We're a car magazine, so what are we doing getting into politics? Very simply, legislators at the local, state and federal level all pass ordinances and laws affecting the automotive aftermarket. Some of the laws are helpful, like easing titling and registration regulations. But some are onerous and, in some people's opinion, overreaching-such as limiting the kinds of go fast goodies you can install on your car. So, we have to be involved in the politicial process if we want our hobby, our industry, to exist.

As a midwest Corvette and Chevy drag racer (108 wins in 123 final rounds) and a hardcore enthusiast from the wild '60s, the '80s might have seemed tame on many fronts. But it was actually pretty awesome, at least from my vantage point. It didn't start that way, though, at least not for new Corvette owners in California.

Fifty years ago, Corvette was a new, struggling nameplate, on the verge of overcoming some very tough obstacles and poised to blow the market wide open. The early years were discouraging. Despite heavy corporate investment, early sales were dismal, and sharp competition from arch-rival Ford's Thunderbird had GM ready to pull the plug. But with a couple of good years of V-8 power under its belt, Corvette was beginning to turn around. More power was translating into more sales. Funny how that works.

Since the V-8 Corvette was introduced in 1955, it has been synonymous with special high performance, both under the hood and under the tires. To most of us, "Corvette" truly defined the term. But the early '70s bought this all to a screeching slowdown.

When 1968 tic-toc'd in, Corvette owners world-wide had already enjoyed five glorious, fun years with C2 Sting Rays-some 117,964 RPO cars in all (model year 1963 through 1967). Long about 1965, Chevrolet displayed (mostly via photos) a futuristic pointy-nose Corvette prototype. Everyone then pretty much assumed this was what the C3 body styling would resemble. Not everyone liked the look. But others were ready for a change. The top C2/Sting Ray sales totals were for the '66 model year with 27,720 (9,958 coupes and 17,762 roadsters).

In remembering historic Corvettes and "Vetteville USA" in 1966-'67, we'll begin first by dwelling back five years earlier-to compare what was available then. In 1961 and 1962 there were never any factory "big-block" 348- or 409-powered Corvettes. Moreover, Corvette independent rear suspension was a year or so away. Corvette disc brakes first came in 1965. '61-'62 Corvettes had no power steering, no power brakes, no air conditioning, no AM/FM radio, no leather seats and no coupe model. By the '66 intro in late 1965, Corvette had indeed come a very long way- in virtually a blink of five quick years-mostly thanks to motorsports competition and tremendous Corvette engineering/engineers.

All of us have a specific Corvette year or era of which we are most fond. But when you compare Corvette's early performance history, 1957, 1963, and 1965 really stand out. Imagine if you were a Corvette development engineer and were part of 1957's offerings: Rochester fuel injection, Borg-Warner four-speed full-synchromesh transmission, a hot solid-lifter camshaft and Positraction. 1963 unveiled the coveted Grand Sport lightweight Sting Ray road racer, an all-new Rochester fuel injection, a full-scale Z06 SCCA road racer, independent rear suspension and let us not forget the all-new Sting Ray coupe and convertible. 1965 introduced four-wheel disc brakes and the unbelievable Mark IV 396 big-block powerplant.

1958-1961 Hands-On Corvette History

Forward by Alan Colvin
Back in the day, say 35-40 years ago, I lived my daily life mostly through the car mags...primarily through Super Chevy Magazine, which was then edited by Doug Marion. At that time, I was just a redneck Chevy guy in high school, but Doug Marion had seen and done it all and he talked about it in the pages of Super Chevy every month. My first car was a '57 Chevy, my second car was a '72 Monte Carlo Custom, and both were purchased and built because of Super Chevy project cars. I went to many Super Chevy events each year, including the giant one in Indianapolis, and I sold lots of parts at the swap meets. I even bought a current car I still own, a '71 GMC Sprint at the Super Chevy Indy event in 1984. Eventually Doug Marion and I met at a Super Chevy Limited convention in Dayton, Ohio, where my name was listed on the TOC as a Tech Expert. I think we also spoke to one another at SEMA one year. I also told my editor at Robert Bentley Publishers, John Kittredge, that Doug should be asked to proofread my Chevrolet by the Numbers books, which he later did.

Oppose Federal "Cash for Clunkers" Program

If it's one thing that Corvettes and their owners do best, it's tour in style. Think of it: Planning for a weekend adventure, then ensuring that this adventure isn't filled with misadventures by giving your Vette its proper pre-trip preparation. Even if you don't need to change your oil or other fluids, and every system on the car works just fine, quality time spend hand-washing it inside and out (at least a day before you leave) is worth it. Corvettes are head-turners--no sense in attracting attention to one wearing the "souvenirs" of your last road trip!

Spread around the shelves of my study are copies of virtually every book ever published on the Corvette. These include the three editions of Karl Ludvigsen's Corvette-America's Star-Spangled Sports Car. the first edition from 1973 was the book that started my collection, and I understand that a new edition is due shortly. Well over 100 books have been produced on the Corvette since then, seven of them written by yours truly. On the shelves above the books are the magazines, including a complete set of GM's own Corvette News going back to 1971 when I bought my first Corvette-a '66 convertible. In the glovebox was an invitation to a free subscription to this superbly produced publication; all you needed was to send in your VIN. I have renewed ever since, addicted to the outstanding photography and graphics, which even improved when it was renamed Corvette Quarterly and was a paid subscription.

For many of us, Corvette race cars over the years have created much of the mystical attraction to America's only sportscar. The racing team with the longest winning streak in Corvette racing history is a huge part of this rich racing heritage. The V.V. Cooke Chevrolet SCCA racing team actually got its start with the meeting of V.V Cooke Jr. and the Barker brothers, Allan and Donald, in 1958. At the time, V.V. Jr. was competing in his personal '58 fuelie, while the Barkers were racing their Austin Healeys. To some Vette owners, an afternoon drive on a rural road with the sounds of a dual exhaust and the feel of a four-speed shifter in your hand is heaven on earth, while others, like the Barker brothers, had to prepare and take their Corvettes to the limit in competition.

It's funny how so many celebrities move into the spotlight, shine like a star for a brief moment, and then disappear, never to be heard from again. But it is with unforgettable fondness we remember them in the brilliance of their prime.

I love driving in the United States. Americans have mastered the art of making driving an easy and relaxing process-stay in your lane, leave a safe distance to the car in front, stop at red lights and re-start on green, and turn away from Do Not Enters. Whether listening to CDs or chatting with friends, it demands little involvement, particularly with an automatic transmission and air-conditioning to keep you cool, and very little sense of timing is required by the driver. The United States is a popular destination for the British vacationer, who was attracted first by the Florida theme parks and the cheapest car rental in the civilized world, competitive motels, and a common language. They soon fall in love with the sausage and pancake breakfasts, and are surprised by the universal politeness and courtesy.

Seatbelts have been in Corvettes since the C1. While we all have our opinions about whether or not we like to wear a seatbelt, many Corvette owners have to install them if they want their car to be correct. Since seatbelt use is now a federal law, many of us may install them for that reason alone. Whether or not the car originally came from the factory with seatbelts, if you do decide to install them, you might as well install the correct set that's applicable to your car, as the designs have changed drastically over the years.

Advertising has always played a big part in the marketing and salessuccess of the Corvette, and this CD-ROM chronicles it all. CorvetteAds, The Marketing of America's Sportscar v2.0 is a collection of nearly400 nostalgic ads that captured the hearts of the American drivingpublic. Running under the Windows 95, 98, ME, or XP operating systems,the software installs easily and gives you a choice of running theprogram from the CD-ROM or copying the advertisements to your harddrive. An easy-to-use removal utility is also included should you electthe latter and decide to erase the ads from your hard drive later.

Forty years ago, Sebring set the stage for some highly competitive racing among Cobras, Ferraris, and Corvettes. Difficult weather and trying mechanical situations added a challenging dimension to an exciting event. In light of recent C5-R successes and the impending start of yet another season of American Le Mans Series competition, a look back at the effort put forth by the privateer Corvette camp lends amazing perspective.

Starting this month, we're focusing on signature engine-part builders and some of their latest offerings. This is in no way intended to be a complete listing of products, but rather a sampling of what's out there in the market.

With GM's versatile Gen III small-block gaining popularity as the foundation for a wide range of high-performance engine buildups, market demand for an affordable LS1 stroker package has become increasingly intense. In response, SLP Performance Parts has devised a revolutionary new Gen III stroker short-block assembly, one that offers unexcelled performance and durability at a truly accessible price.

Chip MillerIn March of this year, Chip Miller, founder of Carlisle Productions, passed away. An empire builder, Chip was loved by his family, his employees, and the car-enthusiast community. His kindness and dedication to the hobby have already been missed by those who knew him well. Bill Tower's column is dedicated to his numerous encounters with Chip over the past 30 years.-Cam Benty

Renewing Old FriendshipsYou never know what past encounters you might reconnect with later in life.

In an effort to create a story about John Greenwood and his racing exploits, I spoke with many contributors. Despite finding some interesting images in the Primedia archives, I was pleased to find that Dave Friedman's new book, Corvette Thunder, 50 Years of Corvette Racing 1953-2003, covered the subject beautifully and quite candidly. The book is amazingly detailed and chock-full of the best images I've ever found, not only regarding John Greenwood, but also the entire topic of Corvettes in competition. To that end, we have excerpted the following images and captions from the book and created the article you find here. We thank Dave and Chuck Koch for their help in making this article come together.

Mike Brockman has been a driver of note for many years. He's piloted just about every form of car and truck fast through the curves of Watkins Glen to the wild of Baja, and even spent some time as the chief test driver for Motor Trend magazine. He's lived in the fast lane for most of his life.

General Motors will recall certain Chevrolet Corvettes to correct a condition in which the vehicle can operate when the electronic steering column lock fails to unlock. The vehicles included in this recall are: