Optional fuel tank, in the C2

[67HEAVEN]

The standard Corvette fuel tank, in the C2 era, was 16.6 Imperial gallons; 20 U.S. gallons. That works out to 75.7 litres. The following story talks about the optional RPO N03 36 U.S. gallon (29.9 Imp. gal.; 136.3 Litres) fuel tank, made from YIKES fibreglass (yes fibreglass).

RPO N03 took most of the available room, up to shoulder level, behind the seats and was factory-installed in C2 cars, as follows:
1963 - 63 (only in coupes, available only as part of RPO Z06 in 1963) $202
1964 - 38 (only in coupes) $202
1965 - 41 (only in coupes) $202
1966 - 66 (only in coupes) $198
1967 - 2 (only in coupes) $198 (obviously, extremely rare)







Talk of this option reminds me that, back in the day, you really could bespoke your own Corvette to suit your specific wants and needs.
Two different fuel tank sizes. Seven different engines. Four transmissions. Six different rear-end ratios. Three exhaust systems. Power steering, brakes, windows....or not. Heater/defroster, or not. Radio...or not. Tinted glass...or not. Limited slip differential...or not. And, on it goes. BUILD IT YOUR WAY, from boulevard cruiser to balls-to-the-wall racer. You decide.

Was there a computer-on-board?

 

[mach2andy]

Richard Cohen the owner of Long Island Corvette has for many years been collecting these "Big Tank" cars. He at one stage had 6 I think?
For any C2 owner visiting NYC, a visit to Long Island Corvette is a great alternative to yet another day in the City. It's a very pleasant 90 min ride from Penn Station on the LIRR. If you happen to fall asleep on the train, the end of the line is Montauk. Ask me how I know!!

 

[Daytona Vette]

The standard Corvette fuel tank, in the C2 era, was 16.6 Imperial gallons; 20 U.S. gallons. That works out to 75.7 litres. The following story talks about the optional RPO N03 36 U.S. gallon (29.9 Imp. gal.; 136.3 Litres) fuel tank, made from YIKES fibreglass (yes fibreglass).

RPO N03 took most of the available room, up to shoulder level, behind the seats and was factory-installed in C2 cars, as follows:
1963 - 63 (only in coupes, available only as part of RPO Z06 in 1963) $202
1964 - 38 (only in coupes) $202
1965 - 41 (only in coupes) $202
1966 - 66 (only in coupes) $198
1967 - 2 (only in coupes) $198 (obviously, extremely rare)

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Talk of this option reminds me that, back in the day, you really could bespoke your own Corvette to suit your specific wants and needs.
Two different fuel tank sizes. Seven different engines. Four transmissions. Six different rear-end ratios. Three exhaust systems. Power steering, brakes, windows....or not. Heater/defroster, or not. Radio...or not. Tinted glass...or not. Limited slip differential...or not. And, on it goes. BUILD IT YOUR WAY, from boulevard cruiser to balls-to-the-wall racer. You decide.

Was there a computer-on-board?

Very interesting thank you, I find it amazing that the fiberglass encapsulating fuel for all that time did not degenerate and become porous.

I noted the adage that the Z06 came with air cooled brakes, I would be interested to know the details, see images if you have to hand, I know you answered the question re the cooling pods for the rear brakes on the Yenko C2 being upper wing mounted, but that entry point can not be for the Z06, or was it that only the front brakes were air cooled - I am also amazed that if GM had the forethought to install ducting for brake cooling, that such a simple and low cost feature was not adopted for at least the font brakes of all C2 and C3 Vettes.

 

[67HEAVEN]

Very interesting thank you, I find it amazing that the fiberglass encapsulating fuel for all that time did not degenerate and become porous.

I noted the adage that the Z06 came with air cooled brakes, I would be interested to know the details, see images if you have to hand, I know you answered the question re the cooling pods for the rear brakes on the Yenko C2 being upper wing mounted, but that entry point can not be for the Z06, or was it that only the front brakes were air cooled - I am also amazed that if GM had the forethought to install ducting for brake cooling, that such a simple and low cost feature was not adopted for at least the font brakes of all C2 and C3 Vettes.

You're welcome. I'm pleased that you enjoy the history of these cars. The 1963 Z06 incorporated unique brake cooling scoops and internal fans in the heavy-duty finned drum brakes. See photos of reproductions here - Z06 63 and 64 Z06 Brake Corvette Parts

And, the following paragraph is from Hemmings - Origin of Species: Z06 – 1963 Chevrolet Corvette | Hemmings Daily
"Beyond the regular options, Z06 also included some very special components, most notably in the braking department. While power brakes and sintered metallic linings were available as separate options on non-Z06 cars, the Z06 package featured oversized, finned steel brake drums with internal fans and a unique dual-circuit, vacuum-boosted master cylinder. In addition, “elephant ear” brake-cooling ducts directed under-car air to the front binders. The multi-segment brake shoes themselves were lined with a material known as Cerametalix–a different compound than found on the regular sintered-lining option."

Once disk brakes arrived in 1965, the drum brake cooling design was obsolete.

Also, you (and hopefully others) may be interested to learn that there exists ONE right-hand drive C2-Z06 in the world.
The World's Only Right-Hand Drive 1963 Corvette Z06 is Still a Mystery

 

[67HEAVEN]

Oh, and here's a much better look at a "tanker" from inside.

 

[67HEAVEN]

This should be of interest.
Striving for Perfection | Issue 107 | Corvette Magazine

 

[Roscobbc]

Problem for us Brits is having the wherewithall to full up with 75 litres of Super Unleaded - haven't bought any Super Unleaded for 6 months or so - probably in excess of £110 to fill up!

 

[Daytona Vette]

You're welcome. I'm pleased that you enjoy the history of these cars. The 1963 Z06 incorporated unique brake cooling scoops and internal fans in the heavy-duty finned drum brakes. See photos of reproductions here - Z06 63 and 64 Z06 Brake Corvette Parts

And, the following paragraph is from Hemmings - Origin of Species: Z06 – 1963 Chevrolet Corvette | Hemmings Daily
"Beyond the regular options, Z06 also included some very special components, most notably in the braking department. While power brakes and sintered metallic linings were available as separate options on non-Z06 cars, the Z06 package featured oversized, finned steel brake drums with internal fans and a unique dual-circuit, vacuum-boosted master cylinder. In addition, “elephant ear” brake-cooling ducts directed under-car air to the front binders. The multi-segment brake shoes themselves were lined with a material known as Cerametalix–a different compound than found on the regular sintered-lining option."

Once disk brakes arrived in 1965, the drum brake cooling design was obsolete.

Also, you (and hopefully others) may be interested to learn that there exists ONE right-hand drive C2-Z06 in the world.
The World's Only Right-Hand Drive 1963 Corvette Z06 is Still a Mystery

Thank you for the knowledge, very interesting, still Drum Brakes, I knew that Discs were not an option on the 63, 64, but for some reason I just thought the Z06 would be Discs, shame they dropped the cooling via ducting at the advent of Disc Brakes.

 

[67HEAVEN]

...shame they dropped the cooling via ducting at the advent of Disc Brakes.

Regarding brake cooling, consider this. By 1966, RPO J56 Special Heavy-Duty Disc Brakes ($342.00) were an option on all Corvettes - 382 were built with them in 1966. And, in 1967 267 Corvettes got them ($342.00), including all 20 L88s. In fact, J56 was mandatory on the L88, as was RPO J50 Power Assist Brakes ($42.00). Why add power boost to the L88 cars, something that adds weight and was only a luxury that racers really didn't need? While the J56 metallic lined pads were highly wear resistant, they only functioned properly when quite hot. When cold they hardly were able to stop, and thus made power assist absolutely mandatory. RPO J56 was a brake package consisting of special dual-pin front calipers, special heat insulators on all caliper pistons, a proportioning valve mounted beneath the master cylinder, and metallic brake pads.

As you can see, brake cooling was no longer required if your Corvette came with the J56 Special Heavy Duty Brake package, but J50 power assist certainly was.

The stopping power that even regular Corvette disc brakes gave over the old drums was astonishing. Then, it was a quantum leap forward with RPO J56/RPO J50. It seems the hotter they got, the better they functioned. TADA!

 

[Daytona Vette]

Thank you again, you obviously enjoy the wealth of knowledge you have, which if I may say is extremely well detailed and enjoyable to read, I just wonder why you have not produced a definitive book on the C2.

As a matter of interest what pads are you running for fast roadwork?

 

[67HEAVEN]

Thank you again, you obviously enjoy the wealth of knowledge you have, which if I may say is extremely well detailed and enjoyable to read, I just wonder why you have not produced a definitive book on the C2.

As a matter of interest what pads are you running for fast roadwork?

I use Hawk Performance HP Plus Brake Pads. They are excellent for spirited street and slalom/gymkhana use. My road warrior days are pretty much over.

To answer your first question (...wonder why you have not produced a definitive book on the C2), the truth is that there are so many people with far more information and understanding of Corvettes than me. I wouldn't dream of thinking I should be a published expert.

Permit me to use your question as a teaching moment. Who do I admire for his outstanding knowledge of all things C1, C2 and C3 Corvette? None other than JohnZ (John Hinckley - no not that Hinckley) who is well-known to so many around the Internet. John didn't just drive Corvettes, and learn about Corvettes. He helped to engineer them, and helped to supervise the transfer of the designer's desires to the assembly line's realities, with all the attendant problems to overcome.

As a Chevrolet engineer, working directly under and beside Corvette Chief Engineer Zora Arkus-Duntov (yes....THAT guy), John lives and breathes Corvettes. The irony is that his final position in the automotive industry was as Assembly Plant Manager - Dodge Viper, from which he retired in 2001. Yes, Dodge stole him away from GM. Allow me to share a story which illustrates the level of knowledge that John has. In 2005, a bunch of us were moving about the show field at Corvette at Carlisle, renewing old friendships while making new ones. There was a question about which clutch fan was correct for the midyear (C2) car in question. The friendly debate raged, and someone said they were going to check the parts book they had in their car. JohnZ happened to drop by. Of course, the question immediately went to him. He quickly pulled out a business card and wrote something on the back. Fortunately, I had my camera ready.


Yes, GM part number 3916141 - the correct number was stored in his head. You can imagine the reaction from all gathered around. Not only does John know this sort of information, but he can tell you how a firewall finish was applied, who the manufacturer of the finish was, and when and if a change happened part way through a production year. He can tell you how assembly line problems were overcome, and how the cars may have changed slightly as a result. I'm just scratching the surface...believe me.

John in the middle, 14 years ago...


John has written for many magazines over the years, and may be working on a book currently. After Zora, John Hinckley (JohnZ on the Internet) is my Corvette hero. I sure won't be writing any books before he does, but thanks for asking. LOL.

 

[Roscobbc]

Thank you again, you obviously enjoy the wealth of knowledge you have, which if I may say is extremely well detailed and enjoyable to read, I just wonder why you have not produced a definitive book on the C2.

As a matter of interest what pads are you running for fast roadwork?

Barry - I also use Hawk HP Plus pads on mine. They work better when warmed up so I usually run the car up the road in first or second gear for 1/4 mile or so with clutch foot pressed on brake pedal to get some heat in the system - also helps prevent those embarrassing brake squeals at low speeds.......