The times they were a-changin’ for Chevrolet’s Corvette in 1974. Actually, there was the triple whammy of safety, emissions control, and now, a fuel mileage upheaval affecting every manufacturer in the auto biz but the ‘Vette seemed to be a microcosm of all of these obstacles converging together – more on this suggestion to follow. All of that said, Chevrolet did a pretty decent job with their “plastic fantastic” sports car, in spite of all of that government-mandated help. Today’s find, a convertible, located in New Bern, North Carolina shows beautifully and is well-equipped. It’s available, here on eBay for $14,624 with the reserve not yet met.
There were a little over 37K ‘Vettes assembled at Chevrolet’s St. Louis, Missouri plant in ’74 with the majority, 32K, being the more typically encountered “coupe” body style. Surprisingly, the coupe’s base price was $235 more than the convertible – a phenomenon that was rare, even 49 years ago. The convertible body style wouldn’t last, one more year and it would be gone. One can argue that the drop-top fell out of popularity, and the numbers seem to bear that out but there was also concern that the big hand of gubmint was going to impose rollover safety standards that would obsolete a folding fabric roof. Furthermore, the Fed’s 5-MPH bumper standard was now in effect for the derriere end of all new cars sold in the U.S. so Corvette lost its chrome-plated rear Nerf bars, pieces that had been in use since ’68, and replaced them with a soft, bulbous plastic piece.
Still, Chevy’s halo car kept a sense of dignity and respectability about itself. While I prefer the looks of the steel-bumper C3s, I also thought the hybrid ’73, plastic up front, steel in the rear, seemed half-baked. The ’74 edition just brought about the logical conclusion to the bumper dilemma. One place where I think Chevy missed, however, was using a two-piece rear bumper cover. The vertical seam, running dead center, between the “V” and the “E” just seemed amateurish. That matter was corrected for ’75 and it’s really no biggie in the scheme of things. In this case, the seller advises, “PAINT IS ABOUT 15 YEARS OLD BUT STILL LOOKS GOOD“, and agreed it does present quite well, as does the folding fabric top. For $267, a ’74 ‘Vette purchaser could order a removable hardtop and about half of the convertible buyers did so, but one is not listed as being available with this car.
The biggest news here is under the hood as this Corvette is in possession of a 270 net HP, 454 CI “Turbo-Jet” V8 engine, the last year that a Mark IV big-block powerplant would make a Corvette appearance. I have to imagine that tightening emission control standards, and a focus on fuel economy – two things that Chevy’s big engine didn’t do particularly well, lead to the elimination decision. A note on that horsepower rating – 270 net isn’t as deleterious as it seems. If you look at Corvette’s high water mark which would have been 1969’s 427 CI, L71 motor with its 435 gross HP rating (the uber King Kong L-88 is too rare to consider for this example), I would estimate that this 454 generates about 345 gross HP if it were to be rated using the same measurement process in place in ’69. Sure, it’s down about 90 gross HP, but 345 is still a strong number and it is the price to be paid for cleaner air and the ability to run on no-lead, regular-grade gasoline. This ‘Vette features an automatic transmission and the seller claims, “RUNS AND DRIVES STRONG“. As to rarity, about 3,500 Corvettes, or 9.5% of total production came so equipped with this motor.
Inside, initially presents well but we’re told that the upholstery contains splits and there are some sort of red seat covers adorning the seat backs. This is an A/C equipped car but there’s no word regarding operability. Of note, the seller mentions, “WHEN YOU START THE CAR THE HEADLIGHTS COME UP, IF YOU WANT THEM DOWN THEY WILL GO DOWN EASILY BY HAND“. Can’t explain that one. Finally, being a 1974 model means that this Corvette was saddled with another safety intrusion, that being a one-year-only seatbelt interlocking system. If you didn’t buckle up, the car wouldn’t start. I can’t tell you how many of these systems I disconnected while working at a Chevy store in ’74. It was a real hassle when you wanted to reach inside and start the engine as you were working under the hood. Fortunately that “feature” was dead for ’75.
Considering all of the pre-meditated induced obstacles thrown at the auto industry 49 years ago, I think Chevrolet did a reasonably good job with their two-seater. Add in the big engine and the folding top and yes, this is one to own. It may not have the cachet of the ’68-’72 steel-bumper edition but I think this Corvette stands tall on its own merits, wouldn’t you agree?
For what its worth, 1974 was the last year for carbureted engines. It might also have been the last year to get one without a catalytic converter. Zora Arkus-Dontov retired in 1975 and some consider this to be his last Corvette. I’ve never been a fan of the big-butt vettes, but this looks like a nice one.
Corvette continued to use carburetors, Quadrajets specifically, through 1981. They went to Cross-Fire throttle body injection in ’82. You are correct about the cats.
JO
You are correct, Jim, my mistake. It was the last year for the 454 and a “true” dual exhaust system as well.
Headlights vacuum operated from 68-82. Might just be a hose leak.
Check headlight relays.
Right on Frank, the vacuum system for the headlights are not difficult to fix. It is actually a good system after you understand how it works.
The relay was the problem on mine, and thankfully not the miles of rubber hoses.
Wish it was yellow & four speed
I have a 75 with a 454 high performance engine block and a 4 speed Hurst.
So that engine didn’t come in that car in 75 ?
Robert, to my knowledge, no. However, an original window sticker or gas tank sticker would tell you. I once met a guy with a 1967 small block with the BB hood. He told me his Vette was built at the end of production and bc there were some leftover BB hoods it was put on his 327. So, maybe???
1975 Corvette sales brochure attached. As you can see, no more 454 engine available. If you have one so equipped, it’s a swap.
JO
1974 was the last year for a 454. 1975 were 350 engines one being a L82.
I don’t know of any 1975 Corvettes that came from the factory with a 454. But, this one is interesting. Although it came from the factory with a 350, Nickey Chevrolet sweetened up this ride. Oh Boy!!!
https://www.hemmings.com/auction/1975-chevrolet-corvette-ne-781287
Happy Motoring!!!
Acton, I saw that Corvette on Hemmings too. I believe that I submitted it to BF for consideration, but they never seem to select anything from Hemmings.
Interesting story behind that car that I figured would lead to some good discussion here.
Nice car. Should bring decent money.
Nice looking ‘Vette. Optioned about right. Even at fourteen I knew that these wouldn’t be for me. The one at our local dealership was yellow and black top. I seem to recall it being a 4-speed 350 but don’t remember it being an L-82. Was gone the next weekend when we came to town.
Seems tidy. Vacuum operated headlights were the bane of corvettes. Price isn’t bad but what’s the reserve. Wouldn’t own a corvette with a automatic. That’s worse than ketchup on a hotdog. Some people like it but not for me. The whole point of owning a sports car is be one with the car. Not being a dead head behind the wheel.
If I may add to your data points- I owned two C3 Corvettes and never encountered the bane of vacuum operated headlights.
Oh, I’d own it, but I’d grumble every time I put it in Drive. I promised myself my next car would have a stick. Otherwise….
There’s so many C3s out there.no matter what the milage or how nice. Anything over $10k is way too much. I don’t know how many I got for under 5k that were really nice. Dime a dozen.
If you live in a jurisdiction that doesn’t require emissions tests, the 73-74-75 convertibles can be easily upgraded to 69-71 performance. Even if you have to run cats, there are higher flow models to substitute for the highly restrictive originals. My last C3 was a 75 with essentially a 350/350 that was spec’ed to run in regular gas. That car had nothing to apologize for. A de-smogged 454 would be even more interesting. If you live in a bright blue state, move along. Nothing to see here.
Very nice! The combination of the convertible with a 454 has to be super rare.
Hope it goes to a good home.
With respect to the comment about the seat belt interlock system, there was an override switch on the firewall that could disable the system when working under the hood. It was installed at the factory for that purpose to avoid the aforementioned event.
Really? I would have thought our Shop Forman would have said something about it. The work around was to just buckle the seatbelt and then you could reach in through the open window and crank the engine over (at least if it was an automatic, I can’t remember if the manual transmission models had a clutch pedal interlock at this point).
JO
What is a big butt Vette to you? I consider the C5s big butted.
I own a ’74 roadster, big block, 4 speed. It may not be the most collectible, but I never think about when I am in the driver’s seat and the top is down. This car that is up for auction is a beauty, paint looks good, under the hood it appears that it has not been tampered with, a fairly original car and the final auction price may well be affordable.
Yours may not be the “Most” collectible, but it is in the Top Three. Happy motoring!
I am loving all of the Corvettes being featured today, and written up by different BF Staff – thanks! And none from Miami – yes!
This one may not be the most “collectible”, but is in great shape top to bottom. Big block cruising with the top down – gotta love it.
Really no C3 is collectible. You see dozens and dozens for sale every day everywhere. This particular model even for as big of an engine it has is not really a muscle car. I just don’t see the value in these cars I’ve got many of them for $5,000 or less that were in very nice shape
John, aka Rip Van Winkle – just woke up thinking that the Vettes he bought 25 years ago were yesterday.
Show me a recent ad where a decent shape C3 is 5K and I will remove your nickname.
John, kindly stop trolling. Your comments demonstrate a lack of relevant knowledge and do not ad value to otherwise good discussion. L71, L89, L88, LT-1, L68…..
Due to lineage, many hated on these 73-early 80s vetts. Didn’t want to, but, considering their lineage, understandable. As I get older it’s fascinating how the MFR was able to engineer – considering our gobament restrictions
I owned a 1974 Corvette Convertible with a 454 bb 4 – speed. It was Corvette orange with a black top and interior. It was equipped with ps, pw, tilt – telescopic wheel, factory air conditioning and I had the hard top for it. These were the pop top Corvettes and 1974 was the last year for the 454 bb and 1975 was the last year for the pop top Corvette. The magic number of 1974 454 bb Corvettes with a 4 – speed transmission was 168 total. I owned this car up until 9 years ago and sold it. The car was a 9.5 out of 10. All original including paint, never wrecked with 21, 134 original miles.
One thing no one has mentioned, 74 was the last year for fiberglass floorboards. From 75 on you have to worry about rusty floors.
That 454 drop top may not have a L-88 in it, but it does have a 454. Those were LS-4’s as I recall. Kind of a dud in factory trim, but very easy and relatively inexpensive to upgrade to LS 5 specs or better.