VIN 194678S404136

Car Year:	1968
Car's approximate birthday:	November 9, 1967
Owner:	Ebay dcswiller
City:	Hogansville
State:	Georgia
Country:	United States
Purchase date:	Undefined
Status:	Current Owner
State:	Project Car
Exterior:	992 Corvette Bronze	(11.81%)
Interior:	Std Black (Vinyl)
Softtop:	Other Color
Wheels:	Other Color
Delivery Dealer Zone:	Unknown
Delivery Dealer Code:	Unknown
Options:	RPO	Option	Percentage Sold [%]	Sales Price [$]
	19467	Base Corvette Convertible (BB 435hp)	65.22%	4,320.00
	A01	Soft Ray Tinted Glass, all windows	61.73%	15.80
	A31	Power Windows	24.73%	57.95
	C07	Auxiliary Hardtop (for convertible)	30.58%	231.75
	F41	Special Front and Rear Suspension	6.15%	36.90
	G81	Positraction Rear Axle, all ratios	94.55%	46.35
	K66	Transistor Ignition System	19.10%	73.75
	L71	427ci, 435hp Engine	10.14%	437.10
	M21	4-Speed Manual Transmission, close ratio	43.19%	184.35
	N36	Telescopic Steering Column	22.67%	42.15
	N40	Power Steering	43.28%	94.80
	P01	Bright Metal Wheel Cover	31.40%	57.95
	PT6	Red Stripe Tires, F70x15, nylon	40.91%	31.30
	U15	Speed Warning Indicator	12.09%	10.55
	U69	AM-FM Radio	86.15%	182.75
	Total		0.000000020047982% (1 Cars)	5,823.45
Factory job nr.:	D08
Export Car:	Non Export Car
Car history:
This Corvette was originally purchased from Felix Chevrolet in Los Angeles CA in December 1967. The original owner, Bennie Padrick, lived in Las Vegas, Nevada and drove it in that area until 1984 when it was sold to a resident of Atlanta, Ga named Dave Langdon. At that time I owned a Corvette parts and service business, Sting Ray Atlanta (1983-1997) and Dave brought it by for service. I was really impressed by how unmolested it still was, having most of the original important dated parts as well as the hard to find 1968 only parts. It has the complete original L71 “special high performance” 427/435 tri-power engine and has never been in a collision or had any body modifications. This 1968 is also the most corrosion free 60’s era Corvette I have ever seen. It is highly optioned for a 435 and has a cool ‘68 only original paint color, Corvette Bronze. In 1986, Dave decided to sell it and I became it’s 3rd owner. This was the only car I bought from a customer in my 14 years operating Sting Ray Atlanta. I knew it would see a lot of storage time but started acquiring the parts it would need right away (made in the USA). Factory Options: L71 “Special high performance” 427/435 H.P. tri-power engine, K66 Transistor ignition system, F41 Heavy duty suspension, G81 Heavy duty 3:70 positraction differential, M21 Close ratio Muncie 4-speed manual transmission, N40 Power Steering, A31 Power Windows, N36 Telescopic Steering Column, U15 Speed Warning Indicator, A01 Full tinted glass, U69 AM-FM radio, PT6 Red stripe F70 x 15 Firestone “wide oval” tires, P01 Wheel covers, C07 Black vinyl covered hardtop (soft-top delete), Paint Code: 992 Corvette Bronze, Trim Code: STD Black Vinyl Added Factory Options: N11 Off-road exhaust system (using GM parts), CO52 Black folding soft-top (using original “68 only” soft-top frame). Important Numbers and Dates: Build Date DO8 (December 8, 1967), Engine Stamped T1023IR 18S404136 ( IR = 435 w/ manual trans), Block Casting Number 3916321 (4 bolt mains), Block Casting Date I 2 67 ( Sept. 7, 1967). The following components are original and have the correct part numbers and dates: Cylinder Heads, Exhaust Manifolds, Intake Manifold, Distributor, Alternator, Flywheel, Side Windows, Voltage Regulator, Jack and Differential. Other original parts include the Horn Relay, Spring Ring Battery Cables, Metal Headlight Bezels, “Small Port” Headlight & Wiper Door Actuators and Transistor Ignition Coil & Amplifier. The following components are the correct items but not the originals: Muncie Transmission (looks like dealer replacement), Carburetors (correct numbers no dates), Windshield (correctly numbered and dated repro unit) and Starter. The L71 engine is the first cousin to a racing engine with acceleration described by a former naval F-14 “Tomcat” pilot as the “closest to a catapult launch” he had ever felt in a car. It really must be experienced to be believed! I have moved out of Atlanta to some rural property and am surrounded by open winding country roads beckoning to be driven aggressively. I have built a professional quality workshop with all of my tools and equipment from Sting Ray Atlanta. I have the experience, patience and the facility to give this 1968 a professional quality, mostly correct, full restoration with some “bolt-on” upgrades to give it the traction, handling and driver support to handle the combination of the raw horsepower of the L71 engine and the increased cornering loads of the local rural roads. All of the original “points parts” that were substituted are stored and included with the car. A “full restoration” is a big under-statement for the thousands of dollars spent and hundreds of hours of labor and frustration patiently spent attempting to get everything right. The doors, hood, deck lid, rear valence etc were all removed from the body to give everything a proper refinishing using Dupont’s Corvette bronze acrylic lacquer. The final wet sanding using 2000 grit sand paper gave a mirror smooth surface. A buffing with a light compound, polish and high quality carnuba wax brought out a deep wet shine. All of the exterior trim, moldings, emblems, bumpers etc were replaced or refurbished to bring the ’68’s exterior to a show quality level. The interior was also given a similar refurbishment as the exterior with many of the original parts (dash pads, garnish moldings, console, console extensions and sunvisors) being reusable. All the mechanical systems were rebuilt operationally and cosmetically to be as close to new as possible. I also acquired an original 1968 only soft-top frame and built it into a complete soft-top assembly. What I ended up with is a striking, beautifully detailed Stingray that is fresh, tight and nasty! I was able to maximize traction by installing a set of Goodyear 245/50 ZR16 GS-C “Gatorback” high-speed performance radials on a set of 1988 Corvette 16 x 8.5 alloy wheels. Rebuilding the front and rear suspension appearing stock but using some slightly heavier duty stock (’69) items along with a larger front sway bar and slightly stiffer springs than the F-41 units. The brake system was completely rebuilt using stainless steel sleeved calipers with O-ring seals, new master cylinder, hoses, lines and junction blocks along with some SCCA road racing brake pads. The stock ’68 seats offer little lateral support (still have the originals). A pair of 1980 Corvette bucket seats sure do. I refurbished a pair of frames and had Al Knoch interiors make a set of 100% leather seat covers and mount them on new seat foam. I also installed a 14 inch 1977-80 Corvette padded leather steering wheel for more precise feel and control. The chassis set-up is right on the money and along with the GS-C tires offers firm and confident cornering with very little body roll. Coupled with the big muscle under the hood and nestled securely in your seat, giving this Stingray a good work out is a unique, explosive symphony of senses that is both thrilling and very intimidating. We replaced the exhaust system with the GM “off-road” parts that are no longer available to get the authentic original sound. A huge handful of big block Corvette performance that leaves your pulse racing and knees shaking. After a good “wringing-out”, I often find myself uttering “what a machine!” It is very pampered, kept under a cover in my workshop and only driven on the “banzai” runs on the surrounding roads. I have never driven it the rain and only drive it with the top down. In fact, I have kept the soft-top stowed to not leave any impression on the deck lid. I have never used a hose on it either! I had delayed rebuilding the engine, clutch and transmission to do them all at one time. I know an old school craftsman style racing engine builder named Hal, the kind that are very hard to find today. More than most, I really appreciate the ebbing art form of individual craftsmanship. We had talked about him building my L71 for years and in the Spring of 2009 he called me and said he was going to retire soon but would make the time to do the job if I wanted to proceed. Absolutely! He knows what a special engine it is and he was enthusiastic about doing the job. I understood it would take several weeks and I had an open budget sparing no expense for one of his premium efforts. Hal was only reusing the bare heads, block and crankshaft. Once disassembled and examined he noted that they were in the best condition he had ever seen; a good omen to start. It took him 7 weeks. With the engine bolted to an engine stand in my shop I felt both confidence and awe of the performance within this “heart of the beast” yet to be unleashed. While Hal was rebuilding the L71, I proceeded to rebuild the transmission, clutch, shifter and linkage. The original M-21 “close ratio” Muncie 4-speed has 2nd and 3rd gear closely spaced which is fine for drag racing. The M-20 “wide ratio” model is identical externally, but the gears are more widely spaced and better suited for open road performance driving. I gave the Muncie a complete overhaul and made the conversion to the M-20 along with rebuilding the original Muncie shifter and linkage. The bellhousing assembly was refurbished and fitted with a new clutch fork, ball stud, fork seal and throwout bearing. There have been many advances in clutch system technology and quality since 1968. A system by Centerforce gives lighter pedal pressure & higher grip and is of suberb quality. I used one of their Dual Friction kits. I also rebuilt the driveshaft using new U-joints. The original 3.70 differential has yet to need a rebuild. I replaced the posi lube & front cushion set. It is the right ratio for the open road driving. However at highway speed of 70 mph the 3.70 is turning 3,500 rpm and burning a lot of fuel. I built a complete 3.36 ratio HD posi rear end which would turn less than 3,000 rpm at 70mph. It is an option sitting on my work bench and ready to install. After spending ~ $7,800.00 and 220 hours of my time on this last stage, the project was complete and ready to begin “breaking in”. In 3 sessions I put 87 miles on it. The transmission conversion was a great call! I finally had the 1968 435 finished and exactly what I had in mind. A totally unique combination of the 427/435 tri-power’s raw horsepower with a well matched handling/braking package. Too much car for most, but a serious and thrilling challenge for those of us who dare. A creation that I am very proud of and definitely a “keeper”. On January 15, 2010 I was doing some paperwork at my desk with another “break-in” session next on my agenda. I had a stroke instead. I initially lost all the movement of the right side of my body. Through therapy I have regained some movement, but sadly I do not foresee being able to drive this beautiful beast into the future. It is time to find it a new home. With less than 800 miles on the rest of the work, the next owner will get the privilege of “breaking in” a nearly new 1968 L71 Corvette convertible. Due to the radical nature of this Stingray I cannot offer a warranty. The buyer is reponsible for any arrangements for trasportation of the car and will probably need a pick-up truck or trailer for the "points parts", hardtop, differential and other included items as well. 10,988 miles. $55,000. May 5, 2013.
For Sale:	No
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