1963 Options Question

[Gerald C.]

I was curious if anyone knows how many 63's had all three options together of P/S, P/B, and P/W's.

I see that 63 options include:

P/S 3,063
P/B 3,336
P/W 6,172

Thoughts on the total cars built with all 3 options? Just a fun fact to have!!

Thanks

[Mark F.]

I was curious if anyone knows how many 63's had all three options together of P/S, P/B, and P/W's.
I see that 63 options include:
P/S 3,063
P/B 3,336
P/W 6,172
Thoughts on the total cars built with all 3 options? Just a fun fact to have!! Thanks

Numbers I see in Production Trends that Rich Mozetta posted in a sticky are 3,742 for A31 Power Windows...

Also, GM didn't keep stats on those specific option combinations...so the math is all speculative...
The only irrefutable thing you can say is it had to be less than 3,063 (the P/S number) because combining all three could not be more than that number (IOW, it's the limiting variable).

[Gerald C.]

Numbers I see in Production Trends that Rich Mozetta posted in a sticky are 3,742 for A31 Power Windows...

Also, GM didn't keep stats on those specific option combinations...so the math is all speculative...
The only irrefutable thing you can say is it had to be less than 3,063 (the P/S number) because combining all three could not be more than that number (IOW, it's the limiting variable).

Good thought process! Thanks

[Duke W.]

Your guess is as good as mine, but consider that PS, PB, PW tend to go together. PS was only available with the 250/300 HP engines, and most with PS probably had PB and PW too, leaving close to 3000 PW on the 9588 SHP/FI cars. I recall reading long ago that the word was that PW on C1s reduced weight, so serious racers ordered it. I was skeptical, but that's what I recall reading somewhere.

One could also look at the distribution of J-65. I'll bet that the vast majority of the 5310 J-65 options went on the 9588 SHP/FI engine cars. I think you could also order J-50 with J-65, but I never even considered it, and I'm glad I didn't. When the J-65s get hot the Cf actually increases, like when hot lapping a race track, so they actually become like power brakes. You really had to learn brake modulation to avoid lock up. With J-50 I think the J-65 brakes would have been next to impossible to manage on a race track. Maybe that's one reason why the Z-06 HD brakes were not well liked because their pad material had similar Cf characteristics, and the HD brakes system included a power booster.

The Washburn team notes from the '63 SCCA season documented the changes they made through the year on their early Z-06. They eventually gave up on AP and moved to the CM class to give them complete freedom to modify the car to be faster, and by that time their brake system was pretty much production J-65 without a vacuum booster. How about that!

I ordered my SWC with the 340 HP engine, four-speed, Positraction, and metallic brakes. That gave the best "sports car performance" at the least cost. PS, PB, and PW were for girls. The only "power" real men need is in the engine.

The one "luxury option" I did order was the AM signal seeking radio because I needed my Top 40 tunes with my sports car racer.

Duke