1965 C2 Corvette

1965 Corvette Overview

As the 1965 model year approached, the design team behind the Chevy Corvette continued to refine the overall design of the C2 Sting Ray, making only minor cosmetic changes in the process.  Instead, the focus for the second-generation’s third year centralized on some significant mechanical upgrades that would vastly improve the Corvette’s already impressive handling and drivability.

Model: 1965 Corvette
Generation: C2 Corvette
Type: 2 Door Coupe/Convertible
Available Colors: Tuxedo Black, Ermine White, Nassau Blue, Glen Green, Milano Maroon, Silver Pearl, Rally Red, Goldwood Yellow
Engine: 327ci ohv V8 (fuel injected or carbureted (multiple-horsepower options)),
396ci, 425hp ohv V8 engine
VIN: 194375S100001 – 194375S123564
Transmission: 3-speed manual (standard), 4-speed manual (optional), 2-speed Powerglide (optional)
Original Price: $4321.00 (Coupe), $4106.00 (Convertible)
Units Produced: 23,564
Corvette 1965 Corvette Spec List

At the same time, 1965 would also mark the beginning of the end of the second-generation Corvette as Zora Arkus-Duntov and Bill Mitchell each began championing the effort to develop a third-generation Corvette, although each would bring with him a different interpretation of what that next-generation car would be.

Duntov’s group was actively seeking out ways to develop a mid- or rear-engine Corvette that was synonymous with cars like Porsche’s mid-engine Carrera GTS coupe.

By contrast, Mitchell’s team had a different vision, one that would be fully realized in the development of the Mako II Concept vehicle, a car that would eventually become known as one of the most famous concept vehicles of all time.

XP-819 Corvette Concept
The XP-819 Corvette Concept was the first of many mid-engine Corvette designs presented by Duntov’s design group to Chevrolet in the 1960’s. (Image courtesy of GM Media.)

For Duntov, the vision was to design a true mid-engine Corvette that could support a big-block Mark IV engine riding just ahead of the rear wheels.  Duntov’s group developed a shape for their car’s fiberglass body, and even went so far as to assemble a couple of small-scale models in early 1965.

DID YOU KNOW: The 1965 Mako Shark II was originally called just the “Mako Shark.” However, the moniker was changed to “Mako Shark II” after it was decided to retroactively rename the XP-755 prototype the “Mako Shark I”.

Ultimately, however, a rear- or mid-engine Corvette demanded specific mechanical components that General Motors simply did not provide.  While the company had repeatedly attempted to produce a transaxle that was able to withstand the torque of a high-power V-8 engine, the design and the tooling expenses required to develop one that would be used only in a low-volume model would have sent Corvette prices skyrocketing beyond control.

Still, it was decided that if General Motors could not entice consumers with a car that provided leading-edge technology, then Mitchell and company would introduce them to a car that had exotic styling.

1965 Mako Shark II Concept Corvette
The 1965 Mako Shark II Concept Corvette, designed by Bill Mitchell and Larry Shinoda. (Image Courtesy of GM Media.)

Bill Mitchell had actually begun laying out the next generation Corvette in late 1964 with the help of Larry Shinoda and the General Motor’s design division.  The intent from the onset had been to develop a car that could travel the auto-show circuit to serve as a trial balloon for the next generation Corvette.

Mitchell instructed Shinoda that a suitable preview would have to be ready for the New York International Auto Show before April, 1965.

In response to Mitchell’s request, Shinoda’s team of designers developed a full-size mock up of Mitchell’s next vision for the Chevy Corvette, which they dubbed the “Mako Shark II” (so named because of its long, somewhat flattened front-end, which made the car resemble a shark.)

The mock-up, which lacked an engine despite the hood label that read “Mark IV 396”, was rolled out for press release photography in March, 1965.  A fully functional Mark Shark II would follow shortly thereafter, fitted with a 427-cubic-inch Mk IV big-block V-8 engine.

Mako Shark II
The Mako Shark II included many of the design elements that would ultimately be used to develop the third-generation Corvette. (Image courtesy of GM Media.)

Whether viewing the mock-up or the actual prototype, there was no question that the car looked fast.  An aggressively pointed prow gave way to a domed hood that signified robust power.  In both the mockup and the prototype, the bulging wheelhouses at all four corners of the Corvette only enhanced the already aggressive appearance of the car.

Large, wide Firestone tires were wrapped around the wheels.  The mockup featured cast-aluminum side exhaust with finned sidepipes that were painted in crackle black with “fins” which maintained a bright, polished finish.

Changes to this exhaust system were made after the cars unveiling at the New York Auto Show (prior to the elimination of the side exhaust system from the prototype car completely.)

Measuring three inches longer than the existing Sting Ray, the “Mako Shark II” featured a sleek roof -line that rolled back into a tapered exclamation point.  That same bodyline continued all the way to the rear of the car, where a pronounced ducktail design defined the rear of the car.

The entire car was painted using a careful feathering/blending of colors which only further helped to enhance the appearance that the “Shark II” was some sort of other-worldly design.

Using a blend of browns, blues (including Firefrost Midnight Blue) and grays, the car really started to represent the magnificent beasts of the sea from which so much inspiration was drawn for the car’s design.

Mako Shark II's interior
The original design of the Mako Shark II’s interior included a rectangular steering wheel with transmission controls built into it. This re-styled interior is what was included in the final conceptual design. (Image courtesy of GM Media.)

Even with the development of a new Corvette underway, the current, second-generation Corvette still had the immediate attention of Chevrolet’s executives.

Given the sales success of the first two model years, there was little doubt by anyone that the 1965 Corvette would be equally successful, or perhaps even surpass previous successes.

Given that fact, and the fact that Corvette’s best designers were focused on supporting the development of the next generation Corvette, Chevrolet was not making major modifications to the current model.

1965 Mako Shark II
By all standards, the 1965 Mako Shark II was a futuristic vision of where Corvette design was headed. (Image courtesy of GM Media.)

That’s not to say there weren’t any changes made to the Corvette’s appearance.  The most notable change to the outward appearance of the car was the removal of the former scoop indentations, which had carried over in the 1964 model (after the faux hood scoops were removed from the 1963 design.)

The new hood, which was now a single, smooth surface, became one of the major differentiating characteristics of the 1965 model year.

In addition, the front fenders were redesigned to feature a trio of working exhaust vents (which replaced the previous model’s non-functional horizontal “speedline” coves.)

1965 Corvette hood
The 1965 Corvette hood is one of the most notable differences of the model year. Note the complete absence of the hood scoops that were on the original 1963 model.

Another notable design change involved refinements to the front grill.  For the 1965 model treatment; the inner, horizontal grill bars were painted black, but the outer grill remained a bright chrome color, making the overall design unique to the 1965 Corvette.

Lastly, the wheel covers and rocker-panel moldings were re-designed for the 1965 model year.  The optional knock-off wheel covers now featured a dark gray paint color between the fins.

The interior of the car also received some minor design refinements as well, though these were far more subtle than those made to the Corvette’s exterior.  In the driver’s dashboard, all of the instrument displays were redesigned to include flat black faces.

Elsewhere, the areas around the radio and speaker bezel were now being painted, instead of utilizing the vinyl covering that had been standard on previous models.  A more notable improvement involved another change in the design of the car’s driver and passenger seats. The new seating surfaces were designed to be slightly larger and more supportive, and the seat backs were now encased in hard plastic backing shells.  Complementing the newly evolved seats, the inner door panels were also redesigned and now included fully integrated armrests.  Lastly, the interior received new seat belt retractors, a feature that was never before been seen in a Corvette.

1965 Corvette Interior
The 1965 Corvette Interior featured gauges with flat black faces and painted radio bezels.
1965 Corvette
The seats in the 1965 Corvette were redesigned to be slightly larger and more supportive.

While these changes were important to the continued evolution of the Corvette, the focus on the 1965 model year had really been directed at correcting many of the elements found below the car’s fiberglass exterior.

A number of noteworthy alterations and additions were made for the 1965 model year – some of which would set a precedence that would carry over to the most current Corvette models being built today.  The first of these welcome additions was the introduction of a standard, four-wheel.

The brakes featured a four-piston design with two piece calipers mated to a newly designed brake rotor which utilized cooling fins.  The cooling fins helped to dissipate the massive amount of heat being generated during hard braking.

Suspended between the calipers and rotors was an all new semi-metallic brake pad.  These pads were designed to remain in constant contact with the brake rotors which aided in keeping the braking surfaces on the rotor free from rust and debris (both of which cause pitting and diminish the lifespan of any brake rotor.)

While the drag created by the contact between the pads and rotors was negligible, the benefits of maintaining the rotor condition helped GM to project a life expectancy of 57,000 miles on the front braking system (which, because of the forward weight transfer, supplied most of the braking effort in all-out stops.)  Better still, the expected lifespan of the rear brakes was twice that of the front.  Pending federal regulations (at/during the development phase of the 1965 Corvette), a dual master cylinder with separate fluid reservoirs for front and rear lines was also introduced.  The newly designed master cylinder helped reduce the overall temperature of the brake fluid, which contributed to brake failure in older models.

The disc brakes were a much needed improvement over the previous braking system.  Prolonged testing of the new disc brake system found that repeated stops from 100 miles per hour did not cause any deterioration in the efficiency of the braking system.  Equally important was the fact that no matter the condition, all stops were very stable and required a much shorter braking distance than the earlier drum brakes.  Despite this, the old drum brake system did remain available to consumers and garnered a $64.50 credit on the overall Corvette purchase price when selected as an option. Despite this, only 316 Corvettes built in 1965 came equipped with the drum brake option.

Mark IV Engine
The Mark IV Engine, available as RPO L78 was nicknamed the “porcupine motor” because of its appearance, which many felt was reminiscent of porcupine quills. (Image courtesy of GM Media.)

Another significant improvement and mechanical milestone arrived midway through the 1965 model year. Officially titled the Mark IV, Chevrolet introduced a new, optional, big-block V-8 engine for the first time in a production Corvette.

The Mark IV had actually originated in early 1963 as the “mystery” 427 racing engine that had made its first appearance at the Daytona 500.  Despite its official title, the engine was marketed as the Turbo Jet and was made available in three varieties, two 396 cubic inch versions, and a 427 (although a fourth, “heavy-duty” 427 was also created for marine use.)

The 396 big-block engines were scheduled to replace Chevy’s hallowed, though short-lived 409 cubic-inch by Semon E. “Bunkie” Knudsen (then General Manager of Chevy) that the only viable investment was to develop the most modern engine available, Chevy’s engine plant in Tonawanda, New York was retooled to support the production of the Mark IV engine.

The engine officially began production in mid-1965.

A number of variants of the Mark IV engine were produced.  For its mid-size Chevelle model and all full-size Chevy models, a 325 horsepower and 360 horsepower engine was produced.

For the Corvette, however, the engine, which was available to consumers under RPO L78, was given 11:1 compression, impact-extruded alloy pistons with chrome rings, solid lifters, a bigger carburetor (and corresponding double-snorkel air cleaner) and an oversized oil pump, all of which helped make this more radical Mark IV engine capable of producing an impressive 425 horsepower.

1965 Mark IV Engine
The 1965 Mark IV Engine produced 425 horsepower. (Image courtesy of GM Media.)

The big-block also featured free-breathing cylinder heads with staggered valves that had been laid out in a seemingly disorganized fashion, with an appearance reminiscent to porcupine quills, which earned the engine the nickname, ‘the porcupine motor.”

The Mark IV engine was an immediate sensation and brought Corvette enthusiasts to their local Chevrolet dealerships in droves.  While its introduction late in the model year resulted in limited supply, there was no questioning the long-term potential for an engine that was capable of producing such impressive performance numbers.

Even when equipped with a moderate 3.70:1 rear axle, a Mark IV equipped Corvette could do a standing quarter mile run right around 14 seconds at an impressive 104 miles per hour.  Further, given adequate track distance, the car could now reach an overall top speed of nearly 140 mph (again when equipped with the 3.70:1 axle-ratio.)

Aside from the late-entry Mark IV, several other engines had remained available for the 1965 model year including a 375 horsepower, 327 cubic-inch small-block V8 that came equipped with fuel injection.

While this small-block engine was an impressive powerhouse in its own right, Chevrolet had definitely recognized that the direction of the powerplant for the Corvettes would center around engine displacement, and so it was decided that all other, smaller engines would ultimately be abandoned in the Corvette line at the end of the 1965 model year.  Interestingly, the retirement of the 327ci engine also brought with it the end of the use of fuel injection in Corvettes for the next twenty years.

The 1965 Corvette Sting Ray Emblem.
The 1965 Corvette Sting Ray Emblem.

Another new engine did appear in 1965 however.  The L79 small block, which was essentially an L76 327 engine featuring a slightly milder hydraulic cam in place of the solid-lifter stick.

Operating on an 11:1 compression ratio, the L79 engine was rated at 350 horsepower, and was deemed nearly identical to the L76 on the outside with its chromed air cleaner and finned cast-aluminum valve covers.

In all, the 1965 Sting Ray saw a total of 23,564 units sold, making 1965 the most successful sales year for the Corvette yet.  Of all the units built, 15,378 were convertibles, accounting for nearly two-thirds of all Corvettes sold in 1965. By comparison, the coupe sold a mere 8,186 units.

See full 1965 Corvette Image Gallery

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 #3846246: 327 CUBIC INCH, 250HP, AUTO TRANS
CARTER 3697S #3846247: 327 CUBIC INCH, 250HP, MANUAL TRANS
CARTER 3720SB #3851762: 327 CUBIC INCH, 300HP, AUTO TRANS
CARTER 3721SB #3851761: 327 CUBIC INCH, 300HP MANUAL TRANS
HOLLEY R2818A #3849804: 327 CUBIC INCH, 350HP, 365HP
HOLLEY R3124A #3868826: 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

CODE: DESCRIPTION: QUANTITY: RETAIL PRICE:
19437 Base Corvette Sport Coupe 8,186 $4,321.00
19467 Base Corvette Convertible 15,377  $4,106.00
402 Genuine Leather Seats, Black  $80.70
408 Genuine Leather Seats, Red  $80.70
415 Genuine Leather Seats, Blue  $80.70
421 Genuine Leather Seats, Saddle  $80.70
427 Genuine Leather Seats, Silver  $80.70
431 Genuine Leather Seats, Green  $80.70
436
Genuine Leather Seats, Maroon $80.70
438 Genuine Leather Seats, White, (Black Instrument & Carpet)  –  $80.70
451 Genuine Leather Seats, White, (Red Instrument & Carpet)  $80.70
A01 Genuine Leather Seats, White, (Blue Instrument & Carpet) $16.15
A02 Soft Ray Tinted Glass, All Windows 7,624  $10.80
A31 Soft Ray Tinted Glass, Windshield 3,809   $59.20
C07 Power Windows 7,787  $236.75
C48 Auxillary Hardtop (for convertibles) 39 $100.00
C60 Heater and Defroster Deletion (credit) 2,423  $421.80
F40 Air Conditioning 975  $37.70
G81 Special Front and Rear Suspenion 19,965 $43.05
G91 Positraction Rear Axle, all ratios 1,886  $2.20
J50 Special Highway Axle, 3.08:1 ratio 4,044   $43.05
J61 Power Brakes 316  -$64.50
K66 Drum Brakes (substitution credit) 3,686  $75.35
L75 Transistor Ignition System 8,358  $53.80
L76 327ci, 300hp Engine 5,011  $129.15
L78 327ci, 365hp Engine 2,157  $292.70
L79 396ci, 425hp Engine 4,716   $107.60
L84 327ci, 350hp Engine 771  $538.00
M20 327ci, 375hp Engine (fuel injection) 21,107  $188.30
M22 4-Speed Manual Transmission 30  $171.00
M35 4-Speed Manual Trans., Close Ratio, Heavy Duty 2,021  $199.10
N03 Powerglide Automatic Transmission 41  $202.30
N11 36 Gallon Fuel Tank (for coupe) 2,468  $37.70
N14 Off Road Exhaust System 759  $134.50
N32 Side Mount Exhaust System 2,259  $48.45
N36 Teakwood Steering Wheel 2,259  $43.05
N40
Telescopic Steering Column 3,236  $43.05
P48 Power Steering 1,116  $322.80
P91 Cast Aluminum Knock-Off Wheels (5) 168  $15.70
P92 Blackwall Tires, 7.75 x 15 (nylon cord) 19,300 $31.85
T01 Whitewall Tires, 7.75 x 15 (rayon cord) 989   $50.05
U69 Goldwall Tires, 7.75 x 15 (nylon cord) 22,113 $203.40
Z01 AM-FM Radio 15,397  $16.15

1965 Corvette Exterior & Interior Colors

Exterior Colors

CODE EXTERIOR TOTAL SOFT TOP WHEELS INTERIOR
AA Tuxedo Black 1,191 Black, White, Black Black, Blue, Green, Maroon, Red, Saddle, Silver, White
CC Ermine White 2,216 Beige Black Black, Blue, Green, Maroon, Red, Saddle, Silver, White
UU Rally Red 3,688 Black, White Black Black, Red, White
FF Nassau Blue 6,022 Beige Black Black, Blue, White
XX Goldwood Yellow 1,275 Black, White Black Black, White
QQ Silver Pearl 2,552 Beige Black
Black, Red, Silver
GG Glen Green 3,782 Black, White Black Black Green, Saddle, White
MM Milano Maroon 2,831 Beige Black Black, 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 Carpet 437
White/Red Trim (Vinyl) Red Instrument Panel, Red Carpet 443
White/Blue Trim (Vinyl) Medium Blue Instrument Panel, Medium Blue Carpet 450

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 Carpet 438
White/Red Trim (Leather) Red Instrument Panel, Red Carpet 444
White/Blue Trim (Leather) Blue Instrument Panel, Saddle Tan Carpet 451

1965 C2 Corvette

1965 Corvette Powertrain Specifications

Order Code Standard L75 L79
Manufacturing Location Flint, Michigan Flint, Michigan Flint, Michigan
Type 90 degree V, Valve-In-Head 90 degree V, Valve-In-Head 90 degree V, Valve-In-Head
Cylinders 8 8 8
Displacement (cid) 327 327 327
Fuel Induction System Carburetor Carburetor Carburetor
Horsepower 250 @ 4,400 300 @ 5,000 350 @ 5,800
Torque 350 @ 2,800 360 @ 3,200 360 @ 3,800
Bore x Stroke (in.) 4.00 x 3.26 4.00 x 3.26 4.00 x 3.26
Compression Ratio 10.5:1 10.5:1
Firing Order 1-8-4-3-6-5-7-2 1-8-4-3-6-5-7-2 1-8-4-3-6-5-7-2
Cylinder Number System (Left) 1-3-5-7 1-3-5-7 1-3-5-7
Cylinder Number System (Right) 2-4-6-8 2-4-6-8 2-4-6-8
Recommended Fuel Premium Premium Premium
Order Code L76 L84 L78
Manufacturing Location Flint, Michigan Flint, Michigan Flint, Michigan
Type 90 degree V, Valve-In-Head 90 degree V, Valve-In-Head 90 degree V, Valve-In-Head
Cylinders 8 8 8
Displacement (cid) 327 327 396
Fuel Induction System Carburetor Carburetor Carburetor
Horsepower 365 @ 6,200 375 @ 6,200 425 @ 6,400
Torque 350 @ 4,000 350 @ 4,400 415 @ 4,000
Bore x Stroke (in.) 4.00 x 3.26 4.00 x 3.26 4.00 x 3.26
Compression Ratio 11.0:1 11.0:1
Firing Order 1-8-4-3-6-5-7-2 1-8-4-3-6-5-7-2 1-8-4-3-6-5-7-2
Cylinder Number System (Left) 1-3-5-7 1-3-5-7 1-3-5-7
Cylinder Number System (Right) 2-4-6-8 2-4-6-8 2-4-6-8
Recommended Fuel Premium Premium Premium

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

Clutch Stats
Type Chevrolet, 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

Drive 1.76 to 1.00:1
Low 1.76:1
Reverse 1.76:1

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 & Type Right-hand Helix Variable rate
Material AISI A-5160, heat-treated
Part Number 3851100
Spring Rate (lb. per in.) 195 lb. per in.
Rate at Wheel (lb. per in.) 80 lb. per in.
Design Load 1340 lb. @ 8.56 in.
Front Shock Absorbers
Make & Type Direct, double-acting, hydraulic; freon filled envelope in reservoir
Piston diameter 1.00
Piston travel 5.25
Front Stabilizer Bar
Type Link
Material Hot rolled steel
Diameter 0.750

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 Leaves 9
Material Chrome carbon steel
Length, width, height 46.36 x 2.25 x 2.121
Rear Strut
Material Forged Steel
Diameter 0.75

Brakes

Brake Specs
Type:
– Standard Caliper Disk – 4 Wheel Hydraulic
– J50 Powered 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:
– Standard Short spoke spider, steel
– P48 Ribbed integral casting, aluminum, quick take-off
Wheels, size:
– Standard 15″ x 5.5K
– P48 15″ x 6L
Tire, size:
– Standard 7.75 x 15 — 4 PR. 4-Ply Tubeless Rayon
– P91 7.75 x 15 — 4 PR. 4-Ply Blackwall Nylon
– P92 7.75 x 15 — 4 PR. 4-Ply Whitewall Rayon
– T01 7.75 x 15 — 4 PR. 4-Ply Goldwall Nylon
Inflation (cold)
– Front 24 lbs.
– Rear 24 lbs.

Steering

Steering Specs
Type Semi-reversible, recirculating ball and nut steering gear with three-inch axial column adjustment
Make Saginaw
Ratio (Gear) 16.0:1
Wheel Diameter (in.) 16
Turns, Stop to Stop
– Standard 3.4
– Power 2.92
Turning Diameter (curb to curb) 39.9 ft. (outside front), 41.6 ft. (outside front)

 

1965 C2 Corvette

1965 Corvette Exterior Dimensions

Hard Top Dimensions

1965 Corvette Dimensions - Hardtop

Exterior Dimensions (Hardtop) Interior Dimensions (Hardtop)
Wheelbase: 98.0 Inches Headroom: 38.5 Inches
Overall Length: 175.3 Inches Shoulder Room: 48.4 Inches
Total Body Width: 69.6 Inches Hip Room: 50.9 Inches
Overall Height: 49.3 Inches Leg Room: 42.7 Inches
Front Track Width: 56.3 Inches
Rear Track Width: 57.0 Inches
Min. Ground Clearance 5.0 Inches

Soft Top Dimensions

1965 Corvette Dimensions - Soft Top

Exterior Dimensions (Soft Top) Interior Dimensions (Soft Top)
Wheelbase: 98.0 Inches Headroom: 38.5 Inches
Overall Length: 175.1 Inches Shoulder Room: 48.4 Inches
Total Body Width: 69.6 Inches Hip Room: 50.9 Inches
Overall Height: 49.8 Inches Leg Room: 42.7 Inches
Front Track Width: 56.8 Inches
Rear Track Width: 57.6 Inches
Min. Ground Clearance 5.0 Inches

Coupe Dimensions

1965 Corvette Dimensions - Coupe

Exterior Dimensions (Coupe) Interior Dimensions (Coupe)
Wheelbase: 98.0 Inches Headroom: 37.0 Inches
Overall Length: 175.1 Inches Shoulder Room: 48.4 Inches
Total Body Width: 69.6 Inches Hip Room: 50.9 Inches
Overall Height: 49.6 Inches Leg Room: 42.7 Inches
Front Track Width: 56.8 Inches
Rear Track Width: 57.6 Inches
Min. Ground Clearance 5.0 Inches

Capacities

Capacities
Passenger Capacity 2 – Driver & Passenger
Curb Weight (lbs) 3,145
– Convertible 3,153
– Convertible (with hardtop) 3,135
Interior Passenger Volume (cu. ft)
Interior Trunk Volume (cu. ft)
– Convertible 8.1
– Coupe 10.6
Engine Oil Capacity (qts.): 20 (36 with RPO N03)
– Standard and L75 engines 4 (capacity of crankcase less filter – refill)
– L76, L78, L79, and L84 engines 5 (capacity of crankcase less filter – refill)
Coolant capacity without heater (qts.) 19.0 (22.0 with L78 engine)
Battery: 12 volt, 61AH

1965 C2 Corvette

1965 Corvette Performance Results

Performance Results Standard L75 L79
(3.36 Axle) (3.36 Axle) (3.70 Axle)
3-Speed Transmission
Performance weight (lbs.) 3439 3440 3436
Pounds/gross horsepower 13.76 11.47 9.82
Pounds/cu.in. piston displacement 10.52 10.52 10.51
 Gross horsepower/cu.in. displacement .765 .917 1.070
 Power displacement (cu.ft./mile) 241.62 241.62 266.07
Displacement factor (cu.ft./mile) 140.52 140.47 154.87
 0 – 60 mph (seconds)
 Top Speed (mph)
4-Speed Transmission
 Performance weight (lbs.) 3441 3442 3438
 Pounds/gross horsepower 13.64 11.47 9.82
 Pounds/cu.in. piston displacement 10.52 10.53 10.51
 Gross horsepower/cu.in. displacement .765 .917 1.070
 Power displacement (cu.ft./mile) 241.62 241.62 266.07
 Displacement factor (cu.ft./mile) 140.43 140.39 154.78
 0 – 60 mph (seconds) 7.8 6.2
 Top Speed (mph) 124 130
Powerglide Transmission
Performance weight (lbs.) 3463 3463
Pounds/gross horsepower 13.85 11.54
Pounds/cu.in. piston displacement 10.59 10.59
Gross horsepower/cu.in. displacement .765 .917
Power displacement (cu.ft./mile) 241.62 241.62
 Displacement factor (cu.ft./mile) 139.58 139.58
 0 – 60 mph (seconds)
Top Speed (mph)
Performance Results L76 L84 L78
(3.70 Axle) (3.70 Axle) (3.70 Axle)
4-Speed Transmission
Performance weight (lbs.) 3431 3448 3706
Pounds/gross horsepower 9.40 9.19 8.72
Pounds/cu.in. piston displacement 10.49 10.54 9.36
 Gross horsepower/cu.in. displacement 1.162 1.15 1.07
 Power displacement (cu.ft./mile) 266.07 266.07 301.32
Displacement factor (cu.ft./mile) 155.14 154.33 162.61
 0 – 60 mph (seconds) 5.4
 Top Speed (mph) 152.5

 

1965 C2 Corvette

1965 Corvette Vehicle Identification Numbers (VIN)

VIN Range 194375S100001 – 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 VIN

1965 Corvette Factory Options

CODE: DESCRIPTION: QUANTITY: RETAIL PRICE:
19437 Base Corvette Sport Coupe 8,186 $4,321.00
19467 Base Corvette Convertible 15,377 $4,106.00
402 Genuine Leather Seats, Black $80.70
408 Genuine Leather Seats, Red $80.70
415 Genuine Leather Seats, Blue $80.70
421 Genuine Leather Seats, Saddle $80.70
427 Genuine Leather Seats, Silver $80.70
431 Genuine Leather Seats, Green $80.70
436 Genuine Leather Seats, Maroon $80.70
438 Genuine Leather Seats, White, (Black Instrument & Carpet) $80.70
451 Genuine Leather Seats, White, (Red Instrument & Carpet $80.70
A01 Genuine Leather Seats, White, (Blue Instrument & Carpet 8,752 $16.15
A02 Soft Ray Tinted Glass, All Windows 7,624 $10.80
A31 Soft Ray Tinted Glass, Windshield 3,809 $59.20
C07 Power Windows 7,787 $236.75
C48 Auxillary Hardtop (for convertibles) 39 $100.00
C60 Heater and Defroster Deletion (credit) 2,423 $421.80
F40 Air Conditioning 975 $37.70
G81 Special Front and Rear Suspenion 19,965 $43.05
G91 Positraction Rear Axle, all ratios 1,886 $2.20
J50 Special Highway Axle, 3.08:1 ratio 4,044 $43.05
J61 Power Brakes 316 $64.50
K66 Drum Brakes (substitution credit) 3,686 $75.35
L75 Transistor Ignition System 8,358 $53.80
L76 327ci, 300hp Engine 5,011 $129.15
L78 327ci, 365hp Engine 2,157 $292.70
L79 396ci, 425hp Engine 4,716 $107.60
L84 327ci, 350hp Engine 771 $538.00
M20 327ci, 375hp Engine (fuel injection) 21,107 $188.30
M22 4-Speed Manual Transmission 30 $171.00
M35 4-Speed Manual Trans., Close Ratio, Heavy Duty 2,021 $199.10
N03 Powerglide Automatic Transmission 41 $202.30
N11 36 Gallon Fuel Tank (for coupe) 2,468 $37.70
N14 Off Road Exhaust System 759 $134.50
N32 Side Mount Exhaust System 2,259 $48.45
N36 Teakwood Steering Wheel 3,917 $43.05
N40 Telescopic Steering Column 3,236 $96.85
P48 Power Steering 1,116 $322.80
P91 Cast Aluminum Knock-Off Wheels (5) 168 $15.70
P92 Blackwall Tires, 7.75 x 15 (nylon cord) 19,300 $31.85
T01 Whitewall Tires, 7.75 x 15 (rayon cord) 989 $50.05
U69 Goldwall Tires, 7.75 x 15 (nylon cord) 22,113 $203.40
Z01 AM-FM Radio 15,397 $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.

1965 C2 Corvette

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 C2 Corvette

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
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.

See Also

C2 1963 1964 1965 1966 1967
Gen C1 C2 C3 C4 C5 C6 C7

 

Source Material:

  1. The Pocket Book of the Corvette: The Definitive Guide to the All American Sports Car – Copyright 2003, Barnes & Noble
  2. CORVETTE: Sports Car Superstar – Copyright 2005, PIL – Publications International, Ltd.
  3. Corvette Black Book – Copyright 2009, Michael Bruce Associates, Inc.
  4. The Complete Book of Corvette – Every Model Since 1963 – Copyright 2006, MBI Publishing
  5. Corvette: The Great American Sports Car – Copyright 2010, Krause Publications, a division of F+W Media, Inc

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