1965 C2 Chevrolet Corvette: Specifications, VIN, Options, Performance, Recalls, & More

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.

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.

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.

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.

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.

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.

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.)

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.

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.

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.

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.

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.

1965 Corvette Image Gallery

See full 1965 Corvette Image Gallery

1965 Corvette Specifications

1965 Corvette Main Specs

1965 Corvette Powertrain Specifications

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 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 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.

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

Download this 1965 Corvette Dealers Sales Brochure for a quick look at the features of the car.

Download 1965 Corvette Dealers Sales Brochure

See Also

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