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User:Kumboloi/sandbox/Zora Arkus-Duntov

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Zora Arkus-Duntov
Born
Zachary Arkuss

(1909-12-25)December 25, 1909
Brussels, Belgium
Died(1996-04-21)April 21, 1996 (aged 86)
Grosse Pointe, Michigan, U.S.
Resting placeNational Corvette Museum Bowling Green, Kentucky
Alma materCharlottenburg Technological University
OccupationEngineer
SpouseElfi Arkus-Duntov

Zora Arkus-Duntov (December 25, 1909 – April 21, 1996) was a Belgian-born Russian engineer. He is best known for his extensive work developing and promoting the Chevrolet Corvette during his career at General Motors (GM). His efforts earned him such nicknames as "the Father of the Corvette" (also applied to Harley Earl)[1]: 6 [2], "Mr. Corvette" (also used for Dick Guldstrand)[3][4], and "the Godfather of the Corvette".[5][6]

Duntov was also a professional racing driver, appearing at the 24 Hours of Le Mans four times and taking a class win in 1954.[1] Duntov emigrated to the United States during World War II.

Early life edit

Belgium edit

Duntov was born Zachary Yakovlevich Arkuss in Brussels, Belgium on December 25, 1909.[7][8][9] His parents were both Russian-born Jews.[1] His father Yakov “Jacques” Arkus was a mining engineer and his mother Rachel Kogan was a member of the intelligentsia and, while in Brussels, a student of botany and biology.[10][5]

Russia edit

After the family returned to their hometown of Saint Petersburg, Duntov's parents divorced and his mother's new partner, Iosif "Josef" Duntov, an electrical engineer, moved into the household while Jacques continued to live with the family.[11] Both Zora and younger brother Yura later adopted the hyphenated last name of Arkus-Duntov.[1]

At seven years of age, Duntov witnessed the February 1917 Bolshevik revolution in Russia. His mother joined the movement and eventually became a member of the government.

At 10 years old Duntov began carrying a Smith & Wesson revolver, which he used to protect the food rations he was responsible for picking up for his family, and once to persuade a reluctant doctor to make a house call on his ailing mother.[12]: 36 [5]

As a boy Duntov was fascinated by any kind of motorized transport, including trains.[13] His first love, though, was motorcycles.[10] When young he planned to build his own. At 13 Duntov had saved enough money from his chauffeur's assistant job to buy an engine for his own motorcycle, but his father made him return it.[14]: 106 

At 14 Duntov conceived a plan to built an propeller-driven snow vehicle. He visited a nearby Russian Air Force Officers school and convinced them to supply him with two American Hall-Scott inline-six engines.[14][11] By the time the sleds were completed, it was May and there was no ice on the river, so Duntov decided to convert the sleds to boats, but by the time the conversion was done, the river was iced over.

While still too young to qualify, he gained admission to the Leningrad Electro-Technical Institute by baffling the admissions committee with claims that being born in Belgium under the Julian calendar meant that he was one year older under the Gregorian calendar.[11]

Germany edit

In 1926, Josef was transferred to Berlin, and Rachel moved with him.[1] Zora remained behind in St. Petersburg until 1927, when he was granted permission to leave Russia.

After moving to Berlin Duntov worked for a time as a streetcar driver.[5]

In the fall of 1927 Duntov enrolled in the Technische Universität Darmstadt (Technical University of Darmstadt) in the state of Hesse.[1] His field of study was electrical engineering. His curriculum included an internship at Allgemeine Elektrizitäts-Gesellschaft AG (AEG) back in Berlin. While in Berlin, he took a job at a motorcycle shop. There he met Bernd Rosemeyer, who encouraged him to buy a motorcycle of his own.

Duntov's first motorized vehicle was a 350 cc Diamant motorcycle[1], 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 Bob [de]. The Bob was set up for oval track racing, and had only weak rear brakes and no front brakes at all.[1] The Bob would later be replaced by a 1922 Type 30 Bugatti.[1]: 14 

While driving the Bob, Duntov met Asia Owzarow, the banker scion of a wealthy Jewish family from Ukraine. Owzarow had changed his last name to Orley, but to conceal his racing activities from his parents he raced under the nom de course of Alexander Todd. Orley drove MGs, which Duntov would periodically take a turn in.

Duntov changed universities, withdrawing from Darmstadt and enrolling at the Charlottenburg Technological University, later known as the Technical University of Berlin.[1]: 9  He also changed his field of study to mechanical engineering.

While still a student Duntov authored a paper on supercharging that was published the May 1934 issue of Motor und Sport magazine, later renamed Auto Motor und Sport.[1]: 10  That article led to his being contacted by Victor Derbuel, and hired to design two superchargers that went into production and were sold as "VD" units for small displacement cars.[14]: 109 

In June 1934, Duntov graduated from Charlottenburg with a degree in mechanical engineering.

He was soon working as the chief of design for the Belgian company La Mondiale. This company built motorcycles until they were unable to deliver product that had been ordered. They then switched to building machine tools, and had Duntov design a new lathe for them.[14]: 109 

Duntov was hired by Rinne Motoren Gesellschaft, a manufacturer of motorized delivery tricycles.[1]: 10  His assignment was to design a new four-wheeled truck-like vehicle.[11] Duntov mounted the engine transversely and tied it into the earlier tricycle's transmission using an inventive clutch mechanism.[1] The design went into production as the Primus road tractor.

While in Berlin Duntov met fourteen year old Elfriede "Elfi" Wolff, a native of the city, who was studying ballet and acrobatic dance.[14]: 109  The two eventually began a relationship that continued over several years while Elfi toured with dance troupes and then settled in Paris as a dancer with the Folies Bergère.[1]

Prompted by the developing situation in Germany, Orley moved to France. Duntov continued to help his racing efforts, commuting from Germany to France.

France edit

In 1936 Duntov received a job offer from the French firm Société des Locomotives Diesel, also called Locomotive Marchak.[14]: 109  The company was part of a trio of firms that wanted to reduce their dependency on German suppliers, and hired Duntov to design a new diesel engine for them. This also gave Duntov a chance to move closer to Josef and Rachel, who had moved to Paris by then.

Duntov and Orley began to make plans to built a racing car of their own.[1]: 20–22  The two purchased a used Talbot racer to serve as the basis of a new car that would showcase Duntov's expertise in forced induction. The goal was to have the car, named the "Arkus", ready to appear in the 1935 Grand Prix Picardie. Doing all of their own fabricating and development the team completed a heavily modified supercharged engines and mounted it in the car before ongoing setbacks eventually scuttled the project and the car was sold to the mechanic assisting them and the two focused their attention on Orley's racing MGs.

Zora and Elfi married in Paris on 11 February 1939, just before the outbreak of World War II.[12]: 37 

To make extra money, Duntov began smuggling gold from France, where it was legal to own, into Belgium, where it not.[15] Duntov hid gold coins in the hollowed-out kingpins of a Flathead V8 Ford borrowed from Orley.[16]: 7  Duntov recounts how impressed he was with the Ford's performance, but thought that it would benefit from a more modern cylinder head, and made a mental note to do something with this engine later.

When World War II broke out, Yura enlisted in the French Air Force, and Zora joined shortly after, being trained as a tail-gunner. Before Duntov saw active duty, France surrendered to Germany, and the Duntovs began preparing to leave France.

After Vichy France signed an armistice with Nazi Germany, Elfi made a dramatic dash from Paris to Mérignac in Bordeaux where both Zora and Yura were stationed. Driving her MG just ahead of the advancing Nazi troops, and relying on help from strangers and Allied troops, Elfi made it to Mérignac in four days, where she rendezvoused with the Duntov brothers. The trio then made their way to Marseille, where they hid in a bordello. The Spanish consul in the city provided them with visas. Elfi's MG, a racing J2 Midget, was sold to pay for train passage.[17]: 37  The group went first to Madrid and then on to Lisbon, where they reunited with Josef and Rachel. The group left Lisbon aboard a ship called the Nyassa bound for the United States.[1][12]: 38  They arrived in Hoboken, New Jersey on 4 December 1940.

Ardun edit

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.[14]: 111  During the war the company began development of an overhead valve cylinder head conversion for the Ford flathead V8 engine.[18] The flathead suffered persistent overheating, especially in applications where it was run for extended periods of time under heavy loads, such as in a truck. The Ardun cylinder heads were conceived by Duntov and designed by George Kudasch.[19] They were made of aluminum, and had hemispherical combustion chambers. A version of the Ardun OHV head for the original flathead was introduced in 1947, while another version for the smaller V8/60 flathead was introduced later. Ardun, which by 1952 was renamed the Ardun Engine Company, grew into a 300 employee engineering company. It later went out of business due to financial decisions made by a partner of the Duntov brothers.[1]

Allard edit

After Ardun was wound down, Yura eventually left engineering to go to into finance. Around this time Zora and Elfi separated, with Elfi pursuing her dancing career on Broadway in New York and with the June Taylor Dancers in Florida.[20]

Duntov received an offer from Sydney Allard to come to England and work on preparing Allard cars for the 24 Hours of Le Mans. Both Sydney and his wife Eleanor were also racing drivers, and were acquainted with Duntov's work both on and off the track.

At this time Allard would send engineless cars to the United States, where many received Cadillac V8 power.[8] Import restrictions made getting American engines into England difficult, so cars for the domestic market used the locally-available Ford V8/60 flathead engine, but owners of these engines experienced troubles such as overheating. Allard may have also tapped Duntov's knowledge of American V8 engines and previous work on the Ardun heads, which had originally been cast in England.[21][16]

Duntov's main work was on the J2 model. He made changes to the chassis and suspension.[8][14]: 204  When the work was completed, he returned to the United States in the fall of 1952.[13]: 38 

Even though he had left the employ of Allard, Duntov would honor a promise made to race the cars, co-driving Allards at the 24 Hours of Le Mans in 1952 and in 1953.[1]

General Motors edit

 
Duntov's signature on a Corvette bumper

In 1953, while working for the Fairchild Aircraft company, Duntov saw the EX-122 Corvette prototype at the GM Motorama show at the Waldorf Astoria hotel in New York City.[11] He found the car visually appealing, but was disappointed with its mechanical underpinnings. He wrote Chevrolet chief engineer Ed Cole that it would be a pleasure to work on such a beautiful car, and included a technical paper which proposed an analytical method of determining a car's top speed. Chevrolet engineer Maurice Olley invited Duntov to come to Detroit. On May 1, 1953, Arkus-Duntov started at Chevrolet as an assistant staff engineer.[1]

When Duntov went to France to drive the Allard cars as he had promised, this put his job at GM in jeopardy. Duntov managed to assuage these concerns by writing an analysis of the Le Mans cars for the benefit of his new employer. Duntov was, however, restricted to non-performance, non-Corvette projects for his first few years at GM.

Duntov drove Porsche 550 Spyders for the German automaker at Le Mans in 1954 and 1955. He later did consulting work for them.[22][23] His analysis is responsible for the addition of standard front anti-roll bars to Porsche's 356 models.[24]

On December 16, 1953, Arkus-Duntov wrote 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 increase both the acceptance and the likelihood of success of the Chevrolet V8 in this market.[25] In 1957 Arkus-Duntov became Director of High Performance Vehicles at Chevrolet.[26] 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 pre-production car (a 1956 Bel Air 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.[citation needed] He also developed the famous Duntov high-lift camshaft and helped bring fuel injection to the Corvette in 1957.[1] He is credited with introducing the first mass-produced American car with four-wheel disc brakes.[15]

On October 15, 1954 Duntov composed another internal memo that has become known as "The letter that saved the Corvette".[27] In an organization oriented to selling large numbers of general-use cars, the volume of Corvettes sold was considered a failure, and there were people within GM that wanted to cancel the model. Duntov's memor is regarded as having saved the Corvette from being discontinued.

 
1963 Split-window Corvette.

A conflict arose between Duntov and Chevrolet chief designer Bill Mitchell over the design of the new C2 Corvette "Sting Ray" model.[14]: 360, 361  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 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.[14]: 384, 385 

Corvette SS edit

Main article: Chevrolet Corvette SS

In 1956 three modified Corvettes called "SR"s raced at Sebring.[28] Later three other racing Corvettes called "SR-2"s were also built; two with racing-ready chassis and one in street trim. Although these cars received modified engines and bodywork, the SR and SR-2 cars were still based on production chassis and running gear.

The first purpose-built sports-racing Corvette debuted in 1957, and was called the Corvette SS. The ultimate goal, with backing from Harley Earl and Ed Cole, was to build a car to race at the 24 Hours of Le Mans.[29][30] Corporate approval to prepare two cars to race at Sebring in 1957 was granted in August 1956, leaving just six months development time.[31][32]: 54  GM designer Clare MacKichan headed up the team designing the bodywork.[33][34]: 74  Engineering of the chassis, powertrain and running gear was assigned to Duntov.[33]

To speed development, a Mercedes-Benz 300 SL was obtained and stripped to the chassis, which was then cut and modified to accept a small-block Chevrolet V8 drivetrain and a de Dion tube rear suspension of Duntov's design.[35]: 27, 28 [17]: 49–53  This first chassis then received a fiberglass body to make it a development car nicknamed the "mule". All subsequent SS chassis used the mule's as a template.[36][37]

For the car's appearance at Sebring in 1957, John Fitch and Piero Taruffi stepped in as drivers when Duntov's original choices backed out.[36] In pre-race trials, Fitch discovered that the bodywork of the full-spec SS, which was of magnesium, allowed excessive heat into the cockpit of the car that the fiberglass body of the mule had blocked. He also encountered problems with the car's complicated drum braking system.

For the main race the SS started in the number one position. After the third lap driver Fitch pitted to have the two front tires, flat-spotted during his pre-race testing, replaced. Fitch pitted again due to electrical problems, then finally retired after 23 laps when the bushings tying the rear lower trailing arms to the chassis split.[38] The SS would not race competitively again.

At the 1955 24 Hours of Le Mans, on 11–12 June, an accident resulted in the death of 83 persons. On 25 February 1956 Daytona riot, safety concerns from government.[39][40] An accident at the 1957 Mille Miglia on 11–12 May resulted in 11 dead, and 20 injured.[41][42]

With these accidents and the resulting public backlash as a backdrop, in April 1957 the Automobile Manufacturers Association (AMA) voted to enact a ban on motor racing and racing-related advertising for all of its member companies, which included GM. The ban went into effect on 1 June, and GM accordingly withdrew the SS from further racing.[43][44] For 1958 the Fédération Internationale de l'Automobile (FIA) reduced the maximum displacement limit to 3.0 liters for sports cars, effectively disqualifying the Corvette SS from any future European events.[45]

CERV I edit

Main article: Chevrolet Engineering Research Vehicle

The CERV I.

Corvette Grand Sport edit

Main article: Corvette Grand Sport

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 goal was to create a special Corvette to race on international tracks against not only the Shelby Cobra and other GT cars, but against racing prototypes from the likes of Ferrari and Porsche as well. The 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.

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. Special attention was paid to aerodynamics. The headlights were hidden behind transparent plastic. 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.

 
Chevrolet Grand Sport 1963

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 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 Automobile Competition Committee for the United States (ACCUS), but the sanctioning body balked at homologating a car with only 5 of the required 100 copies having been built.[14] 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 off-track career. 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 John Mecom Jr.. 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 preparing to send them to the race in Daytona.

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 has made policies mandatory for its brands.

SEDCO Black Widow, 1962 government pressure. 53% of sales. Break up the company?[46]

Robert Kennedy antitrust, 1961. Pontiac Super Duty. GM reasserts racing ban.[47]

The reason was that by 1961, about 53% of the entire US car market belonged to General Motors, which greatly interested the Department of Justice. In the event the company’s market grows to 60%, the antimonopoly department has promised to close General Motors. Fearing this, management hoped to reduce auto racing revenues. These circumstances delayed the launch of a mid-engined Corvette for 60 years. But the most famous achievement of Arkus-Duntov was yet to come.

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.

In 1964, after the Grand Sport project ended, Duntov began building the CERV II.

Duntov was officially made Chief Engineer for Corvette in 1967.[48]

CERV II edit

Construction of the CERV II did not begin until after the cancellation of the Grand Sport Corvette.

CERV II after Corvette Grand Sport.

Mid-engine Corvette prototypes edit

XP-882, XP-88?

Other projects edit

Over the course of his career at GM, Duntov personally developed or was involved in the development of several other technical changes and features of the Corvette. Among them were:

Astronauts Corvette program.[52]

Retirement edit

Arkus-Duntov retired in 1975, and Dave McLellan became Chief Engineer of the Corvette. Even after his retirement Arkus-Duntov remained active in the Corvette community. A member of the Society of Automotive Engineers, 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 Green in 1992. He drove the bulldozer at the ground breaking ceremonies for the National Corvette Museum in 1994.[53] Six weeks before his death, Arkus-Duntov was guest speaker at "Corvette: A Celebration of an American Dream", an evening held in the showrooms of Jack Cauley Chevrolet Detroit.[1]

Duntov offered engineering consulting services to different companies, and thereby became involved with American Custom Industries (ACI).[54] ACI was a manufacturer of fiberglass parts, having worked on the earlier Greenwood Corvette body modifications. Duntov and ACI partnered in developing a customized Corvette model that showcased ACI's manufacturing abilities and performance enhancements developed with Duntov's assistance. The car was called the ACI Duntov Turbo Corvette.[55] The turbocharged engine did not increase performance significantly over the naturally-aspirated unit, but did create problems with heat in the engine compartment. The package added $12,000 to the cost of the car. Sales were slow, and production stopped short of the original goal of 200 cars.

A licensed pilot, Duntov continued to fly his own Rockwell Commander 112.[56][57]

He also began modifying a single-seat Bede BD-5 airplane by installing a larger engine with the goal of setting a speed record for small propeller-driven aircraft.[15][56]

Death edit

Arkus-Duntov died in Grosse Pointe, Michigan on April 21, 1996.[15] His ashes were entombed at the National Corvette Museum in Bowling Green, Kentucky. Pulitzer Prize winning columnist George Will wrote in his obituary that "if... you do not mourn his passing, you are not a good American."[58]

Despite Duntov's long advocacy, as well as construction of the CERV I, CERV II, and several other design studies, the mid-engine Corvette was not realized until 2019 when the eighth generation C8 Corvette was announced. Rumors circulated that a high-performance version of the C8 could be named the "Zora".[59] On a pre-production camouflaged version, observers noted small stickers bearing the profile of Zora Arkus-Duntov.[60]

In 2007, eleven years after Zora Arkus-Duntov's death, the Duntov Motor Company was founded. The company builds Grand Sport Corvette replicas, and prepares and services classic racing Corvettes. Permission to use the name was granted by Elfi Duntov.[61]

Honors and awards edit

Racing career edit

Arkus-Duntov attempted to qualify a Talbot-Lago for the Indianapolis 500 in 1946 and 1947, but failed to make the race either year.[69]

In 1949 Duntov drove a J2 Allard powered by an Ardun OHV conversion at Watkins Glen. He did not finish. The next year he placed 30th at Palm Beach.

In 1952 and 1953, while already working for GM, Duntov appeared at Le Mans, first in an Allard J2X Le Mans and then in an Allard JR.

For the next two years Duntov was invited to join the Porsche team. He drove an 1100 cc Porsche 550 RS Spyder at Le Mans in 1954 and 1955, taking a class win in 1954.[1]

Racing record edit

Le Mans Results edit

Year Team Co-Drivers Car Class Laps Pos. Class Pos.
1952   United Kingdom S. H. Allard   United Kingdom Frank Curtis Allard J2X S 8.0 DNF DNF
1953   United Kingdom Allard Motor Company   United Kingdom Ray Merrick Allard J2R S 8.0 65 DNF DNF
1954   Germany Porsche KG   France Gonzague Olivier Porsche 550/4 RS 1500 Spyder S 1.1 216 14th 1st
1955   Germany Porsche KG   France Auguste Veuillet Porsche 550/4 Spyder S 1.1 245 13th

World Sportscar Championship results edit

Season Team Race car 1 2 3 4 5 6 7
1953 Allard Allard J2R USA ITA FRA BEL DEU UK MEX
DNF
1954 Porsche Porsche 550 ARG USA ITA FRA UK MEX
14
1955 Porsche Porsche 550 ARG USA ITA FRA UK ITA
13

See also edit

References edit

  1. ^ a b c d e f g h i j k l m n o p q r s t u v Burton, Jerry (2002). Zora Arkus-Duntov: The Legend Behind Corvette (Chevrolet). New York: Bentley Publishers. ISBN 0-8376-0858-9.
  2. ^ "Harley Earl, Father of the Corvette". corvetteactioncenter. The Torque Network, LLC. Retrieved 12 January 2016.
  3. ^ Norbye, Jan P. (31 December 1969). "1963 Chevrolet Corvette Sting Ray Coupé". www.caranddriver.com.
  4. ^ Shea, Terry (February 2012). "Mr. Corvette". www.hemmings.com.
  5. ^ a b c d "Who Was Zora Arkus-Duntov?". revslibrary.omeka.net.
  6. ^ Teeters, K. Scott (6 February 2018). "Founding Fathers Part 4: Corvette Godfather, Zora Arkus-Duntov". www.superchevy.com.
  7. ^ Reed, Elizabeth (11 March 2006). "Zora Arkus Duntov". www.findagrave.com.
  8. ^ a b c Oliveira, Marco Antônio (15 June 2011). "MAIS HEMI: ARDUN-FORD, CHRYSLER E EMI-SUL" [MORE HEMI: ARDUN-FORD, CHRYSLER AND EMI-SUL]. www.autoentusiastasclassic.com.br (in Portuguese).
  9. ^ Sherman, Don (16 July 2015). "The Story of the Badass Who Made the Corvette an Icon". www.roadandtrack.com.
  10. ^ a b Walker, Donna (5 September 1991). "Pointer of Interest — Zora Arkus-Duntov" (pdf). Grosse Pointe News.
  11. ^ a b c d e Phinizy, Coles (4 December 1972). "The Marque of Zora". Sports Illustrated.
  12. ^ a b c Ingrassia, Paul (14 May 2013). Engines of Change: A History of the American Dream in Fifteen Cars. Simon & Schuster. ISBN 978-1451640649.
  13. ^ a b McFarland, Jim (September 1967). "A Man And His Legend" (PDF). Hot Rod. pp. 36–39.
  14. ^ a b c d e f g h i j k Ludvigsen, Karl (2014). Corvette - America's Star Spangled Sports Car. Bentley Publishers. p. 416. ISBN 978-0-8376-1659-9.
  15. ^ a b c d Bradsher, Keith (April 24, 1996). "Zora Arkus-Duntov, 86, Who Made Corvette a Classic, Dies". New York times.
  16. ^ a b Butler, E. Dean (September–November 1996). "In Memory of Zora..." (PDF). The Allard Register.{{cite magazine}}: CS1 maint: date format (link)
  17. ^ a b Brock, Peter (2013). Corvette Sting Ray — Genesis of an American Icon. Henderson, NV: Brock Racing Enterprises LLC. ISBN 978-0-9895372-1-6.
  18. ^ "New Truck Engine Nears Production". New York Times. 18 August 1947.
  19. ^ Tefft, Gary (7 April 2008). "Designer of Ardun Heads Dies". www.hotrod.com.
  20. ^ Burton, Jerry (22 June 2012). "Champion of the Corvette, Feted in the Land He Left". www.nytimes.com.
  21. ^ Leffingwell, Randy (9 December 2012). "Excerpt 'Corvette Sixty Years'". New York Times.
  22. ^ Szymkowski, Sean (27 June 2017). "Zora Arkus-Duntov Held Close Ties With Porsche, Despite Being Father Of The Corvette". gmauthority.com.
  23. ^ Burton, Jerry (19 June 2017). "Zora Arkus-Duntov, aka Mr. Corvette, had close ties to Porsche too". www.hagerty.com.
  24. ^ Havermans, Tim (15 February 2006). "Zora Arkus Duntov". www.loveforporsche.com.
  25. ^ Zora Arkus-Duntov (16 December 1953). Thoughts Pertaining to Youth, Hot Rodders and Chevrolet (pdf) (Report). Chevrolet. {{cite report}}: Cite has empty unknown parameter: |authors= (help)
  26. ^ a b c "Arkus-Duntov, Zora". GM Heritage Center. Archived from the original on 4 January 2013. Retrieved 6 November 2019.
  27. ^ "The Letter That Saved The Corvette!" (pdf). Indian River Corvette Gazette. Vol. 7, no. 3. The Indian River Corvette Club. March 2007. pp. 3, 4.
  28. ^ Temple, Steve (18 February 2015). "1956 Chevrolet Corvette SR-2 – Lineage". www.superchevy.com.
  29. ^ "Greatest Moments in Chevrolet Racing History". media.gm.com. 10 October 2011.
  30. ^ Breeze, Joe (14 November 2011). "Classic Concepts: 1959 Chevrolet Corvette Stingray". www.classicdriver.com.
  31. ^ Ross, Scott (12 August 2010). "Found! Factory '57 Corvette Race Car". www.superchevy.com.
  32. ^ Mueller, Mike (23 January 2012). The Complete Book of Corvette: Every Model Since 1953. Motorbooks. ISBN 978-0760341407.
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Further reading edit

  • "DUNTOV — THE MAN BEHIND THE CORVETTE". Vette Special Issue. The editors of Vette magazine. 1996.



Category:1909 births Category:1996 deaths Category:American automotive engineers Category:24 Hours of Le Mans drivers Category:General Motors former executives Category:Russian emigrants to the United States Category:Russian Jews Category:Belgian emigrants to the United States Category:Belgian Jews Category:Technical University of Berlin alumni Category:American people of Belgian-Jewish descent Category:American people of Russian-Jewish descent Category:Belgian people of Russian descent Category:Jewish engineers Category:American automotive pioneers Category:World Sportscar Championship drivers Category:Chevrolet Corvette Category:20th-century American engineers Category:General Motors people Category:American racing drivers Category:Belgian racing drivers

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