Chevrolet Vega

Chevrolet Vega
File:1972 Chevy Vega GT.jpg 1972 Chevrolet Vega GT Hatchback Coupe
Overview
Manufacturer	Chevrolet Division of General Motors
Also called	Vega 2300
Production	1970–1977
Model years	1971–1977
Assembly	Lordstown Assembly, Lordstown, Ohio (Doraville Assembly in Doraville, Georgia), United States Sainte-Thérèse Assembly- Quebec, Canada
Designer	GM & Chevrolet Design staffs Chief Stylist, Bill Mitchell
Body and chassis
Class	Subcompact
Body style	2-door notchback sedan 2-door hatchback coupe 2-door wagon 2-door panel delivery
Layout	FR layout
Platform	GM H platform (RWD)
Related	Pontiac Astre, Chevrolet Monza, Pontiac Sunbird, Buick Skyhawk, Oldsmobile Starfire
Powertrain
Engine	140 cu in (2.3 L) OHC 1bbl I4 140 cu in (2.3 L) OHC 2bbl I4 122 cu in (2.0 L) DOHC EFI I4
Transmission	3-speed manual 4-speed manual 5-speed manual w/overdrive Torque-Drive clutchless manual 2-speed Powerglide automatic 3-speed Turbo-Hydramatic auto.
Dimensions
Wheelbase	97.0 in (2,464 mm)
Length	169.7 in (4,310 mm)
Width	65.4 in (1,661 mm)
Height	51 in (1,295 mm)
Curb weight	2,181–2,270 lb (989–1,030 kg) (1971)
Chronology
Successor	Chevrolet Monza

The Chevrolet Vega is a subcompact automobile that was produced by the Chevrolet division of General Motors for the 1971–1977 model years. Named after the star Vega, GM's first U.S. mini-car was produced in 2-door hatchback, notchback, wagon, and panel delivery body styles all featuring an inline four-cylinder engine with a lightweight, aluminum alloy cylinder block.

Initially well-received by buyers and the motoring press, who gave it numerous awards, the car sold well against the domestic subcompacts AMC Gremlin, Ford Pinto and imports including Toyota, Datsun and Volkswagen. By 1974 it was among the top 10 best-selling American cars.

The Cosworth Vega, a limited production performance model was introduced in March 1975 with a reduced displacement, but more powerful all-aluminum inline four-cylinder engine, sold the same year as several new GM H-Body subcompacts: Pontiac Astre, a rebadged Vega variant, and the Chevrolet Monza with rebadged variants from Buick and Oldsmobile.

Engine problems and fender corrosion in early Vegas harmed GM's reputation for build quality. The faults were remedied by recalls and design upgrades. A three-year sales decline ended in the car's cancellation at the end of the 1977 model year.

History

Origin

No. 1 Vega built, Lordstown Assembly
June 26, 1970, photographed in 2005

Chevrolet and Pontiac divisions worked separately on small cars in the early and mid 1960s. Ed Cole, GM's executive vice-president of operating staffs, working on his own small-car project with corporate engineering and design staffs, presented the program to GM's president in 1967. GM chose Cole's version over proposals from Chevy and Pontiac, with the new car given to Chevrolet to sell. Corporate management took the decisions both to enter the mini-car market and to develop the car itself. It was a corporate car, not a divisional one.

In 1968 GM chairman James Roche announced GM would produce the new car in the U.S. in two years. Ed Cole was chief engineer and Bill Mitchell, vice-president of design staff, was chief stylist. Cole wanted a world-beater in showrooms in 24 months, a very short time to design and engineer a new car almost from scratch. Cole formed a GM design team headed by James G. Musser, Jr. who had played major roles in helping develop the Chevy II, the Camaro, the 350-and 400-cu in V8's and the Turbo-Hydramatic transmission. Musser said, "This was the first vehicle where one person was in charge,” and his team “did the entire vehicle." The Vega, like the Corvair, has long been referred to as Ed Cole's baby. As GM president he oversaw its genesis and met the projected schedule. Early spy reports called the Vega "Gemini" and "GMini," while Motor Trend and other publications used the correct internal designation, XP-887. Chevrolet "teaser" ads began in May 1970, not announcing its name, stating-You'll see.

Development 1968–1970

File:68 XP-887 Clay Model.jpg

XP-887 Hatchback clay model
GM studio, September 1968

File:1968 Vega coupe prototype.jpg

XP-887 Hatchback clay model
GM studio, late September 1968

XP-887 Hatchback clay model
Chevy studio final design, 1969

The Vega was conceived in 1968 to utilize newly developed all-aluminum die-cast engine block technology - the first sand-cast aluminum blocks had preceded the decision to build the car by two years. A relatively large displacement engine with good low- speed torque was decided on. Gear ratios for low engine rpm would achieve economy. Engine testing totalled 6,000,000 miles. The pre-test version was installed in a Fiat 124 sedan for development of the aluminum block, while several 1968 Opel sedans were used for drive train development

Chevrolet instituted a new management program, the car line management technique, which made it possible to produce the all-new car in two years. The chief vehicle engineer had overall charge of the program. 50 engineers, dedicated to the design of the entire car, were divided into groups: body, power train, chassis design, product assurance, and pleasability. The latter would check continuously on the vehicles on the assembly line, with computers in another program monitoring quality control of every vehicle built. Fisher Body engineers and draftsmen moved in with the Vega personnel.

In October 1968, there was one body style (the "11" style notchback sedan), one engine, one transmission (MB1 Torque-Drive manually shifted two-speed automatic), one base trim level, a bench seat, molded rubber floor covering, no glove box or headliner and no air-conditioning (ventilation was through the upper dash from the wiper plenum). As the program went into development, the market changed, as did the product.

December 1968: Hatchback, wagon, and panel delivery styles added; also floor-level ventilation, and an optional performance engine ("L-11" two-barrel) which, predicted as 20% of production, accounted for 75%. Bucket seats were standard. Hatchback and station wagon received carpeting and headliners. Optional Air conditioning, predicted as 10% of production, rose to 45%.

February 1969: Opel three- and four-speed transmissions (three-speed standard, others optional); Powerglide also added (now four transmissions); mechanical fuel pump replaced by in-tank electric pump; power steering option; base "11" style Notchback trim upgraded to match Hatchback and Wagon carpet and headliner.

April 1969: Gauge-pack cluster, HD suspension, wide tires; adjustable seat back (45% of production); bumpers restyled, lower valance panels added; swing-out quarter window option (10% of production).

July 1969: Electrically heated backlite option (10% of production); "GT" package, $325.00 extra (35% of production); bright window-frame and roof drip moldings added to Hatchback and Wagon.

This is essentially how the car launched as a 1971 model. Production began on June 26, 1970. After the National GM strike (September–November 1970) ended, bright roof drip moldings were added to base "11" notchback, with moldings sent to dealers to update units already in the field.

Cars magazine said in 1974: "Chevrolet paid a price for its rush to introduce the car with other 1971 models. Tests which should have been at the proving grounds were performed by customers, necessitating numerous piecemeal "fixes" by dealers. Chevrolet's "bright star", received an enduring black eye despite a continuing development program which eventually alleviated most of these initial shortcomings."

Design and engineering

1971 Vega Hatchback Coupe

1971 Vega Sedan (Notchback)

1971 Vega Kammback Wagon

1971 Vega Panel Express

All Vega models have a 97.0-inch (2,460 mm) wheelbase and a 65.4-inch (1,660 mm) width. The 1971 and 1972 models have a 169.7-inch (4,310 mm) overall length or just over 14 feet (4.3 m). 1973 models are 3 inches (76 mm) longer due to the front 5 mph bumper. 1974 to 1977 models have front and rear 5 mph bumpers and are 5.7 inches (140 mm) longer than the 1971 and 1972 models. In a size comparison with a 1970 Nova, the Vega has 14 inches (360 mm) shorter wheelbase, 7 inches (180 mm) narrower width, 2 inches (51 mm) lower height, and (1971 and 1972 models) have 20 inches (510 mm) less overall length.

The Hatchback Coupe, with its lower lower roofline and a fold-down rear seat accounted for nearly half of all Vegas sold. The Sedan, later named Notchback is the only model with an enclosed trunk, has more rear headroom than the hatchback, and had the lowest base price. The wagon, named Kammback has more carrying space, a lower cargo liftover height and a swing-up liftgate. The Panel Express, a one-passenger panel delivery model based on the wagon has no rear seat, steel panels in place of the wagon's fixed rear side glass, and an enclosed storage area under the load floor. The driver's seat and optional auxiliary front passenger seat are as used in the Chevy Van. Classified as a truck, the panel's low-back seats lacked headrests required for passenger vehicle classification.

The aluminum block inline-four engine was a joint effort by General Motors, Reynolds Metals, and Sealed Power Corp. The engine and its die-cast block technology were developed by GM engineering staff, then passed to Chevrolet for finalization and production. Ed Cole, involved with designing the 1955 Chevrolet V8 as chief engineer at Chevrolet, and now equally involved with the Vega engine as GM president, often visited the engineering staff engine drafting room on Saturdays, reviewing the design and directing changes, to the consternation of Chevrolet engineers and manufacturing personnel, who knew he wanted a rush job. The engine in development became known in-house as "the world's tallest, smallest engine" due to the tall cylinder head. Its vibration, noise, and tendency to overheat were rectified by 1974.

GM's German subsidiary Opel was commissioned to tool up a three-speed derivative of their four-speed manual transmission. The available four-speed was already in high-volume production, but the GM finance department insisted on a low-cost three-speed as the base transmission, with the profitable four-speed an extra-cost option. Unusually, Opel’s three-speed Vega unit had shift linkages on both sides. Final cost was higher than the four-speed due to tooling investment and production volume. Both transmissions were shipped from Germany, 100 transmissions to a crate, thousands of transmissions at a time. Initially Powerglide automatic and two-speed Torque-Drive semi-automatic (manual shift, no clutch pedal) transmissions were optional. The US-built Saginaw three- and four-speed manuals and an air-cooled version of the Turbo-Hydramatic automatic later replaced the Opel-built manuals, Torque-Drive, and Powerglide. Axle ratios for the traditional front-engine, rear-wheel drive layout were 2.53 for economy, 2.92 for better acceleration, and a 3.36 performance ratio. Positraction was available.

The Vega’s suspension and live rear axle design, near weight distribution (53.2% front, 46.8% rear), low center of gravity and neutral steering give good handling characteristics. Lateral acceleration capacity is 0.90 g for the standard suspension, and 0.93 g for the RPO F-41 suspension. Steering box and linkage are located ahead of the front wheel centerline, with a cushioned two-piece shaft. Overall ratio is 22.5:1 and turning circle is 33 feet (10 m). The overall chassis suspension was to be tuned to a new A78 × 13 tire developed concurrently with the vehicle. Front suspension is by short and long arms, with lower control arm bushings larger than on the 1970 Camaro. Rear suspension is four-link, copying the 1970 Chevelle. Coil springs throughout departed from the Camaro and Chevy II Nova’s leaf springs.

The chassis development engineers aimed for full-size American car ride qualities with European handling. Torque-arm rear suspension later replaced the four-link design to eliminate rear wheel hop under panic braking. The Vega's brakes (front discs, rear drums) copied an Opel design, with 10-inch diameter single-piston solid rotors, 9-inch drums and 70/30 front/rear braking distribution. Pedal travel is nearly linear.

All four Vega models share the same hood, fenders, floor pan, door lower panels, rocker panels, engine compartment, and front end. Roof panel is double-layer, the inner panel drilled to cut noise. Hood is front-hinged with internal locking mechanism. Due to the “Modular Construction Design”, a Vega sedan’s 578 body parts are 418 fewer than its full-size Chevrolet counterpart. Reducing the number of joints and sealing operations resulted in stronger, tighter bodies and enabled a very high production rate. The car’s body surface was the first accomplished completely with computers, which improved the body surface mathematically, using tape-recorded information from the clay styling model. Computer-developed tapes also controlled drafting machines to produce highly accurate master surface plates, and computers also made hundreds of calculations including vision angle, field of view, rear compartment lid and door counterbalance geometries, structural stresses, deflection calculations and tolerances.

GM’s styling was influenced by the 1967 to 1969 Fiat 124 Sport Coupe AC, and Motor Trend judged it conservative, clean-lined and timeless. The Chevrolet Camaro/Corvette studio under Henry "Hank" Haga, working on the 1970 Camaro at the time, redid a clay mock-up under Bill Mitchell’s direction with a miniaturized Camaro front end and egg-crate grille and recognizable Chevrolet tail lamps on the sedan and hatchback. Car Life magazine said the coupe's styling has hints of Camaro and Ferrari. Three years later the front end would be redesigned to accommodate the revised 1974 pendulum-test, 5 mph bumper standard. The seats are vinyl-covered with built-in head restraints. All interior panels are single-piece molded units. Flooring is rubber on sedan and delivery; carpet and additional sound insulation on the other two models. Carpet, insulation and adjustable passenger seat were an optional Decor package for the sedan. Custom interior option for all models except the delivery added upgraded upholstery and woodgrain accents, with cargo floor carpeting in the hatchback and wagon.

In mid-1971 an optional GT package for Hatchback and Kammback models was introduced including the L-11 two-barrel 140 engine, F-41 handling option (H.D.springs and shock absorbers, front and rear stabilizer bars, 6-inch-wide wheels and 70-series raised white-letter tires), GT fender emblems, black-finished grill and lower body sills, clear parking lamp lenses, chrome belt and lower moldings, fuller instrumentation, four-spoke sport steering wheel, adjustable driver's seatback, passenger-assist handle and wood-grain dash. Satin-finished GT wheels with trim rings and chrome center caps replaced the argent wheels and stainless hub caps, and a hood/deck sport stripe in black or white was optional.

Yenko Chevrolet marketed the Yenko Stinger II through 1973 — based on the Vega GT, its 140 cu in L-11 engine featured high-compression pistons and a turbocharger producing 155 hp (116 kW). Included were front and rear spoilers and side striping with "Yenko Stinger II" identification.

Model year changes

1972 Vega Kammback Wagon

1973 Vega GT Hatchback Coupe
Limited special edition Millionth Vega

1974 Vega GT Hatchback Coupe

1976 Cosworth Vega Hatchback Coupe

1972 models were carried over from 1971 with a few refinements and additions. Vibration and noise were reduced by a revised exhaust system and better driveline damping, and the rear shock absorbers were revised. Turbo-hydramatic three-speed automatic transmission and custom cloth interior were new options and a glove box was added.

The 1973 Vega’s 300 changes included new exterior and interior colors and new standard interior trim. The front and rear script nameplates "Chevrolet Vega 2300" were changed to "VEGA by Chevrolet". The front bumper, on stronger brackets, was extended 3 inches, with a steel body-color filler panel — to meet the 1973 5 mph front bumper standards. US-built Saginaw manual transmissions and a new shift linkage replaced the Opel units. The L-11 engine had a new Holley two-barrel carburetor. New options included BR70-13 white-stripe steel-belted radial tires, full wheel covers and body side molding with black rubber insert. Two new models were introduced mid-year: the Estate Wagon with wood grain sides and rear trim, and the LX Notchback with vinyl roof finish. On May 17, 1973 the millionth Vega was produced at the Lordstown assembly plant — an orange GT Hatchback with white sport stripes, power steering and neutral custom vinyl interior including exclusive vinyl door panels, A limited-edition "Millionth Vega" was introduced replicating the milestone car, with orange carpeting and millionth Vega door handle accents. 6500 were built May 1 to July 1.

For the 1974 model year the only major exterior design changes were a revised front end and standard 5 mph rear bumper standard. The front end now had a slanted header panel and recessed headlamp bezels with louvered steel replacing the egg-crate plastic grille. Front and rear aluminum bumpers with inner steel spring (resembling the 1974 Camaro) replaced the chrome items, with the license plate mountings relocated. A revised rear panel on Notchback and Hatchback models had larger single unit taillights and ventilation grills were eliminated on trunk and hatch lids. Overall length was increased six inches (152 mm). A 16-gallon fuel tank replaced the 11-gallon tank. The GT sport stripes option was changed — side striping replaced the painted hood/deck stripes. The custom interior's wood-trimmed molded door panels were replaced by vinyl door panels matching the seat trim. In January, plastic front fender liners were added after thousands of sets of fenders were replaced under warranty on 1971–1974 models. In February the "Spirit of America" limited edition hatchback was introduced featuring white exterior, white vinyl roof, blue and red striping on body-sides, hood and rear-end panel, emblems on front fenders and rear panel, white "GT" wheels, A70-13 raised white-letter tires, a white custom vinyl interior and red accent color carpeting. 7500 were built through May. Sales peaked for the 1974 model year with 460,374 produced.

The 1975 Vega had 264 changes including H.E.I. (High-energy) electronic ignition and catalytic converter. New options included power brakes, tilt steering wheel, BR78-13B GM-spec steel belted radial tires, and special custom cloth interior for the Hatchback and Kammback. In March the Cosworth Vega was introduced featuring an all-aluminum twin-cam inline-4 engine and the first use of electronic fuel injection on a Chevrolet passenger car. All 2,061 1975 models were black with gold accent striping, gold-colored aluminum wheels and black custom vinyl, black custom cloth, or white custom vinyl interiors with a gold "engine turned" dash bezel and gold-plated plaque with Cosworth ID and build number. The Panel Express was discontinued at the end of the model year. Its sales peaked in its first year at 7,800 units, then averaged 4,000 per year. 1,525 1975 models were sold. Total sales fell to 206,239.

1976 models had 300 changes. A facelift included revised header panel with Chevy bowtie emblem, wider grill, revised headlamp bezels —all made of corrosion resistant material, and new tri-color taillights for the Notchback and Hatchback. Cooling and durability of the 2.3-liter engine, named Dura-built 140, were improved. The chassis received the Monza's upgraded components including box-section front cross-member, larger rear brakes, and torque-arm rear suspension replacing the four-link design. The body received extensive anti-rust improvements including galvanized fenders and rocker panels. New models were introduced: GT Estate wagon, Cabriolet Notchback (with a half-vinyl roof with opera windows similar to the Monza Towne Coupe) and limited edition Nomad Wagon with restyled side windows. New options included Borg Warner five-speed manual overdrive transmission and houndstooth seat trim named "sport cloth" at an additional $18. January additions were a "Sky-Roof" with tinted reflecting sliding glass and an 8-track tape player. The Cosworth, offered in eight additional exterior and two additional interior colors mid-year, was canceled in July after 1,446 1976 models.

1977 models were carried over from 1976 with few revisions. The Notchback was renamed Coupe. The Dura-built 140 engine received a pulse-air system to meet the more strict 1977 Federal emission standards. The Cosworth’s similar system secured EPA certification in 1975. The one-barrel version of the engine was dropped, as was the three-speed manual transmission. Interiors received color-keyed steering column, steering wheel, instrument cluster face and parking brake cover, with color-keyed full console a new option. GTs received two appearance variations - the new one featuring a blacked-out theme to exterior moldings (lower moldings deleted), black sport mirrors and wheels, bold Vega GT side striping and rear Vega GT I.D.

Engines

140 CID OHC

Main article: GM 2300 engine

140 cu in (2.3 L) 1 bbl. I-4, 90 hp (1971)

The Vega engine is a 2,287 cc (2.3 L; 139.6 cu in) inline-four with a die-cast aluminum alloy cylinder block, and cast-iron cylinder head with a single overhead camshaft (SOHC). The cylinder block was an open deck design with siamesed cylinder bores. Outer case walls form the water jacket, sealed off by the head and head gasket. The block has cast iron main caps and a cast iron crankshaft. The cast iron cylinder head was chosen for low cost and structural integrity. The overhead valvetrain was a simple direct-acting design. Three components activate the valve rather than the seven of a typical pushrod system. The camshaft has five conventional pressed-in bearings and is driven from the crankshaft by an external continuous cogged belt and sprocket system, with six v-grooves on the outside of the belt driving the water pump and fan.

The engine’s large bore and long stroke give good torque and lower rpm operation. Compression ratio for the standard and optional engine is 8.0:1, as the engine was designed for low-lead and lead-free fuels. The single-barrel carburetor version producds 90 hp (67 kW). The two-barrel version (RPO L11) produced 110 hp (82 kW). From 1972, ratings were listed as SAE net. The engine is prone to vibration, which is damped by large rubber engine mounts. The 1972 Rochester DualJet two-barrel carburetor required an air pump for emission certification and was replaced in 1973 with a Holley-built 5210C two-barrel carburettor. 1973 emission control revisions reduced power from the optional engine by 5 bhp (3.7 kW), and its noise levels were reduced.H.E.I. ignition was introduced on 1975 engines.

Dura-Built 140

Dura-built 140 cu in (2.3 L) 2bbl. I-4, 84 hp

The Vega engine was renamed Dura-Built 140 in 1976, which had improved coolant pathways, redesigned cylinder head with quieter hydraulic valve lifters, longer-life valve stem seals (reducing oil consumption by 50%), and redesigned water pump, head gasket, and thermostat. The revised engine's warranty was upgraded to five years or 60,000 miles (97,000 km).

In August 1975 Chevrolet conducted an endurance test of three Vegas powered by Dura-Built engines, advertised as a 60,000 miles in 60 days Durability Run

File:1976 Vegas Durabilty Run.jpg

1976 Vegas on the 60,000 miles in 60 days Durability Run

Certified and supervised by the United States Auto Club, three pre-production 1976 Vega hatchback coupes with manual transmissions and air conditioning were driven non-stop for 60,000 miles (97,000 km) in 60 days through the deserts of California and Nevada by nine drivers, covering a total of 180,000 miles (290,000 km). With the sole failure a broken timing belt, Vega project engineer Bernie Ernest said GM felt “very comfortable with the warranty."

Motor Trend’s February 1976 report said "Chevrolet chose the 349-mile Southwestern desert route in order to show the severely criticized engine and cooling system had been improved in the 1976 model." In ambient temperatures between 99 °F (37 °C) and 122 °F (50 °C) the cars lost only 24 ounces of coolant (normal evaporation under the conditions) during the 180,000 miles. They averaged 28.9 mpg and used one quart of oil per 3400 miles. Driving expenses averaged 2.17 cents per mile. One of the cars went on display at the 1976 New York Auto Show. The 1976 Vega was marketed as a durable and reliable car. The 1977 Dura-Built 140 engine added a pulse-air system to meet stricter 1977 U.S. exhaust emission regulations, and the engine paint color (used on all Chevrolet engines) changed from orange to blue.

122 CID DOHC Cosworth

Main article: Chevrolet Cosworth Vega

The Cosworth Vega was fitted with a 1,994 cc (121.7 cu in) inline-four featuring a die cast aluminum alloy cylinder block and a Type 356 aluminum alloy, 16-valve cylinder head with double overhead camshafts (DOHC), designed in conjunction with English engineering company Cosworth. Around 60 lb (27 kg) lighter than the SOHC Vega engine, it develops maximum power at 5,600 rpm and is redlined at 6,500 rpm, compared with the standard SOHC engine which develops maximum power at 4,400 rpm and redlines at 5,000 rpm). Final rating is 110 hp (82 kW).

Aluminum engine block

Vega aluminum engine block has 17 percent silicon content, free standing siamese cylinder walls

GM Research Labs had worked on a sleeveless aluminum block since the late 1950s. The incentive was cost. Engineering out the four-cylinder block liners would save $8 per unit. Reynolds Metal Co. developed an eutectic alloy called A-390, composed of 77 percent aluminum, 17 percent silicon, 4 percent copper, 1 percent iron, and traces of phosphorus, zinc, manganese, and titanium — suitable for faster production diecasting, making the Vega block less expensive to manufacture than other aluminum engines. Sealed Power Corp. developed chrome-plated piston rings, blunted to prevent cylinder bore scuffing. After basic work on the sleeveless aluminum block by GM engineering under Eudell Jackobson, Chevrolet was tasked with production. The blocks were cast in Massena, New York at the same factory that had produced the Corvair engine. The casting process provided a uniform distribution of fine primary silicon particles approximately 0.001 inches (25 µm) in size. The blocks were aged eight hours at 450 °F (232 °C) for dimensional stability, and impregnated with sodium silicate to help eliminate porosity. Then they were shipped to GM's engine plant in Tonawanda, New York where they underwent the etch and machining operations. The rough cylinder bores were honed conventionally to a 7-microinch (180 nm) finish then etched, removing approximately 0.00015-inch (3.8 µm) of aluminum, leaving the pure silicon particles prominent to form the bore surface. A four-layer plating process surfaced the piston skirts, opposite the block’s silicon, in iron. From Tonawanda, the engines went to the Chevrolet assembly plant in Lordstown, Ohio. The technical breakthroughs of the block lay in the die-casting method used to produce it, and in the silicon alloying which provided a compatible bore surface without liners. With a finished weight of 36 pounds (16 kg), the block weighs 51 pounds (23 kg) less than the cast-iron block of the 153 cu in (2,507 cc) inline-four used in the Chevy II Nova.

Engine output summary

Year	Standard Engine	Optional L-11 Engine & GT (Z29)	Cosworth Twin-Cam (ZO9)
1971	90 hp (67 kW) @ 4,400 rpm 136 lb⋅ft (184 N⋅m) @ 2,400 rpm	110 hp (82 kW) @ 4,800 rpm 138 lb⋅ft (187 N⋅m) @ 3,200 rpm
1972	80 hp (60 kW) @ 4,400 rpm 121 lb⋅ft (164 N⋅m) @ 2,400 rpm	90 hp (67 kW) @ 4,800 rpm 121 lb⋅ft (164 N⋅m) @ 2,800 rpm
1973	72 hp (54 kW) @ 4,400 rpm 100 lb⋅ft (136 N⋅m) @ 2,000 rpm	85 hp (63 kW) @ 4,800 rpm 115 lb⋅ft (156 N⋅m) @ 2,400 rpm
1974	75 hp (56 kW) @ 4,400 rpm 115 lb⋅ft (156 N⋅m) @ 2,400 rpm	85 hp (63 kW) @ 4,400 rpm 122 lb⋅ft (165 N⋅m) @ 2,400 rpm
1975	78 hp (58 kW) @ 4,200 rpm 120 lb⋅ft (163 N⋅m) @ 2,000 rpm	87 hp (65 kW) @ 4,400 rpm 122 lb⋅ft (165 N⋅m) @ 2,800 rpm	110 hp (82 kW) @ 5,600 rpm 107 lb⋅ft (145 N⋅m) @ 4,800 rpm
1976	70 hp (52 kW) @ 4,200 rpm 120 lb⋅ft (163 N⋅m) @ 2,000 rpm	84 hp (63 kW) @ 4,400 rpm 122 lb⋅ft (165 N⋅m) @ 2,800 rpm	110 hp (82 kW) @ 5,600 rpm 107 lb⋅ft (145 N⋅m) @ 4,800 rpm
1977	84 hp (63 kW) @ 4,400 rpm 122 lb⋅ft (165 N⋅m) @ 2,800 rpm

notes: 1972–1977 hp/torque ratings are SAE Net L-11 engine standard on 1977 models

Stillborn engines

OHC L-10

XP-898 concept prototype Vega L-10 engine with "crossflow" aluminum head

The optional L-11 engine was part of the Vega development program from December 1968, initially with a tall iron cylinder head that had an unusual tappet arrangement and side-flow combustion chambers. The Chevrolet engine group then designed an aluminum crossflow cylinder head with single central overhead camshaft, “hemi" combustion chambers and big valves, which was lighter and about 4" lower than the Vega production head. Numerous prototypes were built and manufacturing tooling started, but the engine did not receive production approval. It would have given higher performance than the iron-head engine, without its differential expansion head gasket problems.

RC2-206 Wankel

In November 1970, GM paid $50 million for initial licenses to produce the Wankel rotary engine. GM President Ed Cole projected its release in October 1973 as a 1974 Vega option. The General Motors Rotary Combustion Engine (GMRCE) had two rotors displacing 206 cu in (3,376 cc), twin distributors and coils, and an aluminum housing. RC2-206 Wankels were installed in 1973 Vegas for cold weather testing in Canada.

1974 Vega RC2-206 Wankel

Motor Trend's 1973 article The '75 Vega Rotary said: "[M]ileage will be in the 16–18 mpg range. Compared to the normal piston [engine] Vega's 20 to 26 mpg, the whole rotary deal begins to look just a little less attractive, with what the price of gasoline skyrocketing..."

GM thought it could meet 1975 emissions standards with the engine tuned for better fuel economy. Other refinements improved it to 20 mpg_‑US (12 L/100 km; 24 mpg_‑imp), but brought apex seal failures and rotor-tip seal problems. By December 1973 it was clear the Wankel, now planned for the Monza 2+2, would not be ready for either production or emissions certification in time for the start of the 1975 model year. After paying another $10 million against its rotary licence fees, GM announced the first postponement. In April 1974 Motor Trend predicted the final outcome: on September 24, 1974, Cole postponed the engine, ostensibly due to emissions difficulties. He retired the same month. His successor Pete Estes showed little interest in the engine and GM, citing poor fuel economy, postponed production pending further development.

Lordstown Assembly

File:Lordstown Assembly - Chevy Vega.jpg

Building Chevrolet Vegas at Lordstown Assembly in Lordstown, Ohio

Lordstown Assembly, Vega Final Line

GM built the $75 million Lordstown Assembly plant in Lordstown, Ohio, to make the Vega. It was the world's most automated auto plant, where approximately 95 percent of each Vega body's 3900 welds were carried out automatically by Unimate industrial robots. Engine and rear axle assemblies positioned by hydraulic lifts with bodies overhead moved along the line at 30 feet per minute. Sub-assembly areas, conveyor belts and quality control were all computer directed.

Production speed

Production at Lordstown was projected at 100 Vegas an hour – one very 36 second - from the outset. Twice the normal volume, this was much the fastest rate in the world. Within months Lordstown produced 73.5 Vegas an hour.

Lordstown workers had 36 seconds to do their job instead of the customary minute. With 25 percent more line workers than needed, they formed groups in which three worked while a fourth rested. Early Vegas were well built. There were mechanical flaws but the quality of assembly, e.g. fit and finish, was acceptable. The car earned Motor Trend's 1971 Car of the Year award. In October 1971, General Motors handed management of Lordstown from Chevrolet and Fisher Body to General Motors Assembly Division (GMAD). GMAD imposed more rigorous discipline and cut costs by dropping the fourth "extra" worker. The United Auto Workers (UAW) said 800 workers were laid off at Lordstown in the first year under GMAD control; GMAD said 370. Management accused workers of slowing the line and sabotaging cars by omitting parts and doing shoddy work. Workers countered that GMAD sped up the line and cut staffing. Quality suffered. In March 1972, the 7,700 workers called a wildcat strike that lasted a month and cost GM 150 million dollars. Vega production rose by over 100,000 units for 1972, and would have been stronger but for the strike. 1975 was a "rolling model change" at 100 cars per hour with no downtime.

New paint chemistry

As production approached 100 vehicles per hour it caused problems in the paint shop. At 85 units per hour, nearly all required repair. Conventional pressures and tips could not apply the paint fast enough; increasing pressures and opening up the tips produced runs and sags. Fisher Body and lacquer paint supplier DuPont, over one weekend, developed new paint chemistry and application specifics: Non-Aqueous Dispersion Lacquer (NAD). The new formulation raised paint shop throughput to 106 units per hour.

Vertical rail transport

30 Vegas to a single Vert-a-pac

The Vega was designed for vertical shipment, nose down. General Motors and Southern Pacific designed "Vert-A-Pac" Railroad cars to hold 30 Vegas each (normal tri-level autoracks held 18). The Vegas were fitted with four removable cast-steel sockets on the underside and had plastic spacers - removed at unloading - to protect engine and transmission mounts. The rail car ramp/doors were opened and closed via forklift.

Vibration and low-speed crash tests ensured the cars would not shift or suffer damage in transit. The Vegas were delivered topped with fluids, ready to drive to dealerships, so the engines were baffled to prevent oil entering the No. 1 cylinder; battery filler caps high on the rear edge of the casing prevented acid spills; a tube drained gasoline from carburetor to vapor canister; and the windshield washer bottle stood at 45 degrees.

DeLorean influence

GM Vice President John Z. DeLorean, appointed Chevrolet’s general manager a year before the Vega's introduction oversaw the Vega launch, directing the Chevrolet division and the Lordstown Assembly plant. He put tens of additional inspectors and workers on the line and introduced a computerized quality control program in which each car was inspected as it came off the line and, if necessary, repaired.He promoted the car in Motor Trend and Look magazines. He also authorized the Cosworth Vega prototype, later requesting initiation of production.

John DeLorean and Vega 2300 in 1970

In Motor Trend's August 1970 issue, DeLorean promoted the upcoming car:

"Our design concept was we wanted to build a car that does everything well, and if you drive the car you really will be very impressed. It has far and away the best handling of anything in its class. In fact it handles better than many sports cars. The performance is excellent. There is nothing that comes within a mile of the Vega for performance and handling. It out-performs any car in its price class in accelerating. This car will out-handle almost any sports car built in Europe. Not just little cars, but sports cars too. This is quite an automobile...The Vega is going to be built at a quality level that has never been attained before in a manufacturing operation in this country, and probably in the world."

In the 1979 book On A Clear Day You Can See General Motors-John Z. DeLorean's Look Inside The Automotive Giant by J. Patrick Wright, DeLorean said in "The Vega" chapter:

"This program produced a hostile relationship between the corporate staffs, which essentially designed and engineered the car, and Chevrolet Division which was to sell it. My most important problem was to motivate the division to get the car into as good shape as we could before introduction. I initiated an intense program for quality control with the target of making the first cars off the assembly line the best quality cars, from a manufacturing standpoint, ever built." "While I was convinced that we were doing our best with the car that was given to us, I was called upon by the corporation to tout the car far beyond my personal convictions about it."

Vega versus competitors

1971 Gremlin X, 1972 Pinto Runabout & 1973 Vega GT photographed in 2010

As domestic automakers entered the subcompact class, Chevrolet's introduction of the Vega on September 10, 1970 followed the AMC Gremlin by six months and preceded the Ford Pinto by one day. The Vega was slightly more expensive than the Pinto. Conservative estimates put the cost of bringing the Vega (XP-887) from drawing board to production reality at $200 million compared to about $5 million for the AMC Gremlin. The Vega competed directly with domestic rivals and Japanese imports from Toyota and Datsun as well as the successful, but aging VW Beetle.

Five months prior to the Vega's public introduction, Chevrolet invited six publications to participate in a test run from Denver, Colorado to Phoenix, Arizona. Six cars were provided, driven out to Denver from the GM Proving Grounds in Milford, Michigan. Three Vegas - a sedan, coupe, and wagon, VW Beetle, Toyota Corona, and Ford Maverick. In September 1970 Car Life magazine reported on the two-day run: "The motoring press took an 890-mile trip in three Vegas and three competitors. The Vegas won." "The most impressive part of the trip was the cornering power of the three Vegas. None of the other cars could begin to keep up." Michael Lamm said, "We all agreed that the three Vegas were well put together, that they were comfortable, roomy, reasonably quiet, and fun to drive." John Bond, publisher of Road and Track and Car Life, who'd never been overly fond of American automobiles said he thought the Vega handled better than any economy car he'd ever driven. The highest speed attained on a level road was 105 mph (169 km/h) at 5,250 rpm by the Vega coupe with the L-11 performance option. The highest fuel mileage recorded was the Vega sedan at 25.5 mpg. The best 0-60 time was the L-11 Vega coupe at 13.5 seconds.

Motor Trend in a 1971 VW-Pinto-Vega comparison said, "The engine in the Vega is the strongest of the three...its drag strip performance will blow the doors off both the Pinto and the VW. The Vega, while enjoyable to drive, is a more serious car. It's faster, more comfortable, quieter and better riding than either the Pinto or VW while still delivering respectable fuel economy."

In 1971 Car and Driver ranked the Vega above the Ford Pinto, AMC Gremlin, VW Beetle, Toyota Corolla and Chrysler Simca. C&D said: "The Vega was the most expensive car in the test by almost $300 but the Vega's virtues are nicely in proportion to its price and it was the unanimous favorite." "The Vega pulls down the number one position because of its particular suitability to American driving conditions. In general the Vega is quick and nimble without the sports car harshness most American car drivers find objectionable." "The Vega's tall 2.53:1 axle ratio allowed a low 3,000 rpm at 80 mph (130 km/h)." "It was the quickest of the cars tested, taking 12.2 seconds to reach 60 mph (97 km/h)." C&D credited the Vega "an excellent combination of performance and economy."

Motor Trend in a 1972 comparison test A Back Door To Economy chose the Vega GT best car over the Ford Pinto Runabout and Gremlin X saying, "Chevy has had it all along." "Even extended trips do not induce excessive driver fatigue and that is one reason why it was the Car of the Year in 1971.

Car and Driver in a 6-Car Comparison Test Super Coupes in 1972 rated the Vega GT's styling over Pinto Runabout, Opel 1900 Rallye, Mazda RX-2, Capri 2000, and Toyota Celica, saying: "...If looks alone determined the best Super coupe, the Vega GT would win hands down without ever turning a wheel."

Motor Trend Classic magazine in a 2010 Loving Look Back comparison — 1973 Vega GT, 1972 Pinto Runabout and 1971 Gremlin X — closes the article saying, "Emotionally, Jim Brokaw summed it up in January 1972: Gremlin has power, but Pinto has the price, and a much quieter ride. Which car is best? Vega."

Awards

The Vega received awards from Motor Trend, Car and Driver and the American Iron and Steel Institute. Chevrolet's early Vega advertising included ads promoting awards won by the car. Frank Markus, Technical Director of Motor Trend wrote in the Motor Trend Classic Fall 2010 issue, "Chevrolet spun the Vega as a more American, upscale car. And let's face it, the car looked hot. So can you blame us for falling hook, line, and sinker for the Vega and naming it 1971's Car of the Year?"

1971 Chevrolet Vega ad

Motor Trend awarded the Vega 1971 Car of the Year.

MT: "The base Vega is a magnificent automobile without any options at all."
"...It is appropriate that the final choice was a car that reflects Detroit's timely response to the people's needs instead of a copy writer's idea of what they should need. So, the Chevrolet Vega 2300 is Motor Trend's 1971 Car of the Year by way of engineering excellence, packaging, styling and timeliness. As such, we are saying that for the money, no other American car can deliver more."

American Iron and Steel Institute awarded the Vega in 1971 for–Excellence in design in transportation equipment.

Motor Trend awarded the Vega GT 1973 Car of the Year in the Economy Class.

MT: "The best version of the Vega came out on top matched against the best versions of its competition."..."The Vega was judged solid, warm and comfortable, with a good finish." Pleasing the American car buyer is a delicate task. Economy really means economy with an illusion of luxury. This time Chevrolet won the guessing game."

Car and Driver readers voted the Vega Best Economy Sedan in 1971, 1972 and 1973 in C&D's Annual Reader's Choice Poll. In 1971, the Vega's first year on the market, it managed to unseat the incumbent import, breaking its eight-year winning streak.

Car and Driver selected the Cosworth Vega one of the 10 Best Collectable Cars in its fourth annual Ten Best issue, saying: "We're talking about historical significance here."

Production

Total Vega production was 1,966,157 including 3,508 Cosworth Vegas. At its peak, total Vega production was 2,400 units per day. The majority were built in the United States at Lordstown Assembly in Lordstown, Ohio. In 1973–1974, Vegas were also built at the GM of Canada plant Sainte-Thérèse Assembly in Quebec.
Collectible Automobile said, "One thing that helped the Vega sell was its timing. It debuted in 1971. Then in late 1973, the first big international fuel crunch hit, with small, thrifty, American-made cars suddenly in great demand. The 1973-74 oil embargo, perhaps more than any other factor, boosted the Vega's fortunes."

1971 Vega Panel Express
Panels were only 2% of production.
1973 Vega GT-Millionth Vega limited edition
The millionth Vega was built May 17, 1973.

Year	Notchback	Hatchback	Kammback	Panel Del.	Cosworth	Total
1971	58,800	168,300	42,800	7,800	—	277,700
1972	55,800	262,700	72,000	4,114	—	394,592
1973	n/a	n/a	n/a	n/a	—	395,792
1974	63,591	271,682	113,326	4,287	—	452,886
1975	35,143	112,912	56,133	1,525	2,061	206,239
1976	27,619	77,409	46,114	—	1,446	160,523
1977	12,365	37,395	25,181	—	—	78,402
						1,966,157

note: 1973 model breakdown N/A

Rebadged variants

1976 Astre GT Hatchback Coupe

1978 Monza Wagon

Vega body styles were used for several badge engineered variants. The 1973 to 1977 Pontiac Astre used all Vega bodies (and Vega engines through 1976). The 1978 to 1979 Chevrolet Monza and Pontiac Sunbird wagons used the Vega Kammback wagon body with engines supplied by Pontiac and Buick. Chevrolet also offered the Monza S as a price leader for the line using the Vega hatchback body.

Rebadged variant	Production
1975–1977 Pontiac Astre	147,773
1978 Chevrolet Monza 'S' Hatchback	2,326
1978–1979 Chevrolet Monza Wagon	41,023
1978–1979 Pontiac Sunbird Wagon	11,336
Total	192,458

note: 1973–1974 Pontiac Astre (GM of Canada) N/A

See also: Pontiac Astre, Chevrolet Monza, and Pontiac Sunbird § 1976–1980

Problems

Although the Vega sold well from the beginning, the buying public soon started to question the car's quality. It had every right to; It came out prematurely and still had a lot of glitches. Further development and upgrades continued throughout the car's seven-year production run, addressing its engine and cost-related issues.

Fisher Body

Fisher Body Vega Elpo dip

Fisher Body Division’s Elpo (electrophoretic deposition of polymers) primering process failed to prevent rust. Pioneered by Fisher, the process followed a seven stage zinc phosphate initial treatment and involved submerging the assembled Vega body in a 65,000 US gallons (246,052 L; 54,124 imp gal) vat of reddish-brown paint-primer particles in water. The bodies received a positive electrical charge and the primer particles carried a negative charge. Leaving the body in the vat for two minutes was meant to coat even the most remote recesses. The body was then dried, wet-sanded, sealer-coated, sprayed with acrylic lacquer and baked in a 300 °F (149 °C) degree oven. The Elpo dip did not flow to every recess or reach every surface. In a 2000 interview a Vega expert said: "The design of the front end caused air to be trapped at the tops of the fenders, so they never got coated. Early cars had no inner fender liners, so the tops of the front fenders got blasted by sand and salt thrown up by the tires, and they quickly rusted." A rust-prone gap existed between the front fenders and the cowl vent. "Moist debris and salt would pack into this area rusting through the metal in a few years."

Chevrolet installed stopgap plastic deflectors in late 1973 and full plastic inner fenders in 1974. Full inner fender liners were in the original design but the finance department cancelled them, as they would have added $1.14 per side, or $2.28 per car to the product cost. One of the program objectives was to produce a 2,000-pound car to sell for $2,000.00, and costs were tightly controlled. Five years later, after GM spent millions to replace thousands of rusted-out Vega fenders in the field, the plastic fender liners were reinstated as a mid-model change during the 1974 model year. Rrust damage also affected the rocker panels, the door bottoms, the area beneath the windshield, and the primary body structure above the rockers. Rust sometimes seized the front suspension cam bolts, preventing alignment adjustments, necessitating removal with a cutting torch and all-new parts.

From 1976, anti-rust improvements included galvanized steel fenders and rocker panels and "four layer" fender protection with zinc coated and primed inner fenders, wheel-well protective mastic, zinc-rich pre-prime coating on inner doors, expandable sealer between rear quarter panel and wheel housing panel, and corrosion-resistant grill and headlamp housings.

140 CID Engine

1972 Vega Kammback Wagon, 140 CID I4 RPO L11 with Rochester 2-bbl. carburetor

Early Vega models with the 140 cubic inch engine were subject to two recalls. The first addressed backfiring on 130,000 cars fitted with L-11 option two-barrel carburetor. The second, in the early summer of 1972, involved 350,000 cars with the standard engine driven by a perceived risk that a component in the emission control system might fall into the throttle linkage, jamming it open. Eudell Jackobson from GM engineering confirmed the problems involving the early two-barrel Rochester carburetor and engine valve-stem seals. Jackobson said:

"Because of the inherent second order unbalance of the four-cylinder engine, relatively soft engine mounts were required. Due to the soft mounts, the Vega engine sometimes shook to the extent that it would loosen the screws holding the top cover to the carburetor body. The top cover would then jump up and down, which activated the accelerator pump, which shot raw gasoline through the cylinders and into the exhaust system. Fuel would puddle inside the muffler and eventually explode; backfire. The early mufflers would blow out towards the fuel tank, so later ones were engineered so they'd blow away from the tank. We also started using Loc-Tite on the carburetor bolts." In 1973 the Rochester two-barrel carburetor was replaced with a Holley-Weber design.

"After the engine had been in production for a while, customers would go back to the dealer complaining about oil consumption... the mechanic would peer down the bore scope and observe cylinder scuffing. We eventually found out that the problem had never been the scuffing of the (cylinder) bore. The real problem was the valve stem seals. They'd harden, split, fall off, and oil would leak down past the valves and into the combustion chamber. So we did some experiments. When we got an oil burner, we simply replaced the valve-stem seals, and that cured it." 1976-77 Dura-built engines had redesigned seals that reduced oil consumption by fifty percent.

With its small 6 US quarts (5.7 L) capacity and tiny two-tube 1 sq ft (0.1 m²) radiator, the Vega cooling system was adequate when topped off, but owners tended not to check the coolant level often enough, and in combination with leaking valve-stem seals the engine would often run low on oil and coolant simultaneously. Consequent overheating distorted the open deck block, allowing antifreeze to seep past the head gasket, which caused piston scuffing inside the cylinders.
Chevrolet added a coolant overflow bottle and an electronic low-coolant indicator in 1974 that could be retrofitted to earlier models at no cost. Under a revised 50,000 mi (80,000 km) engine warranty for 1971–1975 Vegas, the owner of a damaged engine could choose replacement with a brand new short block or a rebuilt steel-sleeved unit, which proved costly for Chevrolet. GM engineer Fred Kneisler maintains that too much emphasis had been put on overheating problems, the real culprits being brittle valve stem seals and too-thin piston plating. Nevertheless, damaged cylinder walls were common.

Collectible Automobile said, "Kneisler feels Chevrolet could have anticipated some of the Vega's problems had there been time to run what he calls "granny tests", more formally known as failure mode analysis — involves treating a car the way a "typical" grandmother would; i.e. ignoring coolant and oil levels, and rarely servicing anything. The granny test would have taken time, which the Vega's development engineers didn't really have. But apparently no one thought to run granny tests anyway." Kneisler confessed,

"It astonishes me that not one of us thought about seeing what would happen if we ran out of water [...] [T]he test system back then didn't let things fail. If a test driver at the proving grounds didn't ever check one of those engines and let it run out of coolant...if it burned up, he'd get fired. The drivers were checking coolant every day, checking the oil, checking everything every shift."

The 1976–1977 Dura-Built 140 engine had improved engine block coolant pathways, redesigned head gasket, water pump and thermostat, and a five-year/60,000 mi (97,000 km) warranty. Despite its lack of success with the Vega, the liner-less aluminum/silicon engine technology that GM and Reynolds developed turned out to be sound. Mercedes-Benz and Porsche both use sleeveless aluminum engines today. The metallurgy and finishing processes are slightly different, but the basic principles are those developed for the Vega engine.

Reception

Initially the Vega received awards and praise. Subsequently there were criticisms.

Praise

In 1970, the American automotive press variously described the Vega as enjoyable, functional, comfortable and innovative, with good handling, ride, visibility, freeway cruising and economy. The 2300 engine's simplicity was praised, as were the handling package and brakes of a Vega with the 110 hp engine. Other magazines said the car was well matched to the tastes and needs of the 1970s, that it was "very good", and in December 1970 Motor Trend included the Vega as one of the "Ten Best Cars of 1971". Road and Track's editor, John R. Bond said, "As a final observation, I think the Vega is beyond a doubt the best handling passenger car ever built in the U.S. It has many other good qualities, but the roadholding impressed and surprised me most of all."

In 1971, Car and Driver favorably compared the basic Vega with the Ford Pinto, and described the Vega as one of the world's best-looking compact sedans. The turbocharged Yenko Stinger II version was called a sports car. The following year, Hot Rod magazine voted the GT "Best Buy of the 1972 Chevrolet line." Also in 1972, the Vega was voted "Easiest to service, least mechanical problems and best overall in its class" in a magazine survey of independent auto service personnel. Car and Driver for their tire comparison tests chose a GT in 1972, and a Cosworth in 1974 for their handling balance.

In 1973 and 1974, improvements were noted in the engine, traction, and gearshift. The GT was commended for its performance, economy, cornering, brakes, air conditioning, interior, "sense of balance that you rarely find in a sedan", steering that felt quite accurate, and the interior's high-quality carpets, door panels and seat coverings.

In April 2000, Collectible Automobile magazine said that the Vega's engine was "the most extraordinary part of the car", adding that although by 1976 the Vega was "a fairly decent car", the introduction of the even less expensive Chevette in 1976 "put the handwriting on the wall."

In 2010, Motor Trend Technical Director Frank Markus test drove a 6k-miles 1973 Vega GT. He reported, "After a few gentle miles, I begin to understand how this car won its awards and comparison tests, and said that "well-maintained examples are great looking, nice-driving, economical classics."

Criticism

Early criticism of the Vega came from the Center for Auto Safety. A letter from its founder Ralph Nader to GM Chairman Richard Gerstenberg contained a list of safety allegations. It also said that the car was a "sloppily crafted, unreliable and unsafe automobile" and that it "hardly set a good example in small car production for American industry".

In 1979, Popular Science said the cost of free repairs to the Vega in the 1970s ran into tens of millions, and that repairs were often free of charge up to two years after the warranty ran out.

A 1990 Time article said the Vega was "a poorly engineered car notorious for rust and breakdowns." In 1991, Newsweek magazine called the Vega costlier and more troublesome than its rivals. Joe Sherman's 1993 book In the Rings of Saturn said that "by its third recall, ninety-five percent of all Vegas manufactured before May 1972 had critical safety flaws", and that the model's "checkered history only reinforced the belief that GM made inferior small cars. This legacy would prove far more important than any direct impact the Vega would have on GM's profits."

Motor Trend said in its September 1999 50th Anniversary Issue: "The Vega seemed well placed to set the standard for subcompacts in the 70s, but it was troubled by one of the most vulnerable Achilles heels in modern automotive history; an alloy four-cylinder engine block that self destructed all too easily, and all too often. Once the word got out the damage was done, even though the engine had been revamped."

The April 2000 issue of Collectible Automobile magazine summed up with: "The Chevy Vega has become a symbol of all the problems Detroit faced in the 70's" and ". . . little by little, everything that could go wrong, did. Had its big engineering and manufacturing plans succeeded, the last laugh might have belonged to Chevy . . . The greatest toll came in the damage it did to Chevrolet's and GM's reputation. The other effect the Vega had on GM was to help make the corporation conservative, and dull its will to lead."

Robert Freeland's 2005 book The Struggle for Control of the Modern Corporation said "poor planning and perfunctory implementation . . . led to an extremely poor quality automobile beset by mechanical problems," In his 2010 book Generation Busted, author Alan Zemek said, "Chevrolet's answer to the Japanese car, left it with a black eye."

In 2008, Popular Mechanics editor John Pearley Huffman's web article, 10 Cars that Damaged General Motors, said the Vega's sales success meant there were "just that many more people disappointed" by it. "Throw in haphazard build quality and sheetmetal that you could practically hear rusting away, and the Vega truly rates as one of GM's great debacles." The 1971 Vega placed third in Car and Driver 's 2009 article, Dishonorable Mention: The 10 Most Embarrassing Award Winners in Automotive History. The editors addressed Motor Trend's Car of the Year award: "That’s not to say the choice of the Vega as 1971 Car of the Year didn’t make sense in context..compared with Ford’s Pinto, the Vega at least seemed better. The Vega’s aluminum engine block even seemed like a technological leap forward. However, the aluminum block’s unlined cylinder bores scored easily, and the (usually misaligned) iron cylinder head let oil pour into them." In 2010, John Pearley Huffman of Popular Mechanics referred to the Vega as "the car that nearly destroyed GM."

Concept car

File:1973 Chevrolet XP-898.jpg

1973 XP-898 Concept car

The 1973 two-seat coupe Chevrolet XP-898 concept car is a front engine, rear wheel drive design based on the Chevrolet Vega and using many of its components including the aluminum-block 140 cu in (2,294 cc) inline-four engine. Wheelbase was 90-inch (2,300 mm), and overall length 166 inches (4,200 mm). It showcased alternative engineering approaches to future techniques in design and manufacturing.

The vehicle had a frameless fiberglass foam sandwich body and chassis. The entire body consisted of four lightweight fiberglass outer body panels plus floor pan, firewall, upper front and upper rear sections, and a rigid urethane foam filling the designed clearance between the panels. Structure and appearance were designed for the body to be assembled using four lightweight molded outer skin sections. With the outer skin panels placed in a foaming mold, liquid urethane was injected between the panels, where it expanded and bonded the body into a single, rigid sandwich structure. The body was virtually free of squeaks, rattles, and vibrations. Once the urethane hardened (after about fifteen minutes), the suspension, drive train, hood and doors were bolted to reinforcing plates, which were bonded to the fiberglass panels. A key consideration in the engineering design of the XP-898 was the advantage of improved crash worthiness of the sandwich construction technique. The energy absorption characteristics of the vehicle enabled engineers to simulate crash conditions for the vehicle at speeds up to 50 mph (80 km/h) without catastrophic failure to the structure.

Hot Rodding & Motorsport

V8 Vegas

1971 Motion V8 Vega

Vegas are often modified due to their front engine-rear drive (FR) design, light weight and low cost. A small-block Chevrolet V8 engine fits in the engine compartment; and a big-block V8 will fit with minor chassis modifications. The Vega was not offered with a factory V8 option, although the Vega-based Monza, Sunbird and Starfire were.

Motion Performance and Scuncio Chevrolet sold new Vegas converted with small- and big-block V8s. Heavy-duty engine mounts and front springs supported the increased engine weight, and a large radiator and modified driveshaft were fitted. For engines over 300 hp (220 kW), or with a manual transmission, a narrowed 12-bolt differential replaced the stock Vega unit.

Bill Jenkin's Grumpy's Toy XI 1974 Vega

Drag racer Bill "Grumpy" Jenkins won six of eight 1972 National Pro-Stock division events with his Pro Stock, 331 cu in (5.4 L)-powered 1972 Vega, Grumpy's Toy X. In its first event, the untested Vega made 9.6 second passes and won the 1972 Winternationals. Jenkins' 1974 Vega, Grumpy's Toy XI, was the first full-bodied Pro Stock drag racer with a full tube chassis, as well as the first with MacPherson strut suspension and dry sump oiling. Jenkins' 1974 Vega sold for $550,000 in 2007.

In July 1972, Hot Rod tested a Chevrolet-built prototype Vega featuring an all-aluminum V8. The special 283 cu in (4.6 L) engine was from a 1950s special lightweight Corvette program, and later installed in the Chevrolet Engineering Research Vehicle (CERV), an open-wheel rear engine prototype. One of the last engines was bored out to 302 cu in (4.9 L) for the Vega application. With 11:1 compression pistons, "097 Duntov" mechanical camshaft, cast-iron four-barrel intake manifold and Quadrajet carburetor, the car turned a 13.97-seconds quarter mile. The prototype had a stock Turbo Hydramatic, stock Vega rear end and street tires.

Car and Driver's Showroom Stock #0

In the 1970s Car and Driver challenged its readers to a series of Sports Car Club of America (SCCA) races for showroom stock sedans at Lime Rock Park, Connecticut - The Car and Driver SS/Sedan Challenge. With Bruce Cargill - representing the readers - having won Challenge I in 1972 in a Dodge Colt, and Patrick Bedard, C&D's executive writer, winning Challenge II in 1973 in an Opel 1900, Challenge III would be the tie-breaker.

1973 Vega GT in metallic bronze

On October 12, 1974 C&D's 1973 Vega GT #0, driven by Bedard, edged out an Opel to win the race. "The lone Vega outran every single Opel, Colt, Pinto, Datsun, Toyota and Subaru on the starting grid [...] It had done the job - this Vega GT faced off against 31 other well-driven showroom stocks and it had finished first.

After Bedard had purchased the year-old Vega in California for $1,900, former Chevrolet engineer Doug Roe, a Vega specialist, told him to "overfill it about a quart. When you run them over 5,000 rpm, all the oil stays up in the head and you'll wipe the bearings. And something has to be done with the crankcase vents. If you don't it'll pump all that oil into the intake." Bedard said:

"On its very first lap around Lime Rock the Vega blew its air cleaner full of oil. And it also ran 215 °F (102 °C) on the water temperature gauge. When I called Roe about the overheating he said all Vegas run at 215 degrees on the water temp gauge. It would be OK to about 230 degrees. Then it would probably start to detonate. I wasn't even convinced that it could finish. And I didn't even know all of its bad habits yet. Five laps from the end I discovered that once the tank drops below a quarter full, the fuel wouldn't pick up in the right turns. Twice per lap the carburetor would momentarily run dry. And if that wasn't bad enough, the temperature gauge read exactly 230 degrees and a white Opel was on my tail as unshakably as a heat-seeking missile. But it was also clear that no matter how good a driver Don Knowles was and no matter how quick his Opel, he wasn't going to get by if the Vega simply stayed alive. Which it did. You have to admire a car like that. If it wins, it must be the best, never mind all of the horror stories you hear, some of them from me."

References

Bibliography

• Gunnell, John, ed. (1987). The Standard Catalog of American Cars 1946–1975. Krause Publications. ISBN 0-87341-096-3.
• Kimes, Beverly Rae; Ackerson, Robert C. (1987). Chevrolet: A History from 1911. Automobile Heritage Publishing & Co. ISBN 9780915038626.

External links

• 1970 film - Chevrolet Vega Development and Assembly
• Template:Dmoz
• Chevrolet Vega at the Internet Movie Cars Database