True Connections

The most obvious option that made the Z-16 special was the Big Block 396ci engine. This engine had the RPO L-37 which was rated at 375hp @ 5600 RPM and 420 ft. lbs. of Torque @ 3600 RPM. This 396 has 4 bolt main bearing caps, square port cast iron heads, and an aluminum intake manifold. Interestingly enough, this engine uses hydraulic camshaft lifters but is the same as the 1965 Corvette 396 that used a cam with slightly increased lift, mechanical lifters, and was rated at 425hp. The Z-16 also uses a Holley 4150 carburetor with 780cfm and topped off with a dual snorkel air cleaner. Since the big block was new to the Chevelle, the guys at Chevrolet had to design special exhaust manifolds to clear the frame, this design was slightly modified again in 1966 to accommodate upcoming smog regulations, which makes the Z-16 manifolds one year only, and very difficult to find. To cool this new monster, a five blade clutch fan was used with a special fan shroud, and a large capacity radiator. Turning this clutch fan were a set of deep groove pulleys. The crank pulley is a three groove cast iron, the water pump pulley is a stamped steel single groove, and the power steering pulley is a cast iron single groove. The power steering setup uses a remote reservoir just like the 66-68 big blocks, with the reservoir mounted in the corner of the fender and core support except that the Z-16 had a special reservoir bracket. The gearbox is also Z-16 only since it had a faster turning ratio of 15:1 rather than the stock 20.4:1. Other frills in the engine compartment include a 61 amp battery, heavy duty starter, firewall mounted ignition resistor, chrome plated valve covers, oil cap, and engine oil dipstick, and chrome plated fuel and vacuum lines. All of the Z-16s were built at the Kansas City plant and utilized the 1965 Chevelle convertible frame. The convertible frames have boxed side rails for increased stiffness rather than the open U shaped channel used on hardtops. For increased stiffness in the corners, Z-16s received special coils springs and shocks, plus a front sway bar with a 1.06” diameter instead of the stock 7/8”. On the rear suspension the Z-16s use a 7/8” sway bar, along with the boxed lower trailing arms, and rear supports that linked the upper trailing arms to the lower arms where they mount to the frame. For the rear end itself, Z-16s received the new 1965 Chevelle 12 bolt, but it had a non-positraction carrier with 3.31:1 gears. The Z-16 rear end has slightly modified tube ends in order to mount the larger 11” drum brakes off from a 1965 Impala. The brakes up front were also 11” drums; however they were custom made to fit the Chevelle since the Impala suspension is different and the spindles will not interchange. The new larger drums were slightly clearenced to fit inside the 14x6 riveted steel wheels. Tires consisted of 775x14 Gold Stripe nylon cord, and the wheels were covered by simulated magnesium hubcaps. The mag cap option was not very common and since it was 1965 and 1966 only, they can be difficult to come by. The 1967 and up mag caps are much more common but they are slightly different than what came on the Z-16. Next month we’ll continue our tribute to the Z-16 with colors, trim, and interior features.