By late 1960, the Corvette had demonstrated again that it was a serious contender on the race track, both in mainstream media and in the automotive marketplace. CBS television, in cooperation with General Motors, introduced the series “Route 66”. (While it was common in that era for automotive manufacturing companies to sponsor television programming, this particular series featured a story about two guys who sought adventure in their shiny, new Corvette.) Bill Mitchell had begun the process of developing a prototype for an all new Corvette that would go on to become known as the "Mako Shark I." He had also championed a team of Chevrolet designers in developing both cosmetic and performance upgrades to the existing C1 body styling.
THE C1 CORVETTE - OVERVIEW
DID YOU KNOW:
The 1961 Corvette would be the last Corvette to offer a consumer the option of purchasing bodyside cover in contrasting paint colors.
A mere $16.15 option in 1961, this was an option that most consumers readily ordered when purchasing a new Corvette.
The 1961 Corvette was also the last model year to offer the option of "wide" whitewall tires as well as the last model year to offer the 283 cubic inch V-8 that helped launch Corvette into stardom!
Type: 2 Door Convertible
Available Colors: Tuxedo Black, Honduras Maroon, Ermine White, Jewel Blue, Fawn Beige, Roman Red, Sateen Silver
Engine: 283 ci. V-8 (fuel injected or carbureted (multiple-horespower options available.))
3-speed manual (standard)
4-speed manual (optional)
2-speed Powerglide (optional)
Original Base Price: $3934.00
Total Units Produced: 10,931
1.) The Pocket Book of the Corvette: The Definitive Guide to the All American Sports Car - Copyright 2003, Barnes & Noble
2.) CORVETTE: Sports Car Superstar - Copyright 2005, PIL - Publications International, Ltd.
With Corvette sales consistently increasing over the previous two model years, General Motors executives decided to review some of Mitchell‘s designs and made the decision to “green light” a restyling of Corvette for the 1961 model year. The most pronounced of Mitchell’s changes was the introduction of a freshened rear end design. The “ducktail” design (as it has become known amongst Corvette enthusiasts) was virtually lifted from the Stringray race car as well as Mitchell’s XP-700 show car.
From a practicality standpoint, the redesign of the rear end of the Corvette enabled an increase in available luggage space by twenty percent (20%). The new rear end also showcased a pair of small, round taillights on each side of the license plate recess. (These re-designed taillights would become synonymous with Corvette and would be a standard feature (in one form or another) on all future generations of Corvette) A simple vertical crease line ran down the middle of the rear deck lid, passing evenly through the traditional, big, round Corvette emblem. The rear end of the car now featured a pair of small chrome bumpers that framed a third, small, chrome, “arch” bumper that wrapped around the license plate well.
On the front end of the car, Mitchell redesigned the layout of the dual headlamp system, providing Corvette with a more streamlined version of the of the existing four lamp nose. Headlight bezels were no longer available in chrome, but instead were painted to match the rest of the body. Likewise, the chrome “teeth” grill was replaced with a fine wire mesh insert that was finished in argent silver. The round Corvette emblem that resided on the front nose of the car was replaced with individual block letters that spelled out the car’s name. This was topped with a larger version of the Corvette’s crossed-flags insignia.
Other improvements were made to the Corvette’s body as well, though some were not physical changes to the actual lines of the Corvette so much as an evolution in the quality of how those body lines were put together. With improvements in fiberglass manufacturing combined with refined assembly processes improving the car’s fit and finish, the 1961 Corvette was quickly recognized by critics and enthusiasts alike as the best built Corvette yet.
While the exterior received subtle improvements to it’s overall appearance, the interior of the 1961 Corvette went virtually unchanged from it’s predecessors. To increase space within the two seat cockpit, the transmission tunnel was slightly narrowed, though this single change did little to affect the overall appearance of the car‘s interior. Cosmetically, even the color options stayed largely the same. Four interior colors were made available: black, red, fawn, and blue.
Of course, as the Corvette continued to evolve, so did the standard features that came with it. With a base price of $3934, the Corvette now included windshield washers, sun visors, a thermostatically controlled radiator fan and a parking brake warning light. The installation of a heater was still an option in 1961, as was the addition of a four speed manual transmission. With respect to the latter, nearly seventy five percent (75%) of all Corvette customers paid the extra $188.30 to purchase the four-speed manual transmission, which was now clad in aluminum that shaved fifteen pounds from the overall weight of the car.
Interestingly, air conditioning, power steering and power brakes were still unavailable, even as optional equipment, on the 1961 Corvette. However, the “Wonder Bar” signal-seeking AM radio remained available, as did the Positraction limited-slip differential, “wide” whitewall tires, electric windows, and a power operated manual top.
Mechanically, the 1961 Corvette was much like it’s 1960 predecessor. However, an aluminum radiator took the place of the previous copper-core unit. By adding an aluminum radiator, Chevrolet improved the cooling capabilities while further reducing the car’s overall weight. Side mount coolant-expansion tanks were added as a running change.
The available engines were essentially just carryovers from the 1960 Corvette. There were five, different versions of Chevy’s respected 283 cubic-inch V-8 engine made available to consumers, of which two were fuel injected. The three speed manual transmission gearbox remained the standard option but was now offered with a wider choice of axle ratios. Powerglide automatic transmissions continued to be made available as an optional transmission, though the automatic transmission did not have enough sheer strength to handle the additional torque associated with the larger engines. Besides, most Corvette enthusiasts were now actively seeking out manual transmissions, proved by the fact that nearly 90 percent of all the Corvette’s sold in 1961 were built with a manual gearbox.
While Corvette continued to delay the incorporation of an independent rear-suspension, this did nothing to hurt the vehicle in sales or in performance. Automotive testers were enamored with the quality of the 61’s handling ability, and none of them identified any specific deficiencies or lacking in quality of handling due to the absence of an independent rear suspension. By the standards of that time, the Corvette was now recognized as one of the most roadworthy cars in the world.
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