Editor's note-Heading into the new century, we felt compelled to take a look back at what will undoubtedly be one of the 20th century's biggest contributions to daily life-the automobile. Of course, Super Chevy looks at the history of the automobile through the eyes of the Chevrolet enthusiast. The following is the seventh in a series that will run throughout the year 2000 and cover the highlights of Chevrolet-from the creation of a company at a time when 270 other companies were vying for buyers of new automobiles, to the present day, when the competition is limited to just a handful of serious automobile makers. Much of the information is taken straight from Chevrolet sources, and some will be from the pages of this magazine's more than 25 years as "The # 1 Chevrolet Enthusiast's Magazine."
1971-1980
American's attitudes toward their cars changed drastically during the early '70s-more so than any other time during the 20th century.
For years, Americans had loved their big, bold automobiles. Gasoline mileage wasn't important, because gas was plentiful and inexpensive.
But the oil glut didn't last. In fact, the '73 oil embargo caused gas prices to double within two years. Suddenly, fuel economy was important...very important.
It was during the '70s that the Chevrolet vehicle lineup changed more radically than in any previous decade.
It started with the Vega. Produced through 1977 in response to the fuel-thirsty needs of America, Vega was built on a then-diminutive 97-inch wheelbase. Chevrolet introduced Vega as "The Little Car That Does Everything Well." Produced in hatchback coupe, notchback sedan, "Kammback" wagon, and panel express delivery versions, the base price of Vega started at $2,090 in September 1970.
Power was supplied through a 2.3-liter, 140ci, aluminum-block four-cylinder that produced a standard 90 horsepower, or an optional 110 with a two-barrel carburetor. With the addition of Vega, Chevrolet now offered seven different passenger car models, the largest lineup in its history.
The midsize lineup continued to thrive as well. In 1973, Chevelle received a new, handsome, clean, style, and a Laguna series was added above the Malibu line. The year saw more than 300,000 Chevelle models sold, with the image-oriented Malibu capturing the public's attention. The model line would see one more major restyle late in the '70s, adding more formal lines, and dropping the Chevelle name.
Despite the drop-off in performance in the early '70s, Chevy still produced a few popular musclecars for the public. The '71 Chevelle offered a V-8-powered "Heavy Chevy" option. There were also the 350 V-8 Rally Novas, the V-8 Camaro "mover" and, of course, Corvette. Another example was the Chevelle Laguna Type S-3, which featured an optional 454 V-8. From '74-76, it was an effective performer on the NASCAR stock car circuit.
The second-generation Chevrolet subcompact-Monza-evolved in 1975 as a sporty offshoot of the Vega platform. A front-engine, rear-drive hatchback, Monza provided smaller engines for the energy-conscious, yet offered optional V-8 power for those still wanting punch under the hood. In fact, its 262ci V-8 was the smallest eight-cylinder in Chevrolet history.
A second Monza body style-a two-door notchback "Towne Coupe"-appeared in mid-'75. It shared the same mechanicals as its brawnier-looking 2+2 brother, but sported totally new sheetmetal and a more formal appearance.
In other small car news, Nova popularity was at its peak by mid-decade. The line finished 1974 with approximately 400,000 sales, and a new Nova arrived for 1975. In the works was a more formal, luxury look; a "boxier" appearance than in the past. Fancier uplevels known as Customs and LNs were added, and the LN took a styling likeness to some of the more upscale European entries on the market. It caused Road & Track magazine to label it, "A European Chevy." Nova left the Chevy lineup in 1979, returning as a completely re-designed subcompact in 1985.