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1960 Chevrolet Corvette - Getting The Bugs Out

A Reader Eschews VWS To Build His C1 Dream Car

Herb Turner Jan 1, 2009
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I 've always wanted to build a project car. The last time I was even close to doing one was 35 years ago, when I had a VW Bug drag car. I encountered a number of C1 Corvettes while racing my Bug, and consequently I developed a great affinity for the cars.

Three years ago I bought a '60 Corvette on eBay. The car was in Maryland, so I asked my dad to go see it. After he verified that it was in good shape, I had a brief phone conversation with the owner, and the Vette was mine. I went down the next weekend with a friend's borrowed truck and picked up a trailer at Hertz to haul it back home.

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At first, we talked about restoring the car with a frame-off, but I knew the motor wasn't correct for the car, so I decided to make a hot rod instead. Initially, the plan was to install coilover shocks, front disc brakes, and rack-and-pinion steering. But as I started taking the car apart, one thing led to another, and I ended going for the full, frame-off approach.

Since I had never separated a body from a chassis before, a couple of guys from one of the Corvette forums came over to help me with the job. I had already built a wooden dolly for the body so it would have a place to sit when we removed it.

Having decided that I might never undertake such a complex project again, I resolved to do the job right the first time. I purchased a Ford 9-inch rear with a four-link and Panhard bar, coilover shocks, and disc brakes. I was now committed to a more serious project involving fabrication. Unfortunately, I hadn't welded anything since seventh-grade shop class.

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The frame itself was actually quite easy. I removed the old parts, tacked on the new ones with my $50 stick welder, then took the whole thing to a real welder to finish the job. The body, however, was a completely different story. I hadn't known what to look for when I bought the car, but after a full media blast, all of its problems became painfully apparent.

I knew the body had a big crack through the right front fender. What I didn't realize was that the front valance had also been damaged, and the shop that "fixed" it had simply glassed another valance over the existing one. I was going to need an entire hood surround and front lower valance to perform the repair the right way.

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Additionally, the rear passenger side of the body had been pushed in, requiring that the fiberglass be "pulled" about 0.75 inch. Fortunately, the shop that handled the bodywork for me did an excellent job, elevating the quality of the build to an even higher standard than I had originally planned

At one point during the teardown, when the car was completely disassembled, Sharon, my fiance, stuck her head in the garage and asked me, "Have you ever done this before?" When I replied in the negative, she quietly shut the door and left me to it. Her reference on car rebuilding is her dad's '74 Corvette, which remains in the same position and shape as when he first started taking it apart in the garage more than 20 years earlier. In her mind, the car was never going back together.

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Now finished, the '60 is the long-awaited culmination of a dream I never thought I'd have the time, money, or support to achieve. I had a ton of fun working on the car and learned the crucial role of patience in ensuring that things get done the right way. I can now see why people build a car, then almost immediately start work on another. It really is very satisfying-and a lot of fun!

Do you have a real-life Corvette story for The Vette File? If so, we'd love to hear from you. Just send a detailed Word document and a selection of high-resolution digi-tal photography to us at the address below. All submissions become property of Vette.

Vette Magazine
Attn: The Vette File
9036 Brittany Way
Tampa, FL 33619

Modifications List
* Rack-and-pinion steering
* QA1 front and rear coilover shocks
* GM F-body front disc brakes
* Ford Explorer rear disc brakes
* Modified emergency-brake cable
* Dual master cylinder
* Electric hood opener and custom mounts
* Glassed-in front suspension
* Louvered aluminum panels around engine
* Smoothed firewall and hood latches
* Engine-compartment wiring removed or hidden wherever possible
* Fuel-injected cross-ram manifold (compatible with stock hood)
* Corvette chrome valve covers
* Polished stainless-steel steering components
* Aluminum radiator with electric fan
* 383 SBC stroker engine
* Fabricated lower motor mounts
* Coil installed in passenger compartment (MSD firewall terminal used to route coil wire to distributor)
* Stainless steel gas tank with submerged electric fuel pump
* Stainless steel 3/8-in fuel supply and return lines
* Electronic fuel injection with ACCEL ECM and Gen 7 software
* ECM installed behind passenger kick pad
* Car completely rewired, fusing installed per modern standards
* Geared cable drive for wipers relocated behind driver kick pad
* Stewart-Warner gauges modified to fit stock locations and mounts
* Rebuilt factory speedometer
* Al Knoch door panels, kick pad, grab bar, carpet, and modified seats
* McLeod clutch, pressure plate, and scattershield
* Tremec TKO600 five-speed with McLeod shifter assembly
* Exhaust relocated under rocker panels (exit location in front of rear tires)
* All chrome replated, stainless steel repaired and polished
* Front hood surround and lower valance replaced
* Rear wheelwells tubbed 1.5 inches for clearance
* Ford 9-in rear axle with four-link and Panhard bar
* Battery relocated to rear with fabricated, glassed-in battery box and DSE bulkhead-mount terminals
* Italian-leather-lined trunk
* LED running, brake, and turn-signal lights installed in rear bumpers
* Car capable of running off AC 120V current when battery is disconnected
* Boyd Coddington Junk Yard Dog Wheels (17-in front, 18-in rear)
* Goodyear F1 Tires
* PPG C5 Torch Red basecoat and clearcoat



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