The Flint factory's chassis...
The Flint factory's chassis line was only six cars long. Once suspension stuff was added, and wheels and tires bolted up, the frame was righted and then rolled on its own toward powertrain installation and the body drop (far right).
Some things definitely get better with age. Consider the Corvette. By the time you read this, Chevrolet's two-seat flight of fancy will be 56 and looking not at all in need of any enhancement whatsoever, natural or otherwise. No doubt many Corvette owners wish they could say the same-while often showing considerably fewer miles on their clocks in comparison. Fortunately slipping down behind the wheel of the latest "best Vette yet" always seems to help turn back the years, or at least we men like to think ye women always see it that way. If not, there's still Rogaine, right?
Die master castings (top)...
Die master castings (top) were placed into a Kellering machine, which duplicated the master's contours, grinding them into a metal die (bottom).
What a long, winding road it has been. Six Corvette generations have now appeared, each making its own share of history, each picking up the pace to all-new heights. First came the original "solid-axle" models, built from 1953 to 1962, followed by the "midyear" Corvette Sting Rays, fondly fashioned all too briefly from 1963 to 1967. The third generation, the so-called "Shark" legacy, still stands as the lengthiest after running on and on from 1968 to 1982. Chevrolet officials then opted to skip the 1983 model designation due to delays encountered during development of the fourth generation, which debuted as an '84 model then retired in 1996.
Originally considered in 1988, the radically upgraded fifth generation was initially slated to burst onto the scene in August 1992, just in time to help pre-stage the Corvette's upcoming 40th anniversary celebration. But stumbling blocks again took their toll, pushing that date back repeatedly, first for the 1994 model year, then 1995. When all the trials and tribulations were finally dealt with, Chevrolet's latest next-generation Corvette was introduced to rave reviews, in Targa-top coupe form only, in January 1997. A topless running mate followed a year later.
A body awaits its door trim,...
A body awaits its door trim, grille, and headlight treatment. Once completed, these trimmed-out shells were picked up by the hoist, partially visible in the upper right corner of this image. The body drop onto a completed chassis was next.
It was during the '97 Corvette's protracted crawl to market that code names came into vogue for the breed's much-ballyhooed generations. Once "C5" became the recognized label for the 1997 redesign, it logically followed to retroactively identify the preceding groups accordingly: C1, C2, and so on. At present we have the predictably tabbed C6, which did the C5 one better in 2005. Make that "50 better," for that was how much standard engine output increased, to an unprecedented 400 horsepower. Standard C6 performance, meanwhile, graduated into the surreal range: 0-60 in 4.2 seconds, a top end of 186 miles per hour. Talk about all-new heights.
Extra reinforcing steel members...
Extra reinforcing steel members were added beneath the Corvette's body when it was given a restyled tail in 1961. This ghost view depicts a '62 model.
"The C6 represents a comprehensive upgrade to the Corvette," explained former chief engineer David Hill rather humbly while announcing the upcoming new model late in 2003. "Our goal is to create a Corvette that does more things well than any performance car. We've thoroughly improved performance and developed new features and capabilities in many areas, while at the same time systematically searching out and destroying every imperfection we could find." In Hill's opinion, the C5 had been "90-percent perfect." His estimation for the '05 C6 was 99 percent. Easily one of the world's best performance buys, Chevrolet's latest, greatest Corvette now offers far more refinement than ever imagined not all that long ago.
And to think this story started oh so humbly more than a half century back.
Called the "birdcage," this...
Called the "birdcage," this welded-steel structure meant that the '63 Sting Ray's body could be molded up using thinner fiberglass panels. The steel's extra weight was more than offset by a lightened shell that, in turn, was much stronger and safer than its '62 forerunner.
All that remained was a little...
All that remained was a little polishing, and this Sting Ray coupe would be ready to roll out the door.
Among the final jobs in St....
Among the final jobs in St. Louis was to properly aim the headlights. A '66 convertible gets the treatment here.