Although its arrival was anticipated by consumers and critics alike, there were virtually no physical or mechanical changes made to the 1972 Corvette from the previous year. In fact, the most dramatic “changes” made to the current model year involved items that were no longer available to prospective owners when ordering a new Corvette.
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1.) CORVETTE: America's Star-Spangled Sports Car, The Complete History - Copyright 1973, Automobile Quarterly
2.) The Pocket Book of the Corvette: The Definitive Guide to the All American Sports Car - Copyright 2003, Barnes & Noble
4.) Corvette Black Book - Copyright 2009, Michael Bruce Associates, Inc.
5.) The Complete Book of Corvette - Every Model Since 1963 - Copyright 2006, MBI Publishing
To start, consumers could no longer order the optional ZR-2 package, due to General Motors elimination of the aluminum headed LS-6 from the Chevrolet engine lineup. Previously, consumers looking to purchase a Corvette had had the option of including the 454 cubic inch big block LS-6 either on its own or as part of RPO ZR2, but because of incredibly poor sales numbers the previous year (only 188 Corvettes with the LS6 engine and a meager 12 Corvettes equipped with RPO ZR2 were sold), GM felt that the eradication of the engine was a necessity. To that end, only three engines were listed for the Corvette in 1972, which made it the smallest selection since the 1956 model. All three – the base model 350 cubic inch engine, the option
optional LT-1 small block, and the optional LS-5 big block – were all carry over engines from the 1971 model year, and each of these had more conservative power ratings than their 1971 predecessors.
All of the engines offered in 1972 suffered a loss in power because of the mandatory inclusion of emissions-lowering tuning that year. Furthermore, as was becoming common amongst all automotive manufacturers, GM was now measuring engine outputs in the new SAE “net” measure for the 1972 model year. The choice to use the net numbers instead of the “gross” horsepower measurements was the result of power losses caused by mandatory equipment such as the water pump, alternator, power-steering pump, mufflers, and air cleaner. While the ratings were universally lower, they were also more realistic.
The base engine, designated ZQ-3, was rated at a conservative 200 brake horsepower. The LT-1 was rated at 255 horsepower and the LS-5 was rated only slightly higher at 270 horsepower. While some cynics were quick to criticize Corvette for the notable depreciation in horsepower from the previous model year, Motor Trend magazine gave the new offerings a favorable endorsement. Motor Trend stated that “the LT-1 screams past those lifeless people ensconced in their movable living rooms laughably referred to as cars. It is an experience that does not soon pass from one’s memory.” Additionally, then race-car driver Tony DeLorenzo test-drove the 1972 Corvette and stated “you can’t get a better overall performance car. I’d be hard-pressed to find a better car for the money, then the ‘Vette. It’s just an incredible automobile.
Perhaps the most unfavorable “cut” to the 1972 Corvette was Chevrolet’s failure to complete emissions certification of the Mark IV LS-5 in time to clear it for sale in California, where limits on oxides of nitrogen had been imposed that didn’t apply in the other forty-nine states. Chevrolet knew that the LS-5 was capable of passing these tests, but Chevrolet had simply lacked the manpower to certify every engine/car combination that it had wanted to, and as a result, the LS-5 – due in large part to its low production numbers – was dropped from the test series. Some critics have been quick to question Chevrolet’s decision not to fully support this certification process given that California contained the second-largest Corvette customer base (behind Michigan) at that time.
Beyond the realignment of GM’s engine program, there were virtually no other notable changes made to the 1972 Corvette with the following exceptions: For 1972, the fiber-optic light monitoring system was dropped and an all-new center console was designed to take its place. Additionally, Chevrolet standardized the horn-honking burglar alarm, which was now included on every new model. The alarm system could be armed and disarmed via a lock cylinder at the rear of the car. When armed, the alarm would sound whenever either the hood or the doors of the car were opened. The alarm – which utilized the factory car horn – would continue honking until the owner’s key was used in the special alarm lock cylinder.
While there were virtually no appearance changes to the 1972 Corvette, the model year did mark the “end of an era” for the third-generation Corvette. It would be the last model year to feature both front and rear chrome bumpers, a bright egg-crate grill, side-fender grills (later models do have functional vents and some have vent trim), and a removable rear-window (this last had been a standard feature from 1968-1972.)
Pricing of the 1972 Corvette did decrease slightly thanks to the repeal of a Federal excise tax on December 11, 1971. In total, 20,496 Corvette coupes with a base price of $5,533.00, and 6,508 convertibles with a base price of $5,296.00 were sold in 1972, which was an improvement of nearly 5,200 units over the 1971 model year.
The 1972 racing season would continue to see a strong presence from Corvette, though the car itself would also serve as a test-bed for new tire designs being developed by some of the largest tire manufacturers in the business. While the Corvette made an excellent race car, its combination of weight and speed were very demanding on the car’s tires. Both B.F. Goodrich and Goodyear recognized (and decided to take advantage of) this fact to show Detroit that radial-ply tires were more durable and could be utilized on more vehicles than ever before - even under the toughest driving conditions.
Goodyear would lead this “race-within-races” on the basis of outstanding performance (and race results) of Dave Heinz and Robert Johnson, who drove the No. 57 Chevy Corvette of Dave Heinz racing to a GT class victory (and took 8th overall) on February 6, 1972 at the “Six Hour Daytona Continental-World Manufacturers Championship Race” (more commonly known as part of “the 24 Hours of Daytona” today). Far more impressive, however, was that this same team would take another GT finish and (an overall fourth place finish) on March 25 at the “12 Hours of Sebring.” Their fourth place finish amongst all racing classes that year was the best overall finish Corvette had ever seen to that point in its racing history.
Type: 2 Door Coupe/Convertible
Available Colors: Sunflower Yellow, Pewter Silver, Bryar Blue, Elkhart Green, Classic White, Mille Maglia Red, Targa Blue, Ontario Orange, Steel Cities Gray, War Bonnet Yellow
The 1972 Corvette was the last to feature both front and rear chrome bumpers, a bright egg-crate grill, side-fender grills, and a removable rear window (this last was a feature unique only to the 1968-1972 Corvettes.)