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high-performance car department in 1957. Duntov's new project was the
Corvette SS with a magnesium body for the 24-hour Le Mans race. For preliminary testing of the car, the American counterpart, "12 hours of Sebring" was chosen. The difficulty was in the timing, since before the annual Sebring there were only 6 months left. According to rumors, in order to be in time, Duntov copied the frame for the new Corvette from the Mercedes 300SLR. To test the joint work of all the components, Duntov built a second car with a fiberglass body as a test mule. The results shown were positive, the team gained confidence in the victory. Later, the mule more than once proved its usefulness during the development and testing of new, improved versions. However, there was not enough time to fully test the racing Corvette. Therefore, having arrived in Sebring and joining the Corvette core team, SS pilot John Fitch still could not figure out the brake lock problem. The start of the race looked positive for the SS, but the problem with the brakes only intensified. By the end of the third lap, the pilot could no longer control the front axle of his car. After a quick tire change, Fitch continued to race, but already on the 23rd lap, the Corvette SS was forced to leave the track due to suspension and other mechanical problems. Despite the development setbacks of the SS, the new development of the Corvette attracted a lot of public attention, including setting a new lap record. But for Chevrolet, it became clear that with Le Mans would have to wait. Shortly after the race in Sebring, the situation for Duntov and his entire unit became more complicated.
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lightened and recessed into the body, and the headlights were hidden behind transparent plastic. However, aerodynamic lift tended to cause the Grand Sport's front axle to come off the ground at high speeds. To help alleviate windage, ventilation holes were added throughout the body: "gills" on the hood, openings behind the front and rear wheels, and even multiple openings at the headlights were introduced. According to the terms of the FIA GT races of those years, the wheels had to be "within the body", so the wheel arches were expanded, but barely passed according to the standards, since they also served to remove air from under the belly of the car, which gave its special shape. In order to use the oncoming airflow even more efficiently, near the rear window there were two air intakes (one from each side) that cooled the brakes. Also behind the rear window was an air intake. Lightening was further facilitated by the use of organic aviation glass. The wheels also became lighter, thanks to the magnesium alloy material employed. The result of all the work was a reduction in weight from the 3,199 lb (1,451 kg) of the standard model to 1,900 lb (862 kg) for the Grand Sport.
427:(AMA) issued a recommendation to refuse to participate in races. However, several accidents over the next couple of years and, according to unconfirmed reports, the intervention of the US government led to the signing of the "Gentleman's Agreement" in 1957. By joining AMA, GM, Ford and Chrysler refused to participate in organized car racing and motorsport of any kind, which led to the cessation of all explicit support for racing in Chevrolet. At the same time, almost none of the automakers stopped the development of sports cars. Many found loopholes: from the establishment of third-party engineering companies (SEDCO Co.), which issued instructions for improving production cars with detailed indication of the part numbers of the automaker and step-by-step instructions for the support of “individual enthusiasts” of individual racers, as well as the production of “especially durable / long-life parts” Ideal for turning production cars into sports cars (Pontiac). Arkus-Duntov could not stop the new agreement. At his insistence, the driver
465:(ACCUS), but the sanctioning body balked at homologating a car with only 5 of the required 100 copies having been built. The car showed controversial results, but after some adjustments and improvements it won first place in the ACC championship in 1963. Driving chassis #004 was Dick Thompson, who earned the nickname "Flying Dentist," because of his original work. The victory in ACC became known to the GM bosses, who asked Duntov to return all the cars and not participate in races. Having received the cars back, Duntov improved the cars with chassis #003, #004 and #005, adding air vents and installing wider 9.5 inch wheels. Due to these changes, traction has increased, and lateral acceleration has decreased from 1.9G to the optimal 1.1G. After all the changes, Arkus-Duntov decided to send the Grand Sport to compete with Shelby Cobra at the Nassau Trophy race (1954-1966) in the Bahamas. Officially, all three of the improved Grand Sports were on behalf of tycoon
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246:. Conceived by Duntov, the heads were designed by George Kudasch. The purpose of the overhead valve design was to cure the persistent overheating of the valve-in-block flathead V8. The flathead 'siamesed' the two center exhaust ports into a single tube, creating a large heat transfer from the hot gases to the coolant that was eliminated in the overhead valve design. The Ardun heads allowed significant increases in power output from the Ford V8. Ardun grew into a 300 employee engineering company with a name as revered as
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special lightweight
Corvette to race on international tracks against not only the Shelby Cobra and other GT cars, but also against racing prototypes from Ferrari, Ford and Porsche. The winning strategy was based on firstly making an aluminum version of the "small block" V8, equipped with special spark plugs (At 377 °C, its power was 550 hp. at 6400 rpm.) and secondly, an unprecedented decrease in vehicle weight.
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preparing to send them to the race in
Daytona. But General Motors entered into an agreement with Duntov on the termination of any races, since the risks of the division of the company reached a maximum level. All 5 cars were handed out to private individuals and could no longer continue the competition due to the stop of design work. In 2009, the last surviving #002 chassis was auctioned off for $ 4.9M.
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423:, which claimed the lives of 83 people, the attitude toward motor racing changed dramatically. Numerous protests forced many companies to withdraw from the race, the organizers to review the safety rules, and Mercedes, who was accused of causing an accident and decided not to participate in car racing until the 70s. Dissatisfaction gradually increased in America, which is why the American
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increase both the acceptance and the likelihood of success of the
Chevrolet V8 in this market. In 1957 Arkus-Duntov became Director of High Performance Vehicles at Chevrolet. After helping to introduce the small-block V8 engine to the Corvette in 1955, providing the car with much-needed power, he set about showcasing the engine by ascending Pike's Peak in 1956 in a
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market belonged to
General Motors, which greatly interested the Department of Justice. In the event that the company's market were to grow to 60%, the antimonopoly department had promised to break up General Motors. Fearing this, management hoped to reduce auto racing revenues. But the most famous achievement of Arkus-Duntov was yet to come.
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207:). He also began writing engineering papers in German motor publications. While in Berlin Duntov met the fourteen year old Elfriede "Elfi" Wolff, who was in the city to study ballet and acrobatic dance. The two kept in touch over several years while Elfi toured with dance troupes. She eventually settled in Paris as a dancer with the
173:– then Petrograd – Duntov's parents divorced and his mother's new partner, Josef Duntov, an electrical engineer, moved into the household. Even after the divorce, Jacques continued to live with the family, and out of respect for both men, Zora and younger brother Yura took on the hyphenated last name of Arkus-Duntov.
188:. His first motorized vehicle was a 350 cc motorcycle, which he rode at nearby racetracks as well as through the streets of Berlin. When his parents, fearing for his safety, insisted he trade the cycle in for an automobile, Duntov bought a cycle-fendered model from a short-lived German manufacturer called
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tycoon John Mecom and hid the remaining two in a
Chevrolet research garage. Before sending the cars with chassis numbers #003 and #004 to Texas, he handed them over for testing to two private racers: Chicago Chevrolet dealer Dick Doane and Grady Davis from Gulf Oil. Homologation papers were filed with the
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to which the retired Arkus-Duntov had been invited. After reviewing the extensive changes in the new design, Arkus-Duntov notably observed: "The engine is still in the front". Six weeks before his death, Arkus-Duntov was guest speaker at "Corvette: A Celebration of an
American Dream", an evening held
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became Chief
Engineer of the Corvette. Following his retirement Arkus-Duntov remained active in the Corvette community. A member of the Drag Racing Hall of Fame, the Chevrolet Legends of Performance, and the Automotive Hall of Fame, he took part in the rollout of the one millionth Corvette at Bowling
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News of the Grand Sport's development reached the board of
General Motors, and Duntov was ordered to close the project and destroy all the cars. The board feared that the antimonopoly department would require the company to be broken up. Duntov agreed to stop work, but handed over three cars to Texas
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changed the three main
Corvettes within 24 hours of Le Mans, each of which was equipped with an innovative 283-horsepower V8 fuel injected engine. Despite only achieving 10th place, it is important to note that the winners were the invincible Ferrari (6 places), Aston Martin (2 places) and Porsche (1
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over the design of the new C2 Corvette "Sting Ray" model. Mitchell designed the car with a long hood and a raised windsplit that ran the length of the roof and continued down the back on a pillar that bisected the rear window into right and left halves. Duntov felt that the elongated hood interfered
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They beat all competitors by 10 seconds. Both the Shelby Cobra, and even the Ferrari GTO were left behind. However, this was not the end of the Grand Sport program. Taking the previously unimproved chassis #001 and #002, Duntov removed the roofs making them roadsters to improve aerodynamics, and was
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Settling in Manhattan, in 1942 the two brothers established the Ardun Mechanical Corporation, the name a portmanteau of Arkus and Duntov. Ardun initially produced dies and punches for ammunition and later produced parts for aircraft. In 1947 the company introduced their own aluminum, overhead valve,
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A new ladder chassis with large diameter (4.5 in (114 mm)) tubular main rails was built. All body panels were of thin fiberglass with no gel coat, and the aluminum door handles were taken from an old Chevrolet pickup truck. Special attention was paid to aerodynamics. The door handles were
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In 1962 Ford officially withdrew from the AMA racing ban and soon after launched their "Total Performance" program, increasing factory participation in almost all major forms of motor racing. Right after Ford's declaration, Arkus-Duntov's Grand Sport program was approved. The intent was to create a
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Despite Duntov's work on the CERV I and CERV II and many mid-engine design studies, the idea of a mid-engine Corvette was not approved by GM management until 2019 with the announcement of the release of the eighth generation C8 Corvette. Rumors circulated that a high-performance version of the C8
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4-door hardtop), setting a stock car record. He took a Corvette to Daytona Beach the same year and hit a record-setting 150 mph (240 km/h) over the flying mile. He also developed the famous Duntov high-lift camshaft and helped bring fuel injection to the Corvette in 1957. He is credited
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Shortly after going to work for Chevrolet, Arkus-Duntov set the tone for what he was about to accomplish in a memo to his bosses. The document, "Thoughts Pertaining to Youth, Hot Rodders and Chevrolet", laid out Duntov's views on overcoming Ford's lead in use by customizers and racers, and how to
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In 1962, GM Corporate, under serious pressure from the US government, decided to discontinue support for motorsport. It was exactly the same contract as the AMA, concluded in 1957, but now GM had made policies mandatory for its brands. The reason was that by 1961, about 53% of the entire US car
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and his wife Eleanor noticed the achievements of the engineer. In 1952–53, Duntov acted as a Le Mans racer on the Allard J2X Le Mans and Allard JR models. In the same years, Carroll Shelby raced in Allard machines. Soon, Duntov was invited to join the Porsche team. He drove an 1100 cc
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The first sports Corvette was designed and constructed by Duntov in 1956, who built 3 copies. The SR1 and SR2 projects met with Harley Earl's approval, which led to Duntov's proposal to establish the Corvette racing team being accepted with his promotion to the post of director of the
290:. His goal was to improve and prepare the company's cars for the race "24 hours of Le Mans." It is noteworthy that some of them were Ford V8, on which Duntov applied, among other things, his old achievements. The owners and at the same time Allard racers
218:. When France surrendered, Duntov obtained exit visas from the Spanish consulate in Marseilles, not only for Elfi and himself, but for his brother and parents as well. Elfi, who was still living in Paris at the time, made a dramatic dash to
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with the driver's view of the road ahead, and the rear pillar obscured the driver's view rearwards. The split rear window was widely criticized, and a one-piece backlite was put in its place the next year.
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that it would be a pleasure to work on such a beautiful car; he also included a technical paper which proposed an analytical method of determining a car's top speed. Chevrolet was so impressed, engineer
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just ahead of the advancing Nazi troops. In the meantime, Duntov and Yura hid in a bordello. Five days later, Elfi met up with Duntov and his family and later they boarded a ship in Portugal bound for
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Russian family. His father, Yakov “Jacques” Arkus, was a mining engineer on contract in Belgium, and his mother, Rachel Kogan, was a medical student. After the family returned to their hometown of
1086: : accessed May 21, 2024), Zachar Arkus-Duntov, serial no. 3334, order no. 507-A, Draft Board 30, New York County, New York; citing National Archives at St. Louis; St. Louis, Missouri;
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250:, but the company later went out of business after some questionable financial decisions by a partner the Arkus-Duntov brothers had taken on. Arkus-Duntov attempted to qualify a
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Arkus-Duntov died in Detroit on April 21, 1996, and his ashes were entombed at the National Corvette Museum in Bowling Green, Kentucky. Pulitzer Prize winning columnist
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266:, but failed to make the race both years. At this time Zora Arkus-Duntov got an invitation from a British company, while his brother decided to go into finances.
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could be named the "Zora". On a pre-production camouflaged version, observers noted small stickers that resembled the profile of Zora Arkus-Duntov.
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earned him the nickname "Father of the Corvette." He is sometimes erroneously referred to as the inventor of the Corvette; that title belongs to
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racing. It had no front brakes and weak rear brakes. In 1934, Duntov graduated from Technische Hochschule Charlottenburg (known today as the
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WWII Draft Registration Cards For New York City, 10/16/1940 - 03/31/1947; Record Group: Records of the Selective Service System, 147
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invited him to come to Detroit. On May 1, 1953, Arkus-Duntov started at Chevrolet as an assistant staff engineer.
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in 1994. In a 2024 interview, Tadge Juechter recalled a mid-1990s onsite design review of the then upcoming
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Zora Arkus-Duntov Exhibition, Alexander Solzhenitsyn Center for Russian Émigrés, Moscow, May–June 2012,
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1462:"[PICS] Corvette Team Gives Nod to Zora Arkus-Duntov with Easter Egg Profile Graphics"
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wrote in his obituary that "if... you do not mourn his passing, you are not a good American."
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In 1927, the family moved to Berlin. While Duntov's early boyhood ambition was to become a
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The end of Grand Sport project did not stop Duntov, and in 1964 he began work on the
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Green in 1992. He drove the bulldozer at the ground breaking ceremonies for the
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211:. The two married in February 1939, just before the outbreak of World War II.
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1348:"The Story of Zora Arkus-Duntov, the Bad-Ass Who Made the Corvette an Icon"
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Soon he left the United States for England to do development work on the
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477:(CERV II) project. Duntov was made Chief Engineer for Corvette in 1967.
1078:"U.S., World War II Draft Cards Young Men, 1940-1947," digital images,
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1390:"RICK CONTI TALKS WITH CORVETTE CHIEF ENGINEER TADGE at NCM BASH 2024"
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with introducing the first mass-produced American car with four-wheel
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1510:"The International Drag Racing Hall of Fame – All Time Members List"
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Following the outbreak of the war first Yura, then Zora, joined the
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129:; December 25, 1909 – April 21, 1996) was a Russian and American
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place), which did not have official development restrictions.
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A conflict arose between Duntov and Chevrolet chief designer
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1322:"Zora Arkus-Duntov, 86, Who Made Corvette a Classic, Dies"
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Zora Arkus-Duntov: The Legend Behind Corvette (Chevrolet)
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hemispherical combustion chamber cylinder heads for the
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Thoughts Pertaining to Youth, Hot Rodders and Chevrolet
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Automobile Competition Committee for the United States
1551:"Champion of the Corvette, Feted in the Land He Left"
499:at the showrooms of Jack Cauley Chevrolet Detroit.
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1421:A Tribute to 1950s and Man Who Revved Up Corvettes
1441:Silvestro, Brian; Perkins, Chris (29 July 2019).
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1443:"Mid-Engine Corvette: Everything We Know"
475:Chevrolet Engineering Research Vehicle II
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165:, Belgium, on December 25, 1909, into a
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421:accident at the race at Le Mans in 1955
331:Duntov's signature on a Corvette bumper
1602:Belgian emigrants to the United States
1268:Zora Arkus-Duntov (16 December 1953).
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543:International Drag Racing Hall of Fame
161:Arkus-Duntov was born Zachar Arkus in
1153:"Harley Earl, Father of the Corvette"
549:National Corvette Museum Hall of Fame
180:driver, streetcars later gave way to
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1642:World Sportscar Championship drivers
1612:Technische Universität Berlin alumni
1516:. Don Garlits Museum of Drag Racing.
1294:. GM Heritage Center. Archived from
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564:Complete 24 Hours of Le Mans results
425:Automobile Manufacturers Association
149:four times and taking class wins in
1212:. Bentley Publishers. p. 416.
524:Pikes Peak hill climb record, 1955
485:Arkus-Duntov retired in 1975, and
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1627:Belgian people of Russian descent
1496:"Zora Arkus-Duntov Inducted 1991"
1320:Keith Bradsher (April 24, 1996),
323:Duntov and the Corvette Sting Ray
278:sports car, co-driving it at the
1460:Cornett, Keith (12 April 2019).
1346:Sherman, Don (31 October 2014).
1131:. New York: Bentley Publishers.
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1424:, Washington Post Writers Group
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1549:Burton, Jerry (22 June 2012).
1235:"Designer of Ardun Heads Dies"
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205:Technische Universität Berlin
99:Technische Universität Berlin
1682:Racing drivers from Brussels
1637:American automotive pioneers
1365:Daniel Strohl (March 2007),
1233:Tefft, Gary (7 April 2008).
1179:"Who Was Zora Arkus-Duntov?"
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1592:24 Hours of Le Mans drivers
387:1963 Split-window Corvette.
123:Zachary "Zora" Arkus-Duntov
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1532:, National Corvette Museum
1498:. Automotive Hall of Fame.
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35:"Father of the Corvette"
1466:www.corvetteblogger.com
1084:http://www.ancestry.com
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1292:"Arkus-Duntov, Zora"
1275:(Report). Chevrolet.
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1367:"Zora Arkus-Duntov"
280:24 Hours of Le Mans
147:24 Hours of Le Mans
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357:
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348:New York City
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299:RS Spyder at
298:
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292:Sydney Allard
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143:racing driver
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85:Resting place
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1607:Belgian Jews
1558:. Retrieved
1554:
1544:
1534:, retrieved
1528:
1522:
1513:
1504:
1490:
1480:
1474:
1465:
1455:
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1426:, retrieved
1420:
1416:Will, George
1410:
1398:. Retrieved
1393:
1384:
1374:, retrieved
1370:
1360:
1351:
1341:
1331:, retrieved
1325:
1300:. Retrieved
1296:the original
1263:
1255:
1247:
1238:
1228:
1209:
1182:
1173:
1161:. Retrieved
1156:
1147:
1128:
1087:
1080:Ancestry.com
1079:
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748:
677:Ray Merrick
634:J2X Le Mans
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127:Zachar Arkus
126:
122:
121:
71:(1996-04-21)
45:Zachar Arkus
1587:1996 deaths
1582:1909 births
1560:22 December
1514:garlits.com
997:Porsche 550
931:Porsche 550
785:Porsche 550
732:Porsche 550
577:Co-Drivers
509:George Will
400:Corvette SS
378:disc brakes
297:Porsche 550
252:Talbot-Lago
248:Offenhauser
193: [
186:automobiles
182:motorcycles
139:Harley Earl
1576:Categories
1536:2012-02-21
1428:2012-02-21
1376:2012-02-21
1333:2012-02-21
1302:6 November
1163:12 January
1066:References
860:Allard J2R
787:RS Spyder
768:Porsche KG
481:Retirement
419:After the
201:oval track
157:Early life
105:Occupation
51:1909-12-25
823:Race car
696:(Engine)
352:Chevrolet
244:V8 engine
178:streetcar
1208:(2014).
1054:See also
371:(a 1956
344:Corvette
341:Motorama
254:for the
228:New York
220:Bordeaux
163:Brussels
131:engineer
108:Engineer
1394:YouTube
992:Porsche
926:Porsche
817:Saison
714:Porsche
373:Bel Air
356:Ed Cole
301:Le Mans
286:and in
222:in her
1484:, SEMA
1400:20 May
1216:
1135:
855:Allard
681:Allard
665:Allard
632:Allard
617:Allard
583:Class
551:, 1998
545:, 1994
539:, 1991
276:Allard
270:Allard
167:Jewish
125:(born
113:Spouse
79:, U.S.
1273:(PDF)
820:Team
798:13th
745:14th
615:S.H.
595:Class
586:Laps
574:Team
571:Year
503:Death
234:Ardun
197:]
1562:2012
1402:2024
1304:2019
1214:ISBN
1165:2016
1133:ISBN
987:1955
921:1954
850:1953
795:245
792:1.1
756:1955
742:216
739:1.1
702:1954
688:8.0
683:J2R
653:1953
639:8.0
604:1952
597:Pos.
590:Pos.
580:Car
531:SEMA
309:1955
307:and
305:1954
288:1953
284:1952
264:1947
262:and
260:1946
184:and
66:Died
41:Born
1041:13
1027:ITA
1017:FRA
1012:ITA
1007:USA
1002:ARG
975:14
961:MEX
951:FRA
946:ITA
941:USA
936:ARG
906:DNF
895:MEX
885:DEU
880:BEL
875:FRA
870:ITA
865:USA
802:1st
749:1st
716:KG
694:DNF
691:65
645:DNF
303:in
282:in
258:in
190:Bob
1578::
1553:.
1512:.
1464:.
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1392:.
1369:,
1350:.
1324:,
1312:^
1281:^
1254:,
1237:.
1191:^
1181:.
1155:.
1095:^
1022:UK
956:UK
890:UK
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224:MG
195:de
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1082:(
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53:)
49:(
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
