Differences Between ’62 and ’63 Jetfires


62 vs 63 Whats The Difference

Following is an extensive table showing the unique attributes of the 1962 and 1963 Jetfires.

2 door, true pillar-less hardtop
side window sills, stainless steel
windshield “glue/caulk in style”, no rubber gasket (1-1962 Jetfire reported with gasket style)
’62 larger “F-85″ emblem in grill center, 11 & 1/2” wide
’62 dual chrome wind drifts (spears) down hood
’62 Jetfire script with red, orange, yellow & white bulls-eye, lower front fenders
’62 Jetfire script on top trunk surface, lower right side (no bulls-eye)
’62 dual, full body length side trim, SS, with fine line brushed aluminum inserts
’62 underside hood support, 5/8″ round tube on left side
’63 dual, full body length side trim, SS, with coarse line brushed aluminum inserts
’63 Jetfire script with red, orange, yellow & white bulls-eye, in-between dual side moldings, rear fenders
’63 Jetfire script on front lip of hood, left side (no bulls eye)
turbo gauge in middle front floor console
’62 Jetfire script on square gray metal plate-emblem mounted on dash above glove box
’63 small Jetfire script with red, orange, yellow & white bulls-eye, mounted on dash above speaker
’63 red, orange, yellow & white bulls-eye emblem (no script) on door cards above arm rest
turbocharged, all aluminum V-8, 215 cid, 10.25:1 compression, 215 H.P.
engine block numbers (to be covered in an article later)
block main bearing cap bolt holes 9/32″ deeper than other F-85 / Cutlass-215’s
block main bearing cap bolts 9/32″ longer and 12 pointed bolt heads
heads stamped with “T” suffix in identification number (right head only)
aluminized valve heads and seats
main and connecting rod bearings-marine 400 (tougher)
pistons identification mark-square end “V” notch
choke heat stove in left exhaust manifold (hydra-matic trans only)
PVC used to burn engine fumes-left valve cover
AiResearch TO-5, 6 to 8 pounds boost at ~90,000 RPM (2-5/16″ turbine / 2-1/2″ compressor)
(if uncontrolled, this turbocharger could produce 21 pounds boost at 150,000 RPM!)
’62 cast iron turbine housing porcelain coated bright red
’62 center housing and compressor housings painted red to match
’62 by-pass controller painted red to match
’63 cast iron turbine and center housings painted silver
’63 compressor housing, bare aluminum color
’63 by-pass controller painted gray
fluid injection
(cool combustion chamber, prevent overheating and pre-detonation)
(liquid mixture of 50% water+50% methyl alcohol+water soluble lubricant)
turbo rocket fluid, 5 quart tank, mounted on left wheel housing, under hood
tank pressure relief cap opens at 6.5 to 7.5 psig (manual reset button on top) AC Delco #RC23
inline filter for turbo rocket fluid, AC Delco GF-91 original, GF-61 replacement
spare, 1 quart bottle of turbo rocket fluid mounted under hood
boost limit control (3)
exhaust by-pass valve opens at 6 to 8 pounds boost, reduce turbine RPM’s
boost limit controller, closes down secondary throttle plate at 6 to 8 pounds boost
turbo rocket fluid tank pressure cap opens at 6 to 8 pounds boost
fuel induction
unique intake manifold to accommodate turbocharger
single barrel Rochester side draft carburetor, designation “RC”
unique throttle body between carburetor and compressor housing
fuel supply
fuel lines 3/8″, fuel filter in glass jar, AC Delco # GF-149, NAPA # 3039
fuel return line to tank from fuel filter housing
2″ longer fuel filter sock on fuel pick-up pipe in tank (9″)
fuel tank gauge level sender assembly, two pipe system to accommodate return line
fuel pump, supply pressure 6 to 8 pounds
engine cooling
cross flow, high capacity, 4 core radiator
special fan clutch on A/C cars, code stamped #2200
lubrication system
lubrication and cooling oil supply line from oil pump to center housing of turbocharger
turbocharger oil return line from base of center housing to right valve cover
engine oil input pipe and breather cover in right side valve cover
’62 breather cap/cover, gloss black
’63 breather cap/cover, gloss holiday red
both valve covers are unique to Jetfire
OEM oil pressure ~ 20 psig, “Jim Noel suggests to increase oil pressure to ~ 40 pisg”
hydra-matic, vacuum advance-metal tube, distributor #1111013
4 speed manual transmission, vacuum advance-rubber hose, distributor #1111021
“forward flow” right side exhaust manifold (exhaust gas outlet in front, to turbo )
single 2″ exhaust pipe, dual outlet muffler, 1 & 1/2″ tail pipes
angle cut, stainless steel exhaust tips 1 & 1/2″ I.D.
transmission 1st 2nd 3rd 4th reverse
62-’63 4 speed (YES, 4 speed) hydra-matic (’61 F-85 is a 3 speed hydra-matic-#561)
’62 stronger hydra-matic for “high performance” engine, serial # prefix OX-562
’62 gear ratio 3.64:1 3.03:1 1.58:1 1.00:1 3.57:1
’63 stronger hydra-matic for “high performance” engine, serial # prefix OX-563
’63 gear ratio 3.51:1 2.93:1 1.57:1 1.00:1 2.96:1
automatic choke-3 step choke cam
4 speed manual transmission, Borg-Warner T-10 (intro April ’62)
gear ratio 2.54:1 1.92:1 1.51:1 1.00:1 2.61:1
manual pull cable choke-2 step choke cam
manual transmission clutch, 10″ disk & high tension, 3 finger pressure plate
Note: The 1961 F-85 hydra-matic was a 3 speed. All ’62 and ’63 were 4 speed hydra-matics. There has been some discussion on the website regarding number of shifts and reference to 3 speed hydro-matic in all ’61 to ’63’s. The ’61 could have be installed into ’62 and ’63 cars by some repair/exchange shops. Note the prefix code on the transmission ID plate to be sure just what you have in your own cars.
drive line
two piece, over lapping, rubber sleeved, rear drive shaft section
differential 3.36:1 gear ratio
spark plugs AC Delco 45 FF, gap 0.030
ignition timing set to 10o BDTC at 850 RPM, vacuum line off and plugged
wiring harness
’62 generator wiring harness
’63 alternator wiring harness (charging system, all F-85’s switch to alternator for ’63)
no (1.80 ohms) resistance “built into” wire in harness from ignition switch #2 to coil
external resistor mounted on coil bracket stud (0.5 ohms, between ignition #2 wire and coil)
high output coil-code stamped #170
purple wire in left wire bundle to turbo fluid tank, fluid level sender
wheels, tires & covers A/C wheel tire cover
’62 standard ? 13″ 6.50×13″ full
’62 optional ? 13″ 7.00×13″ full
’62 optional ? 15″ 6.00×15″ dish & ring
’63 standard no 13″ 6.50×13″ full
’63 optional no 14″ 6.50×14″ full
’63 optional (rare opt) no 15″ 6.00×15″ dish & ring
’63 standard yes 14″ 6.50×14″ full

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One Reply to “Differences Between ’62 and ’63 Jetfires”

  1. Jim,

    Could you tell me if the stainless steel full body length side trim, and the fine line brushed aluminum insert trim on a Jetfire can be straightened and polished. I figured your the guy to ask since your “jetfire” convertible looks great. I am looking at purchasing a set and in the event there are kinks and bends, I wanted to be sure they can be straightened and polished.



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