Available in two-door hatchback, notchback, wagon, and sedan delivery body styles, all models were powered by an inline four-cylinder engine designed specifically for the Vega, with a lightweight aluminum alloy cylinder block.

[13] A GM design team was set up, headed by James G. Musser Jr., who had helped develop the Chevy II, the Camaro, the Chevrolet small-block V8 engines, and the Turbo-Hydramatic transmission.

In December 1968, hatchback, wagon, and panel delivery styles were added; also floor-level ventilation, and an optional performance engine ("L-11" two-barrel) which, predicted as 20% of production, accounted for 75%.

New options included BR70-13 white-stripe steel-belted radial tires, full wheel covers, and body side molding with black rubber insert.

Two new models were introduced mid-year: the estate wagon with simulated wood grain side and rear accents, and the LX notchback with vinyl roof finish.

New options included power brakes, tilt steering wheel, BR78-13B steel-belted radial tires, and special custom cloth interior for the hatchback and Kammback.

[28][29][30] New options included BorgWarner five-speed manual overdrive transmission and houndstooth seat trim named "sport cloth" at an additional $18.

[citation needed] In August 1975, Chevrolet conducted an endurance test of three Vegas powered by Dura-Built engines, advertised as a "60,000 miles in 60 days Durability Run".

With the sole failure a broken timing belt, Vega project engineer Bernie Ernest said GM felt "very comfortable with the warranty.

The Chevrolet engine group then designed an aluminum crossflow cylinder head with single central overhead camshaft, "hemi" combustion chambers, and big valves.

The General Motors Rotary Combustion Engine (GMRCE) had two rotors displacing 206 cu in (3,376 cc), twin distributors and coils, and an aluminum housing.

His successor Pete Estes showed little interest in the engine and GM, citing poor fuel economy, postponed production pending further development.

General Motors and Southern Pacific designed "Vert-A-Pac" rail cars to hold 30 Vegas each, compared with conventional tri-level autoracks which held 18.

The Vega was delivered topped with fluids, ready to drive to dealerships, so the engine was baffled to prevent oil entering the number one cylinder; the battery filler caps were positioned high on the rear edge of the casing to prevent acid spills; a tube drained fuel from the carburetor to the vapor canister; and the windshield washer bottle stood at 45 degrees.

[13] In Comeback:The Fall & Rise of the American Automobile Industry, the authors write: "In 1972, GM issued three mass recalls, the largest covering 500,000 Vegas, to fix defective axles, balky throttles and problems that caused fires.

[53][54] The second recall in early summer 1972, Chevrolet campaign number 72-C-07, involved 350,000 vehicles equipped with the standard engine and single-barrel carburetor.

It concerned a perceived risk that a component in the emission-control system (idle stop solenoid bracket) might fall into the throttle linkage, jamming it open.

[59] According to an article in Popular Mechanics, "When the engine got hot, which wasn't uncommon, the cylinders distorted and the piston rings wore off the exposed silica that was meant to provide a tough wall surface.

Consequent overheating distorted the open-deck block, allowing antifreeze to seep past the head gasket, which caused piston scuffing inside the cylinders.

GM engineer Fred Kneisler maintains that too much emphasis had been put on overheating problems, the real culprits being brittle valve stem seals and too-thin piston plating.

[citation needed] However, there was a process failure during the vat treatment stage because a trapped air pocket prevented the anti-rust coating from reaching a gap between the Vegas’ front fenders and cowl.

Under normal driving conditions, this allowed moist debris and salt to build up and rust the untreated steel on early Vegas because they had no protective liners.

It sometimes seized the front suspension cam bolts, preventing alignment work, necessitating removal with a cutting torch and replacement by all-new parts.

[67] Favorable reviews at launch included Motor Trend which in 1970 described the Vega as enjoyable, functional, comfortable, with good handling, and ride;[21] Road and Track who praised its visibility, freeway cruising and economy.

[83] Joe Sherman's 1993 book In the Rings of Saturn said that "by its third recall, ninety-five percent of all Vegas manufactured before May 1972 had critical safety flaws", and that the model's "checkered history only reinforced the belief that GM made inferior small cars.

"[84] Motor Trend said in its September 1999 50th Anniversary Issue: "The Vega seemed well placed to set the standard for subcompacts in the 70s, but it was troubled by one of the most vulnerable Achilles heels in modern automotive history: an alloy four-cylinder engine block that self-destructed all too easily, and all too often.

"[5] In 2010, after driving a preserved, original '73 Vega GT, Frank Markus of Motor Trend Classic said, "After a few gentle miles, I begin to understand how this car won its awards and comparison tests.

"[91] In 2013, Frank Markus of Motor Trend Classic said, "Overblown—The China Syndrome might have over hyped the TMI (Three-Mile Island) incident as bad press might have exaggerated the Vega's woes.

0, driven by Bedard, "outran every single Opel, Colt, Pinto, Datsun, Toyota and Subaru on the starting grid [...] It had done the job – this Vega GT faced off against 31 other well-driven showroom stocks and it had finished first.

[citation needed] Bedard said, "Five laps from the end I discovered that once the tank drops below a quarter full, the fuel wouldn't pick up in the right turns.