Chevroloet Corvette 1968-1982 Third Generation

The third generation Corvette – from 1968 to 1982 is patterned after the Mako Shark 11 concept car. For the first time the car is offered with a removable “T” roof. He body and interior were changed in the C2 cars although most of the power train components are the same. A 350 cu in (5.7 L) replaced the 327 as basic equipment but horse power rating stayed the same. The optional big block engine;” ZL1” was all new and all aluminum; it was listed at 430 BHP (320 kW) but reportedly was as high as 560 BHP (420 kW) and would do the quarter mile in 10.89 seconds. In 1970 the small block engine option was the high compression, high revving “LT-1” producing 370 BHP (276 kW). The big block option was the 454 cu in (7.44 L) producing 390 BHP (291 kW). From 1970 through 1972 the “ZR-1” racing equipped engine was available – there were only 53 of these built.


New emission regulations came into effect in 1971 and all the ‘vette engines had horse power ratings reduced by about 10% to conform and accommodate the new non-leaded  fuels. The exception was the 350 cu in and the horse power remained the same but in 1972 the horse power rating system changed so rather than using “gross” ratings; “net horsepower” figure is used which dropped the ratings a further 25% or so but it is a more accurate figure. The 1975 models had the duel exhaust system left over from the ’74 model year but with a catalytic converted added which made the use of unleaded fuel mandatory to avoid burning out the converter. The floor was changed from fiberglass to metal as protection from the heat of the converter. The horse power rating began rising on succeeding models and peaked in the 1980 model year. The styling changed was slight until the 25th anniversary edition in 1978 although the “Stingray” moniker was changed to one word from ’69 through to ’76.


In 1970 the interior was updated with new style seats and the car had fender flares added; the rear bumper stayed chrome but the front bumpers were changed to a polyurethane material to be in line with the 5 mph (8 km) crash test regulations. The 1973 ‘vette was the last model to have any chrome bumpers used – in the future both the front and rear would be polyurethane. The last year for the tunnel roof with vertical rear window and the last year for the convertible is 1974 and the top would not return for eleven years until an integral roll bar is designed. This is the first year the ‘vette could be ordered with leather seats.


The twenty-fifth anniversary of the ‘vette is 1978 and the car can be had in two tone silver over gray; this is the first year as well the car is used as a pace car in the Indianapolis 5oo. The ’78 ‘vette introduced the fast back rear window and also featured a new interior with a redesigned dash. The 1979 offered the pace car style seats as an option and also offered front and rear spoilers if you would like. The 1980 corvette becomes more aerodynamic and also became lighter as both the body and chassis had unneeded material removed. The standard transmission was offered for the last time in 1981 and would not be available again until late in 1984. For 1982 models fuel injection returned as an option. The last C 3 cars offered an opening rear window hatch as an option in 1983.

11 thoughts on “Chevroloet Corvette 1968-1982 Third Generation”

  1. Now I bet that’s a tight fit but when he tosses a belt good by paint job

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3 days ago

Muscle Car Fan

Hanging out at the Petersen Museum today ...

2 weeks ago

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Perfect 1969 z-28 professionally built body and drivetrain ...

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Streamlined roof-mounted emergency lighting pods were beginning to appear by 1940 and Meteor showed a number of ambulances so-equipped in their mailings. Meteor's flower cars were topped by 5-window business coupe-style roofs and featured a fake folded convertible top made of aluminum mounted at the rear of the flower box. Meteor introduced a new driver's door first seen on 1939 S&S carved-panel coaches that featured an unusual A-shaped window frame. Meteor then mounted a miniature coach lamp within the triangular panel that was now part of the body. Although the new arched door looked great on their service cars, flower cars and carved Gothic hearses, it looked hideous when combined with the vertical B & C pillars found on their limousine-style coaches and ambulances. The rear door window frames as well as the B-pillars and C-pillars were still vertically oriented and clashed with the sharply sloping outline of the front door's arched window-frame.S&S did the right thing and used vertical B-pillar front door frames on their regular limousine-style and landau-style hearses and ambulances. Although they could have used a regular door on their limousine-style coaches and ambulances (as did S&S), for some unknown reason, Meteor didn't and continued producing ugly limousine style coaches until 1950, when regular door frames returned.Quite unfairly, LaSalle had acquired the reputation of being a "cheap" Cadillac and was eliminated by GM just as Cadillac released their new Bill Mitchell-designed models in 1941. The new Cadillac was decidedly forward-looking, side-mounted spares had been eliminated and the new Hydra-Matic automatic transmission was available for the first time having been pioneered by Oldsmobile in the previous year. The prow-nosed look seen in the Thirties was gone, replaced by massive front-end highlighted by the now-famous egg-crate grille. Headlamps were now mounted in, rather than on top of, the front fenders. Equipped with a Cord-like coffin-nose hood the new Cadillacs were noticeably different from their predecessors and set the standard for American luxury during the 1940s. A mid-sized 29-passenger transit bus prototype called the 101 was built during 1941, but never saw production. However their experience with the vehicle helped procure a large contract to produce bodies for a post-war Reo transit coach.The A-framed Meteor coaches continued little unchanged through 1942 although a less-expensive series of coaches appeared in 1941 mounted on Chevrolet chassis that featured normal-looking vertically-oriented B-pillars. When seen on a flower car body, Meteor's A-framed front doors looked good and their 1942 version featured a 5-window business coupe roof mounted on top of a standard Meteor coach body that had been built with no structure above the beltline. The coupe's blanked-in rear quarter-windows were covered by a landau bar and the base of the roof flowed straight back to the rear of the flower box which still had a makeshift faux folded-convertible roof. The rear doors were left intact and could be used to load chairs or other graveside necessities. Access to the casket compartment was through the tailgate which had built-in casket rollers that matched those on the compartment floor. The height of the exposed stainless steel flower deck was hydraulically adjustable so that different-sized floral tributes could be accommodated and a tonneau was included to cover the bed when not in use.After an illustrious career with Henney and a short stint at the Des Moines Casket Company, automotive designer Herman Earl (1878-1957) worked for Meteor up until his retirement during WWII. Another famous wartime Meteor employee was John B. Judkins who became a consultant for the firm, when his Merrimac, MA coachbuilding firm folded in 1942. During the War, Meteor manufactured aviation equipment for the US Navy and ramped up for civilian production in early 1945.Immediately after the war Meteor built 969 bus bodies for Reo's post-war 96-HT 'Victory' bus (1945-1947). These Reo-Meteor coaches included a Continental 427cu in 6­cylinder gasoline engine mounted under the floor and featured sectional bodies similar to those produced by Wayne Works.1946-1948 Meteor coaches remained unchanged from the pre-war 1942 models and still included weird A-framed front doors with integral miniature coach lamps. As with other makers, post-war prices increased by about 50% and new Meteor coaches started at $5,000. All Meteor coaches were now built on Cadillac chassis and included rear fender skirts plus optional automatic transmission and air-conditioning. Ambulances could be ordered with built-in roof-top warning lights, a choice of sirens plus a clever front fender-mounted fire extinguisher.Cadillac's new commercial chassis was available beginning 1949, one year after the introduction of their famous P-38 Lightning-influenced rear fenders.

Are the engine and drive train still there?

It's all there folks!

No engine

I like to see them when their done too.

Thing is really trashed


Greg Andry

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4 weeks ago

Muscle Car Fan

About 60 vintage Vintage parts cars for sale in Michigan. Cadillacs, Olds... ...

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4 weeks ago

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Super Clean 1966 Chevy Caprice ...

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One beautiful Car. One of my favorites !!!! I wish I had the money to buy it !!!!!!🚦

Had one miss it

Mauricio Costa Augusto Taques

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