Chevrolet Corvette (C2) – Wikipedia, the free encyclopedia

14 Feb 2015 | Author: | Comments Off on Chevrolet Corvette (C2) – Wikipedia, the free encyclopedia
Chevrolet Corvette

(C2)

(5.4#160;L) Small-Block V8 (1963–1965)

(5.4#160;L) L75 Small-Block V8

327#160;cu#160;in L76 Small-Block V8 (1963–1965)

327#160;cu#160;in L79 Small-Block V8 (1965-1967)

327#160;cu#160;in L84 Small-Block FI V8 (1963–1965)

Origin and [ edit ]

The 1959 Corvette concept and 1960 XP-700 car in the front and the 1963 Corvette and fastback in the back.

The 1963 Ray production car’s lineage can be to two separate GM projects: the Q-Corvette, perhaps more directly, racing Stingray. The Q-Corvette, in 1957, envisioned a smaller, advanced Corvette as a coupe-only boasting a rear transaxle. rear suspension. and four-wheel brakes. with the rear mounted inboard. Exterior was purposeful, with peaked a long nose, and a short, tail.

Meanwhile, Zora and other GM engineers had become with mid and rear-engine designs. It was the Corvair’s development that took the mid/rear-engine layout to its in the CERV I concept. The Chevrolet Research Vehicle was a lightweight, single-seat racer.

A rear-engined was briefly considered during progressing as far as a full-scale mock-up around the Corvair’s entire power package, including its air-cooled flat-six as an alternative to the usual water-cooled V-8. By the of 1959, elements of the Q-Corvette and the Special racer would be into experimental project which was the design program led directly to the production 1963 Sting Ray. The XP-720 to deliver improved passenger more luggage space, and ride and handling over Corvettes.

While Duntov was developing an new chassis for the 1963 Corvette, were adapting and refining the look of the racing Stingray for the model. A fully functional buck (a wooden mock-up to work out interior dimensions) was by early 1960, production styling was locked up for the most by April, and the interior, instrument included was in place by November.

in the fall of 1960 did the designers their creative attention to a new of the traditional Corvette convertible still later, its detachable For the first time in the Corvette’s wind tunnel testing refine the final shape, as did matters like interior windshield curvatures, and tooling Both body styles extensively evaluated as production-ready models at the Cal Tech wind

The vehicle’s inner structure as much attention as the aerodynamics of its Fiberglass outer panels retained, but the Sting Ray emerged nearly twice as much support in its central structure as the Corvette. The resulting extra was balanced by a reduction in fiberglass so the finished product actually a bit less than the old roadster. room was as good as before the tighter wheelbase. and the reinforcing girder made the cockpit stronger and safer. [ 5 ]

Design and [ edit ]

Chevrolet Corvette

1963 Corvette Ray Convertible Coupe

The independent suspension Duntov created for Ray was essentially a frame-mounted differential U-jointed half-shafts tied by a transverse leaf spring a design derived from the I concept. Rubber-cushioned struts the differential, which reduced harshness while improving adhesion, especially on rougher The transverse spring was bolted to the of the differential case.

A control arm laterally and slightly forward each side of the case to a hub with a trailing radius rod behind it. The half-shafts functioned upper control arms. The arms controlled vertical motion, while the trailing took care of fore/aft motion and transferred braking to the frame.

Shock absorbers were twin-tube units. Considerably than the old solid axle. the new suspension array delivered a reduction in unsprung weight. was important since the 1963 would retain the previous outboard rear brakes. The new front suspension would be as before, with unequal-length and lower A-arms on coil concentric with the shocks, a standard anti-roll bar.

remained the conventional recirculating-ball design, but it was geared at a higher overall ratio (previously Bolted to the frame rail at one end and to the rod at the other was a new hydraulic steering (essentially a shock absorber), helped soak up bumps they reached the steering What’s more, hydraulically steering would be offered as equipment for the first time on a – except on cars the two most powerful engines offer a faster 17.1:1 which reduced lock-to-lock from 3.4 to just 2.9.

were carried over the previous generation, comprising small block 327 V8s, transmissions, and six axle ratios. engines came in 250, and 340-horsepower versions. As before, the and optional units employed lifters, a mild camshaft. crankshaft. 10.5:1 compression, distributor. and dual exhausts.

The 300-bhp engine produced its power via a larger four-barrel (Carter AFB instead of the 250’s WCFB), plus larger valves and exhaust manifold. topping the performance chart was a fuel-injected V8. available for an extra

The car’s standard transmission the familiar three-speed manual, the preferred gearbox continued to be the manual four-speed, delivered wide-ratio gears when with the base and 300-bhp and close-ratio gearing with the top two Standard axle ratio for the manual or Powerglide automatic was The four-speed gearbox came a 3.70:1 final drive, but 3.55:1, 4.11:1, and 4.56:1 were available. The last was rare in production, however. [ 5 ]

designers and engineers – Ed Zora Arkus-Duntov, Bill and others knew that 10 years in its basic form, much improved, it was time to on. By decade’s end, the machinery be put into motion to fashion a successor to debut for the 1963 year.

After years of with the basic package, Mitchell and his crew would break the mold of Harley ‘s original design and for all. He would dub the Corvette’s generation Sting Ray after the race car of the same name now spelled out in separate words).

The C2 was designed by Larry Shinoda the direction of GM chief stylist Mitchell. Inspiration was drawn several sources: the contemporary E-Type. one of which Mitchell and enjoyed driving frequently; the Stingray Racer Mitchell in 1959 as Chevrolet no longer in factory racing; and a Mako Mitchell caught while fishing. Zora Arkus-Duntov of the Corvette) disliked the split window (which also safety concerns due to reduced [ 6 ] and it was discontinued in 1964, as were the hood vents.

Model changes [ edit ]

The 1963 Sting Ray not only had a new design, but newfound handling prowess. The Ray was also a somewhat lighter so acceleration improved despite horsepower. 21,513 units be built for the 1963 model which was up 50 percent from the 1962 version.

Production was almost evenly between the and the new coupe – 10,919 and respectively – and more half the convertibles were with the optional lift-off Nevertheless, the coupe wouldn’t as well again throughout the Ray years.

In fact, not until (by which time the coupe with removable T-tops) did the Corvette sell better the open one. [ 7 ] Equipment for 1963 began reflecting the demand for more civility in cars. – the power option went into 15 of production, power steering 12 percent. On the other hand, 278 buyers specified the $421.80 air leather upholstery – a $80.70 – was ordered on about 400 cars.

The beautiful cast aluminum wheels, manufactured for Chevy by cost $322.80 a set, but few checked off that option. almost 18,000 Sting left St. Louis with the manual gearbox – than four out of every [ 8 ]

All 1963 cars had 327cid which made 250#160;hp standard, with optional that made 300#160;hp 340#160;hp (254#160;kW) and 360#160;hp The most powerful engine was the fuel injected 327cid V8, made 360#160;hp (272#160;kW). available on the C2 included AM-FM (mid 1963), air conditioning and upholstery. New for the 1963 model was an optional electronic ignition. the magnetic pulse-triggered Delcotronic, offered by Pontiac on some models. [ 9 ]

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