1964 C2 Chevrolet Corvette: Specifications, VIN, Options, Performance, Recalls, & More

1964 C2 Corvette

1964 C2 Corvette Overview

The 1964 Chevy Corvette was greeted with as much enthusiasm as its 1963 counterpart had been the year before.

With the monumental success that Chevrolet had experienced after the introduction of its second-generation Corvette Sting Ray. GM executives understood that the C2‘s sophomore year would require little more than continued refinement to the already intensely popular sports car to maintain its success.

There would be functional changes of course, and a few minor cosmetic refinements, but for the most part the 1964 Corvette would retain much of the ingenuity and design cues that had contributed to its initial success the previous year.

Most of the styling refinements that were made to the exterior of the 1964 model were subtle.  The most notable change involved the replacement of the rear split-window that had been introduced in 1963.  The split-window was abandoned completely by General Motors in 1964, replaced instead by a rear window that was constructed of a single piece of glass.

Another notable change that was made to the body lines on the 1964 model involved the removal of the faux hood vents that had adorned the 1963 model.  Although the vents themselves were stripped from the design, the recessed areas where they had been mounted remained, giving the 1964 Corvette hood a distinctive look all its own.

Also on the coupe’s rear pillar panels, which had been cosmetic just a year before, was now made fully functional, but only on the driver’s side. The addition of these vents aided in the venting of the cockpit on all coupes.

Still other cosmetic refinements, while less notable, still enhanced the 1964 Sting Ray’s overall appearance.  The car’s rocker panel trim, which had previously featured a series of ribs that ran the length of the panel, was replaced by a new panel that featured a  black divider that ran down its length.  Wheel covers were simplified.

The fuel filler neck cover/deck emblem was redesigned to include concentric circles around its crossed-flags insignia. been included in the 1963 Corvette’s bottom cushions were eliminated in the 1964 model.  Lastly, the original color-keyed steering wheel rim was replaced by a wheel molded in simulated walnut.  Also, all inside door release knobs were chromed. Other changes to the interior were invisible to the human eye, but were quite significant to the human ear.

The European press had criticized the 1963 Corvette for having fairly high interior noise levels.  To correct this issue, Chevrolet added more sound insulation and revised body and transmission mounts to reduce the amount of noise being generated during normal vehicle operation.

Chevrolet also installed additional bushings to quiet the shift linkage and placed a new boot around the shift lever mechanism.  All of these considerations were made with the intent of making the 1964 Corvette a bit more drivable on a daily basis.

Mechanically, few real changes were made to the car.  The drivetrain choices remained pretty much the same as they had in 1963: four 327 cubic inch diameter V-8 engines were mated to either a three-speed, a four speed manual transmission or the Powerglide automatic transmission.  Of these engines, the two least-powerful engines returned with 250 and 300 horsepower at a 10.5:1 compression ratio.  The high-performance engines, however, did receive some noteworthy upgrades.  To start, the carbureted engine was improved upon with the introduction of a Holley carburetor instead of the original base engine’s Carter unit.  The engine, now fed through the big four-barrel Holley carburetor duration camshaft that helped to produce 365 horsepower.

The fuel-injected variant gained an additional fifteen horsepower over the previous year.  Now rated at 375 horsepower (at 6,600 rpm), this last engine introduced a re-profiled camshaft with a greater life and a longer dwell, as well as improved ports and valve gear.  Unfortunately, the fuel injected engine also carried with it a hefty price bump – $538 to be specific – that was deemed too expensive by most automobile buyers.

Transmission options did not vary much in 1964, though the two Borg-Warner T-10 four-speed transmissions were superseded by a pair of “Muncie” gearboxes.  The “Muncie” transmissions were so called because of where they were built – namely, General Motors Muncie, Indiana transmission facility.

The Muncie transmissions were already being installed in a number of other GM models, so it made sense that Corvette utilize the same transmissions as well, thereby reducing transmission cost – both in materials and in manufacturing.   Known as a synchromesh style transmission, the Muncie gearbox featured an aluminum case similar to the earlier Borg-Warner design, though it came with stronger synchronizers and wider gear ratios making it more durable and providing greater drivability.  Also like the Borg Warner transmission, Muncies had a reverse lockout trigger, though it was mounted to a thicker shifter

DID YOU KNOW: Starting with the 1964 model year (and lasting thru 1967), some Corvette bodies were supplied by Dow-Smith (located in Ionia, Michigan.) Dow-Smith is a division of the A.0. Smith Company. Also, while it is true that the C2 Corvette did introduce the factory installation of bodyside exhaust pipes, they were not a factory option until 1965. Every Corvette (coupe or convertible) that is titled as a 1963 or 1964 should only have exhaust coming out of the rear of the car. Any other configuration is an aftermarket add and may hurt the collectability of that particular Corvette.

The Muncie 4-speed manual transmission, sold under production option M20, was installed in more than 85 percent of all Corvettes that year.  Of these, 10,538 were mated to wide ratio, 250hp and 300hp engines, while the other 8,496 were mated to 365hp and 375hp engines.

While the 1964 Corvette actually came standardly equipped with a 3-speed manual transmission, only 3.2 percent of the Corvettes built that year came so equipped.  Once again, the optional Powerglide 2-speed automatic transmission was also offered in 1964, but only accounted for approximately 11 percent of all the Corvettes built.

Interestingly, Positraction  was not a standard option at the onset of the C2.  While commonplace in Corvettes today, positraction was still an option in 1964 – though a very affordable one.  Priced at only $43.05, more than 80 percent of all Corvettes purchased and owned in 1964 included the option.

What made positraction so attractive to consumers was that it naturally enhanced off-the-line wheel adhesion.  The clutch-type differential was designed to send engine torque to the rear wheel with greater traction.

This was advantageous to drivers in most conditions, though it did cause fishtailing in instances where the car was exposed to snow or ice.  In such instances, Corvette owners learned to drive with a lot more caution and a much lighter foot.

While positraction may have been relatively inexpensive, the optional J56 braking package was very costly.  Priced at $629.50, the sintered-metallic brakes featured fade-free stopping power and included the Al-Fin drums that had been introduced in 1963 as part of the Z06 package (which was not offered as an option in 1964.)

The “Special Sintered Brake Package” option was specifically aimed for performance-focused drivers, and required a number of other pricey upgrade options – including option (the Positraction rear axle) – before these brakes could even be installed.  Given the number of other upgrades combined with the brake package’s hefty price, RPO J56 only made its way into 29 cars that year.

Where the 1963 Corvette had been eagerly anticipated and well-received by the press, the 1964 Sting Ray was absolutely loved by both critics and consumers alike.  There were virtually no criticisms of the car at all, from any reputable critic, save for some writers making a specific complaint about the convertible’s tendency to “rattle and shake on rough roads.”

Despite this seemingly single criticism, the critics revealed at the car’s robust performance numbers.  Motor Trend Magazine, for example, tested a fuel-injected four-speed coupe with a 4.11:1 rear axle ratio, sintered-metallic brakes and Positraction by timing it in a quarter-mile run.

The results were impressive.  The car completed a quarter-mile run in 14.2 seconds at a speed of 100 miles per hour, with a 0-60 time of just 5.6 seconds (which were both impressive performance numbers for 1964.)

Despite the critics’ positive reviews, there were some minor concerns from some GM executives that the Corvette’s sales numbers might be diminished after Ford’s introduction of the Mustang in 1964.  Like the original Corvette, the first Mustang came equipped standard with a six-cylinder engine, though Ford introduced an optional V8 engine from the start.  What was more alarming was that the Mustang quickly found its way into a number of competitive events – including the 1964 Tour de France, where it scored a victory in its very first year.  The concerns were, of course, unfounded as the Mustang was represented by Ford as a four-seat “tourer” coupe.  The Corvette, by contract, had earned a solid being a true sports car.  As history would eventually reveal, the two cars would never be direct competitors, or even be recognized by car enthusiasts as being comparable to one another.

Ultimately, the concerns surrounding the Mustang would prove to be unfounded.  The 1964 Sting Ray sold a total of 22,229 units, which set another Corvette sales record (though by less than a thousand units over the previous record set just a year earlier in 1963.)  Of the units sold, only 8,304 coupes were manufactured.  The remaining 13,925 convertibles proved yet again that the Corvette Roadster was still the favorite amongst Corvette consumers.

1964 Corvette Image Gallery

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1964 Corvette Specifications

1964 Corvette Main Specs

1964 Corvette Powertrain Specifications

Order Code	Standard	L75	L76	L84
Engine Manufacturing Location	Flint, Michigan	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	90 degree V, Valve-In-Head
Cylinders	8	8	8	8
Displacement (cid)	327	327	327	327
Fuel Induction System	Carburetor	Carburetor	Carburetor	Fuel Injection
Horsepower	250 @ 4,400	300 @ 5,000	365 @ 6,200	375 @ 6,200
Torque	350 @ 2,800	360 @ 3,200	350 @ 4,000	350 @ 4,400 – 4,800
Bore x Stroke (in.)	4.00 x 3.25	4.00 x 3.25	4.00 x 3.25	4.00 x 3.25
Compression Ratio	10.5:1	10.5:1	11.0:1	11.0:1
Firing Order	1-8-4-3-6-5-7-2	1-8-7-2-6-5-4-3	1-8-7-2-6-5-4-3	1-8-7-2-6-5-4-3
Cylinder Number System (Left)	1-3-5-7	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	2-4-6-8
Recommended Fuel	Premium	Premium	Premium	Premium

1964 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
Spring Pressure (lbs)	2100 – 2300
Lining area (sq. in.)	90.7

Powerglide Automatic Transmission RPO M35/ Gear Ratios

Drive	1.76 and 1.00:1
Low	1.76:1
Reverse	1.76:1

1964 Corvette Exterior Dimensions

Hard Top Dimensions

The last six digits begin at 100001 and run thru 122229, accounting for each of the 22,229 Corvette Coupes/Convertibles built in 1964. Each Vehicle Identification Number (VIN) is unique to an individual car.

1964 Corvette Recalls

NHTSA did not track factory recalls for the 1964 Chevrolet Corvette. Please contact your local Chevrolet dealer for more information.

1964 Corvette Service Bulletins

None.

1964 Corvette Common Issues

The following list of common issues is intended for individual reference only, and may not reflect the specific issues of every 1964 Corvette.  While the intent of this page is to identify the common issues pertaining to the 1964 Corvette, it is not an all-inclusive list and should be used for reference only.

1964 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 mis-alignment 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 after-market 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.

1964 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.

1964 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.

1964 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.

1964 Corvette Maintenance Schedule

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.

From the 1964 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.

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:
  • 1.) Remove the forward and the outboard cover attaching screws.
  • 2.) Inject steering gear lubricant into the forward cover attaching screw hole until lubricant begins to come out of the inboard screw hole.
  • 3.) 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.

1964 Corvette Owners User Manual

You can download for free this exclusive 1964 Corvette User Manual for more information about the car.

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1964 Corvette Dealers Sales Brochure

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