1971 Chevrolet Vega

Title

1971 Chevrolet Vega

Artist

R A W M

Medium

Photograph

Description

Despite what anyone says about the Vega, It was a great car to drive anywhere anytime. It got around great in the snow and got excellent gas mileage. Yes it was small and the engine had problems after 40,000 mile. But the problems could be over come by dropping a 6 CYL or a small block V-8 into the Vega. Today there are still many Vega's out there.

History

Chevrolet and Pontiac divisions worked separately on small cars in the early and mid 1960s. Ed Cole, GM's executive vice-president of operating staffs, working on his own small-car project with corporate engineering and design staffs, presented the program to GM's president in 1967. GM chose Cole's version over proposals from Chevrolet and Pontiac, and gave the car to Chevrolet to sell. Corporate management made the decisions to enter the small car market and to develop the car itself.

In 1968, GM chairman James Roche announced GM would produce the new car in the U.S. in two years. Ed Cole was chief engineer and Bill Mitchell, vice-president of design staff, was chief stylist. Cole wanted a world-beater in showrooms in 24 months.[7] A GM design team was set up, headed by James G. Musser, Jr. who had helped develop the Chevy II, the Camaro, the Chevrolet small-block V8 engines, and the Turbo-Hydramatic transmission. Musser said, "This was the first vehicle where one person was in charge,� and his team �did the entire vehicle."[7] As GM president, Cole oversaw the car's genesis and met the projected schedule.
Development 1968�1970

The Vega was conceived in 1968 to utilize newly developed all-aluminum die-cast engine block technology � the first sand-cast aluminum blocks had preceded the decision to build the car by two years. A relatively large displacement engine with good low- speed torque was decided on, with gear ratios for low engine rpm to achieve economy. Engine testing totalled 6,000,000 miles. A pre-test engine was installed in a Fiat 124 sedan for development of the aluminum block, while several 1968 Opel sedans were used for drive train development[8]

Chevrolet instituted a new management program, the car line management technique, to produce the all-new car in two years. The chief vehicle engineer had overall charge of the program. 50 engineers, dedicated to the design of the entire car, were divided into groups: body, power train, chassis design, product assurance, and pleasability. The latter would check continuously on the vehicles on the assembly line, with computers in another program monitoring quality control of every vehicle built.[8] Fisher Body engineers and draftsmen moved in with the Vega personnel.

In October 1968, there was one body style (the "11" style notchback sedan), one engine, one transmission (MB1 Torque-Drive manually shifted two-speed automatic), one base trim level, a bench seat, molded rubber floor covering, no glove box or headliner and no air-conditioning (ventilation was through the upper dash from the wiper plenum). As the market changed, so did the car in development.

In December 1968, hatchback, wagon, and panel delivery styles were added; also floor-level ventilation, and an optional performance engine ("L-11" two-barrel) which, predicted as 20% of production, accounted for 75%. Bucket seats were standard. Hatchback and wagon received carpeting and headliners. Optional air conditioning, predicted as 10% of production, rose to 45%.
XP-887 Hatchback clay model
Chevrolet studio final design, 1969

In February 1969, Opel three- and four-speed transmissions (three-speed standard, others optional); Powerglide were added (now four transmissions); mechanical fuel pump replaced by in-tank electric pump; power steering option; base "11" style notchback trim upgraded to match hatchback and wagon carpet and headliner.

In April 1969, the car gained gauge-pack cluster, HD suspension, wide tires; adjustable seat back (45% of production); bumpers restyled, lower valance panels added; swing-out quarter window option (10% of production).

In July 1969, an electrically heated backlite option (10% of production); "GT" package, $325.00 extra (35% of production); bright window-frame and roof drip moldings added to hatchback and wagon.

This is essentially how the car launched as a 1971 model. Production began on June 26, 1970. After the national GM strike (September to November 1970), bright roof drip moldings were added to the base "11" notchback, with moldings sent to dealers to update units already in the field.

Cars magazine said in 1974 that in the rush to introduce the car with other 1971 models "[t]ests which should have been at the proving grounds were performed by customers, necessitating numerous piecemeal "fixes" by dealers. Chevrolet's "bright star" received an enduring black eye despite a continuing development program which eventually alleviated most of these initial shortcomings."[9]
Design and engineering
1971 Vega Hatchback Coupe
1971 Vega Sedan (Notchback)
1971 Vega Kammback Wagon
1971 Vega Panel Express

The wheelbase on all models is 97.0 inches (2,460 mm). Width is 65.4 inches (1,660 mm). 1971 and 1972 models are 169.7 inches (4,310 mm) long. 1973 models are 3 inches (76 mm) longer due to the front 5 mph bumper. Front and rear 5 mph bumpers on 1974 to 1977 models add another 5.7 inches (140 mm).

The Hatchback Coupe with its lower roofline and a fold-down rear seat accounted for nearly half of all Vegas sold.[10] The Sedan, later named Notchback is the only Vega model with an enclosed trunk, and had the lowest base price.[11]The Kammback wagon has a lower cargo liftover height and a swing-up liftgate.[11] The Panel Express panel delivery model has steel panels in place of the wagon's rear side glass, an enclosed storage area under the load floor, and a low-back driver's seat. An auxiliary passenger seat was optional.[12]

The aluminum-block inline-four engine was a joint effort by General Motors, Reynolds Metals, and Sealed Power Corp. The engine and its die-cast block technology were developed by GM engineering staff, then passed to Chevrolet for finalization and production. Ed Cole, involved with the 1955 small-block V8 as chief engineer at Chevrolet and now equally involved with the Vega engine as GM president, often visited the engineering staff engine drafting room on Saturdays, reviewing the design and directing changes, to the consternation of Chevrolet engineers and manufacturing personnel, who knew he wanted a rush job.[7] The engine in development became known in-house as "the world's tallest, smallest engine" due to the tall cylinder head.[13] Its vibration, noise, and tendency to overheat were rectified by 1974.[9]

The Vega�s suspension, live rear axle, 53.2% front/46.8% rear weight distribution, low center of mass and neutral steering give good handling. Lateral acceleration capacities are 0.90 g (standard suspension) and 0.93 g (RPO F-41 suspension). Steering box and linkage are ahead of the front wheel centerline, with a cushioned two-piece shaft. Front suspension is by short and long arms, with lower control arm bushings larger than on the 1970 Camaro.[14] Four-link rear suspension copies the 1970 Chevelle.[7] There are coil springs all round.[15]

The chassis development engineers aimed for full-size American car ride qualities with European handling. Later torque-arm rear suspension eliminated rear wheel hop under panic braking. Brakes (front discs, rear drums) copy an Opel design, with 10-inch (250 mm) diameter single-piston solid rotors, 9-inch (230 mm) drums and 70/30 front/rear braking distribution.[7]

All models share the same hood, fenders, floor pan, lower door panels, rocker panels, engine compartment and front end. In mid-1971, Chevrolet introduced an optional GT package for Hatchback and Kammback models, which included the RPO L11 two-barrel 140 engine, F41 handling option, special tires and trim.

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October 24th, 2014

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