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Chevrolet Vega
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The Chevrolet Vega is a four passenger subcompact car that was introduced September 10, 1970 and produced for the 1971 through 1977 model years.
Vega models include a Sedan, Coupe, Station wagon, and Panel delivery in 2 door body styles (named Notchback, Hatchback, Kammback, and Panel express, respectively.) Its body formed the GM H-platform. Vega's engine is an aluminum block 140CID SOHC inline 4.
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 Chevrolet Corvair, Ford Falcon and Plymouth Valiant, each introduced as 1960 models.
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Encyclopedia
The Chevrolet Vega is a four passenger subcompact car that was introduced September 10, 1970 and produced for the 1971 through 1977 model years.
Vega models include a Sedan, Coupe, Station wagon, and Panel delivery in 2 door body styles (named Notchback, Hatchback, Kammback, and Panel express, respectively.) Its body formed the GM H-platform. Vega's engine is an aluminum block 140CID SOHC inline 4.
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 Chevrolet Corvair, Ford Falcon and Plymouth Valiant, each introduced as 1960 models. By the 1970s, while cars like the Nova, Maverick, Valiant and Hornet had evolved into the smallest versions of the traditional 6 passenger American family cars, they were larger than subcompacts, and many were delivered with optional V8 engines. See also Nash Rambler and AMC Metropolitan (introduced in 1954).
The Chevrolet Vega was introduced as part of GM, Ford and AMC automakers entering a new subcompact car class. Ford introduced the Pinto one day after Vega and AMC had been selling the Gremlin a year. They competed directly with the successful, but aging VW Beetle, as well as Japanese imports from Toyota, Datsun and Honda. Although Vega's conventional rear wheel drive layout and unibody was similar to the Japanese subcompacts, its wheelbase and overall length was somewhat larger than the Toyota Corolla's length and wheelbase.
1970-1977
As introduced in 1970, the 1971 Vega was one of the first Chevrolet vehicles to have as standard equipment - front disc brakes, side guard door beams, double paneled roof, electric fuel pump, and hi-back bucket seats with floor mounted controls. Computer Selected coil springs for all wheels offers the ride of a larger car. Its suspension and rear live axle design, near ideal weight distribution, low center of gravity and neutral steering give it world-class handling characteristics that were praised by everyone. Vega's style was rated conservative, clean lined, and timeless.
The Vega Hatchback Coupe was the most popular Vega model with a useful hatchback and fold-down rear seat. The Vega Notchback had the lowest price and features an enclosed trunk and more rear seat head room. The Vega Kammback wagon offers more cargo capacity, and Vega Panel Express, a one passenger delivery vehicle with additional enclosed storage space. A GT version for Hatchback and Kammback models was introduced in mid-1971. The package accounted for 30% of Vega's total production. Yenko Chevrolet sold a specially modified Vega called the Yenko Stinger II. Based on the GT, its L11 2bbl inline 4 features a turbocharger and is rated 155 hp. Other features are front and rear spoilers and side striping with Yenko Stinger II identification. It was offered through the 1973 model year.
Sub-zero degree durability testing of GM's rotary engine installed in 1973 Vegas takes place in Canada. The engine, planned as a 1974 Vega option was first delayed, then planned for the 1975 Vega-based Monza 2+2, then cancelled due to emissions and fuel economy considerations.
On May 17, 1973 the millionth Vega was produced at the Lordstown, Ohio assembly plant - a bright orange GT Hatchback with white sport stripes and "Millionth Vega" door handle accents. It features a Custom Neutral Vinyl interior with orange accent color carpeting. A special limited edition of the milestone car was produced-one per dealer.
The 1974 model year brought the only major exterior change to the original car - a complete redesign of the front end. A slanted header panel with slotted grill and recessed headlamp bezels complement the 5 mph aluminum bumper and eliminate the need of a "shelf" filler panel most '73 & '74 cars have. A revised rear panel with relocated licence plate mounting, an aluminum 5 mph bumper, and Notchback and Hatchback larger single unit tailights are other '74 changes. Overall length was increased six inches compared to 1971 models. Vega's sales peaked for 1974 with 460,374 produced.
In September 1974, Pontiac Astre was introduced in the U.S. Pontiac's version of the Vega had been sold in Canada from 1973. Only Pontiac's split grill, emblems, steering wheel, and Firebird styled tailights (on Notchback and Hatchback) differentiate it from Vega. It was first offered as a 1975 model as Notchback and Safari Wagon. Astre Hatchback, Lil' Wide Track and Formula Hatchbacks were later introduced.
In March 1975, Cosworth Vega was introduced after a year and a half delay. Chevrolet's single color ad stated,
"Cosworth Twin Cam-one Vega for the price of two." It features an all-aluminum 122 CID DOHC 16 valve inline 4 engine with stainless steel headers and Bendix Electronic fuel injection. All 1975 Cosworth Vegas are Black w/gold accent stripping and gold-colored aluminum wheels. A custom vinyl or cloth black interior with a gold "engine turned" dash bezel and gold plated plaque with Cosworth ID and build number. Later a white vinyl interior color was offered, then in 1976, eight additional exterior and two additional interior colors were offered. Only 3,508 were built through mid-1976. The Vega Panel Express was discontinued at the end of the 1975 model year.
A 1973 Vega GT, driven by Car and Driver editor, Patrick Bedard beats every single Opel, Pinto, Colt, and Datsun to win the "Car and Driver Showroom Stock Challenge III in 1975.
Bedard says, "You have to admire a car like that. It must be the best; never mind all the horror stories you hear...some of them from me."
The 1976 Vegas were the most refined to date with engine, chassis, and body integrity improvements so extensive, Chevrolet advertised the 1976 Vega as "Built to take it". Vega received its final facelift including, a revised header panel, wider grill, and headlamp bezels all made of corrosion resistant material, and new tri-color tailamps for Notchback and Hatchback. The Cosworth Vega was discontinued at the end of the 1976 model year.
1977 was the final year for Vega production which totaled over 1.9 million vehicles in seven model years built at the Lordstown, Ohio GM Assembly Plant and at a GM of Canada backup plant. Vega's design expanded with four additional car lines in four GM divisions - Chevrolet Monza, Pontiac Sunbird, Buick Skyhawk, and Oldsmobile Starfire. These new models introduced in September 1974, (Sunbird in 1975) as 1975 and 1976 models respectively, share the Vega's basic design and wheelbase. Vega's 140 CID inline 4 engine was std. equipment on 1975-1977 Monza & Starfire and 1976 Sunbird.
Chevrolet Monza and its variants continued through 1980.
Vert A Pac
The Vega was designed to be shipped vertically nose down. Special rail cars known as "Vert-A-Pac" cars held 30 Vegas versus 18 in normal tri-level box cars. Each Vega was fitted with four removable, cast-steel sockets inserted into the undercarriage. With the ramp-like doors fully shut, the Vegas hung suspended side by side, nose down and roof-to-roof with another set of cars on the opposite side of the railcar. Chevrolet conducted vibration and low-speed crash tests to make sure nose-down Vegas wouldn't shift or be damaged in railcar collisions. Chevrolet's goal was to deliver Vegas topped with fluids and ready to drive to the dealership. To do this Vega engineers had to design a special engine oil baffle to prevent oil from entering the No. 1 cylinder, batteries had filler caps located high up on the rear edge of the case to prevent acid spilling, the carburetor float bowl had a special tube that drained gasoline into the vapor canister during shipment, and the windshield washer bottle stood at a 45 degree angle. Plastic spacers were wedged in beside the powertrain to prevent damage to engine and transmission mounts. The wedges were removed when cars were unloaded.
One of the notable locations where the 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.
Reviews
Though often dismissed today, the Chevrolet Vega was a strong seller and initially popular with the automotive press, winning awards and praise for its innovative engineering, timeless styling, and sports car-like handling.
Car and Driver magazine in the January 1971 issue, awarded top pick to the Vega above five other cars including the Toyota Corolla, Ford Pinto, AMC Gremlin, VW Beetle, and Chrysler 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 2.53:1 axle ratio allowed a low 3,000 rpm at . The Vega's ride and handling were highly rated. It was the quickest of the cars tested, taking 12.2 seconds to reach , similar to a modern Toyota Prius.
Car and Driver in a May 1972 comparison test said, "If looks alone determined the best Super coupe, the Vega GT would win hands down without ever turning a wheel." Car and Driver readers voted Vega "Best Economy Sedan" three years in a row ('71-'73) in its Annual Reader's Choice Poll.
Motor Trend magazine selected Vega one of the ten best cars of 1971 and "Motor Trend Car of the Year" for 1971 stating that, "For the money, no other American car can deliver more." Motor Trend voted Vega GT "1973 Car of the Year in the Economy class", Vega was on its list of top 10 selling cars in 1974, and one of 10 cars to own in a gas crisis in 1975. The Vega-based Chevy Monza was Motor Trend's Car of the year for 1975.
Road & Track magazine stated in September 1970, "Vega is the best handling car ever sold in America."
Hot Rod magazine road test-"Don't call it a Station wagon" (Vega GT Kammback) March 1972 stated, "The car never looks like something you had to buy..It's the kind of car we'd buy to look good in, work on, add to, and wash once a week." Hot Rod in 1972 introduction issue, voted Vega GT "Best Buy" of the entire 1972 Chevrolet line. Hot Rod Rodden at Random-December 1973, on the Millionth Vega-"Chevrolet was so smitten with the car, they've built 6143 Millionth Vegas. The series is basically a styled-up Vega GT with some nice interior touches.." "..They'll probably sell a million of 'em."
Road & Track in a Cosworth Vega 1976 road test liked the smoothness of the engine, a result of the shorter stroke and said, "...this is the way the Vega engine should have run from the beginning." R&T was impressed with the Cosworth's handling, weight distribution, and neutral steering which had always been Vega's best attributes.
The 1974 Pre-production Cosworth Vega made Car and Driver's Top 25 Acceleration Champs. "Each year one car emerges as the winner." Cosworth Vega was the quickest 0-60 car of 1974. - The History of Zero to Sixty, July 1980.
Car and Driver chose the Cosworth Vega as one of the "10 Best Collectable Cars" in its fourth annual Ten Best issue-January 1986 stating, "We're talking about historical significance here."
In its 35th anniversary issue-July 1990, Car and Driver mentioned the Vega in the 1970-1979 section..three times. Detroit Fights Back - Ford Pinto and Vega 2300 "...they are the best, most import-beating subcompacts that American Technology knows how to build.." Cosworth Vega Preview - "...The car when it finally arrives, cannot keep up with our feverish preview." Showroom-Stock Challenge III - "We win again, this time in a-Vega GT, proof that truth is stranger than fiction." Detroit Fights Back - "The Pontiac Astre is introduced. It's a Vega with better decals."
Engine
The Vega engine features a lightweight aluminum block, and a cast-iron cylinder head with a single overhead cam SOHC. A single-barrel carburetor version produces 90 gross hp. The two-barrel 110 gross hp. From 1972 on, rating was listed as net hp. The one-barrel engine produces 80 hp. The two-barrel option boosts output to 90 hp. The 1972 Rochester 2bbl carb required an air pump for emission certification and was replaced in 1973 with a Holley-built 5210C staged 2bbl (one primary and one secondary), based on a Weber design. The engine cylinder block does not have traditional iron sleeves which saved GM eight dollars per engine- a sizable amount at the time. Instead a silicone wear surface was created on the aluminum cylinder bores using the Nikasil coating process. This process, to some extent, is still used on today's aluminum engines.
The engine cylinder block has cast iron main caps, and a cast iron crankshaft. A cast iron cylinder head was chosen for rigidity and lower cost. The relatively large (for a four cylinder) engine is naturally prone to vibration and is subdued by large rubber engine mounts. Vibration and Noise levels were reduced in the 1972 models with carb improvements, redesigned exhaust and better driveline damping. In a 1973 road test, Road & Track magazine claimed that Vega's engine was much improved, with cruising speed noise levels lower than most economy cars. Closing the article, R&T stated "Well done Chevrolet."
Overheating is a serious concern for Vega engines, since the lightweight aluminum engine block is an open-deck design, and severe overheating could cause the cylinder barrels to warp and pull away from the head gasket, causing coolant leaks into the cylinders. Vegas low on coolant, oil, or both, are not as forgiving to their owners as more conventional cars, and Vega's small radiator on non-air conditioned models was insufficient when low on coolant. Dealers installed a coolant recovery system and a coolant level sensor with below dash-mounted low coolant warning light on owner's Vegas. ('72 & up models have a factory coolant recovery system and '75 & up models have a factory low coolant warning light) Chevrolet extended Vega's engine warrantee to all Vega owners and dealers offered a choice of a new factory block or a remanufactured, sleeved block in the event of failure. This proved costly for
Chevrolet. Electronic Ignition and catalytic converter were 1975 changes. In its fifth year of production with one and a half million cars built, the Vega engine still needed development work. It would soon get it, but several years late. Sales numbers for 1975 spelled the beginning of the end.
The 1976 2.3 engine, named "Dura-built 140", features a redesigned cylinder head incorporating quieter hydraulic valve lifters to replace the taper-screw valve adjusters, longer life valve stem seals, which reduce oil consumption by 50%, a redesigned head gasket, water pump, and thermostat. Warrantee on the engine was Five-years/ The revised engine had greatly improved cooling and durability.
In an attempt to help restore consumer confidence in the car, Chevrolet conducted an advertised
"60,000 miles in 60 days" Durability test of the 1976 Vega and its improved powerplant. Three new Vega Hatchback Coupes equipped with manual transmissions and air conditioning were driven non-stop for 60,000 miles in 60 days through a Nevada desert, Death Valley test loop with air temperatures seldom under 100 degrees. Fuel stops and oil changes were supervised by the US Auto Club. All three 1976 Vegas completed a total of 180,000 miles with no failures. (One car needed a timing belt replacement and twenty four ounces of coolant) The 1976 Vega was proven a durable and reliable car, but the new for 1976 Chevy Chevette and the Vega-based Monza introduced a year earlier, were new alternatives to the Vega, its reputation tarnished from early model engine and rust problems, and sales continued to fall. The 1977 Dura-built 140 engine, now painted blue, features a pulse-air emission control system adopted from the Cosworth engine, and was required to meet the more strict for 1977, EPA emission standards.
Chevy Monza and Olds Starfire continued with the Vega 140 engine as their standard powerplant in 1976 through the 1977 model year. Pontiac continued with the Vega engine in '76 only, in both Astre and Sunbird, then chose its own 2.5 L Iron Duke engine for Astre in 1977, its final year, and Sunbird from 1977 on.
Cosworth Vega Twin-Cam
The 1975-76 Cosworth Twin-Cam is a limited production, performance version of Vega. Only 3,508 were built from March 1975 through July 1976. It is fitted with an all aluminum fuel-injected DOHC 2.0L 16-valve engine with its cylinder head design by Cosworth Engineering in England, The engine features a stainless steel exhaust header and (1975 model) features a dual exhaust pipe. The racing version was known internally at Cosworth as Project EA. It was not a successful racing engine due to Vega block structural failures. Chevrolet later offered a special heavy-duty block for racing applications, but by that time Cosworth had moved on. The Vega production version was built by Chevrolet at its Tonawanda engine plant. Each engine was hand built and included a cam cover sticker with the engine builder's signature. The first 1971 development engines delivered an impressive . Chevrolet had originally planned to introduce the car for the 1974 model year, but a burnt exhaust valve in a test engine caused the engine to fail the U.S. Environmental Protection Agency?'s emission control system durability test. This delayed the car's introduction a year and a half while Chevrolet revised the Cosworth engine's emission control system, adding the pulse-air tubes and revising the Electronic fuel injection and timing specs. It passed the EPA test the second time, and the Cosworth Vega was introduced in March, 1975. The production engine produces .
Chevrolet general manager, John DeLorean chose black as car's exclusive color, which wasn't available on lesser Vegas. 1974 pre-production cars released to the press, and all 2,062 1975 Cosworth Vegas were indeed, black with gold "Cosworth Twin Cam" lettering on the front fenders and rear cove panel. The black custom vinyl, (or custom cloth) interior includes a gold engine-turned dash bezel and gold-plated dash plaque with build sequence number, a specific tachometer and Cosworth Twin-Cam Vega steering wheel emblem. White interior trim became available for special order. Also included are exclusive BR70-13 BSW radial tires on British-made gold-colored 6"alloy wheels with Chevy center caps, The GT suspension including-special springs, shocks and stabilizer bars Air conditioning was not offered on the Cosworth Vega, due to interference between the induction system (specifically the air cleaner) and the air conditioner's evaporator case. At $5,916, it cost double a normal hatchback, and only $900 less than a Corvette. Car and Driver magazine reported, "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.
For 1976, a new Borg-Warner 5-speed manual transmission with overdrive was available in addition to the std. Saginaw 4-speed manual.
In an attempt to stimulate sales, eight additional exterior colors were offered in addition to black (now available on all Vegas) and two additional interior colors were offered. Still, only 1,446 were built for 1976. The exotic Cosworth Vega, although meeting the more strict 1977 emission standards in advance, would not be offered in the Vega's final year. Production fell well short of projected sales of 5,000 per year, which were figured before the Vega's early model troubles became well known. Introduced a year earlier in 1974, as planned, the car might have met its sales goal. As it stands though, 1,500 unused exotic Cosworth engines were simply scrapped for lack of demand.
The DeLorean factor
John Z. DeLorean, Vice-President of General Motors and General Manager of Chevrolet at Vega's introduction, discussed the Vega in the Motor Trend, August 1970 issue: "Our design concept was we wanted to build a car that does everything well, and if you drive the car you really will be very impressed. It has far and away the best handling of anything in its class. In fact it handles better than many sports cars. The performance is excellent. It out-performs any car in its price class in accelerating..." "The Vega is going to be built at a quality level that has never been attained before in a manufacturing operation in this country, and probably in the world.." "We have automatic inspection of virtually every single engine part and so we know it is going to be right...""There is nothing that comes within a mile of the Vega for performance and handling. This car will out-handle almost any sports car built in Europe. Not just little cars, but sports cars too. This is quite an automobile."
"It has a very high degree of craftsmanship...I think the ride and handling of some of the imports is quite mediocre. But some of them are extremely well put together. The Vega has good craftsmanship, without the faults of the imports."
In a striking contrast to the 1970 Motor Trend interview, the Vega chapter in On A Clear Day You Can See General Motors - John Z. De Lorean's Look Inside The Automotive Giant by J. Patrick Wright, published nine years later, DeLorean had harsh words for GM management and its corporate designed Vega stating, "A study of the conception and gestation of the Vega reveals not a lesson in scientific marketing and development, but rather a classic case of management ineptitude." He was critical on decisions associated with the Vega's design, weight, pricing, even its name. Vega was designed by a central corporate GM design team organized by GM President Ed Cole and it was assigned to Chevrolet to build. "This program produced a hostile relationship between the corporate staffs, which essentially designed and engineered the car, and Chevrolet Division which was to sell it." Most of the critisizm was reserved for Vega's engine saying that it was "a relatively large, noisy, top-heavy combination of aluminum and iron which cost far too much to build, (and) looked like it had been taken off a 1920 farm tractor..." and "Chevy engineers were ashamed of the engine." He felt his Chevrolet
engineers proposed cast-iron, shorter stroke 4 cylinder engine would have been the better choice. Cole rejected Chevrolet's engine and mini-car program, and his aluminum engine and car were finalized by Chevrolet for production. This system of "Fourteenth floor" management (as Delorean called it) control of the divisions was one of the reasons that led to DeLorean's resignation from GM three years later.
"From the first day I stepped into the Chevrolet division, in 1969, it was obvious the Vega was in real trouble. General Motors was pinning its image and reputation on this car, and there was practically no interest in it in the division. We were to start building the car in a little more than a year, and nobody wanted anything to do with it. The Vega was an orphan."
"Engineers are a very proud group. This was not their car and they did not want to work on it."
"The most important problem for me with the Vega was to motivate the hell out of the division to get this car into as good shape as we could before introduction..." "We also introduced an intense program for quality control with the target of making the first cars off the assembly line the best quality cars, from a manufacturing standpoint, ever built."
Chevrolet engineers strengthened the GM prototype's front end structure, which had separated from the car on its first road test. Further development work was done on the engine, and Chevrolet stylists redid the front end body design, dropping the hood, and mimicking the 1970 Camaro grill. Chevy styled dual tailights were added. Ed Cole liked and approved the design changes, and Fisher Body retooled before initial production.
"As the starting date approuched, we put tens of additional inspectors and workers on the line and introduced a computerized quality control program..." "We also test drove the first 2,000 Vegas built and a sizable proportion of the others thereafter. I was able when the car was introduced to brag that it was the best quality car we'd ever introduced. I'm thankful no one ever asked me if I thought it was the best designed and engineered car ever introduced."
John DeLorean resigned from General Motors April 1, 1973. The one millionth Vega was built the following month May 17, 1973.
Production and Model year changes
2,154,434 Vegas and Astres were built from 1970 through 1977. The majority were built at Lordstown Assembly plant in Lordstown, Ohio. Starting In 1973, Vegas and Astres were also built at Saint Therese Assembly plant Quebec, Canada.
| Year | Vega | Cosworth | Astre | Total | Notes |
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| 1971 | 277,705 | |
| 277,705 | GT Package introduced mid-year for Hatchback Coupe and Kammback Wagon (includes-L11 110 hp 2bbl engine, ride and handing suspension (includes-stabilizer bars front and rear, firmer springs and shocks, A70-13 raised white letter tires, 6" GT wheels w/trim rings and center caps), black grill with moldings, clear parking light lenses, GT emblems-front fenders, window reveal moldings and lower body chrome moldings w/ black accents, black finish lower body sill, instrumentation package w/ tach and clock, four spoke sport steering Wheel w/GT emblem, passenger assist handle and two position driver's seatback) | | 1972 | 394,592 | |
| 394,592 | Carry over except - revised Exhaust system, revised rear Shock absorbers, Engine coolant recovery system added, Glove box replaces dash storage bin. Emission control air pump added for 2bbl engine, Horsepower ratings change from "gross" to "net" figures. | | 1973 | 427,300 | |
| 427,300 | Over 300 changes. revised Emission control system, Extended front bumper with heavier brackets, New "Vega by Chevrolet" nameplates- front and rear (changed from "Chevrolet Vega 2300") New exterior & interior colors, New std. vinyl seat trim, Interior wood trim revision (GT/custom interior), LX option for Notchback (includes-vinyl roof, black grill with moldings, LX emblems-front fenders, wheel opening moldings, clear parking light lenses, custom interior and sport steering wheel) Estate option for Kammback Wagon (includes-woodgrain exterior side trim with surround moldings, Estate emblem-tailgate, custom interior and sport steering wheel) New body side molding w/ black rubber insert option, New sport stripes w/color-keyed side molding option for Hatchback, BR70-13 white stripe steel belted Radial tires option, Full wheel covers option. Holley carb replaces Rochester units on 2 bbl engines. American-built Saginaw three and four-speed Manual transmissions replace the German Opel-built units of '71-'72 models. 3-speed Turbo-hydramatic transmission replaces 2-speed Powerglide. New shift linkage with resigned selector console. Limited edition Vega GT-Millionth Vega-Bright Orange-White Sport Stripes/Neutral Custom Vinyl Interior with orange accent color carpeting. | | 1974 | 460,374 | |
| 460,374 | New Front end design to accept the federally required 5 mph Bumper (similar to the 1974 Camaro), Aluminum Bumpers front and rear with inner steel springs, Larger 16 gallon fuel tank, Full front fender inner liners, Larger outside mirror, Color keyed dual Sport Mirrors with driver's side remote feature (included with LX, GT and Estate) New Notchback/Hatchback rear panel with larger single unit Taillights, ventilation extractor vents removed from trunk lid/hatch on coupes. Full wheel covers now included with LX/Estate options. New std. pattern cloth Seat trim. Limited edition Spirit of America Hatchback- White with red and blue stripping/White custom vinyl interior with red accent color carpeting. | | 1975 | 204,178 | 2,062 | 64,601 | 270,841 | 264 changes including Electronic ignition, Catalytic converter, Larger lower Ball joints, BR78-13B GM-spec steel belted wsw Radial Tires option, New quiet sound group option, Power brakes and Tilt steering wheel options, New GT side stripes option-black or white (replaces hood/deck stripe option), Special luxury cloth interior option (similar to Monza), GT Estate introduced. Astre, Pontiac's version of Vega, introduced in US. Vega-based Monza introduced. Buick and Olds introduce Monza variants-Skyhawk and Starfire. Cosworth Vega introduced March '75. | | 1976 | 159,077 | 1,446 | 50,384 | 210,907 | Panel Express discontinued. Vega chassis/floor pan now shared with Monza (including Torque-arm rear suspension and larger rear brakes.) New Delco Freedom maintenance-free battery, BR78-13B GM-spec steel belted radial tire option now available in bsw, wsw, and rwl. Extensive ant-rust improvements on Vega's body (including "four layer" Fender protection with zinc coated and primed inner fenders and wheelwell protective mastic, Galvanized steel Rocker Panels, Zinc-rich pre-prime coating on inner doors, Expandable sealer installed between Rear quarter panel and Wheel housing panel, New corrosion resistant Grille and Headlamp housings.. more) New tri-color Taillights for coupes, New Borg Warner 5-speed Trans. option (new 4.11 final drive axle ratio included) Cabriolet Coupe equipment option (Notchback w/half vinyl top and "opera windows", full wheel covers and wheel opening moldings) New Sky-Roof option w/ tinted reflectorized sliding glass. Cosworth Vega now available in eight additional Exterior colors and two additional Interior colors at mid-year. Limited edition Nomad Wagon (restyled rear side windows) | | 1977 | 78,402 | | 32,788 | 111,190 | Cosworth Vega discontinued. 1bbl version of 2.3 Engine discontinued. 2.3 2bbl Engine now std. 3-speeed manual Trans. discontinued. 4-speed Manual now std. Notchback renamed-Sport Coupe, New color keyed full console option, New GT blackout moldings, Revised GT side stripes option, Gold colored Aluminum Wheel option (leftover Cosworth stock) Astre gets Pontiac's own 151CID OHV (cast iron) inline 4 for its final year, replacing Vega 140CID engine. | | Total | 1,962,628 | 3,508 | 147,773 | 2,113,909 |
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The Vega Hatchback body style continued in '78 as Monza "S" (marketed as price leader for Monza line) To differentiate it from the 1977 Vega, it featured Monza's front header panel and grill w/chevy bowtie emblem, steel front and rear bumpers, Monza front fender nameplates, and steering wheel w/Monza emblem) 2,326 were produced.
The Vega Wagon body style continued in '78-'79 as Monza and Sunbird Safari Wagons with above Monza (and Sunbird) styling features. These '78 and '79 models featured Pontiac's 2.5 151 L4 Iron-duke as standard equipment.
Hot-rodding
Because of the Vega's design, light weight and low cost, it is often modified. A small-block Chevy V8 engine will fit in the engine compartment; and a big-block will fit with modifications. It was reported by Hot Rod magazine in 1972, that GM had planned to offer a V8 Vega option. The Vega-based Monza did instead, first in 1975 with a new 262 110 hp V8, then in 1977, with a 305 140 hp V8. An engine swap is the only way Vega gets V8 power. Heavy duty engine mounts and front springs are required to support the increased engine weight, a larger radiator for the increased cooling demand and modified driveshaft are required. For engines over 300 hp, or with a manual transmission, a narrowed 12-bolt rearend is fitted. This conversion was so popular that parts and kits were readily available on the aftermarket and several companies still offer them today. Motion Performance of Baldwin NY sold new converted V8 Vegas and has sold V8 small and big block conversion kits. Drag racer Bill "Grumpy" Jenkins won a national championship in a Pro-stock '72 Vega small block. He also ran Pro-stock '74 Vega and '75 Monza small block drag cars. the A '77 Vega wagon, known as the "Wooly Mammoth," also used in drag racing, was shown on Speed Channel's Pinks.
See also
External links
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