Chevrolet Vega

Chevrolet Vega
Manufacturer	General Motors
Also called	Pontiac Astre
Production	1971–1977
Predecessor	Chevrolet Corvair
Successor	Chevrolet Monza Chevrolet Chevette Pontiac Acadian (For the Astre.) Pontiac Sunbird (For the Astre.)
Class	Subcompact
Body style(s)	2-door coupe 2-door station wagon 3-door hatchback
Layout	FR layout
Platform	H-body
Engine(s)	122 in³ Cosworth I4 140 in³ 2300 I4 151 in³ Iron Duke I4
Transmission(s)	3-speed manual 4-speed manual 5-speed manual 2-speed automatic 3-speed automatic
Wheelbase	97.0 in (2464 mm)
Length	169.7 in (4310 mm)

Pontiac Astre

The Chevrolet Vega was a subcompact car sold from 1971 through 1977. Available in sedan, coupe, station wagon, and sedan delivery body styles (officially referred to as the Notchback, Hatchback, Kammback, and Panel Express, respectively), it was based on the GM H platform. The 1975 to 1980 Chevrolet Monza coupe was based on the Vega, as was the restyled Monza wagon. The similar Pontiac Astre was available in Canada from 1973 through 1977, and in the U.S. from 1975 through 1977. The Vega was Motor Trend's Car of the Year for 1971.

Subcompact

Detroit's first attempt at confronting the entry-level imports and domestic small cars such as the Studebaker Lark and Rambler American in the fall of 1959 produced the compact class of cars, including the Ford Falcon, Plymouth Valiant and the ill-fated Chevrolet Corvair, each introduced as 1960 models. By the 1970s, while cars like the Maverick, Nova, Hornet, and Valiant had evolved into the smallest versions of the traditional 6 passenger American family cars, they were much larger than the subcompacts, and many were delivered with optional V8 engines. See also Nash Rambler and AMC Metropolitan (introduced in 1954).

The Vega was introduced as part of "Big Three" (GM, Ford, Chrysler) automakers entering a new subcompact car class in order to compete directly with the successful, but aging Volkswagen Beetle, as well as Japanese imports from Honda, Toyota, and Datsun. Its conventional 4 cylinder rear wheel drive layout and unibody was similar to Japanese subcompacts, but somewhat larger for US citizens. It used stamped A-arms for the front suspension with a solid axle with coil springs in the rear. The Vega's 97-inch (2,500 mm) wheelbase and 169.7-inch (4,310 mm) overall length was somewhat larger than the Toyota Corolla's 161.4-inch (4,100 mm) length and 91.9-inch (2,330 mm) wheelbase. See 1970 Honda automobile.

One innovation of the original Vega was that it was designed to be shipped vertically with its nose down. For example, the battery had fill caps at the back to prevent leakage during transit. Special rail cars known as "Vert-A-Pac" cars were built with hangers to carry the first Vegas to market in this vertical arrangement. One of the notable locations where these cars were unloaded was at the now defunct Sawtell Auto Ramps in Atlanta, Georgia, located on the former Southern, now Norfolk Southern mainline to Macon.

While in-tank fuel pumps had been used in some earlier Cadillac and Buick models, the H platform (Vega, Monza) were the first high volume GM vehicles to use an in-tank fuel pump, common with present-day fuel-injected vehicles.

Reviews

Though often today dismissed as a failure, the Vega was a strong seller. Although outsold most years by the Pinto, Chevrolet sold over two million Vegas during its lifetime. Consumer Reports rated a 1971 Vega above the Pinto and the Gremlin, but had reservations about the Vega's workmanship with similar reviews for subsequent Vega tests through 1974 and a subsequent test of a similar Pontiac Astre in 1975.

Car and Driver awarded top pick to the Vega above five other cars including the Corolla, Pinto, Gremlin, Volkswagen, and an obscure Simca "because of its particular suitability to American driving conditions." It was the only car besides the shortened compact Gremlin that could cruise at 70 or above. Its long 2.53-to-1 axle ratio allowed a low 3,000 rpm at 80 mph (130 km/h). Its ride was judged to be plush with a comfortable seating position, though it lacked a traditional glovebox. The Vega was the fastest of the cars tested, taking 12.2 seconds to reach 60 mph (97 km/h), similar to a modern Toyota Prius.

Engines

Vega engines become infamous for their lack of durability which was often associated with their use of weight-saving aluminum cylinder blocks with cast iron heads. These blocks did not have iron cylinder sleeves. A wear surface was created on the aluminum cylinder bores with an electrochemical process that bonded a coating of Nikasil. Most Vegas were equipped with a 2.3 L "2300" SOHC I4. The standard engine used either a single-barrel carburetor which for 1971 produced 80 net or 90 gross horsepower. The 2 barrel version of the 71 engine produced 90 net or 110 gross horsepower. As of 72, the manufacturers no longer published gross (on a test stand) figures. From 72 on, tightening emissions regulations meant that the one barrel engine produced about 70 net horsepower. The 2-barrel option boosted output to around 85 hp (63 kW). Early models overheated due to poor cooling channel design. The 2300 engine typically burned oil not due to cylinder wear (which was the rumor) but instead due to poorly designed valve stem seals. When some customers didn't check the oil level often enough, a high number of engines were completely ruined due to lack of oil supply.

The 1976-77 2300 engine received hydraulic lifters and better valve stem seals in the hopes of improving sales. It also benefited from greatly improved engine cooling. But the Chevette and Monza began replacing the Vega with some overlap. To use up existing, but slow-selling Vega parts, the 1977 model Pontiac Astre was equipped with the more reliable 2.5 L Iron Duke engine.

The Vega was one of the first automobiles that GM produced that made extensive use of robotic welding equipment.

Cosworth Vega

The limited-edition 1975 to 1976 Cosworth Vega (see main picture) was a special performance version of the subcompact introduced long before cars like the Golf GTI or Mitsubishi Lancer Evolution. Only 2,062 were built the first year. It was fitted with a fuel-injected DOHC 2.0L 16-valve version of the engine designed by Cosworth Engineering in England, which was famous for its racing engines. This engine was known internally at Cosworth as Project EA. Built by Chevrolet at its Tonawanda engine plant, the engine was fed by Bendix electronic fuel injection controlled by a computer in the glove box. First planned in 1969, the first 1971 development engines delivered an impressive 180 bhp (130 kW). It had special stripes, wide radial tires on alloy wheels and antiroll bars. But when finally put into production, the 1975 engines produced only 120 bhp (89 kW). At $5,916, it cost double a normal hatchback, and only $900 less than a Corvette. Car and Driver magazine would report "The 3.11 first gear matched to a 3.73 axle ratio makes the Cosworth Vega tough to launch from a stop". They measured 0-60 mph times of 8.7 seconds. In 2006 Inside Line wrote "Fat and strangled by emissions regulations and GM's own noise concerns, the Cosworth Vega was a disappointing car in every sense". This is decidedly misleading since all cars in 1975 and 1976 were similarly "fat and strangled by emissions regulations." Only 3,508 were sold over two years. This fell so short of projected sales of 5,000 that 1,500 unused exotic Cosworth engines were simply scrapped for lack of demand. Though sales would be disappointing, it is today the Vega most sought by collectors.

Problems

The Vega ultimately would be doomed by poor reliability and several highly publicized design problems including carburetor fires, engine overheating problems, and premature body rust, which began to affect sales after 1974 even though most of those problems had been resolved by that time. Labor and management strife at the GM Lordstown, Ohio, plant where Vegas were built at a line which speed exceeded by a great margin the speed of other factories - including a three-week strike in early 1972 - also added to the car's woes.

The Vega's engine, body corrosion, and other problems became well known. To dispel the Vega's sagging sales and reputation, Chevrolet made many internal improvements to the 140 CID (2.3 L) four-cylinder engine for the 1976 model year, and backed this engine (now billed as the Dura-Built engine) with an unprecedented "5-year, 60,000-mile (97,000 km) warranty" at a time when most new cars and their drivelines were backed by one-year, 12,000-mile (19,000 km) warranties. By that time, the Vega's sales were sagging further due to new competition from two new small Chevrolet models, including the sportier Vega-derived Monza. The later Chevette was a world design adapted to the U.S. market. It would eventually replace the Vega as Chevy's entry-level import-fighter. The Chevettes also acquired a reputation for low quality. Chevrolet's first front wheel drive domestic compact, the Chevrolet Citation, debuted in 1979 and suffered from defects and recalls as well.

In a book (On A Clear Day You Can See General Motors) published by John DeLorean in 1979, who was president of Chevrolet at the time of development the Vega, he indicated that the prototype car literally fell apart just eight miles (13 km) into its first road test. DeLorean claimed that the car had been designed by GM engineers rather than Chevrolet engineers and said that the car had been forced upon Chevrolet by GM management. He also criticized the engine saying that it "looked like it had been taken off a 1920 farm tractor."

All these well-publicized problems combined with a string of recalls hurt public perception and sales. Forbes Magazine included the Vega on its list of the worst cars of all time. Nevertheless, an ad agency director of the GM account at a Canadian ad agency would note that his GM executives were impressed with his leased Kammback wagon, and "the Chevrolet Vega, at least in its latter years, was not the disaster most critics suggested." There are collector clubs for Vegas and derivative Monzas.

Production

Vegas sold very well despite their problems, many of which were eventually corrected. In total, 2,154,434 Vegas and Astres were built from 1971 through 1977. A large majority of these were produced at the Lordstown Assembly plant, but some were also built at Saint Therese Assembly in Quebec.

Year	Vega	Cosworth	Astre	Total	Notes
1971	277,700	-	-	277,700	All 1971 models known as "Vega 2300"
1972	394,592	-	-	394,592	Glovebox added. Three-speed Turbo-Hydra-matic transmission becomes new option and horsepower measurement changes from "gross" to "net" figures.
1973	395,792	-	-	395,792	New front bumper and emissions equipment along with American-built three- and four-speed manual transmissions replacing the German Opel-built units of 1971-72 models. "2300" portion of name dropped with nameplates on front and rear now reading "Vega by Chevrolet". Pontiac Astre introduced for Canadian market.
1974	452,887	-	-	452,887	New nose (similar to the one used on the 1974 Camaro), taillights and bumpers. Powerglide transmission dropped from option list. "LX" option with vinyl roof and upgraded interior trim introduced for notchback coupe.
1975	204,178	2,062	64,601	270,841	First year of the U.S. Pontiac Astre and Cosworth Vega; Chevrolet Monza introduced.
1976	159,077	1,446	50,384	210,907	Pontiac Sunbird and Chevrolet Chevette introduced. New grille and taillights. Four-speed manual transmission now standard equipment on all models.
1977	78,402	-	32,788	111,190	Last year for Vega and Astre. Cosworth Vega discontinued. Astre gets new Pontiac-built 2.5 liter (151 cid) cast-iron block four-cylinder engine as standard equipment while Vega continues with 2.3-liter (140 cid) Dura-Built four.
Total	1,962,628	3,508	147,773	2,113,909

The Vega wagon body continued through 1978 and 1979 under the Monza nameplate. About 29,000 additional vehicles were sold under this name. The hatchback body continued briefly in 1978 as the "Monza S", presumably to use up surplus supply of 1977 bodies.

Hot-Rodding

Because of the Vega's design, light weight, low cost, and poor durability of the stock four-cylinder engine, the car was a popular choice for performance modification. A small-block and big block Chevy V8 engine fit surprisingly well in the engine compartment; it was speculated at the time that GM had planned to offer a V8 Vega option -- the Vega-based Monza did so later with a first a 262 and then a 305 cubic inch small block V8. In modifying the Vega, the remainder of the drivetrain was also replaced typically with a Muncie 4 speed, a shortened V8 driveshaft, and a narrowed 12-bolt Chevy rearend. Heavy duty front coil springs were also required to support the increased engine weight, as well as a larger radiator for cooling. This conversion was so popular that parts and kits were readily available on the aftermarket from several manufacturers. For example, Don Hardy Race Cars of Floydada, TX and Doug Thorley sold many tube exhaust headers for the V8 conversion. The unit body of the Vega wasn't particularly strong, so high-performance conversions required modifications up to frame rails and full roll cages, for example.

One of the most famous Vega models used in drag racing appeared in 2005 when Speed Channel's Pinks featured a 1977 Vega wagon, known as the "Wooly Mammoth," in races which it won.

Popular game show prize

The Vega was a popular prize on TV game shows in the U.S. during the 1970s. Some game shows that gave away Vegas as prizes included Let's Make a Deal, The Hollywood Squares, Wheel of Fortune, The Joker's Wild, Gambit, Truth or Consequences and many others. On the debut broadcast of The Price Is Right hosted by Bob Barker, which aired September 4, 1972 on CBS, the first new car to be given away as a prize was a blue 1972 Chevrolet Vega Kammback wagon. The contestant won the Vega after successfully guessing the four numbers of the price ($2,746) in the "Any Number" pricing game.