1957 Chevrolet Corvette

By: James Dietzler
Photography: Hemmings Motor News Archives

Embarking on one's first solid axle Corvette purchase can be a trying endeavor, both on the nerves and on the wallet. Mention a '57 Corvette around any car enthusiast and their eyes will likely light up at the thought of this milestone American sports car. Of course, they're likely thinking about the renowned Rochester mechanical fuel injection versions that are among the top-ranked Corvettes in terms of desirability and collectible value. However you can get the stunning styling and power of the '57 fuelie without having to spend an extra $30 thousand or more just for what in '57 was a new and revolutionary method of delivering fuel to the engine. What we're talking about is the most common '57 Vette, those optioned with a pair of Rochester four-barrel carburetors perched atop the 283-cu.in. small-block V-8. Of the 6,339 Corvettes built in '57, 1,040 were equipped with the new fuel injection system, 3,666 were built with dual-quad carburetors and the remaining 1,633 came with the base 283-cu.in. V-8 fed by a single four-barrel carburetor.

The first body redesign of the Corvette occurred in '56 and the '57s came off the line without any changes in that regard. A hallmark Corvette feature, the shapely side coves, first appeared with this redesign. Overall, curves and body lines were more well-defined, the wheel openings lost their fully-rounded appearance in favor of a faster-looking swept-back shape and the headlights were moved to a fully vertical position in the front of the fenders. The new Corvette was also more user friendly, with crank up windows now standard and power window activation an option. Mechanically, the '57 saw the first use of the four-speed manual gearbox in the line and the 265-cu.in. V-8 of '56 was bored out to 283 cubic inches. This created more power from the same block casting and was used not only in the Corvette, but also across all other Chevrolet lines, lasting much longer in production with a 10-year run.

For most, the decision to buy an early solid-axle Corvette isn't swayed too much by cost factors, unless one wants to buy a low mileage, all-original, unrestored, 100-point Bloomington Gold winner. Have you won the lottery lately? It isn't only the Baby Boomers who are looking for a clean reliable Vette to drop the top and hit the road in. No, this car has appealed to all generations and gains fans daily both young and old. To that end, perusing Hemmings Motor News recently, we came across several examples of what would be high-end dual quad 283-powered drivers ranging from $31,000 to $33,000 and some show quality restorations in the $45,000 to $62,000 range. The fuelies? Almost twice those amounts!

THE GOOD

The unique fiberglass construction of the Corvette body has a number of advantages for the hobbyist. Once you're familiar with the intricacies of working fiberglass, it's easier and less expensive to repair than traditional steel sheetmetal and doesn't rust. It doesn't dent or ding as easily as steel, an important consideration for those seeking a driver that will see a fair amount of use.

Mechanically speaking, the Corvette is a far simpler and more reliable sports car to repair and maintain than most of its European rivals of the period. The engine bay is spacious, making access for repairs a relatively easy affair. One pushrod V-8 is much like another, there isn't any of that exotic dual-overhead cam and four valves per cylinder nonsense to fuss with here. Finding replacement blocks for the 283, should you purchase one that's been used and abused beyond salvageable levels, is far easier than the 1956's 265-cu.in. V-8, only because of the 283's longer production run across a wider range of the Chevrolet product line. Since the Corvette enjoyed almost immediate cult status from day one of its introduction it enjoys a vast amount of support from the aftermarket. You could almost literally build one from the frame up using nothing but reproduction parts. Club support? You name the city, and if it has a population in the five-figure range, it's bound to have a Corvette club. Whether it's just a small local club or one with a national affiliation, Corvette owners like to get together, share information and drive their cars.

In terms of performance and handling, by modern standards the leaf-sprung, solid axle rear and coil-sprung A-arm front suspension arrangement is primitive and takes some getting used to. Yet it still inspires confidence because it offers precise directional control. Lacking a rear sway bar, the chassis and suspension was stiff enough to feel just about every road imperfection. It was designed to understeer and that it does with a marginal amount of body roll noticeable in hard cornering. When it comes to power, the Corvette was always GM's performance pinnacle and nothing from the factory was supposed to have more power. Well, there were a few exceptions, but that's another matter. Of course, the fuelie was the tops, but two different versions of the dual-quad inducted V-8 offered 245 and 270 horsepower, more than ample grunt to move the 3,000 pound sports car along at a brisk pace.

AND THE BAD

The same fiberglass construction that has its pluses also has a few marks going against it. Cosmetically, the brittle nature of the material leads to spiderweb cracking of the paint in areas subject to high stress or vibration levels. As easy as it is to work with in terms of repairs, it's also messy and takes some getting used to. (Dry glass fibers and sanding dust tends to itch a bit.) Though fiberglass doesn't rust, metal ladder frames do. Because this is a bolt-on body, undertaking any necessary frame repairs is best done in a garage or barn large enough to have a block-and-tackle or hoist system for lifting the body off. (Cajoling your friends with liquid refreshment works, but they may not be friends after lifting that body off!) Beware the seller who states, "It's a Corvette and fiberglass doesn't rust."

Though it's considered primitive by today's standards the suspension system is effective, but does have its drawbacks. You won't find more durable ball joints on this Vette. Instead, this particular generation of design retained kingpins through 1962 and consequently, proper cleaning, greasing and inspection for wear are of paramount importance. Expect to get dirty once a month or so during the driving season. Thanks largely to the status-symbol attraction of early Corvettes, good New Old Stock parts and even the reproduction pieces tend to be priced right up there with parts for high-end exotics. But this column is about buying a driver, so in that regard, having a numbers-matching block and transmission or all of the exact date-coded components isn't as much of a concern. Interestingly though, that's exactly what sets the value levels on these cars, how they were optioned and how much of the car is still original, so there's something of a plus for you.