A Corvette with cargo space? Greenwood took Chuck Miller's Kammback kit, added a working glass hatch and a 22-gallon fuel cell, and created the rarest C3 body style of all.
C3 CORVETTE - 1972
The 1972 Corvette
The last chrome-bumper Corvette: the last LT-1 and ZR1, the last removable rear window and egg-crate grille, with the engines now rated in SAE net horsepower and the alarm standard. Production climbed to 27,004 and more than half had the automatic.
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The Basics
Model & Gen: 1972 Corvette (C3)
Body Type: Sport Coupe (T-top) or Convertible
VIN: 1Z37K2S500001 – 1Z37K2S527004
Original Price: $5,533.00 coupe / $5,296.00 convertible
Colors: 10 (Ontario Orange, Elkhart Green, Targa Blue, Classic White, War Bonnet Yellow, Mille Miglia Red, Steel Cities Gray, Bryar Blue, Sunflower Yellow, Pewter Silver)
Engine: 350 ci V-8, 200 hp net, or 255 hp net solid-lifter LT-1 (last year); 454 ci big block, 270 hp net (LS5, not sold in California)
Transmission: Muncie 4-speed standard (M20 wide or M21 close ratio at no charge); 3-speed Turbo Hydra-Matic (M40) at no charge, in 54 percent of cars; M22 only with ZR1
Units Produced: 27,004
The Overview
The 1972 Corvette is the 1970 for the third year and the last of its kind. Nothing changed outside, and the changes inside were subtractions: the fiber-optic lamp monitors went, a new console took their place, and the horn-honking alarm that had been RPO UA6 became standard, armed with a key at the back of the car. The engine list shrank to three, the fewest since 1956, because the aluminum-head LS6 and the ZR2 were gone after one year. What remained was rated in SAE net horsepower for the first time, measured with the accessories and exhaust fitted, so the base 350 read 200 hp, the solid-lifter LT-1 255 and the 454 LS5 270, numbers that looked like a collapse next to 1971 and mostly were not. The LS5 was never certified for California and could not be sold there.
The LT-1 could at last be ordered with air conditioning, with a tachometer redlined at 5,600 rpm instead of 6,500 so that the belts stayed on, and about 240 buyers took it; 1,741 LT-1s were built in all, 20 of them as the ZR1 package with the M22 gearbox, heavy-duty brakes and suspension and no comfort options. Both ended with the year. On the track the Corvette had its best season yet: Dave Heinz and Bob Johnson won the GT class at Daytona and Sebring on Goodyear radials, finishing fourth overall at Sebring, and the RED/NART 1968 L88 won its class at Le Mans.
Production rose to 27,004, 20,496 coupes and 6,508 convertibles, the open car down to a quarter of the run, and for the first time more than half the cars had the Turbo Hydra-Matic. The federal excise tax was repealed in December 1971, so a 1972 cost less out the door than a 1971 despite a $37 rise in the list price to $5,533 and $5,296. The 1972 is the last Corvette with chrome bumpers at both ends, the last with the removable rear window, the bright egg-crate grille and fender grilles, and the last LT-1 and ZR1, which is why it holds its value better than the 1973 that followed it and why the LT-1 cars are the ones to have.
The 1972 Corvette Story
Although its arrival was anticipated by consumers and critics alike, there were virtually no physical or mechanical changes made to the 1972 Corvette from the previous year. In fact, the most dramatic “changes” made to the current model year involved items that were no longer available to prospective owners when ordering a new Corvette.
To start, consumers could no longer order the optional ZR-2 package, due to General Motors’ elimination of the aluminum-headed LS-6 from the Chevrolet engine lineup.
Previously, consumers looking to purchase a Corvette had had the option of including the 454 cubic inch big block LS-6 either on its own or as part of RPO ZR2, but because of incredibly poor sales numbers the previous year (only 188 Corvettes with the LS6 engine and a meager 12 Corvettes equipped with RPO ZR2 were sold), GM felt that dropping the engine was a necessity. To that end, only three engines were listed for the Corvette in 1972, which made it the smallest selection since the 1956 model.
All three – the base 350, the optional LT-1 small block and the optional LS-5 big block – were carryover engines from the 1971 model year, and each of these had more conservative power ratings than their 1971 predecessors.
All of the engines offered in 1972 suffered a loss in power because of the mandatory inclusion of emissions-lowering tuning that year. Furthermore, as was becoming common amongst all automotive manufacturers, GM was now measuring engine outputs in the new SAE “net” measure for the 1972 model year. The choice to use the net numbers instead of the “gross” horsepower measurements was the result of power losses caused by mandatory equipment such as the water pump, alternator, power-steering pump, mufflers, and air cleaner. While the ratings were universally lower, they were also more realistic.
The base engine, designated ZQ-3, was rated at a conservative 200 brake horsepower. The LT-1 was rated at 255 horsepower and the LS-5 was rated only slightly higher at 270 horsepower.
While some cynics were quick to criticize Corvette for the notable depreciation in horsepower from the previous model year, Motor Trend magazine gave the new offerings a favorable endorsement. Motor Trend stated that “the LT-1 screams past those lifeless people ensconced in their movable living rooms laughably referred to as cars. It is an experience that does not soon pass from one’s memory.”
Additionally, then race-car driver Tony DeLorenzo test-drove the 1972 Corvette and stated “you can’t get a better overall performance car. I’d be hard-pressed to find a better car for the money than the ’Vette.
It’s just an incredible automobile.”
Perhaps the most unfavorable “cut” to the 1972 Corvette was Chevrolet’s failure to complete emissions certification of the Mark IV LS-5 in time to clear it for sale in California, where limits on oxides of nitrogen had been imposed that didn’t apply in the other forty-nine states. Chevrolet knew that the LS-5 was capable of passing these tests, but Chevrolet had simply lacked the manpower to certify every engine/car combination that it had wanted to, and as a result, the LS-5 – due in large part to its low production numbers – was dropped from the test series. Some critics have been quick to question Chevrolet’s decision not to fully support this certification process given that California contained the second-largest Corvette customer base (behind Michigan) at that time.
Beyond the realignment of GM’s engine program, there were virtually no other notable changes made to the 1972 Corvette with the following exceptions: For 1972, the fiber-optic light monitoring system was dropped and an all-new center console was designed to take its place.
Additionally, Chevrolet standardized the horn-honking burglar alarm, which was now included on every new model. The alarm system could be armed and disarmed via a lock cylinder at the rear of the car. When armed, the alarm would sound whenever either the hood or the doors of the car were opened. The alarm – which utilized the factory car horn – would continue honking until the owner’s key was used in the special alarm lock cylinder.
While there were virtually no appearance changes to the 1972 Corvette, the model year did mark the “end of an era” for the third-generation Corvette. It would be the last model year to feature both front and rear chrome bumpers, a bright egg-crate grille, side-fender grilles (later models do have functional vents and some have vent trim), and a removable rear window (this last had been a standard feature from 1968 to 1972).
Did you know? The 1972 Corvette was the last to feature both front and rear chrome bumpers, a bright egg-crate grille, side-fender grilles, and a removable rear window (a feature unique to the 1968–1972 Corvettes).
The 1972 racing season would continue to see a strong presence from Corvette, though the car itself would also serve as a test-bed for new tire designs being developed by some of the largest tire manufacturers in the business. While the Corvette made an excellent race car, its combination of weight and speed was very demanding on the car’s tires. Both B.F. Goodrich and Goodyear recognized (and decided to take advantage of) this fact to show Detroit that radial-ply tires were more durable and could be utilized on more vehicles than ever before - even under the toughest driving conditions.
Goodyear would lead this “race-within-races” on the basis of outstanding performance (and race results) of Dave Heinz and Robert Johnson, who drove the No. 57 Chevy Corvette of Dave Heinz Racing to a GT class victory (and took 8th overall) on February 6, 1972 at the “Six Hour Daytona Continental-World Manufacturers Championship Race” (more commonly known as part of “the 24 Hours of Daytona” today). Far more impressive, however, was that this same team would take another GT class win and an overall fourth-place finish on March 25 at the “12 Hours of Sebring.” Their fourth place finish amongst all racing classes that year was the best overall finish Corvette had ever seen to that point in its racing history.
Production Volumes
The real cost of the 1972 Corvette fell slightly thanks to the repeal of the federal excise tax on December 11, 1971, though list prices rose $37. In total, 20,496 Corvette coupes with a base price of $5,533.00, and 6,508 convertibles with a base price of $5,296.00 were sold in 1972, which was an improvement of nearly 5,200 units over the 1971 model year.
The 1972 Corvette ZR1 marked the last time that a ZR1 package would be offered by Chevrolet until the introduction of the 1990 Corvette ZR-1 nearly 20 years later!
The 1972 is the end of the chrome-bumper Corvette: the last with chrome front and rear bumpers, the last with the removable rear window the C3 had carried since 1968, and the last LT-1 and ZR1. Of the 1,741 LT-1s built, about 240 had the air conditioning Chevrolet had refused to fit for two years, with a tachometer that quietly redlined 900 rpm lower.
DID YOU KNOW
Special & Limited Edition Models
1972’s specials are the 20 ZR1s and the last 1,741 LT-1s, the Greenwood and Heinz-Johnson race cars that gave the Corvette its best season, the two-rotor XP-897 GT and Reynolds aluminum XP-895 mid-engine studies, and the Baldwin-Motion Phase III and Moray GT.
1972 Corvette ZR1
The ZR1 package made its last appearance in 1972 at $1,010.05: the 255-hp net LT-1 with the M22 Rock Crusher four-speed, J56 heavy-duty power brakes, F41 springs, shocks and stabilizer bars, K66 transistor ignition and an aluminum radiator with a metal shroud, with power windows, power steering, air conditioning, rear defroster, wheel covers and radio locked out. Twenty were built, bringing the three-year total to 53, and the badge would not return until 1990. A 42,561-mile 1972 ZR1 coupe sold for $159,500 at Mecum Indianapolis in May 2024.
MORE: ALL 1972 ZR1 POSTS
Price & Options
Core Features & Factory Options
The Sport Coupe listed at $5,533.00 and the convertible at $5,296.00, up $37 on 1971, though the repeal of the seven percent federal excise tax in December 1971 made the 1972 cheaper to buy. The alarm was now standard and three-point belts (RPO AV3) went into 17,693 cars at no charge.
The engine list was three long: the 454/270 LS5 at $294.90 went into 3,913 cars and the 255-hp LT-1 at $483.45 into 1,741, 20 of them as the $1,010.05 ZR1 package, leaving about 21,350 cars with the 200-hp base engine. The Turbo Hydra-Matic went into 14,543 cars, 54 percent, the close-ratio M21 into 1,638 and the M22 into the 20 ZR1s; about 10,800 kept the standard M20. An optional axle ratio (RPO ZQ1, $12.65) went into 1,986 cars, and California cars carried the air-injection reactor (RPO K19, 3,912 cars) and the $15.80 emission test (RPO YF5, 1,967 cars).
Power steering (RPO N40, $115.90) reached 23,794 cars, 88 percent, power brakes (RPO J50, $47.40) 18,770, air conditioning (RPO C60, $464.50) 17,011, 63 percent, the tilt-telescopic column (RPO N37, $84.30) 12,992 and power windows (RPO A31, $85.35) 9,495. The AM/FM radio (RPO U69, $178.00) went into 19,480 cars and the stereo (RPO U79, $283.35) into 7,189, more than double 1971. The custom interior ($158.00) jumped to 8,709 cars, nearly a third. Raised-white-letter tires (RPO PU9, $43.65) went on 16,623 cars against 6,666 white-stripes (RPO PT7, $30.35), and the deluxe wheel covers (RPO P02, $63.20) on 3,593.
The hardtop (RPO C07, $273.85) went onto 2,646 of the convertibles with 811 vinyl-covered (RPO C08, now $158.00), the rear defroster (RPO C50, $42.15) into 2,221, shoulder belts (RPO A85, $42.15) into 749 convertibles and the heavy-duty battery (RPO T60, $15.80) into 2,969 small-block cars. Ten colors were offered with black or white tops; the color totals add up to 26,958, 46 short of production, the difference being special-order paint and primer-only cars.
MORE: PRICING, OPTIONS & COLORS / RPO CODES
| CODE | DESCRIPTION | QUANTITY | RETAIL PRICE |
|---|---|---|---|
| 19437 | Base Corvette Sport Coupe | 20,496 | $5,533.00 |
| 19467 | Base Corvette Convertible | 6,508 | $5,296.00 |
| 404–421 | Custom Interior Trim (leather seats, cut-pile carpet, wood-grain trim) | 8,709 | $158.00 |
| A31 | Power Windows | 9,495 | $85.35 |
| A85 | Custom Shoulder Belts (standard on coupes; convertibles) | 749 | $42.15 |
| AV3 | Three-Point Seat Belts | 17,693 | no charge |
| C07 | Auxiliary Hardtop (convertible) | 2,646 | $273.85 |
| C08 | Vinyl Covering for Auxiliary Hardtop | 811 | $158.00 |
| C50 | Rear Window Defroster | 2,221 | $42.15 |
| C60 | Air Conditioning (now available with LT-1) | 17,011 | $464.50 |
| J50 | Power Brakes | 18,770 | $47.40 |
| K19 | Air Injection Reactor (California) | 3,912 | no charge |
| LS5 | 454ci, 270HP Engine (not available in California) | 3,913 | $294.90 |
| LT1 | 350ci, 255HP Engine (solid lifters) | 1,741 | $483.45 |
| M21 | 4-Speed Manual Transmission, Close Ratio | 1,638 | no charge |
| M40 | Turbo Hydra-Matic 3-Speed Automatic | 14,543 | no charge |
| N37 | Tilt-Telescopic Steering Column | 12,992 | $84.30 |
| N40 | Power Steering | 23,794 | $115.90 |
| P02 | Deluxe Wheel Covers | 3,593 | $63.20 |
| PT7 | White Stripe Tires, F70x15, nylon | 6,666 | $30.35 |
| PU9 | White Letter Tires, F70x15, nylon | 16,623 | $43.65 |
| T60 | Heavy Duty Battery (standard with LS5) | 2,969 | $15.80 |
| U69 | AM-FM Radio | 19,480 | $178.00 |
| U79 | AM-FM Radio, Stereo | 7,189 | $283.35 |
| YF5 | California Emission Test | 1,967 | $15.80 |
| ZQ1 | Optional Rear Axle Ratio | 1,986 | $12.65 |
| ZR1 | Special Purpose LT-1 Engine Package (M22, J56, F41, K66, aluminum radiator) | 20 | $1,010.05 |
| CODE | EXTERIOR | TOTAL | SOFT TOP | INTERIOR |
|---|---|---|---|---|
| 987 | Ontario Orange | 4,891 | Black, White | Black, Saddle |
| 946 | Elkhart Green | 4,200 | Black, White | Black, Saddle |
| 979 | Targa Blue | 3,198 | Black, White | Black, Blue |
| 972 | Classic White | 2,763 | Black, White | Black, Blue, Red, Saddle |
| 989 | War Bonnet Yellow | 2,550 | Black, White | Black, Saddle |
| 973 | Mille Miglia Red | 2,478 | Black, White | Black, Red, Saddle |
| 988 | Steel Cities Gray | 2,346 | Black, White | Black, Red, Saddle |
| 945 | Bryar Blue | 1,617 | Black, White | Black |
| 912 | Sunflower Yellow | 1,543 | Black, White | Black, Saddle |
| 924 | Pewter Silver | 1,372 | Black, White | Black, Blue, Red, Saddle |
Specifications & Performance
Engine & Transmission
The engines were the 1971 engines with new numbers. From 1972 Chevrolet quoted SAE net horsepower, measured with the air cleaner, exhaust, alternator, water pump and power-steering pump in place, so the 8.5:1 base 350 that had been 270 gross became 200 net at 4,400 rpm with 300 lb-ft, the 9.0:1 solid-lifter LT-1 went from 330 gross to 255 net at 5,600 rpm with 280 lb-ft, and the 8.5:1 LS5 454 from 365 gross to 270 net at 4,000 rpm with 390 lb-ft.
The LT-1 kept its forged crank, aluminum intake, Holley four-barrel and transistor ignition, and for the first time could be had with air conditioning, which brought a tachometer redlined at 5,600 rpm to keep the compressor belt on; it still came only with the four-speed. The LS5 was offered with the four-speed or the Turbo Hydra-Matic and carried the heavy-duty battery, but Chevrolet did not certify it for California’s oxides-of-nitrogen limits, so the 454 was not sold there.
The ZR1 package ($1,010.05) made its last appearance: the LT-1 with the M22 close-ratio heavy-duty four-speed, J56 heavy-duty power brakes, F41 springs, shocks and stabilizer bars, K66 transistor ignition and the aluminum radiator with metal shroud, with power windows, power steering, air conditioning, rear defroster, wheel covers and radio locked out. Twenty were built, 53 over the three years.
The chassis was unchanged: 98-inch wheelbase, 15 x 8 Rally wheels on F70 x 15 bias-ply tires, four-wheel discs and the frame and birdcage of 1968. Road tests put an LT-1 at 0–60 in 6.9 seconds and the quarter in about 14 seconds, and an LS5 automatic a few tenths behind; the Heinz-Johnson Corvette that won its class at Daytona and Sebring ran on Goodyear radials, which the tire companies used the Corvette to prove.
MORE: FULL SPECIFICATIONS / ENGINE
| SPEC | 1972 CORVETTE |
|---|---|
| Engines | 350 ci (5.7 L) small-block V-8 in two versions; 454 ci (7.4 L) Mark IV big-block V-8 as the LS5; three engines, the fewest since 1956, all rated in SAE net horsepower for the first time |
| Base engine (ZQ3) | 350/200 hp net @ 4,400 rpm, 300 lb-ft @ 2,800 rpm, 8.5:1, hydraulic lifters, Rochester Quadrajet; about 21,350 cars |
| RPO LT-1 | 350/255 hp net @ 5,600 rpm, 280 lb-ft @ 4,000 rpm, 9.0:1, solid lifters, forged crank, Holley four-barrel on aluminum intake, transistor ignition, LT-1 striped hood; 1,741 cars, $483.45; four-speed only; air conditioning available for the first time (about 240 cars, with a 5,600-rpm tach); last year |
| RPO LS5 | 454/270 hp net @ 4,000 rpm, 390 lb-ft @ 3,200 rpm, 8.5:1, hydraulic lifters, Quadrajet; 3,913 cars, $294.90; not certified for California; heavy-duty battery standard |
| RPO ZR1 | LT-1 engine with the M22 heavy-duty four-speed, J56 heavy-duty power brakes, F41 springs, shocks and stabilizer bars, K66 transistor ignition and an aluminum radiator with metal shroud; comfort options not available; 20 cars, $1,010.05; last year |
| Transmission | Muncie 4-speed standard: wide-ratio M20 (about 10,800 cars) or close-ratio M21 (1,638) at no charge; M22 (20 cars) with ZR1 only; 3-speed Turbo Hydra-Matic (RPO M40) at no charge in 14,543 cars, 54 percent and the first majority; not with LT-1 |
| Axle ratio | 3.36:1 standard with manuals, 3.08:1 with Turbo Hydra-Matic; Positraction standard; optional ratios (RPO ZQ1, $12.65) on 1,986 cars |
| Front suspension | Independent; short-long arm, coil springs, anti-roll bar; F41 heavy-duty springs, shocks and bars with ZR1 |
| Rear suspension | Independent; frame-mounted differential, half-shafts, trailing arms, nine-leaf transverse spring |
| Brakes | Four-wheel disc, 11.75-in rotors, four-piston calipers, dual-circuit master cylinder; power assist (RPO J50, $47.40; 18,770 cars); J56 heavy-duty brakes with ZR1 |
| Steering | Saginaw recirculating ball, 16.0:1; 15-in wheel; tilt-telescopic column (RPO N37, $84.30; 12,992 cars); power steering (RPO N40, $115.90; 23,794 cars) |
| Exhaust | Dual, rectangular tips recessed into the lower rear panel; 2.5-in system with LT-1 |
| Wheels & tires | 15 x 8 in slotted steel Rally wheels with trim rings and caps; F70 x 15 bias-ply tires, with raised-white-letter (RPO PU9, 16,623 cars) or white-stripe (RPO PT7, 6,666); deluxe wheel covers (RPO P02, $63.20; 3,593 cars) |
| Security | Horn-sounding anti-theft alarm with a lock cylinder in the rear panel, standard (formerly RPO UA6); fiber-optic lamp monitors dropped and the console redesigned |
| Fuel tank | 20 gal; 91-octane low-lead fuel |
| Wheelbase | 98 in |
| Overall length / width / height | 182.5 in / 69.0 in / 47.8 in (coupe) |
| Track, front / rear | 58.7 in / 59.4 in |
| Curb weight | approx. 3,300 lb small block; 454 cars roughly 150 lb heavier |
| 0–60 mph | approx. 6.9 sec (LT-1); 7 sec (LS5) |
| Quarter mile | approx. 14 sec @ 100 mph (LT-1); 14.5 sec (LS5); 15.5 sec (350/200) |
| Top speed | approx. 120 mph (LT-1); 130 mph (LS5) |
| Production | 27,004: 20,496 coupes and 6,508 convertibles; 3,913 big blocks; the convertible fell to 24 percent of production |
| Assembly | St. Louis, Missouri; small blocks from Flint, big blocks from Tonawanda |
Vehicle Identification Numbers (VIN)
27,004 Cars, 1Z37K2S500001 TO 1Z37K2S527004
The 1972 Corvette carries a new thirteen-character VIN format: 1Z37K2S for the base Sport Coupe and 1Z67K2S for the convertible, followed by a sequence number from 500001 to 527004 shared by both bodies and accounting for all 27,004 cars. The 1 is Chevrolet, Z the Corvette series, 37 or 67 the body, the fifth character the engine (K for the 200-hp 350, L for the LT-1, W for the LS5), 2 the model year and S the St. Louis plant; the engine code in the VIN is new and makes a 1972 LT-1 or 454 easier to verify than any earlier Corvette. The VIN plate is on the left front hinge pillar, with the trim tag on the same pillar carrying the body build date (A for August 1971 onward), the trim code and the paint code; the number is stamped on the frame and as a partial VIN on the engine and transmission.
The engine pad on the right front of the block carries the plant prefix (V for Flint small blocks, T for Tonawanda big blocks), the build date and a suffix: CKW and CKX for the 200-hp 350 with manual and automatic (CDH and CDJ with California emissions equipment), CKY for the LT-1 and CKZ for the LT-1 in a ZR1 (CRT and CRS with the air-injection reactor), and CPH and CPJ for the LS5 with manual and automatic (CSR and CSS with the reactor). The 350 block is casting 3970010 or 3970014 with 3973487, 3998993 (200 hp) or 3998916 (LT-1) heads; the 454 is 3999289 with 3999241 heads. The LT-1 runs a Holley, the others Quadrajets numbered 70422xx. The transmission, axle and distributor should all be dated before the build date, and the VIN engine letter should agree with the pad.
MORE: VIN DECODER / PRODUCTION
| POSITION | MEANING |
|---|---|
| 1 (First Digit) | Manufacturer: 1 = Chevrolet |
| Z (Second Digit) | Series: Z = Corvette (new format for 1972) |
| 37 / 67 (Third & Fourth Digits) | Body: 37 = Sport Coupe, 67 = Convertible |
| K / L / W (Fifth Digit) | Engine: K = 350/200 base, L = 350/255 LT-1, W = 454/270 LS5 |
| 2 (Sixth Digit) | Model year: 2 = 1972 |
| S (Seventh Digit) | Assembly plant: S = St. Louis, Missouri |
| 500001–527004 (Eighth through Thirteenth Digits) | Production sequence number, shared by coupes and convertibles |
Pictures, Videos, Wallpapers & Galleries
Ten colors, with Ontario Orange and Elkhart Green the favorites: Ontario Orange (4,891), Elkhart Green (4,200), Targa Blue (3,198), Classic White (2,763), War Bonnet Yellow (2,550), Mille Miglia Red (2,478), Steel Cities Gray (2,346), Bryar Blue (1,617), Sunflower Yellow (1,543) and Pewter Silver (1,372), with black or white soft tops and four interior colors.
Market & Buying Guide
For Sale & What They Bring
The 1972 is priced as the last of the chrome-bumper cars, above the 1973–82 Sharks and a little below the 1970 and 1971 for the same engine, with the LT-1 carrying most of the premium: it is the last year, the VIN letter proves it, and the air-conditioned cars are the rarest street LT-1s. The order is the 20 ZR1s (Classic.com’s 1970–72 benchmark about $209,000), then the LT-1, the LS5 and the 200-hp cars that four fifths of the 27,004 are; the convertible carries a premium over the coupe, and the 1970–72 LT-1 benchmark is about $54,000. A 1972 small block with the automatic and air is the entry-level C3 that still has chrome at both ends.
Results tracked by Classic.com through October 2026: a 1972 ZR1 coupe with 42,561 miles sold for $159,500 at Mecum Indianapolis in May 2024. LT-1s sold for $50,000 on Bring a Trailer in September 2026 and $44,000 at Mecum Nashville the same week, with others bid to $40,000 at Mecum, $36,500 and $77,000 on Bring a Trailer and $26,750 for a convertible without selling; dealers asked $44,900 to $71,900, and $79,900 for an air-conditioned car. LS5 cars sold for $55,000 at Mecum Fort Worth in November 2025 and $23,100 for an automatic at Mecum Kansas City in December, a convertible was bid to $44,000 on Bring a Trailer without selling, and dealers asked $49,900 to $62,000. Base cars sold for $20,000 to $24,500 as coupes and $31,500 to $40,500 as convertibles on Bring a Trailer and at GAA in late 2025, modified cars for $17,500 to $27,500 and a custom for $41,000; in autumn 2026 original automatic coupes were offered at $25,000 to $33,110, convertibles at $27,500 to $79,983 and restomods at $35,000 to $86,950. Check whether a result includes the buyer’s premium (Mecum and Barrett-Jackson results do, Bring a Trailer bids do not), and treat asking prices and unsold high bids separately from completed sales.
Verification is easier on a 1972 than on any earlier Corvette because the fifth VIN character names the engine: L is an LT-1, W an LS5, K a base car, and a 350 with an LT-1 hood and a K in the VIN is a tribute. From there the engine pad should show a V prefix and a CKY suffix (CKZ for a ZR1, CRT or CRS with the air pump) on a 3970010 or 3970014 block with 3998916 heads, the Holley, the aluminum intake and the 2.5-inch exhaust, and the partial VIN stamped beside the suffix must match the car; an LS5 wants a T-prefix 3999289 block with CPH, CPJ, CSR or CSS and 3999241 heads. A ZR1 needs the M22, J56 brakes, F41 bars, K66 distributor and aluminum radiator and no factory radio, air or power assists, and all twenty are known to the registries. Build sheets, tank stickers, Protect-O-Plates and NCRS or Bloomington Gold judging sheets help with all of them, and an original air-conditioned LT-1 should have the 5,600-rpm tachometer.
The C3 body sits on the C2’s birdcage and rusts in the same places: the windshield frame, the door hinge pillars and the frame kickups over the rear wheels and around the trailing-arm mounts. The 1972 keeps the vacuum system for the headlights and wiper door, which leaks at the actuators and check valves until nothing works, and T-top and rear-window seals that leak; the fiber optics are gone, which is one less thing to fix, and the alarm lock cylinder in the rear panel is often seized. An LT-1 wants its solid lifters adjusted and its Holley set up properly or it will not idle; a 454 that runs hot has a radiator, shroud or timing problem; and the low-compression engines are happy on modern fuel. Trailing-arm bushings, half-shaft U-joints and the four-piston calipers (weeping unless sleeved) are the usual mechanical work. Budget for the vacuum system, seals and brakes on any 1972 that has sat.
MORE: THE MARKET
FAQs
How many 1972 Corvettes were built?
Chevrolet built 27,004 Corvettes for 1972 at St. Louis, Missouri, 20,496 T-top Sport Coupes and 6,508 convertibles, up 5,203 on 1971. Of those, 3,913 had the 454 LS5 and 1,741 the LT-1, 20 of them ZR1s and about 240 with air conditioning; 14,543 had the Turbo Hydra-Matic, the first year a majority did, 17,011 had air conditioning and 23,794 power steering.
How much is a 1972 Corvette worth today?
In 2026, 1972 LT-1s sold for $44,000 to $50,000 at auction with dealers asking $44,900 to $79,900; LS5 454s sold for $23,100 to $55,000 with dealers asking $49,900 to $62,000; base cars sold for $20,000 to $24,500 as coupes and $31,500 to $40,500 as convertibles, with original automatic coupes offered from $25,000 and restomods at $35,000 to $87,000. The twenty 1972 ZR1s trade rarely; one sold for $159,500 at Mecum Indianapolis in May 2024.
What engines did the 1972 Corvette have?
Three, the fewest since 1956, all now rated in SAE net horsepower: the 350 small block at 200 hp (base) or 255 hp as the solid-lifter LT-1, and the 454 LS5 big block at 270 hp, which was not certified for sale in California. The LS6 and ZR2 were gone. The four-speed was standard in wide or close ratio, the Turbo Hydra-Matic was a no-cost option on everything but the LT-1 and went into 54 percent of cars, and the ZR1 package added the M22 heavy-duty gearbox to the LT-1 for the last time.
What colors did the 1972 Corvette come in?
Ten: Ontario Orange (4,891 cars), Elkhart Green (4,200), Targa Blue (3,198), Classic White (2,763), War Bonnet Yellow (2,550), Mille Miglia Red (2,478), Steel Cities Gray (2,346), Bryar Blue (1,617), Sunflower Yellow (1,543) and Pewter Silver (1,372), with black or white soft tops. Elkhart Green, Targa Blue, Bryar Blue and Pewter Silver were new. Interiors came in black, blue, red and saddle vinyl, with black or saddle leather in the custom interior, which went into nearly a third of the cars.
How much did the 1972 Corvette cost when new?
The Sport Coupe was $5,533.00 and the convertible $5,296.00, with the alarm, tinted glass, Positraction and the four-speed or Turbo Hydra-Matic included and the federal excise tax newly repealed. The LS5 454 added $294.90, the LT-1 $483.45 and the ZR1 package $1,010.05; power steering was $115.90, power brakes $47.40, air conditioning $464.50, the custom interior $158.00, the AM/FM radio $178.00 and the stereo $283.35. An LT-1 coupe with power brakes and steering came to about $6,180, and an air-conditioned LT-1 to about $6,645.
What changed on the 1972 Corvette?
Very little that shows: the fiber-optic lamp monitors were dropped and the console redesigned, the alarm became standard, three-point belts arrived and air conditioning became available on the LT-1. The LS6 and ZR2 were discontinued, the remaining three engines were rated in net horsepower (200, 255 and 270), the LS5 was withheld from California, and the VIN gained an engine code. The 1972 is the last year for chrome bumpers front and rear, the removable rear window, the bright egg-crate grille and fender grilles, and the LT-1 and ZR1.
Why is the 1972 Corvette called the last chrome-bumper Corvette?
Federal bumper rules took effect for 1973, and the Corvette met them with a body-colored urethane nose that year and a matching tail in 1974, so the 1972 is the last Corvette with chrome bumpers at both ends and the last with the 1968–72 Shark front end intact. It is also the last with the removable rear window, the chrome egg-crate grille and bright fender grilles, and the last solid-lifter LT-1 and ZR1. Collectors treat 1968–72 as the early C3 and price the 1972 accordingly, well above the 1973.
All The Research
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