1968 was the first year Chevrolet presented the newly redesigned Corvette, known as the C3. This model started as a dream, a fantasy car, and was never expected to reach production status. Being produced in the late 1960’s it was on the call of demand to produce sufficient power from the engine to compete with the Oldsmobile’s 4-4-2, Pontiac’s GTO, and Dodge’s Charger. “The 1968 Corvette’s redesigned body style combined with its engine options proved to not only look good, but also forge a recognized street performer” (Hodel).
The 1968 Corvette was a combination of several different styling concepts. The First was known as the XP-819, a dream car of Frank Winchell. Head of research and development for Chevy engineering, Winchell developed this rear-engine prototype never in thought of actual production (Licastro 34).
Former research and development engineer Paul Van Valkenburg recalls that, ‘”The XP-819 was an extreme styling concept. It wasn’t expected to ever reach production”‘ (Licastro 35).
Although the XP-819 was never produced, some of it’s design features were to surface on the next prototype created by General Motors stylist Larry Shinoda (Hodel).
Code Named XP-830 and later renamed as the Mako Shark II, borrowed features from the XP-819 such as, “the door sections, windshield profile, and a narrowed cockpit with lift-off roof panels…” The Mako Shark II was top-secret at the time and was created by Shinoda and his team in a “private, windowless cubicle in the Styling Staff warehouse, across from the GM Technical Center.” (Licastro 34) The design of the Mako Shark II was pushed by GM Vice President of styling, Bill Mitchell. The prototype made it’s first appearance at the New York Auto Show, Peter Licastro notes that,
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The Mako II was a radical and expensive exercise. Equipped with countless 007-style features, such as the retractable rear bumper and spoilers, the show car was created at a cost of nearly $3 million. It generated a tremendous public reaction, and many speculated that it offered glimpse of the next Corvette. (34)
In fact the Shark design was already transported to the main Chevrolet studio where David Holls administrated a group of engineers to finalize the concept for production. The tentative debut was scheduled for 1967, this was cut short due to a few flaws found when the Corvette prototype was tested at, “Michigan’s Milford Proving Ground” (Licastro 35).
Due to premature production and a design that left-out the driver in mind, the show was a disappointment. The drivers ability to see was impaired because of the roofline, and prominent rear spoiler combined with the high front fenders. Pete Estes, Chevrolet general manager said after a quick ride, ‘”You are right, we should not build this car”‘ talking to Holls who also disapproved of the too ambitious prototype (Licastro 35).
“Shinoda and Holls collaborated on the prototype’s revision. They toned down the front fenders, reduced the rear spoiler to a slight lip and altered the roofline”. “The final shape was bold and distinctive … complementing the exterior lines was a new cockpit-like interior with round, aircraft-style gauges and a fiber-optic light-monitoring system” (Licastro 36).
This new Corvette started production in 1968. The fastback 1967 model was replaced by a tunneled roof coupe featured in 1968. It featured a removable back window and a two part detachable roof section, also called T-tops (Webb 200).
The convertible offered both a rag and a hard top, the hard top had a glass rear window. “The conventional door handles were replaced with pushbuttons and depression plates” (“1968”).
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The windshield wipers disappeared when not in use. As in 1967, the headlights were hidden, but in 1968 they were vacuum operated rather than electronic. Except for the rocker panels and front bumper the car was almost devoid of chrome (Webb 200).
“The blunt rear deck contained four round taillights with the word ‘Corvette’ printed in chrome on the space between them” (“1968”).
The out-dated powerglide transmission was replaced with Chevrolet’s new Turbo Hydra-Matic (Licastro 37).
The new body was seven inches longer than it’s 1967 predecessor, most of that in front overhang. The car’s wheelbase was unchanged at 98 inches, but it’s interior was more cramped, and their was less luggage space. About 150 pounds had been added to what Road and Track called the ‘already gross avoirdupois.’ (Chevrolet Motor Division 177)
The 1968 Corvette came in ten different exterior colors which included, “British Green, Cordovan Maroon, Corvette Bronze, International Blue, LeMans Blue, Polar White, Rally Red, Safari Yellow, Silverstone Silver, and Tuxedo Black.” The Interior offered seven colors which were, “Black, Red, Gun Metal, Medium Blue, Dark Blue, Dark Orange, and Tabacco” (“1968 Corvette”).
The complexity of the colors gave the consumers an option to customize their car so it was different from other Corvettes.
The newly redesigned Corvette also gave many convenience options to the consumer. Options such as air-conditioning, four wheel covers, alarm system, AM/FM radio, AM/FM stereo radio, black vinyl roof, adjustable steering column, tinted windows, leather seat trim, speed warning indicator, whitewall F70-15 tires, red striped F70-15 tires, white striped F70-15 tires, headrests, custom deluxe front shoulder seatbelts, rear window defroster, and power windows (“1968”).
With these options Chevrolet offered many powertrain options. These options were stated as, an automatic transmission, heavy duty close-ratio four speed manual transmission, close-ratio four speed manual transmission, wide-ratio four speed manual transmission, special front and rear suspension, heavy-duty brakes, power brakes, power steering, side mount exhaust system, off-road exhaust system, transistor ignition system, and a positive traction rear axle. The rear axle also came in a variety of different ratios, ranging from 2.73:1 to 4.11:1 (Webb 200).
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Chevrolet, due to the fact that it was the late 1960’s, was forced to host a number of engine options that would range from moderate to extremely high horsepower.
The Corvette came stock with a 327 that produced 300 horsepower. For $105 a 327 with 350 horsepower was available. For $200.15 the L36 427 big block was accessible and rated at 390 horsepower. The 400 horsepower L68 big block sold for $305. Next, was the L71 427 option for $437.10 produced 435 horsepower. Rated at 430+ horsepower the L88 427 would cost a potential buyer $947.90 (“1969”).
The L71 proved to be the Corvette’s leading engine upgrade sale. This was actually because, “Chevrolet understated the L88’s output at 430+ to reduce it’s appeal to nonracing customers, who might have otherwise opt for the less expensive L71 package rated at 435 horsepower” (Licastro 38).
The L88 was tested with an output of about 560 horsepower (Chevrolet Motor Division 176).
Eric Hodel explains, “Chevy engineers proved to be shady when offering a L71 package with more horsepower at a lower price when in actuality, the lower rated L88 package offered far more horse power than the higher rated L71.”
The 1968 Chevrolet Corvette was a breakthrough for the many years to come of generation three Corvettes. The newly redesigned body style combined with a numerous amount of interior, exterior, and powertrain options allowed the 1968 Corvette to excel in a very demanding 1968 year. As David Holls puts it, ‘”this truly is Bill Mitchell’s car…”‘ (Licastro 36).
The timeless Shark design of the 1968 Corvette survived one of the most dynamic and politically charged periods in modern American History. Corvette maintained its niche as America’s only production sports car. And it generated the kind of excitement that Bill Mitchell always looked for. (Licastro 38)
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Works Cited
“1968.” Online. netvettes.com. 20 Apr. 1999. Available Http://www.netvettes.com/1968.html
“1968 Corvettes.” Online. actions.com. 30 Apr. 1999. Available Http://www.actions.com/corvette/68.html
Chevrolet Motor Division. “Chevrolet Corvette.” Encyclopedia of American Cars 1930-1980. Ed. Richard M. Langworth. New York: Beekman, 1984. 171-80.
Hodel, Eric. Personal interview. 28 Apr. 1999.
Licastro, Peter J. “Backtrack 1968.” Corvette Quarterly 9 (1996): 32-38.
Webb, Charles. “Corvette.” Standard Catalog of American Cars 1946-1975. Ed. John A. Gunnell. Iola: Krause, 1982. 193-200.
