C2 64 TI Wiring interface connections

[Alan Drake]

When adding TI it was required to add a harness and cut into the existing engine harness. In 64 there were 3 Black w/pink strip wires - one of these was required for the TI while the other 2 are extra. My question is what was done with the extra two wires?

Where these extra two just cut or rolled up and taped to harness??

Expect early 64 TI's may have been done differently than latter models.

My present engine harness only has one Black w/pink for the TI, however I have been in this part of the harness and expect any extra wires I found were removed.
Thanks
Alan

[Wayne M.]

Here's my take on late '64s and '65s

I assume you have your AIM and wiring diagram for K66 as well as engine compartment. Just when was transistorized ignition introduced during the 1964 MY ?

During plant assembly, before adding the K66 harness, there were 3 black w/pink stripe wires (one coming from the main (under-dash) harness from ignition switch (run position) through the firewall, and 2 others of the engine harness that would attach to the positive coil terminal on points-type ignition cars. The T.I harness was a separate assembly that should be connected to 2 of these 3 black/pink wires.

The one coming thru firewall has the open spade-type connector (which would go to the firewall resistor). Cut off terminal and add a different terminal and female connector. Plug this into the T.I. harness at the male black plug attached to the white (fabric insulation) wire.

This is where it gets a little tricky. Locate the two black/pink wires from the engine harness which, on a non-T.I. car, are joined together with a side-spade type connector at the coil positive terminal. Cut off this metal terminal. Find out which of these 2 wires is the one that would normally connect at the outlet of the firewall resistor on a non-T.I. car (use a continuity meter, as these 2 wires disappear into the trunk of the main engine harness for a length of about 8 inches). Cut the wire from the firewall resistor off at the main engine harness junction (tape the exposed end around the main harness. Also cut off the other coil end of this wire at the main trunk and tape to the main engine harness. Do NOT cut the other pink wire which goes to the solenoid on the starter.

On this other pink wire, add a terminal and male plastic plug and connect to the T.I harness at the black/pink wire with the female connector. If there is any slack in this wire, fold back against the main engine harness and tape.

So to summarize, you should be left with 2 black/pink wires (one on the engine harness and one on the main (under-dash). In your case, the third wire may have been totally removed from the main engine harness (anyway, after cutting off both ends there's only about 8" remaining in the harness.

[Wayne M.]

Here's my take on late '64s and '65s

I assume you have your AIM and wiring diagram for K66 as well as engine compartment. Just when was transistorized ignition introduced during the 1964 MY ?

During plant assembly, before adding the K66 harness, there were 3 black w/pink stripe wires (one coming from the main (under-dash) harness from ignition switch (run position) through the firewall, and 2 others of the engine harness that would attach to the positive coil terminal on points-type ignition cars. The T.I harness was a separate assembly that should be connected to 2 of these 3 black/pink wires.

The one coming thru firewall has the open spade-type connector (which would go to the firewall resistor). Cut off terminal and add a different terminal and female connector. Plug this into the T.I. harness at the male black plug attached to the white (fabric insulation) wire.

This is where it gets a little tricky. Locate the two black/pink wires from the engine harness which, on a non-T.I. car, are joined together with a side-spade type connector at the coil positive terminal. Cut off this metal terminal. Find out which of these 2 wires is the one that would normally connect at the outlet of the firewall resistor on a non-T.I. car (use a continuity meter, as these 2 wires disappear into the trunk of the main engine harness for a length of about 8 inches). Cut the wire from the firewall resistor off at the main engine harness junction (tape the exposed end around the main harness. Also cut off the other coil end of this wire at the main trunk and tape to the main engine harness. Do NOT cut the other pink wire which goes to the solenoid on the starter.

On this other pink wire, add a terminal and male plastic plug and connect to the T.I harness at the black/pink wire with the female connector. If there is any slack in this wire, fold back against the main engine harness and tape.

So to summarize, you should be left with 2 black/pink wires (one on the engine harness and one on the main (under-dash). In your case, the third wire may have been totally removed from the main engine harness (anyway, after cutting off both ends there's only about 8" remaining in the harness.

[Clem Z.]

my 1964 feb 12th car had TI #111103 *NM*

[Clem Z.]

my 1964 feb 12th car had TI #111103 *NM*

[Wayne M.]

Re: my 1964 feb 12th car had TI #111103

Thanks, Clem. I dug into this a little deeper. Sept 1963 Chevrolet Service News (introducing 1964 Product Features) didn't mention it at all. Then, in April 1964 issue of Chev Service News, there's an article on servicing the K66, and it mentions that this option was introduced in December of 1963.

I have a 1111060 L76 w/K66 distributor dated 4C30, so I knew it had to be prior to that.

[Wayne M.]

Re: my 1964 feb 12th car had TI #111103

Thanks, Clem. I dug into this a little deeper. Sept 1963 Chevrolet Service News (introducing 1964 Product Features) didn't mention it at all. Then, in April 1964 issue of Chev Service News, there's an article on servicing the K66, and it mentions that this option was introduced in December of 1963.

I have a 1111060 L76 w/K66 distributor dated 4C30, so I knew it had to be prior to that.

[Alan Drake]

Re: Here's my take on late '64s and '65s

Thanks Wayne,
Decided to leave both wires (extra with TI) in harness and tape. If it is determined latter that the wires were cut and not left on harness they can always be cut (but once cut they're gone)

The K66 option "was released for production on AIM date 12-27-63. The first Corvette reporting a transistorized ignition system was 40837S109867 with an assembly date of January 24," from Adams book. (best I can do)

Aside, my box mounts on the "L" bracket in front of the air intake for the FI. Some earlier cars had it mounted behind the radiator in the engine compartment, does anyone have it mounted there???

Also if anyone has a K66 with L84 (FI) earlier than March 23, what distributor part number do you have??

[Alan Drake]

Re: Here's my take on late '64s and '65s

Thanks Wayne,
Decided to leave both wires (extra with TI) in harness and tape. If it is determined latter that the wires were cut and not left on harness they can always be cut (but once cut they're gone)

The K66 option "was released for production on AIM date 12-27-63. The first Corvette reporting a transistorized ignition system was 40837S109867 with an assembly date of January 24," from Adams book. (best I can do)

Aside, my box mounts on the "L" bracket in front of the air intake for the FI. Some earlier cars had it mounted behind the radiator in the engine compartment, does anyone have it mounted there???

Also if anyone has a K66 with L84 (FI) earlier than March 23, what distributor part number do you have??