Motor Trend August 1970, Vega 2300 — Chevrolet's fantastic new mini: the point to which all things are coming.— John DeLorean, GM vice president and Chevrolet general manager discussed the car, touting its quality of assembly and its handling capabilities. DeLorean said, "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. 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. 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." "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. For example in our 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 so you eliminate the worker carrying a heavy welding gun around. It reduces the work effort involved and provides uniform quality. We have automatic inspection of virtually every single engine part and so we know it's going to be right." " It has a high degree of craftsmanship...I think the ride and handling of some of the imports is quite mediocre. As I said earlier, the Vega has good craftsmanship, without the faults of the imports."
Chevrolet's mini hits the road and we are there—MT editor Bill Sanders said, "The Vega 2300 is Chevrolet's answer to Volkswagen, Datsun, Toyota, Fiat, Renault, and all others up the ladder. Like any car, the Vega has its good points and bad. After 2 days of hard driving over the mountains, across the high desert at 5,000 feet through Navajo and Hopi country and down into the 110-degree heat of Phoenix and the GM desert proving grounds, we had had about enough....In our 2-day stint the Vegas performed aptly, with only minor problems that could be ironed out before full production began." "Inside all three Vegas we were impressed with the comfort. High-back bucket seats are standard, there's nary a bench seat seat in sight... The deluxe seats in the GT car are extraordinarily comfortable. Comfort and ride are all tied up together, consequently much of the comfort is a reflection of superb ride qualities." "Many hours of wind tunnel testing experimentation created good aerodynamics, which in turn manufactures good road holding capacity. The net result is a car in the 2,200-pound range that rides like a car weighing twice as much." "From a styling standpoint, it is a winner... As a total concept, the car looks like it will be a winner because of several factors. Price should be one..." "The wagon is roomy and sporty looking. The GT coupe is sporty, something most American compacts that have ever existed weren't."
In a road test of the basic sedan, MT editor Jim Brokaw said, "The low dollar Vega is a complete automobile. It requires nothing more to be an enjoyable, functional piece of transportation...It's readily apparent from the overall impression of the car that some very basic concepts of driver and passenger comfort have been built in from the ground up, with efficient flow-through ventilation being the most noticeable on the desert. Styling is well-balanced with some very distinct traces of the Camaro, including the grill." "Unlike the import competition, seating is low and comfortable.The Vega seating placement and design permits a feeling of sitting down inside the vehicle, surrounded by warm, reassuring Detroit steel." "The Vega will get you there without generating any unscheduled stops;" "While there is sufficient power available to negotiate traffic and most hill climbing requirements, the 90 horses under the hood are pretty much out of it above 55 mph when it comes to any rapid passing," "Handling on the road is a slick compromise between a very comfortable ride and the necessity of keeping it all on your assigned strip of pavement.
In a road test of the GT coupe, MT editor Bill Sanders said, "The Vega GT with a 19 sec. quarter mile e.t. doesn't rattle any splines. But forget it if that's all you want. Even at 19 seconds the GT fills you with as much adrenaline as some of its faster big brothers." "GT coupe is a jewel—whether going flat out or through the corners." "In normal driving, with curves of the type you'll find on mountain highways, the car has a refreshing neutral steering that escapes beautifully from the normal understeer rut found in many compacts. It is so pleasant you begin to feel the togetherness with the car...Some cars get a little scary the faster you push them; this one is just the opposite, the handling improves. Everything is always pressed down flat in the corners, there's no roll steer of any kind, tied in with car's refreshing neutral steering give the GT some exciting handling characteristics;" "Normal braking is smooth, straight and usually fade resistant." "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."
In a road test of the wagon, MT editor Jim Brokaw said, "Just as in the base sedan and the GT coupe, the key word is comfort. The front bucket seats accommodate two adults very graciously with little difficulty getting in or out...Back seat room in the wagon is restricted but livable." Handling on the highway is a pleasant surprise. The wagon's moderate understeer is easily compensated by quick steering and once a line is established through a turn, the car follows quite politely. As in the base sedan, the roll rate is constant and does not generate any last minute surprises in the turn. Handling on the track is quite another story though. Understeer is much more pronounced negotiating 90 degree turns under maximum conditions." "In spite of the understeer, for a wagon the handling is quite good." "Normal stopping is very unexciting but the panic version from 60 mph produces wheel hop. Not as violent as the coupe, but disconcerting." "Under normal driving conditions, the wagon is well behaved and takes you where you want to go with a minimum of fuss and maximum comfort." "All in all, the Vega is a most versatile machine that gets the job done where its needed: driving to and from work, shopping, school, and the beach, depending on your sex and occupation."
Car Life September 1970 "A Star is Born"—Chevrolet says Vega is more than just a new little car. Chevrolet is absolutely right.—"Chevrolet's commitment to the Vega and the Vega's role as a small car for everybody is total. Unlike the first of the domestic small cars, the Vega is not an adaption, with lip service paid to enjoyment and distinction. The Vega is as separate a car as is being made in the U.S. Almost every component — in the drivetrain, the body, the trim, whatever — is designed and produced for the Vega. The Vega can be tailored to the enthusiast's wishes. Some of the items, like front disc brakes are standard. The others, for example the four-speed manual transmission, the higher output engine, the handling package, the adjustable driver's seat, maybe even variable-ratio power steering are options. But they are there. At a time when small is thought to equal only economy, when high-performance engines are being dropped by General Motors, and when the factories are trying to discourage everything except trim options, this is one bright star (couldn't help it) on the horizon. The Vega is more than one car. There are at least three, and if you count the panel truck, there are four." "The overall package is small, but interiors haven't suffered in proportion. Entry and exit will call for more bending than the average sedan driver is used to, but once inside, the size reduction isn't apparent, at least for people of average size. The surprise comes in the back, where there is more leg room than the Camaro offers." "Chevy engineers say that in a steady state cornering situation a Vega equipped with the handling package will generate a one G lateral acceleration with a roll angle of only six degrees. Wow. These figures are fantastic — even better than a Corvette. Steady state cornering is seldom experienced in normal driving. It's only one measure of a car's overall handling characteristics. Nevertheless, it's a good indication that the overall cornering capabilities of the Vega should be exceptional. Drivers of the Vega should find its braking ability more than equal to the other high performance levels of the car. The Vega will provide keen competition for rival small cars, imported and domestic, be they sporty GT's or sedans, or wagons. That's an impression."
Road & Track September 1970, "Technical Analysis & Driving Impression Vega 2300 by Chevrolet"—"Finally, General Motors produces a truly compact, truly new and truly American car to challenge the imports—editor John R. Bond said, "Project XP-887 began in mid-1967, over three years ago. Chevrolet appointed Lloyd E. Reuss as chief engineer at the outset and soon assembled a group of 50 specialists to implement the program. Their goal: design a small car to compete effectively in the growing small-car market. Of course the entire Chevrolet engineering staff of some 3800 people were there to back them up with their manufacturing staff's unquestioned ability to produce a quality product at the lowest possible cost." "Objectives for the Vega's performance, as outlined by Chevrolet engineers were: VW Beetle economy, Maverick acceleration, Toyota Corona quietness. I can vouch for the quietness; an ingenious system of engine mounts has made it virtually impossible to tell the engine is a 4-cyl." Johnathan Thompson critiqued the Vega'a styling saying, "With three body styles, the Vega is aimed at a more varied market than the Pinto. The 2-door has the angular, upright qualities of the Fiat 124 Coupe, the coupe has some of the sleekness of the Ferrari 365 GT 2+2, the wagon is VW-like in its simplicity. What is surprising is that GM should produce a car with such "engineered" (as distinct from "styled") body lines; this suggests an appeal to intellect rather than image and may be significant in breaking into the market area previously reserved for imports. A few years ago we criticized the irrational flamboyance of the Corvette; now we must applaud the sensible, if conservative, Vega." Bond closes the article saying, "As a final observation, I think the Vega is beyond a doubt the best handling passenger car ever built in the U.S. It has many other good qualities, but the roadholding impressed and surprised me most of all."
Car and Driver September 1970, "Vega—A Full Line Of Small American Cars," "The Vega has not been compromised by any hand-me-down parts. With the exception of the transmissions, which come from Opel, and the standard nuts and bolts that hold the car together, every part has been designed and tooled up especially for the job. And the job, according to the engineers who put it together, is to be the world's best small car at the price. It's understood of course, that the best will be judged by Detroit standards. The standard Vega is meant to compete specifically with the imports and mechanically it is very much a numbers car, which is to say that it has been designed and developed to produce incredibly efficient engineering numbers. At the very start, certain numerical levels of goodness were established for characteristics like acceleration, fuel economy, interior noise, ride harshness, and stopping ability and the Vega had to match up to these pre-set goals before it could be turned loose on the public. the result is a machine that is usually awesome in its competence but occasionally inept and which clearly mirrors its computer breeding. This description applies, particularly, to the base car—a 2-door sedan with the 90-horsepower engine, 3-speed manual transmission and 2.53-to-one axle ratio—which is meant to do everything better than Volkswagens, Toyotas, Mavericks or anything else you can name. And as near as we can tell, it'a a success." "If you look at the 2-door from the point of view of a neighbor gazing over the hedge you see a small-for-Detroit, completely non-controversial sedan. It has enough room inside for four adults in modest comfort plus an adequate trunk. Bucket seats are standard and so is a floor shift. The interior is obviously that of a Chevrolet and not an import—the inside door panels and the dash are deeply contoured plastic moldings in the matter of an Impala and the driver has only a gas gauge and a horizontal speedometer to confuse him. Really, you might get the idea that in five or ten years the little Vega might grow up to be a Chevelle. It'a a perfectly mannered Chevrolet. And like other Chevrolets, the Vega comes in a complete family of models. There is a small station wagon, a panel delivery and, best of all, a fastback coupe that's guaranteed to start a stampede in the direction of the nearest Chevy dealer. The coupe's roof has been lowered 1.2 inches and the seats have gone down the same amount to preserve headroom. After driving a coupe with all the trick options we are convinced that it will pick up where the original Corvair Monza left off."
Motor Trend New Cars '71 — General Motors: Chevrolet Vega 2300 — "To astronomers Vega means a brilliant star of the first magnitude, the brightest in the constellation Lyra...Compared to other U.S. mini-car efforts, the Vega is indeed a brilliant star when the magnitude of the project is considered...the Vega is new from the tires up. In fact even the tires are new because the A70 x 13 wide-tread size it uses had to be especially created for the car. What is more, a total of four body styles will be initially offered including a fastback coupe, a 2-door sedan, a 2-door wagon, and a small truck which is fashioned from the latter." "It's been reported that the Vega has caused more internal excitement and enthusiasm among Chevrolet executives than any other new model since Ed Cole's still attractive first V-8 of 1955. In some ways the Vega resembles that one, particularly in its simple checkerboard grill design and the single headlights mounted high in the fenders. It has an air of sportiness about it too with its flared wheel cutouts, wide tires and styled wheels."
Road Test September 1970 "Vega 2300—Most innovative U.S. Mini-Car"—"Chevy pulled out the stops on this one-aluminum ohc engines, four body styles, high style options put it in a class by itself.—"By the time it is introduced this fall, Chevrolet's Vega 2300 will have covered enough hot, cold, wet and dry test miles to be equivalent of about 240 trips around the world. A million of these miles were on roads, on the proving grounds and off, and the rest consisted of simulated tests in engineering laboratories. Also realize that most of the tests have a severity factor about three times greater than average customer driving. This may seem like a lot, but unlike the Pinto and Gremlin the Vega is all-new even down to its tires for as far as we know..Neither of these would have experienced the teething problems encountered by engineers involved with the XP-887 project, as it was code-named until recently."..while sporty in appearance, Vegas have been designed as economy cars and not hot rods. The modest 8.0 to 1 compression ratio of both engines will permit operation on the forthcoming 91-octane, low lead fuels and average economy should be in the order of 23-24 miles to the gallon." "The Vega is the only domestic or imported mini-car to offer guard rails in the doors to protect against side impacts." "Perhaps the biggest advantage Vega has over its competition is the fact that front disc brakes are standard equipment." "...one can only conclude that Vega to date has the edge in the mini-car race." "The Vega is innovative without being complex."
Hot Rod October 1970 "Seventy-one Performers" Chevrolet: "Now we bring up the Vega. Believe it or not, this one's all new, and it represents hundreds of millions of dollars to General Motors and Chevrolet. After driving it, we think it was worth the price and effort. It has a die-cast 140-cubic-inch, four cylinder OHC; choice of three-speed or four-speed manual, or a two-speed Powerglide; a standard engine with 90 horses or a "super" model with 110; four different body shapes, including a hatchback model that allows full body access; 97.0-inch wheelbase; 169.7-inch overall length and a curb weight right around 2200 pounds. With a little work, it would make a tremendous Pro Stocker, yet the as-sold car is something better than we ever expected. Acceleration is below the 1-G level on takeoff, but it will get moving relatively quick, and top speed of the L11-engined (110-hp) Vega is right around 100 mph. Not to be left without sales appeal for all types of buyers, Chevrolet has packaged a GT coupe option and a special ride and handling option. These bring trim and comfort additions, wide tires, sway bars and stiffer springing. The coil spring suspension is very good in the tight corners, and the highly compact rear suspension with short-length control arms got so much attention during the planning of this car that it's impossible to put the rear end out of shape. The front end exhibits some tire curling, yet overall steering is almost neutral. Front disc brakes are standard, and braking tests have shown that 22-feet per second (1G) deceleration is quite easy to realize. It stops straight, too."
Super Stock October 1970 said, "Goodbye, LS Engines, Hello, Vega 2300" This is one of four versions of the Vega 2300, with its trick all-aluminum 140 CID Four, new mini 4-speed trans, and other engineering firsts. "The Vega 2300, which, according to Chevrolet general manager John DeLorean, represents an investment by GM of "a couple of hundred million dollars," part of which went for a brand new plant to build Vega cars in Lordstown Ohio. With these kinds of unpaid bills, Chevrolet could hardly be expected to change every car in the line very much. What they did instead was to engineer a completely new car for the tastes and needs of the 1970s, and they've done a beautiful job. First, the name. Its project code name for a long time was XP-887, but the car was renamed for a very bright star, and then for the size of the engine, 140 cubic inches or 2300 cubic centimeters. Simple enough for anyone to remember, assuming that the "2300" part will be left off almost from the start, and representative of the Space Age for which the car was engineered. Second, the market area for which the Vega was built. Chevrolet would not only like to compete successfully with the Ford Pinto, and the AMC Gremlin, and the Mercury Capri, but also compete directly with the VW, the Toyota, and the Datsun, among others, to stem the flow of dollars outside this country." "Third, the car itself, which is what we're here to discuss. Vega 2300 is built on an entirely new chassis of 97" wheelbase in 2-door sedan, 2-door coupe, station wagon, and sedan delivery styles, all 169.7" long, 51.2" high, and 65.4" wide with 54.6" front tread and 54.1 rear tread. Vega's all-new chassis features full coil suspension with cushion mounted linkages and a new-size rear axle assembly. All Vegas come with a simplified, non-power-assisted disc/drum brake system with self-adjusting drum brakes and trailing/leading shoe design. Steering linkage is mounted way foward as in the big Chevrolets..Power assist is offered but is not really necessary..Standard wheels are 13x5 with 6.00-13 tires on the sedan and A78-13 tires on all others. A 13x6 wheel/A70-13 tire option is avaliable seperately or as part of the ride and handling package that includes the tires and wheels and twin front/rear stabilizer bars. Positraction is also available. Another chassis feature is 6000-mile or 4-month lube period. The Vega body is formed from four major sections which are welded together into a unit body for maximum quiet and minimum flex.." "On the inside of the new car, there will be four seats in most cases, with true buckets up front, and semi-buckets in the rear section." "Vega 2300 is a very simple car, easy to repair, and capable of 27 mpg, making it a definite competitor for VW. Of course, Vega has quite a few more options than VW."
Road Test November 1970 RT/Test Report "Vega...A Hot Aluminum Cooker Made in America"—Maybe there's no advantage to this, but every bolt and nut of the Vega is built right here in this country, including its mostly aluminum engine.—"There is no argument that in the anti-import sweepstakes Vega has the hardware. From the tire treads up, the whole car is new and, of course, there are those extra body styles. "Sitting behind the wheel of a Vega for the first time was anticlimatic though pleasurable. One negative is that the Vega is noisy, noiser than even the Pinto...Let's say that the Vega we tried was about on par with a neighbor's open English-engined Sunbeam in which we've often hitched a ride to the local airport. That's not an annoying level of sound and it also indicates that efficient, busy machinery is at work. However, we wonder if this will be acceptable to the owner of a current American compact, all of which are reasonably quiet." "To put it bluntly, the Vega with the 110-hp engine, is sort of a junior hot rod; it reminded us vaguely of some flying time behind the stick of a military Piper. "Our test car was the sport coupe equipped with the bigger engine and a four speed transmission. It went quite a bit faster than the Pinto, giving up zero to sixty mph in about 14.5 seconds and 50 to 70 in eleven seconds." "The test Vega's four-speed shift, though good by most standards, is no match for the smoothness of the Pinto's. However, Vega offers you a choice between three-and four-speed manual, semi-automatic and two-speed automatic transmissions, which is clearly a record by a factor of two in the economy field." "Our test car in corners was almost completely neutral. On straightaway ride over fairly rough roads, you were vaguely aware that you weren't far off the ground. Leave it be with that statement. The Vega felt more like a typical small sports car than a Detroit sedan, however small." "The variable ratio power steering is is far superior to Pinto's, not basically because it's not rack and pinion, but because it's faster. Only 3.25 turns from lock-to-lock are required versus Pinto's 4.25. Inside, the Vega about matches the Pinto in roominess, and both are quite superior to Volkswagen." "With the inexpensive handling package, our test car has no peers in the cornering department. Fast turns are level, safe and normal." "Standard disc brakes give Vega stopping power that touch a record for us — of 140 feet from 60 mph." "We like the Vega and perhaps would wax more enthusiastic about it but except that the program is just overpowering."
Road & Track November 1970, "Vegas Plain and Fancy"—A sedan with little, a coupe with more—For the present staff of R&T—which has been in continuous service since mid-1965—the Chevrolet Vega 2300 was the most eagerly awaited new car ever to arrive at our doorstep." "For the Vega, Chevrolet started from scratch, took a long and serious look at the successful imports and designed an astute entry for the market." "The plain Vega sedan is as good-looking a car as you'll find in its class...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." "The Vega in standard form rides and handles very well indeed." "Inside one finds that the large glass area–so reminiscent of those of the Fiat 124 Coupe — give outstanding vision in all directions;" "The steering is in a word, light." "Chevrolet is to be commended for making disc front brakes standard in the Vega.
R&T on the coupe, with options: "To start with, the coupe is more graceful to look at, having a roof that drops off sooner as it progresses rearward..." "...our coupe had all the performance options that can be had on the sedan as well." "The most important options on our coupe's equipment list were the L-11 engine option—20 more bhp via a 2-barrel carburetor and hotter camshaft—and the 4-speed gearbox. The rough and noisy character of the engine remains, and our test car suffered from lean carburetion symptoms that made it difficult to drive smoothly; though this engine obviously likes high revs better than the standard one, it still sounds strained as it approaches the 5200-rpm limit we used for shifts." "The coupe's other major mechanical option was a handling package...Although as we said the standard Vega handles well, the optioned one is just that much better and the enthusiastic driver will want to specify this $131 option. The wider tires and wheels contribute extra cornering power and the front-rear anti-roll bars are tuned to give less body roll and a crisper feel without affecting the lovely neutrality of the handling characteristics. So optioned, the Vega becomes a pleasant car to drive, marred only by the unseemly engine racket. It also becomes something other than a low-priced economy sedan, but one is hard put to name a coupe as attractive and capable as this at a comparable price." "The basic Vega, pretty and intelligently designed though it is, is poorly equipped and rather unpleasant to drive and we don't think many customers will settle for it. The optioned car is a decidedly good package and could do real damage to the likes of Ford Capri, MGB GT, Fiat 124 Coupe, BMW 1600, etc."
Hot Rod November 1970, "Vega Small Car Star" said, "The Vega is a hard car not to like. Even the men who run companies that build competitive cars admit that. It is the result of the largest single expenditure by Chevrolet and General Motors for any single car model. The investment reaches into the hundreds of millions of dollars." "Plain driving comfort is without drawback. Like the Camaro, this car has relatively low spring rates...and its handling ability is accomplished by a matching of good suspension geometry and stabilizer bars." Braking is by front disc with rear drums, and power assist is neither available nor needed. The front discs take 70 percent of the braking duties, and on successive stops from 60 miles per hour, our car came to a halt in less than 110 feet." "If a car can go quicker than 18 seconds, it will beat the Vega in the quarter-mile. Shifting at just a hairline over 5000 rpm, our best elapsed time was 18.173. This was in stock form with nearly a full tank of regular fuel." "The four-speed is the only non-U.S. part on the car. It is made in Germany and is also used in the Opel GT. Having observed it first on a display table, we weren't ready for the ease with which it can be powershifted—. Nothing to it: just bang on the stick." "Handling is one of the Vega's highest points. It squirts through high-speed turns or around sharp corners with almost neutral steering, although foolish executions or sharp changes will bring on understeer. While the front wheels are still in command, the most predominant feel is one of oversteer. It is only a hint, but a welcome one. Power steering is available but seems unnecessary...Steering effort is hardly noticeable."
Motor Trend December 1970, "Car of the Year: Nominees," MT selected the ten best cars nominated for 1971 Car of the Year — American Motors Gremlin, Ford Pinto, Chevrolet Vega, Chevrolet Camaro, Ford Mustang, Pontiac Firebird, Dodge Charger, Mercury Couger, Oldsmobile Toronado, and Buick Rivera. MT said, "Wait a minute, you say, isn't unfair to compare a $2,500 Vega to a $6,000 Toronado? Yes, in a word, but for Car of the Year nominees, the most important consideration is value received for monies paid. In other words, the car that wins in the end is, we feel, the best value in relation to its price tag in terms of how it delivers in terms of engineering, performance and styling." We nominate the Chevrolet Vega because not only is it a new car, but it represents a number of concepts new to the American auto industry. First, Vega production is done in large part by robots, automated like our foreign competitors, in an attempt to compensate for the "human error" which has lowered the quality in many Detroit-made cars. Secondly, the Vega has a fresh engine idea — aluminum block with no iron liners — creating a healthy power-to-weight situation. The third reason the Vega was nominated was for its marketing — for instance, the offering of a hatchback coupe, a sedan, a wagon, and a sedan delivery, two of them with a "GT" package available — outstroked the competition at the outset. Plus their advertising was brilliantly calculated to reach the "thinking man" — or the VW buyers. For all these reasons the Vega was nominated."
Car and Driver 1971 Yearbook "Chevy's Automated Engine"—Make it Cheaper But Make it Work—By Karl E, Ludvigsen, "It is possble that Chevy may have equalled its 1955 achievement with its new small-car engine. A power unit astutely planned over the course of a decade, that is, in the strictest sense, a rawboned machine." "It's not a high-revving, high-speed engine; instead, it's designed for good performance at moderate speeds. Still, it has an overhead camshaft." "More expected is the fact that Chevrolet cared more for manufacturing it cheaply than for aesthetic sophistication we sometimes see in foreign car engines. As a result, it is one of the most unusual—and ugly—power units in the world." "To lighten the engine, it was felt that an aluminum block was necessary. To make blocks rapidly, and cheaply, GM decided to do with no liner at all." "Relieved of the need to house a camshaft, the Vega cylinder block could be an extremely simple die casting. A controversial feature, enhancing engine strength, is the "siamesing" of the cylinders. Like the early Sixties' Buick aluminum V-8, the Vega engine retains the crank with 2-bolt main bearing caps of cast iron." "Why didn't Chevrolet go all the way to an aluminum head? Simply because at this stage of the aluminum casting art there was no production advantages to be gained by so doing. In fact, the iron head, with its freedom from valve seat and stem inserts, represents an important simplification over any practical aluminum head." "Before long, they'll be a high-performance version of this engine with a forged, steel short-stroke crankshaft, bringing the displacement just under 2 liters. Indicative of the Vega's potential is its selection for development by one of Britain's top engine-tuning firms for the 1972, 2-liter Formula II season." "How well did Chevrolet actually do in meeting its lightness objective? On the whole, quite well. BMW, with an aluminum head and very short iron block, seem to be closest to the Vega 2300 achievement with a clutchless weight of 304 lbs. That would make it about the same as the Vega—at 330 lbs. Now we know what GM's chairman meant in October, 1968 when he announced that his firm's new small car would have "a new and different engine, made possible only through important advances in technology."
Motor Trend '71 Buyers Guide said, "Here comes the reason why there hasn't been too much say about some of the other '71 Chevrolet nameplates. Engineering and styling the Vega from scratch in four different body styles was a total effort far more demanding in manpower than the Pinto or Gremlin programs. The aluminum engine alone would not have been possible without a major innovation in foundry technique that permitted engineers for the first time to dispense with steel cylinder liners." "Everything about the Vega is designed for easy service. The fenders, the bumpers and the grill bolt on. Headlights may be aimed without removing the bezels. The instrument cluster comes out with the removal of a couple of screws. The lacquer paint is claimed not to need wax or polish for life. Standard equipment includes front disc brakes, guard beams in the doors, bucket seats, power ventilation system and a choice of 10 colors." "A folding rear seat is standard for coupe and wagon models. Suspension is by coil at each wheel and a handling package complete with wide oval tires is available." "Vega styling is quite reminiscent of 1955 Chevrolets from the front with the vertical checkerboard grill and high-mounted single headlamps in each fender." "Vegas, in summary, are a striking quartet."
Motor Trend February 1971, "1971 Car of the Year Chevrolet Vega 2300"—Built for the age of reason—"In a conference room in Palm Springs, California after a grueling 4-day ride and drive that saw 10 of Detroit's finest put through a 1000 mile wringer, we — the CARS (Conference of Automotive Research Specialists) — Karl Ludvigsen, Roy Richter, Mike Jones, and Bob Bondurant) and the MT Staff — cast our votes and made Vega 2300 Motor Trend's 1971 Car of the Year. The result wasn't altogether a surprise. Though the nominated cars comprised what we felt to be the ten best new automobiles in America, there was a nagging suspicion that, in design, at least some of them were concepts whose time may have passed." " So, the Chevrolet Vega 2300 is Motor Trend's 1971 Car of the Year by way of engineering excellence, packaging, styling, and timeliness. As such, we are saying that, for the money, no other American car can deliver more. The Vega's wonder motor, a SOHC, aluminum-block four, designed without iron cylinder liners, represents a technological advance, promising lower manufacturing cost as well as traditional light weight. Already, the Reynolds Aluminum 390 technique, as it is called, has proven itself in the rigors of Can-Am, the McLarens winning the championship with larger engines made of it." "From the start, Chevrolet out-marketed its opposition, Ford and AMC, by offering not only a stylish coupe but a notchback sedan, a wagon, and a panel delivery." "Chevrolet has never lost sight of the fact that the Vega had to be satisfactory basic transportation in its lowest form. And in the last analysis, that is what swung the balance, the fact the base Vega was a magnificent automobile without any options at all. That you can actually purchase a normal car that will handle nearly as well as the higher priced GT version, the straight-as-a-plumb-line-stopping disc/drum brakes and all. And, in the U.S. of A. it's been very hard to find that in the last ten years."
Autocar March 1971, Autotest Chevrolet Vega 2300 "The opportunity to Road Test a Vega 2300 two-door coupe was offered by General Motors in Belgium, and we gladly accepted the chance to try this particular example, perhaps the most interesting from a design point of view, of a new American breed. Performance: in this basic form the Vega goes reasonably well, but is below average in its capacity class. In pure figures and under slightly windy conditions the coupe gave a mean top speed of 95mph, with a best one way of 98. From a standing start it will achieve 50mph in 11 sec, 60 in 16.4" Overall for 937 test miles, the Vega returned 22.98mpg; we would expect most owners to average 24mpg." "Oil consumption was good, no measurable oil being used throughout the test." Handling and Ride: "Our" car is only the second Vega to arrive in Europe, so that GM Antwerp from whom we collected it had no experience then of how it ought to ride. Handling characteristics are basically a little initial understeer at low cornering rates, coupled with very little roll at all even when cornering hard. The brakes are for ordinary purposes very good. Our instruments recorded over 1g maximum retardation with the front wheels on the point of locking." Driving position: "Like many American cars, one sits rather low, and close to the wheel, which is slightly elliptical, though you don't much notice that. Switches are all easily within reach, and so is the gearlever. A 6ft driver can just get his legs comfortable with the seat right back." "Visibility is better than usual nowadays for this type of body." "Wiper arcs markedly favor the driver. Above 80mph, the driver's wiper lifts excessively from the screen." "All the usual passive safety points have been attended to—recessed door locks, padding even in the back of the front seats, an absorbent steering column, etc. The impact-resisting side beams (or something like them) are a feature we would like to see in all cars—particularly sports cars with backbone chassis—and the attention to fuel tank impact safety." "One very good point about the Vega is its heater, which is excellent fully controllable air-blending one combined with adequate extractors which let enough air out of vents behind the back window." "The GM Guide Division headlamps give adequate light with not particularly well defined asymmetric dip beams." "Rear seat accommodation is strictly occasional." "The Chevrolet Vega 2300 coupe is at the moment a refreshingly cleanly styled American car. In the manufacturer's typically cheery sales brochure, Chevrolet says, "Now that the Vega is out, it's going to stay out. We don't plan to change it for at least four years." So one may hope that the shape will stay uncluttered for longer than usual. The brochure goes on, "Naturally, there is the possibilty that we'll find ways improve Vega from a functional standpoint." "While finding the Vega basically pleasing, we hope that those "ways" will include attention to noise both of suspension and engine to a large extent, and to ride; with such development, and some work on fuel consumption and tank capacity, the car will become an attractive proposition both in its home land and abroad."
Road & Track April 1971 on the Yenko Turbo Stinger II said, "A turbo-charger and other good things transform the Vega into a sports car. Even the SCCA says so." "The turbocharger unit comes off Rajay's shelf and the installation is very simple. For space reasons, the turbocharger had to go above the manifolds, and that meant the Vega downdraft carburetor wouldn't clear the hood. The new carb is a sidedraft Bendix. The pistons in the turbocharged Vega will be forged instead of cast. Evidently this is one of the places where Chevrolet engineers have provided advice based on experience." "The result of all this is 155 bhp at 4800 rpm. Yenko says the prototype car carrying driver and passenger using the optional 3.36 gears did the quarter mile in 15.5 sec. and went through the traps at 85 mph. By comparison of our recent test of a Vega with the 110-bhp engine shows quarter-mile times of 19.3 and 69 mph. Even more impressive was Yenko's claim of 6.1 sec from 60-80 mph. Our test car needed 15 seconds to do it." Chevrolet and Oldsmobile both have experience in this field, and the divisions are known to have been experimenting with turbocharging as a current performance option. And Yenko says turbocharging may become a Vega option, right from the factory, in 1972. The rest of the car is pretty much Vega. Yenko feels Chevrolet did a good job on the optional suspension, so the only change there is a revision and some additions to the links controlling the rear axle. This is to prevent wheelhop caused by the added torque of the engine, not to change the handling." "Price isn't final but Yenko claims it will be about $3400."
Motor Trend in April 1971 on the Yenko Turbocharged Vega GT said, "...a smog-clean turbocharged Vega will destroy any of the old "classic" performance cars in the quarter-mile." "you can put a 140-cubic inch engine car through a quarter in the low-fifteens for only $700..." "You don't really use the turbocharger until you've topped 3000 rpm, then it cuts in, not with a boot, but very smoothly. As a result you don't really experience a drastic difference in acceleration than a stock Vega in a normal stoplight fashion. You just seem to magically find yourself going one heck of lot faster than in a stock version. Start by banging home the clutch at 3500 and it's another thing altogether, the 'chargers 13 pounds of boost making the Vega a mini-Z/28. Added to the Vega's already excellent handling, the combination makes for one of the most delightful cars which can be put together in the U.S. today and more than a match for several highly-touted imported sports sedans."
Track and Traffic April 1971 tested a 110-hp 4-speed coupe. They said, "In all departments: handling, steering, acceleration and general livability, we found the Vega quite delightful." "Clutch action is quite light, and it's impossible to beat the synchronizers on fast shifts." "The brakes need considerable pedal pressure but they work extremely well (discs front/drums rear). The Vega generally gives a feeling of nimbleness not usually found in a domestic machine." "It's an attractive, well-balanced package with enough handling built in to make it forgiving in just about all situations." "The 110 Vega is at its best (noise-wise) under 65, and over 80 mph, between these speeds you'll find the heaviest noise and vibration." "Performance wasn't eye-opening; 60 mph was reached in a trace over 14 seconds." "As a styling exercise, the Vega is really attractive. In fact, it's a head-turner, especially when finished in the warm orange of our test car." "There's one thing the Vega will (hopefully) do for the North American driver, and that's to educate him on the joys of good handling. He might not be persuaded to buy the Vega for this reason, but once behind the wheel, he'll discover something not known in his previous Impala/Galaxie/Fury. The Vega just might have a hand in an automotive renaissance.
Car and Driver September 1971, "Strangers in a Strange Land" Brook Yates said of Yenko's Turbo Vega, "By coupling a small Switzer turbocharger to the intake system, Don Yenko has managed to boost horsepower to 155 and to turn his specially trimmed Vega GT hatchback into a formidable performer." "The turbo Stinger is a delight to drive...a heavy throttle application at any speed range brings the blower into play, not with a bang but extraordinary smoothness. Suddenly you are moving at an incredible speed, with a kind of quantum increase in power as the velocity escalates. Operating with stock tires and the standard 3.36-to-one rear axle ratio, Yenko claims the Turbo Stinger will run the quarter-mile in 15.3 seconds at 90-91 mph with a top speed in the 120 mph range."
Motor Trend October 1971, "Vega Z/29-50% more power for under $100" said, "How can an editor of MOTOR TREND come right out in the public prints and admit the 1971 MT Car of the Year is not quite perfect? Well, one bites hard on the bullet, gazes firmly at the dyno sheets and says it: The Chevrolet Vega is not quite perfect. Just like that. All of which is not to say MT's staff and the CARS panel which picked the Vega for the C.o.t.Y is admitting to any egg on the face. It's merely a long way around to saying the Vega can be improved—significantly." "Our quick fix made a different car out of the Vega. On the road we weren't taking any sass from intermediate imports or even domestic compacts at stoplights or anywhere else." "The Vega was now a ball to drive with the engine matching the handling and maneuverability of the car under almost any conditions." "The result at small cost—under $20 for the Dyno-Tune kit and under $80 for the header (now in production)—is a Vega that really lives up to its C.o.t.Y designation, taking nothing from the likes of almost any intermediate-priced sports car you care to name nor, for that matter from domestic intermediate V8s either, a number of '72 econo-ponycars included. In fact it's what latter day ponycars should be."
Road Test December 1971, Chevrolet Vega—GM's answer to the compact—RT said, "Launched in 1971 as an "all new" compact, the Chevy Vega 2300 certainly proved to be just that. While some of the styling features are those of the Camaro, this handsome little car used no "borrowed" parts from the other models in the Chevrolet line." "If the price line is held during current economy price freezes, the west coast recommended list for the Vega 2-door coupe will be about $2302, with the wagon going for $2434 and the Panel Express $2265. These Vegas handle and ride very well, get good gas mileage, and fall well within the budget compact class." "There are many little finishing touches on the 1972 models that were not evident on the 71's, but the styling and general outward appearance of the Vega line is probably the best of all the compacts." "Weighing in at 2213 pounds for the 2-door sedan and 2388 for the heaviest, the wagon, front to rear weight distribution had been kept nearly equal which is one of the things that make all models handle so well."
Motor Trend '72 Buyers Guide Chevrolet Vega: "Few will deny that Vega is an excellent car. It has all it takes to make a successful package: styling, superior handling, above-average power, and passenger comfort on a par with anything else in its class. Its quality, after a shaky start, is the best in GM, though this statement must be tempered with the qualification that the simpler a car is designed—the fewer parts that go into its assembly—the better quality level it will have. Its early defects were well publicized in the press, but quietly and quickly fixed through the year. By the end of 1971 most of the obvious bugs had been worked out, and the car had established a good reputation with the public. For 1972, the Vega returns with almost the identical styling and model lineup that it started 1971 with. Three body-styles are offered, the 2-door sedan, the hatchback coupe, and Kammback wagon. In addition, Vega offers special GT equipment for the coupe and wagon and a Panel Express model for commercial duty. The 1971 transmission option semi-automatic Torque-Drive is no longer available in 1972. Changes in the design of the engine include a quieter exhaust system, a stronger, more durable case for the standard 3-speed transmission, an improved shift linkage for the 4-speed and an improved exhaust system for all engines. A special exhaust system has been designed for California cars to meet the state's stricter emission laws."
Road & Track January 1972, "OuR&Truck"—This may be the best Vega ever built—"Our Truck is here because the project sounded like an interesting one, because it was an opportunity to explore paths down which we seldom tread." "The panel truck is really a Vega wagon with metal panels in place of the rear windows and with two (only) spartan seats, the rear seat space being taken by a flat floor from just aft of the rear door opening to the tailgate. Officially, it's a truck. By us, it's a 2-place square-back Vega coupe, with room for just about everything and anything that two people would want to go anywhere with. An added attraction was Chevrolet's experiments with turbocharging." "Your production Vega is sadly lacking in power. We asked, therefore for a turbocharger. And received one, accompanied by Chevrolet who did the installation." "Handling is not a Vega problem. The engine was modified to bring the power up to the standard of the chassis, so suspension changes were mostly in house. Springs and anti-roll bars as used in the Vega GT option. This was a lot of work because Chevrolet doesn't offer the GT option for trucks and all the control arms, etc. had to be replaced with passenger car parts with the holes and fittings for the bars. Shock absorbers came from Koni. We kept the power-assisted steering for its faster ratio, despite the lack of road feel. Tires are A70-13 belted-bias Goodyears, on 13 x 5.5 aluminum wheels. Vega brakes are good and the truck's are unchanged." "The good-enough-for-hired-help seats were swapped for a pair of Recaro buckets with built-in lateral and lumbar support and with provision for rake adjustment." "All right. How does all this work? Very well, mostly." "..the turbocharged Vega is impressively quicker than the stock Vega." "The turbocharger does, as hoped, provide enough power for the Vega's good handling and brakes to be used." "One staff member said it was the first Vega he'd driven that had enough performance to show how good the handling is." "On the outside, people said, "What a keen little truck. Are you guys from Road & Track?, as we hoped they would, practically on cue. What have we been doing with it? Everything, We've towed racing cars. We've covered races in the truck, and gone to races for relaxation in it, and run errands to and from the office. The rear floor is nearly six feet long and we've even slept in the truck. Very pleasant too."
Road & Track March 1972, "Extended Use Report Chevrolet Vega 2300"—Stylish and reliable, but noisy and cramped— "At face value it seemed like such a good idea: take one of Chevrolet's handsome, sporty new Vegas and drive it 24,000 miles—two average American car years—in as short a time as possible. The target was six months." "Our Vega arrived just at the beginning of 1971, a gold hatchback coupe with the optional engine, then referred to as 110-bhp, but actually rated at 93-bhp net." "In our road test of a similar Vega earlier we had found the engine to be extremely rough and noisy and beset by emission-control problems of carburetion leanness that brought on poor idling, stumbling and stalling. Our long-term Vega had the drivability problems of the road test car and, in addition, an engine that was even rougher." "Over the first few thousand miles, fuel economy was good: to 3200 miles we averaged 23.5 mpg. But then mileage began to trail off..getting only 20 mpg in open road driving." "One silver lining: only one quart of oil had been added at 3800 miles. The silicon-aluminum cylinders were doing nicely." "..by 5000 miles the shocks were getting weak." "The differential was now getting noisier, putting out quite a howl at light throttle especially in the 45/55-mph range." "Mike Ansen and Ron Wakefield were sent to participate in a weekend 24-hour rally. They drove the first 12 hours of it, thrashing it about and being thoroughly impressed with its handling, braking and willingness to take the punishment. Another impressive fact was that even in this use it didn't consume a pint of oil and the Firestone A70-13 tires (bias belted) were holding up very well indeed." "The Vega failed us only once. Near the end of the test—23,600 miles—the starter wouldn't go when asked to." "At the end of the test the car felt mechanically tight and ready for many more hard miles. Oil consumption was still negligible; the steering, clutch, and brakes were all sound with front and rear brakes no more than half worn despite the hard driving." "The tires were 75% worn—again impressive in view of the type of use they got." Then fuel economy: 18.4 mpg is not what we call economical. If the car hadn't had so much carburetor trouble this could have been over 20 mpg." "The paint is still shiny and hadn't yet had a polish job. But the Vega was not at all a pleasant car to drive—mainly because it was so noisy. It's the engine that spoils this car: the car has a good chassis (aside from the cheap shocks) and handles and brakes as well as a basic sedan has any right to, even without the handling option of the test car, which merely gilds the lily." "Our final impression, then was not good. The Vega was neither cheap nor satisfying. Chevrolet engineers assure us they are trying to make it better, and to find out ourselves we've tried a new 1972 model."
Road & Track March 1972, "Driving Impression: 1972 Vega" said, "Chevrolet engineers have had a year to clean up Vega's rough edges, and though the roughest edge (the engine) remains very rough indeed it is noticeably improved, along with several other details." "Despite having to meet tougher emission regulations for 1972 the new car runs as a car is supposed to run: smooth idle, no stumbling or stalling, no lean surge at medium speeds. The 1971 engine was desmogged by "engine modifications" only—retarded spark, lean carb setting, heated air intake, etc.—and it just barely ran. For 1972 the cost department gave the engineers a break and let them use air injection, which meant they could give the engine a bit more fuel to work with and let afterburning clean up the exhaust." "There are no styling changes we are happy to report." "The changes all count for something; there's a little glovebox on the dash, the assembly quality is noticeably better, and the engine is quieter!" "To summarize we cannot be nearly as harsh on the Vega as we were in 1971. It's a better car and its price is more competitive."
Hot Rod magazine in a March 1972 road test "Don't Call it a Station Wagon" HR said, "Back when we carried the '72 introduction features, we named the Vega GT as our "Best Buy" pick of the Chevrolet line. We just couldn't pick any other model." "We were surprised to find the GT Kammback didn't handle any better than the car we had last year. It really didn't bend around corners as well. It seems softer sprung and we know it has higher ride height..The GT Vega is controllable and predictable. About the only thing that could really make the car handle poorly would be a heavier engine and/or 300 horsepower." "Highway and street driving is excellent. Vision is likewise. Interior comfort is excellent except that the driver's seat doesn't have another inch of rearward travel. Rear seat legroom does not exist unless the driver is five feet three. The four-speed shifter is right where your hand seems to fall, and the thick-rimmed steering wheel (standard with the GT, otherwise $15) is just right for all-day holding. One of our first long-distance trips in this car was between Phoenix and L.A., a bit over 400 miles...our drive covered mountains and desert, hot weather and cold, and even a sandstorm. We never stopped because we were uncomfortable, only because of the angle of the gas gauge needle." "Vega GT wagons make sense. They hold people comfortably (though not large ones in the back seat) and they carry spare parts in the cargo section." "The car never looks like something you "had to buy" just to haul a load of groceries or kids. It's the kind of car we'd buy to look good in, work on, add to, and wash once a week."
Motor Trend May 1972, "Twin-Cam Vega" said, "When Britain's Cosworth Engineering went looking for an aluminum block for its new sports car racing engine, they discovered the Chevy Vega. The result: Triple the power from less displacement." "The EAA weighs only 228 pounds complete...from 121.7 cubic inches (1994 cc) it has already produced 270 horsepower at 8750 rpm and better than 170 lbs-ft of torque at 7000 rpm. That makes it the words's most powerful unsupercharged two-liter racing engine. And, believe it or not, at heart it's pure Chevrolet Vega." "Now this engine is in production at Cosworth's Northampton, England plant. Sixty are set to be made and sold this year at $6,250 apiece." "It's hard to imagine a small, sporty car that would be more exciting than a Vega GT with one of these engines under the hood." "With the right gearbox, tires and chassis tuning it could make the Vega a true sports car that could match credentials with some of the best in the $4,000 class from Europe, not to mention its potential as a Trans Am racer."
Motor Trend May 1972, "The Unmaking of the Vega"—What we found wrong at Lordstown is what's wrong with America—"The world's fastest line at Lordstown, Ohio came to a stop as a result of an ideological failure between two human factions—labor and management. The automation, however, took no sides." "Conceived as a "zero defect" car, the Chevrolet Vega spews out of GMAD's Lordstown assembly line at the rate of 100 cars per hour. Quality is dependent upon smooth interaction between man and machines. So far, the machinery has been doing its part, but it may be that an element is missing." "The Vega is a better car than many of the imports in many ways, and even with all the problems, it has become Chevy's second-best car in terms of lowest number of customer quality complaints (after the Nova). The problems have been immense." "What it all came down to, in sub-freezing Ohio, was a bunch of men were out of work and a lot of cars weren't made. Guess who loses." "GMAD (General Motors Assembly Division) moved to Lordstown in October 1971. GMAD found vast numbers of assembly line rejects stacking up in the company parking lots. These cars had to be rebuilt at a subsequent cost to GM. GMAD asked for better workmanship." "UAW 1112, probably the youngest, large (about 8000) United Auto Workers local in America, had contracts with Chevy and Fisher Body. Those agreements became invalid on both sides when GMAD took over the Vega operation. Local 1112 soon made GMAD the villan. It was argued that an 800 worker layoff, combined with the fact that Lordstown is the fastest production line in the world, constituted a a work "speed up." "Charges of assembly line "sabotage" were leveled at the workers of local 1112." "Some of the workers interviewed admitted that they failed to either do or complete their job on the line as the unfinished Vegas rolled inexorably past them. A few admitted they had incorrectly installed various pieces and parts. One or two said they had deliberately caused damage to cars on the line. All felt that such actions were the only recourse to management's failure to ratify the local's previous agreement." GMAD said, "Look, we're not asking anyone to kill themselves for us, The potential capacity of that line is 140 cars an hour. Believe me, we'd be very happy with 100 cars an hour, two shifts a day." "Lordstown is automated and labor is alienated. When the Vega assembly line fires up it spews cars, and workers have up to 36 seconds to complete their jobs. A lot of people can't pick their noses in that amount of time." "They're betting that they can beat the low cost of foreign labor. Not with a strike on their hands they won't; not with an idle assembly line."
Car and Driver June 1972, "Tire Test" said, "In order to make the test results as bulletproof as possible our Vega GT test car was converted into a mobile monitoring station with strip chart recorders, black boxes, and transducers everywhere you looked." "We had chosen a Vega as the test car because it was one of the few Showroom Stockers with handling balanced enough that we could be sure it was the tires we were testing and not some quirk of the car. For example, some of the other SS Sedans are limited on the skidpad because they lift an inside rear wheel and consequently wouldn't circulate any faster even on Can-Am tires." "With test gear aboard, the Vega weighed in at 2530 ibs. with 55% of that weight on the front wheels. "...we've concluded that in every case lap times can be improved by changing to the maximum allowable size. Consequently, the test concerns itself exclusively with 165 radials." "But it was the idea of their tires being tested on a Vega that distressed Goodyear and Uniroyal. And Firestone too, for that matter. You see, Chevrolet spends a great deal of money in Akron every year for original equipment tires for the Vega and none of them are 165R-13s. So how would it look for a tire company to go around making recommendations contrary to that of its best customer...never mind that none of the radials they now sell—or will very soon sell—to Chevrolet are legal in Showroom Stock.
World Car Guide June 1972, "Vega Station Wagon"—An Interesting Car With Everything!—"In brief: Loaded with everything including air conditioning and the sporty 4-speed gearbox, this Vega wagon was not inexpensive. With maximum speed in excess of 90 mph, performance was adequate but the best freeway mileage was a mediocre 18.6 miles per gallon. Oil consumption was zero." "We neither babied nor flogged this 4-speed Vega during our 1523 miles." "Coupled with the 4-speed gearbox and the 3.36 to 1 final drive ratio the silicon aluminum engine is capable of fair performance." "Steering is quite neutral without over or under steering. Cornering is easy and stable with remarkably little leaning at normal speeds. Corner the wagon hard, however and the rear end will break loose but with warning. On slippery roads the optional "Positraction" at $40.75 proved its worth. The optional handling package-6-inch rims, ant-roll bars, etc. is a good investment for those with sporting proclivities. At $131.25 extra, we'd apt opt for this package with which are test Vega was equipped. Surprisingly, the ride is good and the brakes are superb." "On our favorite railroad crossing Vega bobbed a bit but did not bottom." "The 4-speed shift lever was a joy to operate." "Our test Vega had air conditioning, an excellent unit that costs $359.80 and is well worth every cent." "The wall to wall carpeting was of good quality but the fitting and attaching to the floor left something to be desired. External body panels, likewise were rather poorly fitted around the front and rear, and here and there the finish was certainly not up to the standard. The upholstery, however was well finished and fitted in soft vinyl. The rear seat is for very small children only." "In summation, the writer must say that driving the Vega is much more pleasant than engaging in the same operation in a Maverick or a Comet but inferior, from the pleasure standpoint, to driving a Pinto or an Opel."
Road Test July 1972 RT/Test Report "A Jack Of All Trades"—Chevrolet Vega Kammback GT Wagon—"Reams of material has been written about the Vega engine, called revolutionary by some. But the average buyer, particularly the wagon customer could care less about the finite engineering of an aluminum powerplant. What the customer wants is an attractive and comfortable conveyance that is reasonably priced; a vehicle with enough room and punch to handle the bulk of his family needs. The Vega Kammback GT wagon fits these needs quite well." "The GT version of the Vega wagon is highly styled, but there's no mistaking the fact that it is a Chevrolet, at least from the front. The black, Camaro-type grill dissected by the high front bumper readily identifies the GT Vega as a Chevy Sportster. Fat wheels and tires enhance the sporting aspect, and the bright metal touches and emblems add more pizazz." "Our good running GT started easily from cold and most amazing of all it had none of the cold engine stumble so characteristic of this year's crop of cars." "Although straight-line go-power is not the Vega's forte, it does get high marks for more important areas to everyday driving. First of all, the Vega has really good brakes...so well balanced that we recorded a 100 ft panic stop from 60 mph with a straight line skid under lockup." "The Vega really comes into its own when driven hard on back roads. It has near neutral handling which simply means that it goes where its aimed with no fuss or excessive sawing on the steering wheel. The long third gear is ideal for enthusiastic driving, and we could discern little differences in response between the wagon and the GT coupe. The manual steering is light and quick at speed, a bit heavier in the parking lot, but far from objectionable in effort. Those fat tires do wonders for the ride and handling, and the GT equipment is worth the 300 plus bucks just for the engine punch and the wide footprint. The ride is firm but stable in all types of terrain and is well within the boulevard standards." "Summing up the Vega GT wagon, we like it for size, ease of handling and economy."
Super Stock July 1972, "Vega's Grand Tourer" "You don't have to fly to Detroit to know that the Vega sillouette and overall styling is some of the very best for this kind of car in the world." "From any angle, the Vega GT's styling is beautifully uncomplicated." "The Vega GT has an awful lot of good things going for it in the chassis department, as well. The car was engineered from the beginning to handle and stop as well as possible for the size and price class its in, and the engineers did the right thing in almost every area." The disc/drum brakes are superior to just about any of the competition's brakes, and hard, repeated stops from 60 mph didn't bother the stoppers at all." "On banked turns, flat tight turns, and curves, the Vega handled beautifully with a minimum steering effort." "It is a damn nice little car with plenty of room, great handling, and a pretty high level of overall finish."
Small Cars Road Test "Z/29 Vega GT"—It's either the sportiest economy car in the world or the most economical sports car in the world. First of all, Forget one thing right away. The Vega GT is not an economy car. Actually, what the car is is a small sporty car. Think of it in terms of sporty rather than economy and the Vega GT becomes a very attractive car. By the way, Chevrolet dealers are not discounting Vegas. You pay full sticker price for the car. So as we said, don't think of the Vega as an economy car. Think of it as a small sporty car. Then it's worth the money." "We liked the styling of the coupe. It's clean and sporty." "Out on the ride and handling course at Raceway Park, the Vega could come storming around bends flat out in a four-wheel drift in a completely neutral attitude with very little lean thanks to the front and rear sway bars." "The car has lots of potential to be a great little fun car to drive, especially in Z/29 trim...if we were buying a Vega, we'd install a 4.11 rear axle ratio and stiff shocks plus a set of 185/70-13 tires and exhaust headers. All these things are available now from accessories manufacturers; there's even a supercharger already out for the Vega. With these accessories, the Vega would indeed have the right to wear GT badges."
Small Cars in a '72 Turbostinger road test said, "The important changes happen under the hood. A small Switzer turbocharger coupled to intake system boosts horsepower to 155." "The Turbo-Stinger is a ball to drive." "Suddenly, you're accelerating very quickly and picking up speed faster than you ever have before in a Vega." "...there's a characteristic smooth surge that doesn't quit til you lift your foot. The surge is just one great rush with no one point where all hell breaks loose. There is no moaning or whining from the blower and no roaring from the exhaust—just quiet power. Operating with a stock rear axle of 3.36 to 1, Yenko claims the Vega Stinger can cover the quarter mile in 15.3 seconds in the 90-91 mph range. Top speed is a claimed 120."
Cars International in a '72 Vega GT station wagon road test said, "...Just then, out of the corner of your eye you see a tight 40 mph curve looming ahead...the car, still traveling 20 mph faster than the posted speed limit, heads toward the apex of the turn. To your pleasant surprise the Vega wagon takes the turn with the utmost ease. Body roll is almost non-existent as the Vega maintains a flat, stable attitude through the bend. At the conclusion of your test drive, you'll probably realize as we did that the Vega GT in a lot of respects is as close to a true GT as a car can get, but on the other hand, as much an Americanized compact as the Pinto or Gremlin. To start with, the Vega's strong points would definitely lie in its smooth styling and outstanding handling." The styling, or for that matter, the design of the overall exterior and interior package is the best we've seen on a small car. As for the handling...you've got a car that'll run curves around any other station wagon and put many an import in the weeds." On the minus side there are three unsatisfactory areas: engine noise, quality control, and price. The first area we should point out that the engine settles down to a fairly quite buzz at freeway speeds." "...since our test car costs over $3400. No matter how you look at it that's quite an expenditure for an "economical" little car, even if its the best handling, best looking station wagon we've driven."
Hot Rod July 1972, "Chevy's Aluminum V8 Vega"—To be production, or not to be...that is the question—"Chevrolet engineers have recently been creating a number of Vega prototypes that range from the Cosworth twin-cam four-cylinder Vega head conversion to the Wankel rotary engine. However the one that really attracted our attention was an aluminum small-block V8-powered Vega." "The engine was used in a special lightweight Corvette program and later installed in the CERV (Chevrolet research engineering vehicle). A 3-inch stroke crank was combined with the 4-inch bore aluminum block to yield a displacement of 302 inches. With 11:1 compression pistons, a No. 3736097 (better known as the "097 Duntov") mechanical camshaft and cast-iron four-barrel intake manifold sporting a Quadrajet carburetor, the car recorded a stopwatch quarter-mile standing start time of 13.97 seconds. This is quite commendable when you consider that the car is equipped with a stock 350 Turbohydro transmission, stock Vega rearend and street tires." "It is being examined and analyzed by the executives at Chevrolet., and if they find it acceptable and the idea of tooling up some aluminum small-block engines is economically workable, the car just might make it through the red tape and become production in 1974. Cross your fingers but don't hold your breath."
Car and Driver October 1972, "The 1973 New Cars" By Don Sherman—Small Cars "The solemn promise that America's smallest cars would not be casually changed from year to year has been kept for 1973. Pintos, Vegas and Gremlins are back with the same sheetmetal but underneath there's a raft of improvements" "The Vega's most glaring shortcoming, poor drivability, has been the subject of vast engineering attention. Revised intake and and exhaust passages in the cylinder head have increased the engine's power output at lower speeds." "A new Holley staged 2-bbl carburetor is now fitted to the big motor, eliminating the need for an air pump." "Even better news is that Chevrolet will no longer import Opel transmissions and shifters for use in the Vega. This year there is an American-made gearbox with a new linkage that mounts directly to the car body as with the Corvette. The new linkage is precise and light to operate, and with the more powerful engine, the Vega is at last an enjoyable car to drive. Handling is also improved with optional BR70-13 steel-belted radial ply tires."
Road & Track October 1972, "Technical Analysis: The Chevrolet-Cosworth Racing Engine"–260 bhp from 2 liters & 230 lb–R&T said, "This engine is important for three reasons: first, the use of the Vega block for a racing engine vindicates the faith of Reynolds and GM in aluminum bores and must influence others to follow their lead. Second, this engine should be eligible for Formula 2 racing next year, and Cosworth hopes that it will become the standard F2 engine. Third, 4-valve combustion chambers have been found to give low emissions with good power outputs." "So far 12 of these engines have been built and currently one is being produced each week. The first examples were delivered to Chevron and Lola...and after the initial batch the Cosworth EA will be available to private customers." "..each of the EA's problems is being cured as it appears; with Cosworth's proven record of providing race-winning engines and with the popularity of the 2-liter sports-racing class there is not likely to be a shortage of customers, even at $7000 per engine." "Chevrolet Engineering Personnel took a close interest in the Chevy-Cosworth engine right from the start...They were supplied with five of the first 12 engines and eventually decided to offer the Chevy-Cosworth as an option for the Vega."
Road Test December 1972, "Chevrolet Vega—Evolution Wins Out"—When the Vega was first introduced a few years ago, it came out as a clean, well balanced and pleasant little car. In effect it was to be Chevrolet's weapon in repelling the foreign infidels, especially those from Germany. Whether or not it has done this is a matter of opinion thus far. However, one thing has made itself clear, the Vega is still a clean, well balanced little car. Sticking with what was a pretty good original idea. For 1973 Chevrolet has has made some changes from previous years, but nothing drastic. While this is probably the year of biggest change for the Vega to date, these "major" changes are related to the use of new three and four speed gearboxes. Thus evolution wins out over revolution." "Of the two automatic transmissions available on the Vega, one of them has also been improved upon. The Turbo Hydra-matic has had its torque converter reduced an inch, from 11 to ten inches in diameter. With the smaller diameter converter, there is now a more immediate response in acceleration." "Braking and handling qualities of the Vega are little changed from before. Handling is better with the optional packages available, but you've got to be willing to put up with a firmer ride." "When you consider the various aspects of the Vega you could easily come to the conclusion that it's quite an automobile, which it is. Unfortunately, it doesn't fulfill its promise and potential. The single overhead cam engine looks like it should be a real winner, but isn't. Its performance has been below many European cars, with far less than the Vega's 2300cc displacement. The Vega engine has been rough, noisy and unable to operate at moderately high rpm. A good deal of this is the result of compromises through, along with the increasing demands of emission controlling equipment. Another major problem with the Vega is quality control, or lack of it. This has resulted in the Vega receiving more than its share of call backs for a number of odd design and production defects. Then there's the labor troubles GM has had with its Lordstown, Ohio plant, that manufactures the Vega. In spite of it all though, the Vega has made its share of friends, it also has the potential of being an exceptional automobile."
Motor Trend '73 Buyer's Guide - Chevrolet Vega "While its basic style is continued, Vega for 1973 features a number of improvements, some more obvious than others. Eight new exterior colors, four of them exclusive to Vega, contribute to the identity of the '73 model which is again offered as a hatchback coupe, sedan, wagon and panel express truck. For all the new Vegas, a body side molding with protective vinyl insert is optional." "Space for (front) bumper deflection is provided by moving the face bar foward approximately 3 inches on new, heavier brackets and braces." "Chevrolet claims that engine performance is improved for the base and optional engines through modifications of the cylinder head casting, Inlet and exhaust ports are configured for an increased and better balanced flow of air. This refinement, it is claimed, results in a power increase in low and intermediate ranges of operation, but advertised horsepower and peak torque output remain unchanged. For 1973, all Vegas equipped with manual transmissions will have new Saginaw-made boxes instead of those formally supplied by Opel. The Vega can now claim to be an "All-American" car...Chevrolet says "shift operations may be performed using less precise and more abusive methods without gear clash." The higher 1st gear ratio and lower 2nd gear ratio will provide a slightly higher accelerations rate. Four-speed manual and 2- and 3-speed automatic transmissions are optional."
Wheels January 1973, "Vega the brightest star" GM's Vega is, of course, its answer to the two-grand imports which dared to top the mythical 10 percent of American sales." "The car has styling which actually turned blase European heads and roused sporting questions at every refueling stop. It goes well enough for a big four-cylinder engine laboring under emissions laws and it stops better than most American cars. To our surprise it even handles on a par with European style family sedans — and of course it accelerates better than European or Japanese rivals at the price due to the 2.3 litres." "The Vega doesn't feel taut and high quality to the casual viewer. Still, it must be doing something right on home ground. Vega was the first anti-import to top VW sales, the sole measure of success in that league." "With the engine we tested and four on the floor 0-60 runs in the 14.5 seconds range were reasonable." "You could expect consumption pushing 30 mpg if you never exceed 60-70 mph but it slumped to 18.2 mpg on unlimited European freeways." "Controls are generally good for the class. Apart from the handy shift you have well-spaced pedals though the clutch on our test machine was sudden. The brake pedal gave good feel and the disc/drum brakes themselves hauled the car up short and straight with no drama." "The Vega has been called the best-handling American compact and I would tend to agree. Despite the beam back axle the coils are well matched at all four corners. You get good grip, minimal lean, and predictable understeer though not enough power to really hang the tail out on a dry road. The engine is obviously woking away up front when you start pushing 85 or 90 mph but you could still hear the radio and it never really sounded frantic despite running at speeds never intended around America." "In sum the vast Chevrolet resources were all applied to making a handy, fun-driving compact car with long US gait and engineered-in resources for a price which you find hard to believe these days. For the money a Vega is some sparkler."
Wheels Afield February 1973, "Economy Camping"—If you're on a tight budget and enjoy camping, there are a lot of ways to make economy vehicles into RVs—By Don Mathews
11) Hatchback Tent for Chevrolet Vega sleeps 2 or 3, opens in seconds and is easily snapped into place, is lightweight and water resistant,has zippered flaps, and can be dismantled, folded and stored inside your Vega. Makes overnight camping easy. Price: about $75, available thru Chevrolet dealers everywhere.
1973 Economy Tow Car Specifications
Chevy Vega 2-door coupe Base Price ($) 2060 / Rated seating capacity 4 / Base curb weight (lbs.) 2268 / GVW (lbs.) 3265 / Payload (lbs.) 997 / Factory Tow Package Yes, as individual options* / Recommended Engine 140 Four 2V / Rated net BHP 90 / Recomended trans. 4-speed man. or 3-speed auto. / Recommended Axle Ratio 3.36:1 / Gas tank capacity (gals.) 11 / Remarks *Two package includes wiring harness, H.D. cooling, class 1 hitch.
Motor Trend March 1973, "The Car of the Year Candidates" by Jim Brokaw. MT awarded the Vega GT 1973 Economy Car of the Year. "This year we expanded our panel to nine members, added an additional category, and offered the two best cars in class for the panel to make the final selection of class winners as well as the Car of the Year." "We can make a flat statement that the 1973 panel was composed of the widest range of opinion and judgment criteria in the history of the award. There was as much agonizing and trashing in the selection of catagory winners as in the tally for the big one." "Front runners in the economy class were the Vega and the Fiat 128SL. There is room for discussion on a Vega, with a $3183 price tag, being matched in economy with a $2650 Fiat, but the best version of the Vega came out on top matched against the best versions of its competition." "The determining factor was the sense or feeling of durability. The Vega was judged solid, warm and comfortable, with a good finish. Fiat, lacking in sound deadening material, recieved a vote of no confidence in regard to durability." "Pleasing the American car buyer is a delicate task. Economy really means economy with an illusion of luxury. This time Chevrolet won the guessing game."
Hot Rod June 1973, "Venom For The Vega"—Put fangs in your Vega's bite with these dyno-proven engine components—"In the July '72 of HRM, we ran a story and cover photo of Chevy's experimental V8 Vega. It was one of our best selling issues. Unfortunately, the car has been shelved and is now history, but the enthusiasm generated by its potential and its hint of supercar still exists. The thought of having a little Vega that can blow off or even keep up with its big brothers is a pleasant idea indeed." "Sonny Balcaen, owner of IECO (Induction Engineering Company) in Santa Monica, California, has logged dozens of hours on his flow bench and on the dynometer at Falconer and Dunn Racing Engines in development of coordinated kits and components for hopping the Vega four-cylinder engines. The least expensive of IECO's Vega packages is a Dyno-Pak kit that will up the stock horsepower by 10 to 15 percent. For those you want to extract the most from their engines, IECO also offers more exotic components, such as a ported cylinder head, special pistons, high-lift cams, Weber carburetors, headers, etc; that have been combined to yield as much as 190 horsepower with the stock displacement." "In addition to the engine components, IECO stocks a number of chassis and suspension pieces that will make your Vega's handling and stability match its new-found performance. The ported racing head is the end result of some 30 hours of flow bench work alone and provides a substantial improvement over the stock head." "IECO/Forgedtrue pistons bump the compression to a healthy 11.5:1 ratio." "Three cams are available. They are designed by Crower, in conjunction with Sonny and all the information he had gathered." "The Weber carburetor package is the most expensive modification sold by IECO..it includes two Weber DCOE-9 carburetors and a special tubing-type intake manifold, all the required linkage and silver-soldered steel gas lines." "In designing headers for the Vega engine, several configurations were tried until the desired results were obtained. The configuration which was finally selected is of the four-tube variety and yields the most increase in the upper rpm ranges."
Road & Track June 1973 featured a "Vega 2300 Owner Survey"—The level of assembly doesn't match the virtues of the design—"The Vega is smaller, more nimble, and more sporting and has generated more technical interest than the rest of the maker's line since the 1963 Corvette. The Vega is thus of interest to Road & Track readers, who bought the car and responded to our owners surveys in numbers sufficient to allow a survey of 150 owners rather early in the model's life." Fully 20% of the owners responding to our survey are less than 21 years old...and 65% are between 21 and 30. The models and options reflect an interest in machinery, with 65% of the cars having the GT package...only 10% of the cars had automatic transmissions and 4% had the basic 3-speed manual. For utility 40% bought the hatchback coupe (or was this for style?)...For comfort, 24% have air conditioning...13% of the owners volunteered they had made changes after purchase—shock absorbers, engine tuning kits and headers being the most popular.
The most popular reason for purchase was handling with 53%. Close behind that was style with 51%. The Vega's design attracted 47%. The Vega's low price was a lure for 19% and 24% said they were influenced by its promise of economy..."
"Five Best Features—Reliability, Handling, Economy, Design, Comfort. A whopping 65% found Vega handling to be the best thing about the car. "Five Worst Features—Engine Roughness, Lack of Power, Gearshift, Quality, Noise." "The favorite "worst"—and it was close—was noise and vibration... And 21% complained about a lack of power." "The engine gave trouble to one-third of the owners...The head gaskets blew for 8% of the owners...20% reported carburetor troubles as a separate category." "70% would buy another Vega and 30% wouldn't, show a high degree of dissatisfaction with the car." "And while we have have many owners with problems we also have 16%, a better-than-average percentage, of cars with no trouble at all. The design and the concept are sound, just as Chevrolet intended and as the buyers hoped."
Road & Track June 1973 in a Vega GT road test said, "The 1973 Vega is still the stylish, somewhat sporting economy car it was when new, but improved. A look at the adjacent Vega owner survey and previous R&T Vega tests will show that the Vega needed improvements. The concept is sound, as we say there, but the details and one major component (the engine) are troublesome." "The basic car isn't changed, but the safety related bumpers make the '73 longer by 2.5 in. and heavier by 179 lb. The engine is doubly improved, as it has the reduced emissions required by 1973 law and better performance (regardless of official power ratings) requested by the owners." "The performance is improved. The 1971 Vega with optional engine and 4-speed transmission did 0-60 in 14.2 sec and the standing quarter mile in 19.3 sec, respectable for an "economy car", but its average of 18.6 mpg wasn't in the economy class at all. The '73 did the same acceleration tests in 13.5 sec and 19.1; and returned a full 26 mpg! The reduced acceleration comes despite new gearing and better economy partly because of it. Progress in both areas on one car is rare...the Vega is now comparable to the other economy sedans and coupes in terms of acceleration and economy." "The Vega shifter is ranked as a worst feature by Vega owners and it has been improved for '73." "The gearshift has been reworked to match the new transmission.. It's less balky and more precise than the original units." "Vega engine noise and roughness got another bad mark from the owners." "The engine does thrash at high rpm in the lower gears but not as much as before, and at road speeds the Vega is now quieter than most 4-cyl sedans." "The owners have listed handling as the best feature and so have we since the car was new. The optional radial tires have improved upon a good thing, then as the '73 Vega had improved road feel and the tires didn't nibble over lines and cracks in the pavement. With these tires the Vega does better on the skidpad than every other car in our test summary except the Jaguar XJ6, very select company indeed. It also outdoes the '73 Corvette on its radials in this particular test." "Because the Vega is little changed inside, there's not much to discuss. The outside mirror is too small., the glovebox-with-door is welcome, the GT package brings a fine selection of instruments and the hatchback and fold-down seat are us useful as ever." R&T concluded, "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.."
Motor Trend June 1973 on the "1974 Chevrolet Cosworth Vega Twin-Cam"—Chevy's exciting 16-valve Twin-Cam Cosworth-Vega is the hottest enthusiast car from a U.S. automaker since the Z-28 and the Shelby-Mustang. Better yet, the Feds will love it because of its clean exhaust breath.—"Up top is the special head, cast of aluminum instead of the Vega's iron. It was designed along pure racing lines by England's Keith Duckworth of Cosworth Engineering Ltd., creator and builder of the V-8 engines that have powered all the World Championship Grand Prix drivers since 1968." "Chevy may be casting an envious glance at the new small transmission just introduced by Borg-Warner that's available in a five-speed version. That with this engine would really be something." "One thing it won't be is cheap. For the complete option package on the Vega fastback coupe the price tag could not be less than $3700...It could add up to America's answer to the BMW 2002 tii, if it's built with better than usual Vega quality control. About the only thing wrong with the Vega is its unpleasant engine, and Keith Duckworth has taken care of that, and then some. We can't wait to get our hands on one."
Motor Trend June 1973 "Announcing Motor Trend's Hall of Fame" We've made a few nominations for the great ones and we're asking you for your list of all time winners." "Car of the Year"—1949-1973 "Motor Trend's 21 Car of the Year selections are nominated. In their day they represented domestic excellence or innovative thinking." 1971: Chevrolet Vega
Motor Trend June 1973, "Factory Tour: Lordstown Vega Assembly Plant" by Kyle Given. "The subject of several highly controversial articles in national magazines recently (MT May, '72), the Lordstown, Ohio, General Motors Assembly Division Vega and van factory is one of the most remarkable plants anywhere." "The plant assembles Chevrolet Vegas, designed to be a "zero-defect" car, and it pushes them out the doors at a rate sometimes approaching 100 cars an hour, 16 hours a day. Close to 8000 United auto workers man postions at a highly automated assembly line which turns an endless belt of component parts into complete cars. The process takes only 18 hours per car, and (more often than not) 100 cars go through the line per hour." "Chevy's Lordstown facility is an assembly plant, meaning all the various parts that go into the making of a car are shipped to Lordstown where they are put together to build the car. Sheet metal and other components body parts arrive from the nearby Fisher Body Division fabricating plant adjacent to the assembly plant. Engines, transmissions, rear ends, suspensions, steering units, interiors, and accessories arrive from subcontractors throughout the country."
Road Test August 1973 RT/Test Report "Baby Grand Tourer"—Pick the right options, and you have a winner in the handling department—"For those who feel that sheer raw cornering power is an essential ingredient to make an interesting car, a stint behind the wheel of a well equipped Vega will be a real eye opener. There they will learn what sheer raw cornering power feels like." "The Vega could be thrown into just about any kind of turn with full expectation of making it through;" "the cornering force developed was far beyond expectation." "The bucking engine has somehow been tamed by invisible means." "New carburetors have made the mileage worthy of an economy car." "The power steering has only 2.82 turns lock to lock and has feel equal to the best rack and pinion manual steering. "While the round the corner manners greatly exceeded our expectations, the straight-line acceleration was disappointing. The maximum horsepower figures of either the standard or optional engines doesn't exactly make them towers of power, but they are big for fours and consequently have good low-speed torque. "The four-speed gearbox was crisp, precise and impossible to fault." "The disc/drum brakes performed flawlessly at all times...Panic stopping tests were accomplished with no tendency to swerve. Short stops without lockup were easy. The 70-30 division of braking effort between front and rear wheels proving to be ideal. The parking brake's grade holding ability seemed exceptionally good compared to the average of the cars we test." "The air-conditioning is easily the best of any of the so-called "little cars (we avoid the term "economy car" with an option list as long as the one this car had. A $3500 price tag tag plus destination charge, plus tax and license puts the car clear out of the ballpark.)" "The aluminum engine is evidently easy to cool. Warmup was quick, and the heater put out blasts of hot air on demand." "The interior, seats and carpeting were well done and of good materials. But they should be, since they were all fairly expensive extra cost items. Going over the finish didn't reveal any any objectionable flaws, either." "Serviceability on the Vega appears to be a snap." "Visibility is excellent all around with absolutely no blind spots." "The Vega can be an economy car if you're careful in picking your options. The one we tested was more like a sports car and pushing the intermediate price range."
Road & Track August 1973, "Cosworth Vega For The Road" said, "With the Cosworth Vega, Chevrolet breaks new ground in American production engine design. It is the first twincam design and the first 4-valve (per cylinder) design since the classic days, and the first to incorporate electronic fuel injection." The new Cosworth Vega engine retains such technological breakthroughs as the the all-aluminum diecast cylinder block, silicon bore surfaces and iron-plated aluminum pistons. But here the similarity ends. The Vega twincam is an all-aluminum structure from the block right up to the camshaft cover. Total weight is 305 ready to run. This is 40 lb less than the base Vega engine." "The chamber floor is formed by a deep-dish aluminum piston giving 8.5:1 compression ratio, up a half-point from the standard engine. For extra strength and durability pistons are forged, not cast as in the current Vega." "Little cost was spared in designing and producing the Cosworth Vega to be as "bullet-proof" as possible. For instance, connecting rods are magnafluxed to detect cracks and then shot-peened to reduce surface stress, processes previously reserved for high-output engines like the Z/28. The crankshaft is forged (the standard one is cast) and the surface is hardened by a Tuftriding heat treatment for fatigue resistance. The crank is unique in another respect; a shortened throw compared to the current Vega engine, which reduces the stroke from 3.62 in. to 3.16 in. and the displacement from 140 cu in. (2.3 liters) to 122 cu in. (2 liters). Engines currently being tested are putting out about 130 bhp net at the 7000-rpm redline, an increase of of 45 bhp over the high-output engine with 2-barrel carburetor. Torque is is an impressive 125 lb-ft and the curve is unusually flat from 2000 to 7000 rpm. Development work is still being conducted to further improve mid-range torque without sacrificing top-end power so these numbers aren't final." "The Vega's already good handling has been improved further..roll-couple distribution has been revised to reduce understeer." "Engines will be built by hand using production specialists in a special off-line room at Chevrolet's Tonawanda engine plant. Time will be no object—each engine and each car will be built right regardless of how long it takes, so say the Chevrolet people."
Car and Driver August 1973, "Chevrolet Sports Dept. 1974 Cosworth Vega" said: "Chevrolet Cosworth Vega-16 Valve. More than an engine. A taut muscled GT coupe to devastate the smugness of BMW 2002tii's and 5-speed Alfa Romeo Alfetta GTs, A limited run of 4000 machines, each one built away from the tumult of the assembly line to precision tolerances, as a show of technical force by Chevrolet. All of them will be collectors items. That is because Chevrolet has done the right thing...they've culled all the best Vega components—the body and much of the chassis—and started almost from the beginning with the powertrain." "Chevrolet was not likely to design up a completely new engine just to make a few Vegas go fast. But it did. In fact, it had started even before the Vega was announced publicly." "It was not until Easter of 1971 that Chevrolet Engineering put together a proposal—a gussied-up Vega fastback with a Cosworth engine—to show John DeLorean. The car was to be an image builder, a little something to show the world that Chevrolet Engineering could knock BMW off with its left hand if it wanted to. DeLorean liked it. So the project started off on its unsteady path toward eventual limited production. In the final version, the engine is basically a Cosworth design—although it is made entirely in the U.S." "In addition to the obvious high-rpm benefits of the shortened stroke, it also brings about a dramatic reduction in engine vibration, something the Vega has needed every bit as much as more horsepower." "Even though the Vega GT is an exceptionally capable small car, they've chosen to stiffen the springs and shocks and redistribute the roll couple more to the front. The interior will be much the same as a Vega GT except for an 8000 rpm tach and an engine-turned aluminum instrument panel." "The Cosworth Vega is meant for driving, not showing off." "The Cosworth Vega will please its owner by virtue of its efficiency and sophistication." "The Cosworth Vega is closer to an uncompromised GT car than anything Detroit has ever built."
Hot Rod August 1973 "She's So Fine, My Z/09" With twin overhead cams and electronic fuel injection, the Cosworth Vega just might be Chevrolet's street version of the Offy. "The decision to offer the twin-cam Cosworth head package (RPO Z09) is based on the production of a finely engineered total vehicle to be competitive with such performance imports as the Datsun 240Z, BMW 2002 and Alpha GTA." Of course the heart of the package is the Cosworth cylinder head. Unlike the stock Vega head, which is cast iron, the Cosworth version is cast from 356 aluminum alloy with sintered-iron valve seats and cast-alloy valve guides, resulting in 36-pound weight saving over the conventional head." "The release of this engine represents a breakthrough in terms of emission-controlled high-performance engines." "With a little luck, this kind of engineering thinking might be the vanguard of things to come on a whole new breed of performance cars from Detroit."
Road Test September 1973, "Technical Report: The Cosworth Vega Engine" RT said, "Double overhead camshafts, four valves per cylinder, electronic fuel injection, breakerless transistorized ignition, and all-aluminum construction make this the most race-like engine ever offered for street use." "It comes as somewhat of a jolt to seasoned observers that Chevrolet would actually go as far as to make something just one step removed from a pur sang racing engine available as an option. But that's exactly what has happened: RPO (for Regular Production Option) Z09 Cosworth Vega is a direct derivative of the EA racing engine. Although it will probably be widely thought of as a souped up Vega engine, it is in truth a de-tuned EA racing engine. It lacks the EA's dry sump lubricating system (neither necessary nor desirable for passenger car application), has a lower compression ratio and different valve timing and uses Bendix electronic fuel injection in place of the Lucas mechanical injection, but bore, stroke and valve sizes are identical. The Bendix injection is actually more sophisticated than the Lucas since it has to cope with a wider range of operating conditions as well as emission controls. A number of factors have conspired to bring about the Cosworth Vega, an engine the likes of which virtually no one ever expected to see in a passenger car. From Cosworth's standpoint the aluminum block is attractive because it offers a 30 to 40-lb weight saving over cast iron ones, a very worthwhile amount in 2-liter and Formula 2 racing. And Chevrolet, by its own admission, wanted something to generate excitement and bolster interest in the Vega, something that Chevy fans agreed was sorely needed. Performance had been an important part of the Chevrolet image ever since it first came out with a modern V-8 in 1955, and the Vega lacked any real performance option. But wants by themselves would never have turned the tide in favor of anything as radical (by U.S. passenger car standards) as the Cosworth Vega engine had it not been for the fact that the 4-valve, narrow stem angle combustion chamber layout happens to be inherently clean when it comes to emissions while still giving good power output."
Car and Driver October 1973 "The 1974 New Cars" by Don Sherman "Detroit's dull-reflux recognition of the Super Coupe phenomenon is the big news within small car ranks. Both Ford with the Mustang II, and Chevrolet, with the Cosworth Twin-Cam Vega (C/D, August) have adjusted their sights from strict economy to well-rounded performance—without leaving the small car framework." Chevy's 16-valve, fuel injected, twin cam, Cosworth-created, limited-availability Vega...the idea is to spoil Mustang's fun. "Meanwhile the established economy team of Pinto/Vega/Gremlin wages the battle against the imports with but a few changes other than those demanded by law. The Vega has a new front end, said by Chevrolet to be necessary for an acceptable solution to bumper requirements. The rear is simplified with two taillamps instead of four and a straight cut opening for the decklid. At the same time, the heart of its bulky interior ventilation system has been moved from the decklid and placed in the door jambs to increase luggage capacity. Powertrains remain largely unchanged in the Vega, although the two-speed Powerglide automatic has been discontinued."
Motor Trend October 1973, "Why GM Will Sell 5,000,007 Cars in 1974" editor Karl Ludvigsen said, "Even tougher bumper standards are in effect for 1974." "On the Camaro and Vega, Chevy estimated it saved 50 pounds per car over possible alternatives by using extruded aluminum bumpers supported by splayed leaf springs which buckle when struck, then flex the bumper back into postion." "Studded with bolt heads and obviously angular, the bumpers on the new Vega look like Brink's truck rejects. Not much can be said for the stamped-steel front grill panel with its uninspired louvers. A new inlet manifold has given the 140 CID Vega engine from 5 to 10 percent more output in its mid-range—around 3000 rpm. A filler cap on the right side of the car opens on a much larger fuel tank, holding 16 instead of 11 gallons. (That's a tank size that has been used for some time on experimental Vegas equipped with the more thirsty GM Wankel engines.)" "Motor Trend has dealt with the 122 CID 16-valve Cosworth Vegas and suffice to say that it's a good thing the specialty car will not be introduced until mid-'74—it needs more work to be a pleasant car." Chevrolet: "Chevy's direction was summed up by general manager Jim MacDonald. "We have to excite the customer." Well, judging from the little three, there will be some excited customers. The highly vaunted Cosworth Vega, which won't be introduced until mid-'74, turned out to be a bit more than expected in some areas and a bit less in others. Like all the cars we drove, the twin cam Vega was hard to bring out of the hole. Part of the problem was a well-used clutch, part of the problem was the requirement to have a proving grounds driver riding in the back seat, and part of it was no suds on the bottom, a trait endemic to all Vegas. Once the the wheels got turning, it was a whole new world. The little black and gold beast went whipping through second and third like a dose of salts...The top gear is just for cruising. We'll give you a better readout when we get a fresh one for testing later in the year. Handling is excellent, the shifter is better than the average Vega, and most of your work will be in the hot gears."
Motor Trend October 1973, "How To Get 32 MPG From Any Vega"—In which we prove that the price of economy is not always paid in performance" By Allen Stockton "Fortunately for Chevrolet, Vega's early teething pains are over. The '73 models are recording true gas economy. In Environmental Protection Agency tests, the little Vega scored 21.5 mpg, well behind the Datsun 1200 with 28.7 mpg, but highest among the domestics. And now the welcome news. Even better Vega mileage, to the tune of a 25 percent improvement, is availiable through a system of rather simple adjustments. The trick is a reworked Vega head, and what makes the project even more appealing is a noticeable increase in performance and low-speed drivability, along with lower emissions of carbon monoxide and hydrocarbons. We've driven some of these modified Vegas, checked gas mileage, examined the new head—and it all works. The head is a product of Doug Roe Engineering, his Quench Head design. Roe is a former Chevrolet liaison and development engineer who was active in the Vega program, and who has special expertise in carburetion." "Roe was aware that the stock head's combustion chamber shape did not lend itself to power improvements without some fundamental changes." "By furnace welding, he adds a metal wall around the valves to form a new combustion chamber. In finished form it resembles a heart with a rounded base. The reduction of combustion chamber size automatically increases compression ratio from the stock 8:1 it is now between 9.2 and 9.5 to 1." "Three cars were involved in a final run: the original test sedan, Roe's Q-Head coupe and a Vega panel express which holds an American Hot Rod Association national class record of 15.63 seconds and 81.52 mph in the quarter. The panel truck had been converted back to street trim by replacing the headers with stock exhaust and exchanging the 4.11 race gears for a 3.36 set. Except for race preparation (engine blueprinting) and a performance version of the Q-Head, the engine is essentially standard. The little truck is in daily use as Priminion's shop car. Our new gas-mileage course was a 64-mile, random Sunday-sightseeing trip around greater Phoenix, air conditioning in full use (except for the panel, not a/c equipped), with no efforts to achieve good economy. The temperature was hot, just above 100 degrees. The now-stock sedan delivered 22.56 mpg, while the air conditioned coupe with its 2.52 axle and the panel express tied at precisely 30.94 mpg." "As for cost, on an exchange basis an unassembled head lists for $175, while a head ready to bolt on (stock cam) is $275. Heads highly modified for power—ported, polished, special camshaft—will cost on the order of $300-$500 depending on the customer's specifications."
Road & Track October 1973, "Annual Model Change, 1974" said, "Thus we have the Vega, which has evolved into a fully competitive economy car that can be fun to drive..." "Chevrolet has given the Vega a set of 5-mph front and rear bumpers appropriate to its light, economical nature: aluminum bumpers on metal springs. These add 68 lb weight and 3.2 in. length to the Vega—but a conventional steel system also considered would have added 150 lb. Front and rear ends of the car have been redesigned to harmonize with the more massive bumpers; at the front a slope-down treatment with multi-slot grill visually minimizes the bumper projection." A prototype Cosworth Vega was on hand for driving impressions." Our test drive was around a serpentine but flat course with sweeping and tight turns appropriate for speeds of 30 to 60 mph. In a smooth-pavement workout like this the Cosworth Vega is delightful. The suspension roll resistance has been redistributed toward the front to give more understeer than the standard Vega handling package—anti roll bar diameters are 0.900 in. front, 0.625 in. rear vs 0.875 and 0.750—to keep the car tame with its greatly increased power. It works—the Cosworth Vega corners flat and fast and its simple work to corner in just the attitude one wants it to."
Hot Rod October 1973, "GM New Cars" said, "All the cars have new bumpers, of course, but the real news about the bumpers is that the stylists seem to be coming to grips with the problem. The chrome-plated I-beam look is just about gone from the front of GM's offerings. Vega, Camaro and Firebird, particularly, have benefited both aesthetically and functionally from the new front-end treatment." Chevrolet: "Chevy wasn't due to restyle the Vega for at least another year, but the new bumper laws made a redesign necessary, and they took advantage of it to update the front end. Consensus at the previews was that the new front is a success, which makes Chevy happy, but what about all the people who believed the ads when the Vega was introduced? Remember, "If you like the 1971 Vega, you'll like the 1975 Vega"? Besides the styling, the Vega has undergone only detail modifications. Later in the model year, the long-awaited Cosworth Vega will become a reality. No price for the Cosworth yet, but rumor has it it will be $1800 more than a standard Vega. That's 240-Z territory, fans, and apparently that's right where Chevy wants it."
Hot Rod December 1973, Roddin' Random said, "On May 17, 1973, the one-millionth Vega trundled down the ways and out the door of Chevy's Lordstown plant. 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.. It comes with bright orange paint, white stripping, a "Millionth Vega" decal in the door handle, and power steering. They'll probably sell a million of 'em."
Road & Track December 1973, "Road Tester's Year" said, "As for the Vega, kudos to Chevrolet for finally making this car what it should have been in the first place by hard work in refining the details. It's now quieter, quicker, and more economical than the first year (1971) Vega was—and as you must realize by now that is quite an accomplishment. The price is still attractive too, and note that our test car (with optional wide wheels and tires) had cornering power solidly into the sportscar class."
Car and Driver January 1974 & 1974 Buyers Guide said of the Cosworth Vega, "The Cosworth Twin-cam Vega is Chevrolet's latest Image Car, temporarily upstaging even the Corvette. Chevy, late into the small-car market with the Vega, has something to prove. And they're doing it with a race motor tuned for the street and harnessed to an American sub-compact." "Very subtle indeed are the differences between the Cosworth Vega cylinder head and that of the Cosworth Ford-DFV three-liter V8 used in Formula One. The later has racked up an impressive 66 wins out of the last 83 World Championship races. The Cosworth Vega engine will use this racing technology to achieve high performance on the street at low fuel and emission penalties." "The current test car's 16.2 second elapsed time and 85.0 mph trap speed betters the early acceleration runs by 0.6 seconds and 2.3 mph. Response at 3500 rpm is strong enough to use fourth gear for passing...Around town you can ignore the gearbox and still do well. Pintos and Opels drop behind in an instant. Mazdas, V6 Capris and 240Zs are a little tougher, but fair game. And if you're willing to stir the shifter, BMW 2002 tiis and Alfa GTVs are yours for the conquering. In fact, the only 4-passenger coupes faster than a Cosworth Vega have a Detroit V8 under the hood. To match the straight-line brawn, the Twin-Cam Vega has what it takes to prevent embarassement when the road begins to twist. And the the suspension is the eminently capable all-coil spring layout from the Vega GT." "Unfortunately, there will be but an elite few that will taste the rare and exclusive virtues of a racing engine finely honed to fit the needs of a compact American GT coupe. A natural part of the appeal is exclusivity. Chevrolet engineers have sold management on 5000 cars...It will certainly be available as a service part with a host of heavy duty parts for "non highway" (i.e. racing) use." There will be less than one for each of Chevrolet's 6000 dealers." "Chevrolet has not yet announced the tariff, but the final legitimate asking price could well be enough to scare off those frail of bank account. If price is no problem, we suggest you quickly grab a spot in line."
Road & Track 1974 "Fuel saver" Chevrolet Vega & Cosworth Vega—Good handling and attractive styling plus the exciting Cosworth version—It's hard to believe that the Chevrolet Vega is now in its fourth model year; one of the reasons is that General Motors has kept its promise by not changing the design every year for artifical marketing reasons and the 1971-73 Vegas, except for detail engineering improvements, seem as one model. In 1974, changes dictated by federal regulations, particulary to bumpers, have produced the first real change in the Vega's appearance, while the Cosworth-engined coupe is a special high-performance model for a limited market. The restyled nose with its horizontal grill slots and angled headlight housings is clean and interesting and can be considered an improvement although many Vega enthusiasts prefer the older front end." "Although attractive in design outside and in, the Vega still doesn't quite have the assembly standards to match the better imports; it's built to a price and can be dressed up by various optional equipment without becoming really refined. As a performer, the Vega does extremely well. With the 75-horsepower engine and the 3-speed manual transmission, the unadorned car is basic transportation that can beat many imports on a cost-per-mile basis. With the 85-horsepower engine, 4-speed manual, the handling package and radial tires, it is a lively car with excellent roadholding and braking. Its engine is also strong enough to handle an automatic transmission and air conditioning without an unacceptable performance loss. "With a twin-overhead camshaft, 4-valve-per-cylinder, fuel-injected version of the Vega four engineered by Europe's most successful engine builder, the Cosworth has 135 net horsepower, can reach 60 mph in under 8 seconds and will do the quarter-mile in approximately 17.5 seconds." So, Chevrolet has a wide base with its Vega range, from rock bottom economy trim to street racer, and the car's basic soundness plus wide dealer network mean an overall dependability that must be appealing to many Americans."
Motor Trend May 1974, "Super Vega"—Getting 47.1 miles per gallon from a 1974 Vega was easier than we thought" by John Fuchs "Our Vega has the the base 140-cubic-inch, one-barrel engine, three speed manual transmission, and a 2.53 rear axle ratio." "To establish the base line for the project, we ran the stock Vega at an average speed of 37.5 miles per hour around our 73-mile gas mileage test loop, and recorded a figure of 30.0 mpg." "The first items to go in the Vega in hopes of improving its mileage were some special lubricants that we'd been saving for just such a project. Key Oil Company states that any purchaser who completely fills the engine, transmission and rear axle with the proper Key Oil lubricants should recieve at least a 10 percent increase in fuel mileage and a 5 percent increase in horsepower..the results were worth the effort. Another trip around our loop netted a figure of 34.0 mpg, for an increase of over 13 percent." "The next step is one which should be familiar to many Motor Trend readers, since it involves an item we featured in another economy story last October (32 mpg From Any Vega). The piece used was a special Vega cylinder head by Doug Roe Engineering in Phoenix, Arizona, that features vastly reshaped combustion chambers for increased engine efficiency. It's called the Quench Head and Doug modestly predicts a mileage increase of six or seven miles per gallon." "The design was originally developed at Chevrolet, where Doug spent 17 years as an engineer, but Chevy felt it was simply too expensive to change over to this design. Doug wanted to perform the installation himself so we drove the 420 miles from Los Angeles to Phoenix, driving at an average speed of between 60 and 65 mph. We achieved a mileage figure of 25.6 mpg at those high speeds." "Doug made the head swap the following day, drove the car to make sure everything was functioning normally and turned it back to us for the trip home." "On the homeward bound leg the Vega averaged 33.3 mpg at exactly the same cruising speeds for an increase of 7.7 mpg. Admittedly, Doug's head does increase the compression ratio by about a point, from 8.0 to 9.0, and may require premium fuel. Back home..we took another tour around around the loop and recorded a figure of 41.9 mpg, an increase of 7.9 mpg and 23 percent. Next on the agenda was a product that's been around in one form or another for 40 years...The item is a vapor injector which was used on fighter planes in World War ll and appeared on the Oldsmobile Jetfire about 10 years ago. It consists of a large bottle..with a hose that connects into the carburetor either through a vacuum line or through a replacement idle-air bleed screw that comes with the unit. The bottle is filled with a special chemical..and the vapors produced are drawn into the engine by vacuum. These vapors mix with the gasoline and air mixture to not only cool the mixture and boost its octane rating but also to promote more complete combustion." "The APO injector was installed in a matter of minutes and then we took the car out for a few warmup miles..the 50 mph steady-state mileage had jumped to an incredible 45.36 mpg!" "This trip around the loop resulted in an astounding 47.1 mpg, beyond our wildest dreams for this project. The Mark II vapor injector had improved our mileage by another 12 percent." "So, with careful driving and the judicious selection of mileage improving products, we've managed to squeeze 47.1 mpg out of our econo-Vega." "Keep your eyes on Motor Trend as the Super Vega aims for 50 mpg."
Motor Trend May 1974, "Best Bets — Used Economy Cars"—In the midst of the Energy Crisis, the best "new" car may well be a used car—John Lamm said, "The premise is there are a goodly number of economical, serviceable used economy cars languishing on the used car lots of America—if you know which of those cars to buy. To that end, we present a list of suggested econocars and a few qualifying comments. "Chevrolet Vega — 1971 $1750-$2000 "Motor Trend's Car of the Year for 1971.
Granted, there were production problems with the earliest models, but the resultant problem cars should be weeded out or painfully obvious by now. We got as much as 28 mpg from the original 90 horsepower engine (there was also a 110-horsepower version) backed by a four-speed transmission. Quarter-mile time were in the 19-20 second range for both cars with manual transmissions. The two-speed automatic transmission cars were slow."
Car and Driver June 1974, "Tire Test" said, "The selection of the test car was staightforward. The Cosworth Twin Cam Vega is specifically designed for sporting driving. The well-balanced suspension allows investigation of the individual tire characteristics at higher speeds and under more varied conditions than would be possible with almost any other small car. The appropriate speed, acceleration, and distance recording instruments were fitted to the Cosworth Vega for each test."
Road Test July 1974, "Chevrolet's Energy Miser"— The much refined and improved Vega is now a top contender in the fuel economy department—"It's very apparent from driving the 1974 model that a lot of invisible changes have been made-all for the better, we are happy to report." "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." "The optional air conditioning, as before, simply cannot be faulted. The outlets are all in the right places, and you have complete control over all modes of cooling and ventilation." "The Vega four-speed gearbox from GM's Muncie plant was introduced previously, but rates a mention because of its outstanding crispness and general shifting qualities." "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." "The Cosworth Vega and the postponed Wankel engine Vega provide exciting topics for reading and conversation, but the one that's here now, because of its timeliness is probably the most eagerly awaited of all."
Road & Track August 1974, "What Happened to the Cosworth Vega"—Chevrolet really wasn't ready last fall— "Just one year ago we featured the Cosworth Vega with a flourish: it appeared on our cover and a technical analysis of it occupied five R&T pages." "At the time of our story, however, the critical 50,000-mile durability test required for final government certification of any car-engine "family" hadn't been run. The Chevrolet engineers were only in the final stages of their basic engineering work, still working out things like valve timing, idle speed and ignition-advance curve." "Of course the two CV's met all the emission standards when they began their 50,000-mile journey, but trouble began to develop quickly." "..the second car's engine was down on power. A compression check showed two leaky cylinders, and since repairs extending into the combustion chambers themselves are not permitted by EPA rules, there was probably no alternative but to discontinue the test on that car. Chevrolet did just that, issued a release to that effect and added "additional efforts to certify the engine may still be made—but none have been scheduled." "For now it's crunch time. A relatively exotic, limited-production car for which the effort to certify is large in proportion to its commercial value to the carmaker is the natural car to be abandoned when the going gets tough."
Road Test October 1974 said, "When you've got a winner, why change? That was no doubt the question across the table at the '75 design conference for the Vega and one which brought out the obvious answer. So the hatchback, notchback coupe and wagons are physically unchanged for 1975, but there are some important changes that can't be seen...but can be appreciated! The engine has received a lot of work to increase engine life and performance. The addition of hardened exhaust valve seats and overheating protection are two steps, but generally the life of the engine components has been significantly extended."
Motor Trend November 1974, "Can Super Vega Break The 50-MPG Miricle Mark?" By John Fuchs —After 8 months, 11 modifications, 10,000 driving miles, a case of athlete's foot and a desperate scheme with a pan of ice, the answer is: Close, but no cigar.—With the gains that we made in the first series of changes (May 1974), we figured that the 50 mpg barrier would be a cinch to hurdle. But to increase the accuracy of our tests we made arrangements to use a highly sophisticated fuel-flow meter..with a retail price of well over $2000, was originally intended as a piece of laboratory instrumentation for mileage testing, but we decided to try to adapt it to a moving vehicle." "The difference between 42.9 mpg and 47.1 mpg, our earlier figure, on our 73-mile loop comes out to 0.15 gallons of fuel over a two hour, 73-mile route." "We found out later after deciding to go ahead with the test anyway, that such an error might be possible, either due to the flow meter or due to the fact that all new cars now have a closed fuel system that returns vapor to the tank after condensation, and the meter has no way to compensate for this return. Nonetheless we forged ahead, and installed a Doug Roe carburetor kit...the mileage picked up slightly to 43.5, a little over half a mile per gallon..we're sure that the use of such a kit on a stock Vega would provide more of a percentage increase." "At one point in our testing we mounted a fiberglass front spoiler made by IECO of Santa Monica to our Vega and found it to provide a an increase of almost a full mile per gallon at a steady speed of 60 mph. We never did get to try it around our loop, as it was surgically removed during an encounter with a very steeply-angled driveway." "Next on the agenda was a special ignition unit..called an MSD ignition unit for Multiple Spark Discharge..The spark plug, then, fires anywhere from 5 to 20 or more times per power stroke..The trick is that the more times the plug fires, the better the chance that all the gasoline gets burned. our marginal increase to 43.7 mpg was somewhat disappointing. But the true benefit of this system was the tremendous improvement in drivability. The engine felt cleaner and crisper, and the change in engine smoothness could be heard as well as felt." "Next came the big flog—a set of Cyclone tri-y headers coupled to reverse flow Hush Trush muffler. The headers provided an increase both in low-end torque and in high rpm power. Around the loop the modification showed up as even further improvement in drivability, but the mileage was an identical 43.7 mpg. Well, we figured, maybe we were really approaching the limit this time. As a last resort, we decided to try one more item—the Hydro Catalyst.The device is installed between the carburetor and the intake manifold..we found that the Hydro Catalyst used with regular fuel and an extra 4 degrees of timing, produced an increase to 44.8 mpg, or more than one mile per gallon at a point where we thought we had dead-ended. And so our modifications were complete, or so we thought. But a check with the manufacturer of the flow meter in search of possible errors led us to the possibility that we might be getting an excess amount of vapor throught it, particularly at the high ambients we were running in. A rather crude setup of placing the imput fuel line in a pan covered with ice produced an additional half-mile per gallon increase to 45.3, an indication that perhaps we were on the right track." "We did prove that that it is possible to get exceptional mileage from a normal four-passenger car if you set your mind to it. And though we never topped the miracle 50-mpg barrier around our loop, these figures are all average figures that include idling periods, stop-and-go city traffic, and acceleration and deceleration periods on the freeways. With the use of the flow meter we have seen that the steady state mileages on the freeway at constant speeds were considerably better than the average figures." "..an average speed on a level road of about 43 mph provides a mileage of 55.6 mpg. So, we can honestly say that our Super Vega has recorded mileages over 50 mpg, but only under strictly controlled conditions. Like anything else, mileage costs money. We estimate that the 11 modifications—minor labor—would cost a Vega owner $1000. How much mileage you want to get, up to a point, is dependent on how much you want to spend."
Car and Driver January 1975, CD's Patrick Bedard reported in his editorial that on October 12, 1974 he piloted their '73 Vega GT #0 in Car and Driver's SS/Sedan Challenge III and had just edged out an Opel to win the race. He said, "The lone Vega outran every single Opel, Colt, Pinto, Datsun, Toyota and Subaru on the starting grid. From the summit of the winner's platform I could see the car in the impound area, a metallic bronze coupe with a big yellow zero on its battle-scared flank. I had driven it there after the victory lap, the tech inspectors pushing it off the scales 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 stocks and it had finished first." "Five laps from the end I discovered that once the tank drops below a quarter full, the fuel wouldn't pick up in the right turns. Twice per lap the carburetor would momentarily run dry. And if that wasn't bad enough, the temperature gauge read exactly 230 degrees (detonation point) and a white Opel was on my tail as unshakably as a heat-seeking missile. But it was also 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."
Cars February 1975 said, "Cosworth Vega option package will be expensive but well worth it to the buff." "...it should be capable of sub-nine-second 0-60 times and 17-second quarters right off the showroom floor, using the standard 7000-rpm redline. That may not sound too impressive by today's supercar standards but remember that it also stops and corners like a sports car and gets 20-25 miles per gallon all day long."
Motor Trend March 1975 "The $850 V-8 Vega"—This could be the car GM should have built in the first place—Herb Adams said, "By 1970, after foreign manufacturers had won back all the customers Detroit had gained with cars like the original Falcon, Valiant and Corvair, the need was once again recognized to react to buyer demands. The car GM reacted with was the Vega, called a sub-compact. It has excellent handling, styling, and package size but for some reason the Vega's engine design did not match the rest of the car's excellence. Although it had an aluminum block and an overhead cam, the engine was larger, noisier and rougher than any other four-cylinder engine at the time. We wondered why GM couldn't just build a nice, small lightweight V-8 that would give the Vega the smoothness and power that Americans were accustomed to. Obviously, what the Vega needed was the old aluminum V-8 engine that was once used by Olds and Buick." "This engine had 215-cubic inches of displacement and weighed 300 pounds less than its cast iron brothers. The production engine had cast-iron sleeves but work was progressing on eliminating this type of expensive construction." "GM sold the aluminum 215 engine tooling to Rover." (in 1965)
"We visited a small company near Detroit that has done more than speculate on how well the GM aluminum V-8 engine would work in the Vega. The company, D&D Fabrications is in the business of selling conversion kits." "The basic kit ($245) is designed to install the GM ALUMINUM V-8 engine in a late-model, 4-speed Vega. Transmission alternatives and early model Vegas require additional parts. Dan La Grou and Dutch Schepplemann (The D&D) told me that they could convert a a customer's late-model Vega for a total cost of $850." "Dan La Grou, who did most of the engineering on the conversion, let us test his personal Vega aluminum V-8. As we expected, it is a truly a delightful car to drive. The V-8 conversion added only 30 pounds to the front of the Vega so the handling, steering effort, and ride are unchanged. Since these are Vega strong points it is nice to know they were not compromised. The total weight of the car increased to only 2395 pounds, and its performance with the 215-cubic-inch V-8 engine is spectacular. Zero to sixty times are between 8 and 8.5 seconds and quarter-mile times are between 15.5 and 16 seconds. The performance is not like a super-muscle car, but by today's standards it is decidedly hot. Fuel economy is where the V-8 Vega really shines. Trip economy on the freeways is 30 mpg. Town and country driving gives 24 mpg. The test car we drove had a 2.53 axle ratio and a four-speed manual transmission. The aluminum engine is so much smoother and quieter than the Vega engine that it transforms the car into something pleasant and fun to drive. If there is any arguments about whether or not GM should have built the Vega with the aluminum V-8 engine they are settled when you drive the car."
Motor Trend April 1975, "10 Best Selling (American Made) Cars." "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." "Vega's strong points are fuel economy and very good handling of the body roll variety, as apposed to the sliding rear end variety. The shortcomings are lack of power and excessive engine noise. Much of this will be solved by the long-promised Cosworth engine, but then the low price will be jeopardized."
Chevy Action 1975 Test Report: "Vega GT The Fifth & Finest" "The Vega is now in its fifth year of production and it's unquestionably the best of the line. Ride and handling qualities have been improved, luxury features have been added — you can even get power brakes this year! — and the high economy factor is still there. And when you order the GT package — trim and suspension goodies — you can end up with a helluva handling machine that, complete with air conditioning, wont run you more than four grand. It's fun to drive, easy to buy and still delivers 25 and 30 mpg on unleaded fuel." "What really surprised us about the GT was the high level of quality control which was evident. The carpets and upholstery came off really great and everything fit. There were no rattles or no ill-fitting panels." "When you talk about overall performance, there's not too much you can say...you have to allow between 12.2 and 12.8 seconds to get to 60 mph from a dead stop and and over 19 seconds to tour the quarter-mile." "Handling-wise the Vega GT has it all over its competitors. It corners flat, has excellent directional stability and its front and rear sway bars really keep the act together. Braking requires some effort but stopping power is good. All controls are well grouped which helps make sporty-car type driving possible." "We still don't care for the engine and can't wait until we get a Cosworth to play with." "Overall the GT really did impress us. From a standpoint of economy, quality features, handling and braking, the Vega is a winner."
Motor Trend August 1975, "1975 Vega Wagon" MT tested a Vega GT wagon—"General Motor's subcompact, the Vega, has been with us for four years now. It is normal for manufacturers to make subtle, yet significant improvements in their products after the initial introduction. Thankfully, the Vega has recieved the benefit of continued product development. Our '75 Vega wagon demonstrated improvements in creature comforts and noise isolation. It is distinctly a better car than its predecessors, but the real question is, is it good enough?" "The most obvious source of annoyance is its rough and noisy four-cylinder engine...for some reason, General Motors has been able to make only small improvements in isolating the Vega engine." "The wagon body is good looking and with the fold-down rear seat it provides a good degree of utility in a small-sized car." "Vegas have always had good handling characteristics and our test car didn't let us down in this department. The brakes are also excellent with 60 mph stopping distances of less than 110 feet."
Car and Driver October 1975, "How to Hatch an Engine" editor Don Sherman said, "The Cosworth Vega 16-valve four cylinder is the most sophisticated engine Detroit ever made. Yet the men who created this mechanical work of art and the public that patiently waited its arrival must regard the car in a different light. They will not soon forget the record gestation period: five long years from concept to customer." "So with this engine, wrapped in a glistening black jewel of a gift to car freaks, an era has passed." "Cal Wade's patience is shot, but his race-bred engine is in production. Just don't expect such a thing to ever happen again."
And Now That It's Here, How Does It Run? "Don Sherman clocked a respectable 0-60 in 8.7 seconds and the quarter mile in 17.6 at 80.1 mph. He observed a top speed of 107 mph. Sherman wrote, "The reason the Cosworth Vega isn't neck-snapping quick is simple: it has a poor power-to-weight ratio. When the first hints of the Cosworth were heard, 140-hp numbers were bandied about; but in the harsh reality of 1975, the dyno says 111." "Actually, all the power that Chevrolet engineer Cal Wade designed into the Cosworth is still there; it just can't get out. Chevrolet is very conscientious about noise standards (they say that's what killed the Z/28), and the exhaust system that makes the Cosworth Vega legal eats up 21 hp." "Right now, the best part of the Cosworth Vega from the backside of the steering wheel isn't even the engine...The outstanding feature of the Cosworth Vega is its excellent balance..Roll-stiffness distribution is ideal, with little understeer entering a turn, and just the right amount of drift from the tail as you put your foot down to exit. Braking is sure, and the high efforts involved with 1976's semmi-metallic pads and larger brakes give you the feel you need to out-deep all comers." "Through the woods or down a mountain, the Cosworth is a feisty aggressor willing, if not altogether able to take on the world's best GT cars."
Motor Trend February 1976 International Report-"The 60,000-mile Vega" reported, "Chevrolet conducted a 60,000 miles in 60 days Durability Run of the 1976 Vega and its Dura-Built 140 engine. Chevrolet chose a 349-mile Southwestern desert route in order to show the severely criticized engine and cooling system had been improved in the 1976 model. In more than 180,000 miles of total driving, the cars used only 24 ounces of coolant, an amount attributed to normal evaporation under severe desert conditions. Furthermore, fuel economy for the three test Vegas averaged 28.9 mpg over the duration of the run, while oil was used at the rate of only one quart every 3400 miles. All three 1976 Vegas completed the total 180,000 miles with only one "reliability" incident — a broken timing belt was recorded."
Road & Track March 1976, "Cosworth Vega"—The double overhead-cam 2-liter engine makes it more than just another Vega—"Fourmost, it'a a limited-edition model whose most distinguished feature is a 2-liter double-overhead cam engine based on the aluminum-block Vega. Cosworth did the development and the engines are now being hand assembled at Chevrolet's Tonawanda, New York plant. From there the engines go to the Lordstown, Ohio Vega factory where they are mated with the normal assembly-line components. However the Cosworth Vegas don't go down the assembly line intermixed with normal Vegas but are saved up, in effect and sent through in batches on an as-needed basis." "The Cosworth Vega engine develops its maximum power at 5600 rpm and is redlined at 6500, for instance, while the stock sohc Vega engine peaks at 4400 and all is done at 5000." "The reduction in displacement adds an important degree of smoothness, a result of the shorter stroke." "For all its exotic features, however the Cosworth Vega engine is not a high-performance unit. It develops 110 bhp and while this is 36 percent more than the standard 1-barrel Vega it still represents only 55 bhp per liter - modest indeed compared to engines of equal sophistication;" "The valve timing of the Cosworth Vega illustrates its mild state of tune...but the point is that the performance inherent in the design has been barely tapped." "The 5-speed gearbox is nicely suited to the engine as insofar as ratios are concerned, however the shift pattern and operation leave something to be desired;" "The Cosworth Vega's handling is very good. All the drivers agreed that it is a far better handling car than those Vega derivatives that have been fitted out with V6 or V8 engines." "Unlike the lessor Vegas, the Cosworth version is not available with automatic transmission, air conditioning, or power-assisted steering. There is no optional power assist for the brakes, so the pedal effort for a 0.5g stop is a rather high 45 lb. But otherwise we found little fault with the brakes." "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. Sweet as it is however, the Cosworth Vega is still way down the excitement ladder from what it would be with another 30 or 40 bhp. Then it would really be something."
Car and Driver September 1976 Short Take on the Cosworth Vega said, "The Cosworth is no more..a noble experiment that failed..the execution was a severe disappointment. Time and weight killed the Cosworth. The low priority of a project contrary to the corporate grain dragged the motor through a five-year gestation period while the Vega for which it was destined grew fat and heavy.. one regulation after another took its toll on the car's power to weight ratio."
Car and Driver December 1976 on the CD Rally Cosworth—Professional Puddle-Jumping takes a racer that's anvil tough and razor sharp—"Picking the single best machine from Detroit for this chore wasn't so tough. We wanted the lightest possible ride through the woods. "Really, there's but one car ideal for rallying: Chevrolet's Cosworth Twin-Cam Vega. When we key the double-overhead-cam, four-valve engine to life, you can hear the eager beat of 216 horsepower under the hood. But the car is also muffled, smooth-riding and fully street-legal. By definition, rally cars have to be the most versatile racers going." "This one's light on its feet and eager to spray gravel. We not only doubled the horsepower but also left 650 pounds of sound-deadening, door beams, and energy-absorbing bumpers back at the shop. This is the chance to deliver on its performance promise that the Cosworth Vega never got in production trim." "It has very polite manners, sealing up quickly with its iron rings sliding against the Reynolds 390 silicon/aluminum bore surface and never blowing out or leaking a drop of oil. Our little screamer loved to pump out horsepower while twisting his tachometer well off the big-motor scale." "The valve train is worth 10,000 rpm, the moving parts are all as bullet-proof as we know how to make them and the output should make the driver feel more powerful than Dr. No. There is enough torque in the little sucker to rotate the earth." "Borg-Warner's relatively new T-50 five-speed is totally unproven in racing endeavors...it's lighter by 30 pounds, all the shift linkage is internal and the overdrive top gear is great for relaxing the engine and for saving fuel on transit stages." "Bilstein's competition experience is invaluable..they had the right shock for the job...we added nearly an inch of travel in front and almost two inches in back." "The Cosworth Vega engine at last has its well-deserved day in the sun, and 216 horsepower with a flat torque curve through mufflers is no mean accomplishment for two liters and 286 pounds of alloy."
Motor Trend December 1976 International Report said, "The Vega Lives! "Forget what you've heard. Despite its indifferent sales performance and past history of mechanical ill health, Chevy's Vega will survive after the 1977 model year and go on to die a natural death. General Motors had planned to dump the "H Body" Vega and Pontiac (Astre) for 1978 and consolidate its subcompact models under the "H-S Body" used for the Monza and Pontiac Sunbird, with a wagon version thrown in. The deproliferation plan remained in effect until September, then was scrapped when GM's accounting staff realized it would be cheaper to go with both lines for the next few years, since the Vega/Astre tooling is already paid for.
Car and Driver July 1980, "History of 0-60" included the 1974 pre-production Cosworth Vega in its top 25 list with the quickest time of 1974, at 7.7 seconds. C&D said, "And then a remarkable thing happened as raw speed wound down and people started worrying about fuel economy for the first time. A little four-cylinder Vega set the pace in 1974 with help from across the pond in the form of a Cosworth sixteen-valve cylinder head."
Car and Driver January 1986, "Ten Best" issue included the '76 Cosworth Vega in Ten Best Collectibles (1976-1986). C&D said, One of those noble efforts that giant automakers mount from time to time to break themselves out of the stultifying technological mainstream, this factory hot rod—like most—was a neat idea that didn't work out." "What the Vega did have was good basic handling and what the British-designed aluminum head offered was a crossflow design, twin overhead cams, and four valves per cylinder. You can get all that stuff in Toyotas now but until the Cosworth Vega was launched in the Spring of 1975, you pretty much had to buy a Ford for Indy or F1 to call it your own. We're talking about historical significance here." "The Cosworth Vega was a keen car to drive when it came out and not many came out, so its original owners recognized what they had."
Autoweek January 19, 1987, "Escape Road"—Cosworth Vega: Great expectations not realized—"Chevrolet planned on building 5000 Cosworth Vegas in 1975, but in two years only 3508 were made. It was quietly discontinued after the 1976 model year. Why didn't it sell? Perhaps because it took too long to come out, and because there was too little when it came out. You couldn't get air conditioning or an automatic transmission. (though a five-speed was optional). And at $6000 in 1975, it was too expensive for a Vega, by then already a victim of horrendous publicity." "True to design, the engine ran smoothly if rather gutlessly down low. It unwound like silk thread from a spool from there..." "The displacement had been decreased from 2.3 liters to just under two liters by destroking, allowing high rpm and fewer shakes. The power peaked well up the rev range, at 5600rpm, and maximum torque—107lbs ft—came at 4800rpm, a point at which a standard Vega gasped for air." "More's then the pity that history conspired against one of the General's more inspired concepts."
Automobile Quarterly said in 1989, "The Cosworth Vega concept was effectively spawned in late 1969, nearly six years before the car reached the showroom floor." "The so-called LY3 engine of the road-going Cosworth used the same 3.50-inch bore as the mundane Vega, but as in the race engine, stroke was reduced to 3.16 inches, giving a 1999cc (122 cubic-inch) displacement. The shorter stroke allowed higher rev potential and smoother running than was possible with the log-throw, iron-head engine," "The Cosworth Vega had all the makings of a great car. Had it been given higher priority earlier in its development, it might have been on the market two or three years sooner. And those three years would have meant less restrictive emissions and bumper standards, which would have made the car a lighter and more powerful contender. It might even have saved the ordinary Vega's reputation. Then, the Cosworth Vega would likely be remembered today as a milestone performance car rather than as the swan song of the late, unlamented Vega line.
Musclecar Review January 1990, "Chevrolet's Cosworth Vega-a bright star in search of a market" said, "In concept and potential, the Cosworth Vega was a sophisticated, snappy little stinger of a sports car with the dramatic elegance of a well healed millionaire. Had the car made it through development undiluted, this story would have had a happier ending, but sadly, after suffering the compromises of General Motor's 40th floor corner-cutting and committee-think, the Cosworth Vega, in much the same fashion as Ford's SVO Mustang ten years later, emerged as the answer to the question no one was asking — a regrettable legacy for a promising car that deserved better."
Car and Driver July 1990 "1970—1979" In its 35th anniversary issue C/D mentioned the Vega six 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."
The Big Comparison Test! "The Chevy Vega finishes first, followed in order by the Simca 1204, the Toyota Corolla, the Ford Pinto, the VW Super Beetle, and the AMC Gremlin. Readers yawn."
Surprise Winner: "The Vega outscores the Beetle two to one in the voting for Best Economy Car in our annual reader's poll."
Return of the Turbocharger: "The long-stroke Vega four may be a sluggard engine, Don Yenko realizes, but it's a terrific mounting bracket for a turbocharger. He fails in his attempt to certify a turbo Vega with the EPA, but succeeds in reminding us of an old remedy for underachiever engines."
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."
SS-Sedan Challenge III: "We win again, this time in a—gasp!—Vega GT, proof that truth is stranger than fiction."
Motor Trend Special 1996, Motor Trend Presents 100 Years of the Automobile in America "1970-1980" Chevrolet introduced its own subcompact Vega, not quite as conventional as the Pinto (and more attractive), with a radical engine, which was its undoing. The Vega was the first production engine to use the Reynolds Aluminum 390 process in which high silicone content in the aluminum resulted in a very hard layer just below the cast surface. The big four was rough, noisy, and had a tendency to blow head gaskits, which resulted in overheating that usually destroyed the block. The Vegas were attractive cars with excellent handling and competitive pricing. They were done in by inadequate engine development and poor quality. The Vega gave birth to the radically styled Monza (also sold as the Olds Starfire and Buick Skyhawk), powered with a range of V-6s and V-8s, and the Vega-style four. What GM had in mind for it was a rotary built under Wankel license. The rotary was cancelled out of concern for its low fuel economy and because its champion, Ed Cole, had retired."
Motor Trend September 1999, its 50th anniversary issue said, "The Vega seemed well placed to set the standard for subcompacts in the 70s, but it was troubled by one of the most vulnerable Achilles heels in modern automotive history; an alloy four-cylinder engine block that self destructed all too easily, and all too often. Once the word got out the damage was done, even though the engine had been revamped."
Collectible Automobile April 2000, contributing editor Michael Lamm said, "In the nearly 30 years since it was introduced, The Chevy Vega has become a symbol of all the problems Detroit faced in the Seventies. Had its big engineering and manufacturing plans succeeded, the last laugh might have belonged to Chevy." "The Vega's engine was, without a doubt, the most extraordinary part of the car." "For '76 GM finally started to get it right.. but Chevrolet's release of the even less expensive Chevette in 1976 put the handwriting on the wall." James G. Musser, Jr the Vega's original chief engineer wrote, "Regarding whether Chevrolet ever made money on the Vega. I'm quite sure they did not. When the project started we anticipated substantial losses—many millions per year. Many factors contributed to the Vega's actual losses," continued Musser...Labor stayed the same no matter what size the car...yet the public expected a small car to sell for a lot less than a big one. Plus our profits came from the options—the purchaser of a small car didn't buy options." Michael Lamm continued, "GM management was willing to take a loss on that first purchase in hopes of lifetime loyalty. So that became the Vega's true mission: to bring in entry level customers." "It might have been the most expensive loss leader Chevrolet ever built. It's greatest toll came in the damage it did to Chevrolet's and GM's reputation. Ed Cole and the corporation initially had high hopes for the Vega, But then, little by little, everything that could go wrong, did. The other effect the Vega had on GM was to help make the corporation conservative, and dull its will to lead. Those effects, unfortunately, still haven't gone away.
Hemmings Classic Car August 2006, "1976 Chevrolet Vega Kammback Wagon" editor Craig Fitzgerald said, "The idea that the 1971 to 1977 Chevrolet Vega was an unpopular lemon from day one is a myth. True, Vegas did have their manufacturing problems. Vegas featured GM's first aluminum engine blocks without cast-iron sleeves." "Contrary to popular opinion, the Vega's propensity for oil burning wasn't due to wear on its etched aluminum cylinder walls, but instead, was due to poorly designed valve stem seals. Rust also attacked early Vegas with an appetite formerly reserved for Italian cars and steel bridges along the East Coast. Despite those problems, though, Chevy dealers managed to sell 277,000 H-body Vegas the first year, 1 million by the third year, and nearly 2 million over the course of the car's lifetime. They sold them in coupe, hatchback and--as depicted here--station wagon form, and also under the Pontiac banner as the Astre. When it was introduced, it was completely new from the ground up, and had been taken from concept to execution in just three years. About 95 percent of the 3,900 welds on the car's body were completed by robots, something commonplace today, but in the early 1970s, it was wildly futuristic. The Vega was also the first car sold by GM equipped with front disc brakes as standard equipment. They also featured coil springs at all four corners, steel safety beams in the doors and a double-walled roof for crush resistance. Road & Track called the Vega the "best handling car ever sold in America," "one of the finest-looking compact sedans in the world," and went on to compare its styling to the Ferrari 365 GT 2+2. If you're considering a Vega, a 1976 model like our Auction Profile car is probably the best year to look for. They don't have the sleek styling of the earlier cars, but they offer a lot of mechanical benefits over every other prior Vega. The 1976 2.3-liter four-cylinder engine and cooling system were significantly upgraded and improved, including quieter hydraulic valve lifters and a new stainless steel head gasket. The block cooling slots were revised for improved coolant flow. The engine, dubbed "Dura-Built," featured longer-life valve seals, which decreased the oil consumption problems by 50 percent. They also received a number of rust prevention measures, along with a new torque-arm rear suspension and larger rear drum brakes. Good quality 1976 Vega Kammback Wagons have been regularly selling in the $6,500 range. The example shown here was far from perfect, but for its age it showed quite well. What's driving the prices is nostalgia for the 1970s among people who grew up in the early part of that decade, and spent their early years riding to school and the opening day of Star Wars in the back of cars like this, not 1955 Chevrolets or 1966 Bonnevilles."
Hemmings Classic Car September 2006 "1975" said, "There's something a bit different about Chevrolet's Cosworth Vega. Perhaps it's the Euro-style monochromatic paint with gold trim, gold 13-inch alloys and the gold engine-turned fascia with a serial-numbered plaque. Or perhaps it's the Cosworth-developed 110hp, 2.0-liter, dual overhead cam, fuel-injected 16-valve, four-cylinder engine and 4- or 5-speed manual gearbox. The Cosworth Vega is handsome and distinctive, but very expensive at $5,979, and few buyers appear.
Super Chevy March 7, 2007 "1972 Chevy Vega Turbo - The Best Damn Vega In Town"—Ricky Smith mated a Smokey Yunick turbo four with a low mileage Vega to create a one-of-a-kind hot rod.— "Vegas. Remember them? Yeah, those little econoboxes that came out in the early '70s. With guys like Bill Jenkins and Jim Liberman wheeling versions of them on the dragstrip, a few of the little bombers even became famous; there are a few that were tucked away. The one seen here is the result of a search made by restoration specialist Ricky Smith of Ararat, Virginia. Smith, owner of RSR Restorations, makes his living restoring COPO Camaros, Yenkos, ZL1s, and their ilk. "I found out about an experimental Smokey Yunick engine," recalls Smith. It had been sold when Smokey had his big garage sale. One of the things Smokey did at the behest of Chevrolet was slap a small Schwitzer turbocharger on it. What is established is that the factory nixed ever building a turbo Vega, and Smokey saved only one engine for the stillborn project-this one." "Chevrolet was looking at making the turbo an option for the Vega, but that never happened. This engine began as an RPO L11 110-horse package, which Yunick modified with a ported-iron cylinder head, a pressurized throttle shaft in the re-jetted Rochester 350cfm two-barrel, and perhaps a little camshaft voodoo. "A young man down near Charlotte named Billy Webster, who loves these things, happened to have a gorgeous 14,000-mile 1972 Vega that had come out of Utah." "All Ricky had to do to the 35-year-old body was fix one small dent, give it a fresh coat of Valspar BC-CC Gold paint, and get the it ready for the engine transplant. Howell fabricated a custom-chambered Vega exhaust system for the car. Since the idea was to make the Vega look like it had been a factory performance model, Ricky also added some special "Smokey" stripes made by T.W. Signs in Mt. Airy, North Carolina, and added NOS front, and rear spoilers.The driveline and chassis were fairly straightforward..so a 350 Turbohydro was set up for the car in street trim. The stock GT wheels are shod in the factory original A70-13 Polyglass Goodyears, and if you think finding OE tires for your Camaro is tough, try chasing down four of these little pups." "A 3.36 highway gear is in the differential. A set of Stewart-Warner gauges came from Summit and are mounted under the dash."
Hemmings Muscle Machines November 2007, "Pointless racing - 1976 Cosworth Vega"— Turning laps in a 1976 Cosworth Vega at club events—editor Matthew Litwin said, "Duke Williams raced his 1976 Chevy Cosworth Vega for over 15 years, but accumulated no points and no title. Said Williams, "I longed for the good old days in the Sixties when I could go out to Kent (now called Seattle International Raceway) and hot-lap my '63 Corvette all day for two bucks." A restoration had been started on the Corvette, so Williams turned to the 1976 Cosworth Vega he'd purchased new, though it was already a few years old. Having previously installed a 16.0:1 steering gear and a front air dam on the Cosworth, Williams opted for a few more upgrades, starting with a 2.5-inch open exhaust that a friend fabricated. It was designed as a quick bolt-on, which would replace the catalytic converter. By eliminating the OE exhaust system, with its 15 p.s.i. back pressure at high revs, the Cosworth experienced an increase in power, "Nearly equivalent to two more cylinders," said Williams. Knowing the stock brakes would not be up to the task, he turned to the GM H-body, which offered 0.880-inch thick vented front rotors--versus the OE 0.500-thick rotors--and companion calipers, which were standard on the 1976 Monza. An H-body vacuum power booster also found its way into the car. According to Williams, "Retaining the OE proportioning valve with the larger-piston Monza front calipers significantly rebiased brake torque to the front and eliminated the premature rear lockup." The OE shocks were replaced with Bilstein Sport shocks and an additional oil cooler was installed. The tire setup circa 1980 was 205/60VR13 Phoenix Stahlflex 3011s, so Williams purchased a set of used Cosworth Vega aluminum wheels, refinished them and mounted a set of 3011s for track use. "Usually I would just run one day of the two-day events, amassing 120 to 160 miles on the track. Prior to the first session, I would remove the radiator fan and install my open exhaust and headlamp-bucket cold-air induction, and I also installed a set of cold spark plugs. Configuring to 'track trim' and reconfiguring back to street trim for the drive home took about 30 minutes," said Williams. There were minor changes to the car over the years, including larger anti-roll bars, new Spax adjustable shocks and Toyo Proxes RA-1 D.O.T.-legal racing tires. And although he still owns his Cosworth Vega, he has effectively retired from racing. From the early Eighties to the late Nineties, I estimate that I ran my Cosworth Vega in track events totaling on the order of 5,000 miles and usually the only required post-event work was a wash job and oil change. It doesn't get much better than that," says Williams.
Hemmings Classic Car December 2007 "Viva Las Vegas"—Chevrolet's Cosworth Vega makes 110hp seem like plenty—"The Cosworth truly feels like a subcompact car, as any car built on a 97-inch wheelbase should, but that's not necessarily a bad thing. The fenders seem close enough to touch, as does the rear hatch glass, and the road feels much closer, more personal. But you don't feel like you have to fold yourself in and out of the doors, thanks to their length." "Once at speed, the Cosworth simply goes where you point it without any noticeable understeer or oversteer..Just point and go." "The engine, along with a four-speed transmission, a heavy-duty radiator, gold painted aluminum wheels, an engine-turned aluminum gauge panel and special striping and decals, formed the Z09 Cosworth Vega Special Performance Equipment package. Chevrolet launched the Cosworth Vega as a separate model with a $5,915.60 price tag (more than double the base Vega hatchback) on April 17, 1975. With a few minor changes--most notably the addition of eight exterior colors to 1975's black-only palette and a five-speed transmission to the option list--the Z09 package continued for 1976, but Chevrolet brass killed the option in July of that year." "One hundred ten horsepower got me around the semi trailers and up to shudder speed easily enough." "Because all the power lies up in that stratosphere--and because the engine, at peak, develops just 107-lbs.ft. of torque at 4,500 rpm--starting line grunt felt noticeably absent. But the brakes felt good, the seats felt good and the Vega handled corners better than it should've." "Chevrolet chose its Tonawanda engine plant as the main assembly point for the Cosworth four-cylinders and assigned about a dozen engine builders to assemble the engines by hand, away from the assembly line. Chevrolet would then ship the engines to its Lordstown, Ohio, assembly plant to be installed in Vega hatchbacks. Reuss projected a 1974 debut for the engine, and initial plans projected output at about 170 gross horsepower, or about 130 net horsepower. However, the test engines showed signs of burning exhaust valves in the Environmental Protection Agency's 50,000-mile durability test. Bill Howell, then of Chevrolet's Product Promotion Engineering department, spent a good amount of time with the Cosworth engines on the dynamometer before the test and said afterward that the engines failed the test because one of the development engineers retarded the timing on the test engines to make sure they passed the emissions portion of the test. That plan backfired (no pun intended) and the retarded timing caused the exhaust valve failures. So introduction would have to wait for another year, when Chevrolet returned to the test with a more conventional ignition curve, a new emissions system and a catalytic converter. By this time, horsepower tumbled to 110."
Hemmings Motor News September 2008, One Good Turn—The 1975-1976 Cosworth Vega had more in common with a Duesenberg than its twin-cam engine design—"It was not long after John Z. DeLorean's arrival in the corner office at Chevrolet that the division began pursuing the idea of building a performance version of the Vega subcompact. Keith Duckworth at Cosworth Engineering, a prominent British racing engine builder, designed a head with dual overhead camshafts for the aluminum-block inline-four. The Cosworth Vega, the production car that resulted, went into production in 1975 at the Lordstown, Ohio, plant. In addition to the DOHC, fuel-injected, 110hp four, the Cosworth was equipped with heavy-duty front suspension, torque-arm rear suspension, pressure-cast aluminum wheels, and a full set of gauges in place of the base Vega's horizontal, 80-mph strip speedometer. Designers borrowed the six-gauge panel from the production Vega GT, pairing a big, 8,000-rpm tachometer with an equally prominent 120-mph speedometer, and flanking the two with gauges for coolant temperature and fuel level, a voltmeter and a clock. But in place of the GT's ersatz woodgrain finish appeared something much more exotic and sporting: a jeweled aluminum panel with a bright gold coating. t's likely that performance car fans in 1975 would have recognized the jeweled look, because something similar had been used on the Pontiac Trans Am since 1970--when, maybe not so coincidentally, DeLorean was in charge of the division. Jeweled, or engine turned, dashboards and firewalls were a costly decorative touch favored in the Thirties by builders of costly luxury and sports cars, manufacturers like Duesenberg, Bugatti and Bentley. DeLorean, whose admiration for Duesenberg was reflected in Pontiac's Grand Prix SJ and J models, no doubt approved of the subtle connection between the Cosworth and the classics of the pre-war era." "Cosworth Vegas came from the factory with individually numbered dashboard plaques, and some replacement dashboard panels apparently had plaques, too. "A (now deceased) friend of mine bought such a replacement in the Eighties.... I don't remember the number, but my best guess is that it was in the 3,800s. Total Cosworth Vega production was 3,508, but the highest dash plaque number is above that due to loss and damage in production."
Portraits of Automotive History October 10, 2009 "Falling Star: The Checkered History of the Chevrolet Vega" Aaron Severson said, "The XP-887 was not born as a Chevrolet. Its initial engineering package was developed by the (GM) Central Staff while the initial styling direction was set by the Corporate Advanced Studio, then led by Clare MacKichan (a former Chevrolet chief stylist who had previously led the development of the Opel GT as chief designer for Opel in Germany) and directly supervised by Styling VP Bill Mitchell." Henry Haga’s Chevrolet Advanced Styling Studio revamped the exterior design to reduce the (coincidental) resemblance to Ford’s new Maverick and provide a stronger styling link to other Chevrolet models — particularly the new second-generation Chevrolet Camaro. Styling ended up being the Chevrolet subcompact’s most successful feature; if it didn’t quite qualify as sexy, it was certainly pleasant enough to look at, with overtones of both the Camaro and the Fiat 124 coupe." "The engine featured an aluminum cylinder block, something GM hadn’t offered since it sold its all-aluminum V8 to Rover in 1964." "There was nothing conceptually wrong with the Vega’s linerless cylinder block; except for some early casting problems, bore wear was normally very low. "Since aluminum is softer than iron, severe overheating can cause the aluminum to warp, resulting in permanent damage. That issue was by no means unique to the Vega — engines with aluminum heads and iron blocks run the same risk — but the Vega’s aluminum cylinder block was also vulnerable in another way: Severe overheating would break down the silicon content of the A390 alloy, leaving soft areas in the cylinder bores that would be quickly scuffed and scored by the pistons." "As long as the engine remained within normal operating temperatures, none of this was likely to occur. However, the cost-cutting binge had left the Vega with an undersized radiator and no coolant overflow tank." "Beyond that, the Vega engine simply was not a very pleasant companion. It had adequate power, but it was disturbingly noisy when revved and quite rough." "By 1974, the major recall campaigns were over and rust protection had progressively improved..an updated “Dura-Built 140” engine featuring improved cooling and oil circulation, a new coolant expansion tank with low-coolant warning light, a stronger head gasket, new valve stem seals, hydraulic valve lash adjusters. Chevrolet even offered a five-year, 60,000-mile (96,600-km) engine warranty in an expensive attempt to regain consumer confidence." "As with the Corvair, any statements about the Vega’s failure have to be carefully qualified. Chevrolet sold more than 2 million Vegas during its seven-year lifespan, which is excellent by any standards. During the difficult period of the OPEC embargo — which briefly made big cars almost unsaleable — Chevrolet sold all the Vegas they could build. And like the Corvair, it had significant flaws that probably wouldn’t have been insurmountable had it not been for short-sighted, last-minute cost-cutting."
Rusty But Trusty - Budget Fun with Unusual Classic Cars March 29, 2010, "Orphan American – 1972 Chevrolet Vega Kammback" "What car enthusiast wouldn’t be interested in a car with coil springs all around, front disc brakes, and an aluminum-block overhead cam 80-90hp four-cylinder, in a stylish 2-door package influenced by cars such as the Fiat 124 coupe? Let’s not dismiss the poor reputation Vegas had back when they were new, but 40 years on, any survivors must have been exempt from those issues, or have had them resolved by resourceful owners. What a smart design – its front end is cribbed from the Camaro of the same time, and generally looks very clean and European-influenced. There are certain cars that are very well suited to white, and this seems to be one of those. The wheels on this car hint that it may be a twin-carb GT model. With the history of hot-rodding done to this car (Car & Driver raced them), it should be possible to make some drivetrain and suspension improvements without going to extremes. Here you can clearly see what was taken from the Camaro, and that’s not a criticism. The full height grill with slim chrome bumper running across it is pretty elegant for a compact of that time. This car was built to compete with the Beetle – which do you think is better-looking? The interior looks reasonably tidy too, although you should expect at least some sun-damage to the dash, if this is a southern dry-state car. It’s hard to tell if this car is a manual or automatic, and the listing doesn’t specify. That said, if you want to wake things up a bit, you can pick up this somewhat-derelict project 1976 Cosworth Vega with its twincam engine, for $2500 in Jackson, MI. Grab the 4-speed and twincam as well as the rear suspension, reverse some of the smog-era equipment that sapped its power, and surprise the Euro-snobs in their Alfas and BMWs."
Super Chevy June 2011 "1971 Chevrolet Vega - Right Idea, Wrong Car"—The Cosworth Vega was a fine automobile that was doomed from the start.—"The Cosworth Vega is probably the most interesting story out of Chevrolet in the mid-'70s. Performance was at its nadir. The Camaro Z28 was axed for '75, the Corvette was using a chassis that dated to the fall of 1962 and Zora Arkus-Duntov's dream of a mid-engine replacement was about to be shot down permanently. Midsize muscle? Dead. John Zachary DeLorean is credited with the idea of the Cosworth Vega. It was a bold idea -- a new kind of performance for a new era. Think about it: Stick a dual-overhead-cam 2.0-liter engine with electronic fuel injection and a high-flow exhaust header engineered by an English company known for its success in international racing circles into a small vehicle." "For one thing, the price was astronomical -- the base was only a few hundred bucks short of a new Corvette and with options like on our feature car you were staring down the barrel of a $6,700 window sticker. This alone pretty much ensured the car would not sell in large quantities." " Our feature car, a '76 Mahogany beauty with under 6,000 miles on it, is owned by Paul Chicky of South Carolina. It sat unsold until 1977." "It is estimated that fewer than 50 '76 Cosworths were built in this rich hue, making it the rarest of what owners call the colored Cosworths." While its Cosworth-designed 110-horsepower doesn't sound like much today, that was the equal of many V-8s of the era, including the 262-cubic-inch small-block offered in the '75 Nova and Monza 2+2. From a historical standpoint, the Cosworth Vega was the first Chevy to use electronic fuel injection (from Bendix) and have aluminum wheels as standard equipment (wrapped in BR70-13-inch radial tires)." "No, the Cosworth Vega is not an L88 Corvette or a COPO Camaro. But as GM's first modern high-tech performance car, it certainly warrants respect and admiration today."
Hemmings Classic Car June 2011 "35 Fun-to-Drive Station Wagons that You Must Own" editor Richard Lentinello said, "Chevrolet Vega Kammback - Okay, so the sleeveless aluminum engine wasn't one of Chevy's brightest ideas, but if you find a car with a solid body and decent interior, you can always have the engine rebuilt with steel cylinder liners--or just drop in a Cosworth Twin Cam for some real fun. That issue aside, these are well-styled cars with a compelling design that just can't be beat in the looks department. The four-passenger Kammback is ideal if you need a station wagon to haul some cargo and like to drive small, nimble cars with quick steering. If you like this wagon's size but prefer not to deal with the engine problems, then instead consider the Astre Safari with the durable Iron Duke four-cylinder..."
Super Chevy August 2011 "100 Most Significant Chevys Of All Time" — " In honor of Chevrolet's 100th anniversary this November, Super Chevy's editors compiled a list of what we feel are the 100 most significant Chevys of all time."
"100. 1975-'76 Cosworth Vega: This was supposedly John DeLorean's attempt to create a modern version of the GTO. The ingredients were there--dual overhead cam EFI engine, a robust suspension and a decent power-to-weight ratio. It was the first Chevy with electronic fuel injection, a five-speed transmission, and aluminum wheels as standard." "It had more modern technology in it than a Vette of the same vintage and proved there were still people at Chevy in the mid-'70s who cared about performance."
Advertising Age October 1, 2011 said, "1970: Chevrolet introduced the subcompact Vega. "After 20 years of waiting and watching by the wayside, Chevrolet is ready to step out and meet the little foreign car right in the middle of the road," Ad Age said. The Vega would compete with "Volkswagen, Toyota, Datsun, Fiat and the rest of the little foreign cars," as well as Ford's new Pinto and American Motors' Gremlin. Chevrolet touted the Vega as "the little car that does everything well." Chevy's marketing director said Vega advertising would be "good, strong, powerful, effective, with a lasting quality. ... Essentially the personality of the advertising itself will be congruent with that of the car." Plagued by engine failure, quality issues and rust problems, the Vega turned out not to have a lasting quality. Chevrolet dropped it after the 1977 model year.
Hemmings Classic Car December 2011, "The Way it Should Have Been," senior editor Jim Donnelly said, "I got an envelope from my longtime pal Robin Hartford, a fellow road warrior from my racing life. Inside was a copy of an English project from his high school in Sanford, Maine. Robin had already driven a Volkswagen and a Ford Pinto and decided to write a comparison road test involving all three popular subcompacts of the time as a very ambitious school term paper. He needed to find a 1970 Chevrolet Vega even though the local dealers were sold out. His brother directed him to a buddy who'd just bought a new yellow Vega coupe optioned with a Powerglide, a 2.53 rear gear, and barely showing break-in miles. A photo from that subjective, non-instrumented test is published here." "On paper--very much an equivocation--the Vega should have been one of the great triumphs in Chevrolet or GM history, ranked right alongside the Corvette or the small-block V-8 (whose design, like the Vega's, was overseen by the great Ed Cole). The 140-cu.in. OHC with its aluminum block and cast-iron cylinder head was radical at the time." "In real life, Vega engines failed so regularly (heat-related piston scuff) that through 1975, Chevrolet was either resleeving their cylinders or replacing them entirely. Too bad, because GM went out of its way to make the Vega look great externally." "Therefore, we have Robin, a teenager from Maine who would join the Navy two years later and patrol the Mediterranean at the height of the Cold War, completing a credible comparison test that the Vega mostly won. Forty-plus years after he wrote it, one sentence stands out: The Vega will always be a bright star in the heavens, but to some it will be a symbol of what Detroit can do, will do and must do if it wants to remain in the competitive automobile industry."
Hemmings Classic Car December 2011, "Bowtie Disappointments - Chevrolet"—The Dark Side of Chevrolet: Our list of the division's lovable losers—1923 "Copper-Cooled", 1953-'54 Corvette, 1957 & '58 Full-size Lineup, 1960-'64 Corvair, 1968 Corvette, 1971-'77 Vega 1975-'80 Monza, 1974-'76 Impala and Caprice, 1980-'85 Oldsmobile Diesel-powered Chevrolet models, 1984 Corvette.
1971-'77 Vega 1975-'80 Monza: With the Corvair going away at the end of 1969 and the Nova resembling an economy car less and less, Chevrolet's entry into the new wave of small cars was the Vega. Announcing in late 1968 that a new 2,000-pound, $2,000 small car would be ready in two years, GM produced a car that even its supporters recognize was problematic. Contemporary road tests were both impressive and encouraging, but history paints the Vega in a different light: the Lordstown, Ohio, factory's primer vat left several vulnerable body areas (like the tops of the linerless inner fenders and the cowl) uncoated, leading to faster-than-usual rust-through, while the small six-quart radiator, combined with oft-leaking valve-stem seals, would warp the open-deck aluminum block, blowing head gaskets and scuffing those linerless cylinder walls. The Vega's last gasp of interest, the Cosworth Vega, cost nearly as much as a Corvette and had been de-tuned at the last minute to 110hp. The Monza was a Vega with sporty Ferrari-esque styling: All of the rust problems had been sorted, and the troublesome 2300 four-cylinder engine was replaced by the rugged Iron Duke. However, new issues were introduced with larger V-6 and V-8 engines, used to combat the added weight of safety and luxury equipment: To change spark plugs, you had to either drill holes in the inner fender liners, or pull the engine out of the car entirely.
Chris on Cars June 3, 2012 "Defending The Chevy Vega" Chris Raymond said, "The Vega was a small subcompact made by GM from 1971 to 1977. The car was rear wheel drive, equipped with an aluminum engine, very stylish and priced at $2,000 dollars. This would be a recipe for success for any other carmaker, but the Vega was doomed from the start by GM’s corporate politics and committees. Built during a time when Bill Mitchell was still VP of Design, the car was pretty from all angles, and early versions included Hatchback, Notchback, Kammback and Panel Van body styles. The Vega was introduced with several transmission options, standard front disk brakes, an electric fuel pump, a modular designed body to increase stiffness, side guard door beams and a double paneled roof. Over 1.9 million of the cars were produced, even spawning sister cars by Pontiac, Oldsmobile and Buick. Problems with the car began early in its life. Rushed into production to beat Ford, who launched the Pinto the day after GM rolled out the Vega, meant that designers were required to learn new aluminum engine technology and place those engines into production all at the same time. Parts and design changes were scrapped to stay on schedule and the engine, which was once “the most extraordinary part of the car” according to Collectable Automobile, was sacrificed. Even the concept of the aluminum engine was dictated by cost, since eliminating liners for the old engine saved $8.00. Though this was the first time an OHC sleeveless, die cast aluminum block engine was put into production, the schedule still was the priority. Every problem that occurred could be traced back to cost cutting made by management. The rust problems with the front fenders were because the design allowed for air pockets during the primer dip. This could have been addressed by a set of $2.00 plastic fender liners, but the committee said no." "In spite of all the problems, the car was well received by the automotive press, and won major awards from almost every magazine, as well as Car of the Year. During its life special editions were made, including the famous Cosworth Vega Twin Cam, the Yenko Chevrolet Stinger II turbocharged Vega, and the Spirit of America Bicentennial edition. Surprisingly, the Cosworth Vega had decent sales figures, in spite of the fact it was only $900 dollars less than a Chevy Corvette. Today, Vega’s are prized by the Hot Rod and racing culture and it’s still common to see one on the track, especially since a V8 engine fits nicely under the hood. In 30 years time, the people who bought the Vega still treat it with the respect it deserves; only the car critics still hate it."
Motor Trend November 2012, "Car of the Year 1949-Present"—The Chronicle of Caliper Recipients—"Bob Bondurant may have said it best: "I've been away from American cars for about five years and it is pleasantly surprising to see how good they've gotten, especially these new little ones." In a conference room in Palm Springs, California, after a grueling 4-day ride and drive that saw then of Detroit's finest put through a 1,000 mile wringer, we -- the CARS (Conference of Automotive Research Specialists) -- Karl Ludvigsen, Roy Richter, Mike Jones and Bondurant) and the MT Staff -- cast our votes and made Vega 2300 Motor Trend's 1971 Car of the Year. The result wasn't altogether a surprise. Though the nominated cars comprised what we felt to be the ten best new automobiles in America, there was the nagging suspicion, that, in design, at least some of them were concepts whose time may have passed. In the final voting, it was close but sheer size held not the clout of former years."
Cars in Depth May 26, 2013 "The First Chevy Vega " said, "You have to give General Motors credit. Few cars are badmouthed as much as the Chevrolet Vega, Chevy’s attempt to compete with the influx of imported compact cars, and not coincidentally the Ford Pinto. GM is not ashamed of the Vega and they have one on display at the GM Heritage Center. On paper the Vega should have been a success. It had attractive styling, reminiscent of the great looking second generation Camaro, a modern overhead cam engine with a novel, linerless aluminum block, a variety of body styles and competitive prices. The Vega sold pretty well at first, with 400,000 sold in the first calender year, but as reliability issues reared their heads, consumers eventually turned away from the little Chevy. Another example of a good idea, poorly executed. This blue 1971 Vega was the very first off of the Lordstown line, with a VIN that ends in 001, and First Built etched into the windshield. It doesn’t have as low mileage as the Chevette sitting next to it at the GM Heritage Center, it’s been driven a bit over 2,100 miles, so Chevy may have used it as a press car, or maybe that reflected testing, but it’s got to be one of the best early Vegas in existence."
Hemmings Classic Car June 2013, "Cars of Future Past"—Chevrolet Vega—Kurt Ernst said, "Designed to go head-to-head with the best compact cars in the world, the Chevrolet Vega seemed like it had the potential to modernize the American automotive industry. Though the car itself was hardly revolutionary (except, perhaps, for its unlined die-cast aluminum four-cylinder engine block), the process by which it was designed, the factory in which it was assembled and even the method by which it was transported from factory to depot could have changed nearly every facet of how cars went from concept to showroom floor. "As is often the case with ambitious products and ideas, the Chevrolet Vega somehow failed to deliver on its accumulated potential." "Though the Vega’s die-cast aluminum engine had undergone some 6 million miles of development testing, serious reliability issues surfaced soon after the car’s release. Chevrolet took until 1976 to resolve issues with the Vega’s 2.3-liter four-cylinder engine, and by then even a serious marketing effort to promote the new “Dura-Built 140″ engine proved to be too little, too late." "Problems with the Vega went beyond engine cooling and oil consumption issues, though they’d both ultimately contribute to the Vega’s legacy (as would the propensity of its Fisher body to rust through before the payment book was emptied). Mechanical and engineering issues aside, the modernization of the Lordstown Assembly Plant took a huge motivational toll on its UAW workers. Even before a 1972 strike would halt Vega production for nearly 30 days, rumors circulated that employees were deliberately performing substandard work, or worse, sabotaging cars." "Though some see the Vega as the car that began a long period of decline for General Motors, others choose to see it as a car that proved GM could think outside the proverbial box."
Hemmings Classic Car March 2014, "Chevrolutionary!"—The much-maligned Chevrolet Vega was ahead of its time, advancing new technology in an industry that desperately needed it in the 1970s—editor in chief Terry Shea said, "Small, attractive, economical to buy and efficient to own, the sporty and thrifty little car marked big changes at GM, upending nearly 60 years of the way Chevrolet did business. From its revolutionary die-cast aluminum engine block, to its small dimensions, to its innovative manufacturing and distribution techniques, the Vega screamed "New," though its design was otherwise relatively conventional." "It's good looks were undeniable, particularly so when compared to the somewhat frumpy Pinto and quirky love-it-or-hate-it Volkswagen." "The Vega was an immediate hit, enjoying a few good years in the showroom, but was ultimately undone by a host of quality issues that plaqued the car in its early years and damaged its reputation almost beyond repair." Despite fixing these problems in the ensuing years—and turning the Vega into a pretty reliable car—it was too late, and the model was finished by 1977. "But Chevrolet did save the best for last in the form of the sublime Cosworth Vega, a sports car with an exotic double-overhead-cam, 16-valve, four cylinder engine; a suspension to match and sophistication decades ahead of most other cars." "Given the many jabs taken at the Vega in the ensuing decades since it went out of production, it takes a special kind of person to embrace the Vega. Fortunately, Robert Spinello is not your average collector. His garage includes not one but two, ultra-low mileage, limited-edition Vegas, both unrestored originals, and so pristine that the Monroney stickers have never been removed from the windows." "Big, round gauges and simulated engine-turned dash perfectly fit the sporty Cosworth Vega, with its high-strung and powerful 16-valve four-cylinder engine." " Millionth Edition Vega's striking color combination of Bright Orange paint with a wide white stripe down the middle is mimicked on the flashy interior, complete with orange carpet. Who says the Seventies had no style? As with his Cosworth Vega, the owner keeps this ultra-low mileage car in as-new condition."
Hemmings Motor News May 2014 "Heart of a Briton-1976 Chevrolet Cosworth Vega"—For diehards only, a 1976 Chevrolet Cosworth Vega—editor Jim Donnelly said, "You have to give General Motors credit: When it got something wrong, it was still willing to try something different, even back in the grim 1970s. But the mavens at Chevrolet believed, that's for sure, and they actually approved the Cosworth Vega for production. It lasted two years, 1975 and 1976. The Cosworth Vegas, those that still exist, present proof that rarity doesn't always equal desirability. And they're undeniably scarce. High prices and tepid performance--the de-smogged, twin-cam Cosworth-head engine made only 110 hp when it was introduced--effectively doomed the car before it was ever offered to the public. This example is a 1976, so distinguished by the lack of parking lights flanking the grille slats and larger taillamps. We located it in the car corral at Auburn last fall, the Auctions America sale, as the outdoor crowd fled an onrushing squall line. It was a Cosworth Vega that looked as troubled as the car's history. Like all of its brethren, it was a four-speed car, with white interior--at least, that's the color it was originally." "While it's got an owner's club and two registries, the Cosworth Vega is, at best, a performance obscurity. A few more than 3,500 were built, 1,447 in 1976, against some 190,000 Vegas over the two years combined. The seller was seeking a firm $4,200 for this one."
Hemmings Daily September 2, 2014 "Driving Impression: 1976 Cosworth Vega" editor Jeff Koch said, "Sit inside, and the first surprise is that there’s room for real American-sized human beings in here: the door opens wide, and getting in is not an issue. The houndstooth-covered buckets could stand a bit more support once you’re in place, but they’re mounted low enough that there’s surprising head room in a car that only comes up to the middle of your chest. The engine-turned applique is as sporty as what came on Trans Ams of the era...The bulge in the hood, not exclusive to the Cosworth, manages to look suitably aggressive...Turn the key, press the clutch and the engine settles into a 1300rpm idle, its chatty mechanical thrum sending a shiver through the shifter that blurs the printed gear pattern atop the handle. It’s the engine, not the exhaust, making the noise. And what’s this? Dogleg First on the 5-speed? Sporting indeed. The shifter is stiff but the clutch is light–so light you can barely feel it engaging as you lift your leg." "Somewhere north of two grand things start happening and, as is the case in so many naturally-aspirated 16-valve four-cylinders we’ve driven, real power comes on line around 3,000 RPM, and it revs strong clear through the 6,500 RPM redline. Layers of sound gradually introduce themselves, and every thousand revs above three grand give an entirely new tone to the proceedings." "A word, if we might, about the ride quality..it’s planted, it tracks straight as a laser, and the ride quality is surprisingly smooth considering the short wheelbase. The brakes are nothing special–disc/drum, notable more for the relative lack of weight they need to haul down than for any special distinction on their own." "Of course, the cost of a Cosworth Vega, new, put you within ten percent of a new Corvette; for that kind of cash, it should feel special. (A quick check in the NADA used-car price guide shows that, almost 40 years later, a Cosworth Vega and a base Corvette coupe are still valued nearly the same–$13,400 for a Cossie versus $200 more for a ‘Vette.)"
Hemmings Motor News February 2015, "1971-'77 Chevy 2300" editor Jeff Koch said, "Ed Cole, president of General Motors in the late 1960s got tired of imports chipping away at GM's market share. In 1968, he announced Project XP-887, the car that would become the 1971 Vega--an import-fighter that would be smaller than anything GM had ever built on American shores. Its engine was an all-new 139.6-cube (2,287-cc) inline four with a 3.501-inch (88.9-mm) bore and 3.625-inch (92.1-mm) stroke, and featuring a sleeveless aluminum block and cast-iron SOHC head. With up to 110 hp via a two-barrel Rochester carb and 8:1 compression." "The die-cast, aluminum alloy open-deck block featured a Reynolds-developed aluminum alloy called A-390: 77 percent aluminum, 17 percent pure silicon, four percent copper, and one percent iron. The silicon content eliminated the need for heavy iron cylinder liners that also cost $2 per cylinder; pure silicon is scuff- and wear-resistant, roughly on par with quartz. Blocks were cast in the Massena, New York, engine plant using the Accurad process, which ensured even distribution of the silicon particles. At the Tonawanda engine plant, the cylinder bores were finish-honed, then etched with an electrochemical process that removed 0.00015 of aluminum, leaving the pure silicon exposed. (Completed engines were shipped to Lordstown, Ohio, for final assembly.) The finished bare block weighed just 36 pounds--more than 50 pounds less than a cast-iron Chevy II four-cylinder block. It was a high-tech masterpiece. Everything else that surrounded it was less so. Long-stroke engines tend to shake, and four-cylinder engines also tend to shake--so a long-stroke four was a rough-running mill. (Balance shafts didn't fall into common usage until a decade later.) "Overheating could cause the cylinder barrels to warp and pull away from the head gaskets, and Chevy made it incredibly easy to overheat a 2300, thanks to a smaller radiator (installed for cost reasons) and a deleted coolant overflow tank. Since cast-iron and aluminum expand at different rates, there was always the worry of blown head gaskets, leaving an oil-coolant milkshake in your cylinders. Later called the Durabuilt 140, with a new head design, improved valve seals and a more robust cooling system, the 2300 survived into 1977, but was ultimately replaced with the low-tech "Iron Duke" 2.5-liter four."
Jalopnik May 27, 2015 "For $5,900, This 1973 Chevy Vega GT Says Wagons Ho! "Chevy once advertised the Vega with the tag See What It’s Like to Drive a Winner. Maybe people took Chevy’s advice and that’s why you don’t see too many Vegas anymore." "This 1973 Vega GT is the wagon model, which is quite possibly one of the most attractive two-door wagons ever built. This one even takes its Camaro-esque nose and adds to that a Camaro-esque black hood stripe which contrasts nicely with its Mountain Dew-yellow paint." "The successor Monza even continued the same tidy wagon body, albeit with a dorky nose and big bumpers. This however, is an example of the breed in its purest sense, with skinny jeans bumpers and a grille that recalls both the contemporary Camaro and that of the ’55 shoebox Chevy." "Owing to the Vega’s history, you’re just not going to see that many of them out there any more. I mean, people just don’t give a shit about these all that much. For someone who does give a shit to see this one in his or her driveway they’ll need to be flush to the tune of $5,900 - or be willing to negotiate."
Car and Driver June 2015, "Car and Driver's 60th Anniversary: The 1970s" - "Car and Driver thrived in the day when a quick zero-to-60 was anything less than 10 seconds.." "Catching management napping, we exploited the SCCA's Showroom Stock class to advance our racing careers. We attended driving schools, tested the eligible cars, and determined what tires stuck best." (testing them in '72 with a Vega GT and in '74 with a Cosworth Vega) "After sharing that intel with readers, we taunted them to race us at Lime Rock—for prize money. Patrick Bedard, then executive editor, won two of those five spectacles." (including one in a 1973 Vega GT) "Race cars built in-house won three IMSA events, broke two Bonneville records, and competed in oval and rally venues. Two of us drove at the 24 Hours of Daytona."
Hemmings Motor News July 2015, 1975-1976 Chevrolet Cosworth Vega—The compact performer that's underperformed in the market—Mike McNessor said, "On paper, the Cosworth Vega seems like it would be a bonafide compact-performance darling, like the BMW 2002tii...But instead, the Cozzy Chevy is considered a curiosity by most Chevrolet fans and a cult favorite for the few who understand its significance. The Hemmings.com price guide, powered by Hagerty, assigns a value range of $4,900 for a 1975 Cosworth Vega in fair condition, up to $13,700 for one in concours-ready shape. The average value falls at about $7,300. Judging from the fact that prices for these cars have long been flat, there's little reason to expect anything more than an inflationary run-up in years to come. Cosworth Vegas were produced in low numbers— just 3,508 were built from 1975-1976—yet they seem to come up for sale fairly frequently. Car and Driver famously wrote in its review of the Cosworth Vega that these cars were destined to become collectors items, and perhaps many owners took them seriously, stashing these special cars away for the future." "Though the Cosworth engine's performance never lived up to its promise, it wasn't woefully underpowered for a four-cylinder engine at the time. More than likely what hampered the Cosworth Vega's popularity was the standard Vega's reputation for being unreliable, as well as the car's nearly $6000 base price—about $400 less than a Corvette. Today these cars seem like a lot of fun for little money, smartly styled, and the Cosworth engine seems refreshingly modern. Recently, Hemmings West Coast Associate Editor Jeff Koch had an opportunity to drive the 1976 Cosworth Vega pictured here, and came away impressed: Even with 99 horsepower at the rear wheel, the Cosworth Vega feels special–particularly compared to its contemporary “midsize” line that’s near enough to twice its size (and weight); an even-larger Impala of the era had a standard two-barrel 350 that started at 145 horsepower. Two million Vegas were built between 1971 and ’77, and if they’d started out with the power and build quality of this one, the Vega name would have been a legend rather than a punchline."
Motor Trend January 2016, "Tracking The Award" — Times Change So Does Motor Trend — "Winners like the Vega often say more about the times (rising fuel and insurance costs) than the technology."
1971: "The now-iconic Golden Caliper trophy was first awarded to the compact Chevrolet Vega 2300. Rising gasoline and insurance costs and increased tax and unemployment rates meant that “zeroing in on the mini-cars was inevitable at this time in America.” The editors decided that a model’s market significance should play as big a role in deciding the award as engineering or performance once did. The fledgling ICOY award was put on hiatus after just one year, and both domestic and import brands competed side-by-side."
Hemmings Daily February 17, 2016 "Stuck in the ’70s: time machine 1976 Cosworth Vega heads to auction" editor Kurt Ernst said, "Chevrolet’s Cosworth Vega could have been the car that attracted enthusiast drivers to the Vega line, and it could have shown the world that GM knew a thing or two about building compact sports cars, especially with the help of a development partner like Cosworth Engineering. Instead, the Cosworth Vega arrived years too late, at too high a price and with too little output to make a difference in the Vega’s fortunes. Today, surviving examples can be found in multiple price points, but an all-original, one-owner car with just over 300 miles on the clock doesn’t come along every day, which is what makes this particular 1976 Cosworth Vega, set to cross the stage on April 2 in Fort Lauderdale, Florida, of interest to us." "The 1975 launch of the Cosworth Vega was ultimately successful, but by then the engine’s output had dropped to 110 horsepower, a gain of just 23 horsepower over the regular Vega’s optional 140-cu.in. four fed by a two-barrel carburetor. Worse, perhaps, was that the Cosworth Vega’s base price had skyrocketed to $5,916, while the next-most-expensive Vega model, the two-door Kammback Estate Wagon, carried a base price of $3,244." "In addition to its special paint, badging, wheels and interior appointments, the Cosworth Vega also gave buyers a heavy-duty clutch, heavy-duty front and rear anti-roll bars, and quick-ratio steering. A sequential number plate on the dash, along with an 8,000 RPM tachometer, let occupants know that this was no ordinary Vega; and when the road got twisty, the Cosworth’s strengths really came into play." "This particular 1976 Cosworth Vega, finished in the 1976-only color of Dark Green Metallic, reportedly spent the bulk of its life as a showpiece for a Chevrolet dealership. As configured, the car came well-equipped with such add-ons as Soft-Ray tinted glass ($44), color-keyed floor mats ($14), Positraction rear axle ($48), five-speed manual transmission ($244), AM/FM radio $129) and rear seat speakers ($20), reaching a sticker price (with delivery charge) of $6,675. When the low-mileage example crosses the block on April 2, that sticker price will seem like a bargain. Though the car will be offered at no reserve, the pre-auction estimate puts the selling price between $25,000 and $30,000, which, if achieved, will almost certainly be an auction record for a Cosworth Vega. As our own Jeff Koch related in his drive report of a different 1976 Cosworth Vega, perhaps it’s never too late to earn respect after all."
Motor Trend August 22, 2016 "Oddballs of the Quall: A Cosworth Vega, A Tractor, and Much More"—"The various car shows that make up Monterey Car Week are a cornucopia of dream cars. This is not a gallery of those cars. Rather, these are the cars that generate a unique reaction. Specifically, these cars make you say things like “wow, I haven’t see one of those in forever,” or “I forgot all about these,” or “that’s the cleanest I’ve ever seen.”
1976 Chevrolet Cosworth Vega
"Not just the name, but a racing pedigree of sorts. The 2.0-liter four-cylinder under the hood was a detuned Chevy racing engine developed by Cosworth and made 110 hp and 107 lb-ft of torque. It was the first Chevy production car to use electronic fuel injection. Less than 2,100 were made for the 1975 model year and 1,400 for 1976. All ’75s got this paint job, though more colors were added for ’76."
Hemmings Daily September 21, 2016 "Reminiscing – The Chevrolet Vega engine line" Hemmings Classic Car reader Ricky Rupp said, "When I was 20 years old I was employed as an assembler at the Chevrolet Engine Plant in Tonawanda, New York. I started out working in Plant 1 on the Mark IV assembly line putting in crankshafts in 454-cubic inch V-8 engines. This was in late 1973. I had been bumped by a higher seniority worker to Plant 4, which built the Chevrolet Vega engine. My first job there was as an inspector on the assembly line just before “hook-up”, which was the job where the pistons were put in the engine block. My second job on the Vega assembly was placing the small Vega engine blocks onto the assembly line. The aluminum blocks weighed only 37 pounds each, and were just picked up by hand off plastic liners on pallets and bolted to the assembly line with a 3/8-inch bolt that was about two inches long. I also learned a few other jobs there as well. One such job was at the final end of the Vega assembly line where the engines were taken off the line and had to be hung onto an overhead chain line; this line then took the engines to the test area where they were fired up, the timing set and sound bars put against the blocks to listen for any knocks, etc. This end of the line job included screwing a quick disconnect pipe fitting into the block which filled the engines with oil in a very short amount of time – perhaps 15 to 20 seconds each. As for the Cosworth twin-cam, those engines were assembled in a room which had a constant cool temperature setting. I had an inspector chum that worked in that room on 2nd shift and assembled the Cosworth engines by hand. I would go into that engine room during the hot summer days on my 23 minute breaks to cool off."
The Truth Abour Cars November 4 2016, "Strange Bedfellows: A History of Unexpected Automotive Collaborations" Carter Johnson said, "By the 1970s, Detroit was finally catching up with Bob Dylan’s 1964 proclamation that the times were a-changing. Big V8s were being stifled by environmental restrictions and gas shortages. GM announced its plan for a new, small and import-taming model in 1969. The Vega would Chevrolet’s star to tackle the challenge of a new age — but the Vice President of GM and Chevrolet product manager, a certain John DeLorean (yes, that DeLorean), suggested a higher performance model would help to promote the model. At DeLorean’s urging, F1’s go-to Cosworth Engineering in England took the new all-aluminum 2.0-liter inline-four and created a high-compression, double overhead cam screamer. Early models were then constructed in Quebec, Canada. Unfortunately, by the time they finally came to production, the compression ratio had severely dropped and the original promise of 185 horsepower had fallen to 110. Worse, the Z/09 Cosworth package nearly doubled the base price of a standard Vega, from $3,098 to $6,065. Oddly, it was this fact that Chevrolet chose to use for its ad campaign, proudly (and stupidly) pronouncing the Cosworth as “One Vega for the Price of Two.” surprisingly, with poor performance and not the best build quality, Chevrolet ultimately failed to sell the original planned of 5,000 models despite the evocative Formula 1 name and John Player Special color pallet."
Hemmings Daily Mar 13th, 2017 'The Difference in a Decade: Chevrolet’s 1972 Vega and 1982 Cavalier brochures" editor Mark J. McCourt said, This automaker would re-enter the small car segment in 1971 with the fresh Vega. This rear-wheel-drive GM H-body two-door, whose sister twin was Pontiac’s Astre, would get off to a strong start (277,700 sold that year), and would be available in hatchback Coupe, notchback Sedan, Wagon and the panel-side wagon Truck."The volume-line Vega was a genuinely attractive small car with a 1970 Camaro-inspired nose and, in Coupe form, something of a Ferrari 365 GT 2+2 look in profile, and from the rear quarter. Even the sporty Vega Wagon — and the oddly-named Truck — had vaguely Volkswagen Type 3 Squareback lines about it, right down to the rear fender vents. The 1972 Vega line ranged from $2,060 to $2,285, the rough equivalent of $12,275-$13,617 today." "Americans bought up an even more impressive 394,614 units, all having emerged from the assembly plant in Lordstown, Ohio, and some having traveled to dealerships via the innovative Vert-A-Pac rail car system. Sales continued to boom, and Chevrolet would build the one-millionth Vega in 1973, on May 20, to be precise. The H-body platform would also spawn Chevrolet’s Monza, a car that would outlast the Vega, which ended production in 1977. The subcompact Chevette hatchback would be Chevrolet’s entry-level car from 1976, but the Vega’s many-things-to-many-people niche would be filled in 1982 by the new Cavalier family."
History Channel August 1, 2017 "The Cars That Made America" - The Most Influential American Automobiles
CHEVROLET VEGA An ingenious approach to a subcompact car How many built: 1,966,660 between 1971 and 1977 Starting price: $2,090 for the 2-door sedan to $2,328 for the Kammback station wagon In 1971 GM looked to have a hit when it introduced the handsome, front-engined, rear-wheel-drive, sub-compact Vega. Its new engine, with a groundbreaking die-cast cylinder block, contributed to the Vega’s light weight. Its single-overhead-camshaft cast-iron cylinder head aided performance. Individual bucket seats and a floor-shift 3-speed manual transmission came standard, giving Vega a sports car flair. It was chosen by Motor Trend magazine as its Car of the Year. Unfortunately for Chevrolet, it also rusted quickly and the engine had vibration and cooling issues. A major redesign after a few years couldn’t overcome the negative impression that had been made and the Vega was discontinued after 1977 with just over 2 million built. Car and Driver chided Motor Trend by including the Vega on its list of “The 10 Most Embarrassing Award Winners in Automotive History.” The editors commented: “It was so unreliable that it seemed the only time anyone saw a Vega on the road not puking out oil smoke was when it was being towed.”
The Classic Car.com JournalJuly 7, 2018 - Looking more muscular in red with a big broad white racing stripe, the Pick of the Day is a 1973 Chevrolet Vega GT that comes with a nice family story. According to the advertisement placed on ClassicCars.com by the private seller, the sellers are a family that is the second owner of the car, and that has had it for more than 20 years. “This car has always been garaged by the original owners and us,” the sellers report. “Great runner, all original with exception of ignition system, we upgraded to an MSD digital points system.” The family is so passionate about the car that it “Needs to go to a caring home, my wife and daughter don’t want it to go,” the seller notes, adding that the car served as the daughter’s prom ride a year ago, and thus was displayed at America’s Car Museum, the LeMay, in Tacoma, Washington, where the prom was held. The car also has been part of car shows at the museum. The seller even adds a suggestion that might make the car “perfect,” the installation of an electric choke and replacement of the donut seal where the driveline yoke enters the transmission. “When Vega is driven within four days, there are no transmission drips, as the torque converter drains down slowly from sitting over four days small drips will come out the drive line seal area.”Turns out the Vega “gets exercised” only about once every five weeks, and then only for about an hour “if the streets aren’t wet.” The car usually has been driven only about 100 miles a year, though “routine maintenance has been completed based on months, not miles,” the seller says. “Unbelievably no rust on this car, the undercarriage was never undercoated so it’s easy to see all the virgin underpinnings with even the factory overspray visible,” the ad points out. “The battery box we rebuilt as pictured. The spare tire is factory original and still looks new, photo included and we have the beauty wheel rings in the attic for safe keeping. “We don’t want to see it go, but we need to thin the herd of 8 vehicles.”The car is located in Browns Point, Washington, has its original four-cylinder engine linked to an automatic transmission and has been driven only 58,000 miles since new. The seller asks $14,500.
Hemmings Daily July 10, 2018 From the "My Hemmings pages" – The Vega 444, a project 30 years in the making. [Editor’s note: This piece comes to us from reader M. Nizer, via the “My Hemmings” pages. "It’s the summer of 1988, and I’ve just finished my first year of high school." "While at the Southbury, Connecticut show, we stumbled across an odd part, an Tannhauser four-barrel intake manifold for a four-cylinder motor. When I asked the vendor what it was off of, he replied “Oh, that’s for a Vega.” "After a bit of haggling, and $75 later, I was headed back to Albany with the impetus for what would become the “Vega 444.” "It’s the fall of 2015, I’ve just seen my 42nd birthday and my dad asks me to come down to his garage where he stores and works on his projects, to help him move some parts." "To my amazement, there sits the familiar shape of a 1975 Vega hatchback, dark brown with brown interior. My dad tells me that the engine was completely rebuilt, and has new brakes all around. With a lump in my throat, I inspect my new toy and see that in addition to a solid running motor, it has a Hurst four-speed, and lots of spare parts in the hatch. The body is pretty rough, but it’s a Vega, and it’s all there. I fire up the engine and hear the familiar note of the four-cylinder without exhaust, and lo and behold, this car has a header too. I’m 15 years old again, but instead of dreams of V-6 or V-8 conversions, I appreciate the uniqueness and rarity of a modified four-cylinder and the opportunity to share a love for this hobby with my father. My dad and I talk about plans for the car and he comes up with the name “Vega 444” (4 cylinder, 4 barrel, 4 speed)." "Over the past two years, I’ve been mostly collecting parts for this project. I found a ’76 GT as a running parts car, a set of Cosworth wheels, an NOS quarter panel and driver’s-side fender, and a new passenger’s-side fender and hatch. I purchased the special cam tool and have swapped out the stock cam for the Crane performance cam, repainted the Ieco cam cover and added the “Vega 444” logo. I most recently reinstalled the engine with all of the performance parts (cam, header, and four-barrel manifold and carburetor) from 30 years ago. Next up is the significant body work and painting along with restoring the Cosworth wheels, cleaning the interior, and replacing the carpet. In the end it will be GM Firethorn Red, with Cosworth striping, but instead of the “Cosworth Twin Cam” logo, it will say “Vega 444” on the fenders and tail light panel. It still has a long way to go, but some day this father/son project, 30 years in the making, will finally be completed."
The Truth About Cars August 17, 2018: Rare Rides—This 1975 Chevrolet Is Both Vega and Cosworth—Corey Lewis said. "An enterprising GM executive, a British tuning company, and a compact hatchback came together in 1975 to make a very special, limited-production Chevrolet. It’s the Cosworth Vega, naturally. Chevrolet’s Vega was the first vehicle on General Motors’ H-body. Hitting dealer lots back in 1971, the Vega was available in two-door sedan, hatchback, wagon, and sedan delivery variants. As it stood on dealer lots, the Vega was very much a middle market car, with middle market performance. None of this was very interesting to GM vice president John DeLorean, so he sent an engineer over to England to scout around for a way to add some sportiness to the Vega. The engineer in question ended up visiting with Cosworth, who designed a twin-cam cylinder head that worked with the existing Vega engine. Throughout its run, two different variations of inline-four engines powered standard Vega models — both of them 2.3-liters in displacement. This engine was reworked considerably for Cosworth Vega duty, shrinking down to 2.0 liters, and paired with the aforementioned Cosworth cylinder head. But the project was a low priority among GM management, and DeLorean had an uphill battle to get corporate approval. With the engine ready in early 1971, DeLorean brought the project to GM’s president, Edward Cole. DeLorean pitched the idea by preparing three performance Vegas for Mr. Cole to sample. One was a base model, the second had a small-block V8 under hood, and the third was the Cosworth. Cole was duly impressed by the tuned four cylinder, and offered his approval. Cosworth was go. Chevy prepared a number of test cars to comply with EPA testing standards. More than one rework of the engine was required, as well as further test car examples to prepare for revised EPA regulations starting in 1975. The ’75 regulations required a revised electronic ignition, the addition of a catalytic converter, and a rework of the fuel injection system. As 1975 rolled around, the Cosworth passed all tests and began production with its 140-horsepower engine. Assembled at the Lordstown, Ohio plant which would later make Cruzes, all 1975 models shared the same black and gold theme. 1976 saw a cosmetic update and the addition of several different paint color options. Though the car magazines were all impressed, the asking price for a Cosworth Vega was just $900 less than a Corvette in the same showroom. Ouch. All told, Chevy made just 3,508 Cosworth Vegas."
Chevy Hardcore Febtruary 19. 2019 by Randy Bolig —The Cosworth Vega. Chevy’s Almost Muscle-Bound Econobox— "Introduced as a 1975 model, the Cosworth Vega was actually conceived four years prior. In 1971, Chevrolet General Manager John DeLorean, contacted Cosworth Engineering of England about an idea he wanted to implement. Just like the Pontiac GTO, he considered the same approach with the Vega GT – a good looking coupe with a surprise under the hood.." "Cosworth was instrumental in designing the 16-valve cylinder head,. To create the Cosworth variant, the standard 140 cubic-inch Vega engine was actually de-stroked to 122 cubic-inches. Inside, chrome-plated piston rings were used with the forged-aluminum pistons. The crankshaft and connecting rods were forged steel. Sounds bullet-proof." "When DeLorean approached Keith Duckworth of Cosworth Engineering to see if the collaboration could design a race engine for the Vega, the intent was to capture the SCCA “B” Production class and Europe’s two-liter sports car class. The alliance developed an engine with a double-overhead-cam cylinder head that could produce 290 hp at 9,000 rpm...But, the Cosworth package stretched the limits of the Vega’s engine block, and the 12.0:1 compression ratio caused it to crack. Duckworth eventually lost interest in the project, and DeLorean considered how best to salvage/use the engine. The solution was to dial it down so it could be used for street use." "Timing can either make – or break – a given outcome. Unfortunately for Mr. DeLorean, the government tightened emission regulations for 1974. Even with the new fuel injection, that meant it was back to the drawing board for the Cosworth’s engine.... to pass the new emission standards required reducing the compression ratio from 12.0:1 to 8.5:1." "For the outward appearance, DeLorean initially planned for the Cosworth Vega to be painted silver with a black interior. When it was finally released in 1975, he had changed his mind, and all 1975 Cosworth Vegas were painted black with gold trim. The color scheme was unique to the car." "At $6,671.60, this Vega was only $600 less than a new Corvette in 1976." "Paul Chicky of Greer, North Carolina, was not one of the 1,447 Cosworth buyers in 1976, but always had a soft spot for the econo-performer. “This car was built in March of 1976, and was first sold through Cecil Crews Chevrolet/Oldsmobile in Centreville, Alabama,” he said. “I purchased it from a gentleman who actually worked in the Lordstown plant during the ‘70s."
Car Culture July 21, 2019 Greatest Cosworth Powered Road Cars Honorable Mention: Chevrolet Cosworth Vega The Cosworth-powered Chevrolet Vega could have been a wonderful car. It had John Delorean's hand in it and styling that echoed the 1970 Camaro. It launched with high praise from the automotive media until it became known for some large faults that included a propensity to rust, reliability issues, safety issues and durability problems with the engine. So, Chevy did the logical thing and had Cosworth build 5,000 performance versions of the 90-horsepower engine in 1975 so it could go racing. The engine with its new cylinder head made 290 horsepower and revved out at 9,000 rpm. Unfortunately for the road cars, emissions throttling brought output down to 120 horsepower, just 10 more than the optional high-powered engine. The extra 10 horsepower cost almost double the price of a base model. That didn't stop Road and Track saying that it "goes like the proverbial bat out of Carlsberg Caverns" and praising its handling, as well as Car and Driver choosing it as one of its "10 Best Collectible Cars" for its 4th annual 10 best issue.
Old Cars September 4, 2019 10 Hot Chevys Bow-Ties that are trending upward— 3: VEGA – "John Z. Delorean was the head of Chevrolet in 1971 and the Vega was a completely new sub-compact designed to get the company through the gas-crunch years. It had sporty looks and a 140-cid, 90-hp four-cylinder engine. GT versions were a $350 option package. The Cosworth editions of 1975 and 1976 produced 110 hp and bring steep collector prices today. Other Vegas sell for a lot less, but are hard to find because the cars weren’t very durable. That is exactly what makes them interesting today. Don’t expect to get rich investing in $5,000 Vegas, but you can buy one, have fun with it and perhaps sell it later for a small profit."
Vega vs Competitors Reviews
"We are going to whip Volkswagen"—John Z. DeLorean, general manager, Chevrolet Motor Division
Road & Track August 1970, "Overhead-Cam Fours for the Pinto & Vega" said, "Chevrolet stayed at home and worked up a most interesting and original 2.3-liter engine for their compact, the Vega. It's far more interesting and technically adventurous than the Ford engine." "In contrast with the Ford, first, the Vega 2300 engine is undersquare: 3 1/2-in. bore, 3 5/8-in stoke. The displacement is 140 cu in., which works out to 2287 cc; hence the name 2300. Consistent with the longer stroke is the fact that the Vega engine is a lower-speed unit than Pinto's: its 90-hp comes at only 4800 rpm. Chevrolet will stress durability through low revs." A one-barrel carburetor is used for the basic engine version; then there's a high-output option using a 2-barrel carburetor and different valve timing; still the the power peak (110-hp) comes at 4800 rpm." "The most intriguing thing about the Vega engine is its aluminum block. The Vega block is a bold move: it has no cylinder liners. Aluminum, being relatively soft, has been valuable for reducing engine weight (the Vega engine weighs only 330 lb) but not capable of serving as a cylinder bore." How did Chevrolet do it, then? First, the block is of a high-silicon alloy; instead of the common 7% silicon it contains 17%—a level heretofore considered unmanageable on the production of aluminum castings because the alloying element (the silicon) would try to segregate itself before the casting was complete. GM's own casting process—called Accurad and already used in the Corvair engine—solves this by doing the casting in two stages instead of one...Secondly, though the cylinder walls would be fairly hard anyway, an additional step is taken; a special etching process leaves the hard silicon particles prominent. This is done after the bore machining and it means that the pistons literally run on silicon not aluminum walls. The pistons are still aluminum—a typical alloy with about 7% silicon—but they are plated so their working surface is iron. The piston rings are conventional iron. The block has an open-top deck with the cylinders free standing but siamesed front-to-back. Tying the bores together this way makes a useful contribution to block rigidity—which can be a problem with aluminum." "Surprisingly, the cylinder head is cast iron, and at 60 lb it's heavier than the block. Reasons given by GM for use of the iron head are (1) added rigidity, (2) more space for water jacketing of valves and ports because thinner walls can be used, (3) no valve seats needed, and (4) better thermal efficiency. Like the Ford, Vega uses a glass-braced toothed belt to drive the camshaft. But the valve gear is different. GM's camshaft operates more directly on the valves via bucket tappets above the inline valves," As with the Ford engine also there's exhaust heating of intake air via a stove with plumbing up to the air cleaner."
Motorcade August 1970 "Exclusive! First Test--Chevy's Vega—Mini-car from GM to do battle with the imports By Allen Stocton "Chevy's Vega 2300 is on the line and everyone at GM is hoping for the best. But if the car doesn't make it, it wont be because the Vega's engineers and designers haven't tried to develop a small car that offers as much or more than any other, and is based on driving conditions in this country." "How good is the Vega? In two words, very good. We've owned several small imports, and the Vega is as good as any of them. "The motoring press took an 890-mile trip in three Vegas and three competitors. The Vegas won." "All three Vegas handled very well, and the sharp white coupe even more so. It was enhanced with the "performance" engine and a four-speed stick, but it was the very sporting way one could throw it around mountain curves that made it a favorite." "Along some sections of the wide-open spaces the members of the little caravan were hitting better than 100 mph. Frankly, the Vega felt solid at that speed." Next in line came the Toyota, then the VW and finally the Maverick, a slow-steering handful that no one enjoyed having to drive fast." "The highest fuel mileage recorded was the Vega sedan at 25.5 mpg. The best 0-60 time was the L-11 Vega coupe at 13.5 seconds. Of the three (Vega) body styles available, opinions of which was best were well divided between coupe and station wagon. The wagon has a lot of styling, and with the huge swing-up rear door and fold-down seat, it has good load capacity. The coupe has hints of everything from Camaro to Ferrari in its styling, while the wagon's only basis for comparison is the VW squareback, which is homely by comparison." "We liked the Vega's overhead cam four-cylinder engine. There had been rumors of vibration problems but the engineers have them cured and it is as smooth as any other four-banger. The engine likes to rev and you can't seem to hurt it with high rpm." Michael Lamm said, "We all agreed that the three Vegas were well put together, that they were comfortable, roomy, reasonably quiet, and fun to drive." John Bond, publisher of Road and Track and Car Life, who'd never been overly fond of American automobiles said he thought the Vega handled better than any economy car he'd ever driven.
Car Life September 1970 "Vega Preview" By John R. Bond—The motoring press took an 890-mile trip in three Vegas and 3 competitors. The Vegas won.—"It is unprecedented for any company to invite outsiders to come along for a test ride and drive at any time, let alone five months before public introduction. That is just what Chevrolet did to promote the new Vega 2300.
Five months prior to the Vega's public introduction. Six men representing six publications where invited to participate in a test run from Denver, Colorado to Phoenix, Arizona; a two-day run of about 890 miles. Six cars were provided, driven out to Denver from the GM Proving Grounds in Milford, Michigan. They were:
1. Vega two-door sedan, 90-hp, three-speed manual, 2.53:1 axle.
2. Vega hatch-back coupe; L-11 option, 110-hp engine, four-speed, 3.36:1 axle.
3. Vega station wagon; 90 bhp, powerglide, 2.92:1 axle.
4. VW-1600 standard two-door Beetle; 57-hp, four speed, 3.67:1 axle.
5. Toyota Corona four-door sedan; 90-hp, two-speed automatic, 3.7:1 axle.
6. Maverick base car, 105-hp, three-speed manual, 2.83:1 axle.
A follow-up car, an Impala wagon, was also provided, carrying a Chevrolet PR man and a photographer. The highest spot on the trip was Monarch Pass, on the Colorado Highway 50, 11,302 feet. The average speed was 57 mph which meant cruising at 80 mph whenever road conditions allowed it. The slowest speed on some of the long climbs was 40-45 mph, which was the maximum capability of the Toyota with its two-speed automatic transmission. The base Vega with its fantastic 2.53:1 axle climbed the same grade in second gear at 65 mph and a modest 4100 rpm. The highest speed attained on a level road was 105 mph at 5,250 rpm by the Vega coupe with the L-11 performance option. The most impressive part of the trip was the cornering power of the three Vegas. None of the other cars could begin to keep up.
Car and Driver September 1970 "Detroits Compact Commitment-Ford Pinto and Chevrolet Vega 2300"—About the only thing shared by the Pinto and the Vega is the wholehearted commitment by their designers to regain the "import market.—"Ford and General Motors have anted up, not millions, but hundreds of millions of dollars to tool up the Pinto and the Vega 2300 and no excuses or copouts are being made. Neither is a half-hearted, cut-down intermediate with "broad appeal"; instead they are the best, most import-beating sub-compacts that American technology knows how to build. If VW and the other small intruders survive this attack they'll be assumed invincible." The curious part of the Vega/Pinto story is their mechanical simlarity does not prepare you for the vastly different personalities of the two cars. The Pinto is an American-made foreign car; the Vega, a small American car." "Except for the flair of its styling the Pinto could easily pass for a European car. It's tiny, only 4.3 inches longer than a VW, and it has small car proportions." "In contrast, the Vega is much like an unleavened Impala. It's larger than the Pinto, almost exactly halfway between a VW and a Maverick, and gives the impression of being engineered within an inch of its life. Chevrolet is making a massive commitment to the small-car market; the Vega's four models—2-door sedan, coupe, station wagon and panel truck—testify to that. From the very start, Chevrolet is prepared to take on everyone, from VW to the sporty imports like Lincoln-Mercury's Capri and Buick's Opel Rallye Kadett. But this tremendous latitude will also have Chevrolet competing with itself. The Vega sedan will certainly appeal to many who otherwise would have been prospects for a Nova and the sporty fastback coupe is more to cut in on the Camaro territory." "After driving both the Vega and Pinto we are convinced that they represent the most significant swing in Detroit marketing in the last decade. Because the cars are new from the ground up the cost of engineering and tooling up for production is clearly higher than that for the Mustang or Camaro, and at least equal to that of the compacts of 1960. And aside from their obvious virtues as automobiles, the Vega and Pinto have certain implicatons for society that can't be overlooked." "There is no doubt that the Vega and Pinto are exceedingly competent small cars."
Car Craft September 1970 "71's: The Subcompacts" said, "In the sales slug fest that is going to develop this year between Ford's Pinto and Chevrolet's Vega 2300, it appears at first glance that while Ford has a real contender in their Pinto, Chevrolet might be in better fighting trim for the title bout. With a proliferation of four different body styles as compared to the single Pinto configuration, the Vega already has the Pinto surrounded." "Where the Pinto will make an optional front disc brake package available some time after its fall introduction, disc front brakes are standard on the Vega from the start." "And while the Pinto could be described as an "unsanforized" Maverick, with obvious family styling ties, the purely functional styling of the Ford offering might again be at a disadvantage when matched with the really clean looks of the "micro-Camaro." "There's one other point where Chevy engineers really have scored some points with the performance enthusiast...the engine compartment of the Vega 2300 is large enough to accept a small-block Chevy. Picture it now, a home swapped LT-1 350-inch engine from a Z/28 nestled in a little 2500-pound Vega. Talk about the ultimate street machine. As for the Pinto, unfortunately its engine bay will accept nothing larger than the four cylinder engine it comes with." "As if the Vega doesn't look good already, it seems that they've got the edge on the Pinto when it comes to the depth of options a potential buyer can pick from. Both the Pinto and Vega have optional air conditioning, but in the overall picture it appears that the Vega has four models to the Pinto's one, that a Vega buyer can choose from four transmissions (three and four-speed manual as well as Torque-Drive and Powerglide automatics) to Ford's four-speed manual and three-speed automatic and that the standard Vega engine is 300cc's larger than the largest optional Ford four (which may not even be available at the beginning of the year)."
Mechanix Illustrated September 1970, "The Ford Pinto & the Chevy Vega 2300" The most unique feature of these new cars (Vega) is the powerplant. This a 4-cylinder gizmo with a high silicon aluminum alloy block." "This mill is loaded with innovations including the fact that no cylinder sleeves are used because of the hard surface of the silicon aluminum bores." "Top speed, which our Chevy test engineer has stated should be 107 to 110 for the coupe proved in our runs to be just a hair over 94." "The roadability and handling on the GM sports-type car road course was excellent, quick and sure." "These cars are easy to get in and out of due to their large doors." "The legroom in front was fine but not too roomy in the rear." "Both the standard and the coupe are very interesting cars. I didn't drive the wagon but it looks good. Pricewise, these can be close to the VW in standard form and if not too many goodies are added, such as the optional air conditioner, power steering, automatic transmission, etc. and etc. they may give the imports quite a fight."
Sports Car Graphic September 1970, "Tri-testing the...Pinto, Vega & Gremlin" SCG said of the Vega, "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." "This particular Vega had the F41 option, which included Polyglas bias/belted tires in an A70x13 size on 6-in.-wide rims and at least that wide a tread. They're getting smart—nothing corners or brakes a car like square inches of rubber on the ground. The tire was reportedly was designed for the Vega, but should be available in tire stores within a few months, and we would recommend them over even radials for all other 13-inch wheeled cars." "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. Valve lash adjustment is by a set screw in the tappet that doesn't even require a lock nut." "So the Gremlin won the drags with more cubic inches and more horsepower, but all three were in the neighborhood — it all depends on the options." "When it comes to handling, naturally the Vega with fat tires and ant-roll bars was on top, but such "speed equipment" is not even listed for the others. In maximum cornering force the Vega was right up there with muscular pony cars, and the Pinto maybe likewise with the same parts — but the Gremlin needs other help." "In the Vega the only major components that did not require completely new design and tooling were the transmission, and the air conditioning pump. From an engineering standpoint, it is as all-new as the Corvair was."
Motor Trend January 1971, Comparison: Volkswagon-Pinto-Vega "Your Target For Today: Volkswagon" — Two Car of the Year nominees take on the Car of the Decade. "..but the only thing Vega engineers were out gunning for as far as the Beetle is concerned was its fuel economy" "..price alone keeps it out of the Volks class. Further, by their own estimates, Vega marketeers project that only about 23 percent of Vega sales will be sedans, with the sportier-styled — and more expensive — coupes expected to account for 50 percent, the wagons for 24 percent, and the little panel trucks about 2 percent." "The engine in the Vega is the strongest of the three: 140 cubic inches and 90 horsepower...its drag strip performance will blow the doors off both the Pinto and the VW." "When driving the Vega, even the unglamorous sedan, you get the feeling your really in a Camaro or a Nova." "The Vega itself is a very quiet car. The only major noise source is the engine and transmission, and, depending on your bent, that smooth humming may be music to your ears." "The four-speed is a pleasure to use; even the stock knob is just the right shape for the proper grip in going up or down through the gears." "With its front disc brakes, the (Vega) sedan has a very high initial deceleration force, but the optional A70-13 tires are needed to derive full potential. Steering is light, but the ratio is slower than it should be." "The Vega approach to handling is at opposite poles to the Pinto's. The steering is slower and closer to neutral in cornering, with the car capable of sticking to the turn under higher "g" forces." "The Vega, while enjoyable to drive, is a more serious car. It's faster, more comfortable, quieter and better riding than either the Pinto or VW while still delivering respectable fuel economy. It carries a higher base price, but includes a lot more standard equipment than the others, some of which is part of the basic structure and isn't even available optionally on the lower-priced cars." "One wonders, though, what market it is really aimed at, as it is sure to hurt both Nova and Camaro sales to some degree. The import buyers Chevy is hoping to attract may be too finciky, or spoiled by the interior finish of the foreign cars, to settle for the "American look" of the Vega interior, centrally-mounted handbrake and international-marked control knobs notwithstanding."
Car and Driver January 1971 awarded top pick to the Vega above the Ford Pinto, AMC Gremlin, VW Beetle, Toyota Corolla and Chrysler Simca. C&D said: "The Vega was the most expensive car in the test by almost $300 but the Vega's virtues are nicely in proportion to its price and it was the unanimous favorite." "The Vega pulls down the number one position because of its particular suitability to American driving conditions. It is one of two cars in the test (the other being the Gremlin) capable of relatively strainfree cruising at 70 mph or above." "It was the fastest of the cars tested, taking 12.2 seconds to reach 60 mph." "The Vega's tall 2.53:1 axle ratio allowed a low 3,000 rpm at 80 mph." "Despite the economy oriented axle ratio, the Vega's acceleration is strong. Using first and second gears, the standing-quarter mile required 18.6 seconds with a speed of 72.3 mph. Aside from the Gremlin, the Vega was the only other car in the test to get under the 19-second mark or to exceed 70 mph at the dragstrip. The Vega'a ability to produce impressive numbers was also apparent during the evaluation of the brakes. Its consistant 195 foot stops from 70 mph (0.84G) were the high marks of the test." "Ride quality is good for a car of this price class: small bumps are absorbed with ease although the shocks seem severe on patchy blacktop roads. Handling is very good with mild understeer and tolerant breakaway characteristics. The biggest surprise is the steering which is light and accurate and feels far quicker than its 4.5-turns lock-to-lock would suggest. In general the Vega is quick and nimble without the sports car harshness most American car drivers find objectionable." "In their concern for the driver, the engineers did manage to do a good job in postioning him. You sit low in the Vega with your arms and legs stretched out, more like sitting in a Camaro than a compact sedan. And the seats, while not sensationally comfortable at first sitting, proved to be remarkably livable for long periods. It provides an an excellent combination of performance and economy, it cruises easily at high speeds and it is relatively comfortable for hours at a stretch. It is unique in this test as it is a car for all occasions." "At the close of the 2-day test, our staff member jury was in unanimous agreement on one point: that the Vega offered the best combination of performance, fuel economy, and comfort among the six cars tested. But, giving consideration to a price $175-$300 (depending on options) more than the others, none of us are convinced that the Vega represents the best economy car buy. It's too expensive—not for what you get, but as a true economy car."
Road & Track January 1971, "5 Economy Sedans" comparison of the Chevrolet Vega, Datsun 510, Ford Pinto, Toyota Corona & VW Super Beetle.— "The scores: (of a possible 360) Datsun 210 points, Toyota 205, Next came the Vega, 50 points below the Datsun with a score of 160. Pinto came in fourth with 116 points. Finally, the Super Beetle, improved as it is over previous Beetles, came in a resounding last." "In the personal-preference ratings Vega was rated 2nd by one, 3rd by four of the drivers. "It was a huge effort for General Motors to turn out the Vega; all-new models, especially in a new size catagory, are a rarity with U.S. car makers." "Chevrolet's Vega is the heaviest, longest, lowest and most stylish of the group and has the largest engine at 2287 cc. It's slow-turning engine is not the most powerful however, being rated at 90 bhp." "All five drivers thought it was the best looking of the group, a subjective triumph; on other things like interior trim-finish-appearance, body structure and gearbox it was considered worst of the group. But in matters of roadability–handling and braking–Vega rated best." "...the Vega is notable for its good handling: it's as near neutral as as sedan can be and still be safe for the average driver and the spring-shock calibrations are good enough that the car can be driven briskly over a variety of road surfaces without awkwardness. Likewise, its brakes behave very well in normal driving. Though its performance is quite satisfactory, the Vega requires too much effort and creates too much fuss in achieving it. Its 3-speed gearbox is the only one in a group of 4-speeds, was rated "worst" unanimously, and the engine noise is exceeded only by VW's in everyday urban-suburban driving. In fairness, we have to point out that the extremely tall gearing (only 2710 rpm at 70 mph!) gives the Vega quiet mechanically relaxed cruising on the freeway. Though the Vega's interior is not pretty and its seats are not well designed, it is roomy; being the longest car, its back seat and dimensions there compare favorably with those of the Toyota and Datsun. The Vega is Able and Roadable but relatively Crude."
Consumer Reports January 1971, "The Little Cars," compared the Ford Pinto, Chevrolet Vega, AMC Gremlin, VW Super Beetle, Toyota Corona and Datsun PL510 declaring three winners—Datsun, Vega and Toyota. CR said, "The Chevrolet Vega (and the Toyota Corona) follow close behind the Datsun in our ratings order. However the Vega has an entirely different personality. While the Datsun buzzed and boomed at parkway speeds, the Vega gobbled up the highway with less fuss. However in city driving—the Datsun's forte—the Vega seemed listless and flat." "Of all the cars in this test group, the Vega alone has side barriers built into the doors for crash protection." "The Vega's soft suspension isolated occupants from small bumps and road imperfections. But on rough roads the car leaped and bounced unpleasantly." "In our emergency handling tests at the track, the Vega generally held the road well. In hard right-hand turns, the engine stumbled momentarily. However the steering response felt quick and predictable. We judged the Vega's emergency handling good." In summary CU said, "The Vega and the Toyota were the quietest among a generally noisy group of cars. They also shared a comparatively smooth ride. The Vega performed well despite its economy gearing, and it handled reasonably well. It's brakes stopped the Vega straight and short every time." "The Ford Pinto and VW Super Beetle, in CU's judgement, are about equal in overall quality, but below the Vega and the Toyota."
Popular Science January 1971 "The Pinto and Vega: 10,000 miles Later" "In the plains of North Dakota, the Vega showed what a good highway car it is. Cruising at 70 mph, it was steady and stable despite wind gusts of up to 35 mph. Passing trucks was never a problem." "The engine was now fully broken in. Up to 5,000 miles it was still tight and reluctant to run at high revs, but as it loosened up, acceleration improved considerably." "Along the Ohio turnpike and Pennsylvania's Route 6 the car ran faultlessly, and when we reached White Plains, N.Y., the odometer said 9,688 miles." "Directional stability (of the Pinto) in crosswinds was not as good as the Vega's. On the other hand, the Vega's steering feels vague in the near-straight ahead postion. A quarter-turn of the wheel gets next to no response. On bumpy roads, the kickback to the steering wheel is excessive by normal Chevrolet standards." "Vega nosedived under full braking and suffered from axle hop and shake, but stops were relatively short." "The Pinto seemed quieter than the Vega when cruising on good roads, and our noise level tests proved this impression correct." "Fuel consumption. For the entire distance, it worked out to 20.9 mpg for the Vega, 19.7 mpg for the Pinto." "Both cars were slower on acceleration than the 87-to-100-cubic-inch imports-but, of course, those had manual transmissions. We also ran acceleration tests on another Vega, equipped with the 110-hp engine and a manual four-speed transmission. It was far quicker than our 10,000-mile car: 0-60 in 13.4 seconds, 0-80 in 25.1 seconds, and 25-70 in 13.9 seconds." "We wholeheartedly recommend four-speed manual transmissions for these cars, no matter which engine you choose." "Our early-model Vega bore evidence of having been rushed into production too soon-before the end of its development period. The Pinto, on the other hand, proved free of bugs." "The cars are surprisingly matched on price, performance and fuel economy."
Car and Driver May 1971 "The Eighth Annual Readers Choice Poll" — Best Economy Sedan: Chevrolet Vega — "Heading the list of major surprises in the Eighth Annual Car and Driver Readers Choice Poll was not only the fact that Chevrolet's Vega unseated seven-time winner Volkswagen, but that it wasn't even close. With four distinct models and a choice of either a 90 or 110-hp 4-cylinder engine the Vega is unique in the economy sedan field on offering something for just about everyone."
Chevrolet Vega 33.8%
VW Beetle/Super Beetle 16.7%
Datsun 510 7.6%
Fiat 124S 7.0%
Ford Pinto 6.4%
Consumer Reports June 1971, "Road Tests of Station Wagons" said, "CU tested three full size wagons.. a compact sized wagon.. and the subcompact Chevrolet Vega to see how practical small wagons might be." "Surprisingly, with its second seat folded down, the little Vega could swallow the bulky (2'x2'x4') box readily." "Our subcompact Vega had the standard four-cylinder engine, the two-speed automatic transmission and AM radio." "Like most imports, the Vega has a lift-up door rather than a drop-down tailgate. With the Vega's rear seat folded down, load space is relatively large for such a small wagon." "The Vega was noisy inside, mainly because of its raspy, booming exhaust," "Whether the Vega carried a light or a full (800-pound) load, the ride remained much the same—except that the rear suspension bottomed out more easily under the full load." "We judged both emergency and normal handling fair to good, mainly because of the car's good behavior on smooth roads. Directional stability was relatively unaffected by crosswinds; and we noted no tailwag during rapid lane-changing, even with a full load." "In summary CU said, "The Chevrolet Vega wagon though much smaller than the AMC Hornet Sportabout, had much more space inside for bulky cargo. But the automatic transmission was costly in terms of acceleration and fuel economy. CU recommends a 3 or 4-speed manual transmission. The Vega wagon's handling and braking were somewhat worse than our test sedan's, but they were still respectable. And the wagon's fully loaded ride was better."
Car and Driver November 1971 "15,000 Mile Comparison Test: Chevrolet Vega Versus Ford Pinto—Return with us now to those nine hard months on the road as C/D staff recounts the thrill of ownership and the agony of service.— "One Vega and one Pinto have survived 15,000 miles at the hands of the Car and Driver staff...And the test stretched over nine months...with no major mechanical failures—an indication of the soundness of their basic engineering. Still. far more is expected of a car—even two of America's lowest priced cars." "Neither of the test cars was a budget-priced stripper. Instead, we ordered them with options we felt most enthusiasts—drivers who want a good small car, not just a cheap one—would buy." "The Vega was a hatchback coupe with crisp, uptown styling that makes it one of the most visually appealing small cars on the market. It was equipped with the optional 110-hp engine, 4-speed transmission, special handling suspension, wide A70-13 tire and all the comfort and convenience equipment that was available early in the model year (except for air conditioning)." "Normally, the Vega averaged between 22 and 23 mpg the way most of the staff members drive." "The Vega hits its stride on the open highway. It has good directional stability and the front bucket seats are comfortable for most drivers. There were complaints of excessive heat radiating from the Vega's driveline tunnel—the effect being exaggerated by the softly-padded bucket seats which envelop you in non-breathing vinyl—but it was agreed that the Vega's far superior flow-through ventilation system was more than enough to offset it. (The Pinto's ventilation is flat inadequate unless you open the windows)." "While it is obvious that Chevrolet engineers have made a heavy commitment toward occupant comfort in the Vega, the effect of their work has been very nearly cancelled out by the car's one collossal esthetic failure—the engine. Never mind all the talk about the marvelous technology involved in the liner-less aluminum block: From a noise and vibration standpoint, the Vega's Four is unfit for passenger car use." "..one area of both cars' operation is very uncomfortable, and that is driveability...Chevrolet has been well aware of the Vega's driveability shortcomings so, for this reason and because the latest emission regulations are more difficult to meet, the 1972 models have been modified accordingly.To evaluate the improvement in driveability, we updated our Vega to the new-model specifications. It's an altogether different car. The old holes in the throttle response have successfully been filled. But there has been a noticeable power loss, partially due to the cam and partly attributable to the air pump, which engineers say costs 7 hp at the peak... But the car is so much easier to drive that the power loss is a fair trade." "If, in your travels, you spend more time on the open road and you agree with GM's sense of sheetmetal fashion, the Vega is a better choice."
Car and Driver December 1971 6-Car Comparison Test of 1972 Super Coupes rated the Vega GT's styling over Pinto Runabout, Opel 1900 Rallye, Mazda RX-2, Capri 2000, and Toyota Celica, saying: "Chevrolet brought to bear on the Vega GT all the cleverness that made it number one in the U.S. That division's smallest model has an optional engine, fat polyglas tires on wide styled wheels and a special handling package, all surrounded by the sleekest styling package this side of Turin. In fact, if picking the best Super coupe were purely a matter of styling, the Vega would win hands down without ever turning a wheel." "We've always thought of the Vega as a well engineered car, but many of its virtues are blocked by some equally impressive vises. For one thing its noisy—the noisiest car in the test—and most of it can be blamed on the long stroke Four which vibrates the hell out of the car." "As a driver, you sit low in the Vega. This particular car had the optional, cloth-covered full-foam bucket seats which are so inviting and compliant they would enhance the ambiance of any Madison Avenue cocktail lounge." "Taken all together, the Vega is not as kind to its driver as it should be. Its ride quality is smooth enough on expressways but it gets very jouncy in the rough, and the cockpit environment suffers in comparison to its imported competitors." "It turns out the only advantage the Vega claims is handling. It was the quickest around the skidpad (0.75G) by a good margin and it is a very tolerant car at its limit. It is closest to neutral of all the Super Coupes..." "Because the Vega's exceptional handling can only make up for about half of its power deficiency, it finished fourth at Bridgehampton."
Motor Trend January 1972 "Back Door To Economy" chose the Vega GT best car over the Ford Pinto Runabout and Gremlin X saying, "Which car is best? Vega. In spite of Gremlin's marked improvement in quality control, Chevy has had it all along." "Vega has a slight edge over Pinto both in response and horsepower (90 to 86) as well as noise." "Vega takes a different approach to the suspension problem...Vega goes the coil route front and back. Front coils are assisted by a stabilizer bar, while the rears are mounted on a two-trailing arm, two-link system, also assisted by a stabilizer. This arrangement gives a much softer ride than the opposition, but it also permits a much greater amplitude of body roll during cornering and the Vega doesn't even have much wheel travel...the flat-running Pinto and Gremlin will maintain the attitude and then drift toward the outside of the turn, or even worse, skip across uneven road surfaces. Vega's rear end tends to come around at the limit, requiring less skill with careful power control to salvage a bad corner." "The shifter mechanism has been improved for '72..." "The gear ratio is a bit closer than Pinto's eliminating the long step between first and second." "Vega's top of the line interior is more uptown than the other two because it shoots for a broader, more sophisticated market. The GT instrument panel has a full set of gauges, although a couple of them hide behind your hands. A very tastefully executed wood grain applique balances the picture." "Vega's seats are the best of the lot. Not only do they provide good lateral retention, but the support is firm while the seat is not. Even extended trips do not induce excessive driver fatigue and that is one reason why it was the Car of the Year in 1971."
Car and Driver May 1972 in a track comparison, tested eligible SCCA Showroom Stock Sedans: Chevrolet Vega, Datsun 510, Dodge Colt, Fiat 124, Ford Pinto, Opel 1900, Renault 12 TL, Toyota Corona, and Volkswagen Super Beetle. C&D said, After three days of scrubbing off tire tread and grabbing shifts we have a winner. It's the Opel 1900..the next six cars behind the Opel are tightly grouped and highly competitive—all within 1.1 seconds per lap on a nearly three-minute course. The remaining two, the Renault 12 and the Volkswagen are well behind." "The Vega falls on the dark side of the rules. There are more factory-installed performance options for the Vega than all of the other cars in the group put together—but the SCCA won't allow a single one of them. Consequently, the Vega is in over its head." "The Vega's virtues and vices are very clear. Its handling is excellent even without the optional suspension package. The car is inherently well-balanced and, at 0.75G, was matched only by the Opel on the skidpad. It does need quicker steering however. What holds the Vega back is the engine. In displacement its the biggest one in the test; power is another story." Inside, the Vega presents the driver with problems much like those of the Pinto. The seat is too soft to provide a firm platform and the accelerator pedal is is poorly located for race driving. Even the dreaded axle hop under braking is common to the two. The Vega does have better ventilation however. More is required to make a front runner. If its fun and the camaraderie of participation you're after, the Vega will provide it, and there will always be a few cars behind you at the finish."
Car and Driver May 1972 "The Ninth Annual Readers' Choice Poll" — Best Economy Sedan: Chevrolet Vega — "The Vega, which is marketed in typical Detroit style (a variety of bodies and an ape's arm long-list of options) wins this category for the second year in a row against competition from Japan, Germany, Italy, and Ford's US/Anglo/German hybrid."
Chevrolet Vega 18.7%
Datsun 510 16.6%
VW Beetle/Super Beetle 11.8%
Fiat 128 8.8%
Ford Pinto 7.0%
Motor Trend July 1972, "Mini Wagon War" compared the Ford Pinto Squire, Toyota Corona Mark II, Chevrolet Vega GT and Plymouth Cricket. MT said, "GM had cranked in a capacity for the wagon configuration when they designed the Vega. Without side windows it was a bread van, with side windows it was a "Kammback" wagon. Which is Public Relations talk for a bread van with side windows." "Vega, ours had the GT package, which is the way to go if your a driver who enjoys being behind the wheel, has a slightly softer suspension giving less roll control, but the ability to get around turns is only slightly less than that of the Pinto. In spite of the greater degree of suspension compliance, there is a trace of harshness in the Vega as well. This too is well within the range of acceptability and quite a bit below that exhibited by the GT coupe." Vega steering is very good but neither as quick nor as sure as Pinto's rack and pinion."Vega wagon with the GT package has the best dash panel with full instrumentation,small diameter steering wheel. Firestone Wide Ovals provide excellent traction for GT suspension. Full length wheel hump deprives cargo compartment of some space." "With air the prices are: Pinto Squire, $2875, Vega GT wagon, $2633, Cricket, $2738, and Toyota Mark II, $3417." Picking the winner was a tough task since each machine stands out in one specific area, but lags a bit in the others. Pinto slipped in front of the Toyota by virtue of superior handling, followed by the Vega and Cricket."
Motor Trend October 1972, "Guide to Hatchbacks"—Nobody is pretending the hatchback is new, but according to Detroit, its time has come—"They are practical. And fun. Not as practical as a station wagon, not as much fun as a sports car, but combining some of the best features of both." "Chevrolet's Vega—The Vega is a notchback hatchback rather than a fastback hatchback but the idea is the same. The car isn't quite big enough to sleep in, which precludes its use for camping and a lot of the other outdoor drill. Vegas are superbly adaptable to the everyday life however. They make excellent vehicles for shopping, second cars, and carrying all those bulky things."
Car and Driver May 1973 "The Tenth Annual Readers' Choice Poll" — Best Economy Sedan: Chevrolet Vega — "The Vega continues its unbroken reign as champion in this category. Available in a wide variety of body styles—with an equally wide selection of engines and handling options—the Vega offers something for everybody in the Economy Car sector."
Chevrolet Vega 16.1%
Opel 1900 10.8%
VW Beetle/Super Beetle 10.8%
Ford Pinto 10.3%
Datsun 510 10.0%
Super Stock & Drag Illustrated July 1973, "Nine on the Line" said, "As it turned out then, we had two American cars, two German-made ones, and five made in Japan, for a total of nine test vehicles divided into two "classes" if you will. The Mazda RX-2, the Mercury Capri 2600 V6, and the Toyota Celica ST represented the higher sticker contingent, all with prices averaging $3200, while the rest of the field consisted of a Subaru GL coupe, a VW Super Beetle, a Datsun 610 hardtop, a Dodge Colt GT, a Ford Pinto coupe, and a Chevy Vega station wagon." "The most out-of-line car in the test was the Vega. We went looking for a GT hatchback through normal channels, but it couldn't be had, so we ended up with a 4-speed non-GT station wagon, well broken in with 5000 miles on the clock, and the Vega automatically got the title of Roomiest Car with its flop-down seat and station wagon cargo area." "Our Vega wagon had the second biggest engine in the test at 2300 cc with a two-barrel carburetor, and its complement of equipment including air conditioning, AM/FM radio, disc/drum brakes full foam seating in saddle tan with a brownish green dash panel and Bilious Green paint, full coil suspension, and little else." "Our green wagon was fairly well built with a distinctive Chevrolet feeling about it. Inside the car was fairly quiet and the air conditioner and radio were top dollar equipment." "The 140-cubic-inch engine and the rest of the drivetrain were plenty bulletproof, and our biggest objection in this area was noise at high rpm in gears or in high speed cruising. On the drag strip, the big-engined Vega was only so-so, with a best performance of 18.13 - 74.80 mph. The bugaboo here was initial wheelspin, second gear wheel hop, and too much fore and aft body wobble immediately after the shift, which loaded and unloaded the tires. The GT suspension, and for that matter the entire GT package would give the car a lot of what it needed...it wouldn't go through the slalom without crushing a few pylons, and the car felt very heavy when trying to turn the wheel to go around a simple circle, though lateral acceleration was good." "High speed braking was another area the Vega needed help." "Vega's vaunted handling wasn't apparent in our test station wagon, probably because it was not equipped with the GT package."
Motor Trend August 1973 "15 Cars to own in a Gas Crisis" 10: Vega Wagon 27.083 mpg. MT has solved one problem for Chevrolet engineering. Want to beat the noise of that Vega engine? Order your Vega GT coupe with the "economy" 2.90 rearend ratio. Not only do you get better gas mileage, you also get more use of the 4-speed transmission, a lower cruising noise level, and more than sprightly acceleration. The '73 Vegas are damn good cars and with all of their other qualities, mileage is fine."
Road & Track October in a 1973 comparison test "A Dozen Small Wagons" said of the '73 Vega Estate wagon, "The Vega ties with the Pinto for "most stylish of the group." But optional equipment—special upholstery, padded steering wheel, "woody"exterior paneling, whitewalls—makes lots of difference in their style. Our test car was a perfect example of what options can do to the price of an American car: automatic transmission, optional engine, air conditioning, custom interior and exterior, and small items add about $1000 to the base price. The Vega's 2.3 liter sohc engine is the largest but not the most powerful in the group. Its performance places it squarely in the middle of the pack. But the test Vega had automatic transmission and was laden with optional equipment. In this context, the Vega's comparitive performance should be near the top. The Vega with optional engine is one of only two wagons in the group we would seriously consider ordering with automatic transmission, and we recommend the optional 85-bhp engine in any case." "From 60 mph the disc/drum brakes and fat BR70 radials brought the Vega to an uneventful halt in a short 164 ft. Full-load stopping was even better-156 ft..." "Engine noise is obtrusive at idle but at highway speeds becomes quite subdued. And with better-than-average window sealing the Vega is one of the most pleasant wagons for highway cruising," "Chassis `behavior is odd. The car wallows and wanders over undulations at speed and the ride is choppy, especially in an unloaded state. Improved shock control would probably reduce but not eliminate the problems." "The Vega has a rated capacity of 800 lbs, average for the group." "Cargo volume of the Vega is lower than the norm partially because of a low roofline and location of the spare tire under a panel behind the rear seat."
Motor Trend January 1974 "America's Economy Champs"—Colt, Pinto, Vega and Gremlin—"After driving the manual-transmission car (Vega) we can safely say the lively performance of this 3-speed model is at least equal to, if not better than, the other three models. Around town mileage was in the 25-27 mpg range and it got an amazing 33 mpg on our test loop, though we used all the tricks to get this figure..and never going over 60 mph on the freeway." "Vega handling is just like its always been—excellent—and the suspension changes necessitated by the heavier '74 bumpers seem to have done the job. Brake performance was good, but we noticed that the front discs gave an unhealthy squeal when really warm. Vega's interior room is good, though not as good as the Gremlin, and the 8.7-cubic-foot trunk is more than sufficient for an economy car. The seats in the base-priced Vega are adequate but don't provide much side support. The optional interior has much nicer buckets. The optional interior also includes vinyl door-trim panels to replace the injection-moulded plastic ones that give the base interior that "rent-a-car" look. Aside from that our only other complaint is that the three-speed (manual) trans should have a reverse lockout feature, since reverse is located where first is on a four speed.." "Our top-economy Vega with the three-speed, 2.53 axle and an AM radio would list for $2314 and would provide upwards of 25 mpg. Our economy Vega would be based on the LX Notchback, a higher-priced model with vinyl roof, deluxe interior trim package, a gaggle of chrome mouldings for wheel wells and window frames, side protection moldings, electric clock, sport steering wheel, and more, all for $321 over the base model. Judiciuos selections from the option list might get you the best parts of this package, like the deluxe interior and sport steering wheel, for less money. It would also include the four-speed trans, ride and handling package and radial tires (which should be good for another one or two miles per gallon) and would list for $2890." "Devaluation has affected Japanese subcompacts and the German VW as well. A year ot two ago the American contenders seemed overpriced and offered less car for the money. But the monotary situation has changed drastically and the American cars seemed to have improved considerably this year." "The American models are extremely well matched, so well that's its truly difficult to pick a winner." "This may be the year to buy American."
Motor Trend March 1974 "A Pot Full of Economy: 50 Cars Worth Their Weight in Gold" 9. Chevrolet Vega LX 30.0 mpg—"Best mileage for an American car is the 30.0 figure turned in by our 1974 Vega two-door notchback sedan. Equipped with the 2287-cc single-barrel engine, a three-speed manual trans, 2.53 axle ratio, the LX trim package and radial tires, our Vega had a list price of $2700, making it a stiff competitor to the foreign economy cars, both in initial price and in mileage and performance." 17. Chevrolet Vega Wagon 27.0 mpg—"If you want the economy of a small car but need the room of a bigger car, here's the answer. Our '73 Vega wagon had the 2287-cc in-line four-cylinder engine and four-speed transmission and despite the added weight of the wagon body styles, it still managed a thrifty 27.0 mpg around our 73-mile test loop. It's proof that wagons can be economical too!" 38. Chevrolet Vega 20.6 mpg"The hatchback version of the Vega had the 2287-cc engine coupled to an automatic transmission and a lower rear-axle ratio. Though the mileage is still respectable, a comparison with the Vega in 9th place shows the difference an automatic and lower axle ratio can make on a small car."
Road & Track April 1974 "25 MPG & Over" 17 cars of all types, shapes and sizes will give you that kind of economy this year. "Chevrolet Vega: One must stick to the pure basics in order to be assured of a super-economy Vega. With the standard 75-bhp engine, 3-speed manual transmission, and a 2.53:1 rear axle ratio (a combination not certified for sale in California), the Vega will give 24.6 mpg, according to the EPA figures. A 90-bhp 4-speed Vega we tested last year, without the heavier 1974 bumpers and with radial tires, got 26 mpg on our standard economy run so this combination might just make 25 mpg this year. Over the three years since production began, detail improvements have made the Vega quieter—although the engine is still noisy through the gears. The sohc aluminum-block engine, however is an example of innovative engineering. The Vega, even the most basic model, is one of the most stylish economy sedans and its handling is much better than average. With optional handling package and radial tires, (which improve fuel economy) the Vega takes to the skidpad nearly as well as the Jaquar XJ6, select company indeed. In addition to the restyled grill and new bumpers, a very important change for 1974 is a larger fuel tank: 16 gal. With the excellent fuel economy of a basic Vega, this should mean over 400 miles between fillups—quite a feature when service stations are closed or out of fuel. The basic Vega wont give stirring performance, but it handles better and looks better than the average super-economy sedan."
Car Craft April 1974 compared a Cosworth Vega to a Datsun 260Z. They said, "The TC Vega is unquestionably louder, more high strung—and immensely more fun to drive. Chevrolet took a basic economy car and hopped it up to give superior performance without the luxurious appointments of the Datsun. Close your eyes in a 260Z and you could imagine yourself in a luxury nine-passenger station wagon. Do the same in a TC Vega and you'd believe you were driving a driving a Formula One Lotus." "In many of its details the Cosworth Vega screams its econoncar heritage...But the drivetrain is so intriguing and the package's character so fresh that the car's faults fade away. A car like the Cosworth arrives so seldom that its appearance is reason for rejoicing. Let the cheers start here."
Car and Driver May 1974 "Comparison Test Super Coupes '74"—Enthusuasts know...Wankels, V6s, 5-speeds.These are the cars of the future—Mazda RX-2, Opel Manta Rallye, Toyota Celica GT, Capri 2800, Vega GT and Mustang II Mach I. "These six cars represent the only genuine survivors of the Muscle Car Era. The insurance blight, followed by the emissions plague, followed by the fuel famine, have completely killed off cars like the Hemi and the SS396 Chevelle." C&D said of the Vega GT, "What we have here is a car that will cut and run with the best of them. It is a natural on a road course, sure footed and fleet, with a sense of balance that you rarely find in a sedan. A most vivid measure of the Vega'a handling is that it was third fastest (2:01.25) around Riverside and yet the poorest of the group in acceleration. You may get the idea that the Vega is a car of extremes, which is exactly the case. It is the best-handling of all the Super Coupes, the least powerful, the most economical in fuel consumption, has the lowest price and is the quietest at a constant 70 mph." "The Vega's Four is probably the least lovable powerplant you can buy in any car, domestic or imported, in the U.S. today. The rest of the Vega has much to offer. It is strictly a 2+2, but the hatchback and fold-flat rear seat provide an enormous cargo hold. The controls are well grouped, although it takes a limber ankle to heel-and-toe (you have to use your heel on the brake). Its gauges are are small but readable and we particularly enjoy the solid feeling of the shifter. It brings back memories of Hurst levers you could use—even abuse—with no fear of destruction. The test car was also optioned out with variable ratio power steering which offers a very quick 3.0 turns lock to lock (4.0 is standard) and quite an accurate feel." "The high braking effort stands in rather stark contrast to that of the other controls and plushy softness of the Vega's optional custom interior." "The carpets, the door panels and the seat coverings—is of high quality, particularly in light of the Vega's low overall price. But somehow it takes far more than than low price and the Vega's multitude of other virtues to redeem the engine. The Cosworth Vega is the only possible solution, but unfortunately production of that model will be too limited to fill the demand for an honest-to-God American-made Super Coupe."
Car and Driver in a 1974 "On-the-Track Comparison Test: Twelve 1974 Showroom Stock Sedans" — Possible winners and possible losers from among the top contenders — Vega GT, Fiat 124TC, Mazda 808, Dodge Colt, Opel 1.9-Liter Sedan, Subaru 1400 GL, Datsun 710, Fiat 128, Honda Civic, Datsun 610, Datsun B-210, and Toyota Corolla 1600. In this track test of twelve top Showroom Stock contenders. the Vega GT had the quickest lap (Lime Rock Park: 1 minute, 17.4 seconds). C&D said, "The SCCA has recently recognized the GT version of the Vega for Showroom Stock racing. This adds a 4-speed transmission, the 85 hp 2bbl. engine, an upgraded suspension package, front and rear anti-sway bars, and 6.0-inch wheels to the Vega that has been legal—but not competitive—all along. It should be enough to make the little Chevy a front-runner." "Handling is the Vega's strong suit. The car corners strongly with neither awkward roll angles nor the heavy understeer that keeps many more powerful Showroom Stock Sedans in back of the pack." "The Vega demands a sharp pilot, but it can be a winner."
Road & Track June 1974 "Sports Cars vs Sports Sedans" included the Triumph Spitfire vs the Chevrolet Vega. R&T said, "..we selected the Vega Notchback because of its superior handling and asked Chevrolet to supply the sportiest thing they could build for $3,100, a price chosen to match the expected 1974 Spitfire's." "...this was the Vega at is best with its optional handling package and wide radial tires, will just match the Spitfire with radials in steady-state cornering power." "...without them (radials), the Spitfire can't hold a candle to the Vega in handling." "The Vega was very cleverly equipped. It was the LX version, which has a pleasently appointed interior, and besides the handling options had the 85-bhp engine, 4-sp gearbox, 3.36:1 "performance" final drive, 2-postion front seatbacks, extra instrumentation (nice round gauges including a tachometer) and a few minor items. It came to $3055 at the factory and it would be difficult to imagine a better all-around sports sedan at that price in today's market. That aluminum 4-cylinder Vega engine is still noisy—actually noisier than the Spitfire's!—but it sounds a lot better at high revs than early ones did. Despite this year's heavier bumpers—our car weighed an alarming 2560 lb—the test car was the quickest Vega we have ever tested and it handily out-accelerates the Spitfire. It also has a good 4-speed gearbox, although the linkage is also mediocre; not only are the motions awkward but the lever clanks as you use it and there's a lot of free play in its action. Nor is the Vega's ride very refined, but its handling on a smooth dry road definitely is. Getting out of the Spitfire and into the Vega—we knew we could go a lot faster with complete confidence. And naturally, in a lot more comfort. Surprisingly, the Vega's steering was even lighter, although nowhere as quick as the Spitfire's. The extra weight is getting to the Vega's brakes, though. They take fully 55 lb for a 1/2g stop—that's heavy—and now fade somewhat more than with last year's test Vega. We didn't find them to be any problem in our brisk driving, but some people may find them disturbingly heavy underfoot, especially if they've faded a bit. Other points for and against the Vega are: excellent heating and ventilation, equally excellent seatbelts, poorly designed and located controls, especially the floor headlight dimmer and dash wiper-washer switch, and poor rain traction from the Goodyear radials." And what's the conclusion here? If you want wind around your head, get the Spitfire; if you want the better machine, get the Vega."
Motor Trend November 1974 "Some dare call them cheap! The Lowest-Priced Cars in America" By Jim Brokaw "Diligent research and careful scrutiny reveal that the Low-Priced Four are, Toyota Corolla 1200, Gremlin, Pinto and Vega."
The '74 base prices, which do not include transportation, tax, or license, are:
Toyota Corolla 1200 $2229
AMC Gremlin $2481
Chevrolet Vega $2505
Ford Pinto $2527
"Chevy's economy superstar continues to draw the low-buck crowd. Vega's instrumentation is easy to read, but we'd vote for a stick shift rather than the automatic." "Pinto and Vega can both be optioned well into the upper comfort and/or performance area, but your price takes you out of the bottom bracket." "Of the four, Corolla is the best buy, giving you more for your dollar, but being the lightest construction, it's noisy. Gremlin is the smoothest with the six-cylinder engine, also the most powerful..." "Pinto has rear leaf springs, corners flat but rides a tad rough. Vega has coil rears, rides smoother but rolls more on corners. There really isn't any best car since each is quite unique and different from the others."
Flash! At press time, GM announced its car-by-car price increases. The Vega, the third cheapest car in America for 1974, had increased by $294, making the base '75 price $2799. Figure about the same percentage increases for the others.
Road and Track August 1975, "Eight Showroom Stock Sedans" —A track comparison rather than a road comparison—in no particular order we selected the Datsun 710, Chevrolet Vega GT, Toyota Corolla SR5, Honda Civic CVCC, Audi Fox, VW Scirocco, Ford Pinto 2300 and Opel 1900." "So armed with all the information from the intensive sessions at Riverside, we came up with an overall evaluation of each car..this was a test of their total performance as race cars. If we were to compare them as street machines the results would almost surely be appreciably different..this is the order we ranked the cars: Opel, Scirocco, Fox, Datsun, Vega, Toyota, Honda and Pinto."
Chevrolet Vega GT
"The Vega is the heaviest of the eight cars chosen, and because of that weight disadvantage the SCCA allows the car to run in GT trim. That allows it to gain back a little with the GT suspension package and 6-in.-wide rims that carry fat A70-13 bias belted tires." "The Vega has two primary problems: too much weight and not enough power. Its 87 hp just isn't up to the task of of propelling the 2725 lb (curb weight) car with much verve. And that's really too bad, because the Vega is very easy to drive smoothly. It has a good bucket seat with plenty of lateral support. Even though the seatback has only two postions, all three drivers found it easy to get comfortable. Our test car also had an adjustable steering wheel which adds a lot to driver comfort. However, the pedals are positioned so poorly, heel and toeing is almost impossible. The Vega's steering is light but vague. There was the expected understeer, and rough pavement created rear axle bounce. Because of its sluggish low-end acceleration the Vega's best lap times were obtained by shifting to 1st gear in the esses, the only car which we used that technique. The GT suspension package kept the Vega's body roll to a minimum despite its ponderous weight, and the brakes were quite good. There was the expected understeer and rough pavement created axle bounce." With the optional sound-deadening package and those great seats, the Vega was the most comfortable freeway tourer of the group, but for racing it needs more power and a lot less weight."
Motor Trend October 1975 driving impressions of the Capri II and the Chevrolet Cosworth Vega said, "The Cosworth Vega goes like the proverbial bat out of Carlsburg Caverns. The 0-60 time is in the region of 9 seconds, compared with 14.5 seconds for the regular Vega GT with an engine that is bigger than the Cosworth's. As quick as the lil' black Vega is in a straight line, it would be a big mistake to use one as a straight-line machine. The car's forte is a nice, winding road. The sort of place you don't see jacked-up Road Runners with drag slicks. This is where the Cosworth really shines. At moderate speeds, the car is as close to neutral handling as any American car I have ever driven." "The steering is heavy at low speeds, and there is no power assist to compensate for this..." "The choice between the two is simple: if you want air conditioning, power steering, sunroof, while performance is a secondary consideration, then the Capri is the car for you...(if) you just want a car that'll go then the Cosworth is the only choice. It's merely a matter of priorities."
Car and Driver December 1975, "Testing the Mileage Champions" Don Sherman said, "The magic dream of 40 mpg is by now a household delight. But is it for real? Can smog-free cars approach such efficiency or is it a quirk of laboratory "driving" never to be matched on the road? Follow the three cars tested—a Datsun B-210, Chevrolet Vega and VW Rabbit—through the challenges we set for them and you'll know for sure. Consider this a bridge between the fantasy of 40 mpg and the harsh reality awaiting you at the gas pumps." "We picked this trio of 1975 economy champions because of the honors they won during the EPA and Union 76 mileage sweepstakes conducted throughout the year." "The final results of these nine tests—EPA, SAE and C/D—applied to three cars look like a shotgun pattern, with mpg figures scatttered all over the map. The most obvious conclusion is that there is no single "correct" fuel-economy number for each car. When you see carefully collected mpg figures vary so widely for the same car, its clear that mileage depends more on the driving regimen that produced them than on the machinery involved. Even so, there is a fairly clear ranking that holds from test to test no matter what the variations in the actual mpg figures. Weighing the results from each procedure equally, for example, the Datsun B-210 enjoys a very thin one-mpg lead over the Rabbit, and the Vega trails the pair by an average of four mpg." "Weight is a major influence on fuel economy, but more so in the tests with frequent stops and accelerations. The Vega is substantially heavier than the Rabbit and Datsun, so it delivers better gas mileage during the interstate test, where there is much less acceleration involved than in the slower suburban schedule. Getting all its mass up to speed is a chore for the Vega with its tall gearing and three-speed gearbox, particularly during the test with the most stops—Union 76's urban cycle. In this phase, the Vega turned in the only sub-20-mpg result of the program."
Comparative Fuel Economy
Federal Driving Cycle, mpg City/Highway Vega 25.0/37.0 Datsun 27.5/43.5 VW 26.0/39.0
Union 76 Tests, mpg Urban/Suburban/Interstate Vega 19.6/25.8/26.5 Datsun 26.5/32.7/31.3 VW 23.5/30.5/31.1
C/D Mileage Cycle, mpg City/Highway Vega 27.5/29.0 Datsun 31.0/36.5 VW 29.5/32.0
On-The-Road Driving, mpg City/Highway Vega 24.0/28.5 Datsun 24.5/33.0 VW 24.5/33.5
Road Test October 1976, "The Great Supercoupe Shootout" — Alfa vs. Mazda vs. Lancia vs. Saab vs. Cosworth Vega said: "The Chevrolet Cosworth Vega is the only American car worthy of the lot. It is more than just some little super coupe...the one thing with the Cosworth that sets it apart from the others is the engine. Stock it has 110 horsepower but it should be good for at least 200 and still be streetable." "The results are in Figure 2. Read 'em and weep, all you foreign-is-better nuts, because right there at the top, and by a long way at that, is the Cosworth Vega. It had the fastest 0-60 time, the fastest quarter-mile time, and tied with the Saab for the shortest braking distance". "Cosworth: The least body roll complemented the power-provoked oversteer...it is the most exclusive thing you can buy. Every single one of them has its own number stamped onto a brass dash plaque...and no Lancia Beta, or Alfetta, or even Ferrari can offer that." "The Cosworth is American, and a collector's item, and it came close, damn close to winning the whole thing."
Autoweek in a 1991 "old car issue" said, "Twenty years ago 'import fighters' Pinto and Vega put America on the subcompact battlefield—and wound up challenging each other." "Vega and Pinto sparked inevitable comparisons, and the press tended to be more impressed with the sportier Vega." "Collected and prized today primarily in its Cosworth dress and as V6 and V8 conversions, Vega still retains a group of loyal followers."
Motor Trend Classic in the Fall 2010 issue's "Loving Look Back" comparison — 1973 Vega GT, 1972 Pinto Runabout and 1971 Gremlin X, Frank Markus, Technical Director of Motor Trend said, "GM spent the most money ($200 million) readying its high-tech XP-887 mini, and its gestation was fraught with intrigue." "Chevrolet spun the Vega as a more American, upscale car. And let's face it, the car looked hot. So can you blame us for falling hook, line, and sinker for the Vega and naming it 1971's Car of the Year?" "Our 1973 Vega GT is a rare Millionth Vega edition, of which 6500 were built (one for each dealer); all were painted orange with white stripes. It was first titled in 1996, with 80 miles. The two registered owners have accumulated just under 6000 miles, and it's spent only one night outdoors." "Performance seems on par with the Pinto's, despite the extra 200 pounds, and the power steering is nicely weighted, requiring far fewer turns than the Pinto's." "Settling into the Vega's swankier interior, with its low bucket seat, small diameter steering wheel, and rally gauge pack, I fire up the the big four and notch the the similarly precise Saginaw four-speed into gear." The ride on factory-original bias-ply tires is similarly abrupt, but the all-coil suspension feels a bit more sophisticated and the bodywork noticeably narrower." "After a few gentle miles, I begin to understand how this car won its awards and comparison tests." "Well-maintained examples are great looking, nice-driving, economical classics—like Baltic Ave. with a Hotel, the best ones can be had for $10K or less." Markus closes the article agreeing with MT's initial assessment of the Vega and how it fared compared to its domestic competition; he wrote, "Emotionally, Jim Brokaw summed it up in January 1972: Gremlin has power, but Pinto has the price, and a much quieter ride. Which car is best? Vega."
Motor Trend Classic in the Spring 2013 issue's "Toxic Throwdown" comparison — 1976 Chevrolet Cosworth Vega vs 1976 Mercury Capri II, Frank Markus said, "Motor Trend's October 1975 article pitted the Cosworth against the Capri II 2.8 with each trimmed in matching black paint with gold wheels and pinstripping. Bob Hall gushed, "The Cosworth Vega goes like the proverbial bat out of Carlsbad Caverns," though instrumented testing was not performed and his impressions may have been influenced by the engine's more raucous bark. He also declared it the most neutral-handling American car he'd driven." "Bob concluded that the Cosworth was the performance enthusiast's choice, though other magazines' performance figures had the cars closely matched." "For this test, we were fortunate enough to find two superb cars, each owned by a marque expert. Vega guru Robert Spinello recently acquired #3466 Cossie, in Mahogany over Buckskin (eight additional colors were added for 1976), is one of 815 featuring the desirable M75 five-speed and 4.10:1 axle ($244), and benefits from many of the 300 quality enhancements made for the Vega’s penultimate year, including galvanized fenders and rockers along with a restyled grille and tail lamps. Showing just 2681 miles during our photo shoot, its racked up myriad trophies while being passed around the Cosworth Vega club via trailer. (But Robert drives it!)" "Though markedly smoother than Spinello's Vega GT (Motor Trend Classic, Fall 2010) the Cosworth ignites to a frenetic, course, 2000-rpm idle and requires a few more revs than usual to launch smoothly with the long-travel clutch." "..the thin low-end torque does give way to reasonable power above 4000 rpm. The dogleg-first shift pattern takes practice to use smoothly but the shifter's close gate and snickery-snick mechanical precision feel delightful."The slow-ratio steering takes some getting used to, but the manual brakes actuate at the top of a reassuringly firm pedal. I can definitely sense some of the Vega's raw, untamed nature that my predecessors described." "Stylish and historically significant but ridiculously overpriced in its day and ultimately a bit unfinished, the ultimate Vega now represents a serious collector bargain."
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