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Was wondering at what point in the production process it was that the trim tags were installed? Also the VIN tag? Primary concern is the '73. Is there a book out there that details the sequence that things happened in production?
The trim tag and VIN plate were installed as one of the first operations after the body was transferred from the Paint Shop and loaded on the body Trim Line.
The trim tag and VIN plate were installed as one of the first operations after the body was transferred from the Paint Shop and loaded on the body Trim Line.
So that would be after all the painting was done. Okay.
Also, when was a body matched up with a build order? Did they build bodies to a certin point and then match them to a order or did they get an order and start from scratch on the body? Guess what I am getting at is did they already have an assigned VIN when the first two pieces of the body went together, or was the body particaly built before it received a build order with its assigned VIN?
So that would be after all the painting was done. Okay.
Also, when was a body matched up with a build order? Did they build bodies to a certin point and then match them to a order or did they get an order and start from scratch on the body? Guess what I am getting at is did they already have an assigned VIN when the first two pieces of the body went together, or was the body particaly built before it received a build order with its assigned VIN?
There were some model years in the later 70's when the trim tag was attached BEFORE the car was painted. But, of course John is correct for the year in question.
I don't think it received the VIN until at the VIN portion of the line. In other words, it was up to the employee who typed in the information on that particular car to key it in correctly and assign the number. There were enough potential problems and logistic nightmares prior to that point in the line that you couldn't guarantee that the body assigned, say, VIN 12345 would actually be between 12344 and 12346 at the point in the line when VIN's are assigned.
Patrick
Vice-Chairman (West), Michigan Chapter NCRS
71 "deer modified" coupe
72 5-Star Bowtie / Duntov coupe. https://www.flickr.com/photos/124695...57649252735124
2008 coupe
Available stickers: Engine suffix code, exhaust tips & mufflers, shocks, AIR diverter valve broadcast code.
There were some model years in the later 70's when the trim tag was attached BEFORE the car was painted. But, of course John is correct for the year in question.
I don't think it received the VIN until at the VIN portion of the line. In other words, it was up to the employee who typed in the information on that particular car to key it in correctly and assign the number. There were enough potential problems and logistic nightmares prior to that point in the line that you couldn't guarantee that the body assigned, say, VIN 12345 would actually be between 12344 and 12346 at the point in the line when VIN's are assigned.
Patrick
Vice-Chairman (West), Michigan Chapter NCRS
71 "deer modified" coupe
72 5-Star Bowtie / Duntov coupe. https://www.flickr.com/photos/124695...57649252735124
2008 coupe
Available stickers: Engine suffix code, exhaust tips & mufflers, shocks, AIR diverter valve broadcast code.
When the dealer order was accepted by the Zone and Central Office and confirmed for production, it was assigned an "Ident Number", which tied that particular dealer order to the plant scheduling system (that's the number shown in the "Ident Number" space on the tank sticker, and at the upper right corner of the price sticker - the number that's always missing on repro price stickers). When the first two pieces of raw fiberglass went together in the Body Shop, the Body Shop sequential "Job Number" was assigned (and scrawled on the raw body in several locations), and that number was then tied to the "Ident Number" for that particular car so the Body Shop and Paint Shop knew exactly what that car was and how to build it and paint it. The car had no legal identity until it was loaded on the Trim Line and got its VIN plate, as that was the first point at which the car was "locked in sequence" relative to the car in front of it and the car behind it. There were some variations in the process over the years, but that's generally how it was done.
When the dealer order was accepted by the Zone and Central Office and confirmed for production, it was assigned an "Ident Number", which tied that particular dealer order to the plant scheduling system (that's the number shown in the "Ident Number" space on the tank sticker, and at the upper right corner of the price sticker - the number that's always missing on repro price stickers). When the first two pieces of raw fiberglass went together in the Body Shop, the Body Shop sequential "Job Number" was assigned (and scrawled on the raw body in several locations), and that number was then tied to the "Ident Number" for that particular car so the Body Shop and Paint Shop knew exactly what that car was and how to build it and paint it. The car had no legal identity until it was loaded on the Trim Line and got its VIN plate, as that was the first point at which the car was "locked in sequence" relative to the car in front of it and the car behind it. There were some variations in the process over the years, but that's generally how it was done.
I know in 1973 the VIN was on the tank sticker or build sheet which was with the frame and is found in the dash area also which was with the body. I think all major assemblys were made up for the one VIN . The parts and options had to be built correct for the order on each Corvette.
I know in 1973 the VIN was on the tank sticker or build sheet which was with the frame and is found in the dash area also which was with the body. I think all major assemblys were made up for the one VIN . The parts and options had to be built correct for the order on each Corvette.
The "build sheet" (actually the Body and Chassis Broadcast Sheet) was generated as soon as the VIN number was assigned, and was "broadcast" electronically to 20 or 30 teletype-style printers throughout the Trim and Final Assembly area in the plant. The "sequence number" printed on this sheet (not the VIN) identified the exact location on the line of that particular car relative to the car in front of it and behind it, and was the key number everyone paid attention to in order to get the right subassemblies to the main line, synchronized with the car in that station at the right time. About the only people in the whole plant process who paid any attention to the VIN number were the guy on the engine dress line who stamped the VIN derivative on the engine and transmission, the inspector who checked it, the clerk who created the Protect-O-Plate, and the guy on the shipping line who checked the car's VIN against the shipping paperwork before releasing the car.
The "build sheet" (actually the Body and Chassis Broadcast Sheet) was generated as soon as the VIN number was assigned, and was "broadcast" electronically to 20 or 30 teletype-style printers throughout the Trim and Final Assembly area in the plant. The "sequence number" printed on this sheet (not the VIN) identified the exact location on the line of that particular car relative to the car in front of it and behind it, and was the key number everyone paid attention to in order to get the right subassemblies to the main line, synchronized with the car in that station at the right time. About the only people in the whole plant process who paid any attention to the VIN number were the guy on the engine dress line who stamped the VIN derivative on the engine and transmission, the inspector who checked it, the clerk who created the Protect-O-Plate, and the guy on the shipping line who checked the car's VIN against the shipping paperwork before releasing the car.
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