Vintage ads and articles - Corvette

[ddgermann]

Some 1965 Corvette specs and options.

1965 CORVETTE SPECIFICATIONS

1965 CORVETTE MAIN SPECS

MODEL:1965 Chevrolet Corvette
BODY STYLE:Two-door convertible/coupe, front engine, rear wheel drive
MANUFACTURING LOCATION:St. Louis, Missouri
CONSTRUCTION:Fiberglass Reinforced Plastic (FRP or “fiberglass”) body, all welded, full length, ladder construction frame with 5 cross-members. Front section flat;rear section contoured over rear axle. Side-rails and intermediate cross members box construction. Rear crossmember “C” shaped; front crossmember concave for engine clearance.
VEHICLE NUMBERS (VIN):194375S100001 – 194375S123564
ENGINE SUFFIX:HE: 327 CUBIC INCH, 250 HORSEPOWER, MANUAL TRANSMISSION
HF: 327 CUBIC INCH, 300 HORSEPOWER, MANUAL TRANSMISSION
HT: 327 CUBIC INCH, 350 HORSEPOWER, MANUAL TRANSMISSION
HH: 327 CUBIC INCH, 365 HORSEPOWER, MANUAL TRANSMISSION
HG: 327 CUBIC INCH, 375 HORSEPOWER, MANUAL TRANSMISSION
HO: 327 CUBIC INCH, 250 HORSEPOWER, POWERGLIDE AUTOMATIC TRANSMISSION
HP: 327 CUBIC INCH, 300 HORSEPOWER, POWERGLIDE AUTOMATIC TRANSMISSION
IF: 396 CUBIC INCH, 425 HORSEPOWER, 4-SPEED MANUAL TRANSMISSION
ENGINE BLOCK NUMBER:
3782870, 327 CUBIC INCH
3855962, 396 CUBIC INCH
3858180, 327 CUBIC INCH
HEAD NUMBER:
3782461: 327 CUBIC INCH
3856208: 396 CUBIC INCH
CARBURETOR NUMBERS:
CARTER 3696S [HASHTAG]#3846246[/HASHTAG]: 327 CUBIC INCH, 250HP, AUTO TRANS
CARTER 3697S [HASHTAG]#3846247[/HASHTAG]: 327 CUBIC INCH, 250HP, MANUAL TRANS
CARTER 3720SB [HASHTAG]#3851762[/HASHTAG]: 327 CUBIC INCH, 300HP, AUTO TRANS
CARTER 3721SB [HASHTAG]#3851761[/HASHTAG]: 327 CUBIC INCH, 300HP MANUAL TRANS
HOLLEY R2818A [HASHTAG]#3849804[/HASHTAG]: 327 CUBIC INCH, 350HP, 365HP
HOLLEY R3124A [HASHTAG]#3868826[/HASHTAG]: 396 CUBIC INCH, 425HP
FUEL INJECTION NUMBER:ROCHESTER 7017380
DISTRIBUTOR NUMBER:
1111060: 327 CUBIC INCH, 365HP, TRANSISTOR IGNITION
1111064: 327 CUBIC INCH, 375HP, TRANSISTOR IGNITION
1111069: 327 CUBIC INCH, 365HP
1111070: 327 CUBIC INCH, 375HP
1111076: 327 CUBIC INCH, 250HP, 300HP
1111087: 327 CUBIC INCH, 350HP
1111088: 327 CUBIC INCH, 350HP, TRANSISTOR IGNITION
1111093: 396 CUBIC INCH, 425HP
ALTERNATOR NUMBER:
1100693: 327 CUBIC INCH
1100694: 327 CUBIC INCH, AIR CONDITION
1100696: 327 CUBIC INCH, 396 CUBIC INCH, TRANSISTOR IGNITION
1100697: 327 CUBIC INCH, 350HP, 365HP, AIRCON, TRANSISTOR IGNITION
AXLE IDENTIFICATION NUMBER
AK: 3.36:1 RATIO, 327ci
AL: 3.08:1 RATIO, 327ci, 4-SPEED
AN: 3.55:1 RATIO, 327ci, 4-SPEED
AR: 3.08:1 RATIO, 327ci, WIDE-RATIO 4-SPEED
AS: 3.70:1 RATIO, 327ci, CLOSE RATIO 4-SPEED
AM: 3.36:1 RATIO, 327ci, 3-SPEED
AO: 3.70:1 RATIO, 327ci, 4-SPEED
AP: 4.11:1 RATIO, 327ci, 4-SPEED
AQ: 4.56:1 RATIO, 327ci, 4-SPEED
AT: 3.08:1 RATIO, 396ci, 4-SPEED
AU: 3.36:1 RATIO, 396ci, 4-SPEED
AZ: 3.55:1 RATIO, 396ci, 4-SPEED
FA: 3.70:1 RATIO, 396ci, 4-SPEED
FB: 4.11:1 RATIO, 396ci, 4-SPEED
FC: 4.56:1 RATIO, 396ci, 4-SPEED
POSITRACTION AXLE:
1100693: 327 CUBIC INCH
1100694: 327 CUBIC INCH, AIR CONDITION
1100696: 327 CUBIC INCH, 396 CUBIC INCH, TRANSISTOR IGNITION
1100697: 327 CUBIC INCH, 350HP, 365HP, AIRCON, TRANSISTOR IGNITION
ALTERNATOR:
3782870, 327 CUBIC INCH
3855962, 396 CUBIC INCH
3858180, 327 CUBIC INCH
PRODUCTION ENDING VEHICLE:AUG. 1964: 100227, SEP. 1964: 101425, NOV. 1964: 103347, DEC. 1964:105754, JAN. 1965: 108442, FEB. 1965: 111059, MAR. 1965: 113936, APR. 1965: 116516, MAY 1965: 118753, JUN. 1965: 121216, JUL. 1965: 123562, AUG. 1965: 123564
1965 CORVETTE PRICING & OPTIONS
CODEESCRIPTION:QUANTITY:RETAIL PRICE:
19437Base Corvette Sport Coupe8,186$4,321.00
19467Base Corvette Convertible15,377 $4,106.00
402Genuine Leather Seats, Black– $80.70
408Genuine Leather Seats, Red– $80.70
415Genuine Leather Seats, Blue– $80.70
421Genuine Leather Seats, Saddle– $80.70
427Genuine Leather Seats, Silver– $80.70
431Genuine Leather Seats, Green– $80.70
436
Genuine Leather Seats, Maroon–$80.70
438Genuine Leather Seats, White, (Black Instrument & Carpet) – $80.70
451Genuine Leather Seats, White, (Red Instrument & Carpet)– $80.70
A01Genuine Leather Seats, White, (Blue Instrument & Carpet)–$16.15
A02Soft Ray Tinted Glass, All Windows7,624 $10.80
A31Soft Ray Tinted Glass, Windshield3,809 $59.20
C07Power Windows7,787 $236.75
C48Auxillary Hardtop (for convertibles)39$100.00
C60Heater and Defroster Deletion (credit)2,423 $421.80
F40Air Conditioning975 $37.70
G81Special Front and Rear Suspenion19,965$43.05
G91Positraction Rear Axle, all ratios1,886 $2.20
J50Special Highway Axle, 3.08:1 ratio4,044 $43.05
J61Power Brakes316 -$64.50
K66Drum Brakes (substitution credit)3,686 $75.35
L75Transistor Ignition System8,358 $53.80
L76327ci, 300hp Engine5,011 $129.15
L78327ci, 365hp Engine2,157 $292.70
L79396ci, 425hp Engine4,716 $107.60
L84327ci, 350hp Engine771 $538.00
M20327ci, 375hp Engine (fuel injection)21,107 $188.30
M224-Speed Manual Transmission30 $171.00
M354-Speed Manual Trans., Close Ratio, Heavy Duty2,021 $199.10
N03Powerglide Automatic Transmission41 $202.30
N1136 Gallon Fuel Tank (for coupe)2,468 $37.70
N14Off Road Exhaust System759 $134.50
N32Side Mount Exhaust System2,259 $48.45
N36Teakwood Steering Wheel2,259 $43.05
N40
Telescopic Steering Column3,236 $43.05
P48Power Steering1,116 $322.80
P91Cast Aluminum Knock-Off Wheels (5)168 $15.70
P92Blackwall Tires, 7.75 x 15 (nylon cord)19,300$31.85
T01Whitewall Tires, 7.75 x 15 (rayon cord)989 $50.05
U69Goldwall Tires, 7.75 x 15 (nylon cord)22,113$203.40
Z01AM-FM Radio15,397 $16.15
1965 CORVETTE EXTERIOR & INTERIOR COLORS

EXTERIOR COLORS

CODEEXTERIORTOTALSOFT TOPWHEELSINTERIOR
AATuxedo Black1,191Black, White,BlackBlack, Blue, Green, Maroon, Red, Saddle, Silver, White
CCErmine White2,216BeigeBlackBlack, Blue, Green, Maroon, Red, Saddle, Silver, White
UURally Red3,688Black, WhiteBlackBlack, Red, White
FFNassau Blue6,022BeigeBlackBlack, Blue, White
XXGoldwood Yellow1,275Black, WhiteBlackBlack, White
QQSilver Pearl2,552BeigeBlack
Black, Red, Silver
GGGlen Green3,782Black, WhiteBlackBlack Green, Saddle, White
MMMilano Maroon2,831BeigeBlackBlack, Red, Maroon, Saddle, White
INTERIOR COLORS (VINYL)

Interior Colors (Vinyl)Spec
Black (Vinyl)
STD
Red (Vinyl)
407
Blue (Vinyl)
414
Saddle (Vinyl)
420
Green (Vinyl)
430
Maroon (Vinyl)
435
INTERIOR COLORS (LEATHER)
Interior Colors (Leather)Code
Black (Leather)
402
Red (Leather)
408
Blue (Leather)
415
Saddle (Leather)
421
Green (Leather)
431
Maroon (Leather)
436
INTERIOR COLORS (TWO-TONE VINYL)

Interior Colors (Two-Tone Vinyl)Code
Silver/Black Trim (Vinyl)
Black Instrument Panel, Medium Gray Carpet
426
White/Black Trim (Vinyl)Black Instrument Panel, Black Carpet437
White/Red Trim (Vinyl)Red Instrument Panel, Red Carpet443
White/Blue Trim (Vinyl)Medium Blue Instrument Panel, Medium Blue Carpet450
INTERIOR COLORS (TWO-TONE LEATHER)
Interior Colors (Two-Tone Leather)Code
Silver/Black Trim (Leather)
Black Instrument Panel, Medium Gray Carpet
427
White/Black Trim (Leather)Black Instrument Panel, Black Carpet438
White/Red Trim (Leather)Red Instrument Panel, Red Carpet444
White/Blue Trim (Leather)Blue Instrument Panel, Saddle Tan Carpet451

 

[ddgermann]

More 1965 Specs..

1965 CORVETTE POWERTRAIN SPECIFICATIONS

Order CodeStandardL75L79
Manufacturing LocationFlint, MichiganFlint, MichiganFlint, Michigan
Type90 degree V, Valve-In-Head90 degree V, Valve-In-Head90 degree V, Valve-In-Head
Cylinders888
Displacement (cid)327327327
Fuel Induction SystemCarburetorCarburetorCarburetor
Horsepower250 @ 4,400300 @ 5,000350 @ 5,800
Torque350 @ 2,800360 @ 3,200360 @ 3,800
Bore x Stroke (in.)4.00 x 3.264.00 x 3.264.00 x 3.26
Compression Ratio10.5:110.5:1
Firing Order1-8-4-3-6-5-7-21-8-4-3-6-5-7-21-8-4-3-6-5-7-2
Cylinder Number System (Left)1-3-5-71-3-5-71-3-5-7
Cylinder Number System (Right)2-4-6-82-4-6-82-4-6-8
Recommended FuelPremiumPremiumPremium
Order CodeL76L84L78
Manufacturing LocationFlint, MichiganFlint, MichiganFlint, Michigan
Type90 degree V, Valve-In-Head90 degree V, Valve-In-Head90 degree V, Valve-In-Head
Cylinders888
Displacement (cid)327327396
Fuel Induction SystemCarburetorCarburetorCarburetor
Horsepower365 @ 6,200375 @ 6,200425 @ 6,400
Torque350 @ 4,000350 @ 4,400415 @ 4,000
Bore x Stroke (in.)4.00 x 3.264.00 x 3.264.00 x 3.26
Compression Ratio11.0:111.0:1
Firing Order1-8-4-3-6-5-7-21-8-4-3-6-5-7-21-8-4-3-6-5-7-2
Cylinder Number System (Left)1-3-5-71-3-5-71-3-5-7
Cylinder Number System (Right)2-4-6-82-4-6-82-4-6-8
Recommended FuelPremiumPremiumPremium
1965 CORVETTE MANUAL TRANSMISSION/GEAR RATIOS

MANUAL TRANSMISSION
Gear Ratios 3-Speed

4-Speed (RPO M20)
4-Speed Close Ratio (RPO M20)
Standard
for 250HP and 300HP engines
for 365HP and 375HP engines​

1st Gear:

2.58:1
2.56:1
2.20:1
2nd Gear:
1.48:1
1.91:1
1.64:1
3rd Gear:
1.00:1
1.48:1
1.28:1
4th Gear:
N/A
1.00:1
1.00:1
Reverse:
2.58:1
2.64:1
2.27:1​

CLUTCH

ClutchStats
TypeChevrolet, single disk, dry plate, centrifugally assisted
Spring Pressure (lbs)2100 – 2300 (2300 – 2600 with RPO L78)
Lining area (sq. in.)90.7
POWERGLIDE AUTOMATIC TRANSMISSION RPO M35/ GEAR RATIOS

Drive1.76 to 1.00:1
Low1.76:1
Reverse1.76:1
1965 CORVETTE WHEELS, SUSPENSION & BRAKES

SUSPENSION – FRONT

Type and Description: Independent, SLA type with coil spring and concentric shock absorber, and spherically-jointed steering knuckle, for each wheel.
Front Coil Springs
Make & TypeRight-hand Helix Variable rate
MaterialAISI A-5160, heat-treated
Part Number3851100
Spring Rate (lb. per in.)195 lb. per in.
Rate at Wheel (lb. per in.)80 lb. per in.
Design Load1340 lb. @ 8.56 in.
Front Shock Absorbers
Make & TypeDirect, double-acting, hydraulic; freon filled envelope in reservoir
Piston diameter1.00
Piston travel5.25
Front Stabilizer Bar
TypeLink
MaterialHot rolled steel
Diameter0.750
SUSPENSION – BACK
Type and Description: Full independant with frame-anchored differential. Locus of each wheel established by 3 links: universally-jointed axle drive shaft and adjacent strut, and torque control arm pivoted at frame side rail. Vertical suspension loads taken by shock absorbers and transversely-positioned leaf spring. Built-in camber adjustment at struts.
Rear Leaf Springs
Number of Leaves9
MaterialChrome carbon steel
Length, width, height46.36 x 2.25 x 2.121
Rear Strut
MaterialForged Steel
Diameter0.75
BRAKES
Brake Specs
Type:–
– StandardCaliper Disk – 4 Wheel Hydraulic
– J50Powered Brakes
Drum diameter, front (in.):11.75
Drum diameter, rear (in.):11.75
Swept Drum Area Effective area:461.2
WHEELS & TIRES
Wheels & Tires Specs
Wheel Type:
– StandardShort spoke spider, steel
– P48Ribbed integral casting, aluminum, quick take-off
Wheels, size:
– Standard15″ x 5.5K
– P4815″ x 6L
Tire, size:
– Standard7.75 x 15 — 4 PR. 4-Ply Tubeless Rayon
– P917.75 x 15 — 4 PR. 4-Ply Blackwall Nylon
– P927.75 x 15 — 4 PR. 4-Ply Whitewall Rayon
– T017.75 x 15 — 4 PR. 4-Ply Goldwall Nylon
Inflation (cold)
– Front24 lbs.
– Rear24 lbs.
STEERING

Steering Specs
TypeSemi-reversible, recirculating ball and nut steering gear with three-inch axial column adjustment
MakeSaginaw
Ratio (Gear)16.0:1
Wheel Diameter (in.)16
Turns, Stop to Stop
– Standard3.4
– Power2.92
Turning Diameter (curb to curb)39.9 ft. (outside front), 41.6 ft. (outside front)

1965 CORVETTE EXTERIOR DIMENSIONS

HARD TOP DIMENSIONS

Exterior Dimensions (Hardtop)Interior Dimensions (Hardtop)
Wheelbase:98.0 InchesHeadroom:38.5 Inches
Overall Length:175.3 InchesShoulder Room:48.4 Inches
Total Body Width:69.6 InchesHip Room:50.9 Inches
Overall Height:49.3 InchesLeg Room:42.7 Inches
Front Track Width:56.3 Inches
Rear Track Width:57.0 Inches
Min. Ground Clearance5.0 Inches
SOFT TOP DIMENSIONS

Exterior Dimensions (Soft Top)Interior Dimensions (Soft Top)
Wheelbase:98.0 InchesHeadroom:38.5 Inches
Overall Length:175.1 InchesShoulder Room:48.4 Inches
Total Body Width:69.6 InchesHip Room:50.9 Inches
Overall Height:49.8 InchesLeg Room:42.7 Inches
Front Track Width:56.8 Inches
Rear Track Width:57.6 Inches
Min. Ground Clearance5.0 Inches
COUPE DIMENSIONS

Exterior Dimensions (Coupe)Interior Dimensions (Coupe)
Wheelbase:98.0 InchesHeadroom:37.0 Inches
Overall Length:175.1 InchesShoulder Room:48.4 Inches
Total Body Width:69.6 InchesHip Room:50.9 Inches
Overall Height:49.6 InchesLeg Room:42.7 Inches
Front Track Width:56.8 Inches
Rear Track Width:57.6 Inches
Min. Ground Clearance5.0 Inches
CAPACITIES

Capacities
Passenger Capacity2 – Driver & Passenger
Curb Weight (lbs)3,145
– Convertible3,153
– Convertible (with hardtop)3,135
Interior Passenger Volume (cu. ft)–
Interior Trunk Volume (cu. ft)–
– Convertible8.1
– Coupe10.6
Engine Oil Capacity (qts.):20 (36 with RPO N03)
– Standard and L75 engines4 (capacity of crankcase less filter – refill)
– L76, L78, L79, and L84 engines5 (capacity of crankcase less filter – refill)
Coolant capacity without heater (qts.)19.0 (22.0 with L78 engine)
Battery:12 volt, 61AH

 

[ddgermann]

1965 Corvette Performance and Options

1965 CORVETTE PERFORMANCE RESULTS

Performance ResultsStandardL75L79
(3.36 Axle)(3.36 Axle)(3.70 Axle)
3-Speed Transmission
Performance weight (lbs.)343934403436
Pounds/gross horsepower13.7611.479.82
Pounds/cu.in. piston displacement10.5210.5210.51
Gross horsepower/cu.in. displacement.765.9171.070
Power displacement (cu.ft./mile)241.62241.62266.07
Displacement factor (cu.ft./mile)140.52140.47154.87
0 – 60 mph (seconds)–––
Top Speed (mph)–––
4-Speed Transmission
Performance weight (lbs.)344134423438
Pounds/gross horsepower13.6411.479.82
Pounds/cu.in. piston displacement10.5210.5310.51
Gross horsepower/cu.in. displacement.765.9171.070
Power displacement (cu.ft./mile)241.62241.62266.07
Displacement factor (cu.ft./mile)140.43140.39154.78
0 – 60 mph (seconds)–7.86.2
Top Speed (mph)–124130
Powerglide Transmission
Performance weight (lbs.)34633463–
Pounds/gross horsepower13.8511.54–
Pounds/cu.in. piston displacement10.5910.59–
Gross horsepower/cu.in. displacement.765.917–
Power displacement (cu.ft./mile)241.62241.62–
Displacement factor (cu.ft./mile)139.58139.58–
0 – 60 mph (seconds)–––
Top Speed (mph)–––
Performance ResultsL76L84L78
(3.70 Axle)(3.70 Axle)(3.70 Axle)
4-Speed Transmission
Performance weight (lbs.)343134483706
Pounds/gross horsepower9.409.198.72
Pounds/cu.in. piston displacement10.4910.549.36
Gross horsepower/cu.in. displacement1.1621.151.07
Power displacement (cu.ft./mile)266.07266.07301.32
Displacement factor (cu.ft./mile)155.14154.33162.61
0 – 60 mph (seconds)––5.4
Top Speed (mph)––152.5

1965 CORVETTE VEHICLE IDENTIFICATION NUMBERS (VIN)

VIN Range194375S100001 – 194375S123564
1 (First Digit)Make/Manufacturer. 1 – Chevrolet
9 (Second Digit)Model series. 9 – Corvette
4 (Third Digit)Engine type. 4 – V8 Engine (all types)
37 (Fourth and Fifth Digits)37- Corvette Coupe / 67 – Corvette Convertible
5 (Sixth Digit)Model Year. 5 – 1965
S (Seventh Digit)Vehicle Assembly Location. S – St. Louis, Missouri
1XXXXX (Seventh thru Twelfth Digits)Plant Sequence Numbers.
The last six digits begin at 100001 and run thru 123564, accounting for all 23,564 Corvette Coupes/Convertibles built in 1965. Two Corvettes were built after production officially ended. Each Vehicle Identification Number (VIN) is unique to an individual car. For all 1965 Corvettes, the location of the Vehicle Identification Number (VIN), body style, body number trim and paint combination can be found on the instrument panel brace under the glove box.

1965 Corvette VIN​

1965 CORVETTE FACTORY OPTIONS

CODEESCRIPTION:QUANTITY:RETAIL PRICE:
19437Base Corvette Sport Coupe8,186$4,321.00
19467Base Corvette Convertible15,377$4,106.00
402Genuine Leather Seats, Black–$80.70
408Genuine Leather Seats, Red–$80.70
415Genuine Leather Seats, Blue–$80.70
421Genuine Leather Seats, Saddle–$80.70
427Genuine Leather Seats, Silver–$80.70
431Genuine Leather Seats, Green–$80.70
436Genuine Leather Seats, Maroon–$80.70
438Genuine Leather Seats, White, (Black Instrument & Carpet)–$80.70
451Genuine Leather Seats, White, (Red Instrument & Carpet–$80.70
A01Genuine Leather Seats, White, (Blue Instrument & Carpet8,752$16.15
A02Soft Ray Tinted Glass, All Windows7,624$10.80
A31Soft Ray Tinted Glass, Windshield3,809$59.20
C07Power Windows7,787$236.75
C48Auxillary Hardtop (for convertibles)39$100.00
C60Heater and Defroster Deletion (credit)2,423$421.80
F40Air Conditioning975$37.70
G81Special Front and Rear Suspenion19,965$43.05
G91Positraction Rear Axle, all ratios1,886$2.20
J50Special Highway Axle, 3.08:1 ratio4,044$43.05
J61Power Brakes316$64.50
K66Drum Brakes (substitution credit)3,686$75.35
L75Transistor Ignition System8,358$53.80
L76327ci, 300hp Engine5,011$129.15
L78327ci, 365hp Engine2,157$292.70
L79396ci, 425hp Engine4,716$107.60
L84327ci, 350hp Engine771$538.00
M20327ci, 375hp Engine (fuel injection)21,107$188.30
M224-Speed Manual Transmission30$171.00
M354-Speed Manual Trans., Close Ratio, Heavy Duty2,021$199.10
N03Powerglide Automatic Transmission41$202.30
N1136 Gallon Fuel Tank (for coupe)2,468$37.70
N14Off Road Exhaust System759$134.50
N32Side Mount Exhaust System2,259$48.45
N36Teakwood Steering Wheel3,917$43.05
N40Telescopic Steering Column3,236$96.85
P48Power Steering1,116$322.80
P91Cast Aluminum Knock-Off Wheels (5)168$15.70
P92Blackwall Tires, 7.75 x 15 (nylon cord)19,300$31.85
T01Whitewall Tires, 7.75 x 15 (rayon cord)989$50.05
U69Goldwall Tires, 7.75 x 15 (nylon cord)22,113$203.40
Z01AM-FM Radio15,397$16.15
Base Corvette Coupe (19437)

• The base price of the 1965 Chevrolet Corvette Coupe without any optional equipment.
• A 327 cubic inch, 250 horsepower engine, a 3-speed manual transmission, and a vinyl interior were included in the base price.

Base Corvette Convertible (19467)

• The base price of the 1965 Corvette Convertible without any optional equipment.
• A 327 cubic inch, 250 horsepower engine, a 3-speed manual transmission, a vinyl interior, and a soft top were included in the base price.

Genuine Leather Seats

• Optional leather upgrade to replace the standard vinyl seats on the 1965 Corvette.

Soft Ray Tinted Glass, All Windows (A01)

• Window tint applied to the upper portion of the windshield and all other windows.
• Originally manufactured by Libby-Owens-Ford (LOF) the glass plate was specially etched with the LOF logo and date code. It also included the words “Soft-Ray” or “Soft-Ray Tinted” in the etching.
• Soft-ray is factory manufactured window tint.
• Soft-ray tint is a bluish-green in color.

Soft Ray Tinted Glass, Windshield (A02)

• Factory window tint applied to the windshield only.
• Originally manufactured by Libby-Owens-Ford (LOF) the glass plate was specially etched with the LOF logo and date code. It also included the words “Soft-Ray” or “Soft-Ray Tinted” in the etching.
• Soft-ray tint is a bluish-green in color.

Power Windows (A31)

• Factory installed power driver and passenger windows.
• Auxillary Hardtop (for convertibles) (C07) – An optional hard-top that could be installed in lieu of the convertible top.
• Of the 7,787 Corvette convertibles sold that included this option, 1,277 Corvettes had the removable hard top installed in place of the factory installed soft top.

Heater and Defroster Deletion (credit) (C48)

• Deletion of the factory installed heater and defroster.
• Corvettes that included this option were generally built for racing and rally driving.

Air Conditioning (C60)

• Factory installed air-conditioning.

Special Front and Rear Suspension (F40)

• An optional suspension with upgraded springs, shock absorbers, and stabilizer bar.
• Heavy-duty stabilizer bar
• Heavy-duty front and rear springs and shock absorbers

Positraction Rear Axle, all ratios (G81)

• Includes 3.08, 3.36, 3.55, 3.70, 4.11, and 4.56 axle ratios.

Special Highway Axle, 3.08:1 ratio (G91)

• Highway driving gear ratio.
• Generally utilized in combination with 4-speed transmission.
• One of the standard ratio’s for positronic rear axle.

Power Brakes (J50)

• Vacuum power assisted brakes; includes dual circuit master cylinder.

Drum Brakes (substitution credit) (J61)

• Replaces the standard disc brakes.

Transistor Ignition System (K66)

• Deltronic ignition system by Delco -Remy
• Will yield higher spark plug voltage.
• Will operate at extremely high speeds without losing ignition performance.
• Is essentially maintenance free.

327ci, 300hp Engine (L75)

• Alternate engine with improved 300 horsepower output.
• Included a larger intake and exhaust valves, and a bigger four-barrel Carter AFB aluminum carburetor with dual snorkel air cleaner.
• Utilizes the same camshaft as the 250 BHP engine.

327ci, 365hp Engine (L76)

• Alternate engine with improved 365 horsepower output.
• Utilized a 11.00:1 compression ratio, Holley carburetor, large port heads with a high speed valve train, mechanical lifters, domed aluminum pistons, high-lift camshafts, and bigger oil pans that hold 5 quarts of oil.
• Could only be purchased with a 4 speed close ratio manual transmission.

396ci, 425hp Engine (L78)

• Alternate engine with improved 425 horsepower output.
• Utilized a 11.00:1 compression ratio, Holley carburetor, large port heads with a high speed valve train, mechanical lifters, domed aluminum pistons, high-lift camshafts, and bigger oil pans that hold 5 quarts of oil.
• Could only be purchased with a 4 speed close ratio manual.

327ci, 350hp Engine (L79)

• Alternate engine with improved 365 horsepower output.
• Utilized a 11.00:1 compression ratio, Holley carburetor, large port heads with a high speed valve train, hydraulic lifters, domed aluminum pistons, special camshaft, and bigger oil pans that hold 5 quarts of oil.
• Could only be purchased with a 4 speed manual transmission.

327ci, 375hp Engine (fuel injection) (L84)

• Alternate engine with fuel injection and an improved 375 horsepower output.
• Utilized a 11.00:1 compression ratio, large port heads with a high speed valve train, mechanical lifters, domed aluminum pistons, special performance camshafts, and bigger oil pans that hold 5 quarts of oil.
• Featured a larger aluminum intake manifold for better fuel flow.
• The tachometer included a buzzer on the redline.
• Could only be purchased with a 4 speed close ratio manual.

4-Speed Manual Transmission (M20)
4-Speed Manual Trans, Close Ratio, Heavy Duty (M22)
Powerglide Automatic Transmission (M35)

• Of the 2,021 Corvettes that were ordered with this option, the quantity was split with 663 Corvettes that came equipped with a 250 horsepower engine, and 1,358 with a 300 horsepower engine.

36 Gallon Fuel Tank (for coupe) (N03)

• Larger, optional, 36 gallon fuel tank.
• The 36 gallon tank was specifically intended for endurance racing.

Off Road Exhaust System (N11)

• Recessed exhaust system designed to eliminate rubbing in varying road conditions.
• The mufflers include double-wall construction with a special, raised area on the outer shell that conceals the inner seam crease.
• Originally made of carbon-steel components.

Side Mount Exhaust System (N14)
Teakwood Steering Wheel (N32)
Telescopic Steering Column (N36)
Power Steering (N40)

• Hydraulically assisted power steering.
• Can only be ordered with Standard 250HP, L75 300HP, and L79 350HP engines only.

Cast Aluminum Knock-Off Wheels (5) (P48)

• Cast aluminum wheels equipped with “knockoff” (central wing nut) hubs that could be unscrewed by striking a wing of the nut with a mallet or “knockoff hammer”.
• Cast Aluminum
• Finish between the wheel fins was painted dark grey.

Blackwall Tires, 7.75 x 15 (nylon cord) (P91)

• When blackwall tires were ordered, the standard wheels were painted to match the body color of the car. (White exteriors had black wheels regardless of the tire type).

Whitewall Tires, 7.75 x 15 (rayon cord) (P92)

• When whitewall tires were ordered, the standard wheels were painted black. (White exteriors had black wheels regardless of the tire type.)

Goldwall Tires, 7.75 x 15 (nylon cord) (T01)
AM-FM Radio (U69)A

• An optional radio that gave consumers the option of both AM and FM radio frequency bands. Includes power antenna.

Comfort and Convenience Group (Z01)

• Includes back-up lamps and inside prismatic rear view mirror.

 

[ddgermann]

1965 Corvette Recalls and Photos

1965 CORVETTE RECALLS

Make: Chevrolet
Model: Corvette
Model Year: 1965
Manufacturer: Cardone Industries, Inc.
Mfr’s report date: May 07, 2003
NHTSA campaign id number: 03e032000
NHTSA action number: n/a
Component: service brakes, air:disc:caliper
Potential number of units affected: 15899
Summary
Remanufactured rear brake calipers, part nos. 18-7019, 18-7020, 16-7019, and 16-7020, manufactured from february 1, 2002, to april, 25, 2003., and for use on 1965 thru 1982 chevrolet corvettes. The subject brake calipers were manufactured using improperly manufactured piston seals. These seals are intended to prevent fluid leakage between the caliper housing and the pistons. These brake calipers are for use only on 1965 thru 1982 chevrolet corvette vehicles. This recall does not involve general motors corporation or any of its products.Consequence:
Under these conditions, the vehicle operator may not be able to stop the car, possibly resulting in a vehicle crash.
Remedy
Cardone will notify its customers and all unsold inventory will be repurchased and will provide a full refund to customers. Owner notification is expected to begin during may 2003. Owners who take their vehicles to an authorized dealer on an agreed upon service date and do not receive the free remedy within a reasonable time should contact cardone at 215-912-3000.
Notes
Also, customers can contact the national highway traffic safety administration’s auto safety hotline at 1-888-dash-2-dot (1-888-327-4236).
1965 CORVETTE SERVICE BULLETINS

None.
1965 CORVETTE COMMON ISSUES

The following list of common issues is intended for individual reference only, and may not reflect the specific issues of every 1965 Corvette. While the intent of this page is to identify the common issues pertaining to the 1965 Corvette, it is not an all-inclusive list and should be used for reference only.
1965 CORVETTE MECHANICAL ISSUES
HEADLIGHT MOTOR ASSEMBLY

• There are two common problems that often occur with the headlight motor assembly. First, it is not uncommon for only one of the headlight motor assemblies to open. Second, the headlight assemblies may open in tandem, but they open very slowly, making them virtually non-functional. The cause of these issues are varied, but often occur because of either the failure of the headlight motor drive assemblies, or the misalignment of the transmission mechanism that physically rotates the headlight. In some instances, the headlight switch can also be the cause, and it is recommended that the switch be replaced in addition to other headlight motor mechanical repairs. There are a number of aftermarket parts manufacturers that produce OEM spec headlight motor and transmission assemblies.
• (See also “Exterior Issues” (below) for additional headlight related issues)

TAIL LIGHT/REAR TURN SIGNAL

• All C2 Corvettes (1963-1967) have a persistent problem with poor electrical grounds on their tail lights. The original design used speed nuts to hold the ground wire on, and these nuts do not remain tight.

REAR SUSPENSION

• The rear suspension utilized a transverse-mounted leaf spring with nine leaves, axle half shafts with U-joints, control arms and tubular shocks. Over time, this setup is known to fail due to normal fatigue. The rear suspension should be checked regularly, especially on vehicles with aging suspension.

WASHER PUMP ASSEMBLY

• Mechanical failure of the washer pump assembly is a common issue on both C2 and C3 Corvettes. The washer pump will not disperse washer fluid even though all of the hoses are inspected and properly connected, the washer fluid reservoir is full, and the washer nozzles are lear of debris. When this occurs, it is often the result of a bad washer pump nozzle valve. During normal (proper) operating conditions, the valve receives the washer fluid solution from the reservoir, and then it is forced (via the pump) to spray out through the washer fluid nozzles. The washer pump nozzle valve contains a small rubber diaphragm that can dry out and become brittle with age. It is generally the failure of this internal diaphragm which causes the mechanical failure within the valve itself.

1965 CORVETTE ELECTRICAL ISSUES
RADIO STATIC

• Resistive spark plugs were used in the second-generation Corvettes although they caused degraded engine performance. However, they were used in conjunction with shielded plug wiring to cut down on radio static. Because the fiberglass body of a Corvette did not provide electrical shielding like a conventional steel body would, radio static was a genuine problem for all of the second-generation Corvettes.

1965 CORVETTE EXTERIOR ISSUES

ELECTRIC HEADLIGHTS

• Given that the C2 electric headlight assemblies are exposed to weather, they are commonly known to have problems.

BODY/FRAME

• The door seals tend to leak fairly regularly, especially the top portion of the door seal.

• The chassis is one of the C2’s major sources of trouble. The main frame rails are prone to rusting, as is the rear kick-up behind the cabin and in front of the rear wheel. Other areas that are prone to serious fatigue from rusting include: the rear trailing/control arms, the inner “bird cage” metal substructure that supports the fiberglass body panels, the inner door frames, the door pillars, and the cowl area at the base of the windshield.
• Radiator supports and the gas tank are prone to corrosion.

1965 CORVETTE INTERIOR ISSUES

SAGGING FLOORBOARDS

• As the result of age or excessive wear, many 1963-1967 Corvettes are known to have sagging floorboards. This problem can sometimes be addressed by carefully raising the sagging floorboard using a floor jack & wooden blocks and then installing two rubber spacers on either side of the tunnel between the crossmember and floorboard where the floorboard is sagging (typically just outboard of the exhaust pipe holes).

TURN SIGNAL CAM FAILURE

• Within the steering column, there is a turn signal cam assembly that regulates the control of the turn signal lever. As the cam ages, it can stop operating. When this happens, the turn signal level will not return to its neutral position and the turn signal will continue signaling, even after the completion of the intended turn of the steering wheel. While replacement of this cam assembly generally takes a couple hours to complete, it is not a difficult repair to make, though it will require the removal of the steering wheel to access the cam.

1965 CORVETTE MAINTENANCE SCHEDULE

The information contained on this page is for reference only. The time and mileage intervals for each of the maintenance items included on this page was established by General Motors with the introduction of the 1963 Chevy Corvette. Please note that the original service intervals may not reflect the standard service intervals used in current automobile engines.
MAINTENANCE SCHEDULE

From the 1965 Service Manual: The time or mileage intervals are intended as a guide for establishing regular maintenance and lubrication periods for your Corvette. Sustained heavy duty or high speed operations or operation under adverse conditions may necessitate more frequent servicing.

1964 Corvette Maintenance Schedule​

MAINTENANCE AND LUBRICATION

Every 6,000 Miles/60 Days

• Battery System – Check the fluid level in each cell of the battery regularly and keep filled with distilled water to the bottom of the split ring in the vent tube of each cell. DO NOT OVERFILL. Also, clean and oil the battery terminals and oil the felt washer at each regular oil change. Check the state of charge regularly, especially in freezing weather when an undercharged battery may freeze and break.

• Engine Oil – Oil should be changed at 60 day or 6,000 mile intervals, whichever occurs first. Under prolonged dusty driving conditions it may be necessary to change the engine oil more often.

• Engine Oil Filter – The oil filter should be changed at 6,000 miles or 6 month intervals, whichever comes first. During prolonged dusty driving conditions the filter should be changed more often.

• Crankcase Ventilation Valve – At every oil change, more often under prolonged driving conditions, the valve should be tested for proper function and replaced when necessary.

• Fan Belt – Inspect the fan belt every 6,000 miles for signs of wear, fraying, cracking and tension. Belt should be re-tightened only when it deflects more than 1/2 inch with moderate thumb pressure applied midway between pulleys.

• Steering Linkage – Every 6,000 miles or 6 months – lubricate fittings with specified lubricant. For manual steering systems, lubricate the fitting at each tie rod end and at relay rod (5 fittings). For power steering, lubricate the fitting at each tie rod end and at power steering valve adapter and cylinder (6 fittings).

• 3-Speed/4-Speed Manual Transmission – Check at operating temperature and fill as necessary to the level of the filler plug hole with lubricant.

• Powerglide Automatic Transmission -Check fluid on dipstick with engine idling and the selector lever in neutral “N” position, parking brake set and transmission at operating temperature. Add automatic transmission fluid “Type A” bearing the mark AQ-ATF, followed by a number and suffix letter “A” to “full” mark on dipstick. DO NOT OVERFILL.

• Power Steering Pump – Check fluid level in pump reservoir and fill as required with Automatic Transmission Fluid (“Type A”) with AQ-ATF-A mark. Oil should be at operating temperature to ensure an accurate reading and to prevent overfilling.

• Front Suspension – Lubricate 4 fittings (2 fittings on each side) with water resistant EP lubricant (General Motors standard GM 4751-M1.)

• Rear Axle – Every 6,000 miles – check and keep filled to level of filler plug hole with lubricant SAE 80 or SAE 80-90 Multi-purpose Gear Lubricant meeting requirements of U.S. Ordnance Spec. MIL-L-2105B. NOTE: With positraction, use only the Positraction Rear Axle Lubricant available from your Chevrolet Dealer.

• Master Cylinder – Check fluid level and maintain 3/4″ below filler opening with GM Hydraulic Brake Fluid (originally listed as Super No. 11).

• Parking Brake Cables & Linkage – Apply a water resistant EP lubricant (General Motors Standard GM 4751-M)

• Clutch Cross Shaft – Every 6,000 miles or 6 months, lubricate with a water resistant EP lubricant (General Motors Standard GM 4751-M).

Every 12,000 Miles

• Air Cleaner – Every 12,000 miles (more often under dusty or other adverse driving conditions) remove the polyurethane element from its support screen and clean in suitable solvent such as kerosene. Squeeze out all solvent, then soak in engine oil and squeeze out. Remove excess oil by then squeezing the element in a clean dry cloth.

• Distributor – Change cam lubricator end for end at 12,000 mile intervals – replace at 24,000 mile intervals.

Every 30,000 Miles

• Steering Gear – Check lubricant level as follows:
  • Remove the forward and the outboard cover attaching screws.
  • Inject steering gear lubricant into the forward cover attaching screw hole until lubricant begins to come out of the the inboard screw hole.
  • Replace both screws.

• Universal Joints – Every 30,000 miles, more often under prolonged dusty driving conditions, clean and repack with a high melting point wheel bearing lubricant.

• Wheel Bearings- Every 30,000 miles, clean and repack front and rear bearings with a high melting point wheel bearing lubricant.

1965 CORVETTE DEALERS SALES BROCHURE

1965 Chevrolet Mako Shark II Corvette Concept

 

[ddgermann]

Hey it's 1966 already....


1966 CORVETTE OVERVIEW
With the 1966 Corvette arriving after General Motors recent, overwhelming success with the 427 Sting Ray, there was no question that the newest Corvette model would continue to feature big-block engines. This turnabout in events was rather interesting, especially given GM management’s earlier decree that no car line smaller than a full-size model would carry an engine larger than 400 cubic inches. Perhaps fortunately for Corvette, it was Carroll Shelby’s two-seat Cobra, which featured its own 427 cubic inch V8 engine that prompted the change of opinion. Chevrolet now felt it would also need a 427 cubic inch engine, and it materialized for the 1966 model year.

1966 Chevrolet Corvette Sting Ray Coupe

Although it was effectively a 396 cubic inch engine with a larger 4.25-inch bore, the new 427 big-block engine came in two forms: the relatively mild L36, which featured a hydraulic-cam and produced 390 horsepower on 10.25:1 compression, and the truly awesome L72, a 425 horsepower engine with 11:1 compression, larger intake valves, a bigger Holleyfour-barrel carburetor on an aluminum manifold, mechanical lifters, and four-hole (instead of two-hole) main bearing caps. Though it had no more horsepower than the previously developed 396 cubic inch engine, the 427 did pack quite a bit more torque-460lbs/ft instead of 415. Given the fact that, especially in the Sixties, engine outputs were sometimes deliberately understated, it is not unreasonable to assume that the output of these two engines was closer to 420 and 450 horsepower respectively. There were limitations to ordering the big block 427 cubic inch engine. First, it had to be ordered in combination with Positraction and the close-ratio Muncie four-speed transmission. It also required that the Corvette was equipped with an upgraded suspension, similar to the setup on the 396 package. Lastly, it required stouter, shot-peened halfshafts and U-joints, as well as a higher-capacity radiator and sump.

DID YOU KNOW:
The 427 cubic-inch engines were introduced in the 1966 model. Corvettes equipped with this type of engine received a special bubble hood first seen on the 1965 Corvettes equipped with the 396 cubic inch engine. Although initially listed as a 450hp engine, the solid lifter 427ci engine’s rating was later reduced to 425hp shortly after its introduction for reasons unknown. Similarly, the 390 horsepower engine was initially rated at 400 horsepower. When the official ratings were reduced, the decision to make this change was purely administrative and was not the result of any changes made to the engines.
​

The introduction of the big-block V-8 engine captured the imagination of Corvette consumers the world over, and in no time at all, the demand for big-blocks far surpassed those of the conventional 327 small block Chevy engine. As a result, the small-block engine options were reduced from five to two for the 1966 model year, with only the 300-horsepower (L75) and 350-horsepower (L79) versions remaining available to prospective consumers. Even amongst the earlier small-block options that had been available on earlier Corvettes, these two engines were arguably the best all-around engines. Additionally, both could be paired with the Powerglide automatic, the standard three-speed manual, or either of the optional four-speed manual transmissions.

With the exception of the dramatic new lineup of engine choices, there was little else that was deemed “new” for the 1966 model year. There were minor modifications made to the Corvette’s appearance. For one, the Sting Ray’s front end was mildly altered with the introduction of an “eggcrate” grille insert which replaced the previously installed horizontal bars.
Restyled wheel covers were introduced along with an all new rocker trim. Also, the coupe lost its roof-mounted extractor vents, which had proven to be inefficient on earlier model years. Lastly, less notable upgrades like the addition of “Corvette Sting Ray” scripts to the hood and the introduction of standard backup lights were introduced.

​

Likewise, the interior went largely unaltered from 1965. The interior electric ventilation system was dropped (in conjunction with the aforementioned exterior vents), extra pleats were added to the Sting Ray’s bucket seats, chrome door pull handles were introduced, headrests were made optional, and a vinyl-covered foam headliner replaced the previously used fiberboard. Given that these were among the only notable changes from 1965 to 1966, there was a good deal of reasonable speculation that an all-new Corvette was slated for 1967.
Still, the lack of changes for the 1966 model year did not hurt the Corvette’s popularity with consumers. In fact, 1966 would prove to be another record-breaking year in Corvette sales, with volume rising to 27,720 units sold – an increase of more than 4,200 units over 1965’s sales of 23,562 units. Consumers found that the new Corvette, especially one equipped with the 427 big-block, had all the refinement it needed. The 427 Sting Ray was an astonishingly fast car, with 0-60 times of just 4.8 seconds, 0-100 mph times of 11.2 seconds, and a top speed of 140 miles per hour (when properly equipped with the short 4.11:1 gearing.) Even in cars equipped with the somewhat less sensational 3.36:1 ratio, the Corvette was still able to run 0-60 times of 5.4 seconds with a standing quarter of 12.8 seconds at 112 miles per hour (source Car and Driver). Impressive as those numbers were, the intent of the 427 cubic inch engine had been to meet the Shelby Cobra head-on and give it some staunch competition. However, even despite the staggering horsepower and the impressive performance numbers, the fact remained that the Corvette was a half a ton heavier than the Shelby Cobra so, even with the same horsepower rating, it was considered less than a threat. Still, the Corvette did not go home empty handed. The Corvette still took a number of victories in endurance racing including Penske’s team’s 12th place overall in the GT class.

EXTERIOR COLORS

INTERIOR COLORS

1966 CORVETTE POWERTRAIN SPECIFICATIONS

Order CodeStandardL79
Manufacturing LocationFlint, MichiganFlint, Michigan
Type90 degree V, Valve-In-Head90 degree V, Valve-In-Head
Cylinders88
Displacement (cid)327327
Fuel Induction SystemCarburetorCarburetor
Horsepower300 @ 5,000350 @ 5,800
Torque360 @ 3,200360 @ 3,600
Bore x Stroke (in.)4.00 x 3.264.00 x 3.26
Compression Ratio10.5:111.0:1
Firing Order1-8-4-3-6-5-7-21-8-4-3-6-5-7-2
Cylinder Number System (Left)1-3-5-71-3-5-7
Cylinder Number System (Right)2-4-6-82-4-6-8
Recommended FuelPremiumPremium
Order CodeL36L72
Manufacturing LocationFlint, MichiganFlint, Michigan
Type90 degree V, Valve-In-Head90 degree V, Valve-In-Head
Cylinders88
Displacement (cid)427427
Fuel Induction SystemCarburetorCarburetor
Horsepower390 @ 5,200425 @ 5,600
Torque460 @ 3,600460 @ 4,000
Bore x Stroke (in.)4.251 x 3.764.251 x 3.76
Compression Ratio10.25:111.0:1
Firing Order1-8-4-3-6-5-7-21-8-4-3-6-5-7-2
Cylinder Number System (Left)1-3-5-71-3-5-7
Cylinder Number System (Right)2-4-6-82-4-6-8
Recommended FuelPremiumPremium
SUSPENSION – BACK
Type and Description: Independent rear suspension with frame-mounted differential unit, double universal jointed tubular axles, and transverse multi-leaf spring. Differential carrier is mounted to frame by rubber-isolated with hardened and tempered chrome carbon steel leaves bolts solidly to differential carrier and attaches to radius arms with rubber-isolated floating rods. Suspension design permits to function as springing member only. Lateral and longitudinal forces imposed by braking, acceleration, and cornering are absorbed by frame-mounted fixed differential and suspension control arms.

1966 CORVETTE EXTERIOR DIMENSIONS

HARD TOP DIMENSIONS

Exterior Dimensions (Hardtop)Interior Dimensions (Hardtop)
Wheelbase:98.0 InchesHeadroom:38.5 Inches
Overall Length:175.1 InchesShoulder Room:48.4 Inches
Total Body Width:69.6 InchesHip Room:50.9 Inches
Overall Height:49.8 InchesLeg Room:42.7 Inches
Front Track Width:56.8 Inches
Rear Track Width:57.6 Inches
Min. Ground Clearance5.0 Inches
SOFT TOP DIMENSIONS

Exterior Dimensions (Soft Top)Interior Dimensions (Soft Top)
Wheelbase:98.0 InchesHeadroom:38.5 Inches
Overall Length:175.1 InchesShoulder Room:48.4 Inches
Total Body Width:69.6 InchesHip Room:50.9 Inches
Overall Height:49.8 InchesLeg Room:42.7 Inches
Front Track Width:56.8 Inches
Rear Track Width:57.6 Inches
Min. Ground Clearance5.0 Inches
COUPE DIMENSIONS

Exterior Dimensions (Coupe)Interior Dimensions (Coupe)
Wheelbase:98.0 InchesHeadroom:37.0 Inches
Overall Length:175.1 InchesShoulder Room:48.4 Inches
Total Body Width:69.6 InchesHip Room:50.9 Inches
Overall Height:49.6 InchesLeg Room:42.7 Inches
Front Track Width:56.8 Inches
Rear Track Width:57.6 Inches
Min. Ground Clearance5.0 Inches

 

[ddgermann]

The 1966 Corvette was very similar to the 1965 however the introduction of the big block 427 being the most significant change. A move to compete with the Shelby Mustang that was in essence unsuccessful due to the overall larger mass of the Corvette. Despite this, the performance numbers for this 427 equipped Corvette are impressive even by the standard we expect today.

Performance ResultsStandardL79
3-Speed Transmission
Performance weight (lbs.)34433446
Pounds/gross horsepower11.489.84
Pounds/cu.in. piston displacement10.5310.54
Gross horsepower/cu.in. displacement.9171.070
Power displacement (cu.ft./mile)241.62241.62
Displacement factor (cu.ft./mile)140.39140.23
0 – 60 mph (seconds)8.34–
Top Speed (mph)115–
4-Speed Transmission
Performance weight (lbs.)34363440
Pounds/gross horsepower11.459.83
Pounds/cu.in. piston displacement10.5110.52
Gross horsepower/cu.in. displacement.9171.070
Power displacement (cu.ft./mile)241.62241.62
Displacement factor (cu.ft./mile)140.64142.13
0 – 60 mph (seconds)––
Top Speed (mph)––
Powerglide Transmission
Performance weight (lbs.)3455–
Pounds/gross horsepower11.52–
Pounds/cu.in. piston displacement10.57–
Gross horsepower/cu.in. displacement.917–
Power displacement (cu.ft./mile)241.62–
Displacement factor (cu.ft./mile)139.91–
0 – 60 mph (seconds)––
Top Speed (mph)––

Performance ResultsL36L72
4-Speed Transmission
Performance weight (lbs.)36123614
Pounds/gross horsepower9.268.50
Pounds/cu.in. piston displacement8.468.46
Gross horsepower/cu.in. displacement.913.995
Power displacement (cu.ft./mile)289.21333.34
Displacement factor (cu.ft./mile)160.14184.47
0 – 60 mph (seconds)–5.6
Top Speed (mph)–134

1966 CORVETTE FACTORY OPTIONS

CODEESCRIPTION:QUANTITY:RETAIL PRICE:
19437Base Corvette Sport Coupe9,958$4,295.00
19467Base Corvette Convertible17,762$4,084.00
402Genuine Leather Seats, Black–$79.00
408Genuine Leather Seats, Red–$79.00
415Genuine Leather Seats, Bright Blue–$79.00
419Genuine Leather Seats, Dark Blue–$79.00
421Genuine Leather Seats, Saddle–$79.00
427Genuine Leather Seats, Silver/Black–$79.00
431Genuine Leather Seats, Green–$79.00
451Genuine Leather Seats, White/Blue–$79.00
A01Soft Ray Tinted Glass, All Windows$79.00$79.00
A02Soft Ray Tinted Glass, Windshield9,270$79.00
A31Power Windows4,562$57.95
A82Headrests1,033$42.15
A85Shoulder Belts37$26.35
C07Auxillary Hardtop (for convertibles)8,463$231.75
C48Heater and Defroster Deletion (credit)54$-97.85
C60Air Conditioning3,520$412.90
F41Special Front and rear Suspension2,705$36.90
G81Positraction Rear Axle, all ratios24,056$42.15
J50Power Brakes5,464$42.15
J56Special Heavy Duty Brakes382$342.30
K19Air Injection Reactor2,380$44.75
K66Transistor Ignition System7,146$73.75
–427ci, 390hp Engine5,116$181.20
L72427ci, 425hp Engine5,258$312.85
L79327ci, 350hp Engine7,591$105.35
M204-Speed Manual Transmission 10,837 $184.35
M214-Speed Manual Transmission, Close Ratio 13,903 $184.35
M224-Speed Manual Trans., Close Ratio, Heavy Duty 15 $237.00
M35Powerglide Automatic Transmission 2,401 $194.85
N0336 Gallon Fuel Tank (for coupe) 66 $198.05
N11Off Road Exhaust System 2,795 $36.90
N14Side Mount Exhaust System 3,617 $131.65
N32Teakwood Steering Wheel 3,941 $47.40
N36Telescopic Steering Column 3,670 $42.15
N40Power Steering 5,611 $94.80
P48Cast Aluminum Knock-Off Wheels (5) 1,194 $316.00
P92Whitewall Tires, 7.75 x 15 (rayon cord) 17,969 $31.30
T01Goldwall Tires, 7.75 x 15 (nylon cord) 5,557 $46.55
U69AM-FM Radio 26,363 $199.10
V74Traffic Hazard Warning Switch 5,764 $11.60

1966 CORVETTE RECALLS

Make: CHEVROLET
Model: CORVETTE
Model Year: 1966
Manufacturer: Cardone Industries, Inc.
MFR’s Report Date: May 07, 2003
NHTSA Campaign Id Number: 03e032000
NHTSA Action Number: N/a
Component: Service Brakes, Air: disc: caliper
Summary
Remanufactured Rear Brake Calipers, Part Nos. 18-7019, 18-7020, 16-7019, And 16-7020, Manufactured From February 1, 2002, To April, 25, 2003., And For Use On 1965 Thru 1982 Chevrolet Corvettes. The Subject Brake Calipers Were Manufactured Using Improperly Manufactured Piston Seals. These Seals Are Intended To Prevent Fluid Leakage Between The Caliper Housing And The Pistons. These Brake Calipers Are For Use Only On 1965 Thru 1982 Chevrolet Corvette Vehicles. This Recall Does Not Involve General Motors Corporation Or Any Of Its Products.
Consequence
Under These Conditions, The Vehicle Operator May Not Be Able To Stop The Car, Possibly Resulting In A Vehicle Crash.
Remedy
Cardone Will Notify Its Customers And All Unsold Inventory Will Be Repurchased And Will Provide A Full Refund To Customers. Owner Notification Is Expected To Begin During May 2003. Owners Who Take Their Vehicles To An Authorized Dealer On An Agreed Upon Service Date And Do Not Receive The Free Remedy Within A Reasonable Time Should Contact Cardone At 215-912-3000.
Notes
Also, Customers Can Contact The National Highway Traffic Safety Administration’s Auto Safety Hotline At 1-888-dash-2-dot (1-888-327-4236).
1966 CORVETTE SERVICE BULLETINS

None.
1966 CORVETTE COMMON ISSUES

The following list of common issues is intended for individual reference only, and may not reflect the specific issues of every 1966 Corvette. While the intent of this page is to identify the common issues pertaining to the 1966 Corvette, it is not an all-inclusive list and should be used for reference only.
1966 CORVETTE MECHANICAL ISSUES​

HEADLIGHT MOTOR ASSEMBLY

• There are two common problems that often occur with the headlight motor assembly. First, it is not uncommon for only one of the headlight motor assemblies to open. Second, the headlight assemblies may open in tandem, but they open very slowly, making them virtually non-functional. The cause of these issues are varied, but often occur because of either the failure of the headlight motor drive assemblies, or the misalignment of the transmission mechanism that physically rotates the headlight. In some instances, the headlight switch can also be the cause, and it is recommended that the switch be replaced in addition to other headlight motor mechanical repairs. There are a number of aftermarket parts manufacturers that produce OEM spec headlight motor and transmission assemblies.
• (See also “Exterior Issues” (below) for additional headlight related issues)

TAIL LIGHT/REAR TURN SIGNAL

• All C2 Corvettes (1963-1967) have a persistent problem with poor electrical grounds on their tail lights. The original design used speed nuts to hold the ground wire on, and these nuts do not remain tight.

REAR SUSPENSION

• The rear suspension utilized a transverse-mounted leaf spring with nine leaves, axle half shafts with U-joints, control arms and tubular shocks. Over time, this setup is known to fail due to normal fatigue. The rear suspension should be checked regularly, especially on vehicles with aging suspension.

WASHER PUMP ASSEMBLY

• Mechanical failure of the washer pump assembly is a common issue on both C2 and C3 Corvettes. The washer pump will not disperse washer fluid even though all of the hoses are inspected and properly connected, the washer fluid reservoir is full, and the washer nozzles are lear of debris. When this occurs, it is often the result of a bad washer pump nozzle valve. During normal (proper) operating conditions, the valve receives the washer fluid solution from the reservoir, and then it is forced (via the pump) to spray out through the washer fluid nozzles. The washer pump nozzle valve contains a small rubber diaphragm that can dry out and become brittle with age. It is generally the failure of this internal diaphragm which causes the mechanical failure within the valve itself.

1966 CORVETTE ELECTRICAL ISSUES
RADIO STATIC

• Resistive spark plugs were used in the second-generation Corvettes although they caused degraded engine performance. However, they were used in conjunction with shielded plug wiring to cut down on radio static. Because the fiberglass body of a Corvette did not provide electrical shielding like a conventional steel body would, radio static was a genuine problem for all of the second-generation Corvettes.

1966 CORVETTE EXTERIOR ISSUES​

ELECTRIC HEADLIGHTS​

• Given that the C2 electric headlight assemblies are exposed to weather, they are commonly known to have problems.

BODY/FRAME​

• The door seals tend to leak fairly regularly, especially the top portion of the door seal.​
• The chassis is one of the C2’s major sources of trouble. The main frame rails are prone to rusting, as is the rear kick-up behind the cabin and in front of the rear wheel. Other areas that are prone to serious fatigue from rusting include: the rear trailing/control arms, the inner “bird cage” metal substructure that supports the fiberglass body panels, the inner door frames, the door pillars, and the cowl area at the base of the windshield.​
• Radiator supports and the gas tank are prone to corrosion.​

1966 CORVETTE INTERIOR ISSUES
SAGGING FLOORBOARDS

• As the result of age or excessive wear, many 1963-1967 Corvettes are known to have sagging floorboards. This problem can sometimes be addressed by carefully raising the sagging floorboard using a floor jack & wooden blocks and then installing two rubber spacers on either side of the tunnel between the crossmember and floorboard where the floorboard is sagging (typically just outboard of the exhaust pipe holes).

TURN SIGNAL CAM FAILURE​

• Within the steering column, there is a turn signal cam assembly that regulates the control of the turn signal lever. As the cam ages, it can stop operating. When this happens, the turn signal level will not return to its neutral position and the turn signal will continue signaling, even after the completion of the intended turn of the steering wheel. While replacement of this cam assembly generally takes a couple hours to complete, it is not a difficult repair to make, though it will require the removal of the steering wheel to access the cam.​

The Mako Shark II got its patent in 1966. A look at what to come...

 

[ddgermann]

Been busy the last couple of days but today lets look at the 1967 Corvette. The last of the C2 generation. Although many were expecting the much anticipated C3 to be released in 1967 GM continued the C2 for one more model year. the speculation as to why is discussed below. Likely some of you were already bitten by the Corvette flu in 67 and may remember some of this drama around the delay of the C3.

There were varying reports as to why General Motors decided to keep the current model around for one more year. Some speculated that the launch of the C3 was intentionally delayed because Chevrolet had introduced the Camaro to its lineup in 1967. Although many critics and enthusiasts proclaimed that the 1967 Corvette Sting Ray would in fact be the first of an entirely new generation of Corvettes, it turned out that it would actually be the last – and most refined of the C2’s. Factually, however, most of it stemmed from the large levels of apprehension about Corvette’s successor, especially centered around issues with undesirable aerodynamics. Zora Arkus-Duntov, who had been directly involved with the development of the second-generation Corvette and was now championing the third-gen, had demanded that more time in the wind tunnel be given to the new Corvette prototype. The early results of such testing on the prospective third-generation model had proven that the car had undesirable aerodynamics, an issue Duntov had hoped to clear up well before the new Corvette went into production.

Not surprisingly, the 1967 Corvette proved to be the most sophisticated of all the Sting Ray models. The second-generation Sting Ray had been refined to its evolutionary limits – the result of which was a car that was clearly the best model of its five year run. The ‘67’s lines were the cleanest of all the C2’s, though the changes that were made to the Corvette were modest (just as they had been on the 1966 model.) To start, much of the trim (including hood script emblems and fender flags) were removed. The front fenders now featured five smaller air vents in place of the three larger ones that had originally been introduced in 1965.
The rocker panels were given a flat finish without any ribbing, which gave the car a lower, smoother outward appearance. In the rear of the car, a new, single backup light was introduced (unique only to the 1967 model) over the license plate. Lastly, the earlier models’ wheel covers were replaced with slotted six-inch Rally wheels with chrome beauty rings and lug nuts that were concealed behind small chrome caps. In truth, the change of wheels was as much a result of safety legislation which required modifying the use of a knock-off wheel to a bolt-on type.

The 1967 Corvette featured five smaller air vents in place of the three larger vents featured on the earlier second-generation Corvettes.
Also like the 1966 model, the 1967 only received minor updates to its interior. As with before, the upholstery was revised and the seats were a new design. The hand brake (parking brake) was relocated from beneath the dashboard to between the seats – a Corvette first. While the inner doors remained largely the same as before, the lock buttons were moved further forward and an attaching screw was added at the rear. Perhaps the most notable change to the 1967 Corvette’s interior was the removal of the passenger hand-hold above the glovebox, a feature that had been part of the Corvette since 1958.

The convertible’s optional hardtop offered with a black vinyl cover, which had been a fad amongst the automotive industry as a whole during that time.

The 1967 Sting Ray’s interior received only minor updates for the final year of the second-generation Corvette.
Even fewer changes were made to the ‘67’s powertrain. As with the previous year, the two small-block V-8 engines returned, as did the 390 horsepower big-block, though this last engine was fitted under a redesigned hood scoop. The biggest changes involved the pair of big-block 427 engines, which now produced 400 and 435 brake horsepower respectively, due to the introduction of triple two-barrel carburetors. Like last year’s model, these new 427s differed in compression ratios – 10.25:1 and 11.0:1 respectively. The latter of these two engines, RPO L71, also included optional specialized aluminum heads (instead of cast iron) and larger-diameter exhaust valves like those included in RPO L89. Also as with previous years, the actual (true) horsepower of these behemoths was largely understated. WOW what a ride this would have been...

DID YOU KNOW:
While there are many unique identifiers that single out any model year of Corvette, the 1967 Sting Ray has a unique identifier to help set it apart – If you know where to look. A blue, “GM Mark of Excellence” label was attached to the back of each 1967 Corvette door above the latch. This initiative was the direct result of General Motor’s quality awareness program. Additionally, safety legislation required a modification of the knock off wheel option. For the 1967 model year, the wheels were changed to a bolt on, cast alloy style with a clip on center cap to conceal the lug nuts.
​

Based on the already impressive L89 engine, Chevrolet decided to introduce the “ultimate” Corvette engine in 1967 by introducing an engine coded with the designation L88. The L88 engine was an immensely powerful production engine, and was about as close to a pure racing engine as any Chevrolet had introduced in a commercial vehicle up to that point in time.
The big-block engine featured weight-saving aluminum cylinder heads mounted atop a standard Mark IV four-bolt iron block. The L88’s crankshaft was specially forged out of 5140 alloy steel, and was then cross-drilled for maximum lubrication and Tuftrided for hardness.

The 1967 Corvette featured an optional 400 or 435 horsepower 427 cubic inch engine.
Attached to the crankshaft via Magnafluxed connecting rods were eight forged-aluminum pop-up pistons that produced an air/fuel mixture at a staggering 12.5:1 compression ratio. Although General Motors claimed that it was no longer involved with racing (due to their commitment to support the Automobile Manufacturers Association’s ban on racing), there was no question that all twenty of these special L88 engines were intended for the racetrack. The L88 was yet another of Zora Arkus-Duntov’s unabashed attempts at elevating the Corvette to the stature of a race car, which is where he knew the Sting Ray ultimately belonged. However, when the engine was originally introduced to Corvette in the spring of 1967, the engine didn’t light the racing circuits afire as the L88 had durability problems early on in its career.
The engine was prone to overheating and utilized underrated (and inherently weak) connecting rods in the engine’s lower end. Nonetheless, the 1967 L88 equipped Corvette was definitely worth taking notice of, and proved that it had mastered the ability to go fast . At the 24 Hours of LeMans in June, 1967, a Corvette equipped with an L88 actually topped 170 miles per hour on the Mulsanne Straight before a connecting rod failed, thereby ending Corvette’s chance for a victory at the 24 hour race.
Of course, ordering the L88 production option meant more than just placing an order for an engine. When equipped with the L88 427 Corvette engine, the build also called for blank covers to replace both the AM/FM radio controls and the heating/cooling controls normally found in the center console of a ’67 Corvette’s dashboard. In fact, ordering the big-block 427 also meant the mandatory elimination of a radio head and power windows, as well as the elimination of a convenient automatic engine choke – though Chevrolet did have a retrofit hand-choke kit available for those drivers that could not get along without it.
In addition to the removal of some of the car’s creature comforts, other notable absences could be found under the hood. First, the fan shroud (which aids in engine cooling) was absent, as was any semblance of an emissions controls system.
There was no PCV (Positive Crankcase Ventilation) valve, but rather an obsolete road-draft tube that vented crankcase vapors directly into the atmosphere through the driver’s side valve cover. What was left instead was an impressive engine that was as perfectly suited to run on the racetrack.

The 1967 Sting Ray was the only second-generation Corvette to run in the 24 Hours of Le Mans.
If ever an off-road engine option had been developed for the Corvette, this was it.
The L88’s ultra-high compression ratio left Chevrolet officials no choice but to warn owners about the car’s fuel consumption. The paperwork that was included with each Corvette equipped with the L88 option read “This unit operates on Sunoco 260 or equivalent gas of very high octane. Under no circumstances should regular gasoline be used.” A second label was placed inside the Corvette as well which similarly read “Warning: Vehicle must operate on a fuel having a minimum of 103 research octane and 95 motor octane or engine damage may result.”
Ultimately, sales of the L88 equipped Corvette were limited to a mere 20 units. While the car was immensely powerful, it was also an extremely expensive option. At an additional $1,500 over the base price of $4,240.75, the sticker shock proved too expensive for most enthusiasts, which was okay with GM since they had always felt that the L88 Corvette belonged on the racetrack.

As a whole, sales of the 1967 Corvette Sting Ray were down from earlier models. GM attributed most of the sales lag as a bi-product of the anticipated arrival of the Corvette’s overdue redesign. With a third generation Corvette just around the corner, the final year of the C2 Corvette still produced respectable sales numbers. In total, 22,940 units were sold, which was down over 5,000 units from the 1966 sales numbers, with the convertible accounting for nearly two-thirds of all sales with an impressive 14,436 units sold to the coupe’s meager 8,504 units.
Even as the sales numbers began to reach an end for the C2 Corvette, Chevrolet was ramping up for the introduction of its next-generation Corvette. While the introduction of the C3 Corvette would include the dis-continuation of the Sting Ray designation (an absence that was more than five years in the making,) the new Corvette would continue to retain a marine-based designation, though this time as a nickname. As 1968 approached, General Motors was about to unveil the “Shark”, and its unveiling would usher in another challenging era for both the Corvette and late-1960’s America.

INTERIOR COLORS (TWO-TONE VINYL)

Interior Colors (Two-Tone Vinyl)Code
White/Blue Trim (Vinyl)Medium Blue Instrument Panel, Medium Blue Carpet450
White/Black Trim (Vinyl)Black Instrument Panel, Black Carpet455
INTERIOR COLORS (TWO-TONE LEATHER)

None Available
EXTERIOR COLORS

INTERIOR COLORS

1967 CORVETTE PERFORMANCE RESULTS

Performance ResultsStandard
3-Speed Transmission
Performance weight (lbs.)3456
Pounds/gross horsepower11.32
Pounds/cu.in. piston displacement10.37
Gross horsepower/cu.in. displacement.917
Power displacement (cu.ft./mile)241.30
Displacement factor (cu.ft./mile)139.64
0 – 60 mph (seconds)–
Top Speed (mph)–

1967 CORVETTE DEALERS SALES BROCHURE