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The article talks about the production of the 1957 Corvette Stingray.

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1957 Corvette Overview

In the period of just two short years, Corvette had evolved from a car that was facing the very serious threat of extinction to one that showed real promise for a long and healthy life.

While General Motors still recorded only modest sales of the Chevrolet Corvette in 1956, it was apparent to everyone that it was also beginning to be taken seriously as a sports car. Even after the immense structural, physical and mechanical facelift it received in 1956, Corvette saw some major improvements in 1957.

A new, larger 283-cid engine was placed under the hood, Mechanically, it was really still the existing 265-cid engine, though it had been bored out 1/8-inch (to 3.875 inches). This modified engine delivered an impressive 220 horsepower when coupled with a four-barrel carburetor. Dual four-barrels took it to 245 horsepower (and 270bhp.) Better still, consumers could now also purchase GM's newly developed "Ramjet" fuel injection system which yielded 259 horsepower (or 283 bhp).

Chevy ads carried the news that the Corvette now produced "one horsepower per-cubic inch"

While fuel injection is almost universal today, the very idea of it in 1957 was completely foreign to automotive manufacturers. While some European manufacturers had already begun experimenting with fuel injection in their production cars, Chevrolet turned to this new technology to bring added performance to its two-year-old V8 engine.

GM had considered using supercharging (as an alternative method to boost performance) but decided against it because of reliability issues. Fuel injection provided more precise fuel metering than a carburetor allowed, so GM assembled a development team to develop its own fuel injection delivery system. The team was comprised of Ed Cole, who had been promoted to Chevrolet's chief in 1955; Harry Barr, who designed the 1949 Cadillac V-8 and went on to become Cole's successor as Chevy's Chief Engineer; John Dolza, head of fuel injection development for the GM engineering staff; and Zora Arkus-Duntov.

Duntov had been developing his own fuel injection system since early 1956 (after an accident while driving a prototype Corvette hardtop with experimental disc brakes at the GM Proving Grounds in April left him with a broken vertebrae in his back).

Standing erect in a body cast, and often seen wearing a skirt (as he was unable to dress himself due to the cast he was wearing), Duntov spent the next six months working on the fuel injection system while his body healed.

The team of engineers solved the problems keeping them from developing a successful fuel injections system in a reasonably short period of time, and the fuel injection system was mated with the V-8 engine and dyno testing began.

Despite the relatively inexpensive manufacturing process and the promise of successful performance improvement, the initial dyno-testing showed the fuel injection system was no more powerful than a standard dual-carburetor V-8. Despite this, Cole wanted to make fuel injection available to the entire 1957 Chevrolet production line.

Cole believed that offering fuel injection in the new line of cars would provide a technological advancement that prospective Chevrolet customers could appreciate. As the Chevy line of vehicles had received nothing more than an automotive "facelift" for 1957, Cole realized that fuel injection would help boost the stock-car racing image. It was believed that the fuel-injected engines - and moreover, the horsepower that these fuel injected engines produced - would boost the performance of these racers, giving the Chevrolet models an edge over the competition.

In time, Chevrolet and GM's Rochester carburetor division came up with workable system that both increased top-end engine output and increased power throughout the entire RPM range.

The inlet manifold was formed in aluminum and fuel was carefully metered via a high pressure pump that was driven direct from the distributor. However, as with many new technologies, there were many reliability issues that began creating issues almost immediately. The most notable was that dirt would often get into the fuel lines (probably dirt that was suspended in the fuel itself), and cause uneven running due to the injectors getting overheated.

That, combined with the fact that the new fuel injection option cost an additional $484.20 (which was approximately 15% of the total sales price of a 1957 Corvette), resulted in very few '57 Corvettes being sold with fuel injection. In total, only 240 of the entire 6,339 Corvettes produced in 1957 came with fuel injection.

See Also
"Ramjet Fuel Injection", as it was known in 1957, was dropped from all of Chevy's passenger car models, although Corvette continued to offer it as an option until 1965.

Ironically (especially in regard to all the hype surrounding "1 horsepower per cubic inch"), the top fuel injected ("fuelie" as they were referred to at that time) engine actually delivered closer to 290 bhp, which was more than the advertised 283.

This "over-performance" was attained on 10.5:1 compression - the same compression shared with the dual-carb 270 bhp engine. The milder 250 bhp fuel injected engine ran at a lower compression - 9.5:1, which was the same as the 245 bhp twin carbureted engine.

These numbers are speculated by some historians to be inaccurate. Although an uncommon practice, it is speculated that Chevrolet actually underrated the carbureted engine's real horsepower in favor of demonstrating that the Ramjet was the better performer.

Interestingly, it was not engine performance but the four-speed manual gearbox that had the greatest impact on the performance aspect of the Chevrolet Corvette.

Available as early as April 9, 1957 and priced at only $188.30, Regular Production Option (RPO) 685 was essentially the existing three-speed Borg-Warner transmission with the reverse gear moved into the tailshaft housing to make room for a fourth forward speed.

Gear ratios were closely spaced at 2.20:1 (1st), 1.66 (2nd), 1.31 (3rd), and 1.00 (4th). Of all the Corvettes produced that year, 667 of them included this option.

"Positraction" (referred to today simply as "Posi" amongst car enthusiasts), was another, separate option that was available with several different final-drive rear axle ratios which included 3.70:1, 4.11:1 and 4.56:1. Chevy's new limited slip differential was intended to help get the most performance out of the new engines and transmissions regardless of the car's intended purpose - be it racing or street driving.

DID YOU KNOW: In 1957, anyone seeking to purchase a Corvette could actually purchase a genuine racing version. When placing the order, consumers had the option of selecting the EN build code which would allow them to build a true Corvette race car. Chevy warned that the EN version was not for the street and actually refused to include heaters on cars equipped with the racing package.

To provide greater handling and stability, Chevrolet also issued RPO 684 - a heavy duty racing suspension package. This option, priced at $780.10, included heavy duty springs, a thicker front anti-sway bar, the aforementioned Positraction rear end, larger piston shock absorbers, a tighter steering ratio that reduced turns lock-to-lock from 3.7 turns to only 2.9, and ceramic/metal brake linings with finned ventilated drums. When mated to the 283 small-block Chevy, you truly had a race car you could purchase directly from the showroom floor. However, with the cost of this option being even more than that of the fuel injected engines combined with it's focus really being serious racers, only 51 Corvettes were equipped with it in 1957.

In almost any form, the 1957 Corvette delivered uncompromising, and largely unmatched, performance. The Corvette had effectively become a street-legal sports car. As taken from an excerpt in the book CORVETTE: Sports Car Superstar: "the '57 Corvette delivered certifiably staggering performance.

Motor Trend clocked a 250-bhp fuelie at just 7.2 seconds in the 0-60 mph sprint. The 283-bhp version was even more formidable, with Road & Track running the same test in a four-speed with the short 4.11:1 final drive in just 5.7 seconds; it breezed through the quarter-mile in 14.3 seconds at better than 90 mph and sailed on to a maximum 132 mph."

To demonstrate just how fast the 1957 Corvette really was, a pair of production models were the first GT Class cars to finish at Sebring that year, taking 12th and 15th places. The 12th place car finished no less than 20 laps ahead of the top qualifying Mercedes Benz 300SL, which had been, up to that point "regarded as the world's fastest road car."

The Sebring victory was a huge turning point in the life of the Corvette. It had earned the respect of the most critical of judges and had proven that it could perform, even amongst the toughest competition.

Finally, after several years of struggles ranging from meager sales to lack luster performance to poor customer acceptance, the Corvette's future was no longer in question. The car had made incredible progress, both mechanically and socially, and the sales numbers proved it doubling from 1956 to 1957.

Better still, Ford had decided to withdraw the Thunderbird from the two-seater market, which Chevrolet was both aware of and believed would help escalate sales of the upcoming 1958 models to numbers in excess of 10,000 units. In what some might consider a cruel twist of fate - during an era when Corvette was proving itself on the racetrack - the Automobile Manufacturers Association (AMA) adopted a two-point resolution that required members (including General Motors) to: 1.) Cease performance-oriented advertising and, 2.) cease competition sponsorship, including technical assistance.

This was due to pressure from the National Safety Council, which claimed that using recognizable road cars on the track, and referring to their race-bred qualities in advertising material had "a detrimental effect on the behavior of purchasers of such cars on the public highway."

As no manufacturer wanted to be seen as promoting reckless driving, GM President Harlow Curtice was among those who voted in favor of this measure, which effectively banned all factory-sponsored racing activities, which included any future competition in which Corvette might be a part.

Despite this new ban, industry insiders quickly developed ways to work around it. Engineers continued to further support automakers' racing development, supplying drivers and owners with assorted high performance, under-the-counter contraband equipment.

Duntov himself made certain that anyone who wanted a racing model Corvette could obtain one by simply choosing the correct options.

In addition, whether fueled by the ban or simply out of his own passion for speed, Duntov began developing even higher performance gear that he would implement later on into future iterations of Corvette.

He also continued to be spotted at many racing events, as did other GM executives. Still, even in the wake of the new racing ban, the Corvette had finally established itself as a real two-seat sports car and was widely embraced by both sports car enthusiasts and critics alike.

The 1957 model year ensured the future of the Corvette and now, with the successes the car was showing on a regular, repeating basis, Chevrolet added it indefinitely to its production car line. Still, with a car that still had room to grow, the Corvette development team had to find ways to improve on a machine that had become, for many, the idealic American Sports Car.

1957 Corvette Gallery
See full 1957 Corvette Gallery See Also
1957 Corvette Specifications

1957 C1 Corvette Main Specs

1957 Corvette Price & Options

1957 Corvette Engine & Transmission

1957 C1 Corvette Exterior/Interior Colors

Color Codes

Exterior Color Templates

Interior Color Templates

1957 Corvette Car Dimensions

1957 Corvette Wheels, Tires & Suspension

Front:

Independent; unequal-length A-arms, coil springs, antiroll bar, tubular hydraulic shock absorbers

Rear:

Live axle on semi-elliptic leaf springs, antiroll bar, tubular hydraulic shock absorbers

1957 Corvette Performance

1957 Corvette Vehicle Identification Numbers (VIN)

The last six digits begin at 100001 and run thru 106339, accounting for each of the 6,339 Corvettes built in 1957. Each Vehicle Identification Number (VIN) is unique to an individual car. For all 1957 Corvettes, the location of the Vehicle Identification Number (VIN) is located on the driver side door post. The VIN is also stamped on several locations on the Corvette frame.

1957 Corvette Factory Options
Base Corvette Roadster (2934)

The base price of the 1957 Chevrolet Corvette without any optional equipment.

This base option price included a 283 cubic inch, 220 horsepower V8 engine, 3-speed manual transmission, vinyl interior trim, and a soft top.

Heater (101)

An interior space/.cockpit heater.

The 1957 Corvette heater has an "outside" fresh air type heater.

AM Radio, signal seeking (102)

A standard Delco, signal seeking AM radio with conventional volume and selector bars.

The AM Radios for the 1957 Corvette are transistorized.

Most 1957 selector bars for the signal-seeking feature included the word "Wonderbar".

Models not equipped with this option received a painted block-out cover plate.

Parking Brake Alarm (107)

A warning light that illuminates/ indicates when the parking brake is applied.
Courtesy Lights (108)

Interior lights mounted on the interior of the car to aid in visibility when outside lighting is unavailable.
Windshield Washers (109)

A washer pump and dispensing nozzle mechanism that dispenses cleaner onto the windshield.

The windshield washer reservoir for the 1957 model was supplied by Trico. It was a hard, white, plastic jar with a red lid.

Wheels, 15×5.5 (276)

Optional wheels that were one-half inch wider than stock.

Featured small, passenger car hubcaps instead of standard, full wheel disc covers.

Whitewall Tires (290)

Original tires were either U.S. Royal Air Ride, B.G. Goodrich Silvertown or Firestone Deluxe Champion.

All tires were wide-whitewall type, with whitewall widths varying from 2.5 to 3 inches.

3-Speed Manual Transmission, Close Ratio (303)

Transmission designed to increase driveability and performance.

A close-ratio transmission is a transmission in which there is relatively little difference between the gear ratios of the gears.

Designed for better control of acceleration throughout the powerband.

Powerglide Automatic Transmission (313)

An "optional" two-speed automatic transmission developed by GM.
Auxiliary Hardtop (419)

An optional hard-top that replaced the standard convertible top.

Although the Auxiliary Hardtop is shown as an option, customers could swap the convertible top for the auxiliary hard top at no additional cost. Of the 4,055 Corvettes sold with this option, 931 of them were the result of this substitution.

Power Windows (426)

Electronically controlled windows which could be raised or lowered during vehicle operation.
Two-Tone Paint Combination (440)

A second, optional paint color that was used to highlight the bodyside coves.

A total of 2,794 Corvettes featured the two-tone paint scheme in 1957. Of these, 10 were painted Inca Silver/Ivory, 909 were painted Onyx Black/Silver, 319 were painted Polo White/Silver, 716 were painted Venetian Red/Beige, 263 were painted Aztec Copper/Beige, 258 were painted Arctic Blue/Silver, and 319 were painted Cascade Green/Beige.

Although many Corvette enthusiasts believed the silver paint used on the bodyside coves to be Inca Silver, the actual color used on both the 1956 and 1957 Corvette was called Metallic Silver.

283 CI, 245 HP Engine (2×4 Carburetors) (469A)

A "high output" version of the standard 283 CI, 220HP engine.

2,045 of the 1957 Corvettes were built with this engine.

283 CI, 270 HP Engine (2×4 Carburetors) (469C)

A "high output" version of the standard 283 CI, 220HP engine.

1,621 of the 1957 Corvettes were built with this engine.

Power Operated Folding Top (473)

Electronically controlled convertible top that could automatically raised/lowered.

Unlike the 1953-1955 Corvette Roadsters, which had an optional top that could be attached to the car, this convertible top was an integral part of the design, allowing the 1957 Corvette to be classified as a true convertible.

283 CI, 250 HP Engine (Fuel Injected) (579A) 283 CI, 283 HP Engine (Fuel Injected) (579B) 283 CI, 250 HP Engine (Fuel Injected) (579C) 283 CI, 283 HP Engine (Fuel Injected) (579E) Positraction Rear Axle, 3.70:1 (677)

Higher performance gear ratio designed for increased acceleration and driveability.

327 '57 Corvettes included this option.

Positraction Rear Axle, 4.11:1 (678)

Higher performance gear ratio designed for increased acceleration and driveability.

1,772 '57 Corvettes included this option.

Positraction Rear Axle, 4.56:1 (679)

Higher performance gear ratio designed for increased acceleration and driveability.

It is unknown how many Corvettes were actually manufactured to include this option.

Heavy Duty Racing Suspension (684)

Modified suspension system featuring a number of performance/handling upgrades.

Included special front and rear springs and shock absorbers, a heavier front stabilizer bar, quick steering adapter, metallic brake facings, finned brake drums, fresh air ducting to rear brakes, and front brake air scoops.

Positraction, manual transmission, and 270 horsepower or 283 horsepower engines were required.

1957 Corvette Dealers Sales Brochure

Download this 1957 Corvette Dealers Sales Brochure for a quick look at the features of the car.
Download 1957 Corvette Dealers Sales Brochure See Also 1.) The Pocket Book of the Corvette: The Definitive Guide to the All American Sports Car - Copyright 2003, Barnes & Noble
2.) CORVETTE: Sports Car Superstar - Copyright 2005, PIL - Publications International, Ltd.
3.) "The Corvette Story: The 1957 Corvette" - http://www.web-cars.com/corvette/1956.php

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1957 C1 Chevrolet Corvette: Specifications, VIN, Options, Performance, Recalls, & More

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1957 C1 CorvetteContents1957 C1 Corvette1957 Corvette Overview1957 Corvette Gallery1957 Corvette Specifications1957 C1 Corvette Main Specs1957 Corvette Price & Options1957 Corvette Engine & Transmission1957 C1 Corvette Exterior/Interior Colors1957 Corvette Car Dimensions1957 Corvette Wheels, Tires & Suspension1957 Corvette Performance1957 Corvette Vehicle Identification Numbers (VIN)1957 Corvette Factory Options1957 Corvette Dealers Sales Brochure 1957 Corvette Overview In the period of just two short ...

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This article talks about all the specs of the Corvette

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The styling of the 1957 Corvette was largely unchanged, however the performance vastly improved. In 1957 the new Corvette took a giant stride forward with the introduction of the new Ramjet Fuel Injection. This was at the time, the most advanced performance feature ever offered on an American production engine. The Ramjet Fuel Injection, an efficient constant flow system that eliminated the carburetor, delivered fuel directly to the cylinders for instantaneous accelerator response, greater overall fuel economy, higher low-speed torque and smoothness, ease of starting and overall improvement of engine performance, was sensational. In one bold stroke the 1957 Chevrolet Corvette provided a new dimension of driving pleasure.
For The First Time In Automobile History- ONE H.P. For Every Cubic Inch
Now with Fuel Injection, the 283-h.p. senior engine in the Corvette line attained a milestone in American Automotive history- one horsepower for every cubic inch. In fact, all four Corvette engines had been increased to 283 cubic inches of displacement. The other three basic Corvette engines were the standard 220 h.p. V8, the 245 h.p. twin four-barrel V8 and the 250 h.p. V8 with Fuel Injection.

Standard equipment with the 1957 Corvette was a special 3-speed close ratio transmission. Also, in tailoring the Corvette to individual taste, a special version of the smooth Powerglide transmission was available as an extra-cost option with certain engines. In any combinations, the Corvette driver commands the most remarkable road car in America- and a show stopper for looks, luxury, and comfort.
Engine
Valve-in-head V8, 283-cubic-inch displacement, 3.88″ bore x 3.0″ stroke, 9.5 to 1 compression ratio. 220 h.p. at 4600 r.p.m. with 4-barrel carburetor. 245 h.p. at 5000 r.p.m with Ramjet Fuel Injection system. High-lift camshaft, hydraulic valve lifters. Independent operating mechanism for each valve. Cast aluminum rocker covers on optional engines. Buffed aluminum racing-type oil-wetted air cleaners, chrome plated single air cleaner with fuel injection. Five-bearing forged steel crank-shaft. Special replaceable-insert main and connecting rod bearings. Full-pressure lubrication system with full-flow oil filter. Full dual exhaust system. Shielded ignition, 12-volt electrical system. Engine precision balanced after assembly.

Maximum performance 283 h.p. at 6200 r.p.m. engine available only with close-ratio Synchro-Mesh features Ramjet Fuel Injection system, 10.5 to 1 compression ratio, competition-type camshaft, and high-speed valve system with special valve springs, spring dampers, and mechanical valve lifters.
Transmission
Choice of special 3-speed close-ratio Synchro-Mesh (2.2:1 low and reverse, 1.31:1 second, 1:1 high) with high-capacity 10-inch semi-centrifugal coil spring clutch, or optional Powerglide special automatic transmission. Floor mounted gear or range selector.
Chassis
Drive System- Hotchkiss drive, with unit-balanced tubular propeller shaft and universal joints.

Rear Axle- Semi-floating hypoid with single unit banjo housing. Axle ratios: with Powerglide, 3.55:1; with close-ratio Synchro-Mesh 3.70:1. Positraction axle with 3.70:1, 4.11:1, or 4.56:1 ratio optional with close-ratio Synchro-Mesh only.

Frame- Extra-rigid box girder frame reinforced with "X" member.

Suspension- Independent coil spring front suspension with ride stabilizer. Outrigger mounted semi-elliptic rear springs. Direct double-acting shock absorbers.

Steering- Full anti-friction steering gear with balanced steering linkage, 16:1 overall ratio. Turning diameter (curb to curb), 36.55 feet right, 36.93 feet left.
Exterior Features
Glass-fiber reinforced plastic body with sculpted side panels. High quality polished lacquer finish. Front hinged hood with inside latch release and automatic support. Large luggage locker with spare wheel well under floor, concealed top well behind seats. Dual exhaust ports. Chrome-bound windshield. Large screened cowl ventilator. Manually operated fabric top or lightweight easily removable plastic hardtop. Power-operating mechanism optional with fabric top.

Color Options:
Mechanical Dimensions Engine Specifications
1957 Production Options and Build Statistics
Total 1957 Corvettes Built - 6,339 - All Convertibles

A Dramatic Advance In Experimental Sports Car Design

Purely experimental, in 1957 a special Chevrolet Corvette concept car was made. This unique model was the product of creative engineering research and served as the forerunner of numerous Corvette sports/ racing models. It incorporated many advanced features that helped shape future automotive design in America's sports car.

General Data- Wheelbase, 102 inches, Overall length 168 inches. Tread 51.5 inches front and rear. Curb weight 2849 pounds.

Body Structure- Special low-weight magnesium alloy skin over truss-type tubular frame of welded chrome-molybdenum tubing. This lightweight tubular-truss frame is exceptionally rigid, and highly resistant to torsion and shock. Low plastic windscreen shields front and sides of two-passenger cockpit when aerodynamic bubble is removed. Headrest housing encloses a sturdy safety bar. Front and rear body sections are hinged, and can be raised for easy access to the engine and rear suspension system.

Power Plant- Engine is basically a production Chevrolet "Corvette V8″ with Ramjet Fuel Injection, special camshaft, and low-weight valve system with mechanical valve lifters. Displacement 283 cubic inches, bore and stroke 3.875″ x 3.0". Engine output more than 300 horsepower. Special experimental features include aluminum cylinder heads, clutch housing, water pump and radiator core. Oil pan is a specially engineered magnesium casting. Large exhaust pipes flow from individual cylinders into collector pipes equipped with low-resistance, straight-through type mufflers. Engine weight per horsepower is approximately 1.5 pounds.

The high-capacity coil spring clutch is hydraulically operated. Generator is 12-volt lightweight aircraft type. An engine oil cooler is included in the bottom of the aluminum radiator core. No fan is required. Special plastic 43-gallon fuel tank is located behind the driver. Fuel is supplied to the engine by two electric fuel pumps.

Transmission- Special Chevrolet close-ratio 4-speed with full Synchro-Mesh in all forward gears. With aluminum alloy case, entire transmission unit weighs only 65 pounds. Gear ratios: (1st) 1.87:1, (2nd) 1.54:1, (3rd) 1.22:1, (4th) 1:1, (Rev) 1.87:1. A short propeller shaft connects transmission with frame-mounted rear axle differential assembly.

Differential- Cast differential case of low-weight alloy features quick change gears, with final drive through spiral bevel ring and pinion of 3.55:1 ratio. Interchangeable quick change gears permit a combined ratio range from 2.63:1 to 4.80:1.

Suspension- Front wheels are independently suspended through non-parallel rubber-bushed control arms, forged steering knuckles with spherical joints, coil springs, and tubular shock absorbers. Sway is controlled by a link-type stabilizer bar. Front suspension geometry achieves a high roll center that contributes to excellent handling and stability.

Rear suspension is based on the DeDion principle, with differential assembly rigidly attached to the frame and road wheels interconnected by a tubular member. Axle shafts drive the wheels through universal joints.

An important advantage of this design is a low ratio of unsprung-to-sprung weight, since the differential assembly is carried by the springs. Drive line torque reactions are absorbed by the frame without affecting rear wheel loading. Suspension movement at the rear wheels is uniquely controlled by four arms that link the frame and the DeDion tube.

Brakes- Vacuum power assisted, with separate power units for front and rear brakes operated by a single pedal. Maximum braking force to rear wheels can be adjusted for most effective stopping power. Rear brakes are mounted inboard, next to the differential case. Brake facings are specially engineered for durability, and offer exceptional resistance to brake fade. Composite drums have cast iron braking surface with finned aluminum outer rim to increase heat dissipation. Rear suspension design transfers braking forces directly to the frame.

Steering - Steering is precise and accurate, with recirculating ball-type gear, and linkage located forward to front wheel spindles. Overall steering ratio is 16:1.

Wheels and Tires- Quick-change wheels are low-weight cast magnesium with knock-off hubs. Special sports-type tires are 6.50/ 6.70-15 6 ply.

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The styling of the 1957 Corvette was largely unchanged, however the performance vastly improved. In 1957 the new Corvette took a giant stride forward with the introduction of the new Ramjet Fuel Injection. This was at the time, the most advanced performance feature ever offered on an American production engine.

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The original price for the 1957 Corvette had an MSRP of $3,465.

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1957 Chevrolet Corvette 2 Door Convertible Prices, Values & Corvette 2 Door Convertible Price Specs

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Research 1957 Chevrolet Corvette 2 Door Convertible prices, used values & Corvette 2 Door Convertible pricing, specs and more!