The Chevrolet Vega is a subcompact car manufactured and marketed by Chevrolet GM sub-divisions from 1970 to 1977. Available in two-door hatchback, notchback, wagon, and body-style dispatching panels, all models powered by four engines cylinder in line with the lightweight aluminum alloy cylinder block. Variants including Cosworth Vega, a short-lived production performance model, were introduced in March 1975.
Vega received praise and appreciation when it was introduced, including the 1971 Motor Trends Car of the Year. Furthermore, the car became famous for a variety of problems related to engineering, reliability, safety, rust-proof, and engine endurance. Despite a series of withdrawals and design improvements, Vega's problems have tarnished their own reputation as well as the reputation of General Motors. Production ended with a 1977 model.
The name "vega" comes from the brightest star in Lyra constellation. It forms one of the corners of the Summer Triangle.
Video Chevrolet Vega
Histori
The Chevrolet and Pontiac divisions worked separately on small cars in the early and mid-1960s. Ed Cole, executive vice president of GM from operations staff, worked on his small car project with engineering staff and company design, presented the program to GM president in 1967. GM selected Cole's version of proposals from Chevrolet and Pontiac, and delivered the car to Chevrolet for on sale. The management of the company made the decision to enter the small car market and develop the car itself.
In 1968, GM chairman James Roche announced GM would produce new cars in the US in two years. Ed Cole is chief engineer and Bill Mitchell, vice president of design staff, is the head of the stylist. Cole wants a world hitter in the showroom in 24 months. The GM design team was formed, led by James G. Musser Jr. which has helped develop Chevy II, Camaro, Chevrolet engine V8 small blocks, and Turbo-Hydramatic transmission. Musser said, "This is the first vehicle where one person is responsible," and that his team "does the whole vehicle." As president of GM, Cole oversees the origins of the car and meets the projected schedule.
Development 1968-1970
Vega was conceived in 1968 to take advantage of the newly developed technological block die-cast technology - the first cast-sand aluminum block had preceded the decision to build the car for two years. A relatively large displacement engine with good low-speed torque is decided, with gear ratios for low engine rpm to achieve fuel economy. Testing machines reached a total of 6,000,000 miles. The pre-test engine was installed in the Fiat 124 sedan for the development of an aluminum block, while some of the 1968 Opel sedans were used for the development of the propulsion train
Chevrolet instituted a new management program, car line management techniques, to produce a new car in two years. The main vehicle engineer is fully responsible for the program. Fifty engineers, devoted to the design of the entire car, are divided into several groups: body, power train, chassis design, product warranty, and pleasure. The latter will check continuously on the vehicle on the assembly line, with the computer in another program monitoring the quality control of each vehicle being built. Engineer Fisher and the draftsman moved with Vega personnel.
In October 1968, there was one body style ("11" notchback sedan style), one engine, one transmission (MB1 Torque-Drive manually shifted two-speed automatic), one level of base trim, bench seats, molded floor rubber, no there is a glove box or headliner and no air conditioning (the vent is through the top dash of the wiper plenum). When the market changes, so does the car under construction.
In December 1968, hatchback styles, wagons, and panel shipments were added; as well as the level of floor ventilation, and the optional performance engine ("L-11" two barrels) which, predicted as 20% of production, accounted for 75%. Standard bucket seats. Hatchbacks and wagons receive carpets and headliners. Optional AC, predicted as 10% production, rose to 45%.
In February 1969, Opel transmitted three and four speeds (three-speed standard, the other optional); Powerglide added (now four transmissions); mechanical fuel pumps replaced with in-tank electric pumps; power steering option; basic "11" trim-style notchback enhanced to match the carpet hatchback and wagon and headliner.
In April 1969, the car acquired the gauge-pack cluster, HD suspension, wider tires; adjustable seats (45% production); bumper fixed, low valence panel added; swing-out quarter window option (10% of production).
In July 1969, the heated electric option backlite (10% production); Package "GT", additional $ 325.00 (35% production); bright window frames and roof molds added to hatchbacks and carts.
This is basically how the car was launched as a 1971 model. Production began on June 26, 1970. After a national GM strike (September to November 1970), a bright roof mold was added to the "11" notchback base, with molds shipped to dealers to update units which is already in the field.
The Cars magazine said in 1974 that it was in a hurry to introduce a car with the other 1971 model "[t] ests that should have been at the customer's place of proof, necessitating many" fixes "bit by dealer." light "Chevrolet receives eternal black eyes despite a sustainable development program that ultimately mitigates most of this initial deficiency."
Maps Chevrolet Vega
Design and techniques
Wheelbase on all models is 97.0 inches (2,460 mm). The width is 65.4 inches (1.660 mm). The 1971 and 1972 models have a length of 169.7 inches (4,310 mm). The 1973 model is 3 inches (76 mm) longer because of the 5 mph front bumper. 5 mph front and rear bumper on 1974 to 1977 models adds another 5.7 inches (140 mm).
Hatchbacks with lower roof lines and folding rear seats accounted for nearly half of all sold in Vegas. The sedan, later named "Notchback" is the only Vega model with closed luggage, and has the lowest base price. The Kammback carts have a lower cargo liftover height and a liftgate swing-up. The panel's express panel delivery model has a steel panel on the rear windscreen side of the cart, a closed storage area under the load floor, and a low-back driver's seat. Additional passenger seats are optional.
The four-machine inline aluminum block is a joint effort by General Motors, Reynolds Metals, and Sealed Power Corp. The engine and die-cast block technology was developed by GM engineering staff, then forwarded to Chevrolet for finalization and production. Ed Cole, who was involved with the 1955 V8 small block as chief engineer at Chevrolet and now equally involved with the Vega engine as president of GM, often visits engineering engineer's engineering compounds on Saturday, reviews designs and directs change, to Chevrolet Engineer concerns and manufacturing personnel, who knew he wanted a hurried job. The engine under construction became known in-house as "the tallest, smallest machine in the world" because of its high cylinder head. The vibrations, noise, and tendencies were overheated in 1974.
The Vega Suspension, live rear axle, 53.2% front/46.8% rear weight distribution, low center mass and neutral steering provide excellent handling. Capacity lateral acceleration 0.90 g (standard suspension) and 0.93 g (RPO F-41 suspension). The steering wheel and the linkage are in front of the centerline of the front wheels, with the two-piece axle. The front suspension is with short and long sleeves, with a lower control arm bus greater than that of the 1970 Camaro. The four-link rear suspension copies the 1970 Chevelle. There are springs all around.
The chassis development engineers aimed at full-size cars with European driving qualities. Then the torque-arm rear suspension removes the rear wheel hop under braking panic. The brakes (front disc, rear drum) copy the design of Opel, with 10-inch diameter (250 mm) piston-piston rotor, 9-inch drum (230 mm) and 70/30 front/rear braking distribution.
All models share the same hood, fenders, floor pan, lower door panels, rocker panels, engine compartments, and the front end. In mid-1971, Chevrolet introduced an optional GT package for hatchback and Kammback models, which included a two-barrel 140 LO RPO engine, an F41 handling option, a special tire, and a trim.
Model year changes
For 1972, the model had a revised drain and driveline system to reduce vibration and noise; also reduce revision shock. The three-speed Turbo-hydraulic automatic transmission and special fabric interior are optional and glove boxes are added.
For 1973, 300 changes included new exterior and interior colors and new standard interior trims. The front and back nameplate scripts "Chevrolet Vega 2300" were changed to "Vega by Chevrolet". To meet the 1973 front bumper standard of 5 mph, the front bumper, on a stronger bracket, is extended by 3 inches (76 mm), with a steel body filler panel. US-made Saginaw manual transmission and new linkage shift replace Opel unit. The L10 RPO machine has a new two-barrel Holley 5210C carburetor that is progressive. New options include BR70-13 white steel sandy steel tires, full wheel covers, and side body molds with black rubber inserts. Two new models are introduced mid-year: planter carts with DI-NOC wood fiber side and rear trim, and notchback LX with vinyl roofing. On May 17, 1973, the millions of Vega left the Lordstown Assembly factory - an orange GT hatchback with white sports lines, power steering and a neutral special vinyl interior including an exclusive vinyl door panel. A limited edition "Millionth Vega" was introduced to replicate milestone cars, with orange carpets and Millionth Vega door accents. Sixty-five hundred were built from May 1 to July 1. For the first time, upholstery is offered, with Custom interior in black or blue.
For 1974, the main exterior changes were front end revisions and 5 mph rear bumper, increased overall length 6 inches (150 mm), and tilted forward header panel with hidden headlamp bezel. The loudspeaker replaces the plastic grille of the eggs. Front and rear bumper with inner steel spring replaces chrome items, with mounting of the relocated plate. The revised rear panel on the notchback and hatchback models has larger single rear unit lights, with ventilated grills removed from trunk and hatch cover. The 16-US-gallon fuel tank (61 Â °, 13 Â ° C) replaces the 11-AS-gallon tank (42 Â °, 9.2 Â °). Side striping replaces hoods and deck stripes for GT sport line options. The wooden door panels on the inside of the custom interior are replaced by a vinyl door panel that matches the seat trim. January saw a plastic front fender added after thousands of fenders were replaced under warranty on the 1971-1974 model. In February, the hatchback edition of â € Å"Spirit of Americaâ € was introduced, with a white exterior, a white vinyl roof, blue and red striping on the side of the body, hood and rear panel, emblems on front fenders and rear panels, white "GT" wheels, A70 -13 raised white-letter tires, custom white vinyl interior and red accent color carpet. Seventy-five hundred Vegas was built until May. Sales peaked at 460,374 for the 1974 model year.
264 changes for 1975 including H.E.I. (high energy electronic ignition) and catalytic converters. New options include electric brakes, tilt steering wheel, BR78-13B branded steel radial tires, and special interior fabrics for hatchback and Kammback. In March, Cosworth Vega was introduced with aluminum engines and electronic fuel injection, the first on a Chevrolet passenger car. The express panel is terminated at the end of the model year. Sales reached 7,800 in the first year, then an average of 4,000 per year. More than 1,500 models of 1975 were sold. Total sales fell to 206,239.
For 1976, the model had 300 changes. Facelift includes a revised header panel with Chevy bowtie emblem, wider grille, revised headlamp - all in stainless material - and new tri-color rear lights for notchback and hatchback (although yellow turn signals do not work). The cooling and durability of the 2.3 liter Dura-Built engine is enhanced. The chassis receives enhanced Monza components including front-section box sections, larger front and rear brakes (with front getting ventilated rotor), and torque-arm rear suspension. Extensive anti-rust repairs on the body include galvanized fenders and rocker panels. New models are introduced: GT estate wagon, Cabriolet notchback (with a half-vinyl roof and opera windows similar to the Monza Towne coupe) and limited edition Nomad cars with side windows fixed. New options include the BorgWarner five-speed manual transmission overdrive and a houndstooth seat trim named "sports cloth" with an additional $ 18. A "Sky-Roof" with colored shear mirror reflecting and eight-track tape player is a choice from January. The Cosworth was canceled in July after 1,446 model 1976.
For 1977, the model had a slight revision. Notchback is named "coupe". On a Dura-built 140 engine, the air-pulse system meets tighter Federal emissions standards. The single-barrel engine and three-speed manual transmission were dropped. The interior accepts steering columns of color character, steering wheel, instrument cluster face, and parking brake cover, with full-color console full of new options. GTs accept black exterior mold (underscores deleted), mirror and sport black wheels, side strips Vega GT thick and Vega GT back ID
Engine
Vega machine is 2.287Ã, cc (2,3Ã, L; 139,6Ã, Cua, in) inline-four cylinder block with aluminum alloy die-cast, iron cylinder head and a single overhead camshaft (SOHC). This block is an open deck design with a siamesed cylinder hole. The outer wall forms a water jacket, covered by head and head gasket, and the block has a main cap of iron and crankshaft. Cast iron cylinder heads are selected for low cost. A simple overhead valvetrain has three components that activate each valve, not seven typical pushrod systems. The external belt of the crankshaft drives a five-cushion camshaft plus a water pump and fan.
The compression ratio for standard and optional engines is 8.0: 1, because the engine is designed for low-lead and lead-free fuels. A one-barrel carburetor version produces 90 hp (67 kW); a two barrel version (RPO L11) produces 110 hp (82 kW). From 1972, the ratings are listed as SAE net. The engine is susceptible to vibration, which is suppressed by a large rubber machine mount. The DualJet 1972 Rochester two-carburetor barrel requires an air pump for emissions certification and was replaced in 1973 with a progressive 5210C built holley two-barrel carburetor. The revised 1973 emission control reduces the power of the optional engine by 5 bhp (3.7 kW), and the noise level is lowered. High energy ignition was introduced on a 1975 machine.
Serious problems with engines led to a redesign for 1976-1977. Marketed as Dura-Built 140, the new engine has improved cooling lines, redesigned cylinder heads with quieter hydraulic valve lifts, durable valve stem valves that reduce oil consumption by up to 50%, and redesigned water pumps, head gasket , and a thermostat. The warranty is increased to five years or 60,000 miles (97,000 km). In 1977 the air-pulse system was added to meet US exhaust emissions regulations of 1977 and the paint color of the machine (used on all Chevrolet engines) changed from orange to blue.
In August 1975, Chevrolet tested three Vegas endurance supported by the Dura-Built engine, advertised as "60,000 miles in 60 days Durability Run". Guided by the United States Auto Club, three pre-production 1976 hatchback coupes with manual and AC transmissions are driven non-stop for 60,000 miles (97,000 km) in 60 days through the California and Nevada desert by nine drivers, covering a total of 180,000 miles (290,000 km ). With the sole failure of a damaged timing belt, Vega project engineer Bernie Ernest says GM feels "very comfortable with the warranty."
Motor Trends says "Chevrolet chose the 349 miles southwestern desert route to show the highly criticized engine and the cooling system has been fixed on the 1976 model." In the ambient temperature between 99Ã, ° F (37Ã,  ° C) and 122Ã,  ° F (50Ã,  ° C), the car loses 24 ounces of US liquid (0.71Ã,L) coolant (normal evaporation under conditions ) for 180,000 miles. They average 28.9 mpg -US (8.1 L/100 km, 34.7 mpg -imp ) and use a liter of oil per 3,400 miles. The average driving cost is 2.17 cents per mile. One of the cars was exhibited at the 1976 New York Car Show. The Vega 1976 is marketed as a durable and reliable car.
Machine output summary
Note: The 1972-1977 hp/torque rating is the SAE net L-11 engine standard on the 1977 model
Stillborn Machine
OHC L-10
The optional L-11 engine was part of the Vega development program from December 1968, initially with a high iron cylinder head that had an unusual tappet setting and side-flow combustion chamber. The Chevrolet engine group then designed an aluminum crossflow cylinder head with one upper center overhead camshaft, "hemi" combustion chamber and large valve. It's lighter and about 4 "lower than Vega's head of production.While many prototypes are built and tooling begins, the machine does not receive production approval.This will give a higher performance than the iron head machine, with no differential expansion heads, gasket problems.
RC2-206 Wankel
In November 1970, GM paid $ 50 million for the initial license to manufacture the Wankel rotary engine. GM President Ed Cole projected launch in October 1973 as an option Vega, 1974. General Motors Rotary Combustion Engine (GMRCE) has two rotors that replaces 206A, Â ° c (3.376Ã, cc), twin distributor and coil, and aluminum housing. RC2-206 Wankels installed in 1973 Vegas for cold-weather testing in Canada.
Motor Trend ' s 1973 article The '75 Vega Rotary says: "[M] ileage will be in the range of 16-18 mpg. normal piston [engine] Vega 20 to 26 mpg, the whole rotary deal starts to look a little less interesting, what with the skyrocketing gasoline prices... "
GM thought it could meet the 1975 emissions standard with the engine tuned for better fuel economy. Another narrowing increases it to 20 mpg -US (12 L/100 km, 24 mpg -imp ), but brings failure of apex seals and rotor-tip seal problems. In December 1973 it was clear that Wankel, now planned for Monza 2 2, would not be ready for production or emissions certification in time for the start of the 1975 model. After paying another $ 10 million of the rotation license fee, GM announced the first delay. In April 1974 Motor Trend predicted the final result: on September 24, 1974, Cole delayed the engine, as if due to emissions difficulties. He retired in the same month. His replacement Pete Estes showed little interest in engines and GM, citing poor fuel economy, delayed production awaiting further development.
One complete GM Wankel engine exists. It is featured in Ypsilanti (MI) Motor Heritage Museum, along with many Corvair cars and exhibits.
V8
In July 1972, Hot Rod tested a Vega prototype equipped with all-aluminum V8, the last of several 283 cu in (4.6 L) units used in the research and development of CERV I vehicles. Bored to 302 cu at (4.9Ã, L), it has a high compression piston, a "097 Duntov" mechanical camshaft, a four-barrel iron intake manifold, and a Quadrajet carburetor. With Turbo Hydramatic stock, Vega rear end stock and street tires, this car runs a quarter-mile sub-14-second.
Assembly
GM built the Lordstown plant, $ 75 million in Lordstown, Ohio near Youngstown to make Vega. It is the most automated automatic plant in the world, where about 95 percent of each Vega body's 3,900 welds are performed automatically by the Unimate industrial robot. Engine assemblies and rear axles are positioned by a hydraulic lift with the upper body moving along the line at 30 feet (9.1 m) per minute. The sub-assembly area, conveyor belt, and quality control are all directed by the computer.
Production speed
Production at Lordstown is projected at 100 Vegas per hour - one every 36 seconds - from the start. Twice the normal volume, this is the fastest rate in the world. Within months, Lordstown produced 73.5 Vegas an hour.
Lordstown workers have 36 seconds to do their job, not in the usual minutes. With 25 percent of the line workers more than needed, they form a group in which three work while the fourth rests. Despite the mechanical shortcomings, the quality of the initial Vega assembly, eg. fit and finish, acceptable. This car was awarded the Car of the Year from 1971. In October 1971, General Motors handed Lordstown's management from Chevrolet and Fisher Body to General Motors Assembly Division (GMAD). GMAD implements more strict discipline and cuts costs by dropping the fourth "extra" worker. United Auto Workers (UAW) says 800 workers were laid off at Lordstown in the first year under GMAD; GMAD said 370. Management accused workers of slowing down lines and sabotaging cars by ignoring parts and doing poor work. Workers said GMAD accelerated the line and cut staff. Quality suffers. In March 1972, 7,700 workers called the wild strike lasting a month and cost GM $ 150 million. Vega production increased by more than 100,000 units for 1972, and will become stronger but for strikes. 1975 is a "revolving model change" at 100 cars per hour without downtime.
When production is close to 100 vehicles per hour, problems arise in paint stores. At 85 units per hour, almost all require repair. Conventional pressure and tips can not apply paint fast enough; increased pressure and tip apertures produce paths and sags. Fisher and Fisher paint body suppliers DuPont, for one week, developed a new paint chemical and application specification: Non-Aqueous Dispersion Lacquer (NAD). The new formulation increases the throughput of the paint shop to 106 units per hour.
Vertical rail transport
Although Lordstown Assembly has a specially constructed exit from the Ohio Turnpike built to facilitate delivery, the Vega is designed for vertical shipping, with the nose down. General Motors and Southern Pacific designed the "Vert-A-Pac" railway to accommodate 30 Vegas each, compared to the conventional tri-level autorack owned by 18. Vega is equipped with four detachable steel sockets at the bottom and has a plastic spacer - Removed when unpacked - to protect engine and transmission mounts. Road/rail car door opened and closed through forklift.
Vibration and low speed tests ensure the car will not shift or damage during transit. Vega is delivered with liquid, ready to be brought to the dealer, so the engine is confused to prevent oil from entering the number one cylinder; close the high battery charger on the rear edge of the casing preventing acid spills; a fuel-drained tube from a carburetor to a steam tube; and the windshield washer bottle stands at 45 degrees.
Production number
Vega's total production, mainly from Lordstown, is 2,006,661 including Cosworth's 3,508 models. Production reached 2,400 units per day. In 1973-1974, Vegas was also built at GM Sainte-ThÃÆ' Â © rÃÆ'¨se factory in Quebec.
- Excludes unknown number from 1973 dispatch panel, maybe about 4000 units.
Pricing
Mainly because of inflation, but also because of emissions and safety mandates, the prices of all cars rose 50 percent over Vega's lifetime for seven years. The same basic vegeta that cost $ 2090 in 1971 brought the retail price of $ 3249 by the end of 1977. And since all other cars were experiencing the same inflated increase, cheaper cars were more desirable than those at higher prices that helped sell Vegas. The 1975 Cosworth Vega at $ 5.918 for $ 892 under the Chevrolet Corvette. "Cosworth One Vega for two" as advertised, the price goes out of the market, and falls far short of the projected sales target.
Effect of DeLorean
GM Vice President John Z. DeLorean, appointed Chevrolet's general manager a year before the introduction of Vega, was tasked with overseeing Vega's launch and directing operations at the Lordstown Assembly plant. When the problem with the vehicle becomes clear, it puts the superintendent and additional workers on the line and introduces a computerized quality control program in which each car is checked when it comes off the line and, if necessary, fixed. He is also in charge of promoting cars in Motor Trend magazine and Look . He endorsed Cosworth Vega's prototype, and asked for a production initiation.
In the August 1970 edition of the Motor Trends, DeLorean is promoting upcoming cars as Europe's "almost all" sports car, out-accelerated "cars of any kind in the price class ", and will be" built on an unprecedented level of quality in manufacturing operations in the country, and perhaps in the world. "
In the 1979 book On Clear Day You Can See General Motors by J. Patrick Wright, DeLorean speaks of the animosity between the Chevrolet Division and GM's design and engineering staff; trying to motivate Chevrolet engineers to solve car problems before introduction; and start quality control. He also said, "While I'm sure that we did our best with the car given to us, I was called by the company to promote the car way beyond my personal beliefs about it."
Problem
Although Vega sold well from the start, the buyer community immediately questioned the quality of the car. In Comeback: The Fall & amp; Rise of the American Automobile Industry , the authors wrote: "In 1972, GM issued three mass withdrawals, the largest covering 500,000 Vegas, to repair damaged asses, balky throttle and fire-causing problems. to buckle and leak. "Development and upgrades continue throughout the production of the car for seven years, handling machine problems and associated costs.
Fisher Body
After six stages of zinc phosphate hardening process and two minutes immersed in 65,000 gallons of electric (246,052Ã, Â °; 54,124Ã, Â ° C) electrophoretic painting vat (Fisher Body Division's "Elpo" e lectrophoretic d episi po lymers process) to protect and protect it from rust, the body assembly is dried, sanded wet, coated sealer, sprayed with acrylic lacquer and baked in 300 degrees F (F) Oven 149a ° C). The rusted Fisher tool is broken. Failure to penetrate the gap between the front and cover fenders allows wet and salt impurities to damage unrefined steel, and the trapped air layer is prevented at the top of the front fenders, which in early Vegas lacked a protective coating. The finance department rejected the liner because they would add a unit cost of $ 2.28. After GM spent millions replacing thousands of rusty fenders under warranty, Chevrolet installed a stopgap plastic deflector at the end of 1973 and full plastic liners in 1974. Rust also damaged rocker panels and door bases, areas under the windshield, and body above rockers. This sometimes confiscates the front suspension cam bolts, prevents alignment work, requiring removal with cutting torches and replacements with all new sections.
From 1976, anti-rust improvements included galvanized steel fenders and rocker panels; "Fender four layer" protection with zinc foil overlaid and prime; good wheel-damping protector; a pre-prime layer rich in zinc at the inner door; upgraded sealer between rear quarter panels and wheel housing panels; and grill and corrosion resistant home headlamp.
140 CID machine
The initial Vega model was subject to two withdrawals. The first was aimed backwards at 130,000 cars equipped with a two-barrel L-11 carburetor option, because the engine vibration loosened the screw on the carburetor and caused over-fueling. The second, in the early summer of 1972, was associated with the perceived risk that components in the 350,000-car emissions control system with standard engines might fall into the throttle relationship, open jamming. The wrong seal valve caused excessive oil consumption, but this was not handled until the release of the updated Dura-built engine in 1976. According to an article in Popular Mechanics, "When the engine gets hot, that does not ordinary, distorted cylinders and piston rings faded from open silica intended to provide hard wall surfaces and then, at best, cars burn more oil.At worst, distortions compromise headgear. "
With a capacity of 6 US quarts (5.7Ã, l) and a two-tube radiator 1Ã,² (0.00 m), the Vega cooling system is adequate when terminated, but the owner tends not to check the coolant level quite often, and in combination with the leaking rod valve , the engine often runs out of oil and coolant simultaneously. As a result too hot distorted deck blocks open, allowing antifreeze to seep past the head gasket, which causes the piston to sag in the cylinder.
Chevrolet added a cooling bottle refrigerant and an electronic low cooling indicator in 1974 that can be reassembled to a previous model at no cost. Under the revised 80,000 km machine warrant for 1971 to 1975, defective engine owners may opt for replacements with new short blocks or armored rear arm units, which prove costly for Chevrolet. GM engineer Fred Kneisler states that too much emphasis has caused an overheating problem, the real culprit is a brittle valve stem valve and an overly thin piston coating. Regardless of the cause, damaged cylinder walls are common.
The Dura-Built 140 1976 up to 1977 engine has improved engine block cooling lines, redesigned head gaskets, water pumps and thermostats, and a five-year/60,000 mi (97,000 km) warranty.
Reception
At first Vega received awards and praise, but then there was a long-standing criticism.
Vega received awards including "1971 car of the year" and "1973 car of the year in the economy class"; from Motor Trends ; "the best economic sedan" in 1971, 1972 and 1973 of the Car and Driver ; and the 1971 award for "excellence in design in transportation equipment" from the American Iron and Steel Institute.
The favorable reviews on launch include the Trend Motor which in 1970 described Vega as fun, functional, comfortable, with good handling, and ride; Roads and Paths that complimented its visibility, highway and economic exploration. and others who praised the simplicity of the 2300 engine, handling and brake packages, and one that said the car fit the taste and needs of the 1970s, Others praised his performance. Comparisons with other contemporary cars such as Ford Pinto, Volkswagen Beetle, AMC Gremlin, and Toyota Corolla were performed by a number of magazines. Vega came out well, praising praise for the combination of performance and economy ", as well as the speed, comfort, tranquility and better riders. Road and Track's editor, John R. Bond said in September 1970," I think Vega is undoubtedly the best handling passenger car ever built in the US. He has many other good qualities, but his joints impress and surprise me. "
Auto Security Center criticizes cars. A letter from its founder, Ralph Nader to GM chairman Richard Gerstenberg, lists the allegations of security, and says the car is a "car made carelessly, unreliable and insecure" that "does not provide a good example in small car production for the American industry ". Criticism continued long after production ceased. In 1979, Popular Science said free repairs in the 1970s cost tens of millions, continuing for up to two years after the warranty expired. The 1990 article Time says Vega is "a badly engineered car known for rust and damage." In 1991, Newsweek magazine called Vega more expensive and more troublesome than its competitors.
Joe Sherman 1993 book In Rings of Saturn says that "by the third recall, ninety-five percent of all Vegas produced before May 1972 had critical security flaws", and that "the history of checkered only reinforced the belief that GM builds a smaller, lower car that this legacy will prove to be far more important than the direct impact Vega has on GM's profits. " Motor Trend said in its September 1999 edition 50th Anniversary Issue : "Vega seems well-placed to set the standard for subcompacts in the 70s, but it's problematic with one of the most vulnerable Achilles heels in modern automotive history, a self-defeating four-cylinder alloy block engine with too easy, and too often, once the word comes out, the damage has occurred, even though the engine has been revamped. "The April 2000 issue of Collectible Automobile magazine says:" Chevy Vega tela h became a symbol of all the problems facing Detroit in the 70s. " Robert Freeland's 2005 book The Struggle for Modern Enterprise Control says "poor planning and arbitrary application... leads to a car with a very bad quality hit by mechanical problems," in his 2010 Busted Generation , author Alan Zemek said, "Chevrolet's answer to a Japanese car, leaving it with black eyes."
The website has included Vega in its worst car list, such as Popular Mechanics , Car and Driver , and Edmunds.com. In 2010, John Pearley Huffman of Popular Mechanics concluded Vega as "the car that nearly destroyed GM." In 2010, after driving, the original '73 Vega GT, Frank Mark of Motor Trend Classic said, "After a few miles soft, I began to understand how this car won the award and its comparison test. good is a nice view, nice driving, classic economical - like Baltic Ave. with hotels, the best can be owned for $ 10K or less. "In 2013, Frank Mark of Motor Trend Classic said," Overblown - Chinese syndrome may have overridden the TMI (Three-Mile Island) incident because bad press may have exaggerated Vega's misery. "
Revoked variation
Vega body style is used for several variants of badge engineering. Pontiac Astre from 1973 to 1977 had the body Vega (and the Vega machine until 1976). Chevrolet Monza and Pontiac Sunbird 1978-1979 used the Vega Kammback wagon cart with engine by Pontiac and Buick. Monza S uses Vega's hatchback body.
XP-898 concept
In 1973, Chevrolet presented the XP-898 concept car that uses many of Vega's components, including engines, and uses a construction method intended to explore the scarcity of vehicles at high speed: the body of fiberglass and chassis foam sandwiches in four parts with rigid urethane foam fillers.
Motorsport
Stock showroom Car and Driver no. 0
In the early 1970s Car magazine and Driver magazine challenged its readers for a series of Car Club of America (SCCA) sports races for a stockroom saloon sedan at Lime Rock Park, Connecticut - "The Car and Driver SS/Sedan Challenge ". Bruce Cargill (representing readers) won the "Challenge I" in 1972 in Dodge Colt, and Patrick Bedard, executive author of C & amp; D , won the "Challenge II" in 1973 in Opel 1900, "Challenge III" was a tie-breaker in 1974.
On October 12, 1974 C & amp; D's 1973 Vega GT No. 0, driven by Bedard, "avoiding every Opel, Colt, Pinto, Datsun, Toyota, and Subaru on the early grid [...] That has done the job - Vega GT is confronted with 31 other well-controlled showroom stocks and it has finish first.
After Bedard bought Vega a year in California for $ 1,900, former Chevrolet engineer Doug Roe - a Vega specialist - told him to "fill up to about a liter." When you run it over 5,000 rpm, all the oil will stay on the head and you will remove the pads. And something must be done with the ventilation of the carter. If you will not pump all that oil into your intake. "Roe added that 215 degrees is normal and just above 230 degrees will the engine probably" explode.
Bedard said, "Five laps from my end found that after the tank drops below a quarter full, the fuel will not pick up at right turn.Two times per carburetor lap will be dry for a while, and if that's not bad enough, the temperature gauge reads exactly 230 degrees and white Opel is on my tail as unshakable as a heat-seeking missile. But it's also clear that no matter how good Don Knowles driver is and no matter how fast his Opel is, he will not survive if Vega is just alive. have to admire a car like that.If win, it should be the best, never mind all the horror stories you hear, some of them from me. "
References
Bibliography
- Kimes, Beverly Rae; Ackerson, Robert C. (1987). Chevrolet: A History from 1911 . Issuance of Automotive Heritage. ISBN: 978-0-915038-62-6. Ã,
External links
- Classic Car Hemmings March 2014 - 1973 & amp; '76 Comparison of Chevrolet Vega
- Motor Trend Classic Spring 2013 - Chevrolet Cosworth Vega vs Mercury Capri II
- Motor Trend.com Autumn 2010-1971 AMC Gremlin X, 1973 Chevrolet Vega GT, and 1972 Ford Pinto
- Car and Driver.com Archived Comparison - Chevrolet Vega vs Ford Pinto
- https://www.facebook.com/groups/VegaNation/
- Chevrolet Vega on Curlie (based on DMOZ)
- Chevrolet Vega in Internet Movie Cars Database
Source of the article : Wikipedia
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