Chevrolet Corvette 1965 images

The G2 Chevrolet Corvette were assembled 1963 to 1967 inclusively and these now take on the name "Stingray". The "Vette” body is subtly more refined this year, the braking has been improved, the smaller engines are all delivering more and the larger 396 is also on the table by mid-year,  putting the Stingray in a class of its own. The 327 is available with a Rochester injection system-which delivers 375 hp, at an added cost of $538.00, but for 50 bucks less you could option the 396 putting out 425 hp. There were only 771 of the fuel injected 327 engines turned out by the factory that year. The low sales mean the Corvette would not have an injected engine on the options list again for another 18 years.

vehicle shown 327 CID V8 4-Speed Manual

MCF thanks Gateway Classic Cars for the images provided here

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Corvette Stingray 1967 Plus the L88 Option (’67-’69)

The Corvette Stingray in 1967 was the last of Gen 2 and the most refined of the line. It had a less bulky, more streamlined look than the previous models of the generation. This version carried a unique set of five small louvers on each front fender instead of three with the big-block bulge in the hood now a scoop for ’67. This car not only was the most powerful Corvette ever made but was also the most desirable.

A bargain price for a small-block ’67 would be anything under $40,000 U.S., but you'll probably have a few repair bills to go along with that. As for any more coveted model, the sky is the limit for price.

Exterior refinements included a single backup light mounted above the license plate, slotted six-inch Rally rims with beauty rings, and the lug nuts were unseen behind a chromed cover.

Capture4 Capture5

For the interior, Chevy upgraded the upholstery slightly, but moved the hand brake from under the dash and mounted it between the front buckets. If you ordered the convertible with the removable hardtop, you could also option a black vinyl snap-on cover for the passenger compartment.


The 427-cubic-inch came with solid lifters and tri-power-three, Holley two-barrel carburetors mounted on the intake,  delivering 400 bhp,  but fuel injection, also offered as an option, put out 435 bhp for the last time until ’82. There were also two V8 small-block  327 engine offerings in ’67, and the basic transmission was a three-speed, but there were several Muncie four-speed options, as well as a variety of gear ratios available for them.


 There were 22,940 units produced in ’67, but only 20 of those were sold with the L88 engine code option, which bolted to the Muncie M-22 “rock crusher” four-speed manual transmission. The Sunray DX L88 was the hands-down winner of 12 Hours of Sebring in ’67. The L88 wasn’t an option for normal street use, partly for weight reduction but also to discourage casual buyers. The buyer had to buy an RPO C48, without a heater, air conditioning, and radio available. Chevrolet mandated that if you ordered an L88, you also had to purchase other optional performance equipment, including the G81 posi-traction rearend and the K61 transistorized ignition system. This high-compression option ran only on 103-octane racing fuel, with a warning sticker advising that on the console.

 The L88 steering was an unassisted recirculating ball type with the F41 heavy-duty suspension. The front was double wishbone with triple-link transverse leaf springs in the rear and J56 front/rear disc brakes with power assist. High-performance goodies included were one very large Holley four-barrel, lightweight heads, forged crankshaft, bigger ports, 12.5:1 compression in the firing chamber, hottest camshaft available, with a small diameter flywheel and an extra large aluminum radiator.

Chevrolet rated this engine conservatively at 430 bhp at 4600 rpm, but the true rating was reputed to be closer to 560 or 600 bhp (447.4 kW) at 6400 rpm, and it develops 550 lbs.-ft. (745.7 N-m) of torque at 4000 rpm. This is the most powerful engine ever under a Corvette hood with a top speed of 194 mph (312.2 km/h).

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Chevy small block- 1962 to 1998 Number 6


The 4.0 inch bore family

350 variations 1967 to 1980

The L-48 is first available in the Chevy Camaro for the 1967 model year as the high performance engine option. This version was then an option in 1968 for the Nova and then in 1969 the engine is also available for the Impala’s, El Camino as well as an export product for the Holden in Australia from ’69 until 1972. In ’69 the L-48 package includes a Hydraulic camshaft, four barrel carburetor, cast pistons, and four bolt main bearings. The block has 010 as the casting number while the heads have either 041 or 186 casting identification number. This engine develops 300 hp and will offer 380 lb-ft (520 N-m) of torque. The compression due to the EPA mandate is lowered to 8.5:1 for the ’71 model year. From 1975 until 1980 the Corvette had the 350 L-48 V8 as the basic engine which produced 165 bhp (123 kW) for the ’75 model but it increases to 180 bhp in’76 through ‘77. By ’78 California and high altitude areas the L-48 offers 175 bhp while other areas the same engine will develop 185 bhp (138 kW). For 1979 the HP rating goes up to 195 but drops back to 190 bhp for the 1980 model year. By 1972 the Nova SS is the only other model with the L-48 four barrel and the car can be confirmed as an original factory Nova SS L-48 if the fifth character in the VIN is a “K”; ’72 is also the only year that a Nova SS pack can be identified with the VIN number.

The 350 cu in (5.7 L) LM1 package develops 155 to 175 hp is available in most Chevy passenger vehicles through to the 1988 model year. The four barrel carburetor is generally a Rochester Quadrajet and could be had with points, electronic and/or computer controlled power distribution through-out the years. The two barrel variation of the LM1 350 is the L65 which develops 145 hp; these two 350’s are superseded by the L05 for the 1989 versions.

From 1970 to ’74 the basic engine in the Corvette is the ZQ3 small block 350 with the four barrel Rochester 4MV carburetor, hydraulic lifters and 10.25:1 compression developing 300 bhp. The main bearing of the ZQ3 is the first 350 with the larger 2.45 journal. There is apparently a lower nickel content in small blocks cast after 1971but the deck is thicker to compensate while the heads are lighter with less iron in the casting but as a result they are more likely to crack than their predecessors-these units also have a lower compression of 8.51:1 which equates to a lower 270 bhp (201.34 kW) with the torque also dropping to 300 (net) lb-ft as well. In 1972 the ZQ8 will deliver 200 bhp net (149 kW) with 270 lb-ft torque; in ’73 an additional drop to 190 bhp (141.68 kW) although the 1974 model year the horse power rating goes up slightly to 195 bhp.

350 variations continued…

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Ford Mustang 1969 Fastback Raybestos Restomod

We're looking at a Custom 1969 Ford Mustang Fastback Raybestos Restomod built for Raybestos Brakes as a promotional sweepstakes giveaway at the SEMA Show in November 2016.
The car's being shared by Jeff Schwartz, the Owner of Schwartz Performance Inc. who is in charge of the Build Team. Jeff shares the car was found in California and although the car had many dents, it was rust free. After around 1400 hours with his Build Team this amazing Mustang looks like a 1969, however has all new parts for a modern road ready race car.

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Chrysler Imperial 1969-1973 G4

The C-body Chrysler Imperial for 1969 is sporting a new fuselage body which gives passengers more room-about 3 ½” more shoulder room in the four door sedan, but the unibody Imperial is no longer or wider than last year. The newly styled cabin is narrow at the rocker panels then wider at shoulder height, narrowing again towards the roof line, like an aircraft’s passenger compartment. The widow glass is curved to fit the new body shape. The Imperial shares a number of the same body panels with the lesser Chrysler Newport, which means a saving in production costs. This Chrysler is looking streamlined and elegant for ’69, with 22,083 discerning customers that chose the Imperial this year. The Imperial, only for 1969, features sequential turn signals, but it’s the last year a pillared sedan is on the table.  The newly introduced Imperial LeBaron coupe is 229.7 inches (5834. 38 mm) bumper to bumper, and the line-up is once more, in ’69, the longest post-war personal luxury car, short of a limousine. The only power available is the 440 cu in “Wedgehead” V8 which is coupled to the A727 Torque-Flight Automatic three speed transmission.


There are a few trim changes for 1970 with a new egg crate grill for the front fascia. The “shark gill” parking lights have been dropped in favour a more squared configuration and for’70 only, the fender skirts are also gone, but additional chrome trim is added to the rocker panels, with a vinyl trim offered optionally. The Crown series will be retired at the end of 1970, leaving the LeBaron as a coupe or hardtop the only models available. Production dropped by half- of last year to 11,822 in ‘70.


The Imperial Eagle logo is gone from the hood in 1971 and replaced with the word “Imperial”, while the rear deck has the same name, but adds “by Chrysler”. The ‘71 Chrysler Imperial is the first car made in the states that could be equipped with four-wheel anti-lock brakes. This ABS system is made by Bendix, but it was a seldom chosen option at that time. This makes an ABS equipped Imperial a very uncommon find among the original 11,569 factory produced units. The white or black vinyl roof is a standard feature in ’71, but there were a few Imperial models with factory applied burgundy body paint that have a burgundy vinyl roof, that fades to a purplish color and reveals a paisley pattern underneath. There is speculation that this “Mod Top” may have been leftover vinyl material used for the sportier Dodge or Plymouth units. The material was then printed over for use on the Imperial. A Chrysler designer and spokesperson, Jeffery Godshall, did say, in a “Collectable Automobile” magazine article that: “This is untrue, the vinyl had simply faded, to the purple paisley pattern after exposure to the weather.”  Chrysler Corporation replaced a large number of the faulty burgundy tops under full warrantee, but there are still some of these remaining.

As sign of the times in 1972, the Imperial sheet metal is all changed, now with a much more rounded look from a side view, the car is also looking larger and heavier than the first three years of the G4 production. The fuselage style cabin is now more refined, but lacks the character line along each side. This year there is a chrome trim strip over the top of the fender seam running from the rear windows forward. The newly revamped front fascia is an eye catching feature, as are the new vertically configured teardrop taillights, while the rear side marker lights are now in a shield shape with an eagle in the center. The sales pick up a little in ’72 with a total of 15,796 leave the assembly line that year.


For 1973 the Chrysler Imperial is now 235.3 inches (5,977 mm) long with the new impact absorbing bumper guards adding another 5.9 inches (147 mm) making it the longest production car produced on this continent. This is a good year for car sales in N. America with 16,729 of the Chrysler Imperial roll off the assembly line. Two of these, black ones, were sold to the U.S. Secret Service and were last officially used to take President Ronald Regan with his entourage to the swearing in ceremony on Capitol Hill in January, 1981.

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