Meet The 1969 Corvette
By the end of the 1968 Corvette model year, it became clear that the public was enamored with America's only sports car. While sales increased by a whopping 25 percent, all was not well with the new design. An enormous number of quality issues plagued the first-year C3. On the plus side, customers loved the coke-bottle design and neck-snapping performance but the quality problems sent an overwhelming number of vehicles back to the dealership. Chevrolet put in place a detailed plan to improve correct many of the issues for 1969. The new Corvette, while not perfect, was definitely a better automobile in its second year.
Several key changes were made to distinguish it from the 1968 model. The Stingray name became one word.
The Stingray emblem was placed above the air vents on the front fenders. Backup lights were moved from
below the rear bumper and integrated into the inner tail lamp. Outside door handles were redesigned,
eliminating the need for the additional push button used in the previous year. Chrome-plated front grille
bars were replaced with black painted bars. The front fender vents now included a chrome edge surrounding
them.
Inside, the Corvette received subtle yet important changes. The ignition lock was moved from the dash panel
to the steering column, and for the first time included a steering column lock. Door panels were redesigned
to increase much-needed shoulder room. The steering wheel diameter was reduced to 15 inches, making it slightly
easier to enter and exit the vehicle. The passenger side of the dash provided pockets for maps and other items.
Another improvement was the use of an inertia locking seat belt system that allowed the occupant to move forward
without the seat belt locking in place.
A plethora of powertrains was available. The 327 cubic-inch engine, used since 1962, was history. Replacing it
was Chevrolet's 350 cubic-inch small-block. Horsepower in the 327 was advertised at 300, but it actually produced
more. Next up in the small-block option list was the 350 cubic-inch, 350-horsepower V-8. For those who wanted more,
a slew of 427 big-blocks were available. First on the option list was the single four-barrel, 390-horse version. It
was considered the docile powertrain of big-blocks, using a mild cam and low compression. For added punch, buyers
could drop a Tri-power setup on top of it, upping horsepower to 400. And those wanting pavement-melting performance
could order the RPO L71, solid lifter, high compression, 435-horsepower big-block. An optional aluminum head (L89)
big-block was also available. Racing fans that wanted more had two additional choices, the L-88 and ZL1. With its
ultra-high-lift camshaft and a 12:1 compression ratio, the L-88 was not a powertrain to be driven on the street.
While Chevrolet listed the horsepower at 430, in truth it was believed to have over 500 horsepower. But Chevrolet
wasn't finished providing lightning-fast performance for Corvette fans. The all-aluminum ZL1 engine was last on the
option list. Light in weight and high in power, this combination was king of the road. This engine was also rated at
430 horsepower but produced much more. However, only two ZL1 Corvettes were built and today command an incredible
price on the collector car market.
By the end of the model year and in spite of a strike that stopped production for almost two months, Corvette once
again increased sales from the previous year. Today, the second-year C3 Corvette stands out as one of the most
sought-after sports cars. The combination of improved quality, great performance, and continued appreciation makes
it an outstanding investment.
Source: Jim Heasley