When Chevrolet introduced the 1972 Corvette for the fifth year of C3 production, the basic car remained essentially unchanged from the previous year, still built on a full-length welded and boxed steel ladder frame with five crossmembers and a 98-inch wheelbase. Independent suspension and vented disc brakes could be found on all four corners, while other standard features included a Positraction rear end, all-vinyl upholstery and flow-through ventilation. One new addition to the car’s basic equipment was an anti-theft alarm system, as thieves continued to target Corvettes.
The total build of 27,004 1972 Corvettes was split between 20,496 coupes and 6,508 convertibles, and for the first time automatic transmissions outnumbered manuals, 54 percent to 46 percent. Base price for the coupe was $5,533, while the convertible came in a bit lower at $5,296.
With federal emissions regulations strangling the power outputs of all American cars, the Corvette’s engine choices included the standard ZQ3 350- cubic-inch cast iron V8 with a 4-barrel Rochester carburetor that delivered 200 hp at 4,400 rpm, with the other engine options being the LT-1 350 small block ($483.45) producing 255 hp with a Holley 4-barrel and solid lifters, and an LS5 454-cubic-inch big block ($294.90) pumping out 270 hp with a 750cfm Rochester 4-barrel.
Cars ordered with the LT-1 option came with a distinctive hood bulge and could also be ordered with the attendant ZR1 racing package ($1,010.05) that included the otherwise unavailable M22 HD close-ratio 4-speed transmission, heavy duty brakes, an aluminum radiator and transistorized ignition. This would be, however, the last year that both of the LT-1 and ZR1 options were offered (until revived in the 1990s), as well as the last year for chrome front bumpers and removable rear windows in coupes. The Corvette was continuing its transformation from a sports car to a touring car.
On the Road
Few cars can capture the zeitgeist of the Swinging ’70s like the Corvette Stingray. With its long, aggressive and flowing body, the Stingray provided bags of visual promise. Sadly, performance and build quality didn’t always match the looks.
Pushing down on the flush-mounted door handle, near the top of the door on this 1972 convertible, reveals a tan all-vinyl interior that screams the ’70s. Slide into the flat-backed and flat-bottomed driver’s seat and one is teleported back to a time when bell-bottoms and polyester were de rigeur, and a convertible Corvette was the bitchin’ ride if you were going to cruise for bunnies.
Seating position is low and reclined, giving the driver the sensation of sitting deep in the car. After giving a twist to the column-mounted ignition the 350-cu.in. V8 sparks to life, and with a heavy push of the left foot to put the clutch in and select first gear, the Vette motors away.
On the road the Stingray feels like a big car, with this sensation magnified by both the car’s heavy weight (3,593 pounds) and the long hood with protruding fender brows on either side. With that long front end and so much weight out front, turn-in feels a little ponderous as the Vette shifts its weight around as one begins to dive into a turn. The counterbalance to that is that when cruising along on the freeway, the Corvette feels quite stable and solid.
Perhaps most surprising for “America’s sports car” is its acceleration. With only 200-hp available from the smog emission strangled V8 to propel a 3,600-pound car, acceleration is sluggish. Bury your foot to the floor in most any gear and there is a noticeable pause while the engine “collects itself” and begins to build a head of steam. Undoubtedly, the LT1 and LS5 performance options would help address this issue.
With so many of America’s former muscle cars being emasculated in the early ’70s by DOT and emissions standards, it is difficult to buy into the notion of the ’72 Stingray as “sports car.” However, like many other two-seat convertibles of the period, such as the Mercedes-Benz 280 SL, the Corvette Stingray did transform into an appealing convertible tourer and an affordable one at that.
If high performance is what you are looking for in an early ’70s vehicle, the Corvette Stingray may be a disappointment. But, if you’re looking for a solid convertible tourer, with enough ’70s style to shatter a disco ball, this it has in spades.
Driven Classics at a Glance:
SPECIFICATIONS
1972 Corvette Stingray
Chassis: Steel ladder frame
Body: Fiberglass
Wheelbase: 98 inches
Length: 182.5 inches
Width: 69 inches
Front Track: 58.7 inches
Rear Track: 59 inches
Height : 47.9 inches
Weight: 3,593 pounds (convertible)
Brakes: 11.75-inch discs, all around
Engine: 350-cu.in V8 (as tested)
Bore x Stroke : 4 inches x 3.48 inches
Compression Ratio: 8.5:1
Induction: Rochester Quadra-Jet carburetor
Power: 200-hp @ 4,400 rpm
Torque: 300-lb-ft @2,800 rpm
Transmission: 4-speed manual
PERFORMANCE
Top Speed: 116 mph
0-60 mph: 8.5-sec
Average fuel consumption: 11.5 mpg
VALUATION
Price at launch: $5,296
Excellent: $47,600
Good: $36,200
Average: $21,000
Poor: $13,500
