hood not closed all the way from our ogling the engine
(first posted 5/25/2017) What guy my age hasn’t wanted to take a 327/350 4-speed Corvette Sting Ray convertible out for a brisk drive, never mind own one? Well, it was a long wait, but well worth it. CC reader Rob Tessier showed up at our Nashville CC Meet-Up last June in this pristine Elkhart-blue family heirloom bought by his dad, sporting the desirable 350 hp L79 327, and the four-speed. We all ogled it at the parking lot of the Lane Motor Museum in the morning. And as we were leaving to head to our dinner in downtown Nashville, Rob asked if I wanted to drive it there? My response to that question was even faster than the 327’s response to a stab at its throttle.
Since my iphone ran out of memory from the hundreds of shots in the Lane (which I have still not written up), Rob sent me these additional shots to go along with the one of me in it after our arrival at the restaurant. I’m also quite sure Rob sent me some more written info on his Corvette, but I can’t find it now, so I’m going on memory (my apologies if I got some of it wrong). That says his dad bought it in 1980 (or so), and that the Sting Ray has been treated to love, attention and some upgrades, like a fiberglass transverse rear spring, and…? I’m also quite sure the paint was redone not that long ago, as it is exquisite and just glows and sparkles in the sun.
Based on the wrinkles, I’m also quite sure this is the optional leather upholstery. Or maybe it was redone. Maybe Rob will show up and fill us in on any other details, but then my memory banks were apparently a lot more receptive to the experience at hand than its story. Every detail of that is as fresh as my impressions back in 1963, when as a ten year old the new Sting Ray graced our lives. I’ll never forget the first pictures I saw of it…wow! I must admit I was more of a fastback fan, but then this is a balmy June evening in Tennessee, so who wants to be ensconced in a coupe?
I slid behind the big steering wheel and buckled up. It’s big for a reason, not just because it looks so damn good. There’s no power assist (it was optional), which makes this one exactly like I would have ordered up my ’67 ‘Vette. The rear seat backrest was rather upright, but that was the way it was done back then. Otherwise, I felt very much at home.
After all, it was a familiar place, given how much time I spent gazing at this superb interior as a kid. I even got to sit in one once back then, thanks to an unusually generous salesman. I guess after all of my many Saturday morning visits to the local shrine of GM, he figured I was worthy. I’m not so sure; then and now. But when someone hands you the keys to the ultimate dream car of a ten year old kid, what are you going to do? Slide it in its place and turn it to Start.
The 327 started instantly, and settled into a mildly-lumpy idle, which eventually settled down to about 800 rpm. The mechanical-lifter “30-30 Duntov” cammed versions of these Corvette engines had a lot of overlap to achieve those stellar outputs, and idled at 1200-1300 rpm, and rather lumpishly at that. These peaked at 375 hp for the ultimate fuel injected version. But with that mechanical-lifter cam, keeping them in optimum tune required regular ministrations.
The 350 hp L-79 version, as installed here, was a new variant that arrived in 1965 in an effort by Chevy’s engineers to find the maximum output with a hydraulic lifter cam. It was a screaming success. In addition to the new high-performance hydraulic-lifter cam, other components included a 585/600 cfm Holley four-barrel carb, aluminum intake manifold, open-element air cleaner, 11.0:1 compression, forged crankshaft, and the new 2.02″ intake heads. Except for that camshaft, it was identical to the 365 hp L76 engine and the 375 hp version, except of course for its fuel injection.
Its power peak (350 gross hp; approx. 300 net) came in at 5800 rpm (compared to 5000 for the 300 hp version), it would cleanly run to well over 6000 rpm, and max torque was 360 lb.ft. at a rather high 3600 rpm. Its peakier power band made it unsuitable for use with the Powerglide, so it was 4-speed only, a choice of wide-ratio or narrow-ratio. The narrow-ratio box necessitated a high numerical axle, and was best for racing or very serious sporting use. Realistically, the 300 hp version was the better choice for normal driving, with its lower torque peak, which made it feel more powerful below 3600 rpm. But the 350 really came alive when it exceeded that.
Installed in a light (and cheap) Chevy II, the L79 was a consistent hemi-killer in stock tune. And in the hands of tuners like Bill Jenkins, it became a drag racing legend.
The two mechanical-lifter 327s had fallen off the Corvette’s all-star power train roster after the arrival of the big-blocks in mid-year 1965. A close look at this Power teams chart shows a somewhat curious anomaly: the 390 and 400 hp versions of the 427 were available with the venerable two-speed Powerglide automatic and not the new THM-400, because it wouldn’t fit in the Corvette’s fiberglass transmission tunnel. We covered that odd-ball here, which could hit about 100 mph in Low gear.
Back to the matter at hand: this L79 327 has often been called the very best of the classic small block Chevy engines. Yes, the best 350 cu.in. versions made more torque and a bit more power, but they never ran quite as sweet as the exceptionally-smooth 327, with its short 3.25″ stroke. In its day, there was just no better and smoother-running all-round performance engine than the 327. Did this example live up to its legendary billing?
Absolutely. Given how spoiled we are with our hi-tech engines of the modern era, getting into a fifty year-old car with a big carb and an aggressive cam, such smooth running, without ever a hesitation, hiccup, or flat spot, was rather amazing. It could have been fuel-injected, given how it sweetly it ran.
Although it starts to comes to life at about 3000 rpm, and does its magic at 4200 rpm, when the secondaries kick in, it is not really deficient in the lower speed range except perhaps in direct comparison to the 300 hp version, and is utterly tractable throughout it very wide rev band. Which makes it an absolute a joy to drive.
The same applies to the Muncie transmission, that is, once I realized that it was essential to push the rather heavy clutch absolutely fully against the floor. I’m not used to that, and I had a bit of trouble shifting and one embarrassing bit of minor gear clash, but once I realized what I was doing wrong (and Rob politely pointed it out), it too was a pleasure, snicking off the shifts through its short shifter topped by the iconic chrome ball.
The steering is of course a bit heavy at parking speeds, but then I’m used to much worse in my F100. As soon as the speed exceeds a jog, it quickly lightens up, and provides that classic mechanical feel that has become increasingly an artifact of the distant past. It’s not the ultimate in steering, as it’s not a rack and pinion setup, but it makes for very pleasurable driving and one feels exactly what the front tires are up to. The experience of piloting the ‘Vette with its big wheel and mechanical steering was a delight, and makes one realize that although this car is capable of modern acceleration (0-60 in about 6.8 seconds) and speed, its tiller feels very much from another era, in a good way.
While I had the chance to enjoy some short on-ramp runs through the gears (which required slowing down to merge) there obviously wasn’t much opportunity to explore the Corvette’s lateral acceleration, which undoubtedly has been enhanced some by the modern and somewhat-wider radial tires. It certainly felt well-planted, as we scooted by slower traffic on the freeway, the mild early-summer wind whistling in our hair. It was a moment to savor, and the memory is minty-fresh, despite the intervening year (I promised myself I would write this up before the next Meet-Up).
The Corvette’s fiberglass body, which sits on a classic frame, has often come in for criticism for creaks and such. The ’67 model, being the last year of its generation (C2), is considered to be superior to most, especially the early C3 generation. Yes, there was the occasional little thunk, but its integrity exceeded my expectations. A Corvette inherently can never equal the structural integrity of the better unibody cars of its time (think: Porsche), but this well-cared for example felt more cohesive than I was anticipating.
The ride, on our mostly good surfaces, was also quite decent. The after-market fiberglass rear transverse spring undoubtedly enhanced that to some extent. Brakes? I didn’t really need (or want) to use them much, but the four wheel non-assisted discs certainly felt like they could arrest whatever the L79 was capable of.
no, my hair doesn’t normally lean back quite so far
In every way, this was a dream drive of a dream car: a Corvette spec’d exactly as I did in my mind back in its day perusing the brochure endlessly (no heavy big block to spoil the handling), in perfect condition, on a splendid and balmy Nashville summer night. Thank you Rob, for making it possible.
Note: a more complete look at the design and development of the C2 Corvette is coming, one of these days, having recently shot a ’63 split-window fastback.
Fantastic post. Also my dream Vette. Congrats on taking such a special and well-deserved drive!
Seconded. It’s pretty much how I’d option my Corvette, given a time machine and a fist full of greenbacks.
Richard Hammond once said ‘You shouldn’t drive your dream car, to avoid disappointment” or word to that effect. No disappointment here!
Truly one of the great shapes of all time in my favorite color for C2’s. Color me green with envy. 😉
+1. A latecomer to the school of C2 appreciation here, but what a shape whether fastback or droptop. That is a wonderful example Rob.
Great write-up Paul! I was looking forward to something like this ever since I saw you post about this car last year. Years ago we had a 1964 Vette 327 4-speed roadster come into the dealership. I had the oppurtunity to take it on a short ride. I didn’t really get to put it through it’s paces, but even that brief drive was just phenomonal. These are my favourite Vette’s, and the ’67 with a hi-po small block and 4-speed is my ulitmate setup. Thanks for sharing and bringing back memories.
Rob’s Corvette looks and sounds phenomenal. There was much discussion soon after about how this is the definitive color for a ’67 Corvette ragtop. Nothing else would look any better than this blue.
Here’s a picture showing how the cabin isn’t as tight as one might think. It’s not huge, but this guy is also 6’4″ tall. He also moves quickly as he was upright when I aimed the camera.
He looks like a 24 year old with dust in his hair.
Paul probably ‘felt’ like a 24 year old that day, too.
In that picture though, he looks like he’s trying to hot-wire Rob’s car. ;o)
Have to agree on the color, Jason. Gorgeous. Some years back, I got to talk (briefly) to a guy down the ocean that had a ’61 convertible in this color, and thought then how nice that light blue metallic looks on a ‘vette.
You can’t do better for a ‘Vette or for the write up, thanks!
I am also a major fan of the prior body style Fuelie but overall the more modern car is the Winner.
Well, if I can’t have my own, I’ll settle for vicariously driving one through your prose, Paul. Simply a beautiful car, that seems to always be playfully hinting, “Let’s take a drive!”
I was all of 10 years old when this Stingray came out. Like Paul, and millions of others I suspect, as Mark Knopfler sang in his song The Car Was The One, the Corvette Stingray was the one for me. No matter where I would be, what I was doing, if one came into my vision, I stopped what I was doing, to stare and admire. To listen to that exhaust. I can feel Paul’s excitement as it too, would have been mine. Thank you for sharing your passion about America’s Sports Car and thanks to Rob Tessier for sharing his wonderful car with this admiring audience!
I wonder if a 10 year old boy in 2017 looks at the new Corvette Stingray in the way I and many, many others did in 1967; to where that impression will never fade from memory? I hope so.
Who else has ever noticed the striking similarity between ‘vette’s instrument panel and GM coach of the era?
They had to have come from the same drawing board, but was it chicken or egg?
Wow, now I feel like I’ve driven one, so much did your description connect with me.
Your review has added to my understanding of the C2 Corvette, which I’ve been developing since I was a little kid (and long before the internet allowed such detailed research about any topic).
As I’ve commented before, my dad had a new 1963 Corvette 327/300 Powerglide when he was about 22. When I was a kid, I was in love with C3 Corvettes, even to the point of enjoying the movie Corvette Summer but when my dad told me that he had a Corvette, I just couldn’t imagine him in one, as he was a fairly conservative looking, Mercedes w115 and w123 driving businessman, and the C3 really did seem to be an open shirt, gold chain mobile to my observations.
I remember I didn’t see my first C2 on the street until I was 13, and it was in the distance, but I could start to see how it was different from the wild and comparatively cartoonish C3. I didn’t see the interior of a C2 close up until about 1996, and I started to fall in love with the car.
Since then, I’ve never been in one, or driven one, but I’ve learned a fair amount more, mostly thanks to this site. And I’ve come to see how in a way, another car that dad loved was very much similar to his 327/300 PG Stingray, the Mercedes r107 (of which dad owned 3), especially the 560sl. With the exception of the 4-speed auto and the power steering, there is much similar. Torquey v-8, recirculating ball steering, big steering wheel, upright position, independent suspension, etc.
Anyway, I’m still hoping for my first drive in a C2, just like you! And just like you’ve I’ve been waiting since I first became aware of it! Congrats and bravo!
Agree on the C3. For the longest time that was my favourite as well, and I still looooove them but the C2 is such a tight shape.
Yes, this is my dream Vette too. Perhaps the fastback; perhaps sidepipes; perhaps just exactly as it sits. Definitely the 67 with the 327 and the 4-speed.
Not long ago at a car show, a friend asked me – assuming a lottery win and a visit one night from the garage fairy- what one car I would buy. A 67 Vette 327 was my carefully considered answer.
Do fantasy cars count as the CC effect?
Like you, Paul, I had a drive in an acquaintance’s ’67 (same color, same engine) 10 or 15 years back. Absolutely loved it. By far my favorite Corvette. The bigger blocks weigh the nose down too much. The 327-equipped convertible felt just right.
I found this quote about the auto-delete on Super Chevy:
“In all, the L79 camshaft gave good throttle response, a great power curve, decent power brake vacuum and a lumpy, performance, 800-rpm idle to boot. Due to its overlap, the only thing it could not do was idle properly with an automatic transmission’s stock stall-speed torque converter. A 2,500-rpm stall-speed torque converter was a must.”
My goodness, what a beautiful car. How I’d love to have that in my garage – and driving on the street!
That’s all I can think to say about it – too busy wiping my mouth from drooling – except I’m very jealous.
Big block cars do handle! I have both a ’66 427/425 roadster and a ’63 Fuelie 327 coupe so feel qualified to comment. The roadster is heavier to drive, but is a faithful and neutral handler. It has proved this time and again on various mountain passes and twisty roads across Europe and competed in many classic rallies. On the Klaussen Pass in a group of 8 Lotus Elises (which, due to their light weight have about the same power to weight ratio), we managed to overhaul 5 of them by the top, which was a bit of an eye opener (see photo). Some of the Loti were piloted by amateur and semi pro racing drivers, so we were not hanging about! I was rather proud of the old beast that day….
These cars are very competent when set up right – my big block has the mono leaf spring, 205/70/15 Pirelli P4000 M&S tires and Bilstein dampers, so nothing really radical. Remember, weight distribution of a big block car is 51%/49% front/rear whilst a small block is rear biases at 49/51. Traction is also astonishingly good.
Steering is on the quicker power steering ratio and the clutch travel also on the shorter linkage. Its heavy to park, but a really nice steer, going from slight understeer, through power on neutrality to progressive oversteer. Astonishingly, the roadster is really good in the wet…..The coupe is bone stock except for radial tires and also a very sweet handler.
I let colleagues at Porsche drive the car and they were all surprised and impressed with it. One accompanied me on a trip from Stuttgart to the Monaco historic GP via the Mille Miglia and dropping by my old workplace at Bertone on the way back. The thing never missed a beat and even got reasonable-ish fuel economy whist cruising at around 110mph on its 3.08 final drive ratio.
All in all these are cars that don’t just look great, but just work as useable vehicles. The roadster was even my DD whilst living in Paris in the late 90s and was the only vehicle allowed to park right in front of Harrys Bar…….
Very nice; one of each!
I didn’t mean to imply the 427 couldn’t handle well; everything I’ve read over the years agrees with you. But the big engine apparently also meant stiffer springs, so the ride was noted to be harder, to compensate. And the steering a bit heavier. And the heat was…hotter. But power has its price!
And I’d love to drive it to compare. 🙂
Hi Paul!
Since this was written i have sold the blue ’66, but still have the ’63.
When it eventually gets out of storage (that may be a while due to work commitments), the invitation still stands….
Hi Paul!
Since this was written i have sold the blue ’66, but still have the ’63.
When it eventually gets out of storage (that may be a while due to work commitments), the invitation still stands….
Here are both in the Porsche car park….
And Paul, once the cars are out of storage, you should try them – I think overall competence of the 427 would surprise you!
For me,early Corvettes always bring back memories of watching the old TV series Route 66 in it’s heyday. Their appeal to me, was never tire melting acceleration, or slot car handling, both which they could deliver. It was the magic siren call of the open road. If I could only be like Buzz and Tod. How I couldn’t wait to grow up and experience some of that freedom. While I still haven’t had a Corvette yet, I had a lot of great years riding Harley Davidsons, so I guess I got no complaints. That blue Vette is a dream come true!
Lucky bum!!! Heck, I’m 54 and have not only never driven a Vette, I’ve never even RODE in one 🙁 ! And you got to drive my favorite, the C2 roadster. And that blue… by FAR my favorite color for the C2!
I think the paint is a LOT older than it looks, if I recall correctly. I was surprised when I sat in the car that my leg barely squeezed between the wheel and the seat. I love that the first photo has my Silver Blob Car in the background.
Almost 45 years ago there was a very similarly equipped Corvette for sale at 1 of the Chevy dealers here in Jacksonville. The kicker? The price was…. $2,700. Yes, TWO THOUSAND SEVEN HUNDRED DOLLARS for a 6 year old Corvette. I had to go see it, and if possible wrangle a test drive.
Well, even though I drove up to the dealership in a Vega Panel Express, the salesman (for whatever reason) figured I was a good prospect and we took the car out.
Me? I was intimidated by the potential of that car, so the salesman was unable to get me to really “open it up”.
Back at the dealership a fairly good inspection revealed why the price was so low: the car had been wrecked and a good chunk of the inner bodywork for the left front was missing. (The car had rammed something at an angle, or turned too sharply, and a “half-azzed” repair was done.)
As I turned to walk back to my car, the salesman DROPPED the price to… $2,200.
So envious. Not particularly a Corvette fan, but how can any self-respecting gear head not want to put one of these in his garage? Either this very ‘Vette (in coupe form) or a ’69 LT1 are on my automotive bucket list. Fantastic write up!
I know that color is called Elkhart Blue, but it sure looks green to me. Especially from the interior. Beautiful color in any event.
Simply a beautiful car. There were several of us who were a touch envious of your good fortune that day, and this vicarious experience is wonderful.
If I were ever to be sucked into the world of Corvette, it would have to be a car like this one.
That’s a good shot. You look like you belong in that car.
Meet Paul Niedermayer, profession, being a lucky man.
Nice appreciation and a great looking example of my favourite Corvette
My favorite Corvettes next to the ’57-’62 variety!
I’ve never driven any Corvette in more than 40 years (!!!) of driving cars. I sat behind the wheel of a ’68-’72 once, in a body shop, and that’s as close as I’ve come to the experience.
And there’s the ’62 Corvette that got away because at 22-23 years old, I couldn’t get my hands on $2500 to buy it (yes, it was running and drivable, though very rough at that price in the mid-’70’s)…..
Likewise, a 1967 Corvette small block convertible is my ideal Corvette, and the color is secondary to me as long as it’s an original one and the car is in good condition and affordable(which precludes any 427 as they’re always more sought after and valuable, and unnecessary, I think). Well done, Paul.
Any comments about the brakes?
From the text:
Brakes? I didn’t really need (or want) to use them much, but the four wheel non-assisted discs certainly felt like they could arrest whatever the L79 was capable of.
Its been almost 10 years since I sold my 65 rally red roadster and I still miss it every time I open the garage. Wanted one since I was 6 years old and 30 years later I bought it and enjoyed it for 11 years including as a daily driver for almost 2 years. I only sold it because changing life circumstances meant I hardly ever had a chance to drive it anymore, and then someone offered me double what I paid for it which softened the blow of losing it.
One, looking “pretty much” like this rides around “Mclean VA” periodically. Think I’ve seen it in the “Firestone tires” store lot recently.
Funny how this re-post appears the day after your retirement announcement. Hope more dreams come true for you in the near future, Paul.