By 1974, the Corvette was beginning to change in character. It had risen significantly in price and declined a bit when it came to outlandishly brutal performance.
The Corvette vehicle identification system had 13 symbols. The first symbol 1 indicated Chevrolet. The second symbol identified the body series Z for Corvette. The third and fourth symbols indicate the body style number 67 for convertible or 37 for coupe.
The fifth symbol [blank] indicated which of the three available engines was used: J for 350-cid 195-hp four-barrel V-8; T for 350-cid 250-hp four-barrel V-8; Z for LS4 454-cid 270-hp four-barrel V-8. The sixth symbol indicated the model year 4 for 1974. The seventh symbol identified the assembly plant S for St. Louis, where all Corvettes were built.
The last six symbols indicate the sequential production number starting at 000001. Corvette convertibles for 1974 were numbered 1Z67[ ]4S400001 to 1Z67[ ]4S437502 and Corvette coupes for 1974 were numbered 1Z37[ ]4S400001 to 1Z37[ ]4S437502.
The Corvette was still one of the hottest cars in America, but it had gained a great deal of design sophistication and had actually become more of a luxury cruiser than before. The popularity of the coupe over the convertible reflected this trend towards luxury, as did a growing list of optional equipment.
While the basic design of the Stingray wasn’t altered for 1974, the car had a completely restyled rear end. A sloping end piece replaced the once-favored “Kammback” look, The rear end panel tapered down to a strong, horizontal feature line. Two round taillights were “tunneled” into either end of the panel with the “CORVETTE” name spelled out in block letters between them. The use of a conventional rear bumper was entirely eliminated. A body-color urethane bumper was fully integrated into the lower rear panel to provide impact resistance.
This year only, the rear fascia was of a two-piece design. It met federal energy-absorbing standards, but it also added 30 pounds to the weight of the car. The weight boost was just about all at the rear of the body and necessitated minor suspension changes.
Both front and rear spring rates had to be revised. A optional new “gymkhana” suspension featured a 0.9375-inch diameter front stabilizer bar; heavier-duty front suspension bushings; beefier front springs with a 550 lb./in. rating and beefier rear springs with a 304 lbs./in. rating.
The power steering system, seat belts and radiator were also improved. The theft alarm system activator was relocated. The tires used on the Corvette had been speed-rated for 140 mph, but by ’74, 120 mph was considered sufficient.
There were three engines on the Corvette order form. Base equipment was the ZQ3 V-8 of 350 cubic inches. It retained hydraulic lifters and a Quadrajet carburetor and got its compression ratio boosted to 9.0:1. Chevy advertised 195 hp at 4400 rpm and 275 lbs.-ft of torque at 2800 rpm.
The LS4 engine of 1974 was the last 454 for the Corvette. It used a new 8.25:1 compression ratio, hydraulic lifters with a high-performance camshaft and a four-barrel carburetor. The advertised ratings were 270 hp at 4400 rpm and 380 lbs.-ft. at 2800 rpm.
The L82 option returned. It had a 9.0:1 compression ratio, a forged steel crank, hydraulic lifters, a high-performance camshaft and fat dual exhausts. It was rated for 250 hp at 5200 rpm and 285 lbs.-ft. torque at 4000 rpm.
The hot 350 Corvette was no muscle car, but it still was good for a 0-to-60 mph run in 7.5 seconds and a top speed of 125 mph (watch those 120-mph tires closely).
The list of other Corvette options was as long as your arm. It looked like this: Custom interior trim ($154); RPO A31 Electric power windows ($86). RPO A85 Custom shoulder belts ($41). RPO C07 Auxiliary hardtop for convertible ($267). RPO C08 Vinyl covered auxiliary hardtop ($329). RPO C50 Rear window defroster ($43). RPO C60 Air conditioning ($467). RPO FE7G81 Gymkhana suspension ($7). Positraction rear axle, all ratios ($12). RPO J50 Power brakes ($49). Four-speed close-ratio manual transmission (no cost option). RPO M40 Turbo Hydra-Matic automatic transmission (no cost option). N37 Tilt-Telescopic steering wheel ($82). RPO N40 Power steering ($117). RPO QRM White stripe nylon steel-belted radial tires GR70 x 15 ($32). RPO QRZ GR70 x 15 raised-white-letter steel-belted radial tires ($45). U05 Dual horns ($4). RPO U58 AM-FM stereo radio ($276). RPO U69 AM-FM radio ($173). UA1 Heavy-duty battery. ($15). UF1 Map light ($5). Z07 Off-Road suspension and brake package ($369).
The 1974 Corvette convertible had a $5,766 sticker price. A total of 5,472 ragtops were built. The coupe sold a bit better. It was stickered at $6,002 and a total of 32,029 were produced. The ’74 was the last Corvette with a true dual exhaust system without catalytic converters. The ’74 Corvette was also the last model to offer an optional 454-cid V-8. Most 1974 Corvettes, 95.6 percent, had power steering; 88.3 percent had power brakes; 63.1 percent had power windows; 72.9 percent had tilting steering wheel; 77.7 percent had air conditioning and 33.7 percent had a four-speed manual transmission.
In 1974 racing, J.M. Robbins took the SCCA A-Production Championship in a Corvette, Bill Jobe pulled a repeat performance on his B-Production title and Steve Eberman was the champ in B-Stock Solo II competition.
