For many Corvette enthusiasts, 1972 marks the end of an age: This was the final year of chrome bumpers on America’s Sports Car.

Introduced in 1968, the third-generation C3 Corvette enjoyed a long and eventful life, remaining in production all the way through 1982. And while the C3 saw constant changes through the years, for many Corvette enthusiasts the 1972 model year marks the end of an era: This was the last Corvette with traditional chrome bumpers front and rear.

For 1973, a flexible urethane nose painted in body color took the place of the thin chrome blade, and one year later in ’74 a flexible tail was added to the rear. Both changes, of course, were in response to U.S. government impact standards. Across the Motor City, all makes and models were sporting a new look to meet the 5 mph bumper regulations. But for 1972, anyway, the Corvette was much the same car as in 1971—with a number of developments that are worth noting.

Engine choices were streamlined down to three for ’72. The base L48 350 cubic-inch V8 was now rated at 200 net horsepower, while the LT1 high-performance V8 with solid lifters and Holley carburetor was downrated from 330 hp to 255 hp. There was a single big-block offered, the LS5 with 454 cubes and 270 hp (not available in California). Transmission choices were limited to two: the Turbo-Hydramatic and a wide-ratio four speed manual. The majority of Corvette buyers opted for the three-speed automatic—a throwback, one might say, to the Powerglide Corvettes of the early years.

The 1972 model year was also the last for two novel C3 features introduced in ’68: the vacuum-operated cowl panel that concealed the windshield wipers, and the removable rear glass on the coupe. If buyers objected to the cost-saving omissions, it wasn’t reflected in Corvette sales, which continued to climb through the C3 years. And while America’s Sports Car was still officially called the Corvette Stingray, Chevrolet marketing in ’72 focused on a single name: Corvette.

It seems the Corvette, and the Corvette enthusiast base, were evolving. The coupe (with removable top panels) was now outselling the soft-top convertible by nearly a 3:1 ratio. By a wide margin, shoppers opted for the L48 base engine and automatic transmission, while a relative handful selected the LT1 V8 or the LS5 454. What’s more, nearly two-thirds (63 percent) paid the extra $454.50 and checked the box for air conditioning, while 88 percent chose power steering. For the greatest number of buyers, the Corvette was now embraced as less of a hairy sports car and more of a sporty luxury GT.