If you think you’ve seen every Corvette ever conceived, think again. Deep in the recesses of Chevrolet’s styling and engineering studios, a new Corvette concept vehicle is always in the works – in drawings, clay models and imaginations.
Some of these concepts become reality in the form of research vehicles, experimental cars, show cars and specialty vehicles. Many have been seen in magazines, books and on the show circuit. Others have been kept under wraps and used largely for research.
And some reside in the garages of a lucky few in the form of limited edition specialty Corvettes that were sold to the public.
Corvette has always been GM’s high-tech launching point for some of the world’s most inventive concept cars. In fact, Corvette began life as a show car, so it’s only fitting that it should spawn so many incredible offspring. The following pages contain a brief list of some of the more memorable Corvettes created by Chevy and GM designers and engineers over the years.
Concept Cars
Corvette SS (Super Sport)
The Corvette SS began life as an experimental race car, and was unveiled to the public at the 12 Hours of Sebring endurance race on March 23, 1957. The SS was in training for Chevrolet’s debut at LeMans that year. The Sebring race was, in many ways, Chevrolet’s inauguration into modern racing. But the SS never finished the race, much to the dismay of the racing community. Soon after Sebring, the (AMA) Automobile Manufacturer’s Association banned manufacturer-sponsored racing, and the SS was relegated to test track duty. Custom-built by the Chevrolet Engineering Center under the direction of Zora Arkus-Duntov, the SS featured a lightweight magnesium alloy body, and a tubular frame in place of Corvette’s box-rail frame. Also included were a four-speed manual transmission, independent front and four-link rear suspension, the extensive use of aluminum, and a 283 cubic-inch fuel-injected V8 with 300-plus horsepower. The SS was extremely light, having a dry weight of 1,850 lbs. (approx. 950 lbs. less than the 1957 production Corvette). An SS chassis was restyled in 1959 by Bill Mitchell, then GM Vice President in charge of Styling, who turned it into the Stingray Racer. Years later, the Corvette SS name resurfaced on an engineering prototype built in 1990 – the Corvette ZR-1 SS. Now housed in the National Corvette Museum, the ’90s version of the SS was developed by Chevrolet engineering to test alternative lightweight materials such as magnesium, and their effects on performance. It featured a Dual-Overhead Cam version of the 5.7-liter V8, and produced 425 horsepower and 400 lbs.-ft. torque. At 2,750 lbs. (715 less than a 1990 production ZR-1), the ZR-1 SS maintained the tradition of light weight and high performance.
CERV I, II, AND IV
CERV stands for Chevrolet Engineering Research Vehicle. These vehicles are experimental cars used to test new technologies. The “CERV” designation dates back to the early days of the Corvette. Zora Arkus-Duntov designed a single-seat, open-wheel racer dubbed CERV I. He also designed CERV II – the world’s first mid-engine car with full-time four-wheel drive. In appearance, they looked nothing like the Corvette. They were used to demonstrate the performance and engineering capabilities of GM to the public. The next CERV to be created, CERV III, was a mid-engine, fully functional Corvette show car which debuted at the Detroit International Auto Show in 1990. During the development process of the fifth-generation 1997 Corvette, a fourth CERV was created. Of the four, CERV IV was the only one designed with a front-mounted engine.
Corvette XP-700
Designed and built in 1960 under the personal supervision of Bill Mitchell, the wild-looking XP-700 used many regular Corvette components, such as the frame, chassis parts and engine. The fiberglass body was extensively redesigned with a “grand prix” appearance. The long, low front overhang, large air scoops, exposed frontal areas and wire wheels with racing hubs were a few of the “grand prix” touches. The bubble-shaped laminated plastic canopy – coated with vaporized aluminum to help block the sun’s rays – was one of the most memorable features of the car. A metal strut in the center of the canopy featured louvered vents which enhanced circulation in the passenger compartment. Among the more exotic concepts: An overhead mirror, mounted above the windshield with a viewing porthole in the roof structure. The rear end styling influenced the second generation Corvettes.
Corvette Stingray Racer
The Stingray was adapted from the Corvette SS and designed by Bill Mitchell in 1959. After it won an SCCA Championship in 1960, Bill Mitchell modified the Stingray, added a passenger seat, and exhibited it as an experimental show car. Billed as a car “built to test handling ease and performance,” the Stingray featured a 92-inch wheelbase and was nearly 1,000 lbs. lighter than a ’60 production car. It’s fuel-injected 283 cubic-inch V8 engine produced 315 horsepower at 6,200 rpm. The V8 boasted a Duntov camshaft and a compression ratio of 10:1 – nearly equal to today’s LS1 V8. The Stingray’s body style would influence the design of the next generation Corvette in 1963.
Corvette Shark
Later known as the “Mako Shark I,” the Corvette Shark of 1961 was the brainchild of Bill Mitchell. Legend surrounds the origin of the car, including Mitchell’s flash of inspiration after catching a shark while deep-sea fishing. The Shark looked like a real shark, with a mouth, gills and a shark-like paint scheme that gradated from blue/gray on the top to silver/white on the bottom (along the rocker panels). Memorable features include a sharp, menacing “nose” and four-into-two side pipes. The Shark, along with the Stingray Racer, heavily influenced the body design of the second generation of Corvettes.
Corvette Mako Shark II
This concept car’s claim to fame was its influence on the redesigned Corvette of 1968. The Mako Shark II debuted in 1965 as a show car. Chevrolet actually created two of them – only one of which was fully functional. The non-running show car sported some interesting, futuristic details, such as square section side pipes and a squared-off steering wheel. While the functioning version didn’t have these features, it did have a retractable rear spoiler, and a square section bumper that could be extended for added protection. The Mako Shark II was powered by a 427 Mark IV engine which became available on production Corvettes. The paint scheme continued the Shark I tradition, with blue/gray on top and silver/white on the bottom (along the rocker panels).
Astro I
The Astro I appeared in 1967 as a radical-looking fastback coupe designed for the show circuit. The car’s height was under three feet, and hinged rear body/door section allowed access to the cockpit. A periscope rearview mirror on the roof provided a wide-angle view. Twin aircraft-style controls were used in place of a steering wheel.
Astro II (XP-880)
The Astro II, revealed at the 1968 New York Auto Show, was less extreme in its styling than Astro I. Astro II was designed primarily to showcase its rear-mounted powertrain application. Unlike the Astro I, Astro II had doors to access the passenger compartment. The rear compartment hatch still lifted up – this time, to provide access to the engine compartment. The front compartment was designed as a storage area.
Manta Ray
The Manta Ray was a redesigned Mako Shark II sent on the 1970 show circuit. The Manta Ray featured many of the Mako II’s outward features, such as side exhaust and a lower-body (along the rocker panels) silver paint job. The most notable change was the inclusion of the Chevy aluminum-block 427 cubic-inch ZL1 V8 engine which produced 430 horsepower.
Corvette 4-Rotor
Built in 1972, the 4-Rotor experimental car debuted at the Paris Auto Salon in 1973. The 4-Rotor was one of many ’Vette-inspired specialty cars that pushed the envelope of radical changes – changes that were never adopted for production partly because of cost/feasibility issues, and partly because they just didn’t fit within Corvette’s established character. These ideas included gull-wing doors, and a mid-ship mounted Wankel™ rotary engine. The 4-Rotor featured high-tech interior displays and readouts and aerodynamic styling that influenced future Corvette designs.
Chevrolet Astro-Vette
Astro-Vette was an experimental Corvette built in 1978. The primary technological goal of Astro-Vette was to improve aerodynamics and minimize drag coefficient. The car featured a low, slanted windshield and long, sloping hood shaped much like the fourth generation Corvette. The flowing rear deck was reminiscent of the ’60s Stingray Racer. Louvered intakes on either side opened automatically via air pressure. One of Astro-Vette’s most distinctive features was a combination roll-bar/air foil on the rear deck, directly behind passenger compartment. Astro-Vette also featured wheel skirts over the rear wheel openings – hinged to allow access to the rear wheels – and flush aluminum wheel covers.
Corvette Indy
Built in 1985, Indy was first shown at the Detroit Auto Show in 1986. Dubbed a research vehicle, the Corvette Indy showcased Chevrolet’s advanced technology. The “centerpiece” of the car was a mid-ship mounted twin-turbo intercooled 2.65-liter 32 valve DOHC Lotus-designed V8 Indy engine. The engine was nicknamed for its cousin, the Chevy Indy V8 racing engine. Horsepower has never been published, but is estimated at approximately 600. Four-wheel drive, four-wheel steering and an active suspension were a few of the advanced technologies showcased on the car. A CRT screen mounted on the dash provided rearward vision via a remote camera. Indy incorporated many “advanced” technologies that are now standard on the 1997 Corvette, including ABS braking, electronic traction control and electronic throttle control.
Corvette Geneve
The Geneve was a show car built in conjunction with ASC, Inc. of Southgate, Mich. in 1987. The Geneve was an interior and exterior design exercise, built on a production Corvette chassis. The exterior was a cross between the fourth generation production Corvette and the Corvette Indy concept car. The rear end featured a spoiler on top of the deck, as well as underneath. The interior was styled in black leather with charcoal suede seats, and black trim. The Geneve was fully functional, powered by a GM 230 horsepower 5.7-liter V8. Also included were 17-inch aluminum wheels, and side marker lamps incorporated into the bodyside moldings.
Specialty Corvettes
Silver (25th) Anniversary Edition
The 1978 model year marked Corvette’s 25th birthday, and Chevrolet celebrated the milestone with the 25th Anniversary Edition Corvette. Every 1978 Corvette featured the 25th Anniversary emblem. This model also marked the return of the fastback roof line, which was billed as having 3-1/2 times more glass area than the previous model. The 25th Anniversary ’Vette also featured a restyled interior with a larger, more accessible rear storage area and a security cover. A special 25th Anniversary two-tone paint scheme was available in silver and gray. (See also: 1978 Indy Pace Car.)
1982 Collector Edition
The 1982 Collector Edition Corvette was produced to commemorate the first year of production at the new Bowling Green Assembly Plant, and the final year of the “Mako Shark” style Corvette of the late ’60s and 70s. The Collector Edition featured a special silver/beige metallic color with cloisonné emblems, front, side and rear. Also included were a silver/beige metallic interior with multi-tone leather seats and door trim, specific aluminum wheels with center hubs similar to 1967 Corvette alloy wheels and a lift-up hatchback instead of a fixed fastback. All 1982s, including the ’82 Collector Edition, featured a “preview” of fourth generation Corvette technology – the 5.7-liter V8 engine with computer-controlled Cross-Fire Fuel Injection. A total of 6,759 Collector Editions were produced.
Callaway Twin Turbo
The Callaway Twin Turbo (RPO B2K) first appeared as a factory option on the 1987 Corvette. This engine-conversion option ($19,995 additional) lifted the performance of the Corvette’s standard L98 5.7-liter V8 engine above and beyond most of the European exotics available at the time – for a fraction of the price. In fact, a Road and Track road test found the Callaway Corvette to be faster than the Lamborghini Countach, and Ferrari’s 3.2 Mondial, 328 GTS and 412. The Callaway Twin Turbo engine featured a specially designed twin-turbocharged induction system, twin blowers with air-to-air intercoolers and a redesigned exhaust system. The result: 345 horsepower and 465 lbs.-ft. torque, compared with 240 horsepower and 330 lbs.-ft. torque from the production engine. Production cars were built in Bowling Green and sent to Callaway Engineering in Old Lyme, Conn., for conversion.
35th Anniversary Edition
The 1988 35th Anniversary Edition Corvette was available only on coupes, and included a unique two-tone appearance: White with a black translucent roof and roof bow. On the outside were color-keyed door handles, wheels, mirrors and bodyside moldings. Also included were white leather seats and a white leather-wrapped steering wheel. Special 35th Anniversary emblems were mounted on the side gill panels and embroidered into the seatbacks. A total of 2,050 Anniversary Editions were built.
Corvette ZR-1
Reverently known as “The King of the Hill,” the ZR-1 got its nickname for one simple reason – it was, in its day, the fastest mass-production sports car on the planet, bar none. It was so fast, Chevrolet provided a Power Key that allowed drivers to limit the ZR-1 to a fraction of its potential horsepower – probably to the dismay of valet parking attendants everywhere. The ZR-1 was formally introduced to the public in March 1989 in Geneva. Then Corvette Chief Engineer Dave McLellan described his main objective for ZR-1: “Create a car that is second to none in acceleration – nothing less than the fastest production car in the world.” The ZR-1 option, offered on Corvette from 1990 to 1995, included the awe-inspiring LT5 engine – an all-aluminum DOHC V8, designed in concert with Lotus and manufactured by the Mercruiser Division of Mercury Marine. The LT5 featured Sequential Fuel Injection and 375 horsepower, which was boosted to 405 horsepower in 1993. The ZR-1 featured rectangular taillamps and wider rear wheels and tires – and the rear fenders flared to accommodate them. Regular production Corvettes borrowed some of ZR-1’s styling cues starting in 1991. In total, Chevrolet produced 6,939 ZR-1 models.
40th Anniversary Edition
Chevrolet introduced a special 40th Anniversary Edition Corvette in the 1993 model year. At the time, Corvette had recently celebrated an additional milestone: The one-millionth Corvette built on July 2, 1992. The 40th Anniversary package, available on all ’93 models, included an exclusive Ruby Red exterior and interior, color-keyed wheel centers, headrest embroidery, and emblems on the hood, deck and side-gills.
Indianapolis Pace Cars
Corvette has been honored as the Indianapolis 500 Pace Car three times during the history of the race. Each time, Chevrolet commemorated the event with a replica pace car available to the public.
1978. The first Corvette Indy Pace Car. Chevrolet produced 6,502 Limited Edition Indy Pace Car replicas, which quickly became collector’s items. 1978 was the Corvette’s silver anniversary; thus, the ’78 Indy car sported two-tone paint, with black on the top (above the beltline) and 25th Anniversary silver paint on the bottom.
1986. In 1986, Corvette paced the Indy 500 once again, driven by Chuck Yeager. The ’86 Pace Car was a bright yellow convertible – the first convertible offered on a Corvette after a decade-long absence. It featured anti-lock brakes, unidirectional Goodyear Eagle tires and lightweight aluminum cylinder heads. Except for the absence of special track lights, the showroom model was identical to the actual pace car. Approximately 6,000 ’86 Pace Car replicas were produced.
1995. The 79th running of the Indianapolis 500 was Corvette’s most recent pace car experience. With a production run of only 527 convertibles, the ’95 is the rarest of pace car replicas. The replica featured two-tone paint – Dark Purple Metallic over Arctic White. Also featured were Goodyear 275/40X17 GSC tires, ZR-1 style five-spoke wheels, leather embroidered seats, and a 300 hp 5.7-liter V8. Jim Perkins, then Chevrolet General Manager and a GM Vice President, drove the actual Indy Pace Car at the event.
Corvette Grand Sport, Yesterday and Today
Originally, Zora Arkus-Duntov designed the Grand Sport as a lightweight racer to compete against winning machines such as Caroll Shelby’s Cobra. Arkus-Duntov originally planned to build 100 of the vehicles to qualify for production stock, but because of the Automobile Manufacturer’s Association (AMA) ban on manufacturer-sponsored auto racing, only five were ever built. These five Grand Sports went on to race with private drivers behind the wheel. For Corvette racing fans, the Grand Sport is legend. In 1996, Chevrolet produced a limited production Corvette Grand Sport model in honor of the early racer. The ’96 version included a 330-horsepower LT4 V8 engine, 6-speed manual transmission, and an exclusive Admiral Blue Metallic paint with a center white stripe and red “hash marks” on the left front fender.
1996 Corvette Collector Edition
Once again, the Corvette Collector Edition celebrated the end of an era – the final production year of the fourth generation Corvette. Features included Sebring Silver paint; chromed “Collector Edition” emblems on wheels, front fenders, hood and fuel-filler door; silver-painted aluminum wheels; and perforated leather seats with “Collector Edition” embroidery.
