Second generation: C2 1963–1967

KEY NUMBER: 50 percent – sales improvement for the 1963 model year over 1962. GM knew it couldn’t afford to make a mistake with the C1’s replacement, and as far back as 1957 prototypes were being progressed. Duntov focused on developments such as an air-cooled flat-six motor along with rear- and mid-engined layouts, while GM’s director of styling, Bill Mitchell, forged on with a coupe-only model, culminating in the 1959 Stingray concept car.

In the end, the production body would be developed from the Stingray by Larry Shinoda, on a shorter wheelbase than the original Corvette. Duntov’s experiments with the CERV 1 concept saw the introduction of independent rear suspension, and this, along with steering revisions, made the Corvette handle just as well as its European rivals.

the fight to Ford; in addition to producing six Corvettes for Le Mans, he conceived the Z06 project. This was a performance package that included stiffer springs, a larger sway bar, improved brakes and a bigger fuel tank. Duntov took the idea further with the Grand Sport – a lightweight version of the Corvette to battle the Shelby Cobra in Grand Touring racing. He hoped to build 125, but GM top brass strongly opposed the plan, and just five ended up being made. Chevrolet nevertheless continued to develop the C2 over the car’s lifetime, adding disc brakes, trim and body refinements, and minor styling revisions. However, the arrival of the big-block 396ci (later 427ci) engine transformed the Corvette into a monster – 425bhp and up to 460lb ft of torque. The biggest bang was saved for last – the 1967 Tri-Power engine, and the L88

Third generation: C3 1968–1982

KEY NUMBER: 165bhp – power of the base model. The C3 was a marked departure from the chrome stylings of its predecessors. Owing much to Larry Shinoda’s 1962 Mako Shark II concept, under the skin many of the mechanical components were inherited from the C2, although the Turbo-Hydramatic three-speed automatic transmission replaced the two-ratio Powerglide. Several manual ’box options were made available, from a three-speed to a close-ratio four-gear unit.

For the first time, coupes began to outsell convertibles – and after 1975 the roofless Corvette would disappear from price lists for 11 years. However, ever-increasing engine sizes and outputs did much to maintain the excitement, peaking with 1971’s 454ci LS6 unit, weight saving via the removal of the electric windows, power steering, air-conditioning and radio; just 53 were ever built. An even more tasty ZR-2 package applied the same chassis tweaks for the 454ci LS6 engine, which offered 425bhp – a mere 12 were made available.

It would be the high watermark for the breed, because the 1973 fuel crisis, the introduction of catalytic converters and a focus on turning the model from a muscle machine to a touring car added weight and blunted outright performance. To a certain extent this was mitigated with a lightening program in 1980; however, by 1982 just a four-speed automatic gearbox was offered and the base price had increased from $4663 to $18,290.

Despite these challenges, the C3 was the

Fourth generation: C4

The C4 was the first from-scratch evolution of the Corvette – not only was its Jerry Palmer-led design a clean break from the Duntov/Mitchell era, but under the skin it was all new. The chassis was set up for handling prowess, rather than outright power, thanks to emissions rules and then-rudimentary engine-management tech.

Coil springs were replaced with a transverse fiberglass mono-leaf spring, which weighed two-thirds less. This all-independent suspension impacted ride quality (particularly with the Z54 performance and handling pack), but the C4 was a car to rival Europe’s best in the bends, as well as in a straight line. It also featured ‘sci-fi’ details such as an electronic dash with an LCD display.

In 1985 the more powerful and fuel-efficient L98 small-block (250bhp) arrived; the 300bhp LT1 replaced it in ’92. This would hit 330bhp in the ’96 LT4. However, the most potent factory ’Vette was the ZR-1, developed with Lotus. At its heart was the all-aluminum LT5 engine, which initially developed 375bhp (rising to 405bhp). This was paired with a ZF six-speed manual ’box and Bilstein gas-over-oil adjustable dampers.

The ZR-1 could crack the 0-60mph sprint in 4.4 seconds, and it set seven world records for long-distance, high-speed travel. It would remain the fastest Corvette until 2001.

The C4 also saw GM commit to a factorybacked GT program, seeing the IMSA GT Championship as the perfect showcase for the C4-inspired Corvette GTP. It had limited success, notching up a mere two victories over four years.

Fifth generation: C5 1997–2004

KEY NUMBER: 50/50 – perfect weight distribution. The Corvette was redesigned from scratch again, cutting weight and upping power, and using a new box frame for improved structural rigidity. To aid handling, the gearbox was moved to a rear-mounted transaxle, which helped give the car perfect 50/50 weight distribution.

Although the LCD dashboard of the C4 was gone, tech fans could revel in the head-up display option on the windshield, as well as the Active Handling System. This was the first Corvette to have a drive-by-wire throttle and speed-sensitive power steering. And to think Europeans reckon American cars are ‘agricultural’…

Power came from a 345/350bhp LS1 V8, which was good for a 4.5-second 0-60mph sprint. However, for those seeking extra performance, in 2001 Chevrolet launched the Z06. This used an upgraded LS1 engine, now named LS6, with 385bhp (405bhp from 2002 onwards) thanks to higher-lift camshafts, a higher compression ratio and an improved oil system. Performance was supercar quick; in 405bhp form the car could storm to 60mph in 3.9 seconds and clobber the quarter mile in 11.9 seconds.

The C5 also saw a full-blooded return to motor sport, with the C5-R. Developed by Pratt & Miller for GM Racing, it featured a 7.0-liter powerplant, a longer wheelbase, a wider track and altered bodywork. It sensationally stormed to eight victories in ten races during its 2001 debut year, including a one-two at the Le Mans 24 Hours – a feat it repeated in 2002 and 2004. It would continue racing with success until 2007, despite its replacement, the C6-R, being released in 2005.

The C5 was a success – the C4’s sales had languished in the 20,000s for much of its life, but the new machine’s full-year figures didn’t dip below 30,000. However, there was some sadness – it was the last car, let alone Corvette, to be sold with pop-up headlamps.

Sixth generation: C6 2005–2013

KEY NUMBER: 638bhp – peak power in the ZR-1. The C6 generation may not have been a mold-breaker compared with its immediate predecessors, but the evolution saw some key changes. The focus became on refinement, with revisions to the suspension and greater interior space. In fact, the latter is remarkable, considering that the C6 is 5.1in shorter and 1in narrower than the C5.

The LS2 engine was increased to 364ci, which was then replaced with the 376ci 430bhp LS3 (436bhp with the vacuum-actuated valve exhaust). That year saw the manual gearbox upgraded to the Tremec TR-6060. A six-speed paddle-shift automatic was also made available.

Chevy introduced the Z06 for the 2006 model year as a homologation special. The lightest of the Corvettes, it featured a 427.8ci LS7 engine that delivered 505bhp, the highest-output naturally aspirated GM motor until 2021. To save weight, the car’s frame was built from aluminum while the floor was made out of balsa wood/carbonfiber composite.

For those seeking an even more outrageous performance machine, the ZR-1 of 2007 offered the lightweight nature of the Z06 but with a supercharged LS3 engine, delivering 638bhp and 604lb ft of torque, all sent to the road via a six-speed manual gearbox. Carbonfiber was deployed on the roof, hood, fenders and front splitter. The ZR-1 was the first production machine to break the 205mph top-speed barrier, and it could hit 60mph in 3.4 seconds, 100mph in 7.0 seconds dead and brush off the quarter-mile sprint in 11.3 seconds at 131mph.

The C6-R continued the Corvette’s success in motor sport, winning the American Le Mans series in 2005, 2006, 2007, 2008, 2012 and 2013, and taking class victories at the Le Mans 24 Hours in 2005, 2006, 2009, 2011 and 2012.

Seventh generation: C7 2014–2019

KEY NUMBER: 214.88mph – the ZR-1’s top speed. The C7 was a controversial design; the curves were largely gone, replaced with a more angular, aggressive look courtesy of Hwasup Lee. It could have been even more controversial –when planning for the new car began in 2007, rear- and mid-engined layouts were considered.

The suspension was a development of the C6’s, but an all-new LT1 small-block V8 provided 455bhp – or 460bhp with the Z51 Performance Package or Grand Sport spec, resulting in a 3.8second 0-60mph sprint. To keep weight similar to the C6’s, the C7 used an aluminum chassis and carbon nano-composite in the underbody panels.

The Z06 appeared in 2015, offering 650bhp via an Eaton R1740 TVS Supercharger-assisted LT4 C7 engine. Carbonfiber was used in the roof panel, front splitter, hood, rear spoiler and more, while upgraded Brembo brakes, Magnetic Ride Control dampers and an electronic limited-slip diff also featured. This all resulted in a top speed of 185mph and 0-60mph in 3.2 seconds, with a

Eighth generation: C8 2020–present

KEY NUMBER: 60 – the hours for first 300 right-hand-drive Corvettes to sell out. The latest Corvette is the biggest deviation from the playbook – it’s the first mid-engined example of the breed. It’s also the first one to be built in right-hand-drive form, so no complaints from the Brits this time…

The Stingray version uses an evolution of the LT1 small-block engine from the C7. Now called the LT2, this offers 490bhp, or 495bhp with the optional Z51 package. The Z51 box of goodies includes a third radiator and a sports-exhaust system to help launch the car from 0-60mph in 2.9 seconds. This Z51 package also includes adjustable suspension with greater front and rear spring rates and firmer damping, plus with Magnetic Selective Ride Control there’s an electronic limited-slip diff. Three-pedal fans miss out, however – the C8 is auto ’box only.

A Z06 variant has now been launched for the 2023 model year, boasting a naturally aspirated flat-plane crank that revs to 8600rpm – you don’t get that kind of thing from a mid-engined Ferrari these days. At 670bhp it’s the most powerful naturally aspirated production V8, and it features a cast-aluminum block, dual-coil valve springs, titanium intake, aluminum pistons and titanium connecting rods. The result of all this is a 0-60mph sprint of 2.6 seconds, and if you spec the Z07 Performance Package – with upgraded brakes, carbonfiber body parts, uprated suspension and stickier tires – a 10.6 quartermile time and a speed well beyond 200mph. The C7-R also continues the Corvette Racing program, and since its debut in 2020 has won at Daytona and taken many IMSA class victories. Yet what of the future? Chevrolet is readying its E-Ray hybrid Corvette, but will we see a final fling for ultimate internal-combustion engine variants in the form of a C8 ZR-1? Leaked reports suggest a twin-turbocharged version of the Z06, developing a predicted 850bhp…

Built for the final model year only, the storming ZR-1 had an Eaton supercharger that was 52 percent larger than the Z06’s. Power swelled to 755bhp, and to keep the car stuck to the road Pratt & Miller deployed its wind-tunnel know-how to develop a larger rear wing, a front splitter and an underbody spoiler. Not enough? The ZTK package used a higher fixed wing to produce 430.9kg of downforce at top speed. The car could hit 60mph in around three seconds, destroying the quarter mile in 10.8 seconds. The C7-R would carry on the Corvette’s racing success, taking the IMSA WeatherTech SportsCar Championship between 2016 and 2019, and a class victory at the 2015 Le Mans 24 Hours.

AS AMERICA’S FAVORITE SPORTS CAR

marks 70 years, the National Corvette Museum is the natural place to celebrate in style.

Located a stone’s throw from where the Corvettes are built in Bowling Green, Kentucky, the museum tells the full story of the model – not just as a motor car, but also as the vehicle that represents the nation’s hopes and dreams.

It all kicks off with the Nostalgia Gallery, which puts the car in a cultural context with an insight into mid-20th-century living. It features a barbershop, Mobil service station, period-correct Chevrolet dealer showroom and recreation of the St Louis assembly plant line.

The E Pierce Marshall Memorial Performance Gallery brings the Corvette to life with digital projections, 180º video footage and special artifacts, as well as some of the most spectacular examples ever built. The Design and Engineering Gallery, meanwhile, tells the story of the Corvette’s creation, with hands-on display items and memorabilia, and the SkyDome pays tribute to the heroes of the model’s tale. Its Hall of Fame features legendary individuals, from engineers and designers to enthusiasts and motor sport figures.

However, the National Corvette Museum is not only about the past – the McMichael