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 CORVETTE:
A Pioneer in Automotive Technology
Since its earliest days, Corvette has served as a test bed for new
technology – a logical choice since performance cars, by nature, need
to stay on the cutting edge.
Through the years, Corvette production cars have proven many new
technologies feasible for widespread automotive applications. And
Corvette concept cars have helped push the envelope, from both a design
and technology standpoint.
Take, for example, the Corvette SS – a race car turned
“experimental car” built in 1957. The SS was fast, pure and simple.
It was designed to race, with a lightweight magnesium alloy body, and a
tubular frame in place of Corvette’s box-rail frame.
However, a self-imposed industry ban on manufacturer-sponsored racing
in 1957 forced its creators into finding another purpose for the SS. Ed
Cole, then Chevrolet General Manager, gave the SS a new mission in life:
“To study new ideas to determine whether they might eventually be
refined and offered in regular passenger cars.” The magnesium alloy
body never made it onto the Corvette. But forty years later, almost to
the day, the fifth generation 1997 Corvette does feature tubular steel
door guards and a tubular steel frame that, in itself, represents
industry-leading manufacturing technology. Corvette is a true pioneer,
introducing firsts to GM/Chevrolet passenger cars and, at times, to the
world.
ABS, Traction Control and four-wheel disk brakes – features once
exclusive to Corvette – are now optional or standard on many Chevrolet
and GM car lines. Other features, such as Extended Mobility Tires, have
yet to be offered by most manufacturers but seem likely possibilities
for the mass market. The following pages contain examples of Corvette
pioneering technology.
The Fiberglass Body
Up until 1953, a mass-produced fiberglass automobile was untried.
Steel was not only the preferred material, it was the material
originally planned for the Corvette body. However, designers went with
fiberglass instead, in an attempt to quickly respond to the decision to
build the car. With fiberglass, tooling was easier to create and
designers had more freedom in body design. Today, most vehicles use
composite or plastic panels as part of the body. Some have even been
tried with all-plastic bodies. None, however, have equaled Corvette’s
success.
Plastic Parts
Corvette has always led the industry in its innovative use of plastic
and composite parts. Innovative plastic parts include radiator tanks and
radiator supports introduced in 1984. Corvette’s radiator supports
represented the first such application of plastic in the world. The
clamshell hood introduced the same year was made of SMC (sheet molded
compound). The ’84 hood was, at the time, the largest plastic part
ever made for an automobile. Today, SMC is a common material and is used
for many of the ’97 Corvette’s exterior body panels, as well as trim
pieces on other Chevrolet cars and trucks.
The Small-Block V8
The small block V8 is the most prolific engine platform in automotive
history. This Chevrolet innovation made its Corvette debut in 1955 as a
265 cubic-inch V8. In 1957, the small block V8 made history as the first
engine in an American production car to reach the magic milestone of one
horsepower per cubic inch of displacement: Horsepower 283 @ 6,200,
Torque 290 @ 4,400. Since then, more than 60 million have been
manufactured. There are many reasons for its popularity, including
versatility and power. For its relatively small size and weight, the
small block V8 delivers amazing power. In addition to powering a variety
of Chevrolet and GM cars and trucks, the small block V8 can also be
found in boating, commercial and racing applications. In fact, among
racing and hot-rod enthusiasts, the small block V8 is the engine of
choice, racking up more race wins than any other engine platform in
history.
Fuel Injection
Corvette engines have utilized fuel injection more consistently
through the years than any other car line in GM. It all started in 1957.
While fuel injection had already been tried by imports such as Mercedes,
Chevrolet offered it for the first time in ’57 on all of its V8
engines. The appeal of fuel injection was limited at first. It was an
extra-cost option and didn’t become standard equipment on all
Chevrolet passenger cars until the late 1980s. The editors of Motor Life
– who tested a Corvette with a fuel-injected V8 in 1957 – downplayed
the significance of the new technology. They wrote: “(Fuel
injection’s) present appeal would not be to the majority of the
motoring public. The sporty individual, who enjoys instantaneous
throttle response and a surge of power that never seems to run out, no
matter how tight you wind the engine, will be enthusiastic in his praise
of the fuel injection unit.” Although the editors were critical, they
obviously had a good time. “One thing is certain,” the article
stated, “driving a car that will reach 100 mph in the length of time
it formerly took to reach 60 mph, left everyone who drove it in a high
state of excitement.”
 Powertrain Control Module (PCM)
Corvette’s Powertrain Control Module is one of the industry’s
most sophisticated on-board computers, with more power than many home
computers. The PCM is a “multi-functional” device that controls the
fuel pump, linear EGR, transmission line pressure controls and engine
knock – systems which required more hardware and separate controllers
in the past. The net effect: The PCM helps reduce mass and the number of
external wiring connections.
Electronic Throttle Control (ETC)
The 1997 LS1 is GM’s first passenger car engine with ETC. ETC
allows engineers to tailor throttle progression to meet a vehicle’s
character. For Corvette, engineers tuned the throttle to match the
sporty character of the car providing responsive acceleration through
all rpm ranges. ETC also integrates cruise control, brake torque
management and traction control to a single controller. Gone is a bushel
of hardware, improving Corvette’s underhood appearance and reducing
mass.
Aluminum Chassis and Engine Components
Corvette pioneered the use of aluminum as a lightweight, strong and
corrosion-free material in production sports cars. Engineers recognized
the benefits of reduced mass with significant strength from the early
days of the Corvette. The Corvette SS – a prototype experimental
vehicle – used aluminum chassis and engine components back in 1957.
The small-block V8 featured lightweight aluminum heads and an aluminum
radiator in 1960. The 1990 DOHC LT5 engine – featured in the famed
Corvette ZR-1 – had an all-aluminum block. And the redesigned small
block V8 in the 1997 Corvette is the first small block pushrod V8 GM has
ever produced with an all-aluminum block. When the fourth generation
Corvette was introduced in 1984, it used more aluminum than any previous
automobile. Brackets supporting the alternator, power steering elements
and air conditioning compressor were all made of aluminum. Also in
’84, for the first time in automotive history, Corvette featured upper
and lower control arms made of aluminum (features which exist in
today’s Corvette) and a forged aluminum prop shaft. The 1997 Corvette
features a composite metal prop shaft and aluminum suspension
components.
Single “Serpentine” Accessory Drive Belt
With the redesign of the Corvette in 1984 came the introduction of
the single belt accessory drive on Chevrolet production vehicles. The
belt replaced mutliple belts and provided a simpler, lighter, more
durable system that helped conserve engine power. Today, the single
accessory drive belt is a feature found on most all Chevrolet models.
Independent Rear Suspension
Along with the introduction of the Corvette Sting Ray in 1963 came
the debut of an independent rear suspension. GM engineer and visionary
Zora Arkus-Duntov insisted on the redesign of the rear suspension,
despite its relatively high cost ramifications. In a report to the
Society of Automotive Engineers in January 1963, Arkus-Duntov wrote,
“A frame-mounted differential . . . together with an independent rear
suspension were essential to realization of the optimum in ride and
handling characteristics.” Time has proven him right. In addition to
Corvette, many of the passenger cars sold in the U.S. today feature
four-wheel independent suspensions as standard equipment.
Composite Monoleaf Rear Springs
Introduced on the 1981 Corvette, composite monoleaf rear springs were
the first of their kind in the world. The spring was designed for light
weight (8 lbs. versus 41 lbs. for the steel spring it replaced). Because
it won’t rust, a composite spring is also five times more durable than
a comparable steel spring. Soon after the springs were introduced, the
Society of Plastics Engineers presented Chevrolet with their Grand Award
– an annual award dedicated to the most innovative use of plastic in
an automotive application.
Selective Ride Control
Introduced on the 1989 Corvette, Selective Ride Control represented a
first for any American-built car. The system, available on the 1997
Corvette as Selective Real Time Damping (RPO F45), allows the driver to
adjust shock absorber damping between Tour (smooth ride), Sport and
Performance (ultimate handling) modes. The automatic damping system
reads the road surface and performs instantaneous changes to suspension
damping. Corvette is still the only Chevrolet to offer Selective Real
Time Damping, although some European cars and race cars offer similar
technology.
Traction Control
Designed to work with anti-lock brakes, Traction Control provides
improved acceleration and enhanced vehicle stability in all weather
conditions. Traction Control was introduced as standard equipment on the
1992 Corvette, and has since been offered as an option on Camaro Z28.
Concealed Headlamps and Windshield Wipers
The introduction of the second-generation 1963 Corvette marked the
first use of concealed headlamps. They’ve been a Corvette mainstay
ever since. In 1968, windshield wipers were concealed beneath a
vacuum-operated panel. Though the feature was short-lived – it lasted
for five model years and was discontinued in 1973 – concealed wipers
are another example of Corvette’s bold attitude toward innovation.
Four-Wheel Disc Brakes
Two major events marked Corvette history during model year 1965.
First, sales of 23,562 set a new Corvette record. Second, Corvette
featured four-wheel disc brakes for the first time in any domestic
American car. Today, many performance cars requiring added stopping
power feature either standard or optional four-wheel disc brakes.
Corvette’s braking system for 1997 includes not only four-wheel discs,
but incorporates four-wheel ABS and Traction Control as well.
Anti-Lock Brakes
Before they debuted on the 1986 Corvette, anti-lock brakes were
previously unavailable on Chevrolet vehicles. Today, all Chevrolet
Passenger Cars and Light-Duty Trucks offer anti-lock brakes as either
standard or optional equipment.
“T-Top” Removable Roof Panels
“T-tops” were an innovation in 1968 when they debuted on the
third generation Corvette Coupe. The ’68 Corvette panels were an
industry first for a production car. Today, Corvette and Camaro offer
the open-air option pioneered by Corvette nearly thirty years ago.
PASS-Key Theft-Deterrent System
Corvette pioneered the use of PASS-Key, originally known as VATS
(Vehicle Anti-Theft System) on Chevrolet passenger cars. The system,
introduced in 1986, relied on a pellet embedded in the ignition key. If
an improper key was used, the system cut off the starter and the fuel
injectors, immobilizing the Corvette. The VATS system is credited with
reducing Corvette thefts by 45 percent in the first year alone.
Theft-deterrent systems are common among many Chevrolet passenger cars
today, including a new system called PASSLock on some Chevrolets that
offers similar protection without the need for a key-mounted resistor
pellet.
Passive Keyless Entry
Corvette featured GM’s first Passive Keyless Entry system in 1993.
Unlike other remote entry systems that require the push of a button on a
key-fob, Corvette’s passive system requires no specific action –
simply approach the car with the key-fob transmitter and the doors
unlock automatically and the interior lights are turned on. Walk away
from the car and the system automatically locks the doors. Conventional
keyless entry is now a common feature on many cars and trucks from GM.
Extended Mobility Tires (EMTs)
Corvette’s new- generation EMTs are the first of a new line of
Goodyear performance tires. EMTs feature special sidewalls that allow
the tire to hold its shape and continue down the road, even at zero psi
inflation pressure. The Goodyear Eagle GS-C EMT was first used as an
option on the Corvette in 1992. The GS-C could run for long distances at
55 mph with zero inflation pressure. Today’s new generation EMT, the
Eagle F1 GS, is derived from Goodyear’s most advanced Formula One
racing tire, much like the tires fitted to the Ferrari F-50 and the
McLaren F1. Corvette’s tires, however, feature a symmetrical tread
design, which makes the front and rear tires interchangeable
side-to-side, simplifying maintenance and service. For 1997,
Corvette’s standard EMTs feature revised sidewalls for improved ride
and handling under normal inflation pressure. Eagle F1 GS EMTs are
exclusive to Corvette in 1997.
Sandwich Composite Floor with Lightweight Balsa Wood Core
Corvette’s floor is constructed using two layers of an aircraft
type composite material wrapped around a balsa wood core. The balsa wood
helps filter out noise and vibration, and makes the floor 10 times
stiffer than the use of composites alone. Numerous “high tech”
synthetic fillers were tried, but none matched the stiffness, light
weight and damping performance of natural balsa wood.
Hydroformed Frame Rails
Corvette features a perimeter frame with side rails manufactured out
of seamless tubular steel. These side rails are “hydroformed” –
pressed into shape by a high-pressure hydraulic press developed by GM.
Corvette’s rails represent the largest single hydroformed parts being
used in an automotive application. Today’s rails are an improvement
over traditional designs because they are seamless. (Former Corvette
rails were constructed of 14 individual pieces per side which were
welded together.) Corvette’s underbody structure technology employs
MIG (Metal Inert Gas) laser welding, performed by skilled craftspeople,
instead of robotic spot welding. |
