Steve Magnante's 1001 Corvette Facts. Steve Magnante
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$123.65. That said, availability delays forced the factory to install the old-style non-recirculating heater in the first 145 1956 models built.
156 Even though virtually every restored 1956–1961 Corvette seen today has a two-tone, contrasting paint treatment applied to the side cove, the attractive feature was not standard issue. Rather, buyers had to request RPO 440 to get the contrasting cove paint, which cost an extra $19.40 ($16.15 after 1957).
157 Don’t assume that every 1956–1961 Corvette came with the RPO 440 contrasting-paint cove treatment. In fact, far more new Corvettes from that era were delivered with monotone paint than with two-tone. In 1956, 2,208 of 3,467 cars built came with monotone paint. In 1957, 3,545 of 6,339 cars built had monotone paint. Of the 9,168 cars built in 1958, 5,746 came with monotone paint. For 1959, 6,739 had monotone paint out of 9,670 cars built. In 1960, 6,949 of the 10,261 cars built came with monotone paint. Finally, in 1961, of the 10,939 cars built, 7,588 had monotone paint. Clearly, the two-tone side-cove treatment was not as popular then as it is today.
158 The two-tone side-cove paint option was dropped in 1962, Corvette’s final year before the arrival of the Sting Ray. Given the facts presented above, Chevrolet’s decision makes sense. If the majority of buyers don’t want something, why offer it? As such, all of the 14,531 Corvettes built in 1962 had monotone paint. The RPO 440 two-tone cove paint treatment was discontinued.
159 Even though the 1962 Corvette was a last-run offering, Chevrolet made several changes, including eliminating the previous bolt-on stainless side-cove outline trim. In its place, an exaggerated, raised lip was formed into the fiberglass. Thus, the door skins and front fenders were unique to the 1962 Corvette.
160 Unlike the rectangular-screen radio antennae molded into earlier trunk lids, a telescoping mast-type antenna was adopted for 1956-on. But unlike the conventional placement atop the passenger-side front fender, it was mounted atop the driver-side rear quarter panel. This added distance worked with the metal ignition-system shielding to prevent radio interference.
161 Speaking of radios, they were a $145.15 mandatory option from 1953 to 1955; buyers were finally able to decline radio equipment starting in 1956. Typically requested by road racers who didn’t need the added entertainment, Corvettes built without factory radios came with rectangular block-off plates to seal the hole left in the dash. Radio-delete Corvettes also lacked the elaborate multi-piece stainless-steel ignition shrouding.
In 1956, the mandatory installation of radio equipment ended. Of the 3,467 cars built that year, 750 omitted the radio and carried a color-matched metal block-off plate, instead.
162 Savvy Corvette spotters could learn what was under the hood by checking the tachometer face. Cars equipped with the hot solid-lifter engines displayed higher RPM ceilings. Generally speaking, the dual-quad and fuelie tachs had an 8,000-rpm ceiling, while lesser mills went to 6,000 rpm. For comparison, the earlier 6-cylinder tachs of 1953–1955 (seven built) only went to 5,000 rpm. The 1955 V-8 tachometer read to 6,000 rpm.
163 One exterior item that quietly appeared in 1956 was a pair of chrome door handles. It’s often forgotten that 1953–1955 Corvette bodies lacked them.
164 Despite the juggled lengths of the tailpipe tips, 1953–1955 Corvettes suffered from exhaust staining on the body. Arkus-Duntov affixed tufts of wool to the area and discovered that repositioning the exhaust tips to the ends of the fenders eliminated the staining. The body stylists further developed the idea by designing the rear bumpers to surround each exhaust tip.
165 Although the relocation of the exhaust outlets spared the paint from staining, the noxious fumes were known to attack the chromed bumper surrounds used on 1956–1960 models. Win some, lose some. The 1961 Corvette’s exhaust outlets were the first not to be accentuated by chrome tips or to be incorporated into the bumpers. In fact, a close look at any unrestored 1961 car (or correctly executed restoration) reveals that the terminus of each pipe was subtly flared to hide behind the silhouette of the lower body panel, an odd change of theme in those days when dual exhaust outlets were a major status symbol.
166 The hide-away tailpipe configuration was continued for 1962. Interestingly, even though the 1961–1962 duck-tail quarter panel and taillamp panel treatment provided a glimpse of the 1963 Sting Ray’s styling, the actual Sting Ray returned to the loud-and-proud exposed-tailpipe format.
167 Reflecting a strong commitment to Corvette’s future after some very iffy years, Chevrolet totally redesigned the 1958 instrument panel and dashboard with a more intimate, cockpit-like style. A central “waterfall” divided the space under the dash and moved the radio and heater controls away from the dash face. Passengers now had something to hang onto in the form of a padded grab bar.
Previewed on the 1956 Pontiac Club de Mer Motorama show car, the deep, crescent-shaped driver and passenger cutouts rolled out in 1958.
168 The 1958 interior restyle brought a functional touch that arrived just in time for the high-revving solid-lifter engines made available: a properly positioned tachometer. Mounted directly in the driver’s line of sight, its large numerals were easy to read and react to. The previous tachometer location in the center of the instrument panel was pleasingly symmetrical but a functional disaster. One wonders how many 1956 and 1957 Corvette engines were scattered by drivers unable to see when redline was near.
169 1957 Corvettes equipped with the RPO 579E option provided an exception to the goofy tachometer placement of pre-1958. This option was an all-out competition package featuring the Rochester fuel-injected 283 and a mechanically driven tachometer strapped atop the steering column directly in front of the driver. This tach’s 8,000-rpm face hinted at the potent 283’s true capability. The standard (and useless) tachometer was deleted. Filling the empty hole was the same circular Corvette nose and deck-lid emblem used on 1957 Vettes. Only 43 legitimate RPO 579E Corvettes were built (the option cost $726.30), most of which were sadly raced into the ground.
170 Although the external details are seemingly identical, 1957 Corvette bodies differed significantly from 1956 bodies due to stamped-metal reinforcement panels and braces added inside the doors, beneath the cowl, and atop the rocker panels. Given equal treatment, storage, and use, a 1956 body exhibited more stress cracks than a 1957-or-later body due to its lack of these bonded reinforcements.
171 Something new appeared on the shift handle of 4-speed Corvettes in 1959: a chromed reverse-lockout T-handle located between the boot and the ball. Spring loaded, it prevented accidental engagement of Reverse gear unless the driver deliberately lifted the T with his fingers. Of the 9,670 Corvettes built in 1959, 4,175 were 4-speeds. Interestingly, 1959 marked the first year that 4-speed transmissions were available in Chevy full-sized passenger cars, but their spindly swizzle-stick shift handles lacked a reverse-lockout function until 1964.
172 Arkus-Duntov always considered safety a priority, having seen his share of tragic racing accidents. In 1955, Arkus-Duntov was racing a Porsche 550 Spyder at Le Mans (see Fact 148) when Pierre Levegh’s Mercedes-Benz 300SLR crashed into the grandstands, killing him, 80 spectators, and the Mercedes-Benz factory race program for many years.. In 1958, Corvettes arrived from the factory with seat belts as standard equipment, almost a decade before federal mandates forced their inclusion on other Chevrolets and the entire auto industry.
173 Body-color-painted headlamp trim rings easily identify early 1956 Corvettes. Intended to stretch the appearance of the front fenders, the applied paint was highly prone to chipping. Within a month of startup, General Motors reverted to the bright, chrome-plated rings used through the 1957 model run.
174 In January 1957, a vented gas tank was added to the Corvette to prevent vapor slosh and surge on hot days. To accommodate the rubber fume-exhaust tube, a small exit hole and rubber grommet was added next to the fuel filler and gas cap. It was all positioned beneath the hinged fuel