The Duntov Files, Part 2 E-Book: Car Life Magazine July 1969 Wildest Corvette Test Yet, FREE E-Book

Next installment of FREE Corvette E-Books from K. Scott Teeters’ collection of Corvette Reference Material

Dateline: 10.24.18 – To download this free E-Book, CLICK HERE –  – I do not recall when “Car Life Magazine” stopped publishing, (old issues are available on eBay) but in the 1960s it was one of my favorite car magazines.

Back in the day, car magazines typically came out the same month, or the month before the specific month printed on the cover and on the footer of every page. I got my July 1969 issue of ”Car Life” as my summer vacation was beginning. I had just graduated from junior high school and was about to turn 15-years-of-age; almost two years away from when I could get my driver’s license!

Perhaps to smooth over the not so great roll out of the 1968 Corvette the year before, Zora Arkus-Duntov arranged for the ultimate Corvette road test of EIGHT different 1969 Corvettes! Three small-blocks and five big-blocks, plus Zora brought along his development ZL1 toy. I read that long article over, and over, and over that summer. By the time I went back to school in September, I was “Mr. Corvette”!

Enjoy and feel free to share with your Corvette friends. –Scott

Here are the PDF download links to all 4 of the Duntov Files, as of 2.16.21.

Duntov Files, Pt. 1

Duntov Files, Pt. 2

Duntov Files, Pt. 3

Duntov Files. Pt. 4

 

PS – You can download a low-resolution and high-resolution PDF version of the 1969 Corvette sales brochure from the GM Archives collection, HERE!


 

Founding Fathers Pt 4 of 6: Corvette Godfather, Zora Arkus-Duntov

Zora Arkus-Duntov: The Performance Godfather of all Corvettes

Dateline: 10.23.18 – One of the definitions of the word, “godfather” is; “one that founds, supports, or inspires”. Of all of the Corvette’s “Founding Fathers” none are more deserving of the term than Zora Arkus-Duntov. It is not an exaggeration to say that were it not for Duntov, the Corvette never would have made it past 1970!

Although the Corvette fit the definition of a “sports car”, when Chevrolet released the car in 1953, they said that the car was, “not a sports car”. But when Zora saw the Corvette at the 1953 GM Motorama in New York City, he said that it was the most beautiful car he had ever seen, and knew instantly that he wanted to be a part of the new Corvette team.

Zora was born on December 25, 1909 and his birth name was “Zachary Arkus”. Both of his parents were Russian Jews living in Belgium. His mother was a medical student and his father was a mining engineer. After the Russian Revolution the family moved back to Leningrad, Russia, but his parents divorced. His mother’s new partner was Josef Duntov. Years later, Zora and his brother, Yura added the surname, “Duntov” to theirs.

Josef Duntov was an engineer for the Soviet government and was transferred to Berlin, Germany. Zora loved Berlin. When he wasn’t attending classes at the Charlottenburg Technological University, he was drawing cars, writing papers, riding motorcycles, roaring around in his Type 30 Bugatti, and chasing girls. When Zora met Elfi Wolff, a beautiful German dancer with the Folies Bergere, it was love at first sight, and the couple married in France in 1939. When WW-II broke out in 1939, Zora and Yura wanted nothing to do with fascism, and joined the French Air Force. But when France surrendered, the entire Duntov family made plans to get out of France and immigrate to America.

All Zora ever wanted to do was build and race cars. After the family settled down in New York, Zora and Yura started the Ardun Mechanical Corporation, a machining company. Quickly, the company became a success, receiving an “A” classification with the Army Air Force Quality Control. Government work for the war effort made Zora and Elfi wealthy. After the war Zora and Yura made their contribution to the burgeoning hot rod industry that set the stage for Duntov’s part of the Corvette story.

Image: http://www.ardun.com/

Ford brought the V8 to the masses and it wasn’t long before guys started hot rodding the Flat-head V8 Ford. The design was cheap and simple, but didn’t breathe very well. Zora designed an aluminum, overhead valve hemi-head bold-on kit for the popular Ford flathead engine. The Ardun OHV Hemi heads took output from 100-hp to 160-hp; a 62-percent increase! They offered a conversion kit, a complete engine, and an all-out, 200-hp racing engine. While terrific as a concept, Zora wasn’t a “development engineer” and didn’t have the patience to sort out details. Through a series of business mistakes, the company eventually folded. Also, in 1946 and 1947 Zora had two failed qualifying attempts at Indy.

Photo: K. Scott Teeters – Duntov wanted to take a team of Corvette SS race cars to the 1957 24 Hours of Le Mans race, but the AMA Racing Ban stopped Zora’s Le Mans assault.

By 1948 Zora was looking for a racecar company to work for and took a job working for Allard England. Without a company to run, Duntov was able to stay focused on engineering and development work for Sydney Allard’s sports racing cars. In 1949 Zora raced an Ardun-powered Allard J2 at Watkins Glen, but had braking problems. Then in 1952 Zora drive a new Allard J2X at Le Mans, but broke an axle at the 14-hour mark.

Working for Allard was fun, but Zora knew there was no future there. In 1952 he came back to New York and started looking for employment with an American car company. Duntov applied with Chrysler, Ford, Lincoln-Mercury, Ford, and General Motors. Chrysler suggested that his racing engineering skills would be more suited to much smaller companies. He even tried Jaguar, but was rejected. A letter to GM’s Chief Engineer, Ed Cole in October was responded with an invitation to, “…stop by if you’re ever in Detroit.” But Cole passed Duntov’s letter to his head suspension/chassis engineer, Maurice Olley, who responded to Zora on January 5, 1953 with an invitation for an interview.

Around this time Duntov had his “Oh, WOW!” moment upon seeing the Corvette at the 1953 Motorama. After a long series of letters and interviews, on May 1, 1953, Zora Arkus-Duntov was hired by GM to work in the Chevrolet Engineering Department under Maurice Olley, with a starting salary of $14,000.

Zora and Elfie Duntov didn’t fit into the GM corporate culture, and Olley and Duntov did not get along at all. Zora solved engineering problems with an intuitive sense of mechanics – Olley wanted to see calculations. GM executives socialized at country clubs and played golf – Zora went to races and played around with boats on his weekends. Elfie passed on invitations to social lunches, preferring to spend time with her entertainer friends. Yes, the Duntov’s were misfits in GM’s stuffy gray suit world.

Three weeks into his employment Zora was almost fired by Olley because he announced that he was taking off to drive for Porsche at Le Mans in June. Although Duntov worked for Olley, he reported to Ed Cole, who begrudgingly let him go racing, but without pay.

Fortunately for all of us, Duntov got beyond his issues with Olley and was transferred to the GM Proving Ground. The work was beneath him, but he needed a job and soldered on. It was a speech he gave at a Lancing SAE meeting about how high-performance programs can enhance efficiency and reliability of passenger cars, and that the Corvette would be the perfect platform for such R&D work. While other engineers were more thorough in their development work, Zora had the deep understanding of racing, and the enthusiasm that could make Chevrolet an authority on performance cars.

By the time Duntov got to work on the Corvette, his initial conclusion was, “… the car really stunk.” Zora was coming from a racing perspective and the Corvette was never intended to be a racer. He said, “Since we can not prevent people from racing Corvettes, maybe it is better to help them to do a good job at it.” Thus began the evolutionary transition of a car that was never designed to be a racer. Duntov was the perfect man for the job; truly, there was no one else in Detroit in 1954 that could have made Earl’s beauty queen sports car into a fearsome racer. The super-successful C5-R, C6.R, and C7.R Corvette Racing Team owes it all to Zora Arkus-Duntov – and a ton of work.

Duntov’s serious work began late in 1955, and by February 1956 at Daytona Beach, his trio modified 1956 Corvettes set speed records. From there it was a class win at Sebring and “Bring on the hay bales!” 1957 saw the introduction of the 283 Fuelie and the first of a long series of RPO “Racer Kit” Chevrolet-engineered parts for racing Corvettes. Zora wanted to take a team of Corvette SS Racers to Le Mans in 1957 but the AMA Racing Ban stopped him.

Take a test drive with Zora!

By the late 1950s, thanks to the parts Duntov and engineer Mauri Rose developed for the RPO program, privateer Corvette racers were winning championships. Then, closing out the C1 generation, the Grady Davis Gulf One Corvettes took the 1961 SCCA B/Production and the 1962 A/Production Championships. To jump-start the C2 Sting Ray, Duntov launched the now-legendary RPO Z06 racer kit and the Grand Sport Corvette. Again, Zora wanted to take a team Grand Sports to Le Mans, but GM’s strict AMA Racing Ban got in the way and only five Grand Sports were built.

Duntov was relentless in pushing performance and created numerous mid-engine Corvettes prototypes. “Brakes” had been troublesome for racing Corvettes since 1956. By 1965, all production Corvettes had 4-wheel disc brakes. When the big-block was introduced in 1965, Chevrolet realized that cubic-inches were the easiest way to more horsepower. By 1967 Duntov introduced the fearsome 427 L88. From 1967-to-1969 only 216 L88 Corvettes were built, and are super valuable today. In 1969 427 ZL-1 was an L88 with an aluminum block, offered L88 power, with small-block weight.

In 1970 Zora released the 350 LT1, best small-block Corvette to that date. From 1970-to-1972 RPO ZR1 was the Racer Kit for small-block racers. And lastly, Zora was responsible for the 1974, customer applied, “Greenwood” widebody kit, available from the Chevrolet Performance Parts catalog. When Duntov retied in December 1974 he had a mid-engine Corvette in the works, but management said, “We’re selling all the Corvettes we can, why to we need a mid-engine Corvette?” Sure, “business is business” but it would have been so cool.

Without Duntov supplying raw performance, even Bill Mitchell’s beautiful Sting Ray wouldn’t have saved the Corvette. The Corvette survived because of racing and Corvettes raced because of Duntov. Therefore, Zora Arkus-Duntov ultimately deserves to title as “Godfather of the Corvette”.Scott

PS – You can readpervious installments of my “Corvette’s Founding Father Series from the bleelow links:

Corvette’s Founding Father’s, Pt 1 – Harley Earl, HERE.

Corvette’s Founding Father’s, Pt 2 – Ed Cole, HERE.

Corvette’s Founding Father’s, Pt 3 – Bill Mitchell, HERE.

And coming soon: Larry Shinoda and Peter Brock.

I’ll be offereing a free E-Book with all five of the Corvette’s Founding Fathers, soon!


 

Vintage Digital Corvette News Available at GMHeritageCenter.com

Printable PDF files of 13 “Corvette News” Magazines from 1958-to-1962

Dateline: 10-22-18 – National Sales Promotion Manage, Joe Pike came up with a brilliant idea in 1957/1958. To build a Corvette community, Pike created “Corvette News”, a quarterly publication that was only available to owners of new Corvettes! Talk about an exclusive club! I am pretty sure that “Corvette News” was the first-ever regularly published magazine for a specific model automobile. Joe Pike was one of the first batch of six men that were inducted into the National Corvette Museum’s Hall of Fame in 1998.

I was recently perusing around the GM Heritage Center’s website. The “GM Historical Brochures” section of the “Archives” section, has 16 different subjects covering; Cadillac, Camaro, Chevrolet Engineering, Chevrolet History, Chevrolet Trucks, Consumer Information, GM History, GMC, Manufacturing Facilities, Events, Portfolio, Service and Training, Corvette Historical Brochures, and Corvette News.

The Corvette Historical Brochures section has 47 sales brochures and the Corvette News section has 13 issues of Corvette News from Vol 1, Number 4, (1958) to Vol 5, Number 2 (1962).

The earliest issue covers the Corvette Rally scene, Pebble Beach coverage, information about Corvette Gymkhana events, a story about falconry and the U.S. Air Force Academy, front-end alignment, and Tuning Your 1958 Corvette. Most interesting is the one-page “Corvette Club Directory” listing a total of 13 Corvette Clubs in America!

You can download PDF versions of all 13 of these vintage “Corvette News” magazines in two different file sizes. The small (4MB) version is for viewing on your computer. The larger (62MB) version is if you want to send the file to a printer to be printed.

If you would like to add paper version of the Corvette News magazines to your Corvette library, modern local printers can print the high-resolution files in full color, and saddle-stitch them for you are very reasonable prices.

Each issue is a time capsule, a visual look back at a simpler Corvette and a simpler time in America. It probably didn’t seem like “simpler times” back then, and the Corvette was considered an advanced Chevrolet sports car. Modern electronics and computers allow today’s Corvettes to do the unimaginable from back then. But there’s a special kind of joy these purely mechanical performance cars gives.

I sure do hope that the webmasters at www.GMHeritageCenter.com add more vintage “Corvette News” issues soon. We’ll just have to keep checking back! To access the 13 available issues, CLICK HERE.Scott


PS – Here’s an anecdotal personal story I think you’ll find to be interesting.

I discovered Corvettes in 1965 when I accompanied my big brother Bob to the local Chevrolet dealer where he had just purchased a used 1957 Bel Air. He told me to wait in the showroom while he went back to the Service Department. On the showroom floor was a 1965 Sting Ray Coupe. I though it was the most beautiful thing I’d ever seen!

I must have looked bedazzled because a salesman came up to me and said, “You like that car, don’t ya, kid?” I said, “Yea!” Then he gave me a brochure and scribbled his name on the cover, right over the picture of the red Corvette! Maybe he thought my Dad would buy a Corvette. THAT wasn’t going to happen! I took the brochure home and must have read it a hundred times! That’s how it began for me.

About a year later one of my friends told me that his older brother once had a Corvette and that when he bought the car new, he got a free magazine. By that time I was buying every magazine I could find with anything about Corvettes, as well as building model car Corvettes. But when I saw a few of the issues of Corvette News, I copied the mailing address for Chevrolet. I knew who Zora Arkus-Duntov was by then (he kind of reminded my of my grandfather), so I decided to write him a letter asking for “specs” for Corvettes!

A few months later a package arrived from Chevrolet! Inside was a letter from Chevrolet Marketing (not Mr. Duntov, DRAT!), several Chevrolet General Specifications documents and a few issues of Corvette News. The letter thanked me for my interest and informed me that they were adding my name and address to the Corvette News mailing list!

Not only did I not have a Corvette (except for many 1/25th scale versions), I was about five years from getting my driver’s license! I kept getting Corvette News until around 1970 and still have many of them today in my Corvette library. Who knows, I might have been the only kid to be on the Corvette News mailing list! HA! – Scott

The Duntov Files, Pt. 1 E-Book: Zora’s 1969 427 ZL1 Racer

New series of FREE Corvette E-Books from K. Scott Teeters’ collection of Corvette Reference Material

Dateline: 10.19.19 – To download this free E-Book, CLICK HERE –  I have a very large collection of Corvette magazines and magazine clippings that date back to the late 1950s. Recently I was talking to a Corvette restoration expert about a project that he wants to take on. George is considering building a replica of Zora Arkus-Duntov’s 1969 427 ZL1 development mule.

Image: SuperChevy.com

This car got a good amount of ink back in 1969 and I have clippings of most of the published stories. So I scanned the pages and sent them to George for his reference. Then it occurred to me that to preserve this material, I should make themed PDF versions of my collection and put them out there to the Corvette community.

I’m calling the first wave of PDFs “The Duntov Files”. Corvette has always been a large group effort, but every successful enterprise has to have an enthusiastic figurehead. The Corvette is what it is today because of Duntov’s single-minded focus on Corvette racing. Were it not for racing, the Corvette wouldn’t have made it out of the 1950s.

This was one of Duntov’s many mule (toy) Corvettes.

Duntov’s built his 427 ZL1 development Corvette as if he was building an A/Production race car. Anything that wouldn’t be on a Corvette race car was removed. The car was outfitted with L88 fender flares to cover the wide American racing mag wheels shod with racing tires. The all-aluminum 427 ZL1 was opened up with racing headers and side exhaust. All Zora needed was numbers on the car and some sponsor decals. This was one cool toy!

Enjoy and feel free to share with your Corvette friends. – Scott

Here are the PDF download links to all 4 of the Duntov Files, as of 2.16.21.

Duntov Files, Pt. 1

Duntov Files, Pt. 2

Duntov Files, Pt. 3

Duntov Files. Pt. 4

 


 

Founding Fathers Pt 3 of 6: Bill Mitchell, Creator of the Corvette Look

When Harley Earl’s XP-122 “Corvette” debuted at the 1953 GM Motorama, the clean design was way ahead of cars of the day. The look reflected Earl’s style; long hood, low, and rounded – a simple yet beautiful design. Earl was five years away from retirement and had already handpicked his replacement, William L. Mitchell. Bill learned the corporate ropes from Earl, and while a faithful lieutenant, had his own unique style that completely changed the look of the Corvette.

This is Mitchell and the 1959 Stingray Racer. Note the red paint and clear hood scoop. This is what the car looked like when it was in the Elvis Presley movie, “Clambake”. See the photos of The King and the 1959 Stingray Racer at the bottom of this post.

One of Mitchell’s famous quotes is, “I got gasoline in my veins!” Mitchell’s father owned a Buick dealership, so Bill grew up surrounded by cars. Born on July 2, 1912 in Greenville, Pennsylvania, as a kid Bill was always drawing cars. His father sent him to Carnegie Tech to learn to draw something besides cars, but it didn’t work. After college Bill got a job at Collier Advertising as an office boy, went to night school for art, and quickly worked his way into the art department. Still “drawing cars”, Bill befriended Sam, Miles, and Barron Jr. Collier with the common interest in, you guessed it, cars.

On the weekends Bill would hang out with the Colliers at their Tarrytown, New York estate, between the Rockefeller and Stillman estates. The guys had a blast roaring around the grounds in MG sports cars. The Collier brothers were so into racing, they started the Sports Car Club of America, and their pal Bill was their official illustrator. Walter Carey, an industrialist and friend of Harley Earl, saw some of Bill’s illustrations and asked him if he ever considered designing cars. Bill answered, “No.” Carey suggests Bill send him some illustrations to forward to Earl. This was the summer of 1935 and by December, Harley Earl hired Bill Mitchell to work as a designer at General Motors. Bill would work for GM until he was 65 years old.

Bill was a natural and a quick learner. A year later, he was in charge of the Cadillac studio! Through the 1930s to the mid-1950s Mitchell created the 1938 Cadillac Sixty Special, the 1949 Cadillac Coupe DeVille, the 1955-1957 Bel Airs, and many other now-classic cars. Mitchell got along very well with Earl and was never on the receiving end of an Earl’s volcanic dress-downs; Bill knew how to “go-along to get-along.” Mitchell liked Earl’s Corvette and since he knew that Earl’s design kingdom would soon be his, had his own vision for a future Corvette.

On May 1, 1954 Mitchell was promoted to GM Director of Design, but still under Harley Earl. To save the struggling Corvette, Earl was directing the next Corvette based on his Olds “Golden Rocket” Motorama show car. The new designs were classic Earl: very rounded, with a bulbous top, a split rear window, and fins. But GM decided to drop Earl’s new concept to reevaluate the Corvette.

Here’s Bill Mitchell with his two favorite fish – the 1959 Stingray Racer and the 1961 Mako Shark-I. Snappy coat, Bill!

Meanwhile, Mitchell’s group was working on what would later be called the “Q-Corvette”. Upon his arrival back from the 1957 Turin Auto Show, Mitchell gave design studio manager, Bob Veryzer’s team photos from the show, with instructions that he liked the bulging fenders and sharp beltline of the Abarth 750 and the Abarth Alfa 1000 streamliner. Mitchell was looking for something new and different. He told the group of designers, “I want this form to be a complete breakaway from what we’ve seen around here in the past.”

Peter Brock was part of the team and was the youngest designer ever hired by GM. Brock described Mitchell as, “… garrulous, rather extroverted and often profane when he wanted to emphasize a point. Mitchell made sure everyone knew he was the boss, but still loved being “one of the guys.” Mitchell closed out his informal meeting saying, “I’ll be back in a few days kids; show me what you’ve got.” The young designers created dozens of sketches with Mitchell keying in on a Peter Brock sketch. The design process went around and around, yet each time Mitchell came back to Brock’s drawing, which eventually became XP-87, the Q-Corvette, which eventually became Mitchell’s 1959 Stingray Racer, but as a roadster.

Mitchell’s Stingray Racer was another chapter in his feisty career. After his promotion to VP of Design and despite GM’s racing ban, he indulged himself by “buying” the mule chassis of the 1957 Corvette SS, and had his guys adapt the Q-Corvette body to the chassis so that he could go racing. In a large meeting, GM president John F. Gordon said, “I thought everyone knew we were out of racing.” Later Mitchell asked Gordon, “Were you talking about me?” Gordon replied, “Damn right I was!” Mitchell asked. “Do I have to quit?” Gordon snorted, “You’ve got to quite right now!” Bill wrote Gordon a letter explaining that he got his job from racing, because that’s what he did – like a doctor going to conventions. Later Mitchell asked Gordon if he’d read the letter and Gordon replied, “I sure as hell did. You’re a good salesman. You can go ahead. Keep it off the property and spend your own money.” Yes, Bill dodged a bullet! Mitchell raced the car for two years and won a championship with no external marking besides, “Stingray”. The fan response was so intense; the next Corvette had be the Stingray.

1963 was a banner year for Bill Mitchell’s cars, as the Sting Ray and his “personal luxury car” the Buick Riviera both arrived. Like the Sting Ray, Mitchell didn’t lay down a single line himself, he knew what he wanted and gave direction until he saw what he was thinking. His instructions for the Riviera were that he wanted to combine a Rolls Royce with a Ferrari. That interesting mix turned into another Mitchell classic.

As soon as the 1963 Sting Ray released, Mitchell got started on the next new Corvette. When he brought in his team of advanced designers, lead by Larry Shinoda, he told them he wanted, “…a “narrow, slim, selfish” center section and coupe body, a prominently tapered tail, an “all of one piece” blending of the upper and lower portions of the body, and prominent wheels with protective fenders that were separate from the main body yet grafted organically to it.” While that sounds obtuse, it does describe the Mako Shark-II. When the Mako Shark-II was shown to management in April 1965, it was unanimous, the next Vette had to be the shark. Outrageously, they wanted it as a 1967 model.

Bill Mitchell’s personality was as intense as his designs. Mitchell didn’t hold division general managers in high esteem, and he hated engineers trying to be designers. He once told a general manager, “I don’t tell you how to make your car or run your plant. Keep your damn nose out of design.” Bill didn’t like smaller cars and once said, “It’s hard to tailor a dwarf.” Mitchell detested focus groups and committees and said, “You can’t design by committee. You have to say, “This is what I want to do.” On the same topic, he said, “Frank Lloyd Wright did not go around ringing doorbells asking people what kind of houses they wanted.”

Many that worked with Mitchell admired him greatly. Designer Roy Lonberger described bill as, “The most authentic man I ever met. His focus never changed, his design vision was laser clear. He changed designs with complete responsibility to design a car. He delegated responsibility, but never abdicated his own. You always knew where you stood with Mitchell because he told you.” Larry Shinoda got along wonderfully with Bill, but Duntov, now so well. They had a famous blowout when Zora came into Bill’s studio complaining about the Sting Ray’s split window. Incensed that a lowly engineer would demand he change his design, a shouting match ensued. Mitchell called Duntov “Zorro” and Duntov called Mitchell a “red-faced baboon”! Duntov was persona-non-grata in Mitchell’s studio for a long time. Designer Robert Cumberford said, “I liked him because he was enthusiastic about things, but he could be crude and vulgar.” Chuck Jordan, eventual VP of Design said, “He certainly loved women. Bill once told me, “If God made anything better than a woman, he kept it for himself.”

When Mitchell retired in December 1977, GM’s upper management decided that never again would they allow a VP of Design with so much power. Mitchell’s successor, Irv Rybicki was totally unlike Bill – some called him a “Yes Man” claiming that’s why 1980s GM’s cars were so boring. A few years before his death in 1988, Mitchell has this to say about the C4 Corvette, “That square box is pretty near plastic… the instrument panel – Dracula’s dressing room… it rides like a truck… it isn’t a style car, it’s an machine car… engineers are running it. Earl would never let that – I would never let that happen, and I condemn the guys for it!” He also said, “My time is over.” Fast forward to the Tom Peters C6 and C6 design era and I believe Bill Mitchell would approve. Scott


Corvette’s Founding Fathers, Pt. 1 – Harley Earl, CLICK HERE.

Corvette’s Founding Fathers, Pt. 2 – Ed Cole, CLICK HERE.

Here’s Elvis Presley and the 1959 Stingray Racer from the 1967 movie “Clambake”.

Founding Fathers, Pt 2 of 6 – Ed Cole, the Corvette’s Godfather, Pt 2 of 6

Ed Cole was the Corvette’s Corporate Angel

 

Dateline: 10.2.18 (All images GM Archives) The Corvette is arguably the greatest enigma in Detroit history. Every car line has to carry its own sales weight. In 1957 6,339 Corvettes were sold, the same year, Ford sold 21,380 Thunderbirds. Corvette sales didn’t surpass that figure until 1963 when 21,513 Corvettes sold. How did the Corvette survive? The Times and Angels.

It was the Wild West days when William Durant founded General Motors on September 16, 1908. By 1910 Durant lost control of General Motors to a bankers’ trust. In 1912 Durant started Chevrolet, secretly bought back controlling shares of General Motors, reorganized in 1916 as “General Motors Corporation”, only to lose control again in 1918.

Successful industrialist Alfred P. Sloan, became vice president of GM in 1918, then president 1923, and brought order and structure to the chaotic company. Sloan created autonomous operating divisions, centralized policies, planning, annual model changes, platform engineering, and emphasized “styling.” Sloan hired Harley Earl specifically to “style” GM cars. Eventually, GM owned 43-percent of all car sales! By 1955 GM sold over 5 million vehicles and was the first corporation to post $1 Billion dollars profit!

Ed Cole was born on September 17, 1909 and grew up on his family’s dairy farm. As a kid, Ed designed, built, and sold radio sets and when he was old enough, the natural mechanic started working at an auto parts supply store and building hot rods. For a time, Ed thought he wanted to be a lawyer, but that “car thing” got in the way.

In 1926 GM bought the Flint Institute of Technology and renamed it, “General Motors Institute”, focusing on creating industry and business leaders through a co-op program, teaching all aspects of automobile manufacturing. Cole enrolled in 1930 and was so bright that by 1933, without finishing his GMI education, he was hired by Cadillac’s engineering department. During WW-II Ed became the chief design engineer on GM’s light tanks and combat vehicles program. In 1946 Cole was promoted to chief engineer at Cadillac and was the lead engineer on the groundbreaking, 1949 Cadillac 331 OHV high-compression, high-revving engine. Ed Cole was the “go-to” guy in GM engineering, with great things ahead of him.

There was a tremendous economic boom after WW-II thanks to pent up consumer demands after the long depression and war, but by the early 1950s a slowdown was in the making. A month after the Corvette made its debut at the New York Motorama; Harlow H. Curtice became the President of GM and understood that to make money, you have to spend money. In February 1954 Curtice announced a $1 Billion dollar plant and facilities expansion plan. Ford announced their own $1 Billion dollar capital expenditure and Chrysler committed $500 Million for expansion. Curtice doubled down with another $1 Billion and third triage of $1 Billion in 1956! Time Magazine voted Curtice “Man of the Year” for 1956. Curtice said, “General Motors must always lead.” GM was the largest corporation in the world and Ed Cole’s star was rising.

With the success of the Cadillac 331 engine, Cole was in a prime position. In 1952 Chevrolet general manager Tom Keating promoted Ed to Chevrolet’s chief engineer. Cole’s major assignment was the replacement for the 23-year-old Chevy Stovebolt Six. A V8 project was in the works, but Cole hated it and started from scratch, instructing his team that the engine should be compact, lightweight, and powerful. By the fall of 1954, the new 265 V8 was ready for 1955 Chevrolet cars, including the Corvette. No one dreamed the basic design would still be produced over 60 years later. The next step in Cole’s career was Chevrolet general manager in 1956.

In 1952/1953 a 43-year-old Russian engineer seeking employment named Zora Arkus-Duntov sent letters to Studebaker, Chrysler, Lincoln-Mercury, Ford, and General Motors, explaining his background in engineering and racing. Duntov was told that he’d find better opportunities with smaller companies, because big car companies make bread-and-butter vehicles, and don’t have much need for his skills. Zora wrote two letters directly to Chevrolet engineering chief, Ed Cole. In November 1952 Cole personally responded with, “… if you are ever in Detroit, let me know.” Duntov wasn’t happy, at least is wasn’t, “Thanks, but no thanks.”

As providence would have it, Zora went to the GM Motorama at the Waldorf Astoria Hotel and “fell in love” with Harley Earl’s EX-122 “Corvette” concept car. Years later Duntov said, “… I thought it was the most beautiful car I had ever seen…” Just before the event, Maurice Olley, Ed Cole’s chassis and suspension man, was given Duntov’s first letter to respond to. On January 5, 1953 Olley wrote to Duntov, “If you are still available, and would consider employment with Chevrolet Engineering, we can arrange an interview.” After numerous letters and an interview in March with Cole and Olley, Duntov was offered a job as an assistant staff engineer, with a salary of $14,000. On May 1, 1953, Duntov was “let in the door” and things would never be the same.

Ed Cole’s motto was, “Kick the hell out of the establishment!”. Cole also hired Frank Winchell and three-time Indy 500 winner and engineer, Mauri Rose. Duntov and Rose hit it off great. Their boss, Maurice Olley, was a quite Englishman who did not like outbursts of enthusiasm; such as whistling. Rose could be abrasive and Duntov was outgoing and gregarious. It didn’t take long for Duntov and Olley to start chaffing. The GM blue/gray suit world was a very different from Zora’s European continental culture. The culture clash was shocking to Duntov.

Olley did not like Zora’s “Let’s try this!” style of engineering, he wanted calculations. Soon, Olley suggested Duntov might consider employment somewhere else. The final straw came when Duntov told Olley he was off to the 24 Hours of Le Mans drive for Allard. Olley said, “No!” so Duntov went over his head to Cole, who wasn’t much happier. Ed explained that Maurice was retiring soon and Zora was in good position to fill Olley’s place. When Zora explained that the Allards used Cadillac engines and engineers for assistance, Cole grudgingly agreed, but Duntov’s junket would be without pay. Zora was so put off, he bought a one-way ticket, intending to not return, and send for Elfi later! I’m sure that Ed Cole’s colleagues were telling him, “Ed, he’s all yours!” Duntov would be both “angel and devil” for Cole for the rest of his career at GM.

Although Cole was a corporate man, in his heart he was a car guy, and knew that the new 265 Chevy engine would be hot. Cole decided that two 1956 Chevy 210s should run the Pikes Peak Hill Climb with Duntov as part of the team and driver. The project was very successful with the cars breaking records. At the celebration party, Duntov proclaimed, “We ought to introduce the 1957 Corvette in a spectacular manor… lets show how fast the car will go!” Cole said, “Sure! How fast?” Duntov answered, “150-miles-per-hour!” Cole responded, “Yea, we should do that.” Duntov, being from another culture, thought Cole was serious!

Back at work, Duntov told his team, “Ed Cole said we should make a 150-mph Corvette.” So, the team set about the task. After some impressive performances with a heavily-modified mule 1954 Corvette with a 265 engine using a Duntov cam and aero tricks of the day, a team of three Corvettes went to the 1956 Daytona Beach Speed Trials. With John Fitch, Betty Skelton and Duntov driving, records were broken and the publicity was great. Cole was so thrilled; he proposed a three-car team to race at Sebring. Shockingly, Duntov told Cole that he wasn’t interesting in racing streetcars, so Cole put racer and engineer John Fitch in charge of the four-car Sebring effort. Duntov couldn’t resist a racing experience and joined the group of Chevrolet engineers. The Corvette took two class wins and Chevrolet ran their famous “Real McCoy” ads.

Later in 1956, Duntov heard that Harley Earl wanted to take a D-Type Jaguar, make a new “Corvette” body, and drop in a Corvette engine. This might have been a ploy, but Duntov said, No way!” Thus began the Corvette SS Racer project. Despite an embarrassing Sebring debut, Duntov was confident he could get the car ready for a three-car team for the 24 Hours of Le Mans. Unfortunately, GM chose to enforce the 1957 AMA Racing Ban. Not even Ed Cole could help.

The best Cole could do was to put Duntov and Mauri Rose in charge of a new “Off Road” parts program. Duntov handled the engineering and Rose worked with racers to field test the parts. This was the beginning of the Duntov “Racer Kit” series of options for Corvette customers. Cole’s idea birthed legends, including; 1957 RPO 684, 1963 RPO Z06, 1967 RPO L88, 1970 RPO ZR1, and many more. Ed Cole went on to become group vice president in 1961, executive vice president in 1965, and GM’s president in 1967.

Cole faced mandatory retirement from GM in 1974 at the age of 65. He immediately went to Checker Motors Corporation (Checker Cabs) and became chairman and CEO and was also chairman of International Huskey. Cole was an avid flier and a pilot. On May 2, 1977 Cole was tragically killed flying his private twin-engine Beagle B.206 Series 2 plane near Kalamazoo, Michigan.

 

 

Image; National Corvette Museum

1998 the National Corvette Museum launched there Hall of Fame. Ed Cole was one of the six men inducted that also included; Harley Earl, Zora Arkus-Duntov, Bill Mitchell, Joe Pike, and Larry Shinoda. – Scott

Watch Footage of the Mid-Engine Corvette at the Nurburgring – VIDEO

C8 Mid-engine test driver flogging the pants off a C8 mule Corvette and having too much fun!

It will not be long! I speculate that the mid-engine Zora Corvette will debut either this November at the Dubai (the exact date has not yet been set, for more info, CLICK HERE), or at the Detroit Auto Show in January 2019. I say this because the recent batch of photos and videos are very clear. Some of the surface details might be what they call “holder pieces”, but we now clearly know the C8’s overall shape. The debut can not be far off.

The video also provides another big hint as to what’s under the hood. Watch and listen for yourself. All I’ll say is that the car sounds very tame.

Special thanks to Jalopnik.com for the excellent video. Jalopnik.com offers more commentary HERE. – Scott

FINALLY! Clear Images of the Mid-Engine C8 Corvette! CAST YOUR VOTE!

Yes, these C8 Mid-Engine Corvette mules are wearing camo, but at least the vinyl pads are off!

It’s getting close. Mid-engine Corvette mules have been seen on public roads wearing that crazy camo wrap, but at least we can see the basic shapes. The headlights taillights, front grille openings and engine cover are probably “holder” pieces, as they look too awkward to be the finished details.

All of the major car magazines and blogs are all over this showing the same images. Check them out from Motor1.com, HERE.

Our friend Chris Draper, star of the YouTube channel, “My Corvette Life” has different images that he got from his friend Rick Conti.

I’ve seen this over and over in the past. As the grand debut closes in, photos surface with odd, misshapen, goofy-looking parts and pieces that make the mules look, well, like ugly mules. However, this latest batch of images definitely shows the general shape and proportion. That is, unless the mule body is a total con job. Continue reading “FINALLY! Clear Images of the Mid-Engine C8 Corvette! CAST YOUR VOTE!”


Corvette Daytona Prototype (DP) OBSOLETE? WHAT? – Video

Shades of the 1963 Grand Sport, the Corvette Daytona Prototype is now racing in the Historic Sportscar Racing series!

 

Dateline: 8.24.18 – Illustrations by K. Scott Teeters –  Time flies when you are having fun racing and winning. But five years can be an eternity in prototype sports car racing. I was shocked to see a report on Jalopnik.com that the five year old Corvette Daytona Prototype is now relegated to vintage historic racing events.

The story points out that just two years ago in 2016, the Whelen Engineering Action Express Chevrolet Corvette Coyote Daytona Prototype took the Driver’s Championship with Eric Curran and Dane Cameron in the driver’s seat.

The above 3-minute 20-second in-car video gives you a sense of what an awesome machine the Daytona Prototype Corvette is. GM Racing’s only involvement was with the basic body design. Pratt & Miller, along with Riley Technologies, Dallara, and Coyote designed and built the Daytona Prototype’s chassis. Power comes from a racing version of the C6 Z06’s LS7 engine. Continue reading


Corvette Daytona Prototype (DP) OBSOLETE? WHAT? – Video”


Vintage Grand Sport Corvette Films from 1962 and 1963 – 2 VIDEOS

See the original Grand Sports in action at Sebring 1962 and Nassau 1963!

Dateline: 8.13.18 – Photo: GM Archives Last week while finishing up a story about Bill Tower’s Grand Sport #005 Corvette for Vette Magazine, I came across two YouTube videos posted by GM Heritage Center. The videos are silent and were probably shot with an 8mm camera that someone brought along to the events. The film looks like hand-held and amateurish, not at all the same quality of the Jam Handy films from that era. But, you do get to see the Grand Sports in action.

The above film was shot in December 1962 when Zora Arkus-Duntov took Grand Sport #001 to Sebring for testing. Note how “stock” the original batch of Grand Sports, originally called the “Lightweights” looked. Grand Sport Corvettes always suffered from front end lift which was mostly attributed to the shape of the Sting Ray. While the front end design of the Sting Ray indeed let way too much air flow UNDER the car, another big factor in the lift was how the new Corvette’s rear suspension would “squat” down. Continue reading


Vintage Grand Sport Corvette Films from 1962 and 1963 – 2 VIDEOS”


AutoWeek Reposts Their 2003 Grand Sport Reunion Story

Fifteen years ago, all five Grand Sport Corvettes gathered at the Amelia Island Concours d’Elegance event.

Dateline: 8-2-18 (Photo Credit – AutoWeek) This was arguably the first time ALL FIVE 1963 Grand Sport Corvettes were all together in one place. Perhaps “once” after all five Grand Sports were built in the last months of 1962, all five cars might have been together, but there’s no documentation. So, it only took 50 years for all five Grand Sports to be in one place and be formally documented.

Zora Arkus-Duntov wanted to build 125 Grand Sports to be homologated as “production” Corvettes, available through local Chevrolet dealerships. Imagine that! And, Duntov also wanted to take a team of Grand Sports to Le Mans. Ahh, it could have been so cool!

No sooner had the Grand Sports been completed, word got up to the top level of GM and Duntov’s racing program came to a screeching halt. From there, Continue reading


AutoWeek Reposts Their 2003 Grand Sport Reunion Story”


Is Chevy Working on a COPO Corvette?

This could be just another concept Corvette, or it might be a COPO road racer Z06 Corvette!

Dateline: 5.25.18 – The last time we saw something like this was in 2010 when Chevy showed the Z06-X Concept Corvette. The formula is the same; your basic Z06 with all the latest racer-type hardware. This is right out of the old Zora Arkus-Duntov RPO “racer kit” model from the ’50s, ’60s, and ’70s.

Autoblog.com has a full set of images of this variation-on-a-theme, and a report that you can read HERE.

Image Credit: Car and Driver Archives

The first time we ever saw something like this was back in 1969 when Duntov held court at the GM Proving Grounds with one of his mule development Corvettes. Zora and his team built a big-block Corvette like a racer would have; they removed everything that shouldn’t be on a racecar and added everything that should be on a racecar, plus a ZL-1 engine! Continue reading


Is Chevy Working on a COPO Corvette?”