History of the Corvette
 
 
 
 
As car companies spend millions of dollars each year advertising new car models, consumers rarely question who designs the cars that appeal to our individual style. While the style of a car may be just as important to us as how the car runs, automobile manufacturers did not begin to pay attention to car designs until the 1920s. It was not until 1927, when General Motors decided to hire designer Harley Earl to displace Ford Motors prominence in the automotive world that design became important. What Henry Ford did for the automobile is what Harley Earl did for car design. Harley Earl loved Sports Cars, and returning GI's after World War II were bring home MGs , Jaguars, and he like.. Earl convinced GM that they needed to build a sports car. The result was the 1953 Corvette! Harley Earl Corvette debuted in January of 1953 as a show car in the GM Motorama. It was a stylish two-seat convertible, designed to show the world that GM could create a sports car to compete with European nameplates like Jaguar and MG. All 1953 Corvettes were Polo White with red interiors.

The response to the Motorama show car was overwhelmingly positive, and production began that June in Flint, Michigan. It would change the landscape of the American road forever.

The 1953 Corvettes were built by hand and appeared nearly identical to the Motorama car. They were powered by the existing Chevrolet 235-cu.-in. 6-cylinder engine that was modified with a three-carburetor design and dual exhaust to give it more sports car-like performance. Named the Blue Flame Special, this engine generated 150 horsepower, and it was teamed with a 2-speed Powerglide automatic transmission. This powertrain, however, did not live up to the performance expectations of sports car buyers. Although sales climbed to 3640 units in 1954, they fell off dramatically to just 700 in 1955 setting off rumors that Corvette might be a short-lived automotive experiment. But Zora Arkus-Duntov had different ideas.

Arkus-Duntov, an engineer on the Corvette team since 1953 and a former European road racer, set out to give Corvette the two things it needed most -- better performance and better handling. Corvette's evolution into a true sports car began in 1955 when a 265-cu.-in. V8 that generated 195 horsepower was offered; and by the end of the model year, a 3-speed manual transmission was also available. Zora Arkus-Duntov In 1955, driving a prototype V8-powered Corvette, Zora Arkus-Duntov set a new record in the Daytona "Measured Mile" at just over 150 miles per hour.

Corvette received its first major styling update in 1956. Changes included an all-new body with "scooped out" sides, outside door handles, roll-up windows and an optional removable hardtop. 

Corvette got a performance boost to go along with its styling in 1957. The 283-cu.-in. V8 was modified with fuel injection to produce an unprecedented 283 horsepower, and a new 4-speed manual transmission was offered as a $188 option -- making Corvette one of the first cars in the world to mate a fuel-injected V8 engine with a 4-speed manual gearbox.
 Corvette lit up the streets in 1958 in more ways than one. The fuel-injected 283-cu.-in. V8 was now producing up to 290 horsepower, and Corvette's new body design featured four headlights. Zora retired in 1975, turning the reins over to Dave McLellan. At 81 years of age, Zora Arkus-Duntov was still passionate and opinionated about his car, the Corvette. It was during the time between Zora's retirement and his death that his legend grew. When ever anything Corvette happened, Zora was there. A member of the Drag Racing Hall of Fame, the Chevrolet Legends of Performance, and the Automotive Hall of Fame, Zora took part in the rollout of the 1 Millionth Corvette at Bowling Green in 1992. He also drove the bulldozer at the ground breaking ceremonies for the National Corvette Museum in 1994. Six week before his death, Zora was guest speaker at "Corvette: A Celebration of an American Dream", an evening held at the showrooms of Jack Cauley Chevrolet Detroit. On had that night were Dave McLellen and the Current Corvette chief engineer Dave Hill, but no one could argue that Zora stole the show. Larry Shinoda The Corvette Sting Ray, the Z-28 Camaro, and the BOSS 302 Mustang were all designed by Larry Shinoda. Larry, a Los Angles, California native, went to work for Ford Motor Company in 1955 after being kicked out of the Art Center College of Design in Los Angles for being in Larry's words "a malcontent". He stayed at Ford for one year, then moved to Packard in January of 1956. During his time with Packard, things were slow and the company was in financial trouble. Larry took a leave from the company and went to Indianapolis and worked on the car that won the Indy 500 that year driven by Pat Flaherty, a Watson built car, but styled by Larry.  In September of 1956, Larry Shinoda went to work for General Motors. Larry worked a little on the SS racer, mostly details, but when Bill Mitchell purchased the SS mule chassis from GM,  Larry went to work in Mitchell's basement, refining the design of the clay model into what would become the 1959 Sting Ray sports racer. Because GM had banned racing, the Sting Ray did not say Corvette anywhere on the vehicle. Larry was mechanic, pit crew, designer and what ever else was required on the car. Dr. Dick Thompson drove the Sting Ray racer. The Sting Ray Racer was the foundation for the 1963 Shinoda designed Corvette Sting Ray. Dr. Dick Thompson Dick Thompson, a dentist by trade, started racing in 1956 with the support of Zora Arkus-Duntov. Thompson won numerous races in the late 50's and 60's, and took the SCCA championship in 1956, 1957, 1960, 1961 and 1962 in Classes A, B and C. In 1963, he won at Watkins Glen driving a Corvette Grand Sport, and was class winner at Sebring in 1957. He also took third place at Daytona in 1963, and took the win in 1970 in the GT class. Thompson used his knowledge of the Corvette to write "The Corvette Guide" in 1958. Thompson was distinguished as "The Flying Dentist", and he brought credibility to the Corvette as a world class sports car. The 1960s -- Gaining Momentum
In 1960, Corvette production topped the 10,000 mark for the first time. It was now carving out a solid niche in the market and becoming a part of American culture.

In each year between 1960 and 1962, performance and styling enhancements made it more and more appealing to a wide variety of buyers. 1961 was the first year for Corvette trademark quad taillights. In 1962, engine displacement was increased to 327 cu. in. and top horsepower was up to 360.

But the most exciting changes were still a year away. Since the inception of the Corvette in 1953, it was no secret that many within General Motors and even within Chevrolet had conspired to do away with the fiberglass bodied sports car. The car was low volume, and lacked the profitability to which GM was accustomed. But the Corvette had a strong image. Ed Cole, Zora Arkus-Duntov and Bill Mitchell formed the team that would become Corvette's salvation. Bill Mitchell, who replace Harley Earl as GM's design chief in 1958 was a major proponent of the Corvette. Ed Cole was the primary player in keeping Corvette alive despite a growing number of detractors, was promoted to Chevrolet general manager in 1956. Zora Arkus-Duntov became Corvettes top engineer in 1957. With this group a talent forming the core, development began in earnest on an all new Corvette in the late 1950's and becoming quite focused in the early 1960's. A name had to be selected for the new automobile, and Bill Mitchell, an avid fisherman and lover of sharks, and deep sea creatures selected "Sting Ray". Zora's comment was, "It's a dumb fish!" but Mitchell prevailed. Bill Mitchell Ed Cole In 1963, Chevrolet unveiled its all-new Corvette Coupe and Convertible models -- the Sting Rays. This was the first time Corvette was available as a hardtop coupe model as well as the traditional convertible. Both cars featured an all-new body design that was significantly trimmer and more stylish than the previous generation. It was also the first year for concealed headlamps. The chassis was all new as well, including an independent rear suspension.

The 1963 Sting Ray Coupe featured a split rear-window design, but it was replaced with a single-piece rear window in 1964 because owners complained about visibility. Today, a 1963 split-window Coupe is a cherished prize among collectors.

The Sting Rays were the automotive success story of the year. Chevrolet had to add a second shift to its St. Louis, Missouri assembly plant to keep up with demand, and dealers reported owners waiting months for their cars to be built. By the end of the model year, Corvette production would surpass the 20,000-unit milestone.

The Sting Rays continued the Corvette evolution through the mid-1960s. In 1965, the 396-cu.-in. "Big Block" V8 was available in Corvette. It was rated at 425 horsepower. Four-wheel disc brakes were also made standard, although buyers could choose drum brakes as a cost-delete option while supplies of parts lasted.

In 1967, the limited-production L88 Corvette was officially rated at 430 horsepower, although some Corvette historians believe that figure was artificially low. Only 20 of the L88 Corvettes were built. A warning label found inside the L-88 carried this message: " WARNING: Vehicle must operate on fuel having a minimum of 103 research octane and 95 motor octane or engine damage may result."

The all-new 1968 Corvette was dramatically different in appearance from any other Corvette. Bearing a striking resemblance to Chevrolet's "Mako Shark II" concept vehicle, it literally changed the way people looked at cars. Along with its bold new look, the 1968 Corvettes introduced hidden windshield wipers and removable T-Tops on Coupe models. In 1968, Corvette production hit a new record of 28,566. Corvette received its most radical styling change in 1968, and this basic body design would continue to evolve for 15 years.


The 1970s -- A Time of Change
The 1970s were a time of great change for Corvette. While a late production start for the 1970 model year prevented the first cars from rolling off the assembly line until January, sales rebounded in 1971 and continued to climb. But at the same time, outside forces, such as the oil embargo and increasing government regulations, were having an impact on Corvette performance.

The original high-performance LT1 engine, a 350-cu.-in. "Small Block," was introduced in 1970. It generated 370 horsepower. That year, the "Big Block" displacement was increased to 454 cu. in., and was rated at 390 horsepower in the LS5 version.

In 1971, a special-purpose "Big Block" V8 was available that produced 425 horsepower. But 1971 was the last year for "gross" horsepower ratings. The industry changed to a "net" rating system that accounted for the exhaust system, vehicle accessories and other components. It provided a truer measure of an engine's performance and is still used today.

The Convertible model was dropped at the end of the 1975 model year. The next Corvette Convertible would not be available until 1986. 

In 1977, Corvette hit the 1/2-million milestone as the 500,000th car rolled off the assembly line. Leather seats were standard for the first time, although buyers could choose cloth as a no-cost option. Production reached 49,213 units.

Corvette celebrated its 25th anniversary in 1978 and, in recognition of this event, was selected to be the Official Pace Car of the Indianapolis 500. Two special models were produced for public sale -- a Pace Car appearance edition and a special Silver Anniversary paint package.

In 1979, Corvette production hit 53,807 units -- a record that still stands today.

The 1980s -- Anticipation
Sales of Corvette remained strong in the early '80s. It was clearly now a part of the American fabric, attracting buyers with its rich heritage and dramatic styling.

There were no 1983 Corvettes produced for public sale, but 43 pilot models of the new-generation Corvette were built in 1983 for testing purposes. Today, one of those 1983 pilots is on display at the Corvette Assembly Plant in Bowling Green, Kentucky. The rest were scrapped.

Chevrolet introduced the first all-new Corvette since 1968. It featured an all-new body design, a double-wishbone front suspension and five-link independent rear suspension teamed with Goodyear Gatorback unidirectional tires. Inside, the cockpit surrounded the driver and featured advanced electronic instrumentation. The introduction of the 1984 Corvette was one of the most eagerly awaited vehicle announcements in recent history. It was named Motor Trend,s "Car of The Year." The third generation Corvette was a decade old when Dave McLellan began envisioning a redesigned next generation Corvette in 1978. Initially, it appeared his vision would become a reality in 1983, but various stumbling blocks delayed that debut, which would have been in the fall of 1982. Forty three pre production 1983 Corvette were built, none were released to the public, and only one still survives today. (Located in the National Corvette Museum) Chevrolet skipped over the 1983 model and introduced it’s next generation Corvette in 1984 with an extended production run. Everything about the C4 was new, from the modern chassis to the roomier interior, and the completely restyled body. Created by GM designer Jerry Palmer, the 1984 Corvette body was state of the art in both form and function. The drag coefficient was .34, down nearly 25 percent in comparison to the 1982. Beneath the body wan an innovative "bird cage" structure integrated with a "back-bone" type frame that mounted the drive train from engine to differential as one rigid component joined by and aluminum C-section beam. Suspension was totally new, with fiberglass transverse monoleaf springs in the front and rear. Aluminum and other lightweight materials were used wherever possible to cut unwanted pounds. David Mc Lellan Jerry Palmer When Zora Arkus-Duntov retired as Corvette chief engineer in 1975, David R. McLellan was offered the job. He'd have been excused had he said "Thanks, but no thanks." Zora's elegant imprint was on every Corvette since 1955. Dave worked with the master. He knew Duntov would be a tough act to follow. He also knew GM's enormous effort in the 70s to meet ever more stringent emissions, safety and fuel economy bogies could bring the Corvette to its knees. Almost 25 years later, the Corvette's world-class stature speaks volumes about the vision and quiet leadership Dave brought to a perilous program in the mid-70s. For 1986, the Corvette Convertible was back! To celebrate the convertible's return, Corvette again paced the Indy 500 and all convertibles were designated Pace Car replicas. The evolution of Corvette as a world-class performance car also continued with the addition of new standard 4-wheel ABS, an increase in maximum horsepower to 230 from its 5.7 Liter V8 and continued suspension fine-tuning. The PASS-Key¨ theft-deterrent system was also added as standard equipment on all models.

Corvette handling made great strides in 1989 with the Performance Handling Package becoming standard equipment, along with new 17-inch wheels and tires. The Selective Ride Control adjustable suspension system was also introduced -- allowing drivers to choose between three different operating modes: "Touring," "Sport" and "Performance." A new 6-speed manual transmission was also offered, giving drivers added ability to maximize the Corvette power range.

The 1990s
ZR-1 roared to life in 1990 with an all-new 375 horsepower LT5 engine under its hood. Designed in a cooperative effort between General Motors and Lotus, the LT5's dual overhead cam, 32-valve design made Corvette the talk of the automotive world. To help distinguish the appearance of the ZR-1 from standard Corvette Coupes, it was given an all-new convex rear fascia and quad rectangular taillights. All Corvettes received a new cockpit design that included digital readouts and analog gauges as well as a driver air bag. The maximum horsepower of the standard L98 engine was increased to 250.

Corvette received styling refinements for 1991 that included wrap-around front parking/cornering lamps, new side-panel louvers and a ZR-1 style convex rear fascia on all models. To help differentiate the look of the ZR-1, its center high-mounted stop lamp remained on the roof, while it was integrated into the rear fascia on both Coupe and Convertible.

Corvette performance continued to grow in 1992 with the introduction of the second-generation LT1 -- putting a 300-horsepower engine back in the standard Corvette. The engine was designated LT1 because it was the first Chevy "Small Block" to surpass the horsepower of the original LT1 in 1970. The Acceleration Slip Regulation (ASR) system and Goodyear GS-C asymmetrical tires were also introduced as standard equipment. ZR-1 received a ZR-1 badge on the sides of its clam shell hood. The one-millionth Corvette was built on July 2, 1992 in Bowling Green, Kentucky.

For 1993, LT5 output was boosted to 405 horsepower, and a special 40th Anniversary package was available on all models. Passive Keyless Entry (PKE) was also added as standard equipment.

The cockpit of Corvette was transformed for 1994 with a new single-piece instrument panel, a front-passenger air bag, and new door panels. Both the standard and Sport seats were also restyled, and leather seats became standard equipment.

The most noticeable change on the 1995 Corvette was the revised gill panel design. This also marked the last year for the ZR-1. Corvette served as the Official 1995 Indianapolis 500 Pace Car.

Two distinctive Corvettes are part of the 1996 lineup: the Grand Sport and Collector Edition. Both celebrate the rich heritage of the Corvette, and mark the end of the C4 style. The new optional LT4 engine is introduced (required on Grand Sport).

      David Hill Hill's contributions to the Corvette are so well recognized that his Hall of Fame nomination was almost simultaneous with his retirement announcement. Corvette's third chief engineer, Hill took over development of the C5 from Dave McLellan and saw it through to completion during some of GM's darkest days when the very survival of the car was in doubt. Chevrolet's Corvette has been in production since June 1953. The 1997-Current Corvette is referred to as the C5 or "Fifth Generation" Corvette. This is the first totally new Corvette -- the 1953 Corvette used parts shared with other  Chevrolets, but in addition to a totally redesigned body, the 1997 Corvette employed a new frame, engine and rear mounted transmission. The 1997 model year was a short production year. Randy Wittine Joseph Spielman Upon graduation from Pratt Institute in 1964, Wittine was hired by GM and went to work in the big car studio. But it was only a matter of months before he was assigned to work with Larry Shinoda on Corvette. During the course of his career Wittine has worked for all five Corvette design chiefs and left his mark on all six generations. He has sketched numerous prototypes and race cars including the Corvette GTP, which he considers the highlight of his design career. More recently he has been carving seconds off the C5 and C6 models in the GM wind tunnel. Through it all, the man known as Mr. Corvette to his colleagues has been content to remain largely anonymous, but concedes, "I like to think there's a little bit of every man in my Hall of Fame induction. I like to think I represent [the] nameless people."

Currently a GM vice president and general manager of Manufacturing, Spielman was a member of the team that moved the fifth generation Corvette (C5), along with the revolutionary LS1 aluminum engine, into the future program. In the book, "All Corvettes Are Red," Jim Schefter chronicles Spielman's influence on the survival of America's Sports Car - The Corvette! A behind-the-scenes motivator, Spielman continues to be a staunch supporter of the world class Corvette C5. Spielman joined GM in 1963 as a General Motors Institute student sponsored by the Fisher Body plant in Flint, Mich. During his career, he moved through various positions at several former GM divisions, including Chevrolet-Pontiac-GM of Canada Group, Rear Drive Automotive Division and Midsize Car Division. He is a member of the National Society of Professional Engineers and the Society of Automotive Engineers. He also serves as president of The Hundred Club of Flint, Inc., and as key executive for his alma mater, Kettering University. Jim Perkins Joe Pike In his life with the Vette, Jim Perkins went to bat time and again for America's sports car as planners worried over budgets and resources and whether the GM of the next century had room in the stable for such a thoroughbred. He kept the flame burning and today we have the Fifth Generation Corvette. In today's marketing world you hear about "brand managers." Joe Pike didn't hold that title, but he was essentially one of the first "brand managers" at General Motors. He instinctively knew that the Corvette would never make it unless sports car people accepted the car. Joe was the National Sale Promotion Manager for Chevrolet. In that capacity, he personally set about the task of creating a market for the Corvette. His message: the Corvette is more than just a car-it is a lifestyle. Joe suffered a stroke in 1990 and was confined to a wheelchair. He died in 1994, just before the opening of the National Corvette Museum. Joe always used to say he was the most fortunate guy at Chevrolet-he actually got paid for doing his hobby. He was the world's foremost ambassador of the Corvette. After Joe's death in 1994, former Chevrolet General Manager Jim Perkins said, "If you look at the people responsible over the last forty years for the enduring greatness of the car, you see Joe Pike front and center." In 1998 Corvette produced its fourth Indy Pace Car Replica model.  

In 1999 Chevrolet brought out a fixed roof coupe they call a "Hardtop" version, the first "fixed roof" model since 1967. Current models include the convertible, the coupe and the hardtop.

The 2000 Corvette employed few external changes. New wheels were introduced, a standard version and a hi-polished version, and the passenger's outside door key lock entry was discontinued. In January another new 2000 standard painted wheel was introduced.

2001 saw the introduction of the Z06 model. Based on the fixed roof coupe model, the Z06 is Chevrolet's race ready model. The Z06 comes with the LS6 engine and functioning front air intake grills and functioning rear brake duct air intake grills directly behind the doors. The 6-speed manual transmission is the only transmission available in the Z06.

In 2002 the Z06's LS6 engine was upped to 405 H.P.

2003 is Corvette's 50th anniversary. A 50th anniversary option is available on the coupe and convertible, but not on the Z06. The 50th anniversary option consists of a special "Anniversary Red" paint, a special "shale" colored interior and special 50th Anniversary badging. The Z06 remained unchanged from the 2002 model. Also new for 2003 is Magnetic Selective Ride Control which replaced the Real Time Damping system.
  And so Corvette continues to make history as the C6 is opening another chapter.   CARE TO GUESS THE YEAR MODEL OF THIS CORVETTE.   The serial number is EX122 which denotes 
an experimentally built automobile This car is the oldest Corvette in existence! It is the first Corvette show car. It was actually built in the latter part of 1952. It is officially known as EX 122. This was the GM Motorama Corvette that was shown at the Waldorf in NY in Dec. 1952. Back then, it was equipped with a 6 cylinder engine, powerglide auto trans, it was white with a red interior and black top, as all the future '53 production Corvette's were. The car was carried , babied and handled very carefully through the various auto shows throughout the USA. It then stood in the lobby of the GM building until the 1953 model came into production and was then used as a engineering department test car. 
About that time the new Chevrolet V8 265 cu. in. was being developed for engineering so they removed the 235 CI 6 and installed the V8. The car was taken to the proving grounds where it was run on a 25,000 mile durability test and then completely torn down with each part being inspected for future production purposes. It was then not needed for engineering and it was reassembled using new production pieces wherever the experimental parts showed wear. It was then repainted red ,a new top was installed along with a new interior. it was used as a courtesy car for about 5000 miles and then was sold. Russell Sanders who was ahead of the engineering dept. bought the car in 1956. He had a rough time trying to register the car because of it's serial # EX 122, which denotes an experimental car. He got the car registered in Michigan then moved to Rochester NY (Rochester Products of GM) and the car was used by various members of his family, in particular his daughter. The daughter was not able to use the car while attending college, so he sold it. He sold the car to John Engle of Rochester NY for $1000 in 1959. John Engle owned this car until his death in 2001. His family sold it to A private collector for $300,000. Dan Gale Darrel Bowlin In Bowling Green Kentucky, near the assembly plant for the Corvette, a group of dedicated enthusiasts had a dream - -  Dan Gale was President of The National Corvette Museum Foundation, established in 1987 after a small group of the National Corvette Restorers Society talked about a need for a library and archives for the Corvette. The idea expanded into plans for a full-blown museum. Gale headed the volunteer group that planned, financed and built the museum from the beginning, until it's opening in 1994. The land for the museum was contributed by four Bowling Green-area residents. Darrel Bowlin had an idea for a museum. A veteran General Motors employee and Corvette enthusiast, Bowlin had come to the Bowling Green Corvette Assembly Plant as head of industrial engineering. With the blessing of his boss, plant manager Paul Schnoes, he was also developing plans for a Corvette museum sponsored by Chevrolet, unaware that a small group of enthusiasts incorporated as the NCRS Foundation was pursuing a similar goal. "NCRS President Bill Clupper got wind of Chevrolet having a meeting about a Corvette museum," recounted NCRS Foundation Board Member Terry McManmon. "He told me to go down there." McManmon got past security by telling them he was there ‘for the museum meeting.’ Noland Adams Noland Adams, is a well known author and Corvette historian, whose works include a series of technical books - “The Complete Corvette Restoration & Technical Guide,” (Volume I, 1953 to 1962; Volume II, 1963-1967 model years), “Corvette, American Legend,” covering the original dream car prototype and 1953 production, and the follow up series, “1954 and 1955 Production,” “1956 Production,” “1957 Racing and Production details,” and “1958 to 1960 Variations.” Adams has hosted a series of restoration videotapes, written hundreds of articles for Corvette related magazines, and has given numerous presentations on Corvette restoration all over the United States, plus seminars in Canada, Sweden and England. A consultant to the model car industry, Adams was the technical advisor on Monogram’s 1953 Corvette model car kit and Franklin Mint’s 1953 Corvette model. He is known world-wide for his knowledge of Corvette development heritage and technical understanding and is a longtime member of the National Corvette Restorers Society. Adams has been involved with Corvette for over 45 years and is president of the Solid Axle Corvette Club. He attends many Corvette shows and functions each year sharing his Corvette expertise and knowledge with Corvette enthusiasts everywhere. Jon Brookmyer Jon Brookmyer didn’t set out to own a Corvette, become an officer of the NCRS, or help build the National Corvette Museum; it just happened that way. In what he describes as "a deal I fell into," Brookmyer paid $1,700 in 1971 for a ‘63 Split-Window Corvette. The car was in rough shape, so when the newly-formed NCRS held a convention not far from Brookmyer’s home, he drove to Goshen, Indiana to see what the restoration society had to offer. Impressed, Brookmyer signed on as a member. In the late ‘70s the NCRS approached Brookmyer, a CPA and professional tax accountant, and asked him to serve as treasurer. It was in this capacity that Brookmyer joined the discussion about a possible Corvette library and archives; he would go on to serve on each committe and board that eventually brought the National Corvette Museum to birth, providing sound financial leadership every step of the way. He continued to serve on the NCM Board until 1996. John Cafaro Corvette Hall of Fame Inductee, John Cafaro is well known as Chief Designer of the Corvette C5, responsible for leading the design initiatives for the Fifth Generation Corvette coupe and convertible as well as all production Corvette design from 1991 to the present. John Lingenfelter The son of a mechanic, Lingenfelter began working on engines almost as soon as he could hold a wrench. In 1973, Lingenfelter quit his job as an engineer with International Harvester to race full time. He won, but any prize money went right back into the cars. It wasn't until 1984 that Lingenfelter figured out how to make his genius for speed pay; in that year Lingenfelter Performance Engineering (LPE) broke into the mail-order business with a 383 small block. Corvettes became his focus with the release of Tuned Port Injection on the C4. His innovations brought him to the attention of Reeves Callaway who asked him to build the engine for the legendary Sledgehammer, the car Lingenfelter himself drove to a record 254.76 mph. With the release of the C5, Lingenfelter achieved superstar status with some of the fastest, yet drivable and reliable Corvettes ever made. John Lingenfelter died on Christmas Day, 2003. http://www.idavette.net/facts/53.htmshapeimage_3_link_0
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