Article Contents
- 1967 C2 Corvette
- 1967 Corvette Overview
- 1967 Corvette Image Gallery
- 1967 Corvette Specifications
- 1967 Corvette Vehicle Identification Numbers (VIN)
- 1967 Corvette Factory Options
- 1967 Corvette Recalls
- 1967 Corvette Service Bulletins
- 1967 Corvette Common Issues
- 1967 Corvette Maintenance Schedule
- 1967 Corvette Dealers Sales Brochure
1967 C2 Corvette
1967 Corvette Overview
There were varying reports as to why General Motors decided to keep the current model around for one more year. Some speculated that the launch of the C3 was intentionally delayed because Chevrolet had introduced the Camaro to its lineup in 1967.Although many critics and enthusiasts proclaimed that the 1967 Corvette Sting Ray would in fact be the first of an entirely new generation of Corvettes, it turned out that it would actually be the last – and most refined of the C2’s.
| Model: | 1967 Corvette |
| Generation: | C2 Corvette |
| Type: | 2 Door Coupe/Convertible |
| Available Colors: | Tuxedo Black, Ermine White, Rally Red, Marina Blue, Lynndale Blue, Elkhart Blue, Goodwood Green, Sunfire Yellow, Silver Pearl, Marlboro Maroon |
| Engine: | 327ci, 300HP Engine (standard), 327ci, 350HP Engine, 427ci, 390HP Engine, 427ci, 400HP Engine, 427ci, 430HP Engine, 427ci, 435HP Engine |
| VIN: | 194377S100001 – 194377S122940 |
| Transmission: | 3-speed manual (standard), 4-speed manual (optional), 2-speed Powerglide (optional) |
| Original Price: | $4388.00 (Coupe), $4,240.75 (Convertible) |
| Units Produced: | 22,940 |
| Specs | 1967 Corvette Spec List |
Factually, however, most of it stemmed from the large levels of apprehension about Corvette’s successor, especially centered around issues with undesirable aerodynamics. Zora Arkus-Duntov, who had been directly involved with the development of the second-generation Corvette and was now championing the third-gen, had demanded that more time in the wind tunnel be given to the new Corvette prototype.
The early results of such testing on the prospective third-generation model had proven that the car had undesirable aerodynamics, an issue Duntov had hoped to clear up well before the new Corvette went into production.
Not surprisingly, the 1967 Corvette proved to be the most sophisticated of all the Sting Ray models. The second-generation Sting Ray had been refined to its evolutionary limits – the result of which was a car that was clearly the best model of its five year run. The ‘67’s lines were the cleanest of all the C2’s, though the changes that were made to the Corvette were modest (just as they had been on the 1966 model.) To start, much of the trim (including hood script emblems and fender flags) were removed. The front fenders now featured five smaller air vents in place of the three larger ones that had originally been introduced in 1965.
The rocker panels were given a flat finish without any ribbing, which gave the car a lower, smoother outward appearance. In the rear of the car, a new, single backup light was introduced (unique only to the 1967 model) over the license plate. Lastly, the earlier models’ wheel covers were replaced with slotted six-inch Rally wheels with chrome beauty rings and lug nuts that were concealed behind small chrome caps.
In truth, the change of wheels was as much a result of safety legislation which required modifying the use of a knock-off wheel to a bolt-on type.
Also like the 1966 model, the 1967 only received minor updates to its interior.
As with before, the upholstery was revised and the seats were a new design. The hand brake (parking brake) was relocated from beneath the dashboard to between the seats – a Corvette first.
While the inner doors remained largely the same as before, the lock buttons were moved further forward and an attaching screw was added at the rear.
Perhaps the most notable change to the 1967 Corvette’s interior was the removal of the passenger hand-hold above the glovebox, a feature that had been part of the Corvette since 1958.
The convertible’s optional hardtop offered with a black vinyl cover, which had been a fad amongst the automotive industry as a whole during that time.
Even fewer changes were made to the ‘67’s powertrain. As with the previous year, the two small-block V-8 engines returned, as did the 390 horsepower big-block, though this last engine was fitted under a redesigned hood scoop.
The biggest changes involved the pair of big-block 427 engines, which now produced 400 and 435 brake horsepower respectively, due to the introduction of triple two-barrel carburetors.
Like last year’s model, these new 427s differed in compression ratios – 10.25:1 and 11.0:1 respectively.
The latter of these two engines, RPO L71, also included optional specialized aluminum heads (instead of cast iron) and larger-diameter exhaust valves like those included in RPO L89. Also as with previous years, the actual (true) horsepower of these behemoths was largely understated.
DID YOU KNOW: While there are many unique identifiers that single out any model year of Corvette, the 1967 Sting Ray has a unique identifier to help set it apart – If you know where to look. A blue, “GM Mark of Excellence” label was attached to the back of each 1967 Corvette door above the latch. This initiative was the direct result of General Motor’s quality awareness program. Additionally, safety legislation required a modification of the knock off wheel option. For the 1967 model year, the wheels were changed to a bolt on, cast alloy style with a clip on center cap to conceal the lug nuts.
Based on the already impressive L89 engine, Chevrolet decided to introduce the “ultimate” Corvette engine in 1967 by introducing an engine coded with the designation L88. The L88 engine was an immensely powerful production engine, and was about as close to a pure racing engine as any Chevrolet had introduced in a commercial vehicle up to that point in time.
The big-block engine featured weight-saving aluminum cylinder heads mounted atop a standard Mark IV four-bolt iron block. The L88’s crankshaft was specially forged out of 5140 alloy steel, and was then cross-drilled for maximum lubrication and Tuftrided for hardness.
Attached to the crankshaft via Magnafluxed connecting rods were eight forged-aluminum pop-up pistons that produced an air/fuel mixture at a staggering 12.5:1 compression ratio.
Although General Motors claimed that it was no longer involved with racing (due to their commitment to support the Automobile Manufacturers Association’s ban on racing), there was no question that all twenty of these special L88 engines were intended for the racetrack.
The L88 was yet another of Zora Arkus-Duntov’s unabashed attempts at elevating the Corvette to the stature of a race car, which is where he knew the Sting Ray ultimately belonged. However, when the engine was originally introduced to Corvette in the spring of 1967, the engine didn’t light the racing circuits afire as the L88 had durability problems early on in its career.
The engine was prone to overheating and utilized underrated (and inherently weak) connecting rods in the engine’s lower end. Nonetheless, the 1967 L88 equipped Corvette was definitely worth taking notice of, and proved that it had mastered the ability to go fast . At the 24 Hours of LeMans in June, 1967, a Corvette equipped with an L88 actually topped 170 miles per hour on the Mulsanne Straight before a connecting rod failed, thereby ending Corvette’s chance for a victory at the 24 hour race.
Of course, ordering the L88 production option meant more than just placing an order for an engine. When equipped with the L88 427 Corvette engine, the build also called for blank covers to replace both the AM/FM radio controls and the heating/cooling controls normally found in the center console of a ’67 Corvette’s dashboard. In fact, ordering the big-block 427 also meant the mandatory elimination of a radio head and power windows, as well as the elimination of a convenient automatic engine choke – though Chevrolet did have a retrofit hand-choke kit available for those drivers that could not get along without it.
In addition to the removal of some of the car’s creature comforts, other notable absences could be found under the hood. First, the fan shroud (which aids in engine cooling) was absent, as was any semblance of an emissions controls system.
There was no PCV (Positive Crankcase Ventilation) valve, but rather an obsolete road-draft tube that vented crankcase vapors directly into the atmosphere through the driver’s side valve cover. What was left instead was an impressive engine that was as perfectly suited to run on the racetrack.
If ever an off-road engine option had been developed for the Corvette, this was it.
The L88’s ultra-high compression ratio left Chevrolet officials no choice but to warn owners about the car’s fuel consumption. The paperwork that was included with each Corvette equipped with the L88 option read “This unit operates on Sunoco 260 or equivalent gas of very high octane. Under no circumstances should regular gasoline be used.” A second label was placed inside the Corvette as well which similarly read “Warning: Vehicle must operate on a fuel having a minimum of 103 research octane and 95 motor octane or engine damage may result.”
Ultimately, sales of the L88 equipped Corvette were limited to a mere 20 units. While the car was immensely powerful, it was also an extremely expensive option. At an additional $1,500 over the base price of $4,240.75, the sticker shock proved too expensive for most enthusiasts, which was okay with GM since they had always felt that the L88 Corvette belonged on the racetrack.
As a whole, sales of the 1967 Corvette Sting Ray were down from earlier models. GM attributed most of the sales lag as a bi-product of the anticipated arrival of the Corvette’s overdue redesign. With a third generation Corvette just around the corner, the final year of the C2 Corvette still produced respectable sales numbers. In total, 22,940 units were sold, which was down over 5,000 units from the 1966 sales numbers, with the convertible accounting for nearly two-thirds of all sales with an impressive 14,436 units sold to the coupe’s meager 8,504 units.
Even as the sales numbers began to reach an end for the C2 Corvette, Chevrolet was ramping up for the introduction of its next-generation Corvette. While the introduction of the C3 Corvette would include the dis-continuation of the Sting Ray designation (an absence that was more than five years in the making,) the new Corvette would continue to retain a marine-based designation, though this time as a nickname. As 1968 approached, General Motors was about to unveil the “Shark”, and its unveiling would usher in another challenging era for both the Corvette and late-1960’s America.
1967 Corvette Image Gallery
See full 1967 Corvette Image Gallery
1967 Corvette Specifications
1967 Corvette Main Specs
| MODEL: | 1967 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): | 194377S100001 – 194377S122940 |
| ENGINE SUFFIX: | HE: 327 CUBIC INCH, 300 HP HT: 327 CUBIC INCH, 350 HP, 4-BARREL CARB, HYDRAULIC LIFTERS IL: 427 CUBIC INCH, 390 HP, 4-BARREL CARB, HYDRAULIC LIFTERS IT: 427 CUBIC INCH, 430 HP, 4-BARREL CARBURETOR JC: 427 CUBIC INCH, 400 HP, 3 x 2 BARREL CARB, HYDRAULIC LIFTERS JT: 427 CUBIC INCH, 435 HP, 3 x 2 BARREL CARB, MECHANICAL LIFTERS |
| ENGINE BLOCK NUMBER: | 3892657, 327 CUBIC INCH 3869942, 427 CUBIC INCH 3904351, 427 CUBIC INCH 3916321, 427 CUBIC INCH |
| HEAD NUMBER: | 3890462, 327 CUBIC INCH, 300HP, 350HP 3904390, 427 CUBIC INCH, 390HP, 400HP 3904391, 427 CUBIC INCH, 435HP, IRON HEAD 3904392, 427 CUBIC INCH, 430HP, 435HP, ALUMINUM HEAD 3909802, 427 CUBIC INCH, 390HP, 400HP 3919840, 427 CUBIC INCH, 435HP, IRON HEAD |
| CARBURETOR NUMBERS: | HOLLEY R3418A #3886091: 427 CUBIC INCH, 430HP HOLLEY R3659A #3902353: 427 CUBIC INCH, 400HP, 435HP HOLLEY R3660A #3902355: 427 CUBIC INCH, 400HP, 435HP HOLLEY R3810A #3906631: 327 CUBIC INCH, 300HP, 350HP HOLLEY R3814A #3906635: 327 CUBIC INCH, 300HP, 350HP HOLLEY R3811A #3906633: 427 CUBIC INCH, 390HP HOLLEY R3815A #3906637: 427 CUBIC INCH, 390HP HOLLEY R3888A #3909872: 427 CUBIC INCH, 400HP |
| DISTRIBUTOR NUMBER: | 1111117: 427 CUBIC INCH, 300HP, AUTOMATIC TRANSMISSION 1111141: 427 CUBIC INCH, 390HP 1111157: 327 CUBIC INCH, 350HP, TRANSISTOR IGNITION 1111194: 327 CUBIC INCH, 300HP, MANUAL TRANSMISSION 1111196: 327 CUBIC INCH, 350HP 1111240: 427 CUBIC INCH, 430HP 1111247: 427 CUBIC INCH, 390HP, 400HP 1111248: 427 CUBIC INCH, 390HP, 400HP, TRANSISTOR IGNITION 1111258: 427 CUBIC INCH, 435HP, TRANSISTOR IGNITION 1111294: 427 CUBIC INCH, 390HP, 400HP, TRANSISTOR IGNITION |
| ALTERNATOR NUMBER: | 1100693: 327 CUBIC INCH, 427 CUBIC INCH 1100694: 327 CUBIC INCH, 427 CUBIC INCH, AIR CONDITIONING 1100696: 327 CUBIC INCH, 427 CUBIC INCH, TRANSISTOR IGNITION 1100750: 327 CUBIC INCH, 427 CUBIC INCH, AIR CON, TRANSISTOR IGNITION |
| AXLE IDENTIFICATION NUMBER | AK: 3.36:1 RATIO AS: 3.70:1 RATIO |
|
POSITRACTION AXLE:
|
AL: 3.08:1 RATIO
AM: 3.36:1 RATIO AN: 3.55:1 RATIO AO: 3.70:1 RATIO AP: 4.11:1 RATIO |
| PRODUCTION ENDING VEHICLE: | SEP. 1966: 102110, OCT. 1966: 102685, NOV. 1966: 104981, DEC. 1966:107110, JAN. 1967: 109465, FEB. 1967: 112264, MAR. 1967: 115316, APR. 1967: 117395, MAY 1967: 119747, JUN. 1967: 122214, JUL. 1967: 122940 |
1967 Corvette Pricing & Options
| CODE: | DESCRIPTION: | QUANTITY: |
RETAIL PRICE:
|
| 19437 | Base Corvette Sport Coupe | 8,504 | $4,388.00 |
| 19467 | Base Corvette Convertible | 14,436 | $4,240.00 |
| 402 | Genuine Leather Seats, Black | – | $79.00 |
| 408 | Genuine Leather Seats, Red | – | $79.00 |
| 415 | Genuine Leather Seats, Medium Bright Blue | – | $79.00 |
| 419 | Genuine Leather Seats, Dark Teal Blue | – | $79.00 |
| 421 | Genuine Leather Seats, Medium Saddle | 11,331 | $15.80 |
| A01 | Soft Ray Tinted Glass, All Windows | 6,558 | $10.55 |
| A02 | Soft Ray Tinted Glass, Windshield | 4,036 | $57.95 |
| A31 | Power Windows | 1,762 | $42.15 |
| A82 | Headrests | 1,426 | $26.35 |
| A85 | Shoulder Belts | 6,880 | $231.75 |
| C07 | Auxillary Hardtop (for convertibles) | 1,966 | $52.70 |
| C08 | Vinyl Covering (For Auxiliary Hardtop) | 35 | $97.85 |
| C48 | Heater and Defroster Deletion (credit) | 3,788 | $412.90 |
| C60 | Air Conditioning | 2,198 | $36.90 |
| F41 | Special Front and rear Suspension | 20,308 | $42.15 |
| G81 | Positraction Rear Axle, all ratios | 4,766 | $42.15 |
| J50 | Power Brakes | 267 | $342.30 |
| J56 | Special Heavy Duty Brakes | 2,573 | $44.75 |
| K19 | Air Injection Reactor | 5,759 | $73.75 |
| K66 | Transistor Ignition System | 3,832 | $200.15 |
| L36 | 427ci, 390hp Engine | 2,101 | $305.50 |
| L68 | 27ci, 435hp Engine | 3,754 | $437.10 |
| L79 | 327ci, 350hp Engine | 6,375 | $105.35 |
| L88 | 427ci, 430hp Engine | 20 | $947.90 |
| L89 | Aluminum Cylinder Heads for L71 | 16 | $368.65 |
| M20 | 4-Speed Manual Transmission | 9,157 | $184.35 |
| M21 | 4-Speed Manual Transmission, Close Ratio | 11,015 | $184.35 |
| M22 | 4-Speed Manual Trans., Close Ratio, Heavy Duty | 20 | $237.00 |
| M35 | Powerglide Automatic Transmission | 2,324 | $194.35 |
| N03 | 36 Gallon Fuel Tank (for coupe) | 2 | $198.05 |
| N11 | Off Road Exhaust System | 2,326 | $36.90 |
| N14 | Side Mount Exhaust System | 4,209 | $131.65 |
| N36 | Telescopic Steering Column | 2,415 | $42.15 |
| N40 | Power Steering | 5,747 | $94.80 |
| N89 | Cast Aluminum Bolt-On Wheels (5) | 720 | $263.30 |
| P92 | Whitewall Tires, 7.75 x 15 | 13,445 | $31.35 |
| QB1 | Redline Tires, 7.75×15 | 4,230 | $46.55 |
| U15 | Speed Warning Indicator | 2,108 | $10.55 |
| U69 | AM-FM Radio | 22,193 | $172.75 |
1967 Corvette Exterior & Interior Colors
Exterior Colors
| CODE |
EXTERIOR
|
TOTAL | SOFT TOP |
WHEELS
|
INTERIOR |
| 900 |
Tuxedo Black
|
815
|
Black, White, Teal
|
Silver |
Black, Red, Bright Blue, Saddle, White, Teal, Green
|
| 972 |
Ermine White
|
1,423 |
Black, White, Teal
|
Silver |
Black, Red, Bright Blue, Saddle, White, Teal, Green
|
| 974 |
Rally Red
|
2,341
|
Black, White, Teal
|
Silver |
Black, Red, White
|
| 976 |
Marina Blue
|
3,840 |
Black, White, Teal
|
Silver |
Black, Bright Blue, White
|
| 978 |
Lynndale Blue
|
1,381 |
Black, White, Teal
|
Silver |
Black, White, Teal Blue
|
| 980 |
Elkhart Blue
|
1,096 |
Black, White, Teal
|
Silver |
Black, Teal Blue
|
| 982 |
Goodwood Green
|
4,293
|
Black, White, Teal
|
Silver |
Black, Saddle, White, Green
|
| 984 |
Sunfire Yellow
|
2,325
|
Black, White, Teal
|
Silver |
Black, White
|
| 986 |
Silver Pearl
|
1,952
|
Black, White, Teal
|
Silver |
Black, Teal Blue
|
| 988 |
Milano Maroon
|
3,464
|
Black, White, Teal
|
Silver |
Black, Saddle, White
|
Interior Colors (Vinyl)
| Interior Colors (Vinyl) | Spec |
|
Black (Vinyl)
|
STD |
|
Red (Vinyl)
|
407 |
|
Bright Blue (Vinyl)
|
414 |
|
Dark Blue (Vinyl)
|
418 |
|
Saddle (Vinyl)
|
420
|
|
Green (Vinyl)
|
430
|
Interior Colors (Leather)
| Interior Colors (Leather) | Code |
|
Black (Leather)
|
402 |
|
Red (Leather)
|
408 |
|
Bright Blue (Leather)
|
415 |
|
Dark Blue (Leather)
|
419 |
|
Saddle (Leather)
|
421
|
|
Green (Leather)
|
431
|
Interior Colors (Two-Tone Vinyl)
| Interior Colors (Two-Tone Vinyl) | Code | |
| White/Blue Trim (Vinyl) | Medium Blue Instrument Panel, Medium Blue Carpet | 450 |
| White/Black Trim (Vinyl) | Black Instrument Panel, Black Carpet | 455 |
Interior Colors (Two-Tone Leather)
None Available
Exterior Colors
Interior Colors
See Also
| C2 | 1963 | 1964 | 1965 | 1966 | 1967 | ||
| Gen | C1 | C2 | C3 | C4 | C5 | C6 | C7 |
1967 Corvette Powertrain Specifications
| Order Code | Standard | L79 | L36 |
| 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 | 427 |
| Fuel Induction System | Carburetor | Carburetor | Carburetor |
| Horsepower | 300 @ 5,000 | 350 @ 5,800 | 390 @ 5,400 |
| Torque | 360 @ 3,200 | 360 @ 3,600 | 460 @ 3,600 |
| Bore x Stroke (in.) | 4.00 x 3.26 | 4.00 x 3.26 | 4.251 x 3.76 |
| Compression Ratio | 10.0:1 | 11.0:1 | 10.25:1 |
| 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 | L68 | L71 | L88 |
| 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) | 427 | 427 | 427 |
| Fuel Induction System | Carburetor | Carburetor | Carburetor |
| Horsepower | 400 @ 5,400 | 435 @ 5,800 | 430 @ 5,200 |
| Torque | 400 @ 3,600 | 460 @ 4,000 | 460 @ 4,000 |
| Bore x Stroke (in.) | 4.251 x 3.76 | 4.251 x 3.76 | 4.251 x 3.76 |
| Compression Ratio | 10.25:1 | 11.0:1 | 12.5:1 |
| 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 | 103 RON Minimum |
1967 Corvette Manual Transmission/Gear Ratios
Manual Transmission
| Gear Ratios | 3-Speed |
4-Speed (RPO M20)
|
4-Speed Close Ratio (RPO M21)
|
4-Speed Heavy Duty (RPO M22)
|
|
1st Gear:
|
2.54:1
|
2.52:1
|
2.20:1
|
2.20:1 |
|
2nd Gear:
|
1.50:1
|
1.88:1
|
1.64:1
|
1.64:1 |
|
3rd Gear:
|
1.00:1
|
1.46:1
|
1.27:1
|
1.27:1 |
|
4th Gear:
|
N/A
|
1.00:1
|
1.00:1
|
1.00:1 |
|
Reverse:
|
2.63:1
|
2.59:1
|
2.26:1
|
2.26:1 |
Clutch
| Clutch | Stats |
| Type | Chevrolet, single disk, dry plate, centrifugally assisted |
| Spring Pressure (lbs) | 2100 – 2300 Std. and L79 (2450 – 2750 with RPO L36 and L68) (2600 – 2800 with RPO L71) |
| Lining area (sq. in.) | 123.70 |
Powerglide Automatic Transmission RPO M35/ Gear Ratios
| Drive | 1.76 to 1.00:1 |
| Low | 1.76:1 |
| Reverse | 1.76:1 |
1967 Corvette Wheels, Suspension & Brakes
Suspension – Front
Type and Description: Independent coil spring spherical joint suspension with concentric springs and shock absorbers between upper and lower control arms. Built-in anti-dive control and rubber-bushed link-type stabilizer bar. Quiet, low-friction non-metallic spherical joint liners. Spherical joints protected by special positive-sealing formed-rubber boots.
| Front Coil Springs | |
| Make & Type | Right-hand Helix Variable rate |
| Material | AISI A-5160, heat-treated |
| Part Number | 3851100, 3888250 |
| Spring Rate (lb. per in.) | 195 lb. per in. |
| Rate at Wheel (lb. per in.) | 80 lb. per in. |
| Design Load | 1340 lb. @ 9.98 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 | .750 with 327ci engine, .875 with 427ci engine |
Suspension – Back
| Rear Leaf Springs | |
| Number of Leaves | 9 |
| Material | Chrome carbon steel |
| Length, width, height | 46.36 x 2.25 x 2.121 |
| Rear Shock Absorbers: | |
| Type | Direct, double-acting, hydraulic; freon filled envelope in reservoir |
| Piston Diameter | 1.00 |
| Rear Strut | |
| Material | Forged Steel |
| Diameter | 0.75 |
Brakes
| Brake Specs | |
| Type: | – |
| – Standard | Caliper Disk – 4 Wheel Hydraulic |
| – J50 | Vacuum Assisted 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, welded steel |
| – N89 | Ribbed integral casting, aluminum |
| Wheels, size: | |
| – Standard | 15″ x 6JK |
| – N89 | 15″ x 6L |
| Tire, size: | |
| – Standard | 7.75 x 15 — 4 PR. 4-Ply Tubeless Rayon |
| – P92 | 7.75 x 15 — 4 PR. 4-Ply Whitewall Rayon |
| – QB1 | 7.75 x 15 — 4 PR. 4-Ply Red Stripe 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; two-location steering arm-tie rod connection for street and fast ratio. Telescoping shaft steering available optionally. |
| Make | Saginaw |
| Ratio (Gear) | 16.0:1 |
| Wheel Diameter (in.) | 16 |
| Turns, Stop to Stop | |
| – Standard | 3.4 |
| – Power | 2.92 |
| Turning Diameter | 39.9 ft. (outside front), 41.6 ft. (outside front) |
1967 Corvette Exterior Dimensions
Hard Top Dimensions
| Exterior Dimensions (Hardtop) | Interior Dimensions (Hardtop) | ||
| Wheelbase: | 98.0 Inches | Headroom: | 37.2 Inches |
| Overall Length: | 175.1 Inches | Shoulder Room: | 48.4 Inches |
| Total Body Width: | 69.6 Inches | Hip Room: | 46.9 Inches |
| Overall Height: | 49.8 Inches | Leg Room: | 42.7 Inches |
| Front Track Width: | 57.6 Inches | ||
| Rear Track Width: | 58.3 Inches | ||
| Min. Ground Clearance | 5.0 Inches | ||
Soft Top Dimensions
| 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: | 46.9 Inches |
| Overall Height: | 49.8 Inches | Leg Room: | 42.7 Inches |
| Front Track Width: | 57.6 Inches | ||
| Rear Track Width: | 58.3 Inches | ||
| Min. Ground Clearance | 5.0 Inches | ||
Coupe Dimensions
| 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: | 46.9 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) | 3,175 |
| – Convertible | 3,183 |
| – Convertible (with hardtop) | 3,155 |
| Interior Passenger Volume (cu. ft) | – |
| Interior Trunk Volume (cu. ft) | – |
| – Convertible | 8.1 (Total volume 15.3) |
| – Coupe | 10.6 (Total Volume 19.1) |
| Fuel Capacity (gallons): | 20 (36 with RPO N03) |
| Engine Oil Capacity (qts.): | 5 (capacity of carnkcase less filter – refill) |
| Coolant capacity without heater (qts.) | 15.0 for Std. and L79 (22.0 with L36, L68, and L71) |
| Battery: | 12 volt, 61AH |
1967 Corvette Performance Results
| Performance Results | Standard |
| 3-Speed Transmission | |
| Performance weight (lbs.) | 3456 |
| Pounds/gross horsepower | 11.32 |
| Pounds/cu.in. piston displacement | 10.37 |
| Gross horsepower/cu.in. displacement | .917 |
| Power displacement (cu.ft./mile) | 241.30 |
| Displacement factor (cu.ft./mile) | 139.64 |
| 0 – 60 mph (seconds) | – |
| Top Speed (mph) | – |
| Performance Results | Standard | L79 | L36 | L68 | L71 |
| 4-Speed Transmission | |||||
| Performance weight (lbs.) | 3451 | 3451 | 3626 | 3626 | 3626 |
| Pounds/gross horsepower | 11.50 | 9.86 | 9.30 | 9.07 | 8.34 |
| Pounds/cu.in. piston displacement | 10.55 | 10.55 | 8.49 | 8.49 | 8.49 |
| Gross horsepower/cu.in. displacement | .917 | 1.070 | .913 | .937 | 1.019 |
| Power displacement (cu.ft./mile) | 241.30 | 241.30 | 288.83 | 288.83 | 332.91 |
| Displacement factor (cu.ft./mile)1 | 139.88 | 139.88 | 159.31 | 159.31 | 83.62 |
| 0 – 60 mph (seconds) | 7.8 | – | – | – | 5.0 |
| Top Speed (mph) | 121 | – | – | – | 150 |
| Performance Results | Standard | L36 | L68 |
| Powerglide Automatic Transmission | |||
| Performance weight (lbs.) | 3457 | 3632 | 3632 |
| Pounds/gross horsepower | 11.52 | 9.31 | 9.08 |
| Pounds/cu.in. piston displacement | 10.57 | 8.51 | 8.51 |
| Gross horsepower/cu.in. displacement | .917 | .913 | .937 |
| Power displacement (cu.ft./mile)31 | 241.30 | 315.09 | 315.09 |
| Displacement factor (cu.ft./mile) | 139.64 | 173.51 | 173.51 |
| 0 – 60 mph (seconds) | – | – | – |
| Top Speed (mph) | – | – | – |
1967 Corvette Vehicle Identification Numbers (VIN)
| VIN Range | 194377S100001 – 194377S122940 |
| 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 |
| 7 (Sixth Digit) | Model Year. 5 – 1967 |
| S (Seventh Digit) | Vehicle Assembly Location. S – St. Louis, Missouri |
| 1XXXXX (Seventh thru Twelfth Digits) | Plant Sequence Numbers. |
1967 Corvette Factory Options
| CODE: | DESCRIPTION: | QUANTITY: |
RETAIL PRICE:
|
| 19437 | Base Corvette Sport Coupe | 8,504 | $4,388.00 |
| 19467 | Base Corvette Convertible | 14,436 | $4,240.00 |
| 402 | Genuine Leather Seats, Black | – | $79.00 |
| 408 | Genuine Leather Seats, Red | – | $79.00 |
| 415 | Genuine Leather Seats, Medium Bright Blue | – | $79.00 |
| 419 | Genuine Leather Seats, Dark Teal Blue | – | $79.00 |
| 421 | Genuine Leather Seats, Medium Saddle | 11,331 | $15.80 |
| A01 | Soft Ray Tinted Glass, All Windows | 6,558 | $10.55 |
| A02 | Soft Ray Tinted Glass, Windshield | 4,036 | $57.95 |
| A31 | Power Windows | 1,762 | $42.15 |
| A82 | Headrests | 1,426 | $26.35 |
| A85 | Shoulder Belts | 6,880 | $231.75 |
| C07 | Auxillary Hardtop (for convertibles) | 1,966 | $52.70 |
| C08 | Vinyl Covering (For Auxiliary Hardtop) | 35 | $97.85 |
| C48 | Heater and Defroster Deletion (credit) | 3,788 | $412.90 |
| C60 | Air Conditioning | 2,198 | $36.90 |
| F41 | Special Front and rear Suspension | 20,308 | $42.15 |
| G81 | Positraction Rear Axle, all ratios | 4,766 | $42.15 |
| J50 | Power Brakes | 267 | $342.30 |
| J56 | Special Heavy Duty Brakes | 2,573 | $44.75 |
| K19 | Air Injection Reactor | 5,759 | $73.75 |
| K66 | Transistor Ignition System | 3,832 | $200.15 |
| L36 | 427ci, 390hp Engine | 2,101 | $305.50 |
| L68 | 27ci, 435hp Engine | 3,754 | $437.10 |
| L79 | 327ci, 350hp Engine | 6,375 | $105.35 |
| L88 | 427ci, 430hp Engine | 20 | $947.90 |
| L89 | Aluminum Cylinder Heads for L71 | 16 | $368.65 |
| M20 | 4-Speed Manual Transmission | 9,157 | $184.35 |
| M21 | 4-Speed Manual Transmission, Close Ratio | 11,015 | $184.35 |
| M22 | 4-Speed Manual Trans., Close Ratio, Heavy Duty | 20 | $237.00 |
| M35 | Powerglide Automatic Transmission | 2,324 | $194.35 |
| N03 | 36 Gallon Fuel Tank (for coupe) | 2 | $198.05 |
| N11 | Off Road Exhaust System | 2,326 | $36.90 |
| N14 | Side Mount Exhaust System | 4,209 | $131.65 |
| N36 | Telescopic Steering Column | 2,415 | $42.15 |
| N40 | Power Steering | 5,747 | $94.80 |
| N89 | Cast Aluminum Bolt-On Wheels (5) | 720 | $263.30 |
| P92 | Whitewall Tires, 7.75 x 15 | 13,445 | $31.35 |
| QB1 | Redline Tires, 7.75×15 | 4,230 | $46.55 |
| U15 | Speed Warning Indicator | 2,108 | $10.55 |
| U69 | AM-FM Radio | 22,193 | $172.75 |
- The base price of the 1967 Chevrolet Corvette Coupe without any optional equipment.
- A 327 cubic inch, 300 horsepower engine, a 3-speed manual transmission, and a vinyl interior were included in the base price.
- The base price of the 1967 Corvette Convertible without any optional equipment.
- A 327 cubic inch, 300 horsepower engine, a 3-speed manual transmission, a vinyl interior, and a soft top were included in the base price.
- Optional leather upgrade to replace the standard vinyl seats on the 1967 Corvette.
- 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.
- 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.
- Factory installed power driver and passenger windows.
- A head restraint attached to the top of the seat for both safety and comfort.
- An addition to the standard lap safety belt that crosses over the shoulder for added safety.
- An optional hard-top that could be installed in lieu of the convertible top.
- Of the 6,880 Corvette convertibles sold that included this option, 895 Corvettes had the removable hard top installed in place of the factory installed soft top.
- Deletion of the factory installed heater and defroster.
- Corvettes that included this option were generally built for racing and rally driving.
- Factory installed air-conditioning.
- An optional suspension with upgraded springs, shock absorbers, and stabilizer bar.
- Heavy-duty stabilizer bar
- Heavy-duty front and rear springs and shock absorbers
- Includes 3.08, 3.36, 3.55, 3.70, and 4.11 axle ratios.
- Vacuum power assisted brakes; includes dual circuit master cylinder.
- Used to mix fresh air with hot exhaust gases to react with unburned gasoline to reduce emissions.
- Approved by the state of California and exclusive to California vehicle registration only.
- Electronic 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.
- Alternate engine with improved 390 horsepower output.
- Alternate engine with improved 400 horsepower output.
- Alternate engine with improved 435 horsepower output.
- Alternate engine with improved 350 horsepower output.
- Alternate engine with improved 430 horsepower output.
- Aluminum Cylinder Heads for L71 Engine.
- Of the 2,324 Corvettes that were ordered with this option, the quantity was split with 1,725 Corvettes that came equipped with a 300 horsepower engine, 392 with a 390 horsepower engine, 207 Corvettes with 400hp engines.
- Larger, optional, 36 gallon fuel tank.
- The 36 gallon tank was specifically intended for endurance racing.
- 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.
- Hydraulically assisted power steering.
- An optional radio that gave consumers the option of both AM and FM radio frequency bands.
1967 Corvette Recalls
Make: CHEVROLET
Model: CORVETTE
Model Year: 1967
Manufacturer: Cardone Industries, Inc.
MFR’s Report Date: May 07, 2003
NHTSA Campaign Id Number: 03e032000
NHTSA Action Number: N/a
Component: Service Brakes, Air: disc: caliper
Summary
Remanufactured Rear Brake Calipers, Part Nos. 18-7019, 18-7020, 16-7019, And 16-7020, Manufactured From February 1, 2002, To April, 25, 2003., And For Use On 1965 Thru 1982 Chevrolet Corvettes. The Subject Brake Calipers Were Manufactured Using Improperly Manufactured Piston Seals. These Seals Are Intended To Prevent Fluid Leakage Between The Caliper Housing And The Pistons. These Brake Calipers Are For Use Only On 1965 Thru 1982 Chevrolet Corvette Vehicles. This Recall Does Not Involve General Motors Corporation Or Any Of Its Products.
Consequence
Under These Conditions, The Vehicle Operator May Not Be Able To Stop The Car, Possibly Resulting In A Vehicle Crash.
Remedy
Cardone Will Notify Its Customers And All Unsold Inventory Will Be Repurchased And Will Provide A Full Refund To Customers. Owner Notification Is Expected To Begin During May 2003. Owners Who Take Their Vehicles To An Authorized Dealer On An Agreed Upon Service Date And Do Not Receive The Free Remedy Within A Reasonable Time Should Contact Cardone At 215-912-3000.
Notes
1967 Corvette Service Bulletins
None.
1967 Corvette Common Issues
1967 Corvette Mechanical Issues
The following list of common issues is intended for individual reference only, and may not reflect the specific issues of every 1967 Corvette. While the intent of this page is to identify the common issues pertaining to the 1967 Corvette, it is not an all-inclusive list and should be used for reference only.
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.
1967 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.
1967 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.
1967 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.
See Also
| C2 | 1963 | 1964 | 1965 | 1966 | 1967 | ||
| Gen | C1 | C2 | C3 | C4 | C5 | C6 | C7 |
1967 Corvette Maintenance Schedule
Maintenance Schedule
Additional Maintenance and Lubrication
In addition to the items listed above, it is also recommended that the following items are inspected every 300 miles or 2 weeks, whichever comes first:
- Check Tire Pressure
- Check Battery Water Level
- Check Oil Level In Engine
- Remove air cleaner and block throttle and choke in wide open position. Hook up starter remote control cable and insert compression gauge firmly in spark plug port. Whenever the engine is cranked remotely at the starter, with a jumper cable or other means, the distributor primary lead must be disconnected from the negative post on the coil and the ignition switch must be in the “ON” position. Failure to do this will result in a damaged grounding circuit in the ignition switch.
- Crank engine through at least four compression strokes to obtain highest possible reading. Check and record compression of each cylinder. If one or more cylinders reads low or uneven, inject about a tablespoon of engine oil on top of pistons in low reading cylinders (through spark plug port.) Crank engine several times and recheck compression. If compression comes up but does not necessarily reach normal, rings are worn. If compression does not improve, valves are burnt, sticking or not sealing properly. If two adjacent cylinders indicate low compression, the cause may be a head gasket leak between the cylinders. Engine coolant and/or oil in cylinders could result from this defect.
- The adjustments described apply to all carburetors used, except as noted. All adjustments are made with the engine at normal operating temperature.
- Remove distributor vacuum line at distributor and plug hose. Start engine and set the throttle stop screw for recommended idle speed. The choke valve must be wide open and the fast idle inoperative. Adjust one idle mixture screw at a time for smoothest, fastest idle speed. On A.I.R. cars, turn one adjusting screw at a time until engine speed drops approximately 30 rpm and starts to roll (lean mixture), then turn screw out exactly 1/4 turn for final setting. Readjust throttle stop screw for recommended idle speed. Basic setting for idle mixture screws is 2 turns open from fully closed for 1966-68, 3 turns for 1969, 1 turn for Holley 2300, Air condition to be ON, except Mark IV and all 1972.
- When adjusting the idle speed be sure that the idle compensator is closed. Close it manually if necessary. After idle speed is adjusted, check by pressing down on the compensator. If speed drops, readjust idle speed. NOTE: Idle speed adjustments on cars with automatic transmissions must be made with transmission in Drive and idle stator switch, if so equipped, closed. Be sure parking brake is on.
- All adjustments are same as previously described except as follows: On models equipped with idle stop solenoid, adjust idle stop solenoid screw to give 1000 rpm, then adjust idle mixture adjusting screw to specified rpm. Turn idle mixture screw in (leaner mixture) until engine speed drops 20 rpm, then turn out 1/4 turn. Disconnect lead at idle stop solenoid (throttle level will rest against regular stopscrew.) Adjust this stopscrew for idle speed of 500 rpm. Do not change setting of idle stop solenoid stopscrew or idle mixture screw.
- With the transmission in neutral, position the cam follower on the high step (2nd step, 1971-1972) of the fast idle cam. Adjust fast idle screw of Rochester carburetors to obtain recommended fast idle speed. Bend fast idle lever on Holleys. On 1970-72 models, disconnect transmission controlled spark solenoid.
- With slow idle speed correctly adjusted, fully open choke and make sure fast idle cam follower is off steps of cam. With dashpot fully compressed, adjust for 1/16″ clearance between dashpot plunger and throttle lever.
- Remove the air cleaner and check to see that choke valve and rod more freely. Disconnect choke rod at choke lever. Check choke adjustment by holding choke valve closed and position rod so that it contacts stop. If necessary, adjust rod length by bending rod at offset. Bend must be such that rod enters choke lever hole freely and squarely. Connect rod at choke lever and install air cleaner.
- The A.I.R. system is used to burn the unburned portion of the exhaust gases to reduce its hydrocarbon and carbon monoxide content. The system forces compressed air into the exhaust manifold where it mixes with the hot exhaust gases. The hot exhaust gases contain unburned particles that complete their combustion when the addition air is supplied.
- The system consists of: An air pump, diverter valve, check valve(s), AIR pipe assemblies and connecting hoses and fittings. Carburetors and distributors for AIR engines are made to be used with the system and should not be replaced with components intended for use with engines that do not have the system.
- The air pump is a two-vane pump which compresses fresh filtered air and injects it into the exhaust manifold. The pump consists of: a housing, centrifugal filter, set of vanes that rotate about the centerline of pump housing bore, the rotor, and the seals for the vanes. The centrifugal filter is replaced by first removing the drive belt and pump pulley; then pulling filter off with pliers. Care should be taken to prevent fragments from entering the air intake hole. NOTE: A new filter may squeal when first put into operation. Additionally, GREAT CARE should be taken in working on the compressor as the aluminum used is quite soft and thin. The air pump is operating satisfactorily when the air flow from it increases as engine speed increases.
- The air hoses should be replaced only with hoses which are designed for AIR system use, as no other type hoses can withstand the high temperature.
- Start engine then check ignition dwell. With engine running at idle, raise the adjustment screw window and insert an Allen wrench in the socket of the adjusting screw. Turn the adjusting screw as required until a dwell reading of thirty degrees is obtained. A two degree variation is allowable for wear. Close access cover fully to prevent the entry of dirt into the distributor. If a dwell meter is not available, turn adjusting screw clockwise until engine starts to misfire, then turn screw one-half turn in the opposite direction to complete adjustment.
- Slowly accelerate engine to 1500 rpm and note dwell reading. Return engine to idle and note dwell reading. If dwell variation exceeds specifications, check for worn distributor shaft, worn distributor shaft bushing or loose breaker plate.
- Remove distributor cap, clean cap and inspect for cracks, carbon tracks and burned or corroded terminals. Replace cap where necessary. Clean rotor and inspect for damage or deterioration. Replace rotor where necessary. Replace brittle, oil soaked or damaged spark plug wires. Install all wires to proper spark plug. Proper positioning of spark plug wires in supports is important to prevent cross-firing. Tighten all ignition system connections. Replace or repair any wires that are frayed, loose or damaged.
- Disconnect the distributor spark advance hose and plug the vacuum source opening. Start engine and run at idle speed. Aim timing light at timing tab. The markings on the tabs are in two degree increments (the greatest number of markings on the “A” side of the “Q”). The “O” marking is TDC (Top Dead Center) and the BTDC settings fall on the “A” (advance) side of the “O”. Adjust the timing by loosening the distributor clamp and rotating the distributor body as required, then tighten the clamp, and recheck timing. Stop engine and remove timing light and reconnect the spark advance hose.
- Inspect each plug individually for badly worn electrodes, glazed, broken or blistered porcelains and replace plugs where necessary. Clean serviceable spark plugs thoroughly, using an abrasive-type cleaner such as sand blast. File the center electrode flat. Inspect each spark plug for make and heat range. All plugs must be of the same make and number. Adjust spark plug gaps to .035 in. using a round feeler gauge. If available, test plugs with a spark plug tester. Inspect spark plug hole threads and clean before installing plugs. Install spark plugs with new gaskets and torque to specifications. Connect spark plug wiring.
- There are no moving parts in the ignition pulse amplifier, and the distributor shaft and bushings have permanent type lubrication, therefore no periodic maintenance is required for the magnetic pulse ignition system.
- Check the distributor centrifugal advance mechanisms by turning the distributor rotor in a clockwise direction as far as possible, then releasing the rotor to see if the springs return it to its retarded position. If the rotor does not return readily, the distributor must be disassembled and the cause of the trouble corrected.
- Check to see that the vacuum spark control operates freely by turning the movable breaker plate counter-clockwise to see if the spring returns to its retarded position. Any stiffness in the operation of the spark control will affect the ignition timing. Correct any interference or binding condition noted.
- Examine distributor points and clean or replace if necessary. Contact points with an overall gray color and only slight roughness or pitting need not be replaced. Dirty points should be cleaned with a clean point file. Use only a few strokes of a clean, fine-cut contact file. The file should not be used on other metals and should not be allowed to become greasy or dirty. Never use emery cloth or sandpaper to clean contact points since particles will embed and cause arcing and rapid burning of points. Do not attempt to remove all roughness nor dress the point surfaces down smooth. Merely remove scale or dirt. Clean cam lobe with cleaning solvent, and rotate cam lubricator wick end (or one-hundred-eighty degrees as applicable). Replace points that are burned or badly pitted.
- Where prematurely burned or badly pitted points are encountered, the ignition system and engine should be checked to determine the cause of trouble so that it can be eliminated. Unless the condition causing point burning or pitting is corrected, new points will provide no better service than the old points.
- Check point alignment then adjust distributor contact point gap to .019″ (new points) or .016″ (used points). Breaker arm rubbing block must be on high point of lobe during adjustment. If contact points have been in service, they should be cleaned with a point file before adjusting with a feeler gauge.
- Check distributor point spring tension (contact point pressure) with a spring gauge hooked to breaker lever at the contact and pull exerted at 90 degrees to the breaker lever. The points should be closed (cam follower between lobes) and the reading taken just as the points separate. Spring tension should be 19-23 ounces. If not within limits, replace. Excessive point pressure will cause excessive wear on the points, cam and rubber block. Weak point pressure permits bouncing or chattering, resulting in arcing and burning of the points and an ignition miss at high speed.
- Install rotor and distributor cap. Press all wires firmly into cap towers.
- The top of the battery should be clean and the battery hold-down properly tightened. Particular care should be taken to see that the top of the battery is kept clean of acid film and dirt. When cleaning batteries, wash first with a dilute ammonia based or soda solution to neutralize any acid present and then flush off with clean water. Keep vent plugs tight so that the neutralizing solution does not enter the cell. The hold-down bolts should be kept tight enough to prevent the batter from shaking around in its holder, but they should onto be tightened to the point where the battery case will be placed under a severe strain.
- To ensure good contact, the battery cables should be tight on the battery posts. Oil battery terminal felt washer. If the battery posts or cable terminals are corroded, the cables should be cleaned separately with a soda solution and wire brush. After cleaning and before installing clamps, apply a thin coating of a petrolatum to the posts and cable clamps to help slow corrosion.
- If the battery has remain undercharged, check for loose or defective fan belt, defective alternator, high resistance in the charging circuit, oxidized regulator contact points, or a low voltage setting. If the battery has been using too much water, the voltage output is too high.
- Inspect for deteriorated or plugged hoses. Inspect all hose connections. On engines with closed element air cleaners, inspect crankcase ventilation filter and replace if necessary. On engines with open element air cleaners, remove flame arrestor and wash in solvent then dry with compressed air.
- Check the brake fluid regularly, for as the brake pads wear the level will drop rapidly. It should be replenished only with the recommended fluid. Check disc brake assemblies to see if they are wet; it would indicate a leaking cylinder.
- Disc brakes do not need periodic adjustments; they are self adjusting. The pads should be replaced when the friction material gets down to 1/16″. This is when the groove in the center of the pad is gone. Check by removing wheel and looking directly into caliper.
- Check clutch action by holding pedal 1/2″ from floor and move shift lever between first and reverse several times, with engine running. If shift is not smooth adjust clutch. Free play with pedal released is approx. 1-1/4″ to 2″ and 2″ to 2-1/2″ for heavy duty.
- At clutch lever near firewall remove clutch return spring. To decrease clutch pedal free play remove clutch pedal return spring and loosen lower nut on clutch pedal rod; take up play with upper nut. Continue until proper play is obtained, then securely tighten top nut and replace spring. To increase pedal play work nuts in opposite sequence.
- Disconnect control linkage at carburetor throttle lever. Hold carburetor throttle lever in wide position. Pull control linkage to wide open position. (On vehicles equipped with automatic transmission, pull through detent.) Adjust control linkage to freely enter hole in carburetor throttle lever. Connect control linkage at throttle lever.
- Remove air cleaner, disconnect accelerator linkage at carburetor. Disconnect accelerator return and trans. road return springs. Pull upper rod forward until transmission is through detent. Open carburetor wide open, at which point ball stud must contact end of slot in upper rod. Adjust swivel on end of rod if necessary.
- Disengage the snap lock and position the carburetor to wide open throttle. Push the snap lock downward until the top is flush with the rest of the cable.
- Pull detent switch driver to rear until hole in switch body lines up with hole in driver. Insert a 3/16″ pin through hole to depth of 1/8″, and loosen mounting bolts. Open throttle fully and move switch forward until lever touches accelerator lever. Tighten mounting bolt and remove pin.
- A rough idling engine may be caused by a malfunction of the valve. Check by pinching vacuum hose to carburetor with engine idling. If idling smooths out, the valve should be removed for cleaning or replacement if something appears to be broken.
- The car should be standing on level ground and the oil level checked with the dipstick. Withdraw the dipstick, wipe it with a clean rag, replace and withdraw again. The mark made by the oil on the lower end of the dipstick will indicate the oil level. If necessary, oil should be added through the filler cap. Never let the oil level fall so low that it does not show at all on the dipstick. If in doubt, it is better to have a bit too much oil than too little. Never mix oils of different brands, the additives may not be compatible.
- Place a pan under the oil pan drain plug and remove plug. Be sure pan is of a large enough capacity to hold the oil. Move pan under filter and remove filter by turning if counterclockwise. Clean gasket surface of cylinder block. Coat gasket of new filter with engine oil. Thread filter into adapter. Tighten securely by hand. Do not overtighten filter. Remove drop pan.
- Remove drain pan. Inspect oil pan drain plug gasket and replace if broken, cracked, or distorted. Install drain plug and tighten. Fill crankcase to required level with recommended oil. Operate engine at fast idle and check for oil leakage.
- Crankcase Capacities: 327 & 350 Engines – 4 quarts, 427 & 454 Engines – 5 quarts.
- When changing oil filter, add one additional quart.
- Check fluid level with engine idling, transmission in neutral and engine at normal operating temperature. Add fluid as needed to bring level to mark. Do not overfill.
- Every 12,000 miles or sooner, depending on service, remove fluid from sump and add new fluid. Operate transmission and check fluid level. Every 24,000 miles the transmission sump strainer of the Turbo Hydra-Matic transmission should be replaced.
- Refill Capacity: Powerglide – 2 quarts, Turbo Hydra-Matic – 7-1/2 quarts.
- Raise car on lift, clean dirt and grease from area around the filler plug. Plug is located on side of transmission case. Remove plug and place finger tip inside hole. The oil should be just about level with the bottom edge of the hole. Add oil as needed, using a plastic syringe.
- Change cam lubricator end for end at 12,000 mile intervals. Replace at 24,000 mile intervals.
- With the car standing level, clean dirt and grease from area around filler plug. Remove plug and place finger tip inside hole. The oil should be just about level with the bottom edge of the hole. Add oil, with a plastic syringe, as needed.
- Check fluid level by removing lowest, outboard side cover retaining screw. If lubricant does not run out add enough through same hole until it does.
- Check fluid level with engine at normal operating temperature. Bring to full mark on stick, as required.
1967 Corvette Dealers Sales Brochure
Download this 1967 Corvette Dealers Sales Brochure for a quick look at the features of the car.
I have a 67 roadster,327/350 4 speed….I want to reduce the RPM’s, at higher speeds, which will help with noise and heat.
Options presented was add 5th gear, change transmission, or just change the gears. I wanted more speed but less energy used, plus better gas millage…any suggestions or other options.