1975–1980
1975 Monza 2+2 HatchbackThe Chevrolet Monza 2+2 was originally offered as a 2-door Hatchback body style which was shared with the Oldsmobile Starfire and Buick Skyhawk. The Monza is 4 inches (100 mm) longer and weighes 180 pounds more than the Vega from which it is derived.[2] John DeLorean nick-named it the Italian Vega citing styling with a strong resemblance to the Ferrari 365 GTC/4.[3] Monza 2+2 and its variants were among the first cars to adopt the newly approved quad rectangular headlamps.[4] Monza's standard engine was the Vega 140 CID (2.3 liter) aluminum-block inline 4-cylinder (L4) with single barrel carburetor, generating 78 horsepower (58 kW) at 4200 rpm Optional was the 2-barrel carburetor version that generated 87 horsepower (65 kW) at 4400 rpm.[2] Chevrolet's new 4.3 liter (262 cid) V-8 engine was optional. It features a Rochester 2-barrel carburetor and generates 110 horsepower (82 kW) at 3600 rpm. Monzas sold in California and high altitude areas of the U.S. were available with a version of the 5.7 liter (350 cid) V-8 engine with a 2-barrel carburetor tuned to just 125 hp (93 kW).
The 1975 Monza 2+2 and its variants feature GM's first use of a torque arm rear suspension, also adopted for the 1975 Cosworth Vega introduced mid-1975, and later, all 1976-77 Vegas and Astres.[5] The design was also incorporated into GM's third and fourth generation F-bodies, Chevrolet Camaro and Pontiac Firebird.
1976 Monza Towne CoupeIn April 1975, the Monza Towne Coupe was introduced-a notchback coupe with a conventional trunk that used different sheet metal than the 2+2 hatchback coupe.[6] It features single round headlamps, instead of the dual rectangular headlamps on the 2+2. The Towne Coupe was built in response to the sales success of the Ford Mustang II notchback coupe and its luxury version, the Mustang II Ghia. The Towne Coupe was 1.5 inches (38 mm) shorter and 135 pounds (61 kg) lighter than the 2+2 and had slightly more head room. Production of the Chevrolet Monza for the 1975 model year totaled 66,615 (with 41,658 equipped with 4-cylinder engines and 24,957 equipped with V-8s).[1] The Chevrolet Monza 2+2 won Motor Trend magazine's "Car of the Year" award for 1975.[7]
In 1976 saw the introduction of Chevrolet's new 5.0 liter (305 cid) V-8 engine with a 2-barrel carburetor generating 140 horsepower (100 kW) at 3800 rpm. It replaced the previous 350 CID (5.7 liter) V-8, but only for California and high altitude customers. The I-4 and 262 V-6 was available in the 49 states. Late in the 1976 model year, a Sport Front End Appearance option was available on the Towne Coupe, which features the 2+2's Sport front end and quad headlamps. The Monza Spyder option package was first introduced in 1976. It features 2-barrel carburetor version of the 4-cylinder engine as standard, a floor console, F41 suspension with larger front and rear stabilizer bars, special shock absorbers, and appearance features that distinguishes it from other Monzas.[8] The Spyder nameplate was originally used to designate the 1962-1964 Corvair turbocharged model.
1977 Monza Mirage HatchbackFrom 1977 through 1979, the 5.0 liter (305 cid) V-8 was the only V8. The 1977 Monza Mirage was produced by Michigan Auto Techniques, an aftermarket company contracted by GM. The Mirage is painted white, with red and blue racing stripes along the length of the car. It also features flared body panels, and a special airdam & spoiler. The vehicles were built in GM's St. Therese plant, and sent to MAT for modification, after which they would ship completed cars to the dealer. There were approx 4,097 Mirages made from MAT[1], but there were also Mirages created by dealerships. The standard Vega 2.3 aluminum-block engine was discontinued.
1978 Monza WagonFor the 1978 model year, Monza received a facelift. Sport 2+2 hatchback and Sport notchback used a modified version of the previous quad rectangular headlamps, now above a full-width open-slot grill. Four new Monza base models replaced the discontinued Vega. Offered in 'S' hatchback, wagon, 2+2 hatchback and notchback. They feature a new front end with chrome bumpers, chrome grill, and single round headlamps. The Vega hatchback body-style did continue for 1978 as the Monza 'S'. It was marketed as the Monza price leader. The Vega wagon body style also continued in 1978 and 1979 as the Monza wagon. The 151 CID (2.5 liter) inline-4 'Iron Duke' replaced the Vega engine, and was standard for 1978. Engine options were a Chevrolet-designed 3.2 liter (196 cid) V-6 engine with a 2-barrel carburetor that produced 90 horsepower (67 kW) at 3600 rpm. Replacing the 3.2 liter V-6 in California and high-altitude areas was Buick's 3.8 liter (231 cid) V-6 engine. Four-cylinder engines and the 3.2 liter V-6 were not available in high-altitude areas. The V-8 engine option was available on base and Sport 2+2 hatchbacks and notchbacks, and was not available on 'S' hatchback and wagon. Discontinued at the end of the 1978 model year were the 'S' hatchback and Towne Coupe Sport option.[9]
1979 model line-up was the base Monza 2+2 hatchback, notchback, wagon and Sport 2+2 hatchback. Discontinued at the end of the 1979 model year were the Monza wagon, the 196 CID (3.2 liter) V6 and the 305 CID (5.0 liter) V8.[10]
The 1980 model year was the last for the Chevrolet Monza and its variants. the 2.5 liter (151 cid) 4 remained as standard, the only available engine option was the 3.8 liter (231 cid) Buick V6. The lineup consisted of a base 2+2 hatchback and notchback and 2+2 Sport hatchback.[11]
[edit] Monza Spyder
1977 Monza SpyderThe Spyder option was made available in 1976 on Monza Coupe and Hatchback and was essentially a performance related package with minimal appearance items. In 1977, the Spyder package expanded to include a separate and extensive appearance package to go with the Equipment package. This Spyder Appearance package remained available until the end of the 1979 model year. In 1980, Chevrolet would combine both the Equipment and Appearance Packages into one Spyder Option Package which included new, larger Spyder srtipping3 + decals.
The 'Spyder' name was introduced for the Chevrolet Monza. This package included performance equipment and some small appearance items to identify the Spyder option on the car. The Monza Spyder Equipment package was available on all 2+2 Hatchbacks and Monza Towne Coupes (with 'Sport Equipment' package) with 5-speed manual and Turbo Hydra-matic automatic transmissions. The Spyder Equipment package included 2-barrel, Dura-Built 2.3 litre engine, floor console unit, large front/rear stabilizer bars, special shock absorbers, steel-belted radial ply blackwall tires, wheel opening mouldings (chrome), Day-Night inside mirror, Sport Steering Wheel (2-spoke wheel), Special instrumentation and 'stitched' instrument panel pad with added wood-grain vinyl accents (standard on 2+2), Distinctive "Spyder" identification (script fender emblems, steering wheel horn button insert and Spyder front facia and rear-lock cover)
Chevrolet made extensive changes to the Spyder package including separate Equipment and Appearance packages with separate RPO codes found on the build sheet. The Spyder Equipment Package was regular production option (RPO) Z01, while the Spyder Appearance Package was RPO Z02. The Spyder packages were available on Monza 2+2 Sport Hatchback. Spyder decal colors were determined by the body color of the Monza ordered. There were 4 color combinations for 1977. For 79, there were 6 combos, which included a green and a blue color scheme.
1977 Monza SpyderZ01 - Spyder Equipment -- BR70-13C Steel-belted radial ply blackwall tires, Sport suspension, Sport Steering Wheel (2-spoke wheel), Center Console, Inside day/night rearview mirror, Spyder identification, Wheel opening moldings (available if the Z02 - Spyder Appearance Package was not ordered), Dual tailpipe system and white lettered tires were available in 1979.
Z02 - Spyder Appearance -- Black highlights on front, side and rear of body headlight openings, parking light openings, windshield, rear window and side window moldings, body sill, door and center pillar louvers, rear end panel - (bright window moldings with black exterior), Black or gold rear accents (taillight blackouts and rear end panel decals), Body color front air dam and rear spoiler, Spyder emblems (front facia, rear lock cover and sport steering wheel horn button insert), Body side stripes with Spyder lettering in red, white or gold depending on body color, Black painted styled-steel wheels with trim rings and center caps, Black sport mirrors, Special hood decal and rear spoiler decal.
For the 1980 model year, Chevrolet combined the Spyder Equipment and Appearance packages into one Spyder Equipment package with an RPO code of Z29 and included newly re-designed bold Spyder side decals and a new front air dam that blends into the front fender wheel openings. Spyder decal color choices (five) were based primarily upon the interior color specified rather than the body color as in previous years.
Z29 - Spyder Equipment Package -- BR70-13C steel-belted radial ply blackwall tires (with option for raised white lettering), Sport suspension, Black front and rear bumper rub strips, Black headlights frames, Black windshield, belt, side and rear window moldings (not available with black exterior), Black painted body sill (also not available with black exterior), Black door and center pillar louvers, Black painted taillight frames, Body color front air dam and rear spoiler, Spyder emblems on front facia, rear lock cover and sport steering wheel (horn button insert), Black sport mirrors (LH remote, RH manual), Rear Spoiler and body stripes with Spyder lettering outlined in accent body colour, Spyder hood decal, Black painted Rally II wheels with bright trim rings and center caps.[12]
A total 731,504 Monzas were produced in six model years.[1]
Wednesday, September 1, 2010
chev corvair(special editions)
Yenko Stinger
A 1965 Yenko Stinger in a vintage race at Watkins Glen International.Don Yenko, who had been racing Corvettes, could not compete successfully against the Carroll Shelby Mustangs after they arrived on the scene; he therefore decided to race modified Corvairs, beginning with the 1966 model. As the stock Corvair did not fit into any of the SCCA categories, Yenko had to modify four-carburetor Corsas into "sports cars" by removing the back seat; in the process he would introduce various performance improvements. As the SCCA required 100 cars to be manufactured to homologate the model for production racing, Yenko completed 100 Stingers in one month in 1965. Although all were white, as the SCCA required for American cars at the time, there was a great deal of variety between individual cars; some had exterior modifications including fiberglass engine covers with spoilers, some did not; some received engine upgrades developing 160, 190, 220, or 240 hp (119, 142, 164, or 179 kW). All were equipped by the Chevrolet factory with heavy duty suspension, four speed transmission, quicker steering ratio, positraction differentials (50 with 3.89 gears, and 50 with 3.55 when Chevrolet dropped the 3.89) and dual brake master cylinders (the first application of this by Chevrolet, to become stock equipment the next year). The Stingers competed in Class D Production, which was dominated by the Triumph TR4, which was very quick in racing trim; however in its first race in January 1966, the Stinger was able to come in second by only one second. By the end of the 1966 season, Jerry Thompson had won the Central Division Championship and placed fifth in the 1966 Nationals, Dick Thompson, a highly successful Corvette race driver, had won the Northeast Division Championship, and Jim Spencer had won the Central Division Championship, with Dino Milani taking second place.
The next year, however, Chevrolet dropped the Corsa line, and the Monza line was not initially available stock with the four carburetor engine; the engine was eventually offered as a special performance option, however, along with the 3.89 differential. The Monza instrumentation did not have a tachometer or head temperature gauges, which had to be separately installed. The SCCA, on the other hand, had relaxed its ruling regarding color, and the cars were available in red or blue. It is believed that only fourteen 1967 Stingers were built, but Dana Chevrolet, who distributed Stingers on the U.S. West Coast, ordered an additional three similar cars to be built to Stinger specifications, but with the AIR injection system to meet California emissions laws, with Yenko's permission. A total of 185 Stingers are believed to have been built, the last being YS-9700 built for Goodyear Tire and Rubber Company as a tire test vehicle in 1969–1970. Comedian, television star, and car enthusiast Tim Allen owned and raced Yenko Stinger #YS-043 until he sold it around June, 2009.
[edit] Fitch Sprint
Longtime roadracer John Fitch was particularly interested in the Corvair as the basis for a spirited road and track oriented car, due to its handling. The basic Sprint received only minor modifications to the engine, bringing it to 155 hp (116 kW), but upgrades to the shock absorbers and springs, adjustments to the wheel alignment, quicker steering ratio, alloy wheels, metallic brake linings, the obligatory wood-rimmed steering wheel (leather available for an additional $9.95) and other such minor alterations made it extremely competitive with European sports cars costing much more. Body options such as spoilers were available, but the most visually remarkable option was the "Ventop", a fiberglass overlay for the C-pillars and rear of the roof that gave the car a "flying buttress" profile.
Fitch went on to design and build a prototype of the Fitch Phoenix, a Corvair-based two-seat sports car, superficially resembling a smaller version of the Mako Shark based Corvette. With a total weight of 1,950 pounds (885 kg), even with a steel body, and with the Corvair engine modified with Weber carburetors to deliver 175 hp (130 kW), the car delivered spirited performance for $8,760. Unfortunately, the Traffic Safety Act of 1966 placed restrictions on the ability to produce automobiles on a small scale; this was followed by Chevrolet's decision to terminate production of the Corvair, which confirmed the end of Fitch's plan. He still retains the prototype however, and occasionally exhibits it at car shows. The car may be glimpsed briefly in the documentary film Gullwing at Twilight: The Bonneville Ride of John Fitch.[30]
[edit] V8 Corvairs
The ultimate Corvair modification was replacement of the engine with a V8. As daunting as this might seem, two things made it possible:
1.The Corvair engine rotated in the opposite direction from most other engines, so that if a V8 was placed in the rear seat area (the added weight of a V8 in the original location of the Corvair engine would be abominable to drive without proper suspension modifications) and coupled to the front of the transmission via a supplied custom made clutch gear and input shaft, this would drive the car in the proper direction with four speeds forward and one reverse.
2.The switch in 1966 to using standard Chevrolet Saginaw gear sets in the manual transmission could handle the torque of a V8.
A radiator occupies the former trunk, in the front of the vehicle. However, the former engine compartment in the rear now is available as luggage space. A complete kit to adapt a Chevrolet small-block V8 to a Corvair was manufactured by a company named Crown Manufacturing, for $600. The resulting vehicle weighed only 2,750 pounds (1250 kg), compared to 3,700 pounds (1680 kg) for a small block Corvette, and possessed independent rear suspension of almost the same design. Crown's prototype with a 350 hp (261 kW) Corvette engine recorded a quarter mile (402 m) elapsed time of 12.22 seconds and 105 mph (169 km/h). An advantage of this modification is that the mid-engine design provides optimal handling characteristics for the road, as well as excellent drag strip traction without the need for slick or "cheater slick" tires as seen in front engine cars, let alone modifying the wheelbase as on the FX funny cars of the time. Although a few Corvairs have been modified to accept the Chevrolet big-block engine, the added size of the engine makes the work significantly more difficult, and the result, although a great performer, tends to be unreliable. Yenko Corvair YS99 was one of the 300 or so CORV8 conversions made. It is also possible to install a reverse rotation small block chevy in place of the flat six with many modifications.
[edit] Eshelman Golden Eagle
The first Eshelman Golden Eagle was an ordinary mid-1960s Chevrolet Corvair retrimmed with special emblems and other ornamentation and marketed through used-car dealers by Eshelman Motors Corporation of Baltimore, Maryland.
By 1967, the model was called the Eshelman Golden Eagle Safety Car and was based on the contemporary Chevrolet line, but now each Golden Eagle had a patented standard 15 mph (24 km/h) impact-resistant "crash absorber" fashioned by incorporating each car's spare tire into the front bumper. Advertising claimed the cars were "Designed for the owner who has a special value for his life and the lives of his loved ones." Known Golden Eagle dealerships included the former Kislack Kar Sales in Houtzdale, Pennsylania and Plaza Motors in Niagara Falls, New York, but exact sales numbers are not known.
[edit] Dune buggies and aircraft
Corvair flat-six engines were a popular alternative to Volkswagen engines in dune buggy applications, and off-road racing. Some Corvair engines have also been used to power light aircraft.
A 1965 Yenko Stinger in a vintage race at Watkins Glen International.Don Yenko, who had been racing Corvettes, could not compete successfully against the Carroll Shelby Mustangs after they arrived on the scene; he therefore decided to race modified Corvairs, beginning with the 1966 model. As the stock Corvair did not fit into any of the SCCA categories, Yenko had to modify four-carburetor Corsas into "sports cars" by removing the back seat; in the process he would introduce various performance improvements. As the SCCA required 100 cars to be manufactured to homologate the model for production racing, Yenko completed 100 Stingers in one month in 1965. Although all were white, as the SCCA required for American cars at the time, there was a great deal of variety between individual cars; some had exterior modifications including fiberglass engine covers with spoilers, some did not; some received engine upgrades developing 160, 190, 220, or 240 hp (119, 142, 164, or 179 kW). All were equipped by the Chevrolet factory with heavy duty suspension, four speed transmission, quicker steering ratio, positraction differentials (50 with 3.89 gears, and 50 with 3.55 when Chevrolet dropped the 3.89) and dual brake master cylinders (the first application of this by Chevrolet, to become stock equipment the next year). The Stingers competed in Class D Production, which was dominated by the Triumph TR4, which was very quick in racing trim; however in its first race in January 1966, the Stinger was able to come in second by only one second. By the end of the 1966 season, Jerry Thompson had won the Central Division Championship and placed fifth in the 1966 Nationals, Dick Thompson, a highly successful Corvette race driver, had won the Northeast Division Championship, and Jim Spencer had won the Central Division Championship, with Dino Milani taking second place.
The next year, however, Chevrolet dropped the Corsa line, and the Monza line was not initially available stock with the four carburetor engine; the engine was eventually offered as a special performance option, however, along with the 3.89 differential. The Monza instrumentation did not have a tachometer or head temperature gauges, which had to be separately installed. The SCCA, on the other hand, had relaxed its ruling regarding color, and the cars were available in red or blue. It is believed that only fourteen 1967 Stingers were built, but Dana Chevrolet, who distributed Stingers on the U.S. West Coast, ordered an additional three similar cars to be built to Stinger specifications, but with the AIR injection system to meet California emissions laws, with Yenko's permission. A total of 185 Stingers are believed to have been built, the last being YS-9700 built for Goodyear Tire and Rubber Company as a tire test vehicle in 1969–1970. Comedian, television star, and car enthusiast Tim Allen owned and raced Yenko Stinger #YS-043 until he sold it around June, 2009.
[edit] Fitch Sprint
Longtime roadracer John Fitch was particularly interested in the Corvair as the basis for a spirited road and track oriented car, due to its handling. The basic Sprint received only minor modifications to the engine, bringing it to 155 hp (116 kW), but upgrades to the shock absorbers and springs, adjustments to the wheel alignment, quicker steering ratio, alloy wheels, metallic brake linings, the obligatory wood-rimmed steering wheel (leather available for an additional $9.95) and other such minor alterations made it extremely competitive with European sports cars costing much more. Body options such as spoilers were available, but the most visually remarkable option was the "Ventop", a fiberglass overlay for the C-pillars and rear of the roof that gave the car a "flying buttress" profile.
Fitch went on to design and build a prototype of the Fitch Phoenix, a Corvair-based two-seat sports car, superficially resembling a smaller version of the Mako Shark based Corvette. With a total weight of 1,950 pounds (885 kg), even with a steel body, and with the Corvair engine modified with Weber carburetors to deliver 175 hp (130 kW), the car delivered spirited performance for $8,760. Unfortunately, the Traffic Safety Act of 1966 placed restrictions on the ability to produce automobiles on a small scale; this was followed by Chevrolet's decision to terminate production of the Corvair, which confirmed the end of Fitch's plan. He still retains the prototype however, and occasionally exhibits it at car shows. The car may be glimpsed briefly in the documentary film Gullwing at Twilight: The Bonneville Ride of John Fitch.[30]
[edit] V8 Corvairs
The ultimate Corvair modification was replacement of the engine with a V8. As daunting as this might seem, two things made it possible:
1.The Corvair engine rotated in the opposite direction from most other engines, so that if a V8 was placed in the rear seat area (the added weight of a V8 in the original location of the Corvair engine would be abominable to drive without proper suspension modifications) and coupled to the front of the transmission via a supplied custom made clutch gear and input shaft, this would drive the car in the proper direction with four speeds forward and one reverse.
2.The switch in 1966 to using standard Chevrolet Saginaw gear sets in the manual transmission could handle the torque of a V8.
A radiator occupies the former trunk, in the front of the vehicle. However, the former engine compartment in the rear now is available as luggage space. A complete kit to adapt a Chevrolet small-block V8 to a Corvair was manufactured by a company named Crown Manufacturing, for $600. The resulting vehicle weighed only 2,750 pounds (1250 kg), compared to 3,700 pounds (1680 kg) for a small block Corvette, and possessed independent rear suspension of almost the same design. Crown's prototype with a 350 hp (261 kW) Corvette engine recorded a quarter mile (402 m) elapsed time of 12.22 seconds and 105 mph (169 km/h). An advantage of this modification is that the mid-engine design provides optimal handling characteristics for the road, as well as excellent drag strip traction without the need for slick or "cheater slick" tires as seen in front engine cars, let alone modifying the wheelbase as on the FX funny cars of the time. Although a few Corvairs have been modified to accept the Chevrolet big-block engine, the added size of the engine makes the work significantly more difficult, and the result, although a great performer, tends to be unreliable. Yenko Corvair YS99 was one of the 300 or so CORV8 conversions made. It is also possible to install a reverse rotation small block chevy in place of the flat six with many modifications.
[edit] Eshelman Golden Eagle
The first Eshelman Golden Eagle was an ordinary mid-1960s Chevrolet Corvair retrimmed with special emblems and other ornamentation and marketed through used-car dealers by Eshelman Motors Corporation of Baltimore, Maryland.
By 1967, the model was called the Eshelman Golden Eagle Safety Car and was based on the contemporary Chevrolet line, but now each Golden Eagle had a patented standard 15 mph (24 km/h) impact-resistant "crash absorber" fashioned by incorporating each car's spare tire into the front bumper. Advertising claimed the cars were "Designed for the owner who has a special value for his life and the lives of his loved ones." Known Golden Eagle dealerships included the former Kislack Kar Sales in Houtzdale, Pennsylania and Plaza Motors in Niagara Falls, New York, but exact sales numbers are not known.
[edit] Dune buggies and aircraft
Corvair flat-six engines were a popular alternative to Volkswagen engines in dune buggy applications, and off-road racing. Some Corvair engines have also been used to power light aircraft.
chev caprice (special package for impala)
1965–1968
First generation Production 1965–1970
Assembly Atlanta, Georgia, United States
Arlington, Texas, United States
Doraville, Georgia, United States
Flint, Michigan, United States
Framingham, Massachusetts, United States
Janesville, Wisconsin, United States
Lordstown, Ohio, United States
Los Angeles, California, United States
Norwood, Ohio, United States
South Gate, California, United States
St. Louis, Missouri, United States
Tarrytown, New York, United States
Wilmington, Delaware, United States
Body style(s) 2-door coupe
4-door sedan
4-door station wagon
Engine(s) 283 cu in Small-Block V8
327 cu in Small-Block V8
396 cu in Big-Block V8
427 cu in Big-Block V8
454 cu in Big-Block V8
307 cu in Small-Block V8
350 cu in Small-Block V8
400 cu in Small-Block V8
Transmission(s) 4-speed manual
3-speed manual
2-speed automatic
3-speed automatic
Related Buick LeSabre
Chevrolet Impala
Oldsmobile 88
Pontiac Bonneville
The Caprice began life in mid-1965 as a luxury trim package for the Impala four-door hardtop sedan (16639), in response to the successful Ford LTD series. This included a stiffer suspension, higher-grade cloth and vinyl seat and door trim (as well as thicker, higher-grade carpeting), walnut trim on the dashboard and door panels, pull straps on the doors, extra convenience lights, special full wheel covers and an optional vinyl top. The name for the Chevrolet Caprice was coined by Bob Lund (Chevrolet's General Sales Manager) after a classy restaurant he frequented in New York City. However, some say the Caprice was named after Caprice Chapman, daughter of auto executive and influential Indy-car official James P. Chapman.
The Caprice was very well received during its abbreviated first year in 1965. For 1966, the Caprice was expanded into a full top-line series to also include a two-door hardtop with a squared-off formal roofline (in contrast to the Impala/SS coupe's fastback roof) and a station wagon with simulated wood exterior trim – the first Chevy "woody" wagon since 1954. A V8 engine was installed in every Caprice. While features such as an automatic transmission, power steering, white sidewall tires, and vinyl top were extra-cost options, virtually every Caprice was sold with them. It is interesting to note, however, that a few Caprices were ordered with the optional 4-speed manual transmission, few or no power accessories, and the 425 hp (317 kW) 427 cubic-inch Turbo Jet V8. However most customers frequently ordered more civilized, but still powerful V8 engines such as the 325 hp (242 kW) 396 cubic-inch Turbo Jet V8 to handle multitudes of luxury options such as air conditioning, power windows, Cruise-Master speed control, power seats, an automatic headlight dimmer (1965 only) and stereo radios; several automotive history books noted that a fully-optioned Caprice rivaled the appearance, comfort and convenience of the Cadillac DeVille (which ironically was based on the Caprice and other B-body GM cars, but on a larger and more expensive C-body).
The 1966 Caprice received only minor detail changes from its 1965 predecessor that included a revised grille and new rectangular taillights which replaced the Chevrolet-traditional triple round taillights used in full-sized cars each year since 1958 with the exception of the bat-winged '59 model. New options for 1966 included the automatic "Comfortron" air conditioning system on which the driver could set a constant year-round temperature reading and a "Tilt and Telescopic" steering wheel that could be adjusted vertically in six positions as well as be telescoped further out from the steering column for improved driver comfort.
The Caprice sedan and coupe came standard with a luxurious cloth and vinyl bench seats with a folding center armrest in the rear seat. Optional on both models was a Strato bench seat which combined bucket-style seat backs and center armrest with a bench cushion for six-passenger seating. Coupes could also be ordered with an all-vinyl interior featuring Strato bucket seats and center console with floor shifter, storage compartment, courtesy lighting and full instrumentation at the front end of the console that was integrated with the lower instrument panel – in essence a more luxurious Impala SS in a formal-roofed bodyshell. Station wagons featured an all-vinyl bench seat interior.
The 1967 Caprice received a heavier restyling with more rounded bodylines along with revised grilles and taillights, optional front fender corner lamps which illuminated with the headlamps and a revised instrument panel with round instruments along with a new steering wheel. Also new this year was a dual-master brake cylinder along with optional front disc brakes, with other new options including a stereo 8-track tape player, power door locks and a fiber optics monitoring system. The same seating selections continued as before with revisions to trim patterns plus the new addition of all-vinyl upholstery as a no-cost option for conventional and Strato bench seats in sedans and coupes. Engines/transmission offerings were a carryover from 1966 except that the 425 hp (317 kW) 427 cubic-inch Turbo Jet V8 was no longer listed on the option list, leaving the 385 hp (287 kW) 427 as the top power offering. Also the three-speed Turbo Hydramatic transmission previously only offered with the 396 and 427 cubic-inch V8s was now available with the 275 hp (205 kW) 327 cubic-inch Turbo Fire V8. As with all 1967 cars sold in the U.S., Caprices featured the set of occupant protection safety features including an energy-absorbing steering column, soft or recessed interior control knobs, shoulder belt anchors, and more.
A minor facelift was made on the 1968 Caprice that included a new grille with taillights set into the bumper and optional hidden headlamps. 1968 Caprice coupes came standard with the new Astro Ventilation system, which included extra vents in the dash, and the removal of vent (wing) windows. Federally-mandated side marker lamps became standard on all US cars that year; the Caprice carried over the optional white corner marker lamps at the forward edge of the fenders in addition to the now-required amber parking lights which were illuminated with the headlights. The famous L72 427 cubic-inch 425 hp (320 kW) Turbo Jet was once again available. Also, a new 307 cubic-inch Turbo Fire V8 rated at 200 hp (150 kW) replaced the 195 hp (145 kW) 283 small block as the standard engine. Inside, the instrument panel was revised with a return to the horizontal sweep speedometer and a revised three-spoke steering wheel. The horizontal sweep speedometer made adding an optional instrument cluster a difficult proposition; this was solved by narrowing the speedometer within its opening and flanking it with engine-turned instruments in the place of warning lights. The fuel gauge, placed next to the speedometer within its own pod in the base models, was moved to its new place next to the speedometer. A tachometer took the place of the fuel gauge in the large opening left by the fuel gauge.
[edit] 1969–1970
The 1969 Caprice and other full-sized Chevrolets were restyled with crisper bodylines and front bumpers that wrapped around the grille (again with optional concealed headlights, for which headlight washers could be added as a new "one year only" option) along with ventless front windows on all models. The 119-inch (3,023 mm) wheelbase, inner bodyshell and framework were carried over from the 1965 model – along with the rooflines of pillared four-door sedans (which were offered in lesser Impala, Bel Air and Biscayne series, but not on Caprices, which continued only in two- and four-door hardtop choices only). The station wagon was renamed the Kingswood Estate, but continued to use exterior wood grain trim along with exterior and interior trim shared with Caprice sedans and coupes. Inside, front seat headrests were now standard equipment due to a federal safety mandate and the ignition switch moved from the dashboard to the steering column and doubled as a lock for the steering wheel when the key was removed, a Federal mandate that took effect with the 1970 models but introduced a year earlier on all General Motors cars.
The 1969 Caprice also offered a new GM-designed variable-ratio power steering unit as optional equipment along with a seldom-ordered "Liquid Tire Chain" option, which was a vacuum activated button that would spray ice melt on the rear tires (UPC option code is "V75"). The standard engine was enlarged to a 235 hp (175 kW) 327 cubic-inch V8 with optional engine choices including a new 350 cubic-inch Turbo Fire V8 rated at 255 and 300 hp (220 kW), a 265 hp (198 kW) 396 cubic-inch Turbo Jet V8, and 427 cubic-inch Turbo Jet V8s rated at 335 and 390 hp (291 kW). All V8 engines were now available with the three-speed Turbo Hydramatic transmission for the first time though the two-speed Powerglide was still offered with the 327 and 350 V8s.
The 1970 Caprice got a minor facelift featuring a more conventional under the grille bumper replacing the wrap-around unit used in 1969 along with new triple vertical taillights in the rear bumper. Power front disc brakes and fiberglass-belted tires on 15-inch (380 mm) wheels were made standard equipment along with a larger 250 hp (186 kW) 350 cubic-inch Turbo Fire V8. Optional V8s included a 300 hp (220 kW) 350 and a new 265 hp (198 kW) 400 cubic-inch Turbo Fire V8. At the top of the engine roster, the big block 427 was replaced by a new (and bored out) 454 cubic-inch Turbo Jet V8 offered in power ratings of 345 hp (257 kW) and 390 hp (290 kW). Both the 250- and 265 hp (198 kW) Turbo Fire engines were designed to use regular gasoline while the 300 hp (220 kW) 350 Turbo Fire and both 454 Turbo Jet engines required premium fuel.
A three-speed manual transmission with column shift was standard equipment as in previous years but the floor-mounted four-speed manual with Hurst shifter was dropped from the option list for 1970 as were the Strato bucket seats and center console previously offered on coupes. Automatic transmission options included the two-speed Powerglide on 350 V8s and Turbo Hydramatic with all engines.
[edit] Second generation (1971–1976)
Second generation
Production 1971–1976
Assembly Arlington, Texas, United States
Oshawa, Ontario, Canada
South Gate, California, United States
Tarrytown, New York, United States
Caracas, Venezuela[2]
Body style(s) 2-door hardtop
2-door coupe
4-door hardtop
4-door sedan
4-door station wagon
2-door convertible
Engine(s) 350 cu in Small-Block V8
400 cu in Small-Block V8
400 cu in Big-Block V8
454 cu in Big-Block V8
Related Buick LeSabre
Chevrolet Impala
Oldsmobile 88
Pontiac Bonneville
1976 Chevrolet Caprice Classic 4 door hardtopThe 1971 Caprice was completely restyled on a longer 121.5-inch (3,090 mm) wheelbase and featured more rounded fuselage styling similar to that pioneered by Chrysler Corporation on its 1969 full-sized cars, along with new flush "pull-up" exterior door handles and double-shell roofs – both features first appearing on the 1970½ Camaro and Pontiac Firebird. The basic "Full-Perimeter" frame and all-coil suspension were refined for improvements in ride and noise reduction. The new styling was highlighted by a Cadillac-like "egg-crate" grille with a "Caprice" emblem in the center and brushed metal trim surrounding the taillights on the rear deck.
Inside were revised interiors featuring a two-spoke cushioned steering wheel and new instrument panel with horizontal sweep speedometer and instrument placement similar to previous full-sized Chevrolets. Caprices continued to feature higher grade interiors than their Impala counterparts with luxurious cloth-and-vinyl upholstery on both sedans and coupes and a center front seat armrest on sedans, along with wood grain trim on dash, steering wheel and door panels plus carpeting on floor and lower door panels.
Station wagons now used a unique 125" wheelbase and were bigger than ever before. As with the year before, station wagons continued to use unique model names, however, the Kingswood Estate wagon was considered to be equivalent to the Chevrolet Caprice being the top level wagon. Unlike the years previous, station wagons used unique rear suspension, using a solid axle with leaf springs as opposed to the sedans and coupes coil springs and trailing arms. Also new was the "Glide-Away" clam shell style disappearing tailgate. This design had the glass upper portion of the tailgate slide into the roof, and the lower steel portion slide into a compartment under the floor, providing a completely open space with no tailgate in sight.
The cargo capacity was the biggest it would ever be for a Chevrolet wagon, at 106.4 cubic feet. With 100.5 inches (2,550 mm) from the front seat to the tailgate and 48.8 inches (1,240 mm) between the rear wheels, these wagons could easily carry a 4 x 8 sheet of plywood with the tailgate closed. Kingswood wagons came in 2-seat or 3-seat variants. The 3-seat model had a forward facing rear seat that was placed over the rear axle area allowing for two additional occupants making them 8-passenger wagons. The Kingswood Estate had the same standard 400 cubic-inch 2-barrel engine as the sedans, and the same engine options as the coupes and sedans. The station wagons were only available with single exhaust systems though so had the lesser power ratings.
Power front disc brakes were standard equipment, along with a larger 255 horsepower (190 kW) gross (170 hp (130 kW) net) 400 cubic-inch Turbo Fire V8. This engine, along with all optional power plants, were designed to run on regular leaded, low-lead or unleaded gasoline of 91 research octane or higher. To achieve this, all engines had the compression ratios lowered to 8.5:1. General Motors was the first of the big three to have all engines run on regular fuel and these changes were made to help meet the increasingly stringent emission regulations that were to come in to place in years to come.
Optional engines included 300 horsepower (206 net) 400 cubic-inch Turbo Jet V8 (not to be confused with the two-barrel 400 small block this engine actually displaced 402 cubic-inches) and 365 horsepower (272 kW) gross (285 horsepower (213 kW) net) 454 Turbo Jet V8 which came standard with dual exhaust. When equipped with dual exhaust, the 400 Turbo jet was rated at 260 hp (190 kW). At mid-year, the Turbo Hydramatic transmission and variable-ratio power steering became standard equipment on all Caprice models and lower-line models fitted with a V-8 engine.
Chevrolet specifications included both "gross" and "net" horsepower figures in 1971, which was a year before the industry wide transition to SAE net horsepower figures. The "gross" horsepower figures were based on the power rating of an engine as measured on a dynamometer with no accessories, exhaust system or emissions equipment installed. These measurements were not standardized, inaccurate and some manufacturers deflated or inflated power ratings to their advantage. SAE net horsepower standardized horsepower ratings in accord with SAE standard J1349 figures to get a more accurate horsepower figure. "Net" horsepower was measured "as installed" in a vehicle with power using accessories and emission equipment installed, exhaust systems, and air cleaners, leading to lower power ratings. For 1971, the 400 Turbo-Jet engine was rated at 300 gross horsepower with and without dual exhaust, while the more accurate net firgures show it rated at 206 hp (154 kW) with single exhaust and 260 with dual exhaust. Beginning in 1972, automakers would follow SAE standard J1349 and the "net" horsepower ratings were the only advertised ratings.
In its May 1971 issue Motor Trend magazine published a comparison road test that included a Caprice Coupe and a Cadillac Sedan de Ville. The tested Caprice was powered by the 454 V8 and loaded with virtually all available options to provide a more equal test of the two cars and match the level of equipment and opulence of the Cadillac. Though M/T noted that the Cadillac had a higher level of quality than the Chevrolet along with a far more luxurious interior (the DeVille was upholstered in leather while the Caprice had the standard cloth trim), the magazine ultimately considered the Chevy as the better value in its loaded form at $5,550.35 (base price $3,740) compared to the Cadillac's $9,081 price mainly due to the price spread of the two cars as tested and the fact that the $3,500 price difference bought only a bit more quality and a few more trick luxury options.
In 1971 dollars, that $3,500 difference meant that for less than the Cadillac's $9,081 price the buyer could go to his local Chevy dealer and buy a loaded Caprice sedan along with a smaller Chevrolet such as a Vega, Nova or Chevelle equipped with an automatic transmission, power steering and radio – and possibly still have some pocket change left.
The 1972 Caprice received a revised grille that was lower in height than '71 but still in an eggcrate pattern flanked by a new bumper with increased protection one year ahead of the Federal mandate. This was done by a bumper within bumper design. Heavy gauge beams reinforce the bumper which are attached to the frame. The rear bumper also featured this design and now had the triple taillights now mounted in the bumper. Engine offerings were carried over from 1971 with the switch to "net" horsepower ratings including 170 hp (127 kW) for the standard two-barrel 400 Turbo Fire V8, 210 hp (157 kW) (240 hp (179 kW) with optional dual exhaust) for the four-barrel Turbo Jet 400 big-block V8 and 270 hp (201 kW) for the four-barrel dual exhaust 454 Turbo Jet V8 (rated at 230 hp (172 kW) in wagons with single exhaust). Turbo Hydramatic transmission, variable-ratio power steering and power front disc brakes continued as standard equipment. New to the Caprice lineup was a pillared four-door sedan. All models also featured a revised "Astro Ventilation" system utilizing vents in the doorjams that replaced the troublesome 1971 version that used vents in the trunklid and turned out to be a major source of complaints to Chevy (and other GM divisions) dealers from customers.
The Caprice was renamed the Caprice Classic for 1973, a year highlighted by a new cross-hatch grille over the new 5 mph (8 km/h) energy absorbing front bumper and revised square taillights, again mounted in the bumper. Increasingly stringent emission standards added EGR (exhaust gas recirculation) valves to engines, and accordingly horsepower figures continued to drop. The standard Turbo-Fire 400 two-barrel was now rated at 150 hp (112 kW) while the only optional engine was the Turbo-Jet 454 V8 produced 245 hp (183 kW) with dual exhaust (215 hp (160 kW) with single exhaust used in station wagons). A convertible, brought over from the lesser Impala series, was moved to the Caprice lineup for the first time in 1973 and the wood grained-trim station wagon known as the Kingswood Estate since 1969 was renamed the Caprice Estate. A new option on Caprice Classic sedans and coupes was a 50/50 bench seat with recliner on the passenger side.
A new grille and taillights moved above the new 5 mph (8 km/h) rear bumper highlighted the changes for the 1974 Caprice Classic along with new thick "B" pillars and fixed rear quarter opera windows on two-door coupes, which essentially eliminated pillar-less hardtop design much like the GM intermediates did the previous year. Other bodystyles including the four-door pillared and hardtop sedans, convertible and Estate Wagon were carried over with only minor changes from 1973. New to the engine roster was a four-barrel version of the small block 400 cubic-inch Turbo Fire V8 rated at 180 hp (134 kW) (which was the standard engine on wagons and all cars sold in California, optional on other models in 49 states). All other engines were carried over from 1973 although the 454 Turbo Jet lost 10 horsepower (7.5 kW), now rated at 235 hp (175 kW) Also new for 1974 were integrated lap and shoulder seat belts and the unpopular "interlock" system that required the driver and front seat passengers to fasten seat belts in order to start the vehicle. The interlock mandate received so much public outcry that Congress rescinded it shortly after the introduction of the 1975 models. A new option this year was a remote control for the passenger-side outside rear-view mirror.
For 1975, the Caprice Classic and Estate Wagon received revised grille and taillight trim along with six-window styling on four-door models with the third window on the four-door hardtop essentially an opera window. The dashboard, radio and climate control graphics were revised; the speedometer read up to 100 mph (160 km/h), and had smaller numbers for kilometers per hour. The Caprice convertible would be discontinued after the 1975 model year along with its full-size B-body ragtop counterparts including the Oldsmobile Delta 88, Buick LeSabre and Pontiac Grand Ville. Just about 8,350 Caprice Classic rag tops found buyers in 1975, and both surviving Caprice Classic (1973 to 75) and Impala (1971, 1972) ragtops have demonstrated quite an appreciation in value. This depends on the car's overall condition with a low mileage, unmolested original always being highly coveted by collectors and fans.
1976 Chevrolet Caprice Classic Landau – during the 1975–76 model years, the Caprice reached its greatest overall length.As fuel economy became a bigger priority among Americans following the Arab Oil Embargo of late 1973 and early 1974, Chevy made the smaller 145 hp (108 kW) 350 cubic-inch small block V8 with two-barrel carburetor standard on all Caprice models except wagons for 1975. In California, the four-barrel 155 hp (116 kW) 350 V8 was the base engine and this engine was unavailable elsewhere. Optional engines included the 175 hp (130 kW) 400 small block V8 (standard on wagons) and 215 hp (160 kW) 454 big block, the last was not available in California. All engines except for the 454 were single exhaust systems with the introduction of the catalytic converter. Station wagons that used the 454 now featured dual exhaust as well. Also introduced this year were GM's "High Energy" electronic ignition and radial tires that were advertised as part of "Chevrolet's New Efficiency System." The theme of economy continued through to the new options this year: A new "Econominder" gauge package included a temperature gauge and a "fuel econominder", the second being a gauge alerting drivers as to when their driving habits caused the engine to use more or less fuel. Also new on the options list: intermittent windshield wipers, and 50/50 seating options on the Impala coupe/sedan and Caprice Classic convertible models.
The "Landau" model was also introduced in 1975, and was primarily an appearance package. Carried over unchanged into 1976, the Landau featured a choice of special paint colors, sports-styled dual remote outside rear-view mirrors, color-keyed wheel covers, a landau vinyl roof (with chrome band across the roof), a vinyl bodyside molding insert, and pinstriping. Inside there were color-keyed seat belts and floor mats. Fender and dashboard emblems rounded out the package. With minor changes, the Landau would be carried over into the 1977-era coupe models.
The 1976 Caprice Classic marked the sixth and final year of a body style introduced in 1971. The '76 Caprice weighed approximately 4314 pounds and was 222.9 inches (5.66 m) long, growing considerably from the 1971s 4040 pounds and 216.8-inch (5,510 mm) length. Only minor changes were made for '76, including an eggcrate grille similar to that of the 1976 Cadillac Calais/DeVille/Fleetwood flanked by new rectangular headlights, along with revised exterior and interior trimmings. Engine options remained virtually unchanged with the 350 two-barrel remained standard in everywhere but California where the 350 four-barrel was standard. The only change was the 350 four-barrel was available in sedans and coupes nationwide and rated at 165 hp (123 kW). The dual exhaust equipped 454 increased 10 hp (7.5 kW), rated at 225 hp (168 kW) and was still unavailable in California. Also available was the 180 horsepower (130 kW) four-barrel 400 V8 standard on wagons and optional on all other models. This was the final year for the big block 454 V8 to be offered, along with hardtop body styles and the clamshell-tailgate design for the station wagon.
First generation Production 1965–1970
Assembly Atlanta, Georgia, United States
Arlington, Texas, United States
Doraville, Georgia, United States
Flint, Michigan, United States
Framingham, Massachusetts, United States
Janesville, Wisconsin, United States
Lordstown, Ohio, United States
Los Angeles, California, United States
Norwood, Ohio, United States
South Gate, California, United States
St. Louis, Missouri, United States
Tarrytown, New York, United States
Wilmington, Delaware, United States
Body style(s) 2-door coupe
4-door sedan
4-door station wagon
Engine(s) 283 cu in Small-Block V8
327 cu in Small-Block V8
396 cu in Big-Block V8
427 cu in Big-Block V8
454 cu in Big-Block V8
307 cu in Small-Block V8
350 cu in Small-Block V8
400 cu in Small-Block V8
Transmission(s) 4-speed manual
3-speed manual
2-speed automatic
3-speed automatic
Related Buick LeSabre
Chevrolet Impala
Oldsmobile 88
Pontiac Bonneville
The Caprice began life in mid-1965 as a luxury trim package for the Impala four-door hardtop sedan (16639), in response to the successful Ford LTD series. This included a stiffer suspension, higher-grade cloth and vinyl seat and door trim (as well as thicker, higher-grade carpeting), walnut trim on the dashboard and door panels, pull straps on the doors, extra convenience lights, special full wheel covers and an optional vinyl top. The name for the Chevrolet Caprice was coined by Bob Lund (Chevrolet's General Sales Manager) after a classy restaurant he frequented in New York City. However, some say the Caprice was named after Caprice Chapman, daughter of auto executive and influential Indy-car official James P. Chapman.
The Caprice was very well received during its abbreviated first year in 1965. For 1966, the Caprice was expanded into a full top-line series to also include a two-door hardtop with a squared-off formal roofline (in contrast to the Impala/SS coupe's fastback roof) and a station wagon with simulated wood exterior trim – the first Chevy "woody" wagon since 1954. A V8 engine was installed in every Caprice. While features such as an automatic transmission, power steering, white sidewall tires, and vinyl top were extra-cost options, virtually every Caprice was sold with them. It is interesting to note, however, that a few Caprices were ordered with the optional 4-speed manual transmission, few or no power accessories, and the 425 hp (317 kW) 427 cubic-inch Turbo Jet V8. However most customers frequently ordered more civilized, but still powerful V8 engines such as the 325 hp (242 kW) 396 cubic-inch Turbo Jet V8 to handle multitudes of luxury options such as air conditioning, power windows, Cruise-Master speed control, power seats, an automatic headlight dimmer (1965 only) and stereo radios; several automotive history books noted that a fully-optioned Caprice rivaled the appearance, comfort and convenience of the Cadillac DeVille (which ironically was based on the Caprice and other B-body GM cars, but on a larger and more expensive C-body).
The 1966 Caprice received only minor detail changes from its 1965 predecessor that included a revised grille and new rectangular taillights which replaced the Chevrolet-traditional triple round taillights used in full-sized cars each year since 1958 with the exception of the bat-winged '59 model. New options for 1966 included the automatic "Comfortron" air conditioning system on which the driver could set a constant year-round temperature reading and a "Tilt and Telescopic" steering wheel that could be adjusted vertically in six positions as well as be telescoped further out from the steering column for improved driver comfort.
The Caprice sedan and coupe came standard with a luxurious cloth and vinyl bench seats with a folding center armrest in the rear seat. Optional on both models was a Strato bench seat which combined bucket-style seat backs and center armrest with a bench cushion for six-passenger seating. Coupes could also be ordered with an all-vinyl interior featuring Strato bucket seats and center console with floor shifter, storage compartment, courtesy lighting and full instrumentation at the front end of the console that was integrated with the lower instrument panel – in essence a more luxurious Impala SS in a formal-roofed bodyshell. Station wagons featured an all-vinyl bench seat interior.
The 1967 Caprice received a heavier restyling with more rounded bodylines along with revised grilles and taillights, optional front fender corner lamps which illuminated with the headlamps and a revised instrument panel with round instruments along with a new steering wheel. Also new this year was a dual-master brake cylinder along with optional front disc brakes, with other new options including a stereo 8-track tape player, power door locks and a fiber optics monitoring system. The same seating selections continued as before with revisions to trim patterns plus the new addition of all-vinyl upholstery as a no-cost option for conventional and Strato bench seats in sedans and coupes. Engines/transmission offerings were a carryover from 1966 except that the 425 hp (317 kW) 427 cubic-inch Turbo Jet V8 was no longer listed on the option list, leaving the 385 hp (287 kW) 427 as the top power offering. Also the three-speed Turbo Hydramatic transmission previously only offered with the 396 and 427 cubic-inch V8s was now available with the 275 hp (205 kW) 327 cubic-inch Turbo Fire V8. As with all 1967 cars sold in the U.S., Caprices featured the set of occupant protection safety features including an energy-absorbing steering column, soft or recessed interior control knobs, shoulder belt anchors, and more.
A minor facelift was made on the 1968 Caprice that included a new grille with taillights set into the bumper and optional hidden headlamps. 1968 Caprice coupes came standard with the new Astro Ventilation system, which included extra vents in the dash, and the removal of vent (wing) windows. Federally-mandated side marker lamps became standard on all US cars that year; the Caprice carried over the optional white corner marker lamps at the forward edge of the fenders in addition to the now-required amber parking lights which were illuminated with the headlights. The famous L72 427 cubic-inch 425 hp (320 kW) Turbo Jet was once again available. Also, a new 307 cubic-inch Turbo Fire V8 rated at 200 hp (150 kW) replaced the 195 hp (145 kW) 283 small block as the standard engine. Inside, the instrument panel was revised with a return to the horizontal sweep speedometer and a revised three-spoke steering wheel. The horizontal sweep speedometer made adding an optional instrument cluster a difficult proposition; this was solved by narrowing the speedometer within its opening and flanking it with engine-turned instruments in the place of warning lights. The fuel gauge, placed next to the speedometer within its own pod in the base models, was moved to its new place next to the speedometer. A tachometer took the place of the fuel gauge in the large opening left by the fuel gauge.
[edit] 1969–1970
The 1969 Caprice and other full-sized Chevrolets were restyled with crisper bodylines and front bumpers that wrapped around the grille (again with optional concealed headlights, for which headlight washers could be added as a new "one year only" option) along with ventless front windows on all models. The 119-inch (3,023 mm) wheelbase, inner bodyshell and framework were carried over from the 1965 model – along with the rooflines of pillared four-door sedans (which were offered in lesser Impala, Bel Air and Biscayne series, but not on Caprices, which continued only in two- and four-door hardtop choices only). The station wagon was renamed the Kingswood Estate, but continued to use exterior wood grain trim along with exterior and interior trim shared with Caprice sedans and coupes. Inside, front seat headrests were now standard equipment due to a federal safety mandate and the ignition switch moved from the dashboard to the steering column and doubled as a lock for the steering wheel when the key was removed, a Federal mandate that took effect with the 1970 models but introduced a year earlier on all General Motors cars.
The 1969 Caprice also offered a new GM-designed variable-ratio power steering unit as optional equipment along with a seldom-ordered "Liquid Tire Chain" option, which was a vacuum activated button that would spray ice melt on the rear tires (UPC option code is "V75"). The standard engine was enlarged to a 235 hp (175 kW) 327 cubic-inch V8 with optional engine choices including a new 350 cubic-inch Turbo Fire V8 rated at 255 and 300 hp (220 kW), a 265 hp (198 kW) 396 cubic-inch Turbo Jet V8, and 427 cubic-inch Turbo Jet V8s rated at 335 and 390 hp (291 kW). All V8 engines were now available with the three-speed Turbo Hydramatic transmission for the first time though the two-speed Powerglide was still offered with the 327 and 350 V8s.
The 1970 Caprice got a minor facelift featuring a more conventional under the grille bumper replacing the wrap-around unit used in 1969 along with new triple vertical taillights in the rear bumper. Power front disc brakes and fiberglass-belted tires on 15-inch (380 mm) wheels were made standard equipment along with a larger 250 hp (186 kW) 350 cubic-inch Turbo Fire V8. Optional V8s included a 300 hp (220 kW) 350 and a new 265 hp (198 kW) 400 cubic-inch Turbo Fire V8. At the top of the engine roster, the big block 427 was replaced by a new (and bored out) 454 cubic-inch Turbo Jet V8 offered in power ratings of 345 hp (257 kW) and 390 hp (290 kW). Both the 250- and 265 hp (198 kW) Turbo Fire engines were designed to use regular gasoline while the 300 hp (220 kW) 350 Turbo Fire and both 454 Turbo Jet engines required premium fuel.
A three-speed manual transmission with column shift was standard equipment as in previous years but the floor-mounted four-speed manual with Hurst shifter was dropped from the option list for 1970 as were the Strato bucket seats and center console previously offered on coupes. Automatic transmission options included the two-speed Powerglide on 350 V8s and Turbo Hydramatic with all engines.
[edit] Second generation (1971–1976)
Second generation
Production 1971–1976
Assembly Arlington, Texas, United States
Oshawa, Ontario, Canada
South Gate, California, United States
Tarrytown, New York, United States
Caracas, Venezuela[2]
Body style(s) 2-door hardtop
2-door coupe
4-door hardtop
4-door sedan
4-door station wagon
2-door convertible
Engine(s) 350 cu in Small-Block V8
400 cu in Small-Block V8
400 cu in Big-Block V8
454 cu in Big-Block V8
Related Buick LeSabre
Chevrolet Impala
Oldsmobile 88
Pontiac Bonneville
1976 Chevrolet Caprice Classic 4 door hardtopThe 1971 Caprice was completely restyled on a longer 121.5-inch (3,090 mm) wheelbase and featured more rounded fuselage styling similar to that pioneered by Chrysler Corporation on its 1969 full-sized cars, along with new flush "pull-up" exterior door handles and double-shell roofs – both features first appearing on the 1970½ Camaro and Pontiac Firebird. The basic "Full-Perimeter" frame and all-coil suspension were refined for improvements in ride and noise reduction. The new styling was highlighted by a Cadillac-like "egg-crate" grille with a "Caprice" emblem in the center and brushed metal trim surrounding the taillights on the rear deck.
Inside were revised interiors featuring a two-spoke cushioned steering wheel and new instrument panel with horizontal sweep speedometer and instrument placement similar to previous full-sized Chevrolets. Caprices continued to feature higher grade interiors than their Impala counterparts with luxurious cloth-and-vinyl upholstery on both sedans and coupes and a center front seat armrest on sedans, along with wood grain trim on dash, steering wheel and door panels plus carpeting on floor and lower door panels.
Station wagons now used a unique 125" wheelbase and were bigger than ever before. As with the year before, station wagons continued to use unique model names, however, the Kingswood Estate wagon was considered to be equivalent to the Chevrolet Caprice being the top level wagon. Unlike the years previous, station wagons used unique rear suspension, using a solid axle with leaf springs as opposed to the sedans and coupes coil springs and trailing arms. Also new was the "Glide-Away" clam shell style disappearing tailgate. This design had the glass upper portion of the tailgate slide into the roof, and the lower steel portion slide into a compartment under the floor, providing a completely open space with no tailgate in sight.
The cargo capacity was the biggest it would ever be for a Chevrolet wagon, at 106.4 cubic feet. With 100.5 inches (2,550 mm) from the front seat to the tailgate and 48.8 inches (1,240 mm) between the rear wheels, these wagons could easily carry a 4 x 8 sheet of plywood with the tailgate closed. Kingswood wagons came in 2-seat or 3-seat variants. The 3-seat model had a forward facing rear seat that was placed over the rear axle area allowing for two additional occupants making them 8-passenger wagons. The Kingswood Estate had the same standard 400 cubic-inch 2-barrel engine as the sedans, and the same engine options as the coupes and sedans. The station wagons were only available with single exhaust systems though so had the lesser power ratings.
Power front disc brakes were standard equipment, along with a larger 255 horsepower (190 kW) gross (170 hp (130 kW) net) 400 cubic-inch Turbo Fire V8. This engine, along with all optional power plants, were designed to run on regular leaded, low-lead or unleaded gasoline of 91 research octane or higher. To achieve this, all engines had the compression ratios lowered to 8.5:1. General Motors was the first of the big three to have all engines run on regular fuel and these changes were made to help meet the increasingly stringent emission regulations that were to come in to place in years to come.
Optional engines included 300 horsepower (206 net) 400 cubic-inch Turbo Jet V8 (not to be confused with the two-barrel 400 small block this engine actually displaced 402 cubic-inches) and 365 horsepower (272 kW) gross (285 horsepower (213 kW) net) 454 Turbo Jet V8 which came standard with dual exhaust. When equipped with dual exhaust, the 400 Turbo jet was rated at 260 hp (190 kW). At mid-year, the Turbo Hydramatic transmission and variable-ratio power steering became standard equipment on all Caprice models and lower-line models fitted with a V-8 engine.
Chevrolet specifications included both "gross" and "net" horsepower figures in 1971, which was a year before the industry wide transition to SAE net horsepower figures. The "gross" horsepower figures were based on the power rating of an engine as measured on a dynamometer with no accessories, exhaust system or emissions equipment installed. These measurements were not standardized, inaccurate and some manufacturers deflated or inflated power ratings to their advantage. SAE net horsepower standardized horsepower ratings in accord with SAE standard J1349 figures to get a more accurate horsepower figure. "Net" horsepower was measured "as installed" in a vehicle with power using accessories and emission equipment installed, exhaust systems, and air cleaners, leading to lower power ratings. For 1971, the 400 Turbo-Jet engine was rated at 300 gross horsepower with and without dual exhaust, while the more accurate net firgures show it rated at 206 hp (154 kW) with single exhaust and 260 with dual exhaust. Beginning in 1972, automakers would follow SAE standard J1349 and the "net" horsepower ratings were the only advertised ratings.
In its May 1971 issue Motor Trend magazine published a comparison road test that included a Caprice Coupe and a Cadillac Sedan de Ville. The tested Caprice was powered by the 454 V8 and loaded with virtually all available options to provide a more equal test of the two cars and match the level of equipment and opulence of the Cadillac. Though M/T noted that the Cadillac had a higher level of quality than the Chevrolet along with a far more luxurious interior (the DeVille was upholstered in leather while the Caprice had the standard cloth trim), the magazine ultimately considered the Chevy as the better value in its loaded form at $5,550.35 (base price $3,740) compared to the Cadillac's $9,081 price mainly due to the price spread of the two cars as tested and the fact that the $3,500 price difference bought only a bit more quality and a few more trick luxury options.
In 1971 dollars, that $3,500 difference meant that for less than the Cadillac's $9,081 price the buyer could go to his local Chevy dealer and buy a loaded Caprice sedan along with a smaller Chevrolet such as a Vega, Nova or Chevelle equipped with an automatic transmission, power steering and radio – and possibly still have some pocket change left.
The 1972 Caprice received a revised grille that was lower in height than '71 but still in an eggcrate pattern flanked by a new bumper with increased protection one year ahead of the Federal mandate. This was done by a bumper within bumper design. Heavy gauge beams reinforce the bumper which are attached to the frame. The rear bumper also featured this design and now had the triple taillights now mounted in the bumper. Engine offerings were carried over from 1971 with the switch to "net" horsepower ratings including 170 hp (127 kW) for the standard two-barrel 400 Turbo Fire V8, 210 hp (157 kW) (240 hp (179 kW) with optional dual exhaust) for the four-barrel Turbo Jet 400 big-block V8 and 270 hp (201 kW) for the four-barrel dual exhaust 454 Turbo Jet V8 (rated at 230 hp (172 kW) in wagons with single exhaust). Turbo Hydramatic transmission, variable-ratio power steering and power front disc brakes continued as standard equipment. New to the Caprice lineup was a pillared four-door sedan. All models also featured a revised "Astro Ventilation" system utilizing vents in the doorjams that replaced the troublesome 1971 version that used vents in the trunklid and turned out to be a major source of complaints to Chevy (and other GM divisions) dealers from customers.
The Caprice was renamed the Caprice Classic for 1973, a year highlighted by a new cross-hatch grille over the new 5 mph (8 km/h) energy absorbing front bumper and revised square taillights, again mounted in the bumper. Increasingly stringent emission standards added EGR (exhaust gas recirculation) valves to engines, and accordingly horsepower figures continued to drop. The standard Turbo-Fire 400 two-barrel was now rated at 150 hp (112 kW) while the only optional engine was the Turbo-Jet 454 V8 produced 245 hp (183 kW) with dual exhaust (215 hp (160 kW) with single exhaust used in station wagons). A convertible, brought over from the lesser Impala series, was moved to the Caprice lineup for the first time in 1973 and the wood grained-trim station wagon known as the Kingswood Estate since 1969 was renamed the Caprice Estate. A new option on Caprice Classic sedans and coupes was a 50/50 bench seat with recliner on the passenger side.
A new grille and taillights moved above the new 5 mph (8 km/h) rear bumper highlighted the changes for the 1974 Caprice Classic along with new thick "B" pillars and fixed rear quarter opera windows on two-door coupes, which essentially eliminated pillar-less hardtop design much like the GM intermediates did the previous year. Other bodystyles including the four-door pillared and hardtop sedans, convertible and Estate Wagon were carried over with only minor changes from 1973. New to the engine roster was a four-barrel version of the small block 400 cubic-inch Turbo Fire V8 rated at 180 hp (134 kW) (which was the standard engine on wagons and all cars sold in California, optional on other models in 49 states). All other engines were carried over from 1973 although the 454 Turbo Jet lost 10 horsepower (7.5 kW), now rated at 235 hp (175 kW) Also new for 1974 were integrated lap and shoulder seat belts and the unpopular "interlock" system that required the driver and front seat passengers to fasten seat belts in order to start the vehicle. The interlock mandate received so much public outcry that Congress rescinded it shortly after the introduction of the 1975 models. A new option this year was a remote control for the passenger-side outside rear-view mirror.
For 1975, the Caprice Classic and Estate Wagon received revised grille and taillight trim along with six-window styling on four-door models with the third window on the four-door hardtop essentially an opera window. The dashboard, radio and climate control graphics were revised; the speedometer read up to 100 mph (160 km/h), and had smaller numbers for kilometers per hour. The Caprice convertible would be discontinued after the 1975 model year along with its full-size B-body ragtop counterparts including the Oldsmobile Delta 88, Buick LeSabre and Pontiac Grand Ville. Just about 8,350 Caprice Classic rag tops found buyers in 1975, and both surviving Caprice Classic (1973 to 75) and Impala (1971, 1972) ragtops have demonstrated quite an appreciation in value. This depends on the car's overall condition with a low mileage, unmolested original always being highly coveted by collectors and fans.
1976 Chevrolet Caprice Classic Landau – during the 1975–76 model years, the Caprice reached its greatest overall length.As fuel economy became a bigger priority among Americans following the Arab Oil Embargo of late 1973 and early 1974, Chevy made the smaller 145 hp (108 kW) 350 cubic-inch small block V8 with two-barrel carburetor standard on all Caprice models except wagons for 1975. In California, the four-barrel 155 hp (116 kW) 350 V8 was the base engine and this engine was unavailable elsewhere. Optional engines included the 175 hp (130 kW) 400 small block V8 (standard on wagons) and 215 hp (160 kW) 454 big block, the last was not available in California. All engines except for the 454 were single exhaust systems with the introduction of the catalytic converter. Station wagons that used the 454 now featured dual exhaust as well. Also introduced this year were GM's "High Energy" electronic ignition and radial tires that were advertised as part of "Chevrolet's New Efficiency System." The theme of economy continued through to the new options this year: A new "Econominder" gauge package included a temperature gauge and a "fuel econominder", the second being a gauge alerting drivers as to when their driving habits caused the engine to use more or less fuel. Also new on the options list: intermittent windshield wipers, and 50/50 seating options on the Impala coupe/sedan and Caprice Classic convertible models.
The "Landau" model was also introduced in 1975, and was primarily an appearance package. Carried over unchanged into 1976, the Landau featured a choice of special paint colors, sports-styled dual remote outside rear-view mirrors, color-keyed wheel covers, a landau vinyl roof (with chrome band across the roof), a vinyl bodyside molding insert, and pinstriping. Inside there were color-keyed seat belts and floor mats. Fender and dashboard emblems rounded out the package. With minor changes, the Landau would be carried over into the 1977-era coupe models.
The 1976 Caprice Classic marked the sixth and final year of a body style introduced in 1971. The '76 Caprice weighed approximately 4314 pounds and was 222.9 inches (5.66 m) long, growing considerably from the 1971s 4040 pounds and 216.8-inch (5,510 mm) length. Only minor changes were made for '76, including an eggcrate grille similar to that of the 1976 Cadillac Calais/DeVille/Fleetwood flanked by new rectangular headlights, along with revised exterior and interior trimmings. Engine options remained virtually unchanged with the 350 two-barrel remained standard in everywhere but California where the 350 four-barrel was standard. The only change was the 350 four-barrel was available in sedans and coupes nationwide and rated at 165 hp (123 kW). The dual exhaust equipped 454 increased 10 hp (7.5 kW), rated at 225 hp (168 kW) and was still unavailable in California. Also available was the 180 horsepower (130 kW) four-barrel 400 V8 standard on wagons and optional on all other models. This was the final year for the big block 454 V8 to be offered, along with hardtop body styles and the clamshell-tailgate design for the station wagon.
chevy trailblazer ss
An SS model was introduced for the 2006 model year. This was the first time a production SUV wore the Super Sport badge.[5] This TrailBlazer came standard with a 6.0 L LS2 V8 based on the same engine that comes standard in the 2005-2006 Pontiac GTO. The LS2 is rated at 395 hp (295 kW) with 400 lb·ft (540 N·m) of torque and can accelerate from 0 to 60 mph in an estimated 5.8 seconds with quarter mile times around 13.5 seconds at 100.0 mph (160.9 km/h). Other differences entail the use of a 4-speed automatic transmission, a cold air intake package, a 4.10 ratio limited slip rear differential, a ZQ8 sport suspension, specially designed front brakes with brake pads similar to those found on the Corvette, and optional all-wheel drive (via a Torsen T-3 center differential).
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