Chevrolet Vega#RC2-206 Wankel

Chevrolet and Pontiac divisions worked separately on small cars in the early and mid 1960s. Ed Cole, GM's executive vice-president of operating staff, working on his small-car project with corporate engineering and design staff, presented the program to GM's president in 1967. GM management chose Cole's version over proposals from Chevrolet and Pontiac, and gave the car to Chevrolet to sell. Corporate executives decided to enter the small car market and develop the vehicle.{{cite book |last1=Wright |first1=J. Patrick |title=On a Clear Day You Can See General Motors: John Z. DeLorean's Look Inside the Automotive Giant |date=1979 |publisher=Wright Enterprises |location=Grosse Pointe, Michigan |isbn=978-0-9603562-0-1 }}{{rp|188–201}}

In 1968, GM chairman James Roche announced GM would produce the new car in the U.S. in two years. Ed Cole was chief engineer and Bill Mitchell, vice-president of design staff, was the chief stylist. Cole wanted a world-beater in showrooms in 24 months. Roche noted that GM had a team of "stylists, researchers and engineers" who had worked on the vehicle code-named XP-877 for years. John DeLorean later challenged this notion and stated that no prototypes or test properties had been built before Roche's announcement. Blueprints apparently did exist; however, they were an amalgam of competitive subcompact vehicles from overseas, including some that GM overseas operations produced.

A GM design team was set up, headed by James G. Musser Jr., who had helped develop the Chevy II, the Camaro, the Chevrolet small-block V8 engines, and the Turbo-Hydramatic transmission. Musser said, "This was the first vehicle where one person was in charge", and that his team "did the entire vehicle".{{List journal|work=Collectible Automobile|date=April 2000}}

{{More citations needed section|date=July 2023}}

Development for the new car began in 1968 to be powered by a new all-aluminum die-cast engine block technology. The first sand-cast aluminum blocks had preceded the decision to build the car by two years. It was a relatively large displacement engine with good low-speed torque, with gear ratios for low engine rpm to achieve fuel economy. Engine testing totaled 6,000,000 miles. A pre-test engine was installed in a Fiat 124 sedan for development of the aluminum block, while several 1968 Opel sedans were used for drivetrain development{{cite magazine |magazine =Motor Trend |date= February 1971 |title=Chevrolet Vega 2300 Car of the Year-Engineering }}{{page needed|date=December 2018}}

Chevrolet instituted a new management program, the car line management technique, to produce the all-new car in two years. The chief vehicle engineer had overall charge of the program. Fifty engineers, dedicated to the design of the entire car, were divided into groups: body, power train, chassis design, product assurance, and pleasability. The latter would check continuously on the vehicles on the assembly line, with computers in another program monitoring the quality control of every vehicle built. Fisher Body engineers and draftsmen moved in with the Vega personnel.

In October 1968, there was one body style (the "11" style notchback sedan), one engine, one transmission (MB1 Torque-Drive manually shifted two-speed automatic), one base trim level, a bench seat, molded rubber floor covering, no glove box or headliner and no air-conditioning (ventilation was through the upper dash from the wiper plenum). As the market changed, so did the car in development.

In December 1968, hatchback, wagon, and panel delivery styles were added; also floor-level ventilation, and an optional performance engine ("L11" two-barrel) which, predicted as 20% of production, accounted for 75%. Bucket seats were standard. Hatchback and wagon received carpeting and headliners. Optional air conditioning, predicted as 10% of production, was actually selected 45% of the time.

File:Vega clay model.jpg

In February 1969, Opel three- and four-speed transmissions (three-speed standard, others optional); Powerglide were added (now four transmissions); mechanical fuel pump replaced by in-tank electric pump (making this the first GM product with an in tank fuel pump prior to the adoption of fuel injection); power steering option; base "11" style notchback trim upgraded to match hatchback and wagon carpet and headliner.

In April 1969, the car gained gauge-pack cluster, HD suspension, wider tires; adjustable seat back (45% of production); bumpers restyled, lower valance panels added; swing-out quarter window option (10% of production).

In July 1969, an electrically heated rear window option (10% of production); "GT" package, $325.00 extra (35% of production); bright window-frame and roof drip moldings added to hatchback and wagon.

This is essentially how the car launched as a 1971 model. Production began on June 26, 1970. After the national GM strike (September to November 1970), bright roof drip moldings were added to the base "11" notchback, with moldings sent to dealers to update units already in the field.

Cars magazine said in 1974 that in the rush to introduce the car with other 1971 models, "[t]ests which should have been at the proving grounds were performed by customers, necessitating numerous piecemeal 'fixes' by dealers. Chevrolet's 'bright star' received an enduring black eye despite a continuing development program which eventually alleviated most of these initial shortcomings."{{cite book |title = Cars |date = April 1974 }}{{page needed|date=December 2018}}

File:71 Chevrolet Vega Hatchback Coupe.jpg

File:1971 Vega Sedan-yellow.jpg

File:71 Chevrolet Vega Kammback Wagon.jpg

File:71 Vega Panel Express-red.jpg

The wheelbase on all models is {{convert|97.0|in|mm}}. Width is {{convert|65.4|in|mm}}. The 1971 and 1972 models are {{convert|169.7|in|mm}} long. The 1973 models are {{convert|3|in|mm}} longer due to the front 5 mph bumper. Front and rear 5 mph bumpers on 1974 to 1977 models add another {{convert|5.7|in|mm}}.{{citation needed|date=August 2019}}

The hatchback, with its lower roofline and a fold-down rear seat, accounted for nearly half of all Vegas sold.{{cite book |editor-last = Gunnell |editor-first = John |title = The Standard Catalog of American Cars, 1946–1975 |publisher = Krause Publications |year = 1987 |isbn = 978-0-87341-096-0 }}

The sedan, later named "Notchback", is the only model with an enclosed trunk, and had the lowest base price.1973 Chevrolet Vega brochure The Kammback wagon has a lower cargo liftover height and a swing-up liftgate.

The panel express had steel panels in place of the wagon's rear side glass, an enclosed storage area under the load floor, and a low-back driver's seat. An auxiliary passenger seat was optional.1971 Chevrolet Trucks full-line brochure. The model's classification as a truck, with less stringent safety requirements, allowed the low back seat(s).

The aluminum-block, inline-four engine was a joint effort by General Motors, Reynolds Metals, and Sealed Power Corp. The engine and its die-cast block technology were developed by GM engineering staff, then passed to Chevrolet for finalization and production. Ed Cole, involved with the 1955 small-block V8 as chief engineer at Chevrolet and now equally involved with the Vega engine as GM president, often visited the engineering staff engine drafting room on Saturdays, reviewing the design and directing changes, to the consternation of Chevrolet engineers and manufacturing personnel, who knew he wanted a rush job. Cole insisted that the engine didn't require a radiator - the heat rejection from the heater core would be sufficient. After many prototype failures, a (small) radiator was added to the vehicle. The engine in development became known in-house as "the world's tallest, smallest engine" due to the tall cylinder head.{{cite magazine |title = Little-known Vega Development stories |first = John |last = Hinckley |magazine = Cosworth Vega Magazine |issue = 80 |date = First Quarter 2002 |page = 1 }}

Its vibration, noise, and tendency to overheat were rectified by 1974.{{page needed|date=December 2018}}

The Vega's suspension, live rear axle, 53.2% front/46.8% rear weight distribution, low center of mass and neutral steering gave good handling. Lateral acceleration capacities were 0.90 g (standard suspension) and 0.93 g (RPO F-41 suspension). Steering box and linkage were ahead of the front wheel centerline, with a cushioned two-piece shaft. Front suspension was by short and long arms, with lower control arm bushings larger than on the 1970 Camaro.Chevrolet Vega engineering report – 1970

Four-link rear suspension copies the 1970 Chevelle. The design features coil springs front and rear.{{List journal|work=Motor Trend|date=August 1970}}

The chassis development engineers aimed for full-size American car ride qualities with European handling. Later torque-arm rear suspension eliminated rear wheel hop under panic braking. Brakes (front discs, rear drums) copy an Opel design, with {{convert|10|in|adj=on}} diameter single-piston solid rotors, {{convert|9|in|adj=on}} drums and 70/30 front/rear braking distribution.

All models shared the same hood, fenders, floor pan, lower door panels, rocker panels, engine compartment and front end. In mid-1971, Chevrolet introduced an optional GT package for hatchback and Kammback models, which included the RPO L11 two-barrel 140 engine, F41 handling option, special tires, and trim.{{citation needed|date=August 2019}}

For 1972, models had a revised exhaust system and driveline to reduce vibration and noise; also revised shock absorbers. Turbo Hydra-Matic three-speed automatic transmission and custom cloth interior were optional and a glove box was added.1972 Chevrolet Vega brochure.

For 1973, 300 changes included new exterior and interior colors and new standard interior trim. Front and rear nameplate scripts "Chevrolet Vega 2300" were changed to "Vega by Chevrolet". To meet the 1973 5 mph front bumper standards the front bumper, on stronger brackets, was extended {{convert|3|in}}, with a steel body-color filler panel. US-built Saginaw manual transmissions and a new shift linkage replaced the Opel units. The RPO L11 engine had a new Holley 5210C progressive two-barrel carburetor. New options included BR70-13 white-stripe steel-belted radial tires, full wheel covers, and body side molding with black rubber insert. Two new models were introduced mid-year: the estate wagon with simulated wood grain side and rear accents, and the LX notchback with vinyl roof finish. On May 17, 1973, the millionth Vega left the Lordstown Assembly plant – an orange GT hatchback with white sport stripes, power steering, and neutral custom vinyl interior including exclusive vinyl door panels. A limited-edition "Millionth Vega" was introduced replicating the milestone car, with orange carpeting and Millionth Vega door handle accents. Sixty-five hundred were built from May 1 to July 1. For the first time, cloth upholstery was offered, with the Custom interior in black or blue.Chevrolet press release, May 17, 1973.

For 1974, the major exterior changes were a revised front end and 5 mph rear bumper, increasing overall length {{convert|6|in}},1974 Chevrolet Vega brochure. and a slanted front header panel with recessed headlamp bezels. Louvered steel replaced the egg-crate plastic grille. Front and rear aluminum bumpers with inner steel spring replaced the chrome bumpers, with license plate mountings relocated. A revised rear panel on notchback and hatchback models had larger single-unit taillights, with ventilation grills eliminated from trunk and hatch lids (rear quarter panels on the wagon models). A {{convert|16|usgal|adj=on}} fuel tank replaced the {{convert|11|usgal|adj=on}} tank. Side striping replaced the hood and deck stripes for the GT sport stripes option. The custom interior's wood-trimmed molded door panels were replaced by vinyl door panels matching the seat trim. January saw plastic front fender liners added after thousands of the fenders were replaced under warranty on 1971–1974 models. In February, the "Spirit of America" limited-edition hatchback was introduced, with a white exterior, white vinyl roof, blue and red striping on body sides, hood and rear-end panel, emblems on front fenders and rear panel, white "GT" wheels, A70-13 raised white-letter tires, white custom vinyl interior, and red accent color carpeting.1974 Chevrolet Folder-Spirit of America Vega. Seventy-five hundred Vegas were built through May. Sales peaked at 460,374 for the 1974 model year.

The 264 changes for 1975 included H.E.I. (high-energy) electronic ignition and a catalytic converter. New options included power brakes, tilt steering wheel, BR78-13B steel-belted radial tires, and special custom cloth interior for the hatchback and Kammback. In March the Cosworth Vega was introduced with an all-aluminum engine and electronic fuel injection, the first on a Chevrolet passenger car.GM Heritage Center, Generations of GM History The panel express version was discontinued at the end of the 1975 model year. Its sales peaked at 7,800 in its first year, then averaged 4,000 per year. Over 1,500 1975 models were sold.H Body.org FAQ Total sales fell to 206,239.{{citation needed|date=December 2018}}

File:76 Cosworth Vega 2673.jpg]]

For 1976, Chevrolet claimed 300 changes were made. A facelift included a revised header panel with Chevy bowtie emblem, wider grille, revised headlamp bezels – all in corrosion-resistant material – and new tri-color taillights for the notchback and hatchback (although the amber turn signals were nonfunctional). The cooling and durability of the Dura-Built 140 2.3 L engine were improved. The chassis received the Monza's upgraded components including box-section front cross-member, larger front and rear brakes (with the fronts gaining vented rotors), and torque-arm rear suspension. Extensive anti-rust improvements to the body included galvanized fenders and rocker panels. New models were introduced: GT estate wagon, Cabriolet notchback (with a half-vinyl roof and opera windows similar to the Monza Towne coupe), and a limited-edition Nomad wagon with restyled side windows.1976 Vega brochure{{cite web|url= https://barnfinds.com/cheap-nomad-1976-chevy-vega/ |title=Cheap Nomad; 1976 Chevy Vega |first=David |last=Frank |publisher=BarnFinds |date=October 18, 2015 |access-date=May 26, 2021}}{{cite web |last1=Emslie |first1=Rob |title=At $5,500, Is This 1976 Chevy Vega Nomad A Deal? |url= https://jalopnik.com/at-5-500-is-this-1976-chevy-vega-nomad-a-deal-so-good-1846473815 |publisher=Jalopnik |date=March 15, 2021 |access-date=May 26, 2021}}

New options included BorgWarner five-speed manual overdrive transmission and houndstooth seat trim named "sport cloth" at an additional $18. A "Sky-Roof" with tinted reflecting sliding glass and an eight-track tape player were options from January. The Cosworth was canceled in July after 1,446 1976 models were built.Chevrolet Division memo, July 1976.

File:1977 Chevrolet Vega Estate wagon, rear right (ISWC meet, July 15, 2023).jpg

For 1977, models had few revisions. The notchback was renamed "coupe". On the Dura-Built 140 engine, a pulse-air system met stricter Federal emission standards. The single-barrel engine and three-speed manual transmission were dropped. Interiors received a color-keyed steering column, steering wheel, instrument-cluster face, and parking-brake cover, with a color-keyed full console a new option. The GT models received black, exterior moldings (lower moldings deleted), black, sport mirrors and wheels, Vega GT bodyside and rear striping as well as a Vega GT ID1977 Chevrolet Vega brochure.

{{Main|GM 2300 engine}}

File:Vega 140 Engine.jpg

The Vega engine is a {{cvt|2287|cc|L cuin|1}} inline-four with a die-cast aluminum alloy cylinder block, cast-iron cylinder head and single overhead camshaft (SOHC).{{cite book |title = Quattroruote: Tutte le Auto del Mondo 74/75 |publisher = Editoriale Domus S.p.A |year = 1974 |pages = 107–110 |language = it |location = Milano }} The block is an open-deck design with siamesed cylinder bores. The outer case walls form the water jacket, sealed off by the head and head gasket, and the block has cast-iron main bearing caps and crankshaft. The cast-iron cylinder head was chosen for low cost. A simple overhead valvetrain has three components activating each valve instead of a typical pushrod system's seven. An external belt from the crankshaft drives the five-bearing camshaft plus the water pump and fan.Engineering Concept, Design and Development of Chevrolet's new little car Vega 2300.{{page needed|date=December 2018}}

File:Dura built Vega engine.jpg

Compression ratio for the standard and optional engine is 8.0:1, as the engine was designed for low-lead and lead-free fuels. The single-barrel carburetor version produces {{cvt|90|hp|kW|0}}; the two-barrel version (RPO L11) produces {{cvt|110|hp|kW|0}}. From 1972, ratings were listed as SAE net. The engine is prone to vibration, which is damped by large rubber engine mounts. The 1972 Rochester DualJet two-barrel carburetor required an air pump for emission certification and was replaced in 1973 with a Holley-built 5210C progressive two-barrel carburetor. The 1973 emission control revisions reduced power from the optional engine by {{cvt|5|bhp}}, and its noise levels were lowered.{{List journal|work=Road & Track |date=June 1973}} A high energy ignition was introduced on 1975 engines.1975 Chevrolet Vega brochure.

Serious problems with the engine led to a redesign for 1976–1977. Marketed as the Dura-Built 140, the new engine had improved coolant pathways, redesigned cylinder head with quieter hydraulic valve lifters, longer-life valve stem seals that reduced oil consumption by 50%, and redesigned water pump, head gasket, and thermostat. Warranty was upgraded to five years or {{convert|60000|mi}}.1976 Chevrolet Vega brochure In 1977 a pulse-air system was added to meet stricter 1977 U.S. exhaust emission regulations and the engine paint color (used on all Chevrolet engines) changed from orange to blue.{{citation needed|date=August 2019}}

In August 1975, Chevrolet conducted an endurance test of three Vegas powered by Dura-Built 140 engines, advertised as a "60,000 miles in 60 days Durability Run".Quoted text-Chevrolet brochure-60,000 miles in less than 60 days in and around Death Valley. '76 Vega Dura-Built 140 engine. Built to take it.

Supervised by the United States Auto Club, three pre-production 1976 hatchback coupes with manual transmissions and air conditioning were driven non-stop for {{convert|60000|mi|km}} in 60 days through the deserts of California and Nevada by nine drivers, covering a total of {{convert|180000|mi|km}}. With the sole failure a broken timing belt, Vega project engineer Bernie Ernest said GM felt "very comfortable with the warranty."{{cite magazine |magazine=Motor Trend |title=The 60,000-Mile Vega |date=February 1976 |page=24 }}

In ambient temperatures between {{cvt|99|°F|°C}} and {{cvt|122|°F|°C}} the cars lost {{convert|24|USoz|L}} of coolant (normal evaporation under the conditions) during the 180,000 miles. They averaged {{cvt|28.9|mpgus}} and used one quart of oil per 3,400 miles. Driving expenses averaged 2.17 cents per mile. One of the cars went on display at the 1976 New York Auto Show. The 1976 Vega was marketed as a durable and reliable car.1976 Chevrolet Brochure-'76 Vega Dura-Built 140 engine. Built to take it.1976 Chevrolet Vega ad-Built to take it.

{{See also|Chevrolet Cosworth Vega#Engine}}

File:1973 Chevrolet XP-898 engine.JPG prototype L10 engine]]

The Vega 2300 engines came with a tall iron reverse-flow cylinder head. The Chevrolet engine group later designed an aluminum crossflow cylinder head with single central overhead camshaft, "hemi" combustion chambers, and big valves to create an engine called the L10. This head was lighter and about {{cvt|4|in|mm}} lower than the Vega production piece. An L10 powered the XP-898 concept car. Although numerous prototypes were built and manufacturing tooling started, the engine did not receive production approval. It would have given higher performance than the iron-head engine, without its differential expansion head gasket problems.

File:'74 GM Rotary engine.jpg

In November 1970, GM paid $50 million (${{formatnum:{{Inflation|US|50,000,000|1970}}}} in {{Inflation-year|US}} dollars {{inflation-fn|US}}) for initial licenses to produce the Wankel rotary engine. GM president Ed Cole projected its release in October 1973 as a 1974 Vega option. The General Motors Rotary Combustion Engine (GMRCE) had two rotors displacing {{cvt|206|cuin|cc|0}}, twin distributors and coils, and an aluminum housing.{{List journal|work=Motor Trend |date=July 1973}}{{Rp|52}} RC2-206 Wankels were installed in 1973 Vegas for cold weather testing in Canada.{{citation needed|date=August 2019}}

Motor Trend{{'}}s 1973 article The '75 Vega Rotary said, "[M]ileage will be in the 16–18 mpg range. Compared to the normal piston [engine] Vega's 20 to 26 mpg, the whole rotary deal begins to look just a little less attractive, what with the price of gasoline skyrocketing..."

GM thought it could meet 1975 emissions standards with the engine tuned for better fuel economy. Other refinements improved it to {{cvt|20|mpgus}}, but brought apex seal failures and rotor-tip seal problems. By December 1973 it was clear the Wankel, now planned for the Monza 2+2, would not be ready for either production or emissions certification in time for the start of the 1975 model year. After paying another $10 million (${{formatnum:{{Inflation|US|10,000,000|1973}}}} in {{Inflation-year|US}} dollars {{inflation-fn|US}}) against its rotary licence fees, GM announced the first postponement. In April 1974 Motor Trend predicted the outcome:{{List journal|work=Motor Trend |date=April 1974}} on September 24, 1974, Cole postponed the engine, ostensibly due to emissions difficulties. He retired the same month. His successor Pete Estes showed little interest in the engine and GM, citing poor fuel economy, postponed production pending further development. Estes had previously decided to let the Corvair, another Cole project, expire, well before the celebrated attacks of Ralph Nader.

One complete GM Wankel engine exists. It is displayed at the Ypsilanti (MI) Motor Heritage Museum, along with many Corvair cars and exhibits.

In July 1972, Hot Rod tested a prototype Vega fitted with an all-aluminum V8, the last of several 283 cu in. (4.6 L) units used in the CERV I research and development vehicle. Bored out to {{cvt|302|cuin|L|1}}, it had high-compression pistons, "097 Duntov" mechanical-lifter camshaft, cast-iron four-barrel intake manifold, and a Quadrajet carburetor. With stock Turbo Hydramatic, stock Vega rear end and street tires, the car ran a sub-14-second quarter-mile.{{List journal|work=Hot Rod |date=July 1972}}

File:Lordstown Assembly Vega.jpg

GM built the $75 million (${{formatnum:{{Inflation|US|75,000,000|1968}}}} in {{Inflation-year|US}} dollars {{inflation-fn|US}}) Lordstown Assembly plant in Lordstown, Ohio, near Youngstown expressly for assembing the Vega. It was the world's most automated auto plant at the time, where approximately 90 percent of each Vega body's 3,900 welds were carried out by 75 automatic welding devices. Twenty-six Unimate industrial robots performed ~35% of the welding operations; approximately 55% of the welding operations were performed with conventional automatic welders. Engine and rear axle assemblies were positioned by hydraulic lifts, with bodies moved along the line overhead at {{convert|30|ft}} per minute. Sub-assembly areas, conveyor belts, and quality control were all computer-directed.

Production at Lordstown was projected at 100 Vegas an hour—one every 36 seconds—from the outset. Twice the normal production volume, this was the fastest rate in the world. Within months Lordstown produced 73.5 Vegas an hour.

Lordstown workers had 36 seconds to perform their tasks instead of the customary minute. With 25 percent more line workers than needed, they formed groups in which three worked while a fourth rested. Although there were mechanical flaws, the quality of early Vega assembly, e.g. fit and finish, was acceptable. The car earned Motor Trend's 1971 Car of the Year award. In October 1971, General Motors handed management of Lordstown from Chevrolet and Fisher Body to General Motors Assembly Division (GMAD). GMAD imposed more rigorous discipline and cut costs by dropping the fourth "extra" worker. The United Auto Workers (UAW) said 800 workers were laid off at Lordstown in the first year under GMAD; GMAD said 370. Management accused workers of slowing the line and sabotaging cars by omitting parts and doing shoddy work. Workers said GMAD sped up the line and cut staffing. Quality suffered. In March 1972, the 7,700 workers called a wildcat strike that lasted a month and cost GM $150 million. Vega production rose by over 100,000 units for 1972, and would have been stronger but for the strike. 1975 was a "rolling model change" at 100 cars per hour with no downtime.

As production approached 100 vehicles per hour, problems arose in the paint shop. At 85 units per hour, nearly all required repair. Conventional spray pressures and atomizing tips could not apply the paint fast enough, but increasing pressures and tip aperture sizes produced runs and sags in the finished product. Fisher Body and lacquer paint supplier DuPont, over one weekend, developed new paint chemistry and application specifics: Non-Aqueous Dispersion Lacquer (NAD). The new formulation raised paint shop throughput to 106 units per hour.{{citation needed|date=August 2019}}

File:Vert A Pac railcar.jpg

Although Lordstown Assembly had a purpose-built exit off of the Ohio Turnpike constructed to make shipment easier, the Vega was designed for vertical shipment, nose down. General Motors and Southern Pacific designed "Vert-A-Pac" rail cars to hold 30 Vegas each, compared with conventional tri-level autoracks which held 18. The Vega was fitted with four removable cast-steel sockets on the underside and had plastic spacers — removed at unloading — to protect engine and transmission mounts. The rail car carrier-panels were opened and closed via forklift.{{List journal|work=Popular Mechanics |date=October 1969}}{{Rp|151}}

Vibration and low-speed crash tests ensured the cars would not shift or suffer damage in transit. The Vega was delivered topped with fluids, ready to drive to dealerships, so the engine was baffled to prevent oil entering the number one cylinder; the battery filler caps were positioned high on the rear edge of the casing to prevent acid spills; a tube drained fuel from the carburetor to the vapor canister; and the windshield washer bottle stood at 45 degrees.{{cite magazine |magazine = Collectible Automobile |date = April 2000 |page = 37 |title = Riding the rails: Shipping Vegas by Vert-a-pac }} The Vert-A-Pacs were retired after the Vega's 1977 model year.

Total Vega production, mainly from Lordstown, was 2,006,661 including 3,508 Cosworth models.{{Rp|43}} Production peaked at 2,400 units per day. In 1973–1974, Vegas were also built at GM of Canada's Sainte-Thérèse Assembly plant in Quebec.{{citation needed|date=August 2019}}

File:71 Vega Panel Express & 73 Vega GT-Millionth Vega.jpg

{{Table alignment}}

Due mostly to inflation{{citation needed|date=January 2015}}, but also because of emissions and safety mandates, prices of all automobiles rose 50 percent during the Vega's seven-year lifespan. The same basic Vega that cost $2090 in 1971 carried a retail price of $3249 by the end of 1977. And since all other cars suffered the same inflationary rise, less expensive cars were in greater demand than those with higher prices which helped Vegas sell. The 1975 Cosworth Vega at $5,918 was priced $892 below the Chevrolet Corvette. "Cosworth. One Vega for the price of two", as it was advertised, was priced out of the market, and fell well short of its projected sales goal.

File:DeLorean and Vega in 1971.jpg

GM Vice President John Z. DeLorean, appointed Chevrolet's general manager a year before the Vega's introduction, was tasked with overseeing the Vega launch and directing operations at the Lordstown Assembly plant. As problems with the vehicle became apparent, he put additional inspectors and workers on the line and introduced a computerized quality control program in which each car was inspected as it came off the line and, if necessary, repaired. He was also tasked with promoting the car in Motor Trend and Look magazines. He authorized the Cosworth Vega prototype and requested initiation of production.{{cite magazine |magazine=Car and Driver |title=How to Hatch an Engine |date=October 1975}}

In Motor Trend{{'}}s August 1970 issue, DeLorean promoted the upcoming car as one that out-handled "almost any" European sports car, out-accelerated "any car in its price class", and would be "built at a quality level that has never been attained before in a manufacturing operation in this country, and probably in the world."

In the 1979 book On a Clear Day You Can See General Motors by J. Patrick Wright, DeLorean spoke of hostility between Chevrolet Division and GM's design and engineering staff; of trying to motivate Chevrolet engineers to resolve the car's problems before introduction; and of initiating quality control. He also said, "While I was convinced that we were doing our best with the car that was given to us, I was called upon by the corporation to tout the car far beyond my personal convictions about it."

Although the Vega sold well from the beginning, the buying public soon questioned the car's quality. The issues with the vehicle practically went back to the beginning of its development. For example, the front end of the vehicle separated in only eight miles on the General Motors Test track. The engineers had to add twenty pounds of structural reinforcements to pass durability.{{cite web |last1 = Kurylko |first1 = Diana |title = The Vega: An Unmitigated Disaster |url = https://www.autonews.com/article/20111031/CHEVY100/310319922/the-vega-an-unmitigated-disaster |website = Automotive News |date = October 21, 2011 |access-date = March 6, 2020 }} In Comeback:The Fall & Rise of the American Automobile Industry, the authors write: "In 1972, GM issued three mass recalls, the largest covering 500,000 Vegas, to fix defective axles, balky throttles and problems that caused fires. The Vega's aluminum engine was notorious for buckling and leaking."{{cite book |title = Comeback: The Fall & Rise of the American Automobile Industry |first1 = Paul |last1 = Ingrassia |first2 = Joseph B. |last2 = White |year = 1995 |publisher = Simon & Schuster |isbn = 0684804379 |access-date = July 8, 2012 |url = https://archive.org/details/isbn_9780684804378 |url-access = registration |page = [https://archive.org/details/isbn_9780684804378/page/165 165] |quote = chevrolet vega. }} By May 1972, six out of every seven Vegas produced was the subject of a recall.{{cite news |title = Vega Recall Hits Six of Every Seven Cars |url = https://www.newspapers.com/image/555085569/?terms=vega%2Bfire%2Brecall |work = Petoskey News-Review |date = May 9, 1972 |via = Newspapers.com }} Development and upgrades continued throughout the car's seven-year production run, addressing its engine and cost-related issues.

The first Vega recall, Chevrolet campaign number 72-C-05, addressed engine backfires on 130,000 cars fitted with the L11 option two-barrel carburetor. An engine that backfired with specific frequency and magnitude weakened and ruptured the muffler. Hot exhaust gases then, in turn, spilled out and heated the adjacent fuel tank which expanded, ruptured and spilled fuel that ignited and caused a fire.{{cite book |title = Motor Vehicle Safety Defect Recall Campaigns 1972-74 |date = 1973 |publisher = United States Department of Transportation |page = 25 |url = https://babel.hathitrust.org/cgi/pt?id=uc1.b3907856&view=1up&seq=239 }}{{cite book |title = Auto Safety Repairs at No Cost: Hearings Before Committee on Commerce United States Senate |date = 1973 |publisher = United States Government Printing Office |location = Washington, DC |page = 243 |url = https://books.google.com/books?id=8jmExTh7vtoC&q=1965&pg=PA243 }} The second recall in early summer 1972, Chevrolet campaign number 72-C-07, involved 350,000 vehicles equipped with the standard engine and single-barrel carburetor. It concerned a perceived risk that a component in the emission-control system (idle stop solenoid bracket) might fall into the throttle linkage, jamming it open.{{cite magazine |first=Bill |last=Schwartzberg |title=Report from America |magazine=Safer Motoring |page=368 |date=July 1972}} Chevrolet told customers that if the throttle stuck open while driving, to turn off the ignition and brake the vehicle until it stopped.{{cite news |title=Chevrolet's Vega Recall Hits 350,000 |url= https://www.newspapers.com/image/294448537/?terms=chevrolet%2Bvega%2Brecall |newspaper=Marion Star |date=May 9, 1972 |via=Newspapers.com }}

In July 1972, the company announced the third recall, "in as many months,"{{cite news |title=Vega Troubled by String of Recalls |url= https://www.newspapers.com/image/502150535/?terms=chevrolet%2Bvega%2Brecall |newspaper=The Windsor Star |date=July 21, 1972 |via=Newspapers.com }} campaign number 72-C-09, which affected 526,000 vehicles, the result of which was a rear axle which could separate from the vehicle. As it was recorded by NHTSA, the "axle shaft and wheel could then move outboard of the quarter panel and allow vehicle to drop down onto rear suspension."{{cite web |title = NHTSA |url = https://www.nhtsa.gov/vehicle/1972/CHEVROLET/VEGA#recalls |website = nhtsa.gov |access-date = March 23, 2020 }}

Other quality issues plagued the engine. Faulty valve-stem seals caused excessive oil consumption, but this was not addressed until the release of the updated Dura-Built 140 engine in 1976.1976 Chevrolet brochure-Vega Dura-Built 140 engine-built to take it According to an article in Popular Mechanics, "When the engine got hot, which wasn't uncommon, the cylinders distorted and the piston rings wore off the exposed silica that was meant to provide a tough wall surface. Then, at best, the cars burned more oil. At worst, the distortion compromised the head gasket."{{Cite news |url = http://www.popularmechanics.com/cars/a6424/how-the-chevy-vega-almost-destroyed-gm/ |title = The Car That Nearly Destroyed GM |date = October 19, 2010 |work = Popular Mechanics |access-date = January 9, 2018 }}

With its small {{convert|6|USqt|L|1|adj=on}} capacity and tiny two-tube {{convert|1|sqft|m2|1|adj=on}} radiator, the Vega cooling system was adequate when topped off,{{cite magazine |magazine = Collectible Automobile |date = April 2000 |title = Interview Eudell Jackobson & Fred Kneisler of GM engineering }} but owners tended not to check the coolant level often enough, and in combination with leaking valve-stem seals, the engine often ran low on oil and coolant simultaneously. Consequent overheating distorted the open-deck block, allowing antifreeze to seep past the head gasket, which caused piston scuffing inside the cylinders.

Chevrolet added a coolant-overflow bottle and an electronic low-coolant indicator in 1974 that could be retrofitted to earlier models at no cost. Under a revised {{convert|50000|mi|km|-3|adj=on}} engine warranty for 1971 to 1975 Vegas, the owner of a damaged engine could choose a replacement with a new short block or a rebuilt steel-sleeved unit, which proved costly for Chevrolet. GM engineer Fred Kneisler maintains that too much emphasis had been put on overheating problems, the real culprits being brittle valve stem seals and too-thin piston plating. Regardless of the cause, damaged cylinder walls were common.{{citation needed|date=August 2019}}

File:Lordstown Vega Elpo dip.jpg

On the early Vegas, Fisher's rustproofing process did not treat the entire chassis. The six-stage zinc phosphate rustproofing process began with the untreated steel body shells spending two minutes submerged in a {{Convert|65000|usgal|L impgal|-3|adj=on}} electrophoretic painting vat (Fisher Body Division’s "Elpo" electrophoretic deposition of polymers process) to prime and further protect from rust. Assembled bodies were dried, wet-sanded, sealer-coated, sprayed with acrylic lacquer and baked in a {{cvt|300|F|C K}} degree oven.{{citation needed|date=August 2019}}

However, there was a process failure during the vat treatment stage because a trapped air pocket prevented the anti-rust coating from reaching a gap between the Vegas’ front fenders and cowl. Under normal driving conditions, this allowed moist debris and salt to build up and rust the untreated steel on early Vegas because they had no protective liners. The finance department had rejected liners as they would have added a $2.28 unit cost. After GM spent millions replacing thousands of corroded fenders under warranty, Chevrolet installed stopgap plastic deflectors in late 1973 and full plastic liners in 1974. Rust also damaged the rocker panels and door bottoms, the area beneath the windshield, and the body above the rockers. It sometimes seized the front suspension cam bolts, preventing alignment work, necessitating removal with a cutting torch and replacement by all-new parts.

From 1976, anti-rust improvements included galvanized steel fenders and rocker panels; "four-layer" fender protection with zinc-coated and primed inner fenders; wheel-well protective mastic; zinc-rich pre-prime coating on inner doors; expandable sealer between rear quarter panel and wheel housing panel; and corrosion-resistant grill and headlamp housings.

The 1976 to 1977 Dura-Built 140 engine had improved engine block coolant pathways, redesigned head gasket, water pump and thermostat, and a five-year/{{cvt|60000|mi|km|-3}} warranty.

File:Gremlin-Pinto-Vega in 2010.JPG, Ford Pinto, Chevrolet Vega]]

Initially, the Vega received awards and praise, but subsequently, there were lasting criticisms.

The Vega received awards including "1971 car of the year"{{cite magazine |magazine=Motor Trend |date=February 1971 |title = 1971 Car of The Year: Chevrolet Vega 2300 }}

and "1973 car of the year in the economy class";{{cite magazine |magazine=Motor Trend |date=February 1973 |title = The Car of the Year Candidates }} from Motor Trend; "best economy sedan" in 1971, 1972 and 1973 from Car and Driver;{{List journal|work=Car and Driver |date=May 1971}}{{List journal|work=Car and Driver |date=May 1972}}{{List journal|work=Car and Driver |date=May 1973}} and the 1971 award for "excellence in design in transportation equipment" from American Iron and Steel Institute.1973 Chevrolet folder: back cover-Best Economy Sedan for '73-Vega.

Favorable reviews at launch included Motor Trend which in 1970 described the Vega as enjoyable, functional, comfortable, with good handling, and ride;

Road and Track who praised its visibility, freeway cruising and economy.{{cite magazine|date=September 1970|title=Technical Analysis & Driving Impression Vega 2300 by Chevrolet|magazine=Road and Track|pages=31–34}} and others who praised the 2300 engine's simplicity,{{List journal|work=Sports Car Graphic|date=September 1970}} the handling package and brakes,{{List journal|work=Road Test|date=November 1970}}{{Rp|53}} and one said the car was well matched to the tastes and needs of the 1970s,{{List journal|work=Super Stock|date=October 1970}}{{Rp|80}}

Others praised its looks.{{cite magazine |magazine = Car and Driver |date = December 1971 |title = Super Coupe Comparison Test |page = 25 }}{{cite book |title = Car and Driver 1972 Buyer's Guide }}{{cite journal |title = Chevrolet Vega vs. Ford Pinto |journal = Car and Driver |date = November 1971 |url = http://www.caranddriver.com/comparisons/chevrolet-vega-vs-ford-pinto-archived-comparison |access-date = December 17, 2011 }}

Comparisons with other contemporary cars such as the Ford Pinto, Volkswagen Beetle, AMC Gremlin, and Toyota Corolla were done by a number of magazines. The Vega came out well, scoring praise for its combination of performance and economy";{{cite magazine |magazine=Car and Driver |date=January 1971 |title=Six-Car Comparison Test |page=21}}{{cite magazine |magazine=Motor Trend |date=January 1972 |title=A Back Door to Economy }} as well as its speed, comfort, quietness and better ride.{{List journal|work=Motor Trend |date=January 1971}} Road and Track's editor, John R. Bond said in September 1970, "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 road holding impressed and surprised me most of all."{{List journal|work=Road & Track |date=September 1970}}

The Center for Auto Safety criticized the car. A letter from its founder Ralph Nader to GM chairman Richard Gerstenberg contained a list of safety allegations, and said the car was a "sloppily crafted, unreliable and unsafe automobile" that "hardly set a good example in small car production for American industry".{{cite book |title = Chevrolet: A History from 1911 |first = Beverly Rae |last1 = Kimes |first2 = Robert C. |last2 = Ackerson |publisher = Automobile Heritage Publishing |year = 1987 |isbn = 978-0-915038-62-6 |page = 157 }} Criticisms continued long after production ceased. In 1979, Popular Science said free repairs in the 1970s cost tens of millions, continuing up to two years after the warranty ran out.{{cite journal |first = Jim |last = Dunne |journal = Popular Science |date = May 1979 |title = Secret car warranties |pages = 58–60 |url = https://books.google.com/books?id=iwEAAAAAMBAJ&pg=PA58 |access-date = December 15, 2011 }} A 1990 Time article said the Vega was "a poorly engineered car notorious for rust and breakdowns."{{cite magazine |title = The Right Stuff: Does U.S. Industry Have It? |magazine=Time |date=October 29, 1990 |url= http://www.time.com/time/magazine/article/0,9171,971481,00.html#ixzz1J7X8UtqM |archive-url= https://web.archive.org/web/20071130015728/http://www.time.com/time/magazine/article/0,9171,971481,00.html#ixzz1J7X8UtqM |url-status = dead |archive-date=November 30, 2007 |access-date = December 15, 2011 }}{{cite magazine |title = Autos: Too Small, Too Soon |magazine = Time |url = http://www.time.com/time/magazine/article/0,9171,913999,00.html |archive-url = https://web.archive.org/web/20100104191748/http://www.time.com/time/magazine/article/0,9171,913999,00.html |url-status = dead |archive-date = January 4, 2010 |date = April 5, 1976 |access-date = December 15, 2011 }} In 1991, Newsweek magazine called the Vega costlier and more troublesome than its rivals.{{cite journal |title = GM's Day Of Reckoning |journal = Newsweek |date = December 30, 1991 |url = http://www.thedailybeast.com/newsweek/1991/12/29/gm-s-day-of-reckoning.html |access-date = December 15, 2011 }}

Joe Sherman's 1993 book In the Rings of Saturn said that "by its third recall, ninety-five percent of all Vegas manufactured before May 1972 had critical safety flaws", and that the model's "checkered history only reinforced the belief that GM made inferior small cars. This legacy would prove far more important than any direct impact the Vega would have on GM's profits."{{cite book |url = https://archive.org/details/inringsofsaturn00sher |url-access = registration |title = In the rings of Saturn |page = [https://archive.org/details/inringsofsaturn00sher/page/70 70] |first = Joe |last = Sherman |publisher = Oxford University Press |year = 1994 |isbn = 978-0-19-507244-0 |access-date = December 16, 2011 }} Motor Trend said in its September 1999 50th Anniversary Issue: "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."{{List journal|work=Motor Trend |date=September 1999}} The April 2000 issue of Collectible Automobile magazine said: "The Chevy Vega has become a symbol of all the problems Detroit faced in the 70's."{{Rp|26}} Robert Freeland's 2005 book The Struggle for Control of the Modern Corporation said "poor planning and perfunctory implementation ... led to an extremely poor quality automobile beset by mechanical problems."{{cite book |title = The Struggle for Control of the Modern Corporation |publisher = Cambridge University Press |first = Robert F. |last = Freeland |year = 2000 |page = 288 |url = https://books.google.com/books?id=uj6te3wYm_0C&pg=PA288 |isbn = 978-0-521-63034-4 |access-date = December 17, 2011 }}

In his 2010 book Generation Busted, author Alan Zemek said, "Chevrolet's answer to the Japanese car, left it with a black eye."{{cite book |title = Generation Busted: How America Went Broke in the Age of Prosperity |first = Alan J. |last = Zemek |publisher = CreateSpace |year = 2010 |page = 122 |url = https://books.google.com/books?id=XVAzpX8xF4gC&pg=PA122 |isbn = 978-1-4515-1686-9 |access-date = December 17, 2011 }}

Websites have included the Vega in lists of worst cars, for example Popular Mechanics,{{cite journal |title = 10 Cars that Damaged GM's Reputation |journal = Popular Mechanics |first = John Pearley |last = Huffman |date = November 24, 2008 |url = http://www.popularmechanics.com/cars/news/vintage-speed/4293188 |access-date = December 17, 2011 }}

Car and Driver,{{cite journal |url = http://www.caranddriver.com/reviews/hot_lists/high_performance/best_worst_lists/dishonorable_mention_the_10_most_embarrassing_award_winners_in_automotive_history_feature |title = Dishonorable Mention: The 10 Most Embarrassing Award Winners in Automotive History |journal = Car and Driver |date = January 2009 |access-date = December 17, 2011 |url-status = dead |archive-url = https://web.archive.org/web/20090303230440/http://www.caranddriver.com/reviews/hot_lists/high_performance/best_worst_lists/dishonorable_mention_the_10_most_embarrassing_award_winners_in_automotive_history_feature |archive-date = March 3, 2009 }} and Edmunds.com.{{cite web |publisher = Edmunds.com |date = December 12, 2011 |url = http://www.insideline.com/features/100-worst-cars-of-all-time.html |title = 100 Worst Cars of All Time |first = John Pearley |last = Huffman |access-date = December 17, 2011 }} In 2010, John Pearley Huffman of Popular Mechanics summed up the Vega as "the car that nearly destroyed GM."{{cite journal |title = How the Chevy Vega Nearly Destroyed GM |journal = Popular Mechanics |first = John Pearley |last = Huffman |date = October 19, 2010 |url = http://www.popularmechanics.com/cars/news/vintage-speed/how-the-chevy-vega-almost-destroyed-gm |access-date = December 17, 2011 }} In 2010, after driving a preserved, original '73 Vega GT, Frank Markus of Motor Trend Classic said, "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."{{List journal|work=Motor Trend |date=Spring 2010}}

In 2013, Frank Markus of Motor Trend Classic said, "Overblown—The China Syndrome might have over hyped the TMI (Three-Mile Island) incident as bad press might have exaggerated the Vega's woes."{{List journal|work=Motor Trend |date=Fall 2013}}

{{Main|Pontiac Astre|Chevrolet Monza|Oldsmobile Starfire|Pontiac Sunbird#First generation (1976–1980)}}

Vega body styles were used for several badge engineered variants. The 1973 to 1977 Pontiac Astre had Vega bodies (and Vega engines through 1976). The 1978 to 1979 Chevrolet Monza and Pontiac Sunbird wagons used the Vega Kammback wagon body with engines by Pontiac and Buick. The Monza S used the Vega hatchback body.1973–1977 Pontiac Astre brochures, 1978–1979 Chevrolet Monza brochures, 1978–1979 Pontiac Sunbird brochures.

In 1973, Chevrolet presented the XP-898 concept car using many Vega components, including the engine, and using a construction method intended to explore vehicle crashworthiness at high speed: a fiberglass foam sandwich body and chassis in four sections with rigid urethane foam infill.{{cite web |first = Bill |last = Bowman |title = 1973 Chevrolet XP-898 Concept Car |publisher = General Motors Heritage Center |url = http://history.gmheritagecenter.com/wiki/index.php/1973_Chevrolet_XP-898_Concept_Car |access-date = January 13, 2012 |archive-url = https://web.archive.org/web/20150626194757/https://history.gmheritagecenter.com/wiki/index.php/1973_Chevrolet_XP-898_Concept_Car |archive-date = June 26, 2015 |url-status = dead }}

In the early 1970s Car and Driver magazine challenged its readers to a series of Sports Car Club of America (SCCA) races for showroom stock sedans at Lime Rock Park, Connecticut – "The Car and Driver SS/Sedan Challenge". Bruce Cargill (representing the readers) won "Challenge I" in 1972 in a Dodge Colt, and Patrick Bedard, C&D's executive writer, won "Challenge II" in 1973 in an Opel 1900, "Challenge III" was the tie-breaker in 1974.

File:73 Vega GT-bronze metallic.jpg

On October 12, 1974 C&D's 1973 Vega GT No. 0, driven by Bedard, "outran every single Opel, Colt, Pinto, Datsun, Toyota and Subaru on the starting grid [...] It had done the job – this Vega GT faced off against 31 other well-driven showroom stocks and it had finished first.

After Bedard purchased the year-old Vega in California for $1,900, former Chevrolet engineer Doug Roe – a Vega specialist – told him to "overfill it about a quart. "When you run them over 5,000 rpm, all the oil stays up in the head and you'll wipe the bearings. And something has to be done with the crankcase vents. If you don't it'll pump all that oil into the intake." Roe added that 215 degrees was normal and only above 230 degrees would the engine probably detonate.{{citation needed|date=August 2019}}

Bedard said, "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 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."{{cite magazine |magazine = Car and Driver |date = January 1975 |title = An unlikely victory in an even more unlikely car }}

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{{Reflist}}

{{Commons category}}

• [http://www.hemmings.com/hcc/stories/2014/03/01/hmn_feature4.html Hemmings Classic Car March 2014 - 1973 & '76 Chevrolet Vega Comparison]
• [http://www.motortrend.com/classic/roadtests/1301_1976_chevrolet_cosworth_vega_vs_mercury_capri_ii/ Motor Trend Classic Spring 2013 – Chevrolet Cosworth Vega vs Mercury Capri II]
• [http://www.motortrend.com/classic/wallpaper/1008_1971_amc_gremlin_x_1973_chevrolet_vega_gt_1972_ford_pinto_wallpaper_gallery/ Motor Trend.com Fall 2010–1971 AMC Gremlin X, 1973 Chevrolet Vega GT, and 1972 Ford Pinto]
• [http://www.caranddriver.com/comparisons/chevrolet-vega-vs-ford-pinto-archived-comparison Car and Driver.com Archived Comparison – Chevrolet Vega vs Ford Pinto]
• {{imcdb vehicle|make=Chevrolet|model=Vega|Chevrolet Vega}}

{{Early Chevrolet cars}}

{{Chevrolet vehicles}}

{{Chevrolet cars United States timeline 1950–1979}}

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