Chevrolet Vega

Subcompact   In december 1959 Detroit automobile manufacturers attemptedto confront entry-level imports and domestic small cars such as the Studebaker Lark and Rambler American as well as in the process come up with compact class of cars, such as Chevrolet Corvair, Ford Falcon and Plymouth Valiant, each introduced as 1960 models. By the 1970s, while cars much like the Chevrolet Nova, Ford Maverick, and AMC Hornet had evolved into the actual versions from the traditional six-passenger American family cars, these were larger than subcompacts, and several were delivered with optional V8 engines. The Chevrolet Vega was introduced September 10, 1970 in GM, Ford and AMC automakers entering a whole new subcompact car class. The AMC Gremlin was introduced six months prior along with the Ford Pinto 1 day following the Vega's introduction. They competed directly with the successful, but aging VW Beetle, along with Japanese imports from Toyota and Datsun. Although the Vega's conventional rear wheel drive layout and unibody was similar towards the Japanese subcompacts, its 97.0-inch (2,460??mm) wheelbase and 169.7-inch (4,310??mm) overall length were longer than Toyota Corolla's 91.9-inch (2,330??mm) wheelbase and 161.4-inch (4,100??mm) length. History   Origin 1967    Chevrolet and Pontiac divisions were working separately on small cars in the early and mid 60's. Ed Cole, who was GM executive vice-president of operating staffs, was working on his or her own small-car project using the corporate engineering and design staffs. He presented this software to GM's president in 1967. When the corporation started seriously talking about a mini-car, Cole's version was chosen with all the proposals from Chevy and Pontiac rejected, and Cole's new mini-car was presented with to Chevrolet to market. Not only did corporate management make the decision to get in the mini-car market, what's more, it thought we would develop the auto itself. It was a company car, not just a divisional one. In 1968 GM chairman James Roche announced that General Motors would bring out a new mini-car by 50 percent years. Ed Cole was the main engineer and Bill Mitchell, the vice-president of the design staff, was the primary stylist. Cole wanted a world-beater, and the man wanted it in showrooms in a couple of years. This was an extremely short period of time to create and engineer a whole new car, especially the one that borrowed nothing from any other. Cole formed a GM corporate design team exclusively for the Vega headed by William Munser, who had labored on the Camaro and the Turbo-Hydramatic transmission. Code-named XP-887, Chevrolet "teaser" ads began in May 1970, not announcing its name at first, stating-"you'll see." The Vega, much like the Corvair, is certainly referred to as Ed Cole's baby. It was as GM president that Cole oversaw the genesis from the Chevrolet Vega. Development 19681970   XP-887 clay model, GM studio, September 1968    The Chevy Vega was conceived in 1968 being a simple, low-cost transportation vehicle to make use of the newly-developed all-aluminum die-cast engine block technology. In October 1968, there is merely one body style the 11 style Notchback Coupe, one engine, one transmission the MB1 Torque-Drive manually-shifted 2-speed automatic, no headliner, one base trim level, a bench seat, molded rubber floor, no glove box, no air-conditioning option, ventilation only over the upper dash direct through the wiper plenum, and exterior paint around the interior. As this system progressed into development, the market industry changed, and so did the merchandise:   December, 1968 Hatchback, Wagon, and Panel delivery styles added. Kickpad floor-level ventilation added. Optional performance engine (-11 2-barrel) added; predicted at 20%, actually ran at 75%. Bucket seats replaced bench seat as standard equipment. Carpeting and headliners added for hatchback and station wagon. Air-conditioning option added; predicted at 10%, actually ran at 45%. February, 1969 Opel three- and four-speed transmissions added (3-speed standard, others optional), Powerglide added (now four transmissions), mechanical fuel pump replaced by in-tank electric pump, power steering option added, base 11 style Notchback trim upgraded to check Hatchback and Wagon (carpet and headliner). April, 1969 Gauge-pack cluster option added, HD suspension and wide tire option added (ran at 40%), adjustable seat back option added (ran at 45%), bumpers restyled, lower valance panels added, swing-out quarter window option added (ran at 10%). July, 1969 Electrically-heated backlite option added (ran at 10%), T package option added at $325.00 (ran at 35%), bright window-frame and roof drip moldings added to Hatchback and Wagon (as opposed to painted). This it's essentially how the vehicle launched as being a 1971 model on June 26, 1970. After the National GM strike (9/70-11/70) ended, bright roof drip moldings were added to the beds base 11 style notchback; moldings were delivered to dealers to update units already in the field in December. The car still had no glove box. Design & Engineering   1971 Vega Hatchback Coupe    1971 Vega Sedan (Notchback)    As introduced, the Vega was one with the first Chevrolet vehicles to possess as standard equipment front disc brakes, a power fuel pump, side guard door beams, a double paneled roof, and foam-filled, hi-back bucket seats with floor mounted controls. Many service operations were intentionally designed so that they were able to be done by Vega owners. To further that end, a "Do-It-Yourself" service manual was included with each new Vega. All four Vega models share a similar hood, fenders, floor pan, door lower panels, rocker panels, engine compartment, and front. In a size comparison using a 1970 Nova, the Vega has 20??inches (510??mm) less overall length, 14??inches (360??mm) less wheelbase, 7??inches (180??mm) narrower width and a couple of??inches (51??mm) lower height. The aluminum block inline-4 engine would have been a joint effort from General Motors, Reynolds Metal Corp. and Sealed Power Corp. The engine as well as die-cast block technology originated at GM engineering staff, well before this software was handed-off to Chevrolet to complete and convey it to production. Ed Cole, who has been very personally involved with all the design of the 1955 Chevrolet V8 as chief engineer at Chevrolet, was equally involved using the Vega engine as GM president, and was a frequent visitor on Saturdays to the engineering staff engine drafting room, reviewing the look and giving direction for changes. As the engine development progressed at Chevrolet, it became known (in closed offices) because he world tallest, smallest engine due for the very tall cylinder head. Opel was commissioned to tool up a fresh 3-speed derivative with their production 4-speed manual transmission. Opel a 4-speed available that has been in high-volume production, but the GM finance department insisted that the base transmission be considered a low-cost 3-speed, with the traditional profit-generating 4-speed being an extra-cost option. Opel did just that, and tooled up a new 3-speed yourself, exclusively for the Vega application, whose actual cost was greater than the optional 4-speed due to the tooling investment and low production volume. Both transmissions came by ship from Germany 100 transmissions to some crate, and arrived in shipments of a large number of transmissions during a period. 1971 Vega Kammback Wagon   1971 Vega Panel Express    Its suspension and live rear axle design, near ideal weight distribution, low center of gravity and neutral steering give the Vega world-class handling characteristics which are praised from the automotive press. The overall chassis suspension ended up being be tuned to a brand new A78 x 13 tire that's being developed concurrently using the vehicle. The front suspension is classic General Motors short and long-arm. The lower control arm bushings were actually bigger than those from the Camaro. The four-link rear suspension copied that in the Chevelle, and coil springs are utilized throughout. This was a significant departure through the leaf spring suspension used within the Camaro and Nova. The Vega's brake system copied a great Opel design including solid rotors plus a insufficient a proportioning valve. Due to its "Modular Construction Design", a Vega sedan with 578 parts of the body had 418 fewer parts than its full-size Chevrolet counterpart. Modular Construction Design reduced the amount of joints and sealing operations leading to stronger, tighter bodies, effectively contributed to vehicle quality making possible a really high rate of production. The Vega's body surface was the very first accomplished completely through use of computers. Body surface information upon tape derived in the clay styling model, allowed computers to further improve our bodies surface mathematically. Tapes developed over the computer were also utilized to control drafting machines in producing master surface plates which were extremely accurate. The computer have also been utilized in making the a huge selection of necessary engineering calculations including vision angle, field of view, rear compartment lid and door counterbalance geometries, structural stresses, deflection calculations and tolerance studies.. The Vega's styling was judged conservative, clean-lined and timeless. GM styling studio's main influence was the 1967-1969 Fiat 124 Sport Coupe AC, and also the Chevrolet Camaro/Corvette studio grafted a 1970 Camaro-like egg-crate grille and Chevy-style dual taillights. The original approved clay model had small rectangular front parking lights below the bumper. One morning John DeLorean (GM Vice President and Chevrolet General Manager during the time) brought Zollie Frank, the owner of the world largest Chevrolet dealership (Z. Frank Chevrolet in Chicago) into the styling studio to exhibit him the clay and get his thoughts around the design. He looked at the painted clay model, walked around it, then stood looking at it to get a minute roughly, and said: et eliminate those wimpy-looking parking lights they will be big, round items that look like european driving lights. DeLorean turned to the studio chief, told him to make the progres Zollie wanted, and said they return to check out it later that afternoon. The modelers were put to develop large, round lamps and DeLorean and Zollie went back later tomorrow and approved the change. DeLorean mentioned towards the studio chief as these were leaving that ollie sells more Chevrolets than other people that is known he knows what are the customers like. The car attended production exactly as it was revised that afternoon. Models & changes 19711977   The Hatchback was typically the most popular Vega model with its lower roofline and useful hatchback with fold-down rear seat, and included nearly 50 % of all Vegas produced. The Sedan, renamed Notchback in 1973, had the cheapest price at $2090. It has more rear seat head room as opposed to Hatchback and is the sole Vega model by having an enclosed trunk. 1971 Vega Panel Express   1972 Vega Kammback Wagon    The Kammback Wagon with an increase of cargo capacity and a swing-up liftgate, retains the Coupe's handling capabilities. The Panel Express, single passenger Panel delivery based around the Wagon, has steel panels in place with the rear side glass, with an additional enclosed utility area. An auxiliary front passenger seat was optional. In mid-1971 a GT option package for Hatchback and Kammback models was introduced. It included the L-11 two-barrel carburetor engine, F41 Handling suspension, 6-inch-wide GT wheels with trim rings, center caps and A70-13 raised white-letter tires, black-finished grill reducing body sills, full instrumentation plus a hood/deck sport stripe option. Yenko Chevrolet sold an improved Vega, the Yenko Stinger II through 1973. Based about the GT, its 140 CID L11 engine featured a turbocharger, high-compression pistons and was rated 155??hp (116??kW). Included were front and back spoilers and side striping with "Yenko Stinger II" identification. 1972 models were essentially carried over from 1971 having a few refinements, including revisions from the rear shock absorbers, and exhaust system. The Turbo-hydramatic 3-speed automatic transmission was added. A custom cloth interior option was new along with a glove box was added and replaced dash storage bin. The 1973 Vega had over 300 changes, including new exterior and interior colors and a brand new standard interior trim. The front bumper was extended 3??in (76.2??mm) on stronger brackets using a steel color keyed filler panel to meet the 1973 5-mph front bumper standards. New Saginaw manual transmissions replaced the Opel-designed units, and the Powerglide transmission was discontinued. Two new models were introduced- The Estate (Woody) Kammback introduced in January, featured vinyl wood side trim. (ran at 8%); The LX Notchback introduced in May included a vinyl roof (ran at 3%) Both models included the custom exterior and interior options. In April, 1973 the First Cosworth Pilot Program was conducted at Ste. Therese, Quebec Assembly Plant (Lordstown Assembly had not been operating as a result of adjacent Fisher Body Stamping Plant strike) Seven silver cars were designed for Engineering. Subzero-temperature durability testing of GM's Wankel rotary engine set up in 1973 Vegas began in Canada. Initially planned being a 1974 Vega option, the engine was delayed, then planned to the proposed Vega-based Monza 2+2. The 1975 Monza's high floor tunnel was made to simply accept the Wankel, but GM canceled the engine due its inability to meet emissions and fuel economy requirements. 1973 Vega GT Hatchback Coupe   Limited exclusive edition Millionth Vega    Interior of limited exclusive edition Millionth Vega    On May 17, 1973 the millionth Vega was produced on the Lordstown assembly plant - a bright orange GT Hatchback with white sport stripes, Millionth Vega door handle accents, a neutral custom vinyl interior, and orange accent color carpeting. A special special edition "Millionth Vega" was produced replicating the milestone car. 6500 were built at 10 each hour from 5/1 to 7/1. The 1974 model year brought the only real major exterior design changes, due for the revised Federal front and back 5??mph (8.0??km/h) bumper standards-A slanted header panel using a steel louvered grill (replacing the plastic egg-crate grill) and recessed headlamp bezels complement the larger, front 5??mph (8.0??km/h) aluminum bumper. Front and rear license plate brackets were relocated and a larger rear 5??mph (8.0??km/h) aluminum bumper was utilized. A revised rear panel on Notchback and Hatchback had larger single unit taillights and ventilation extractor grills were eliminated on trunk and hatch lids.Overall length was increased six inches (152??mm) compared towards the 1971-1972 models. In January, 1974 plastic front fender liners were added after replacing thousands of sets of fenders under warranty on 1971-74 models. In February, 1974 The Vega Spirit of America Hatchback special was introduced. It featured a white exterior, white vinyl roof, blue and red striping on body-sides, hood and rear-end panel, Spirit of America I.D. on front fenders and rear panel, white "GT" wheels, trim rings and Chevy center caps with A70-13 raised white-letter tires, as well as a white custom vinyl interior with red accent color carpeting. 7500 were built through May.Vega sales peaked for 1974 with 460,374 produced. The 1975 Vega had 264 changes including High-energy electronic ignition and catalytic converter. Power brakes along with a tilt tyre were new options. A new special custom cloth interior option was offered with interior trim and carpeting upgrades similar to the Monza 2+2. The Pontiac Astre was introduced. Pontiac's version with the Vega was offered in Notchback, Hatchback and Safari Wagon models. A Panel Delivery version of Astre was offered in 1975 only. SJ models (hatchback and wagon) are luxuriously appointed. GT models (hatchback and wagon) and 'Lil Wide Track' and Formula (hatchbacks) offered a selection of sporty models. 1973 Vega GT Hatchback Coupe   1974 Vega GT Hatchback Coupe    In March, 1975 the Cosworth Vega was introduced from a year as well as a half delay. The first salable production Cosworth was built for the 27th. Chevrolet's single color ad stated, "Cosworth Twin Cam-one Vega for the expense of two." It features an all-aluminum 122??cu??in (2,000??cc) DOHC 16 valve inline-4 with metal headers and Bendix Electronic fuel injection. All 1975 Cosworth Vegas are black with gold accent stripping, gold-colored aluminum wheels along with a black custom vinyl, black custom cloth, or white custom vinyl interior having a gold "engine turned" dash bezel and gold-plated plaque with Cosworth ID and build number. In 1976, eight additional exterior and two additional interior colors were offered. Only 3,508 were built through 1976. The Vega Panel Express was discontinued in the end of the 1975 model year. Never a big seller, Panel Express sales peaked the Vega's fresh at 7,800 units. After leveling away and off to around 4,000 units each year, only one,525 1975 models were sold.1975 would have been a olling model change at 100 cars by the hour with no downtime. 1976 Vegas were refined with extensive engine, chassis, and the entire body integrity improvements. Chevrolet advertised the 1976 Vega as "Built to consider it." A facelift included a revised header panel, wider grill, revised headlamp bezels-all created from corrosion resistant material-and tri-color taillights for Notchback and Hatchback. The 2.3L engine, named Dura-built 140, received improved cooling and durability refinements. The chassis received the Monza's upgraded components including the box-section front cross-member, larger rear brakes and torque-arm rear suspension, replacing the four-link design, and effectively eliminating wheel-hop on rough roads. The body received extensive anti-rust improvements. New models introduced were the GT Estate wagon along with the Cabriolet Notchback. The Cabriolet package replaced the LX and featured a half vinyl roof and opera windows similar on the Monza Towne Coupe. The Cosworth Vega was quietly discontinued. 1974 Vega Hatchback Coupe   Limited unique Spirit of America    1977 Vega GT Hatchback Coupe    1977 was the ultimate year for that Vega, carried over from 1976 which has a few revisions and additions. The Notchback was re-named Coupe. The Dura-built 140 engine received a version in the Cosworth engine's pulse-air system to satisfy the harder strict 1977 Federal emission standards. A full console was a brand new option, as well as the GT received blacked-out trim plus a revised side stripping option. Vega production totaled a lot more than 1.9 million vehicles in seven model years. At its peak, total Vega production was 2,400 units per day. Ed Cole retired from General Motors in 1974, and was killed in a airplane crash in 1977. After a three year sales decline, Chevrolet without emotion, trimmed the automobile looking at the line-up following the 1977 model year. The Vega's design expanded starting in the 1975 model year with additional car lines in four GM divisions - Chevrolet Monza, Pontiac Sunbird, Buick Skyhawk, and Oldsmobile Starfire The sporty models are derived through the Vega and continued through 1980. Engine   140 CID OHC    140 CID (2.3 L) 1 bbl. I-4, 90 hp   Sports Car Graphic magazine said in September, 1970: "The new die-cast aluminum Vega 2300 (engine) is really a masterpiece of simplicity. There are many innovations designed to reduce the quantity of pieces and improve repairability. One belt drives cam and water pump. The movable water pump can be the belt tensioner. The oil pump is about the crankshaft which is also top engine cover." Collectable Automobile magazine said 30 years later in April, 2000: "The Vega engine was essentially the most extraordinary part from the car." The Vega engine is often a 140 cubic inch (2.3 liter) inline-4 featuring a die-cast aluminum cylinder an incident assembly and a cast-iron cylinder head with a single overhead camshaft (SOHC). The cylinder block is surely an open deck design with siamesed free-standing cylinder bores. Outer case walls form the water jacket and therefore are sealed off by the head along with the head gasket. The block has cast iron main caps plus a cast iron crankshaft. The certain cylinder head was chosen for low cost and structural integrity. The overhead valvetrain is a direct acting design of extreme simplicity. Only three components activate the valve rather compared to the usual seven of an typical push rod system. The camshaft is sustained by five conventional pressed-in bearings. The camshaft is driven from the crankshaft by an externally mounted continuous cogged belt and sprocket system. Six v-grooves about the outside of the belt drive the water pump and fan. The large bore and long stroke design provide good torque and minimize rpm operation for reduced wear. Compression ratio for that standard and optional engine is 8.5:1, as the engine principal purpose is to function on low-lead and no-lead fuels. A single-barrel carburetor version produces 90??hp (67??kW). The two-barrel version (RPO L11) produces 110??hp (82??kW). From 1972 on, rating was listed as net horsepower. The one-barrel engine produces 80??hp (60??kW). The two-barrel option boosts output to 90??hp (67??kW). The relatively large (on an inline-4) engine is naturally vulnerable to vibration and is subdued by large rubber engine mounts. Vibration and noise levels were reduced within the 1972 models with a redesigned exhaust and driveline damping. The 1972 Rochester DualJet 2-barrel carburetor required an air pump for emission certification and was replaced in 1973 with a Holley-built 5210C staged 2-barrel carb. Emission control revisions made in 1973 reduced power output by 3 bhp, although engine's cruising noise levels were reduced. High energy electronic ignition was added for 1975. Non-air conditioned cars stood a small 12-inch (300??mm) by 12-inch (300??mm) radiator core. The reason to the relatively small radiator was the aluminum engine block as well as superior heat conductivity when compared with iron. At the very beginning of the experimental engine program at GM engineering staff, Ed Cole stated in a conference that there would possibly be no need for any traditional radiator, due to the excellent heat rejection on the air through the aluminum block. He felt that coolant could just be passed through the heater core, with outside air ducted through the core and exhausted under the car to provide auxiliary cooling. Several pre-prototype cars were built in this way at his insistence, as well as them were dismal failures coming from a cooling perspective. After having one seize up as they was driving it on the Milford proving grounds one Saturday, he backed away from his theory and allowed the style to remain which has a conventional cooling system. Dura-built 140   Dura-built 140 CID (2.3 L) 2bbl. I-4, 84 hp   The 1976 2.3 engine, named "Dura-built 140", featured improved coolant pathways for that aluminum-block, a redesigned cylinder head incorporating quieter hydraulic valve lifters, longer life valve stem seals which reduced oil consumption by 50%, a redesigned water pump, head gasket, and thermostat. Warranty around the engine was 5 years/60,000-mile (97,000??km). 1976 Vega, 60,000 miles in two months   New York International Auto Show, 1976    "August 1, 1975. 8 a.m. Outside the southern edge of Las Vegas. Three medium orange Vegas start their engines. They won't be turning them off much through the next 58 days except for rest and food stops, refueling and maintenance. They use a job to accomplish." Chevrolet conducted an advertised 60,000 miles in two months Durability Run with the 1976 Vega and it is Dura-built 140 engine. Three new Vega hatchback coupes equipped with manual transmissions and air-con were driven non-stop for 60,000??miles (97,000??km) in sixty days through a Nevada desert, Death Valley test loop with air temperatures seldom under 100??F (38??C) degrees. Fuel stops and oil changes were supervised from the US Auto Club. All three 1976 Vegas completed an overall of 180,000??miles (290,000??km) without failures. (One car needed a timing belt replacement and all day and ounces of coolant) The 1976 Vega was marketed being a durable and reliable car. The 1977 Dura-built 140 engine, painted blue its final year, added a pulse-air system in order to meet greater-strict 1977 U.S. exhaust emission regulations. The Chevy Monza standard engine was the 140 inline-4 its newbie in 1975; the Dura-Built 140 for 1976-77. Pontiac used the 140 engine for the Astre in 1973-74 (Canada), 1975, along with the Dura-Built 140 engine in 1976 only, in the Astre and Sunbird. Oldsmobile's first four-cylinder offering was the Dura-built 140, standard within the 1977 Olds Starfire. Aluminum engine block   Aluminum cylinder block    GM Research Labs ended up focusing on a sleeveless aluminum block because the late 50's. The incentive was cost. Getting gone those liners on a four-cylinder block would save $8, which would have been a substantial amount of money back then. Reynolds Metal Co. came up with the alloy called A-390, composed of 77 percent aluminum, 17 percent silicon, 4 percent copper, one percent iron, and traces of phosphorus, zinc, manganese, and titanium. The A-390 alloy was ideal for faster production diecasting which made the Vega block cheaper to produce than other aluminum engines. Sealed Power Corp. developed special chrome-plated piston rings for that engine that were blunted in order to avoid scuffing. Basic work have been done under Eudell Jackobson of GM engineering, not at Chevrolet. But then, suddenly, Chevrolet got handed the work of putting this ohc sleeveless, aluminum block into production - a feat no time before attempted. The Vega engine block was cast in Massena, New York, at the same factory that produced the Corvair engine. Molten aluminum was transported from Reynolds and Alcoa reduction plants for the foundry, inside thermos tank trucks. The block was cast using the Accurad process. The casting process provided a uniform distribution of a good primary silicon particles approximately 0.001??inches (0.025??mm) in dimensions. Pure silicon supplies a hard scuff and wear resistant surface, using a rating of 7 around the mohs scale of hardness when compared with diamond which can be 10. The blocks were aged 8 hours at 450??F (232??C) to attain dimensional stability. The technical breakthroughs in the block lay in the precision die-casting method utilized to produce it, and in the silicon alloying which provided a compatible bore surface without liners. Silicon cylinder bore magnified 680 times   Four-layer electro-plated piston skirts    From Massena, the cast engine blocks were shipped as raw castings to Chevy's engine plant in Tonawanda, New York. Here they underwent the messy etch and machining operations. The cylinder bores were rough and finished honed conventionally to a 7 micro-inch finish then etched by a whole new (then) electro-chemical process. The etching removed approximately 0.00015-inch (0.0038??mm) of aluminum leaving the pure silicon particles prominent to make up the bore surface. (left image)   At a machined weight of 36??pounds (16??kg), the block is 51??pounds (23??kg) less than the cast-iron block within the Chevy II 153??cu??in (2,510??cc) inline-4. Plating the piston skirts was necessary to put a difficult iron skirt surface opposite the silicon in the block in order to avoid scuffing. The plating would be a four layer electo-plating process. (right image) The first plate would have been a flash of zinc then a really thin flash of copper. The third and primary coating was hard iron, 0.0007??in (0.018??mm) thick. The final layer was a flash of tin. The zinc and copper were important to adhere the iron as the tin prevented corrosion before assembly with the piston to the engine. Piston plating was over on the 46 operation automatic line. From Tonawanda, the engines went on the Chevrolet assembly plant in Lordstown, Ohio. According to Jackobson, "The aluminum blocks were inpregnated with sodium silicate before shipping to Tonawanda (engine plant). Machining from the outer skin exposed areas that have not previously leaked, so various leak tests were required since the block progressed from the machining line. As I recall, in case a part still leaked after three tries, it was scrapped." Jacobsen, stated one with the early problems. "We had a catastrophe if we began trying to complete the aluminum engine-block castings at Tonawanda. We found scuffing within the cylinders and couldn't figure out why... we finally worked out that people were putting excessive pressure for the bore hones and cracking the silicon. We were looking to put a product into production and learning the technology simultaneously. And the pressure becomes very, very great when that happens. The hone-pressure problem was solved before engines actually ran out the threshold, affecting pre-production engines only." Stillborn L-10 Engine   Although the optional L-11 engine with 2-barrel Weber carburetor became a mainstream part in the enter in December, 1968 (and ran at a 75% level in production), the Chevrolet engine group had a powerful dislike for your tall iron cylinder head having its unusual tappet arrangement and side-flow eron combustion chamber design that was thrust with them from engineering staff, and set out to development their very own. The design evolved rapidly as being a rossflow aluminum head with a single centrally-mounted overhead camshaft and roller rocker arms operating intake valves on one side and exhaust valves around the other, remarkably similar towards the Ferrari V-12 cylinder head form of that period; it had been almost 4 lower compared to the production head, was a lot lighter, had true emi chambers with big valves, and made excellent power. Numerous prototypes were built, and manufacturing tooling was entered anticipation of approval for production. The real story never arrived, however, many combination of corporate politics (ou don need another cylinder head mine will work all right) and additional program investment killed this system. Had it attended production, it would not have experienced the differential expansion head gasket problems that plagued the iron-head engine, and would've provided significantly higher performance than the optional L-11 engine. Cosworth Twin-Cam   Chevrolet Cosworth Vega    1975 Chevrolet Cosworth Vega Twin-Cam    Manufacturer    Chevrolet Motor Division    Parent company    General Motors Corporation    Also called    Cosworth Twin-Cam    Production    19751976    Model year(s)    19751976    Assembly    Lordstown Assembly-    Lordstown, Ohio, United States    Class    Subcompact    Body style(s)    2-door hatchback    Layout    FR layout    Platform    GM H platform (RWD)    Engine(s)    122 CID 2.0 L DOHC EFI I4    Transmission(s)    4-speed manual    5-speed manual w/overdrive (1976)    Wheelbase    97.0??in (2,464??mm)    Length    176.4??in (4,481??mm)    Width    65.4??in (1,661??mm)    Height    50.0??in (1,270??mm)    Curb weight    2,760??lb (1,250??kg)    The 1975-76 Cosworth Twin-Cam is really a limited production, performance version in the Vega. Its purpose ended up being to "create excitement" for the entire Vega line. Only 3,508 were produced March 1975 through 1976. Development   The racing version was known internally at Cosworth as Project EA. It was not just a successful racing engine due to engine block structural failures. Chevrolet later offered a particular heavy-duty block with thicker case walls for racing applications, but by that time Cosworth had moved. The Vega production version was developed and built by Chevrolet at its Tonawanda engine plant. The first 1971 development engines delivered an extraordinary 180??bhp (130??kW). Chevrolet press kit photograph, 1975   During early 1973, Cosworth development was proceeding relatively on schedule at engineering, and manufacture of pilot units have been scheduled to consider place at Lordstown in April, 1973 using a production launch scheduled for August, and later re-scheduled for May, 1974. Shortly prior to the pilot build would have been to get ready at Lordstown, the adjacent Fisher Body plant took strike, closing Lordstown assembly and resulted in the pilot being moved to Ste. Therese, Quebec at the very last minute. Ste. Therese was building Vegas one shift at 30 each hour at the time, and was preparing to add their second shift, so they really had additional training manpower available that is committed to organizing and executing the Cosworth pilot in addition to Lordstown personnel. Lordstown body, paint, trim, chassis, and final assembly staff, in addition to material & production control and quality & reliability staff relocated to Ste. Therese for approximately 10 days, where these folks were joined by way of a quantity of engineers and specifications people from Chevrolet engineering and Bendix. Seven silver Cosworths were built, with the planned ff-line final assembly operations completed in their final repair area by a few veteran Ste. Therese repairmen they committed to this program. The cars were built on schedule, thanks for the Chevrolet and Bendix engineers who sorted out some of the mis-matched components that have been released and got the cars running properly, and returned to Lordstown. A burnt exhaust valve in a very test engine caused the engine to fail the U.S. Environmental Protection Agency's 50,000-mile (80,000??km) emission control system durability test. This delayed the auto's introduction 12 months along with a half while Chevrolet revised the Cosworth engine's emission control system, the Bendix Electronic fuel injection as well as the timing specs. It passed the EPA test the next time, as well as the Cosworth Vega was introduced in March, 1975 with significant differences in the cars that have been built at Ste. Therese. Final rating was 110??bhp (82??kW) Car and Driver reported, "The 3.11 First gear matched to some 3.73 Axle ratio makes all the Cosworth Vega difficult to launch coming from a stop." They measured 0-60??mph (97??km/h) points during the 8.7 seconds. 122 CID DOHC-16 valves   Cosworth Twin-Cam    122 CID (2.0 L) EFI I-4, 110 hp    The Cosworth Vega engine is a 122 cubic inch (2.0 liter) inline-4 and features a die cast aluminum cylinder and case assembly as well as an aluminum, 16 valve cylinder head with double overhead camshafts (DOHC). The head design was assisted by Cosworth Engineering in England. The camshafts are held in the removable cam-carrier this serves like a guide for that valve lifters. Each camshaft is sustained by five bearings and it is turned by individual cam gears for the front-end. The two overhead camshafts are forced, along while using water pump and fan, by the fiberglass cord reinforced neoprene rubber belt, much just like the Vega 140 (2.3 liter) I-4 engine. Below the cam carrier can be a 16 valve cylinder head made out of an aluminum alloy using sintered iron valve seats and iron cast valve guides with regard to added durability. Forged aluminum pistons are employed for really strength with improved durability under severe operating conditions. The engine features an electronic digital fuel injection system, plus a stainless-steel exhaust header. Each engine was hand-built and carries a cam cover sticker while using engine builder's signature.The engine develops its maximum power at 5,600 rpm and is also redlined at 6,500 where the SOHC Vega engine peaks at 4,400 and all is done at 5,000. Features & changes 19751976   1975 Cosworth Twin-Cam Vega    Chevrolet general manager, John DeLorean chose black over Cosworth silver, the initial choice, as the car's exclusive color. 1974 pre-production cars released to the press and many types of 2,062 1975 Cosworth Vegas were indeed, black with gold "Cosworth Twin Cam" lettering on the front fenders and rear cove panel and gold pinstriping on hood bulge, body sides, wheel openings, and rear cove. Black exterior color wasn't available on lesser Vegas prior to the following year. The black or white custom vinyl, or black custom cloth interior includes a gold engine-turned dash bezel and gold-plated dash plaque with build sequence number, a specific 8000 RPM tachometer, along with a Cosworth Twin-Cam Vega steering wheel emblem. At $5,916, it cost double a standard hatchback, simply $900 below a Corvette. The Cosworth package carries a 'torque arm' rear suspension which gives optimum rear axle power control. This unit compares towards the assembly used around the Monza 2+2. The Monza 2+2 axle is also used and provides a 3.73:1 gear ratio from your 7-1/2" ring gear. No other gear ratios were available, but a small slip differential was optional. GT special springs, shocks, and stabilizer bars are included much like exclusive BR70-13 BSW radial tires on British-made 6??inch, gold-painted cast aluminum wheels with Chevy center caps. The Vega engine overheat protection product is used about the Cosworth package. This adds add coolant and temp/press warning lights towards the instrument cluster. If the radiator coolant level becomes one quart or even more low, a sensor, located within the radiator, activates the add coolant light. If the coolant temperature reaches 260??F (127??C). or greater or if the engine oil pressure drops below 6??psi (0.41??bar), then a temp/press light is activated. Air conditioning was not offered around the Cosworth Vega, because of interference between the induction system, specifically mid-air cleaner and the air conditioner's evaporator case. Power steering and power brakes were also not offered. 1976 Cosworth Twin-Cam Vega   For 1976, the Cosworth, like all Vega models, received a facelift including a wider grill and tri-color tail lamps along with the extensive body anti-rust improvements. A new Borg-Warner 5-speed manual overdrive transmission with 4.10 axle was optional in addition towards the std. Saginaw 4-speed manual. The exhaust system featured a single outlet tailpipe as opposed to the dual outlet pipe for the '75. Eight additional exterior colors were offered together with black and 2 additional interior colors were offered. Still, only one,446 were built for 1976. The Cosworth Vega, although meeting greater strict 1977 emission standards upfront, wouldn't be offered within the Vega's final year. Production fell well in short supply of projected sales of 5,000 per year. Introduced per year earlier in 1974, as planned, the automobile probably have met its sales goal. 1,500 unused Cosworth engines were simply scrapped for insufficient demand. Reviews   The Chevrolet Vega was popular with all the automotive press, winning awards and praise because of its innovative engineering, timeless styling, and fancy car-like handling. Chevrolet advertising to the Vega included ads promoting awards won by the automobile. Chevrolet Vega advertisement-1971   Chevrolet Vega advertisement-1972    Car and Driver magazine, in 1971 awarded top pick for the Vega above five other cars such as Ford Pinto, AMC Gremlin, VW Beetle, Toyota Corolla and Chrysler Simca "...for the particular suitability to American driving conditions. It was the only car besides the shortened compact Gremlin that may cruise at 70 miles per hour or above." Its long 2.53:1 axle ratio allowed the lowest 3,000 rpm at 80??mph (130??km/h). The Vega's ride and handling were highly rated. It was the fastest with the cars tested, taking 12.2 seconds to arrive at 60??mph (97??km/h). C&D stated: "It provides a great mixture of performance and economy." "It's a motor vehicle for those occasions." Car and Driver inside a 1972 Super Coupes test like the Vega GT, Pinto Runabout, Opel 1900 Rallye, Mazda RX-2, Capri 2000 and Toyota Celica said: "...If looks alone determined the top Super coupe, the Vega GT would win absolutely without ever turning a wheel." Car and Driver readers voted the Vega "Best Economy Sedan" 3 years in the row (19711973) in their Annual Reader's Choice Poll. In 1971, the Vega's fresh about the market, it managed to unseat the incumbent import, breaking its eight year winning streak. Motor Trend magazine in its August 1970 issue said: "...the Vega GT comes close to such a racing GT car must be, in handling, performance and comfort. Because it's basically a decreased-priced compact, the final results are the greater surprising and rewarding." Motor Trend named the Vega one of the "Ten Best Cars of 1971" and "Motor Trend Car in the Year" for 1971. MT said: "The base Vega can be a magnificent automobile without the options in any respect." "We pick the Vega since the Car with the Year due to Vega's engineering excellence, timeliness, styling, and overall value...to the money, hardly any other American car can deliver more." Motor Trend selected the Vega GT "1973 Car in the Year within the economy class" stating: "The Vega was judged solid, warm and comfy, having a good finish." In 1973 the Vega Wagon's 27.083??mpg-US (8.6850??L/100??km; 32.525??mpg-imp) fuel economy was rated number ten in Motor Trend's mid-summer cruise of "15 Cars To Own inside a Gas Crisis". In 1974 the Vega LX Notchback's 30.0??mpg-US (7.84??L/100??km; 36.0??mpg-imp) was rated number nine in Motor Trend's "50 Cars Worth Their Weight In Gold". In 1975 The Vega was a part of Motor Trend's "10 Best Selling (American Made) Cars" test. MT said: "The Vega continues to be vacillating about the sales charts from just out with the top 10 to merely to the top ten. We have to conclude that Monza sales have hurt the Vega and can continue to complete so." Chevrolet Vega advertisement-1971   Chevrolet Vega GT advertisement-1973    Road & Track magazine stated in September 1970, "Vega is the best handling car ever purchased in America." Road & Track in their 1970 road test of "Vegas Plain and Fancy" said: "...with all the Vega, they've turned out one in the finest-looking compact sedans within the world." "The engine proved a let down. It's extremely rough and noisy..for the positive side, freeway cruising is relaxed and quiet, the slow-running engine's noise paid by wind and road noise, and it absolutely was economical not withstanding our overall mileage figures such as some very difficult driving." "Ride and handling were departments by which we also expected nutrients and take a look at weren't disappointed. The Vega in standard form rides and handles perfectly indeed." Road & Track off their Vega owner survey (of early models), stated: "The level of assembly doesn't match the virtues from the design." Road & Track in a Vega GT road test, began: "The 1973 Vega continues to be stylish, somewhat sporting economy car it was when new, but improved. The Vega's engine is much improved, with cruising speed noise levels less than most economy cars." Closing quality article, R&T stated: "After what we've said about earlier Vegas, it's a pleasure to report the current Vega is attractive, respectably quick, and frugal-also it's the most effective highway car at school. Well done Chevrolet." Road Test magazine in September, 1970 said: "Chevy brought out the stops with this one-aluminum ohc engines, four body styles, high style options place it in the class by itself." "It's innovative without being complex." In a July 1974 Test report over a Vega LX Notchback, Road Test said: "Vega engineers have tamed the low-speed characteristics of the engine. It's wonderfully torquey and flexible at drive-away speeds, and you'll shift early into fourth and chug out throughout the day if you love...in normal driving low and mid-range torque is exactly what counts and also this engine has a lot of it." "The Vega ride is just not like that of a Caprice, but neither can it be a choppy "little-car" ride thanks to the big car rear suspension (coil springs and control arms), ample suspension travel and reasonably good damping..." "The standard manual steering is about the heavy side and is not fast enough to allow for fancy maneuvering..." "Braking performance is right in that room too, which is credited for the brakes themselves as well as the big (radial) tires." "In summary, the 1974 Vega can be a vastly improved car over the first and also over last year's model. All from the important gripes are already covered and yes it can now deal with its competition, domestic and imported, with a feature for feature basis.   Hot Rod magazine in 1972, road tested a Vega GT Kammback, and said: "The car never seems like something you'd to get..It's the type of car we'd buy to look good in, work on, help to increase, and wash once weekly." Hot Rod in a 1972 models introduction issue voted the Vega GT "Best Buy" with the entire 1972 Chevrolet line. Hot Rod, about the Millionth Vega, said: "Chevrolet was so smitten with the car, they've built 6143 Millionth Vegas. The series is actually a styled-up Vega GT by incorporating nice interior touches..They'll probably sell a million of 'em."   Chevrolet Vega GT advertisement-1973    Chevrolet Vega advertisement-1975    Small cars magazine said in 1972: "Z/29 Vega GT: It's either the sportiest economy car inside the world or probably the most economical sports vehicle in the world."    Road & Track, in the 1976 Cosworth Vega road test noted: "The decrease in displacement adds an essential amount of smoothness..." a result in the shorter stroke. "We give in to proclaiming that while using Cosworth Vega engine, the Vega now runs the actual way it needs to have run each of the time-easy, smooth, good response, good handling: a nice balance between performance and economy."; "For all its exotic features, however, the Cosworth Vega engine is not really a high end unit which has a specific output of only 55??bhp (41??kW; 56??PS) per liter, modest indeed when compared with engines of equal sophistication." "The Cosworth Vega's handling is superb..."; "All our drivers agreed who's is really a far better handling car than those Vega derivatives that are already fitted out with V6 or V8 engines." The 1974 Pre-production Cosworth Vega made Car and Driver's Top 25 Acceleration Champs. They said: "Each year one car emerges because the winner." The Cosworth Vega was the easiest 0-60??mph car of 1974 with a time of 7.7 seconds. Car and Driver stated in 1977: "John R. Bond, the recently retired editor of Road & Track, once caused himself and GM a peck of trouble with the Federal Trade Commission by calling the Vega the best-handling sedan from Detroit within the pages of his magazine, and though he could happen to be stretching the point a lttle bit, the Vega/Astre does handle awfully well, provided there aren't any bumps inside road. The suspension is well tuned as well as the car stays flat and goes where its pointed." Car and Driver select the Cosworth Vega as one from the "10 Best Collectable Cars" in the fourth annual Ten Best issue, stating: "We're referring to historical significance here." Car and Driver', in its 35th anniversary retrospective issue in 1990 mentioned the Vega 3 times: Detroit Fights Back - Ford Pinto and Vega 2300: "...they are the top, most import-beating subcompacts that American Technology understands how to build. If VW as well as the other small intruders survive this attack, they'll be assumed invincible." Cosworth Vega Preview - "A sixteen-valve head on the Vega aluminum block seems like a neat idea to us, so we ramp up our prose. The car if it finally arrives, cannot maintain our feverish preview." Showroom-Stock Challenge III - "We win again, now in a very-Vega GT, proof that facts are stranger than fiction." Detroit Fights Back - "The Pontiac Astre is introduced. It's a Vega with better decals." Car and Driver.com recently included the 1971 Chevrolet Vega on its "10 most Embarrassing Award Winners in Automotive History" list criticizing Motor Trend, 38 years after the fact, for selecting the 1971 Vega "Car of the Year." Popular Mechanics.com in November 2008, listed the 19711977 Chevrolet Vega as one of 10 cars that damaged GM's reputation. Lordstown Assembly   Lordstown Assembly, Chevrolet Vega    GM purpose-built a high level $75 million plant, Lordstown Assembly in Lordstown, Ohio, to create the Vega. When completed, Lordstown was the world's most automated auto plant. 90 percent with the necessary welding was performed by 26 high-tech unimate industrial robots performing 520 welds on each Vega. Sub-assembly areas, conveyor belts and quality control were all computer directed. Vega production at Lordstown was projected at 100 cars an hour or so in the beginning: one vehicle every 36 seconds. This was nearly twice the traditional volume through far was the easiest rate inside world. Two exits about the Ohio Turnpike were constructed to address visitors to and through the plant. As initial production ramped up toward the goal of 100 by the hour, a problem developed within the Paint Shop. At 85 per hour, the incidence of runs, pops, and sags became a serious problem, with nearly 100% in the units requiring repair, plus they was required to plateau the interest rate over the spray booth at 85 hourly. They simply couldn lay the paint on fast enough with conventional pressures and tips, then when they increased pressures and opened up tips, they got runs and sags everywhere. Fisher Body paint engineering didn use a solution, so that they called DuPont (lacquer paint supplier); DuPont submitted in experts and chemists with two mobile paint laboratories. They literally designed a totally new paint chemistry and application specifics on the weekend (NAD Non-Aqueous Dispersion Lacquer). There were production paint colors to that new formulation inside a week, which enabled them to remain the production ramp-up successfully to 106 by the hour within the paint shop. The body shop main line ran at 109, paint at 106, hard trim at 104, and chassis & final assembly at 102 so that you can maintain 100 average off the ultimate line with the inevitable occasional short stops for minor breakdowns. Masking, painting, and demasking the GT option's sport stripes was something to find out at 106 each hour. After couple of years of production, sales asked for the wood-grain option to the Kammback wagon, and it turned out released on the beginning in the 1973 model year. Nobody at Lordstown had applied wood-grain film to a car considering that the Caprice wagon in 1969, and it turned out extremely difficult to use for the Vega body contours at 100 bodies each hour without wrinkles and tremendous scrap from the material. Wood-grain was pulled from the production schedule, plus they called in an expert from Schlegel, the wood-grain film supplier, to refresh everyone skills and show them how to do it at their high line rate. He create shop inside company car garage, and trained a team of twelve people six from each shift on three wagons they sent from the system purposely with no film installed. Everyone picked up the strategies, plus they put wood-grain back inside schedule in the morning and ran without any problems. The normal Chevrolet Broadcast Sheet (described today since the uild Sheet) was an 8-1/2 11 printed form, with many different boxes for part numbers and/or broadcast codes for both body trim and chassis operations. It became obvious they couldn utilize standard Chevrolet sheet, as we were holding printed within 30 locations through the entire plant on teletype printers and it wasn possible for that printers to print the standard-length broadcast sheet at 106 hourly. About 80 each hour was the top they are able to do. (None from the other plants had ever run at more than 65 hourly). There was no help through the printer manufacturer, so John Hinkley, plant coordinator, arbitrarily cut the length in the sheet by 50 %, condensed the codes, and designed a body broadcast for trim and final operations along with a chassis broadcast for chassis and engine line operations; this is the one way the printers could get caught up with production. The front end of a Vega on the Final Line appeared as if it turned out apered with sheets it took twice as many broadcast sheets per car as at every other plant contributing to 600 of them hourly filled up inside the trash cans at the end of the line. Vert-A-Pac   The Vega was created being shipped vertically, nose down. Special rail cars called Vert-A-Pac cars held 30 Vegas versus 18 in normal tri-level autoracks. Each Vega was fitted with four removable, cast-steel sockets inserted into the undercarriage. 30 Vegas in a single Vert-a-pac   Vegas loaded on Vert-a-pac    Chevrolet conducted vibration and low-speed crash tests to produce sure nose-down Vegas wouldn't shift or be damaged in railcar collisions. Chevrolet's goal was to deliver Vegas topped with fluids and ready to drive on the dealership. To do this Vega engineers had to design a special engine oil baffle to stop oil from entering the No. 1 cylinder, batteries had filler caps located high up on the rear edge of the case to stop acid spilling, the carburetor float bowl were built with a special tube that drained gasoline in the vapor canister during shipment, along with the windshield washer bottle stood at a 45 degree angle. Plastic spacers were wedged in next to the powertrain to stop damage to engine and transmission mounts. The wedges were removed when cars were unloaded. The DeLorean factor   John DeLorean along with the Vega 2300 in 1970    John Z. DeLorean, General Motors v. p. and Pontiac general manager was promoted to Chevrolet general manager in 1969, a year prior towards the Vega introduction. He discussed the Vega in the Motor Trend August 1970 issue: "Our design concept was we wished to build a vehicle that does everything well, and if you drive the auto you actually will be really impressed. It has far and away the very best handling of anything in its class. In fact it handles much better than many sports cars. The performance is very useful. It out-performs any car in the price class in accelerating..." "The Vega is going to get built with a level of quality which includes never been attained before inside a manufacturing operation in this country, and in all probability within the world.." "We have automatic inspection of virtually every single engine part and so we realize it is going to be right..." "There is nothing that comes within a mile with the Vega for performance and handling. This car will out-handle virtually any performance car built-in Europe. Not just little cars, but sports cars too. This is very a vehicle." "It has a very high level of craftsmanship...I think the ride and handling of some of the imports is pretty mediocre. But some of them are extremely well assembled. The Vega has good craftsmanship, minus the faults in the imports." In contrast for the 1970 Motor Trend interview, the Vega chapter in On A Clear Day You Can See General Motors -John Z. De Lorean's Look Inside The Automotive Giant by J. Patrick Wright, published nine years later, was critical on corporate decisions associated with the Vega's design, weight, pricing, even its name. "A study from the conception and gestation with the Vega reveals not a lesson in scientific marketing and development, but a vintage case of management ineptitude..." "This program produced a hostile relationship between your corporate staffs, which essentially designed and engineered the auto, and Chevrolet Division that has been to trade it. From the 1st day I stepped into Chevrolet, the Vega was at trouble. General Motors was basing its image and reputation on the car, and there was clearly practically no curiosity about it within the division. We were to start out building the car in approximately a year, and nobody wanted anything to do with it. Chevy's engineering staff only agreed to be going from the motions of preparing the vehicle for production, but nothing more. Engineers are an extremely proud group. They take interest and pride inside their designs, but this has not been their car and they failed to wish to focus on it." The biggest objection in the Chevrolet engineering staff was reserved to the Vega engine. GM Engineering policy group find the engine pushed by Ed Cole as well as the corporate staff which used an aluminum cylinder block, a certain head plus a longer stroke design which was traditionally less polluting. They were using an innovative production process using aluminum while they were depending on a well used basic design to the engine, and Chevrolet engineers were ashamed in the engine. DeLorean's most crucial problem was to motivate the division to get the automobile into as good shape since they could before introduction. As the Lordstown, Ohio assembly plant was changed into Vega production, he introduced cardiovascular program for quality control while using target of earning the 1st cars over assembly line the very best quality cars, from a manufacturing standpoint, ever built. As the starting date approached, he put tens of additional inspectors and workers around the line and introduced a computerized quality control enter in which each car was inspected mainly because it came off the line and, as appropriate, repaired. The first 2,000 Vegas built were test driven plus a sizable proportion from the others thereafter. Work that have proceeded on the automobile revealed the central staff had completely misgauged the weight and cost of the car they designed. As general manager of Chevy, he was called upon to clarify why the automobile differed from GM chairman James Roche's announcement given two years earlier. How could DeLorean call his car "competitive" when it weighed almost 400 pounds more, and was priced a lot more than $300 higher than the intended foreign competitor. While he was convinced that Chevy was doing their finest with the car that was handed to them, he was asked by the corporation to tout the automobile far beyond his personal convictions over it. This conflict never resolved itself fully in the mind and was one in the factors that precipitated his departure from your company. DeLorean continued: "I said having a clear conscience it was a quality car, and I believed it had been because the very first 2,000 cars were road tested over assembly line and huge amount of money was spent to reinspect and repair each vehicle." In naming the auto, DeLorean stated that studies were conducted showing that one name stood above almost every other - Gemini. When pronounced it almost said "G-M-ini". But modern, scientific, marketing tests not withstanding, Ed Cole liked the name Vega so did top corporate management, who disregarded Chevrolet's test results. Criticisms   Although the Vega sold well through the beginning, the buying public soon begun to question the automobile's quality. It had every to; it came out prematurely whilst still being were built with a lot of glitches. Development and upgrades continued throughout the automobile's seven year production run addressing its engine and price-related issues. Pre-production   XP-887 Coupe, Chevrolet studio - final design    Jerry L Brockstein, assistant to Henry Haga, head with the Camaro/Corvette studio the location where the Vega prototype was restyled, recalls finalizing the Vega bodies: "Chevrolet was looking to build this car as cheaply as you possibly can and wanted us to consider a great deal of money from it. At first the metal was so thin around the Kammback wagon that within the test facilty it kept buckling under its weight. Fisher Body needed to keep coming back and put stiffing ribs inside the roof." John DeLorean stated in 1974: "The first prototype was provided for the GM proving grounds for durability testing. After only eight miles around the Belgian blocks, it broke by 50 percent." Note, though, that Fisher often under-engineered prototype bodies because it had been easier and much more economical to reinforce a weak body rather than shave one that had more strength than needed. Chevrolet's side, inside a January 1971 Vega engineering report stated: "Early difficulties were experienced in the front and rear suspension attaching points. Using scaled suspension members to impose static loads, stress evaluations were conducted. It was determined that addition of reinforcements, metal gauge increases, and a few redesign of the pieces will give desired structure." GMAD-Fisher Body   Workers about the Lordstown Vega Assembly line    The worker at Lordstown had only 36 seconds to complete his job instead with the normal minute. Even if the work was reduced the task was intolerable. With 25 percent more line workers than needed, the speed of assembly didn't bother most workers in the beginning, along with the Vegas that came from the line in those early months were well developed. They still had mechanical flaws but issues such as fit-and-finish were not just a problem. Then in October 1971, General Motors ordered Chevrolet and Fisher Body to change over Lordstown on the General Motors Assembly Division (GMAD) One of its missions ended up being reduce costs. Typical Lordstown employees (average age, 22) were products from the 60's. They'd developed in an age of civil disobedience. GMAD ran a lot tighter ship and discipline became more rigorous. The United Auto Workers (UAW) claimed that 800 workers were let go at Lordstown within the 1st year of GMAD's arrival and also the line speed didn't slow. Feelings got worse with management accusing workers of intentionally slowing the fishing line and sabotaging cars as well as leaving parts off and doing shoddy work. Quality did suffer, and in March 1972, the plant's 7,700 workers referred to as a wildcat strike that lasted per month and value GM 150 million dollars. Fisher Body Vega Elpo dip   Fisher Body was very satisfied with its Elpo primering process, which needs to have prevented rust, but didn't. The Elpo process involved submerging the assembled Vega body inside a huge vat. The Elpo vats at Lordstown each contained reddish-brown paint-primer particles in 65,000??US??gallons (246,052??L; 54,124??imp gal) of water. In the Elpo dip, the metal body received a confident electrical charge, the primer particles carried a bad charge, and by leaving one's body inside vat for two main minutes even one of the most remote recesses get coated, theoretically. The body was then dried, sprayed with acrylic lacquer and baked inside a 300??F (149??C) degree oven. The Elpo dip, however, would not flow to each surface. Vega expert Gary Derian, interviewed by Collectable Automobile in 2000 said: "The design in the front caused air to get trapped on the tops from the fenders, so they never got coated. Early cars had no inner fenders or fender liners, and so the tops from the front fenders got blasted by sand and salt thrown up with the tires, and they also quickly rusted." Derion described, too, which a rust-prone gap existed between leading fenders along with the cowl v...   about author:  I am a professional writer from, containing significant amounts of information regarding  , , here you are at visit! If you loved this post and you would like to receive a lot more info pertaining to youtube broadcast yourself on facebook kindly pay a visit to our page.