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The Chevrolet Vega is a subcompact, four passenger automobile that was introduced September 10, 1970 and produced for the 1971 through 1977 model years. Vega models include two door Sedan, Coupe, Station wagon, and Panel delivery (named Notchback, Hatchback, Kammback, and Panel Express, respectively) Its body formed the H-body platform. Vega's engine is an aluminum-block 140-cubic-inch (2,300 cc) single overhead cam inline-4.

Subcompact

Detroit's first attempt at confronting the entry-level imports and domestic small cars such as the Studebaker Lark and Rambler American in the fall of 1959 produced the Compact class of cars, including the Chevrolet Corvair, Ford Falcon and Plymouth Valiant, each introduced as 1960 models. By the 1970s, while cars like the Chevrolet Nova, Ford Maverick, and AMC Hornet had evolved into the smallest versions of the traditional six passenger American family cars, they were larger than subcompacts, and many were delivered with optional V8 engines. See also Nash Rambler and Nash Metropolitan.

The Chevrolet Vega was introduced as part of GM, Ford and AMC automakers entering a new subcompact car class. The Ford Pinto was introduced one day after Vega; The AMC Gremlin six months earlier. They competed directly with the successful, but aging VW Beetle, as well as Japanese imports from Toyota, Datsun and Honda. Although Vega's conventional rear wheel drive layout and unibody was similar to the Japanese subcompacts, its 97.0-inch (2,460 mm) wheelbase and 169.7-inch (4,310 mm) overall length was somewhat larger than the Toyota Corolla's 91.9-inch (2,330 mm) wheelbase and 161.4-inch (4,100 mm) length.

Design and engineering

General Motor´s chief engineer Ed Cole wanted a world-beater, and he wanted it in showrooms in 24 months. This was a brutally short time to design and engineer a new car, especially one that borrowed almost nothing from any other. The Vega, like the Corvair, has long been referred to as Ed Cole's baby. It was as GM president that Cole oversaw the genesis of the Chevrolet Vega. Code-named XP-887, Chevrolet "teaser" ads began in May 1970, not announcing its name at first, stating-"you'll see."

Vega's aluminum block, overhead-cam engine was made possible by a joint effort from General Motors, Reynolds Metal Corp. and Sealed Power Corp. GM purpose-built the $75 million Lordstown Assembly in Lordstown, Ohio to produce the Vega where 90 percent of the necessary welding was performed by high-tech unimate robots. Due to its "Modular Construction Design", the Vega sedan with 578 body parts had 418 fewer parts than its full-size Chevrolet counterpart. Modular Construction Design reduced the number of joints and sealing operations resulting in stronger, tighter bodies, effectively contributed to vehicle quality and made possible a high rate of production.. The Vega was the first body surface accomplished completely through use of computers. All Vega models share the same hood, fenders, floor pan, door lower panels, rocker panels, engine compartment, and front end. In a size comparison with a 1970 Chevrolet Nova, Vega has 20 inches less overall length, 14 inches less wheelbase, 7 inches narrower width and 2 inches lower height.

As introduced, the 1971 Vega was one of the first Chevrolet vehicles to have as standard equipment- front disc brakes, an electric fuel pump, side guard door beams, a double paneled roof, and foam-filled, hi-back bucket seats with floor mounted controls. Its suspension and rear live axle design, near ideal weight distribution, low center of gravity and neutral steering give the car world-class handling characteristics that were praised by the automotive press. The overall chassis suspension was to be tuned to a new A78 x 13 tire that was being developed concurrently with the vehicle. The front suspension is classic General Motors short-and long-arm. The lower control arm bushings are actually larger than for the Camaro. The four-link rear suspension copied that of the Chevelle. and coil springs are used throughout. This is a significant departure from the leaf spring suspension used in the Camaro and Nova. The Vega's brake system copied an excellent Opel design including solid rotors and a lack of a proportioning valve. Vega's styling has been judged conservative, clean-lined and timeless. GM styling studio's main influence was the 1967-1969 Fiat 124 Sport Coupe AC, and the Chevrolet Camaro/Corvette studio grafted a 1970 Camaro-like egg-crate grill and Chevy-style dual tailights. Many service operations were intentionally designed so that they were able to be performed by Vega owners. To further that end, the "Do-It-Yourself" service manual was made available with each new Vega.

1970–1977

The Vega Hatchback Coupe was the most popular Vega model with its lower roofline, useful hatchback and fold-down rear seat. The Vega Sedan, (re-named Notchback in 1973), had the lowest price at $2090 and features an enclosed trunk and more rear seat head room than the Hatchback.

The Vega Kammback wagon offers more cargo capacity, fold-down rear seat and a swing-up liftgate. The Vega Panel Express, a one passenger panel delivery based on the wagon, with steel panels in place of the rear side glass, and an additional enclosed storage area.

In mid-1971 a GT version for Hatchback and Kammback models was introduced. It includes the L11 140 CID 2bbl. engine, F41 Handling suspension, 6" GT wheels with trim rings, center caps and A70-13 raised white-letter tires, black-finished grill, full instrumentation, exterior trim upgrade and a hood/deck sport stripe option. The package accounted for 30% of Vega's total production. Yenko Chevrolet sold a specially modified Vega called the Yenko Stinger II through 1973. Based on the GT, its engine features a turbocharger and is rated 155 hp (116 kW). Included are front and rear spoilers and side striping with "Yenko Stinger II" identification.

1972 models were essentially carried over from 1971 with a few refinements including revised rear shocks and exhaust. A glove box was added and replaced dash storage bin.

1973 Vega had over 300 changes including new colors and new standard interior trim. Two new models were introduced- LX Notchback includes a vinyl roof and Estate (Woody) Kammback features vinyl wood side trim. Both models include the custom exterior and interior options. Vega's chrome front bumper was extended three inches (76 mm) on stronger brackets with 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 Turbo-hydramatic transmission replaces Powerglide. Sub-zero degree temperature durability testing of GM's Wankel rotary engine installed in 1973 Vegas takes place in Canada. The engine, planned as a 1974 Vega option, was delayed, then planned for the 1975 Vega-based Monza 2+2, and finally cancelled due to emissions and fuel economy considerations.

On May 17, 1973 the Millionth Vega was produced at the Lordstown, Ohio assembly plant - a bright orange GT Hatchback with white sport stripes and "Millionth Vega" door handle accents. It features a neutral custom vinyl interior with orange accent color carpeting. A special limited edition of the milestone car was produced-one per dealer.

1974 model year brought the only major exterior design changes, due to the revised, Federal front and rear 5 mph (8.0 km/h) bumper standards-A slanted header panel with 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. License plate brackets were relocated front and rear, a larger rear 5 mph (8.0 km/h) aluminum bumper and revised rear panel on Notchback and Hatchback with larger single unit tailights. Overall length was increased six inches (152 mm) compared to the 1971-1972 models. Vega's sales peaked for 1974 with 460,374 produced.

The 1974 Vega Spirit of America Hatchback limited edition features 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, and a white custom vinyl interior with red accent color carpeting.

1975 Vega had 264 changes including High-energy Electronic ignition and Catalytic converter. Power brakes and Tilt steering wheel 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 is introduced. Pontiac's version of Vega was offered as Notchback, Hatchback and Safari Wagon models. Astre Panel Delivery was also offered, only in 1975. SJ models (hatchback and wagon) were luxuriously appointed. GT models (hatchback and wagon) and 'Lil Wide Track' and Formula (hatchbacks) offered a choice of sporty models.

In March, 1975 the Cosworth Vega is introduced after a year and a half delay. Chevrolet's single color ad stated, "Cosworth Twin Cam-one Vega for the price of two." It features an all-aluminum 122 CID DOHC 16 valve inline 4 with stainless steel headers and Bendix Electronic fuel injection. All 1975 Cosworth Vegas are Black w/gold accent stripping and include gold-colored aluminum wheels. A choice of black custom vinyl, black custom cloth, or white custom vinyl interiors, with 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 at the end of the 1975 model year. Never a big seller, The Panel's 1971 first year sales peaked at 7,800 units. After leveling off to an average of 4,000 units per year, the final 1975 model drew only 1,525 orders.

1976 Vegas were the most refined to date with engine, chassis, and body integrity improvements so extensive, Chevrolet advertised the 1976 Vega as "Built to take it." Vega received a facelift including, a revised header panel, wider grill, revised headlamp bezels-all made of corrosion resistant material, and tri-color tailights for Notchback and Hatchback. Vega's 2.3L engine, named Dura-built 140, received improved cooling and durability refinements. The chassis was now the same as Monza's including a box section front crossmember, larger rear brakes and torque-arm rear suspension, replacing the four-link design, and effectively eliminating wheel-hop on rough roads. Vega's body received extensive anti-rust improvements. New models introduced were GT Estate wagon and Cabriolet package for Notchback, replacing the LX. It features a half vinyl roof and opera windows similar to Monza Towne Coupe. The Cosworth Vega was quietly discontinued.

1977 was the final year for Vega, carried over from 1976 with a few revisions and additions. The Notchback was re-named Coupe. Vega's Dura-built 140 engine received a version of the Cosworth engine's pulse-air system to meet the more strict 1977 Federal emission standards. A full console was a new option, and the GT received blacked-out trim and a revised side stripping option. Vega production totaled over 1.9 million vehicles in seven model years built at the Lordstown, Ohio GM Assembly Plant and at a GM of Canada backup plant.

Vega's design expanded with four additional car lines in four GM divisions - Chevrolet Monza, Pontiac Sunbird, Buick Skyhawk, and Oldsmobile Starfire. These new models introduced in September 1974, (Sunbird in 1975) as 1975 and 1976 models respectively, share the Vega's basic design and wheelbase. Vega's 140 CID inline 4 engine was standard equipment on 1975-1977 Monza, 1976 Sunbird and 1977 Starfire.

Ed Cole retired from General Motors in 1974, and was tragically killed in an airplane crash in 1977. The Chevrolet Vega, 'his baby' was discontinued at the end of the 1977 model year.

Engine

"The Vega engine was, without a doubt, the most extraordinary part of the car" according to Collectable Automobile magazine. It is a 140 cubic inch (2.3 liter) inline-4 featuring a die-cast aluminum cylinder and case assembly and a cast-iron cylinder head with a single overhead camshaft (SOHC). The cylinder block is an open deck design with siamesed free-standing cylinder bores. Outer case walls form the water jacket and are sealed off by the head and the head gasket. The block has cast iron main caps and a cast iron crankshaft. The cast iron 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 than the usual seven of a typical push rod system. The camshaft is supported 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 on the outside of the belt drive the water pump and fan. The large bore and long stroke design provides good torque and lower rpm operation for reduced wear. Compression ratio for the standard and optional engine is 8.5:1 as engine was designed to operate on low-lead and no-lead fuels. A single-barrel carburetor version produces 90 gross hp. The two-barrel version (RPO L11) 110 gross hp. From 1972 on, rating was listed as net hp. The one-barrel engine produces 80 hp (60 kW). The two-barrel option boosts output to 90 hp (67 kW). The 1972 Rochester 2bbl carb required an air pump for emission certification and was replaced in 1973 with a Holley-built 5210C staged 2bbl. carburetor. Vega engines have a small 12 inch by 12 inch radiator core. The reason for the realitively small radiator is the aluminum engine block and its superior heat conductivity as compared to iron.

Sports Car Graphic magazine, in a 1970 road test said, "The new die cast aluminum Vega 2300 (engine) is a masterpiece of simplicity. There are many innovations made to reduce the number of pieces and improve repairability. One belt drives cam and water pump. The movable water pump is also the belt tensioner. The oil pump is on the crankshaft and is also the front engine cover."

The relatively large (for an inline-4) engine is naturally prone to vibration and is subdued by large rubber engine mounts. Vibration and noise levels were reduced in the 1972 models with a redesigned exhaust and better driveline damping. Emission control revisions made in 1973 reduced power output by 3 bhp, although engine's cruising noise levels were reduced. High energy electronic ignition and catalytic converter were additions for 1975.

The 1976 2.3 engine, named "Dura-built 140", features improved coolant pathways for the aluminum-block, a redesigned cylinder head incorporating quieter hydraulic valve lifters to replace the Vauxhall-designed taper-screw valve adjusters, longer life valve stem seals, which reduce oil consumption by 50%, a redesigned water pump, head gasket, and thermostat. Warranty on the engine was 5 years/60,000-mile (97,000 km).

"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 during the next 58 days except for rest and food stops, refueling and maintenance. They have a job to do." Chevrolet conducted an advertised 60,000 miles in 60 days Durability Run of the 1976 Vega and its Dura-built 140 engine. Three new Vega hatchback coupes equipped with manual transmissions and air conditioning were driven non-stop for 60,000 miles (97,000 km) in 60 days through a Nevada desert, Death Valley test loop with air temperatures seldom under 100 degrees. Fuel stops and oil changes were supervised by the US Auto Club. All three 1976 Vegas completed a total of 180,000 miles (290,000 km) with no failures. (One car needed a timing belt replacement and twenty four ounces of coolant)

The 1976 Vega was proven a durable and reliable car, but the new for 1976 Chevy Chevette and the Vega-based Monza introduced a year earlier, were new alternatives to the Vega, its reputation tarnished from early model engine and rust problems. The 1977 Dura-built 140 engine, painted blue its final year, added a pulse-air emission control system adopted from the Cosworth engine, needed to meet the more strict for 1977, United States Environmental Protection Agency (EPA) emission standards. Chevy Monza continued with the Vega Dura-Built 140 L4 as its standard engine in the 1976 and 1977 model years. Pontiac continued with the Vega Dura-Built 140 engine in 1976 only, in both Astre and Sunbird, then chose its own, new 151 CID OHV L4 Iron Duke for Astre in 1977, its final year, and Sunbird from 1977 on. Oldsmobile chose to offer a 4-cylinder engine, for the first time, in 1977. Olds Starfire featured Vega's Dura-Built 140 as standard that year. Pontiac's Iron-Duke 151 replaced the Vega engine as Starfire's standard engine from 1978 on.

Aluminum engine block

GM Research Labs had been working on a sleeveless aluminum block since the late 50's. The incentive was cost. Getting rid of those liners on a four-cylinder block would save $8, which was a substantial amount of money back then. Reynolds Metal Corp. came up with an alloy called A-390, composed of 77 percent aluminum, 17 percent silicon, 4 percent copper, 1 percent iron, and traces of phosphorus, zinc, manganese, and titanium. The A-390 alloy was suitable for faster production diecasting. These qualities made the Vega block less expensive to manufacture than other aluminum engines. Sealed Power Corp. developed special chrome-plated piston rings for the engine that were blunted to prevent scuffing. Basic work had been done under Eudell Jackobson of GM engineering, not at Chevrolet. But then, suddenly, Chevrolet got handed the job of putting this ohc sleeveless, aluminum block into production-a feat never before attempted. According to Jackobson, "The aluminum blocks were inpregnated with sodium silicate before shipping to Tonawanda. Machining through the outer skin exposed areas that had not previously leaked, so various leak tests were required as the block progressed through the machining line. As I recall, if a part still leaked after three tries, it was scrapped."

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 smelting plants to the foundry, inside thermos tank trucks. The block was cast using the Accurad process. The casting process provides a uniform distribution of fine primary silicon particles approximately .001 inch in size. Pure silicon provides a hard scuff and wear resistant surface, having a rating of 7 on the mohs scale of hardness as compared to diamond which is 10. The blocks were aged 8 hours at 450 degrees to achieve dimensional stability. The technical breakthroughs of the block lie in the precision die-casting method used to produce it, and in the silicon alloying which provides a compatible bore surface without liners.

From Massena, the cast engine blocks were shipped as raw castings to Chevy's engine plant in Tonawanda. 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 new (then) electro-chemical process. The etching removed approximately 0.00015 inch of aluminum leaving the pure silicon particles prominent to form the bore surface. (left image) At a machined weight of 36 pounds, this block is 51 pounds less than the cast-iron block in the Chevy II 153 CID L4. Plating the piston skirts was necessary to put a hard iron skirt surface opposite the silicon of the block to prevent scuffing. The plating is a four layer electo-plating process. (right image) The first plate is a flash of zinc followed by a very thin flash of copper. The third and primary coating is hard iron, 0.0007 inch thick. The final layer is a flash of tin. The zinc and copper are necessary to adhere the iron while the tin prevents corrosion before assembly of the piston into the engine. Piston plating was done on a 46 operation automatic line. From Tonawanda, the engines went to the Chevrolet assembly plant in Lordstown, Ohio.

1973 Vega GT Showroom Stock #0

Car and Driver magazine challenged its readers to an SCCA sanctioned series of Showroom Stock races in the 70's at Lime Rock Park, Lime Rock Conn.

Patrick Bedard, C&D Writer, and Driver in the Car and Driver Showroom Stock Challenge III, October 12, 1974. reviewed the race in the January 1975 issue. "Patrick Bedard: An unlikely victory in an even more unlikely car."

"It was a celebration. Emotions were given free rein. Eurphoria ran rampant. I could see him through the two dollars worth of Moet and Chanden splashed on my glasses; he was a round-faced collegian in a maroon windbreaker, grinning uncontrollably. A Vega GT had just edged out an Opel to win the Showroom Stock Challenge lll, and his face was pink with joy. He was the same guy who had cornered me in the pits before the race. He had a Vega GT. His buddy had a Vega GT. He thought it was a great car and how come only one was entered in the Challenge? It did have the best handling, didn't it? So it would win, wouldn't it? Oh, yeah, he knew the engine wasn't much-every car magazine he'd read in the last three years said that-but if I'd just make it win then he'd have an answer for all those guys back at the dorm who made disparaging remarks. And then it happened. The lone Vega outran every single Opel, Colt, Pinto, Datsun, Toyota and Subaru on the starting grid. A 25 lap sprint into racing's hall of fame.

I could see the car over in the impound area, a metallic bronze coupe with a big yellow zero on its battle-scared flank. I'd driven it there after the victory lap, water boiling out of the coolant tank, an anguished moan broadcasting from the cam drive, its left front tire chunked and rough. The tech inspectors had pushed it off the scales and were now probing under the hood looking for the secrets of its speed. It had done the job-this Vega GT faced off against 31 other well driven showroom stockers and it had finished first. I was beginning to feel some warmth towards it."

"...The year old Vega was bought in California for $1900. With a $2300. blue book, we'd probably never find one cheaper..." "While there, I talked to Doug Roe, an ex Chevrolet engineer with a considerable reputation as a Vega specilist. I mentioned our Vega showroom stocker-He grimaced." "Better overfill it about a quart. When you run them over 5,000 rpm, all the oil stays up in the head and you'll wipe the bearings. And something has to be done with the crankcase vents. If you don't it'll pump all that oil into the intake. I hoped he was wrong but he wasn't. On its very first lap around Lime Rock our Vega blew its air cleaner full of oil. And it also ran 215 degrees on the water temperature gauge. When I called Roe about the overheating, he said", "All Vegas run at 215 degrees on the water temp gauge. It would be ok to about 230 degrees. Then it would probably start to detonate."

"I was approached in the pits by an enthusiast who wanted to know in advance if a Vega like this was going to win the race. I wasn't even convinced that it could finish. And I didn't even know all of its bad habits yet. Five laps from the end I discovered that once the tank drops below a quarter full, the fuel won't pick up in the right turns. Twice per lap, once out of the hook and once on the back straight, the carburator would momentarily run dry. And if that wasn't bad enough, the temperature gauge read exactly 230 degrees and a white Opel was on my tail as unshakably as a heat-seeking missile. But, it was clear that no matter how good a driver Don Knowles was and no matter how quick his Opel, he wasn't going to get by if the Vega simply stayed alive. Which it did. You have to admire a car like that. If it wins, it must be the best, never mind all of the horror stories you hear, some of them from me."

Cosworth Vega Twin-Cam

The 1975-76 Cosworth Twin-Cam is a limited production, performance version of Vega. Its purpose was to "create excitement" for the entire Vega line. Only 3,508 were built from March 1975 through July 1976.

The Cosworth Vega engine is a 122 cubic inch (2.0 liter) inline-4 featuring a die cast aluminum cylinder and case assembly and 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 a removable cam-carrier which also serves as a guide for the valve lifters. Each camshaft is supported by five bearings and is turned by individual cam gears on the front end. The two overhead camshafts are driven, along with the water pump and fan, by a fiberglass cord reinforced neoprene rubber belt, much like the existing Vega L-4 engine. Below the cam carrier is a 16 valve cylinder head constructed of an aluminum alloy and using sintered iron valve seats and iron cast valve guides for added durability. Forged aluminum pistons are used because of their added strength, resulting in improved durability under severe operating conditions. The engine features an electronic fuel injection system, and a stainless steel exhaust header. Each engine was hand built and includes a cam cover sticker with the engine builder's signature.

The Cosworth package includes a 'torque arm' rear suspension which provides optimum rear axle power control. This unit is comparable to the assembly used on the Monza 2+2. The Monza 2+2 axle is also used, providing a 3.73:1 gear ratio from a 7-1/2" ring gear. No other gear ratios were available, but a limited slip differential was optional. GT special springs, shocks, and stabilizer bars are included as are 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 system is used on the Cosworth package. This adds add coolant and temp/press warning lights to the instrument cluster. Should the radiator coolant level become one quart or more low, a sensor, located in the radiator, activates the add coolant light. If the coolant temperature reaches 260 degrees F. or greater or if the engine oil pressure drops below 6 PSI, then the temp/press light is activated. Air conditioning was not offered on the Cosworth Vega, due to interference between the induction system, specifically the air cleaner and the air conditioner's evaporator case. Power steering and power brakes were also not offered.

The racing version was known internally at Cosworth as Project EA. It was not a successful racing engine due to Vega block structural failures. Chevrolet later offered a special heavy-duty block with thicker case walls for racing applications, but by that time Cosworth had moved on.

The Vega production version was developed and built by Chevrolet at its Tonawanda engine plant. The first 1971 development engines delivered an impressive 180 bhp (130 kW). Chevrolet had originally planned to introduce the car for the 1974 model year, but a burnt exhaust valve in a 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 car's introduction a year and a half while Chevrolet revised the Cosworth engine's emission control system, adding the pulse-air tubes, and revising its Bendix Electronic fuel injection and timing specs. It passed the EPA test the second time, and the Cosworth Vega was introduced in March, 1975. Final rating is 110 bhp (82 kW) The engine develops its maximum power at 5600 rpm and is redlined at 6500, where the SOHC Vega engine peaks at 4400, and all is done at 5000.Car and Driver reported, "The 3.11 First gear matched to a 3.73 Axle ratio makes the Cosworth Vega tough to launch from a stop." They measured 0-60 mph times of 8.7 seconds.

Chevrolet general manager, John DeLorean chose black over Cosworth silver, the original choice, as the car's exclusive color. 1974 pre-production cars released to the press, and all 2,062 1975 Cosworth Vegas are indeed, black with gold "Cosworth Twin Cam" lettering on the front fenders and rear cove panel and gold pinstripping on hood buldge, body sides, wheel openings, and rear cove. Black exterior color wasn't available on lesser Vegas until 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 tachometer and Cosworth Twin-Cam Vega steering wheel emblem. At $5,916, it cost double a normal hatchback, and only $900 less than a Corvette.

For 1976, the Cosworth, like all Vegas, received a facelift including a wider grill and tri-color tailamps and the extensive body anti-rust improvements. A new Borg-Warner 5-speed manual overdrive transmission with 4.10 axle was optional in addition to the std. Saginaw 4-speed manual. Eight additional exterior colors were offered in addition to black and two additional interior colors were offered, Firethron (red) and Buckskin (tan) Still, only 1,446 were built for 1976. The exotic Cosworth Vega, although meeting the more strict 1977 emission standards in advance, would not be offered in the Vega's final year. Production fell well short of projected sales of 5,000 per year, which was figured before the Vega's early model troubles became well known. Introduced a year earlier in 1974, as planned, the car might have met its sales goal. As it stands though, 1,500 unused exotic Cosworth engines were simply scrapped for lack of demand.

Vert-a-pac

Vega was designed to be shipped vertically, nose down. Special rail cars known as Vert-A-Pac cars held 30 Vegas versus 18 in normal tri-level box cars. Each Vega was fitted with four removable, cast-steel sockets inserted into the undercarriage. With the ramp-like doors fully shut, the Vegas hung suspended side by side, nose down and roof-to-roof with another set of cars on the opposite side of the railcar. Chevrolet conducted vibration and low-speed crash tests to make 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 to the dealership. To do this Vega engineers had to design a special engine oil baffle to prevent oil from entering the No. 1 cylinder, batteries had filler caps located high up on the rear edge of the case to prevent acid spilling, the carburetor float bowl had a special tube that drained gasoline into the vapor canister during shipment, and the windshield washer bottle stood at a 45 degree angle. Plastic spacers were wedged in beside the powertrain to prevent damage to engine and transmission mounts. The wedges were removed when cars were unloaded.

Awards and reviews

The Chevrolet Vega was initially popular with the automotive press, winning awards and praise for its innovative engineering, timeless styling, and sports car-like handling. Chevrolet advertising for the Vega included ads promoting Vega's award winning status.

Car and Driver magazine in 1971, awarded top pick to the Vega above five other cars including the Ford Pinto, AMC Gremlin, VW Beetle, Toyota Corolla and Chrysler Simca "because of its particular suitability to American driving conditions." It was the only car besides the shortened compact Gremlin that could cruise at 70 miles per hour or above. Its long 2.53:1 axle ratio allowed a low 3,000 rpm at 80 mph (130 km/h). The Vega's ride and handling were highly rated. It was the quickest of the cars tested, taking 12.2 seconds to reach 60 mph (97 km/h). C&D stated, "It provides an excellent combination of performance and economy." "It's a car for all occasions."

Car and Driver in a 1972 Super Coupes test including Vega GT, Pinto Runabout, Opel 1900 Rallye, Mazda RX-2, Capri 2000 and Toyota Celica said, "..If looks alone determined the best Super coupe, the Vega GT would win hands down without ever turning a wheel."

Car and Driver readers voted Vega "Best Economy Sedan" three years in a row (1971-1973) in its Annual Reader's Choice Poll. In 1971, Vega's first year on the market, it managed to unseat the incumbent import, breaking its eight year winning streak.

Motor Trend magazine in its August 1970 issue said, "In summary, the Vega GT comes close to what a racing GT car should be, in handling, performance and comfort. Because it's basically a low-priced compact, the results are all the more surprising and rewarding."

Motor Trend selected Vega one of the "Ten Best Cars of 1971" and "Motor Trend Car of the Year" for 1971. "The base Vega is a magnificent automobile without any options at all." "We choose the Vega as the Car of the Year because of Vega's engineering excellence, timeliness, styling, and overall value..for the money, no other American car can deliver more."

Motor Trend selected Vega GT "1973 Car of the Year in the economy class" stating, "The Vega was judged solid, warm and comfortable, with a good finish."

Vega Wagon's 27.083 mpg_‑US (8.685 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 in a Gas Crisis" in 1973. Vega LX Notchback's 30.0 mpg_‑US (7.8 L/100 km; 36.0 mpg_‑imp) was rated number nine in Motor Trend's "50 Cars Worth Their Weight In Gold" in 1974. Vega was in Motor Trend's "10 Best Selling (American Made) Cars" test in 1975. "The Vega has been vacillating on the sales charts from just out of the top 10 to just into the top 10. We have to conclude that Monza sales have hurt the Vega and will continue to do so." The Vega-based Monza 2+2 was Motor Trend's Car of the year for 1975.

Road & Track magazine stated in September 1970, "Vega is the best handling car ever sold in America."

Road & Track in their 1970 road test of "Vegas Plain and Fancy" said, "..with the Vega, they've turned out one of the finest-looking compact sedans in the world." "The engine proved a let down. It's extremely rough and noisy..on the positive side, freeway cruising is relaxed and quiet, the slow-running engine's noise covered by wind and road noise, and it was economical not withstanding our overall mileage figures which include some very hard driving." "Ride and handling were departments in which we also expected good things and here we weren't disappointed. The Vega in standard form rides and handles very well indeed."

Road & Track in a Vega GT road test, began, "The 1973 Vega is still the stylish, somewhat sporting economy car it was when new, but improved. The Vega's engine is much improved, with cruising speed noise levels lower than most economy cars." Closing the test 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-and it's the best highway car in class. Well done Chevrolet."

Road Test magazine stated in September 1970, "Chevy pulled out the stops on this one-aluminum ohc engines, four body styles, high style options put it in a class by itself." "It's innovative without being complex." In a July 1974 Test report on 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 can shift early into fourth and chug around town all day if you like..in normal driving low and mid-range torque is what counts and this engine has plenty of it." "The Vega ride is not like that of a Caprice, but neither is it 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 on the heavy side and is too slow to permit fancy maneuvering..." "Braking performance is right in there too, which is credited to the brakes themselves and the big (radial) tires." "In summary, the 1974 Vega is a vastly improved car over the original and even over last year's model. All of the important gripes have been taken care of and it can now face up to its competition, domestic and imported, on a feature for feature basis.

Hot Rod magazine in 1972, road tested a Vega GT Kammback, and said, "The car never looks like something you had to buy..It's the kind of car we'd buy to look good in, work on, add to, and wash once a week." Hot Rod in a 1972 models introduction issue, voted Vega GT "Best Buy" of the entire 1972 Chevrolet line. Hot Rod on the Millionth Vega-"Chevrolet was so smitten with the car, they've built 6143 Millionth Vegas. The series is basically a styled-up Vega GT with some nice interior touches..They'll probably sell a million of 'em."

Sports Car Graphic in a 1970 road test said, "Although it appears to be a Fiat with Chevrolet "product identification" modifications, its styling is actually scaled-down from the Chevrolet line so well that it doesn't look much smaller-it makes the passengers look bigger however."

Small cars magazine, said in 1972, "Z/29 Vega GT: It's either the sportiest economy car in the world or the most economical sports car in the world."

Road & Track, in its 1976 Cosworth Vega road test noted, "The reduction in displacement adds an important degree of smoothness..." a result of the shorter stroke. "We can't resist saying that with the Cosworth Vega engine, the Vega now runs the way it should have run all 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 a high performance unit with a specfic output of only 55 bhp (41 kW; 56 PS) per liter, modest indeed when compared to engines of equal sophistication." "The Cosworth Vega's handling is very good..." "All our drivers agreed that it is a far better handling car than those Vega derivatives that have been fitted out with V6 or V8 engines."

The 1974 Pre-production Cosworth Vega made Car and Driver's Top 25 Acceleration Champs. "Each year one car emerges as the winner." The Cosworth Vega was the quickest 0-60 mph car of 1974.

Car and Driver chose the Cosworth Vega as one of the "10 Best Collectable Cars" in its fourth annual Ten Best issue stating, "We're talking about historical significance here."

Car and Driver', in its 35th anniversary issue in 1990, looked back, and Vega was mentioned three times. Detroit Fights Back - Ford Pinto and Vega 2300: "...they are the best, most import-beating subcompacts that American Technology knows how to build. If VW and the other small intruders survive this attack, they'll be assumed invincible." Cosworth Vega Preview - "A sixteen-valve head on a Vega aluminum block seems like a neat idea to us, so we rev up our prose. The car when it finally arrives, cannot keep up with our feverish preview." Showroom-Stock Challenge III - "We win again, this time in a-Vega GT, proof that truth is 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."

The DeLorean factor

John Z. DeLorean, Vice-President of General Motors and General Manager of Chevrolet in 1970, discussed the Vega for Motor Trend weeks before the car's introduction.

"Our design concept was we wanted to build a car that does everything well, and if you drive the car you really will be very impressed...The Vega is designed to have very spacious accommodation for 4 people. That's all it will hold, but all 4 people will have as much room as they have in a regular full-size sedan... Also we have four models, which we think is a desirable thing. Our little wagon, or Kamm-back as we call it, is my favorite...Today I would say that at Chevrolet we know more about handling than anybody else in the world. It has far and away the best handling of anything in its class. In fact it handles better than many sports cars. The performance is excellent. It out-performs any car in its price class in accelerating...So we have a combination of all the really desirable elements in that car and I think it has turned out to be an outstanding automobile. It's fun to drive. The Vega is going to be built at a quality level that has never been attained before in a manufacturing operation in this country, and probably in the world. In body construction, on a typical car, built either here or Europe or Japan, about 18 percent of the body welds are automated. On this car over 80 percent are automated which provides uniform quality. We have automatic inspection of virtually every single engine part and so we know it is going to be right...There is nothing that comes within a mile of the Vega for performance and handling. This car will out-handle almost any sports car built in Europe. Not just little cars, but sports cars too. This is quite an automobile...

It has a very high degree of craftsmanship..I think the ride and handling of some of the imports is quite mediocre. But some of them are extremely well put together. The Vega has good craftsmanship, without the faults of the imports..."

On A Clear Day You Can See General Motors - John Z. DeLorean's Look Inside The Automotive Giant by J. Patrick Wright, written in 1974, and published in 1979, DeLorean, in the Vega chapter, revealed GM management's role in regards to the Vega. He was critical on corporate decisions made associated with the Vega's design, weight, pricing, even its name.

"This program produced a hostile relationship between the corporate staffs, which essentially designed and engineered the car, and Chevrolet Division which was to sell it.. A study of the conception and gestation of the Vega reveals not a lesson in scientific marketing and development, but rather a classic case of management ineptitude. In the early and mid 60's, Chevrolet and Pontiac Divisions were working separately on futuristic small cars. Ed Cole, who was executive vice-president of Operating Staffs, was working on his own small-car project using the corporate engineering and design staffs. He took the program with him into the president's office in 1967. When the corporation started talking seriously about a mini-car, Cole's version was chosen..The proposals from Chevy and Pontiac were rejected. The new mini-car was Cole's baby and was given to Chevrolet to sell. Not only did corporate management make the decision to enter the mini-car market, it also decided to develop the car itself. It was a corporate car, not a divisional one. Cole was the chief engineer and Bill Mitchell, the vice-president of the Design Staff, was the chief stylist. It was being put together by people at least one step from the marketplace. There was no system of checks and balances."

"From the first day I stepped into the Chevrolet division, in 1969, it was obvious the Vega was in real trouble. General Motors was pinning its image and reputation on this car, and there was practically no interest in it in the division. We were to start building the car in a little more than a year, and nobody wanted anything to do with it. The Vega was an orphan. Chevy's engineering staff was going through the motions of preparing the car for production and that was all. Engineers are a very proud group. They take immense interest and pride in their creations, but they are very disinclined to accept the work of others. This was not their car and they did not want to work on it."

"The biggest objection from the division, specifically the engineering staff, was reserved for the Vega engine...The Engineering policy group (went) in favor of the engine pushed by Cole and the corporate staff which featured an aluminum cylinder block with a cast iron head...The corporate engineers went the route of a longer stroke engine which was traditionally less polluting. So while they were using an innovative production process using aluminum, they were relying on an old basic design for the engine. What resulted was a relatively large, noisy, top heavy combination of aluminum and iron which cost far to much to build, looked like it had been taken off a 1920 farm tractor and weighed more than the cast iron engine Chevy had proposed...Chevy engineers were ashamed of the engine."

"The most important problem for me with the Vega was to motivate the hell out of the division to get this car into as good shape as we could before introduction. As the Lordstown , Ohio assembly plant was converted to Vega production, we also introduced an intense program for quality control with the target of making the first cars off the assembly line the best quality cars, from a manufacturing standpoint, ever built. As the starting date approached, we put tens of additional inspectors and workers on the line and introduced a computerized quality control program in which each car was inspected as it came off the line and, if necessary, repaired. We also test drove the first 2,000 Vegas built and a sizable proportion of the others thereafter. I was able when the car was introduced to brag that it was the best quality car we'd ever introduced. I'm thankful no one ever asked me if I thought it was the best designed and engineered car ever introduced...Work that was proceeding on the car revealed that the central staff had completely misgauged the weight and cost of the car they designed. As general manager of Chevy, I was called upon to explain the unexplainable. How could we call our car "competitive" when it weighed almost 400 pounds more, and was priced more than $300 above the intended foreign competitor... While I was convinced that we at Chevy were doing our best with the car that was given to us, I was called upon by the corporation to tout the car far beyond my personal convictions about it. This conflict never did resolve itself fully in my mind and was one of the many factors that precipitated my departure from the company...I said with a clear conscience that it was a quality car, which it was because we road tested the first 2,000 cars off the assembly line and spent millions of dollars to reinspect and repair each vehicle."

"Naming the car was a matter of serious concern. The studies that we conducted showed that one name stood head and shoulders above every other one - Gemini. When pronounced it almost said "G-M-ini". But modern, scientific, marketing tests notwithstanding, Ed Cole liked the name Vega and so did top corporate management, who threw our test results out the window and named the mini-car the Vega."

John DeLorean resigned from General Motors April 1, 1973. The one millionth Vega was built the following month May 17, 1973.

Problems

Pre-production

Jerry L Brockstein, assistant to Henry Haga, head of the Camaro/Corvette studio where the Vega prototype was restyled, recalls finalizing the Vega bodies. "Chevrolet was trying to build this car as cheaply as possible and wanted us to take a lot of money out of it." At first the metal was so thin on the Kammback wagon that in the test facilty it kept buckling under its own weight. Fisher Body had to come back and put stiffing ribs in the roof." John DeLorean, Chevrolet general manager in 1969, recalls after his departure from GM. "The first prototype was sent to the GM proving grounds for durability testing. After only eight miles on the Belgian blocks, it broke in two." Note, though, that Fisher often under-engineered prototype bodies because it was easier and more economical to reinforce a weak body than to shave one that had more strength than needed. Chevrolet, in a January 1971 Vega engineering report stated, "Early difficulties were experienced at 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 some redesign of the pieces would give desired structure." Eudell G. "Jake" Jacobsen, a GM engineer, pointed out just one of the early problems. "We had a catastrophe when we first started trying to finish the aluminum engine-block castings at Tonowanda (Vega engine plant) We found scuffing in the cylinders and couldn't figure out why... We finally figured out that we were putting too much pressure on the bore hones and cracking the silicon. You see, we were trying 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 went out the door. This happened with pre-production engines only."

Lordstown, Ohio assembly

From the beginning, Vega production at Lordstown was projected at 100 cars an hour. This was nearly twice the normal volume. With 25 percent more line workers than needed, the speed of assembly didn't bother most workers at first, and the Vegas that came off the line in those early months were well built. They still had mechanical flaws but issues such as fit-and-finish were not a problem. Then in October 1971, General Motors ordered Chevrolet and Fisher Body to turn over Lordstown to the General Motors Assembly Division (GMAD) One of its missions was to cut costs. Typical Lordstown employees (average age, 22) were products of the 60's. They'd grown up in an age of civil disobedience. GMAD ran a much tighter ship and discipline became more rigorous. The United Auto Workers (UAW) claimed that 800 workers were laid off at Lordstown within the first year of GMAD's arrival and the line speed didn't slow. Feelings got worse with management accusing workers of intentionally slowing the line and sabotaging cars by leaving parts off and doing shoddy work. Quality did suffer, and in March 1972, the plant's 7,700 workers called a wildcat strike that lasted a month. Although the Vega sold well from the beginning, the buying public soon started to question the car's quality. It had every right to. It came out prematurely and still had a lot of glitches.

Engine valve seals

Jackobson said, "After the engine had been in production for a while, customers would go back to the dealer complaining about oil consumption. When the customer came in and complained that his car was getting 200 miles per quart of oil, the mechanic would peer down the bore scope and see a little scuffing..." "But we eventually found out that the problem had never been the scuffing of the (cylinder) bore. The real problem was the valve stem seals. They'd harden, split, fall off, and oil would leak down past the valves and into the combustion chamber. So we did some experiments. When we got an oil burner, we simply replaced the valve-stem seals, and lo and behold, that cured it."

Early Rochester Carburetors

Jackobson continued, "Another problem involved the early two-barrel Rochester carburetor. The Vega engine sometimes shook so badly that it would loosen the screws that bolted the top cover to the carburetor body. The top cover would then jump up and down, which activated the accelerator pump, which shot raw gasoline through the cylinders and into the exhaust system. Fuel would puddle inside the muffler and eventually explode; backfire. The early mufflers would blow out towards the fuel tank, so later ones were engineered so they'd blow away from the tank. We also started using Loc-Tite on the carburetor bolts." For 1973, the Rochester carb was replaced with a Holly-Weber design.

Premature rust

Fisher Body was very proud of its Elpo primering process, which should have prevented rust, but didn't. The Elpo process involved submerging the assembled Vega body in a huge vat. The Elpo vats at Lordstown each contained reddish-brown paint-primer particles in 65,000 gallons of water. In the Elpo dip, the metal body received a positive electrical charge, the primer particles carried a negative charge, and by leaving the body in the vat for two minutes even the most remote recesses get coated-theoretically. The body was then dried, sprayed with acrylic lacquer and baked in a 300 degree oven. The Elpo dip, however, did not flow to every surface. According to Vega expert, Gary Derian, "The design of the front end caused air to be trapped at the tops of the fenders, so they never got coated." Early cars had no inner fenders or fender liners, so the tops of the front fenders got blasted by sand and salt thrown up by the tires, and they quickly rusted. Chevrolet installed plastic deflectors in late 1973, and full plastic inner fenders in 1974. Derion pointed out, too, that a rust-prone gap existed between the front fenders and the cowl vent. Moist debris and salt would pack into this area, and rust through the metal in a couple of years. Chevrolet did replace rusted-out fenders for many owners free of charge. But rust damage also affected the rocker panels, the door bottoms, the area beneath the windshield, and the primary body structure above the rockers. "There were many Vegas on the road with sagging front frames." said Darien. Starting in 1976, Chevrolet began spraying the inner doors with an aluminized wax, and making front fenders and rocker panels out of galvanized Zincrometal.

Engine cooling

The Vega's cooling system came in for criticism. Although it held only six quarts and had a tiny two-tube, foot-square radiator, when topped off, the Vega cooling system was adequate. But most owners tended not to check the coolant level often enough, and in combination with leaking valve-stem seals, the engine would often be low on oil and coolant simultaneously. This caused overheating, which distorted the open deck block, allowing antifreeze to seep past the head gasket, causing piston scuffing inside the cylinders. Fred Kneisler from GM Engineering maintained that too much emphasis has been put on overheating problems versus the real culprits: brittle valve stem seals and too-thin piston plating. Vega owners and many mechanics believed, though, that overheating was the big problem. In response, Chevrolet added a coolant overflow bottle and an electronic low-coolant indicator for 1974 that could be retrofitted to earlier models at no cost. Regardless of the cause, damaged cylinder walls were common - a problem that presented the Vega owner with three choices:

• Have the block overbored and re-etched, and have new pistons installed.
• Overbore and have aftermarket cast-iron cylinder liners pressed in.
• Replace the short block with a brand new unit.

Most owners chose option three - one reason the Vega engine earned its "throwaway" reputation.

Ironically, despite its lack of success in the Vega, the linerless aluminum/silicon engine technology that GM and Reynolds developed turned out to be sound. Mercedes and Porsche both use sleeveless aluminum engines today, the basic principles of which where developed for the Vega engine.

Pontiac Astre

The Pontiac Astre was introduced in the September, 1974 and was sold in the US for the 1975 through 1977 model years. Pontiac's version of the Vega had been sold exclusively in Canada from 1973. Notchback, Hatchback, Safari Wagon, and Panel Delivery body styles were offered. Only 131 Astre Panels were sold, produced in the 1975 model year. Pontiac's trademark split grill, emblems, steering wheel, and Firebird styled tailights (notchback and hatchback) differentiate it from Vega. Astre's engine is the Vega 140 CID OHC inline-4 through 1976. Transmissions are the 3 and 4-speed manual, 5-speed manual with overdrive (for 76-77), and the 3-speed automatic. SJ models (optional on hatchback and wagon) feature soft nylon upholstery, cut pile carpeting, padded and cloth covered door panels, and a fabric headliner, plus several performance items-rally instruments, the two barrel engine, four-speed or automatic (over a 3-speed manual) gearbox and radial tires. A GT package was optional for the Hatchback and Safari wagon and Li'l Wide Track package for the Hatchback. Li'l Wide Track package for $401.50 added a front air dam, rear spoiler, quarter window louvers, stripes on the hood, lower body, spoiler, door handles and wheel centers, chrome exhaust extension and cast aluminum wheels. The package was designed by BORT (British Overseas Racing Team) and produced by Motortown Corp. The package was installed at the Lordstown Assembly plant.

For its final year, the 1977 Astre features Pontiac's own 151 CID 'Iron-Duke' inline-4, replacing the Vega engine. Astre received a facelift with a new vertical design split grill, Aluminum wheels (13") was a new option. Astre Formula was introduced which includes the handling package, chrome valve cover, three-piece spoiler, Formula T/A steering wheel and special decals.

Car and Driver in a 1975 Astre road test, said, "For $180 over the price of a Vega, the Astre features upgraded interior trim-primarily the items for which Chevrolet charges $134 in their custom interior. You also have the opportunity to go one big step up in luxury if you choose the SJ line which is available in hatchback and wagon body styles.

Car and Driver in a 1977 Astre road test, said, "The Astre is the Vega-polished and refined and significantly improved, but still a Vega in perhaps its ultimate state of development..It remained for Pontiac to do what Chevrolet probably should have done in the first place: the substitution of the marvelous old Chevy II cast-iron four-cylinder econo-motor for the much-troubled aluminum-block Vega engine. Sliding in and starting the engine was a revelation because its so quiet and smooth compared to the Vega. Also the Astre's interior trim seems so much more plush than the Vega's." "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 in the pages of his magazine, and though he may have been stretching the point a bit, the Vega/Astre does handle awfully well, provided there are no bumps in the road. The suspension is well tuned and the car stays flat and goes where its pointed."

Production and model year changes

2,154,434 Vegas and Astres were built from 1970 through 1977. The majority were built at Lordstown Assembly plant in Lordstown, Ohio. Starting In 1973, Vegas and Astres were also built at Saint Therese Assembly plant Quebec, Canada.

1978–1979

The Vega Hatchback body style continued in 1978 as Monza 'S', marketed as the price leader for the Monza line. Pontiac's 151 CID 'Iron-Duke' in-line 4 was standard. A choice of two V6 engines were available. Buick's 196 CID 90 hp (67 kW) V6 and 231 CID 105 hp (78 kW) V6. the 4-speed manual was standard with all engines. The 5-speed manual with overdrive and 3-speed automatic transmissions were optional. To differentiate the Monza 'S' from the 1977 Vega, in addition to the expanded powertrain availability, it features Monza's front header panel and grill with Chevy bowtie emblem, steel front and rear bumpers (replacing Vega's aluminum bumpers), Monza front fender nameplates, and a new two-spoke color keyed steering wheel with Monza emblem. White wall tires and full wheel covers were standard as were bumper rub strips. 2,326 were produced.

The Vega Kammback wagon body style continued in 1978-'79 as Monza Wagon and Pontiac Sunbird Safari wagon. The Monza wagon features the Monza 'S' front end, bumpers and other 'S' features listed. The Sunbird wagon is essentially the same as the discontinued Pontiac Astre wagon. The '78 and '79 wagon models include, as standard, the 151 CID L4. The 196 CID and 231 CID V6 engines were optional. The 4-speed manual was standard with all engines. The 5-speed manual with overdrive, and 3-speed automatic transmissions optional.

41,923 Monza wagons and 11,326 Sunbird Safari wagons were produced.

Hot-rodding

Because of the Vega's design, light weight and low cost, it is often modified. A small-block Chevy V8 engine will fit in the engine compartment; and a big-block will fit with modifications.

Hot Rod magazine, in 1972, tested a Chevrolet prototype Vega featuring a 302 CID all-aluminum V8. The fitted engine was the last of several 283 CID V8's used in Chevrolet late 50's Corvette research and development, and bored out to 302 CID for the Vega application. Hot Rod's road test of the prototype with Turbo Hydramatic, Vega's stock differential, and street tires yielded quarter mile (~400 m) times under 14 seconds.

In the end, Vega was not offered with a factory V8 option. The Vega-based Monza did instead, first in 1975 with a new 262 CID 110 hp (82 kW) V8 then in 1977-79, with the 305 CID 140 hp (100 kW) V8. (350 CID 125 hp (93 kW) V8 1975 Calif. only)

An engine swap is the only way Vega gets V8 power. Heavy duty engine mounts and front springs are fitted to support the increased engine weight, a larger radiator for the increased cooling demand and modified driveshaft are required. For engines over 300 hp (220 kW), or with a manual transmission, a narrowed 12-bolt differential replaces the stock Vega unit. This conversion was so popular that parts and kits were readily available on the aftermarket and several companies still offer them today. Motion Performance of Baldwin NY and Scuncio Chevrolet sold new, converted V8 small and big block Vegas.

Drag racer Bill "Grumpy" Jenkins in the 1972 season, won six of eight National Pro-Stock division events with his '72 Vega Grumpy's Toy X small block. In its first entered event, the untested Vega ran low 9.6 second runs and won the 1972 Winternationals. Jenkins built and raced Pro-stock '74 Vega and '75 Monza drag cars. His Grumpy's Toy XI 1974 Vega (pictured) sold for $550,000 in 2007.

See also

• GM H-platform
• GM 2300 engine
• Cosworth: Road Engine Division
• Economy car: 1970s–1990s
• Subcompact car
• Sedan: Two-door sedan
• Hatchback: Hatchbacks in North America
• Station Wagon: Two-door wagons
• Sedan delivery: History 1970's
• Kammback: Mass-production cars
• Woodie (wagon): History
• Yenko Chevrolet
• John DeLorean:Career-Chevrolet
• Ed Cole
• Lordstown Assembly: production
• Motor Trend Car of the Year
• Pontiac:History 1970-1982
• List of automobile sales by model: (C) Chevrolet Vega
• List of automobile sales by model: (P) Pontiac Astre
• List of best selling vehicle nameplates

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• Gunnel, John, Editor (1987). The Standard Catalog of American Cars 1946-1975. Kraus Publications. ISBN 0-87341-096-3. {{cite book}}: |author= has generic name (help)CS1 maint: multiple names: authors list (link)

External links

• Rearviewed: The Lucky Owner of a Limited Millionth Vega
• Supercar Registry: Yenko Stinger II Vega
• Supercar Registry: Motion Phase III Vega
• h-body.org: H-Body FAQ
• h-body.org: Vega history index-6 Vega articles
• Cosworth Vega Owner's Association
• Wiki Cars: Chevrolet Vega
• How stuff works: Chevrolet Vega
• Chevrolet Vega at the Internet Movie Cars Database
• Car Domain Blog: Millionth Vega
• Car Domain: Chevrolet Vega-browse 192 Vegas!
• Car Domain: Pontiac Astre-browse 5 Astres

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