-facing air vents. The hood and “Air Grabber” vents were also painted (by over 3/4 of its total area) with two flat-black racing stripes on top of the body color. Those flat black stripes, a bit thinner of course, were also applied to the rocker panel and fender/quarter panel areas as well. Also new for 1969 was a heavy-duty battery, a higher performance camshaft with larger valves and ports to match, chrome exhaust tips, red or white colored reflective safety stripes on front and rear areas and probably the biggest new option of a Hurst shifter was now available. Several rear-end gearing options were offered to enhance performance and front disc brakes were also available.

However, as popular as the GTX was, mainly due to performance “bang for the buck”, sales dropped in 1969. This was somewhat due to the fact that the ever popular Road Runner, was now available in a convertible model as well (this would also be the last year a convertible would be offered in GTX garb).  15,602 GTX units were produced in 1969 and only 700 were convertibles and Hemi’s accounted for 207 units. You can see why these cars today can bring pretty big money at the sales and auctions around the globe!

Vehicle Profile: 1968 Dodge Charger

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The second generation 1968 Dodge Charger was a complete redesign based on the mid-sized chassis (or B-Body with 117-inch wheelbase).  All 1968 Chargers were two-door, fastback coupes (the fastback was much toned-down compared to previous models). They, however, retained their signature blacked-out front grille with hidden headlamps. The former mechanical, rotating headlamps were replaced by a vacuum operated, “eyelid” type lamp cover instead. Also, the former body-wide, tail light panel was revised and replaced with a pair of dual round lamps at either end (outlined in chrome trim).

The doors and hood each contained a pair of racy-looking indents (faux wastegates if you will) with rear facing “tails” or “sweeps” which made the car look like it was going fast, even as if it was standing still. Both front fenders and rear quarter panels were rounded out and gave a bulbous, muscular look to the whole car. The chromed, racing style, “quick-fill” gas cap was located on the upper rear quarter panel. The new fastback body backlight was inset and had a rearward swooping panel that led into the trunk and quarter panel area on each side.  It bore the resemblance of the trailing-wing or “flying-buttress” styling cues of the day.

The 1968 Dodge Charger started out with a base 318-cid V8, 230 hp (rated), 2-barrel carbureted engine.  Later in the production year the venerable 225-cid “Slant” 6-cylinder with 1-barrel carburetor was also made available. The 383-cid big-blocks in both 2-barrel, 290 hp (rated) and 4-barrel, 330 hp (rated) were carried over from the 1967 first generation Dodge Chargers.  A new R/T (Road/Track) version came standard with a 440-cid Magnum V8 and a 4-barrel carburetor pushing 375 under-rated hp. Of course, as if that wasn’t enough, you could still opt for the awesome 426-cid Hemi V8 with two-4 barrel carburetors producing in excess of 425 hp (again under rated and only a $605 option at the time).

Dodge pulled some extra muscle power appeal from their war chest for 1968 R/T’s and announced the Scat Pack option, which included heavy duty suspension and brakes; special rear trunk bumble bee striping (wrapped around the rearmost area from side-to-side); a double wide racing stripe outlined by two thinner stripes and a special decal with a muscular looking bumble bee that had a V8 strapped to its back. The Torqueflite “727”automatic transmission came standard and mounted in the floor console with the option of a four-speed manual linked to a Hurst shifter.

The 1968 Dodge Charger had an all new “space-age” looking interior with many new safety features (some federally mandated and others just for sake of innovation). The cockpit style gauges were placed in front of the driver and angled for easy viewing at any speed. A tachometer was optional and the rallye style clock was standard.

The sporty looking door panels carried new map pockets (or ticket collectors, as the case may be). The front seats had safety latches to allow easy access for rear seat passengers. It also prevented the seats from unintentionally folding forward, especially in the case of impact. The ashtray was tucked into the dash for safety and the center of the steering wheel was padded (also for the unfortunate event of an impact). There was a new power window safety lockout switch to prevent accidental finger crunching. The ignition also had to be turned on for the windows to operate at all. Front seat head restraints were provided and seat/shoulder belts all the way around (at least at the driver and passenger sides, front and back, center rear lap only). Instrument padding was extended to cover the knee area of the steel dash for added protection. To help aid rear visibility, a rear-window defogger was added. There were 6 basic interior colors and 17 exterior colors and an optional vinyl top which was ordered on three out of four units.

Some 96,100 Dodge Chargers were produced, far more than the estimated 35,000 they thought they would need to build. Of those, only 470 units were built with the Hemi engine option. Wow, no wonder they are such desirable vehicles in today’s marketplace. The Hemi version was capable of 0-60 in 5.3 seconds and run through the 1/4 mile traps in 13.8 seconds at 105 mph. Not bad for a car that weighed over 4,300 pounds. Man, those were the days, and I for one, am lucky and proud to have grown up in that era! Dodge stated that “This is no dream car. It’s a real ‘take-me-home-and-let’s stir-things-up-a-bit’ automobile.”

Vehicle Profile: 1961-1969 Lincoln Continental

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The 1961 to 1969 Lincoln Continental was designed by Elwood Engle and his team of designers in order to capture a larger part of the luxury car market from its biggest rivals. The overwhelming success of this vehicle prompted, then President of Ford Motor Company (and first ever President of the Ford Motor Company outside of the actual Henry Ford family), Robert S. McNamara, to continue the Lincoln Division.  He was considering dropping it, along with the Edsel line, due to previously sluggish sales.

This huge, rectangular, flat-paneled, aircraft carrier sized, boxy looking beast was truly a vision of beauty to behold. At 212.4-inches in length, 78.6- inches in width and 53.6-inches in height, it was still smaller than the previous design run which ended in 1960. The wheelbase was 123-inches for 1961 to 1963 and grew to 126-inches for 1965 to 1969, which added more legroom to the rear seat passengers. Amazingly, the weight was kept nearly the same (from nearly 5,000 to over 5,700 lbs during the production run from 1961 to 1969), but still the heaviest make of all U.S. luxury car offerings.

Initially, the Lincoln Continental was available in either a four-door sedan or convertible, with “suicide” rear doors (with opening at the leading edge of the rear door, which were actually used to ease entry and exit for the rear-seat passengers).  A two-door sedan was introduced in 1966 to rave reviews. Although 1967 marked the end of the convertible model, the 2 and 4-door versions continued until 1969 before the next generation Lincoln would make its debut in 1970.

All the Lincoln Continental models (this was actually the first time in history that Lincoln and Continental would be used together outside of the “Mark” series) would come nearly fully equipped with all the goodies Lincoln had to offer at the time. Another historical first (for a car made in the USA) was the offering of a 2-year, 24,000 mile, bumper-to-bumper warranty by Lincoln on all its models.

On the convertible models, the trunk lid would mechanically open from the leading edge. This came with a hidden nightmare of electronic and hydraulic issues that would frustrate many technicians in years to come whenever they needed repairs. Many grille and tail-end changes were made over the 9-year run and the interiors/features evolved with the times. The huge V-8 increased from 430-cid to 462-cid in 1966 and then went to 460-cid in 1968, while always being supported by a three-speed, heavy-duty, automatic transmission.

This uniquely designed vehicle was showered with accolades, both inside and outside the automotive industry and even received the prestigious “Bronze Medal” from the haughty Industrial Design Institute (which rarely recognized the automotive industry). This American Icon of heavy metal engineering and design has been used by Hollywood in many movies, TV shows (most recently seen in the hit series “Entourage”).The Lincoln Continental has been driven by hoards of celebrities and was even the chosen by J.F.K as the Presidential parade vehicle (code named SS-100-X). This was all due to the refinements, unique innovations and the distinguished look that Lincoln Continental had provided to a “hungry-for-change” buying public.

The Lincoln Continental was beautifully designed by Elwood Engle and his team, under the direction of Robert McNamara (who, incidentally, went on to become the Secretary of Defense for both J.F.K. and Lyndon B. Johnson’s Presidential terms).  The convertible models are especially coveted today and will bring all the money at any event they show up in any “salable” condition!

Vehicle Profile: Oldsmobile 442

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The Oldsmobile (a Division of General Motors) answer to the Musclecar craze that began in 1964, was the F-85/Cutlass “4-4-2″ mid-sized model. “4-4-2″ initially stood for a special option package of their F-85/Cutlass mid-sized models, which came equipped with a four-barrel carburetor, four-speed manual transmission (or four-on-the-floor) with dual exhaust from the factory.

For the “4-4-2″ units produced with an automatic transmission, the first “4” stood for 400-cid, V8 (which was the base engine supplied); the second “4” stood for four-barrel carburetor and again, the “2” stood for dual exhaust. By 1968, the  “4-4-2″ was flying solo as its own distinct model, which would continue through the 1971 year models. After that, it would revert back to an option of the Cutlass models and carry on through the mid-70’s.  The “4-4-2″ option/model/badging would reappear several times after that, through the 80’s and into the 90’s, but did not necessarily designate a four-barrel, four-speed with dual exhaust.

The performance specifications on the most powerful of all the “4-4-2″ models was the “Hurst/Olds 4-4-2″, with a 455-cid Big-Block V-8, producing 380 hp, and was stated to reach 0-60 mph in 5.9 seconds. A 1/4-mile run was clocked at approximately 103 mph in 14.03 seconds. Not bad for a box stock, factory issued, hulk of a car that possessed pure performance, coupled with awesome handling for a vehicle of its size.

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Vehicle Profile: De Tomaso Pantera

The De Tomaso “Pantera” was a mid-engined, production “Musclecar” made and designed in Italy (with support from the Ford Motor Company, mostly for powertrain components) and destined mainly for the U.S. market. It was produced from 1971 to 1991 and evolved over it’s 20 year-run into one of the worlds most unique exotics ever produced! This was also, in-part, due it’s odd (at the time) blending of “Italian” design, handling and craftsmanship and good-ole American V8, raw musclepower! I say, odd, because the “purists” do not consider it a “real” Italian sporstcar due to it’s half-breed combination of Italian and American components. However, it has remained a cult-status vehicle in it’s own right and has stood the test of time as one of the most respected, feared (by other makes that cross it’s path) and sought after marques of it’s time! Although this car was designed in Italy at Ghia (another company owned by De Tomaso at the time) by a US-born designer, named Tom Tjaarda, it is steeped in “Italian” history and exoticar styling. The De Tomaso Car Company of Modena, Italy, was founded in 1959 by Alejandro De Tomaso, an Argentinian-born immigrant and at one time, also owned the likes of the Maserati and Moto-Guzzi brands.

The “Pantera”, meaning panther in Italian, replaced the short-lived “Mangusta” model, which was De Tomaso’s second-ever production vehicle (which also was powered by mid-engined Ford V8) introduced in 1966 and running through 1971. Their first, was the even shorter-lived, “Vallelunga” mid-engined model, which used a European Ford, Cortina 4-cyl powerplant. The “Pantera” would also be the first De Tomaso vehicle to use an updated steel “moncoque” chassis, which replaced the aluminum “backbone” chassis of earlier De Tomaso mid-engined vehicles. The V-8 supplied by Ford was the 351C (Cleveland) model and was/is considered by most, to be the best of the Ford small-block, V-8 family. It made it’s first, official public debut in Modena, Italy in March of 1970 and then made it’s U.S. debut a few weeks later at the New York Motor Show to rave reviews. Production was brisk ,at first, and from 1971 through 1973 Modena pushed out over 6,100 units (some 7,260 total production in over 20 years)! But once the big oil “crisis” reared it’s ugly head (also in 1973) and the oil embargo started, not to mention the poor fit, finish and quality control problems they were experiencing at De Tomaso, the Ford Motor Company decided to pull the plug on importing these Italian/American musclecars, which they sold through their Lincoln-Mercury dealerships. De Tomaso continued to build the “Pantera”, mostly by hand (at about 100 per year) until 1991 (some say a few models trickled out until 1993), at which time all production ended and the “era of the Pantera” was over. More than a footnote in automotive history, the “Pantera” is a legendary vehicle which seemed flawed only by it’s human “handlers” of the day.

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Vehicle Profile: 1954 Rolls-Royce Silver Wraith

The Rolls-Royce Silver Wraith models were part of the post WWII era resurrection and rebuilding of the automobile industry in Europe and were produced by Rolls-Royce, LTD at their “Bentley-Crewe” plant located in Crewe, Cheshire, England. The “Silver Wraith” moniker was first introduced in 1946, as new for 1947 models and would last through the 1959 model year. The 1954 Rolls-Royce Silver Wraith was one of only a handful of the long wheelbase (133 inch) models built over the 13 year production run, where only about 1880 total vehicles were produced, of which around 639 were of the long wheelbase version (approx. 1/3 of the total production run).

The large displacement, in-line, 6-cylinder engine was increased to 4,887cc for 1954 and was coupled with a General Motors designed, four-speed automatic transmission, and had a live-axle, rear-wheel drive setup with semi-elliptic springs. Hydraulic brakes were now used on all four wheels and the front suspension was of the independent type with coil springs. All the press was continually impressed with whatever came from the Rolls-Royce factory and one even stated the following in trying to sum it all up: “All the world knows that Rolls-Royce carry on an unremitting search for engineering perfection in everything they undertake. The qualities which made their aircraft engines famous, and their cars the finest procurable, are the result of scientifically conducted engineering research and of painstaking attention to detail.”  And now a new range of cars is about to appear it is believed that the new cars are the best that Rolls-Royce have ever built.” Brilliantly said, Ol’ Chap! “Rolls-Royce Motor Cars” also boasted . . . “In common with all Rolls-Royce cars, the Silver Wraith has an indefinable something about it, a delicacy of behaviour, which escapes definition in written words. It is a car for the connoisseur in cars”!

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Vehicle Profile: 1956 Morgan Plus 4

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The 1956 Morgan Plus Four (or +4) model, was produced in Worcestershire, England.  It was powered by Triumph’s TR3 (and later TR4) based, in-line 4-cylinder engine displacing 1991cc’s and producing nearly 100hp. Harry Frederick Stanley Morgan (known by his friends as “HFS”) started his company back in 1910, with the idea to produce a light weight, economical, but sporty vehicle for himself to drive.

The original Morgan vehicles were of a three-wheeled configuration. The two wheels up front were outboard, steered, sliding-pillar design and independently sprung, and the rear had a single, driven wheel. They were powered by a 2-cylinder, V-twin style engine. The Morgan Plus Fours were light weight, agile, spirited and most of all . . . just plain fun to drive. The first Morgan 4-4 (4-wheels, 4-cylinders) cars were produced in 1935/6. The updated Morgan 4-4 or Plus Four, four-wheeled models made their debut after WWII and were an instant hit with sports car enthusiasts from around the world, but mostly in the good ole U.S. of A.

The Morgan Plus Four was first introduced to the world in 1951, but it looked nearly the same as it had since 1935/6. It wasn’t until 1954 that the body got a facelift. It became more streamlined and curvaceous upfront with a distinct sloped back rear body. The grill changed from the outward protruding, flat-front, radiator/cowl configuration to a concealed radiator with formed grille and smooth front cowl area. The frame and chassis of the Morgans were light but sturdy units of stamped steel. They supported ash-framed, steel-over-wood designed bodies of various light weight materials (even an all-aluminium body, as the Brits would call it, was available) and are completely hand-built even to this day. It had such upgrades as four-wheel hydraulic brakes, a longer wider stance ( a bit more hefty all-around) and upgraded interior amenities over previous models.

Early competition events were commonplace for the “Moggies” (affectionately nicknamed by their owners and admirers) and they always fared pretty well, even winning the 1913 French Cyclecar Grand Prix at Amiens, France. Morgans, old and new, are entered in competition all around the world even today and always perform quite well. As they have been for over 50 years, Morgans are always in high demand, with waiting lists for new vehicles ranging from 2 to 5 years and were sometimes as long as a 10 year wait.

Vehicle Profile: 1957 Chevrolet Corvette

Visually, the 1957 Chevrolet Corvette remained nearly unchanged from the 1956 version. However, underneath that sexy fiberglass body, changes were brewing that would further solidify the Corvette as a true American sports car and icon that was here to stay.

Some of the new additions for 1957 were a long awaited, four-speed manual transmission (the soon to be infamous, nearly bullet-proof, Borg-Warner T-10), a Rochester Ramjet mechanical fuel-injection unit and the small-block V8 engine displacement was increased to 283-c.i.. This mighty little small-block was now capable of producing a walloping 283hp (actually produced closer to 290hp with fuel injection and special tuning).  This was heavily promoted by Chevrolet, as a first in mass-production engines, to have a one-horsepower per cubic-inch displacement rating (they were, actually, a year behind Chrysler Corporations release of their 354-cid, 355 hp, Hemi V8 engine). Base price for the 1957 Chevrolet Corvette was only $3,176.32.

As far as the exterior goes, Inca Silver was added to the previously available body color choices of Onyx Black, Polo White, Arctic Blue, Aztec Copper, Cascade Green and Venetian Red, which combined, equals 6,336 units, but actual production total posted by Chevrolet was 6,339 (which again, shows how lax the bookkeeping was way back then). This may sound like a small number of total vehicles produced, but it is about twice as many as were produced in 1956. This is due to the marketing of the performance and handling advancements and results of racing victories of 1956 and 1957 combined.

The two-tone exterior paint option was still available. The same three colors were available for the convertible soft-top, White, Beige and Black. Aside from opening the hood, one of the easiest ways to visually identify a 1957 Corvette from a 1956 is the means of adjustment method of the inside rear view mirror. The 1956 is adjusted by means of a thumbscrew, while the 1957 version requires a small wrench to adjust it. The optional removable hardtop and power operated folding convertible top were still available.

Interior Updates were minimal as well for 1957 and Beige and Red were the only color choices available. Options still available were the fresh-air type heater system, Signal-Seeking AM radio, parking brake alarm, interior courtesy lamps, windshield washers and power windows. The main dashboard area was unchanged and the passenger area was left alone as well.

Major changes were made to the chassis and drivetrain in the 1957 Chevrolet Corvette. These areas were mainly focused on by Zora Arkus-Duntov and his team of Corvette engineers to answer the shortcomings of power, performance and handling of the previous models, by all the critics of the day. In the engine bay, the Corvette was now powered by a base 283-cid, 220 hp, single 4-barrel carburetor, small-block, V8 engine. The transmission duties were handled by the standard, three-speed manual unit or optional Powerglide automatic unit until about April, when finally, the Borg-Warner T10 four-speed manual transmission became available.

Also, a first for 1957, was the availability of Chevrolet’s new Posi-Traction (or limited-slip) rear axle, which was available as an option in different ratios. The front suspension was still handled by independent, unequal length A-arms, coil springs, anti-roll bar and tubular hydraulic shock absorbers. The rear suspension was again, comprised of a rigid, live-axle, supported by semi-elliptic leaf springs, an anti-roll bar and tubular hydraulic shock absorbers and the rear axle ratio of 3.70:1 was still the standard offering. Tires remained of the 6.70 inch x 15 inch size and rims were 5.5 inches wide. Wide-Whitewalls were still an available and popular option. The 11-inch Bendix drum brakes were carried over and used front and rear.

Several optional versions of the 283-cid, V8 were also made available, from a 245 hp, dual 4-barrel carburetor to a 270 hp dual 4-barrel carburetor. In the new fuel-injected, equipped versions, were several different configurations of the new 283-cid, V8 engine, including: a 250 hp FI or a 283 hp FI and a special “for race only” version also rated at 283 hp (but actually closer to 290hp). The race version also came with a steering column mounted tachometer and cold air induction system. Chevrolet informed all interested customers that these special, VIN coded EN, “for racing only”, models were indeed for racing purposes only and would not be supplied with a heater system. The other “racing only” option was a “special heavy duty” racing suspension, which included such things as heavy duty springs, quicker steering ratio (reducing lock-to-lock turns from 3.6 to 2.9), thicker front anti-sway bar, enlarged piston shock absorbers with firmer valving, and finned/ventilated brake drums with ceramic/metallic compound brake linings for better stopping power. Combine these two factory race options and you have yourself an off-the-lot, race ready and truly competitive machine.

So, no matter what configuration you purchased the 1957 Chevrolet Corvette with, it was truly an awesome performance machine that would only get better over the years to come and today is one of the most desirable C-1’s ever produced.