1971 Corvette LT-1 Sport Coupe VIN: 194371S121322 Total Production: 21,801 (14,680 Coupes) Manufactured at St. Louis: July 1971 Exterior Color: Code 912 Sunflower Yellow (1,177 produced) Interior Trim: Code 403 Custom Black Leather (2,602 produced - $158) Engine: RPO LT1 350/330 Horsepower V8 (1,949 produced - $483.00) Engine Suffix Code: CGZ Carburetion: Holley Four-Barrel Model 4150 Transmission: RPO M21 Close-Ratio 4-Speed Manual (2,387 produced) Differential: Positraction Axle Additional Regular Production Options (RPO): J50 Power Brakes (13,558 produced - $47) N37 Tilt-Telescopic Steering (8,130 produced - $84.30) U69 AM-FM Radio (21,509 produced - $178) MSRP: $5,496 Base, plus $950.30 in options - $6,446.30 Total Mileage: 27,952 Owners: Two Purchased From: Ressler Motors; Bozeman, Montana

1971 STINGRAY COUPE

During 1971 Edward N. Cole was in his fourth year as president of General Motors, a position he would hold until his retirement in 1974. It might be an understatement to say he was an automotive engineering giant. His GM career began at Cadillac in 1933 where he made his reputation developing the 1949 Cadillac V-8, then revolutionary for its short-stroke, lightweight, high compression, fuel efficiency, high performance, and low manufacturing costs.

In May of 1952, about the time the first Corvette was still in the design and planning phases, Ed Cole was promoted to Chief Engineer at Chevrolet. While at Cadillac immediately after World War II, Cole initiated the use of service replacement fiberglass fenders (GM’s first use of plastic body parts), as tooling for steel replacements had been scrapped during the war effort. And he surely felt the use of fiberglass for the Corvette body was a viable alternative to steel. Cole would soon change virtually everything in the Chevrolet’s future line-up of cars, trucks and engines; all except the Corvette.

As Claire M. “Mac” MacKichan, chief designer at the Chevrolet Studio from 1951-1962, related in a 1989 presentation, “In the early 1950’s, Chevrolet was losing its dominance in the market -- Ford had a new V-8 and fresh looking cars -- they were increasing their appeal for the younger buyers. Chevy really needed help. GM top management felt that an all-new Chevrolet was needed as soon as possible, and the only man to spark plug it through was Ed Cole. Cole went into Chevrolet like a whirlwind, ordering the engineering manpower increased from 850 to 2,900 men. He exuded excitement, aggressiveness, and inspiration in every way. This breath of fresh air was enthusiastically received by all of the people in styling. Cole was always smiling and eager, bubbling with new ideas. His motto was ‘Be Daring, Reach Out.’ Knowing the super enthusiasm of Ed Cole for any new good idea, Harley Earl asked Cole to come over to Styling for a preview of a super-secret sports car design (yet unnamed). Cole, on reviewing the model, went into rapture over the new design. Ed Cole took the Corvette design, forced it into production, and then fed it new engines, transmissions and other components to sustain its progress.”

When Cole came to Chevrolet in 1952, one initial task was design and manufacture of the now-immortal small-block V-8 engine introduced in 1955. He brought in his Cadillac colleague Harry Barr to oversee Chevrolet V-8 development. The resultant 265 cubic-inch Chevrolet V-8 engine designed under Ed Cole’s guidance was magnificent. It was lighter, stronger, quieter, more powerful, easier to manufacture, less costly, and smaller than the in-line six-cylinder engine it replaced. Plus, it had fewer moving parts and the design allowed for future increases in the areas of displacement and horsepower. Its basic design remained in production for more than 40 years, and is still today an icon in auto racing and hot-rodding. Ed Cole’s initial success at Chevrolet would skyrocket as he became Chevrolet Division General Manager in 1956, headed the entire GM car and truck group in 1961, promoted to GM corporate executive vice-president in 1965, and assumed the duties of president in 1967.

The 1970-72 Chevrolet LT-1 350 cubic-inch engines were the ultimate small-blocks…  Utilizing solid mechanical valve lifters, high-performance camshaft, special aluminum intake manifold with massive Holley Model 4150 four-barrel carburetor, the 1970 LT-1’s output produced an impressive 370 horsepower & 380 ft-lbs of torque.

With Ed Cole at the helm of GM, and the fact Congress finally passed the Environmental Clean Air Act in December of 1970, the decision was made for 1971 with an industry-wide move toward low-lead gas and adoption of the SAE “net” (as installed) horsepower rating system. This lowered the 1971 Corvette LT-1 output figure to 330 horsepower (360 ft-lbs torque). By 1972 the LT-1 rating was 255 net-horsepower. The LT-1 was only available with the Muncie close-ratio four-speed transmission and due to the high rev capability of this engine; air conditioning was not available (except for about 240 examples built in 1972; those being equipped with 5600-rpm tachometers, rather than the normal 6500-rpm standard LT-1 unit).

“The 1971 Stingray was virtually unchanged due to the ’70 model’s short run of just over 17,000 Corvettes. But because of its distinctively attractive styling, these Corvettes remain among the most sought after of the entire Stingray line. This Sunflower Yellow LT-1 coupe has very little wear and tear, and it runs as good as it looks… what a find!”

...Dave Ressler

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