Rebuild of a Legend
"Chapter 13 -
receiving a lot of questions about the goal of this project, we realized
that this should have been outlined as part of Chapter 1. However, here
it is now.
we headed with this car? Although
restoring to as-close-to-original is all the rage these days, that
approach is not for me. And you'll notice that the project title is "The
Rebuild of a Legend", not, the restoration of a legend.
Don't get me wrong. I admire
and value those cars that have either been restored to originality, or
are legitimate "survivors". But, just as I was dissatisfied
with the limitations of the midyear design way back when they were new,
I am unwilling to compromise my preferences and desires at this late
date. I want this car to handle as if it were designed in the
late-20th/early-21st century, not the mid-20th century.
Obviously, deviating from the
mainstream carries a negative impact on the car's resale value. However,
since I have owned this car through good times and bad and
through various stages of personal development, I have learned one thing
if nothing else. The ownership of this 1967 Corvette is, to me, all
about an island of enjoyment in a hectic world. With no intention of
selling it during my lifetime, I'll leave it to my estate to deal with
the "what-ifs" on resale value.
Click on the
following images to see larger photos
||When it was new -
||After the repaint to
||Then, after evolving into
club racing (engine modifications, headers, small fender flares, larger
wheels & tires, roll bar, differential gear change, etc.)
And here's a look at its future......as a driver.
flared fenders allowing for very large wheels
and tires are being fitted, like in this borrowed photo.
like in this borrowed photo. Sweet isn't it? Click on the photo to get a
better look. Unless you're a purist, doesn't this look get your blood
Click on the above
images to see larger photos
Photos, however, cannot tell the whole story. The car's interior is
being returned to stock appearance - original black vinyl seats,
replacement (but original style) carpet, original dash and instruments,
etc. The front bumpers are being put back on, as are the shaved-off
front turn signal fiberglass panels.
the complete suspension has been upgraded to a new design. Yes, the
wheels and tires will be much larger than the originals. Yes, the
drive train will consist of a much larger 8.0+ liter big block (rather
than the 427-435hp) with Richmond 5-speed (rather than the Muncie M-21
the overall design effect will retain the general appearance, spirit and
sexiness of the classic midyear C2 Corvette.
is going back on the street, but you'll
know something is very different as this Corvette rumbles by.
See you on the streets.
what about "numbers-matching" you say!!!
Reprint of a
discussion from Volume 1, #419 of the Corvette Restoration and Preservation List www.corvette-resto.com:
Mike said (in
response to a question about the importance of matching numbers): "I think you have gotten confused about the meaning of 'matching
numbers'. Don't feel bad, no two people agree on the correct definition.
National Corvette Restorers' Society (NCRS) does not use the term 'matching numbers' as a result.
Others have told you the requirements for NCRS flight judging. To avoid ANY deductions, only the original engine that came in the car (the
actual one that was installed on the assembly line in St. Louis) will do. If the engine installed does not have a portion of your VIN
derivative on the stamping pad, strike one. If the casting date is out of
reasonable time limitations, strike two. If the casting number is not typical of factory production, strike
three...complete deduct. If the replacement engine you have lying around happens to be the
correct casting code AND has an acceptable date (up to six months before car assembly date) then you are as close as you are going to get.
Chances of finding your original engine are usually about zip. I would just put in the engine you've got and have fun. Let the anal
retentive types worry about the numbers."
And in response, Christopher
said: "Mike, of course, is completely right. But NCRS only judges what the engine looks like. They don't interrogate the
owner. So good counterfeits pass a lot of the time. Then with time and poor memories, the counterfeit becomes the real one. Then a seller
advertises it as 'NCRS approved matching numbers'. The seller will ask and get a premium price for a
'matching numbers' car. If it costs only a few
thousand to build a new motor with counterfeit numbers, and it increases the value of the car by a greater amount, what do you think happens? Have any
idea of how many "matching number" big block C2s are out there? How many fuelie C1s?"
"This whole 'matching numbers' issue is indeed silly. Agreed. Then why does
everybody spend so much time on it? And even if I think it's silly, shouldn't I pay attention to it because everybody else does, and now I've
got a lot of money in this car. I have seen more debate over arcane points on this subject
than the 'How many angels can dance on the head of a pin?' question in the Middle Ages.
Matching numbers reminds me of that."
"What if Chevrolet stamped the wrong number on your engine at the factory? Say they transposed a number. Then you found an engine from another car
that just happened to have your VIN. Which engine is matching? What if Chevrolet forgot to stamp numbers on your engine pad? Is it OK to
stamp the numbers in yourself? What if you weren't sure it was the original engine? What if you were 100% sure. That'd be OK. What if you were only
70% sure? 10% sure? Didn't care? None of the above?"
"What if your factory engine was replaced by the wrong one at the factory? At the dealership before delivery to the original owner?
What if you found your original engine, but with no or the wrong numbers stamped on it? You know
it's your original one because somebody told you so.
Martians? Zora? It would be OK to re-stamp it, wouldn't it?"
"This goes on. That's enough (too much). I have a headache."
Comment from 67HEAVEN: Amen to the above discussion.
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