We cover C3 Corvettes (’68-’82) all the time, so I’m not sure there is much more that can be said about this long-running series. However, the ’70-’72 LT-1 equipped models were something special, and this 1972 subject car, so equipped, marks the end of an era – more on that to follow. Also, these LT-1 ‘Vettes have experienced, like most steel bumper C3s (’68-’72), a significant increase in market value. With a BIN or best offer price of $39,999, this example stands out as one to review. Interested parties will find this Elkart Green two-seater domiciled in Dunellen, New Jersey, and it’s available here on eBay.
By 1972, the American high-performance car segment was about over. The Clean Air Act of 1970 and surcharged insurance premiums conspired to squeeze out the zest. Chevrolet’s LT-1 engine, introduced for model year 1970, was an impressive piece of engineering, laden with forged components, a Holly carburetor, big valve heads, an aluminum intake manifold, and a solid lifter camshaft. Originally endowed with 370 gross HP, these 350 CI V8 engines were rated a 255 net HP for the ’72 model year. Numerically, it seems like a significant decrease, but the switch from gross to net HP obfuscates the true decrease, and it’s not as deleterious as it seems on paper. My earlier “end of an era” comment focuses on what made this a significant engine. Following on in ’73, the LT-1 was replaced by the L82, which utilized a hydraulic lifter camshaft, cast iron intake manifold, and a Rochester Quadrajet carburetor – while not exactly heady stuff, it produced a similar power output. Regarding this car’s operating prowess, the seller states, “This Corvette offers the raw, engaging driving experience that defines true American muscle.” The engine compartment appears to be stock and original, though a pair of headers has replaced the original cast iron exhaust manifolds. Gear changes are handled manually with a four-speed gearbox – automatics need not apply with the LT-1 engine. I can tell you from experience, I’ve driven a ’72 LT-1 equipped ‘Vette and it was a raw, no-nonsense experience!
The exterior of this Chevy is described as, “Finished in factory original survivor paint, the car’s exterior wears its age with pride, showcasing a beautiful patina and authenticity that restorations simply can’t replicate.” I must admit, the lacquer finish still shows well (and I’m a sucker for green!). The finish has depth, and there’s no indication of panel seam “bubbling” or separation. There are some minor blemishes on this car’s nosepiece, but that’s completely expected at this point. Back to that mileage issue, the seller claims 34K original miles in two different places in the listing and 42K in one other, hmmm… No authentication documentation is provided, but the car shows well enough that either recording could be genuine. Still, I’d suggest a deeper dive to make a satisfying determination.
Inside, we find what appears to be Corvette’s Custom Interior package, which includes saddle leather seating upholstery and faux wood trim. As with the exterior, it shows excellently with just a hint of driver’s seat wear. While it’s nice to see the original Delco radio still in place, it’s also an advantage to discover a Hurst replacement shifter usurping the position originally held by the notchy and miss-shift-prone Muncie unit. Of note, this ‘Vette is not A/C equipped, but ’72 was the first and only year that A/C was made available with the solid-lifter LT-1 engine.
What’s not to like? Nuffin’ as near as I can tell. These are not common cars, the LT-1 option was expensive at $483.35 – especially in ’72 $$$s, and only 1,741 Corvettes were so equipped that year. To me, this seems like a reasonable buy, considering what it is, its condition, and originality. How about you, what’s your thought on that matter?
Not being a pure green enthusiast I can say that this one beautiful Corvette. A big WOW! on this one.
Nice write up Jim.
I’ve owned a couple of Corvettes over the years (including a 74 factory Chocolate paint) and really like this 70 model with the chrome bumpers.
The color avocado green speaks to the 1970s. I remember the vivid colors of that time including my parents having avocado green appliances in those times.
The upgrades are minimal considering the times where headers and hurst shifters were the additions many chose. I hope no one repaints the original paint and leaves it alone as its a great survivor addition.
I would definitely park this beauty next to my ermine white SW Corvette to add some color to my garage. 😎
GLWS!
I got carried away on the 1970s and updated my comment on green in edit mode 😜
Correction …per a 1970 year corvette the color is “ Donnybrooke Green: WA4003, OEM 982”
Almost looks like the Rallye Green on my old 68 Z/28 !
I love this Vette. If this is the original lacquer paint job, I’m seriously impressed. Driving anything with a genuine 350 LT1 is absolutely on my bucket list.
I had once owned a low mileage 1972 Corvette with a 350 that had 300 HP. Low miles too and bought it from the family of the original owner who had passed away. I got a 2nd flight award when judged at my local NCRS club. I then used the judging sheets to make as many corrections the next time out without breaking the bank for points and was awarded the Top Flight award. Mine had a lot of options added to it like PW, AC, Tilt wheel, deluxe leather interior, etc. Mine was the same color combination in the Donnybrook Green with tan leather interior. Drove very nice. Always liked the LT1 engine option but never owned one.
Donnybrook is the name of the 1970 green. Elkhart is the name of the 1972 green. Donny is a darker color, and Elkhart is brighter.
My ’70 convertible was the perfect combo of Donnybrook / Saddle / Saddle.
Only thing is, there was no 300 HP 350 in 72. Some of your numbers are wrong. 70 was the last year for a 300 HP 350.
Sweet, love the colors. Almost done with a 76…
I know the redline on the tach was lowered, not for the engines health, but the air conditioners. But I don’t know if by 1972, the camshaft was still solid lifters or still solid? Thanks
‘72 LT-1still had the solid lifter cam and 6500 rpm redline. The ac cars had a lower redline to 5500 rpm. The camshaft timing was slightly changed in ‘71 and carried over to ‘72. Slightly less aggressive than the ‘70 grind.
To cover the AC you have to wonder why not just put a larger diameter pulley on the compressor for the high rpm engines.
‘946’ being Elkhart Green, most pics here & on eBay depict it in an incorrect hue. The most proper perception is in pic 22 of the eBay selection, & even that is a tad bright. An accurate 946 is not as BRIGHT a green as what’s represented here. The video on eBay is the BEST representation of Elkhart Green.
My favorite C3 is the 1970 LT1. with 370hp…..then the hp rating declined until 1972, the last year, hp was under 300. If I had it, originality would go out the window and I’d soup it up to its former glory.
If you want an LT-1, then the ’72 model year is when Chevy started putting the engine identifier symbol in the VIN. This is an “L” which is a real LT-1 chassis. You need to see the back left block pad for the correct “010” last three digits of the casting # to know for sure that it is the correct block as all 350 vette blocks were 010 blocks thru ’72. Next you need to look at the front right pad for the stampings that match the motor # and have the VIN stamped under it. This is all the money for a ’72 LT-1. There are also the cylinder head markings “M” sort of looking at the front face. Those are the 2.02/1.68 72(?) cc chamber heads w/guide plates and screw in studs. Find a set of camel hump heads and pick out a cam that is similar to the ’70 LT-1 cam and you are back to 370 gross HP. I could go on, I had one for 10 yrs way back. Peace/out!
I just question the way he talks up the engine. It has a real deal LT1 with matching numbers 4speed? He doesn’t say matching numbers on the motor but specifically points it out on the transmission.
Not surprising from a dealer. They like to use vague terms for plausible deniability. The way the ad is written calling out the “original, numbers matching” four speed, but not using the same language for the engine would place doubt in my mind that the engine in the Corvette is the original mill. The engine being the most critical component of this car, I’d think if it were original, that’d be pointed out the same as the trans. The vernacular used only muddies up the water. Definitely would need to clarify and inspect…
tomtom72: I’m afeared that it will take a little more than heads and a cam to get this little darlin’ back to 370 horse. The smaller combustion chamber heads ain’t gonna get you back to 11 to 1 combustion ratio, you’re gonna need some pop ups for that.
With respect sir. The pistons(from TRW) for all 3 yrs are the same as are all the rotating parts. The installed deck height clearance for all 3 yrs is the same, the piston to valve clearance is the same for all three yrs (fun fact it’s the same for most sbc motors) at 0.125″. The cam and the chamber volume were the cheapest way to make the LT-1 compatible with the coming unleaded fuel. All the mfg’s knew unleaded was coming so everyone had a strategy to get there. Now, you need to be careful with the cam selection as the original LT-1 cam for the 1st 1/2 of ’70 production was very close to the Duntov 30/30 cam, then in 2nd 1/2 ’70 production they chose a different profile so they could lose the vacuum storage tank. The next cam profile was selected so u could get power brakes. The ’71 cam was 1/2 way between the last revision for ’70 and what became the ’72 cam profile as a compromise as too much overlap was N/G for producing vacuum to run stuff. Trust me, if you choose the right parts she’ll scream so far as to break the tach drive. Peace/Out! Save the Wave!
The 2 point drop in compression was significant as well referencing your head swap. Hence the 370 hp down to 330 hp in ‘71. The SAE net rating was an eye opener and now the famed LT1 was at 255 Hp for ‘72. Cam timing was slightly changed as well.
In 1972, there were two tachometers for the LT-1. If it had ac, redline was 5600. If no ac, 6000. Looks like a great driver with headers and Hurst shifter. If you are really going to drive an LT-1, this is the one. The NCRS guys can add the A.I.R., correct manifolds, shifter, etc. I have owned a 71 454 coupe and a 73 coupe. Take it from me, no matter how careful you take care of the seats, the seat foam turns to dust. I put new foam and covers im my 73 and it was like driving a new car. No squirming to get confortable. These covers on this car appear to have dried out foam. The NCRS guys will want a tank sticker, actually called a Corvette Order Copy. At least GM VINs in 1972 had the engine option. 72 was the first year for this. I would go 30K on this car.
I drove my brother’s brand new 70′ 454
4-speed my entire senior of hs in 1970.
Our club here in the retirement community has 60 members with Corvettes, mostly the new rear engine models.
Bigred: The newer Vettes are mid engine, not rear engine. Not trying to be a ”know it all”, just clarifying.
Price seems like a good deal, and the valuation tool lists closer to $50 K
so, yes a nice example at a fair price,
And looks to be in great shape.
A fellow auto-shop guy in hs, mid70’s had a 71/72? Z28 w/350 LT1. Fastest car around beating my ’68 Stang 390GTA, ’70 Nova SS350 (mild build) & my ’70 Torino 429CJ. The car was pure music when running with that solid-lifter cam…
Did anyone notice the Tune up option on the dealer listing. They are asking $4k to tune up that car. Does that mean it doesn’t run as well as it should? Granted that might include a couple pulls on the dyno. If not then what is the labor rate at their shop $450 per hr. But seriously a mouse motor is pretty straight forward to tune. Especially one with a Holley carb.
tomtom72: And with respect to you, your piston info is incorrect. In 1970 the LT-1 piston was domed with an advertised compression ratio of 11:1. For 1971-72, the pistons were flat tops and the compression ratio was 9:1.
Rich