Category: C2 Corvettes

Pricing: $4295.00 (Coupe), $4084.00 (Convertible)

Engine options: 327ci ohv V8 (fuel injected or carbureted (multiple-horsepower options) 396ci, 425hp ohv V8 engine

Transmission: 327ci – 350HP Engine,  427ci – 390HP Engine, 427ci – 425HP Engine

Top speed: 140mph

Units produced: 27,720

Available colors: Tuxedo Black, Ermine White, Rally Red, Nassau Blue, Laguna Blue, Trophy Blue, Mosport Green, Sunfire Yellow, Silver Pearl, Milano Maroon

Highlights of the year:

With the 1966 Corvette arriving after General Motors’ recent, overwhelming success with the 427 Sting Ray, there was no question that the newest Corvette model would continue to feature big-block engines.

This turnabout in events was rather interesting, especially given GM management’s earlier decree that no car line smaller than a full-size model would carry an engine larger than 400 cubic inches.  Perhaps fortunately for Corvette, it was Carroll Shelby’s two-seat Cobra, which featured its own 427 cubic inch V8 engine that prompted the change of opinion.

Chevrolet now felt it would also need a 427 cubic inch engine, and it materialized for the 1966 model year.

The introduction of the big-block V-8 engine captured the imagination of Corvette consumers the world over, and in no time at all, the demand for big-blocks far surpassed those of the conventional 327 small block Chevy engine.

As a result, the small-block engine options were reduced from five to two for the 1966 model year, with only the 300-horsepower (L75) and 350-horsepower (L79) versions remaining available to prospective consumers.  Even amongst the earlier small-block options that had been available on earlier Corvettes, these two engines were arguably the best all-around engines.

Additionally, both could be paired with the Powerglide automatic, the standard three-speed manual, or either of the optional four-speed manual transmissions.

There were minor modifications made to the Corvette’s appearance.  For one, the Sting Ray’s front end was mildly altered with the introduction of an “egg crate” grille insert which replaced the previously installed horizontal bars.

Restyled wheel covers were introduced along with an all-new rocker trim.  Also, the coupe lost its roof-mounted extractor vents, which had proven to be inefficient on earlier model years.

Lastly, less notable upgrades like the addition of “Corvette Sting Ray” scripts to the hood and the introduction of standard backup lights were introduced.

Given that these were amongst the only notable changes from 1965 to 1966, there was a good deal of reasonable speculation that an all-new Corvette was slated for 1967

Still, the lack of changes for the 1966 model year did not hurt the Corvette’s popularity with consumers.  In fact, 1966 would prove to be another record-breaking year in Corvette sales, with volume rising to 27,720 units sold – an increase of more than 4,200 units over 1965’s sales of 23,562 units.

Consumers found that the new Corvette, especially one equipped with the 427 big-block, had all the refinement it needed.  The 427 Sting Ray was an astonishingly fast car, with 0-60 times of just 4.8 seconds, 0-100 mph times of 11.2 seconds, and a top speed of 140 miles per hour (when properly equipped with the short 4.11:1 gearing.)  Even in cars equipped with the somewhat less sensational 3.36:1 ratio, the Corvette was still able to run 0-60 times of 5.4 seconds with a standing quarter of 12.8 seconds at 112 miles per hour (source Car and Driver).

Impressive as those numbers were, the intent of the 427 cubic inch engine had been to meet the Shelby Cobra head-on and give it some staunch competition.  However, even despite the staggering horsepower and the impressive performance numbers, the fact remained that the Corvette was a half a ton heavier than the Shelby Cobra so, even with the same horsepower rating, it was considered less than a threat.  Still, the Corvette did not go home empty-handed.  The Corvette still took a number of victories in endurance racing including Penske’s team’s 12th place overall in the GT class.

Photos of the 1966 Corvette:

 

Sources:

https://www.corvsport.com/1966-c2-corvette-image-gallery/
https://www.corvsport.com/1966-c2-corvette/
https://www.barrett-jackson.com/Events/Event/Details/1966-CHEVROLET-CORVETTE-CONVERTIBLE-66270
https://www.wsupercars.com/chevrolet-1966-corvette-stingray-427.php

As the 1965 model year approached, the design team behind the Chevy Corvette continued to refine the overall design of the C2 Sting Ray, making only minor cosmetic changes in the process.  Instead, the focus for the second-generation’s third year centralized on some significant mechanical upgrades that would vastly improve the Corvette’s already impressive handling and drivability.

At the same time, 1965 would also mark the beginning of the end of the second-generation Corvette as Zora Arkus-Duntov and Bill Mitchell each began championing the effort to develop a third-generation Corvette, although each would bring with him a different interpretation of what that next-generation car would be

Pricing: $4321.00 (Coupe), $4106.00 (Convertible)

Engine options: 327ci ohv V8 (fuel injected or carbureted (multiple-horsepower options) 396ci, 425hp ohv V8 engine

Transmission: 3-speed manual (standard), 4-speed manual (optional), 2-speed Powerglide (optional)

Top speed:  152.5

Units produced: 23,564

Available colors: Tuxedo Black, Ermine White, Nassau Blue, Glen Green, Milano Maroon, Silver Pearl, Rally Red, Goldwood Yellow

Highlights of the year:

Bill Mitchell had actually begun laying out the next generation Corvette in late 1964 with the help of Larry Shinoda and General Motor’s design division.  The intent from the onset had been to develop a car that could travel the auto-show circuit to serve as a trial balloon for the next-generation Corvette.

Mitchell instructed Shinoda that a suitable preview would have to be ready for the New York International Auto Show before April 1965.

In response to Mitchell’s request, Shinoda’s team of designers developed a full-size mock-up of Mitchell’s next vision for the Chevy Corvette, which they dubbed the “Mako Shark II” (so named because of its long, somewhat flattened front-end, which made the car resemble a shark.)

Whether viewing the mock-up or the actual prototype, there was no question that the car looked fast.  An aggressively pointed prow gave way to a domed hood that signified robust power.  In both the mockup and the prototype, the bulging wheelhouses at all four corners of the Corvette only enhanced the already aggressive appearance of the car

The most notable change to the outward appearance of the car was the removal of the former scoop indentations, which had carried over in the 1964 model (after the faux hood scoops were removed from the 1963 design.)

A number of noteworthy alterations and additions were made for the 1965 model year – some of which would set a precedence that would carry over to the most current Corvette models being built today.  The first of these welcome additions was the introduction of a standard, four-wheel.

The brakes featured a four-piston design with two-piece calipers mated to a newly designed brake rotor which utilized cooling fins.  The cooling fins helped to dissipate the massive amount of heat being generated during hard braking.

Suspended between the calipers and rotors was an all-new semi-metallic brake pad.  These pads were designed to remain in constant contact with the brake rotors which aided in keeping the braking surfaces on the rotor free from rust and debris (both of which cause pitting and diminish the lifespan of any brake rotor.)

While the drag created by the contact between the pads and rotors was negligible, the benefits of maintaining the rotor condition helped GM to project a life expectancy of 57,000 miles on the front braking system (which, because of the forward weight transfer, supplied most of the braking effort in all-out stops.)  Better still, the expected lifespan of the rear brakes was twice that of the front.  Pending federal regulations (at/during the development phase of the 1965 Corvette), a dual master cylinder with separate fluid reservoirs for front and rear lines was also introduced.  The newly designed master cylinder helped reduce the overall temperature of the brake fluid, which contributed to brake failure in older models.

Another significant improvement and mechanical milestone arrived midway through the 1965 model year. Officially titled the Mark IV, Chevrolet introduced a new, optional, big-block V-8 engine for the first time in a production Corvette.

The Mark IV had actually originated in early 1963 as the “mystery” 427 racing engine that had made its first appearance at the Daytona 500.  Despite its official title, the engine was marketed as the Turbo Jet and was made available in three varieties, two 396 cubic inch versions, and a 427 (although a fourth, “heavy-duty” 427 was also created for marine use.)

The engine officially began production in mid-1965.

A number of variants of the Mark IV engine were produced.  For its mid-size Chevelle model and all full-size Chevy models, a 325 horsepower and 360 horsepower engine was produced.

The Mark IV engine was an immediate sensation and brought Corvette enthusiasts to their local Chevrolet dealerships in droves.  While its introduction late in the model year resulted in limited supply, there was no questioning the long-term potential for an engine that was capable of producing such impressive performance numbers

In all, the 1965 Sting Ray saw a total of 23,564 units sold, making 1965 the most successful sales year for the Corvette yet.  Of all the units built, 15,378 were convertibles, accounting for nearly two-thirds of all Corvettes sold in 1965. By comparison, the coupe sold a mere 8,186 units.

Even with the development of a new Corvette underway, the current, second-generation Corvette still had the immediate attention of Chevrolet’s executives.

Given the sales success of the first two model years, there was little doubt by anyone that the 1965 Corvette would be equally successful, or perhaps even surpass previous successes.

Photos of the 1965 Corvette:

Sources:

https://www.corvsport.com/1965-c2-corvette/
https://www.corvsport.com/1965-c2-corvette-image-gallery/
https://jthotshotting.com/immaculately-restored-1965-corvette-stingray/1965-corvette-stingray-interior/

The 1964 Chevy Corvette was greeted with as much enthusiasm as its 1963 counterpart had been the year before.

With the monumental success that Chevrolet had experienced after the introduction of its second-generation Corvette Sting Ray. GM executives understood that the C2‘s sophomore year would require little more than continued refinement to the already intensely popular sports car to maintain its success. There would be functional changes of course and a few minor cosmetic refinements, but for the most part, the 1964 Corvette would retain much of the ingenuity and design cues that had contributed to its initial success the previous year.

Pricing: $4252.00 (Coupe), $4037.00 (Convertible)

Engine options: 327 ci ohv V-8 (fuel injected or carbureted) – multiple-horsepower options available

Transmission: 3-speed manual (standard), 4-speed manual (optional), 2-speed Powerglide (optional)

Top speed:  130 mph

Units produced: 22,229

Available colors: Tuxedo Black, Silver Blue, Daytona Blue, Riverside Red, Saddle Tan, Ermine White, Satin Silver

Highlights of the year: 

Most of the styling refinements that were made to the exterior of the 1964 model were subtle.  The most notable change involved the replacement of the rear split-window that had been introduced in 1963.  The split-window was abandoned completely by General Motors in 1964, replaced instead by a rear window that was constructed of a single piece of glass.

The European press had criticized the 1963 Corvette for having fairly high interior noise levels.  To correct this issue, Chevrolet added more sound insulation and revised body and transmission mounts to reduce the amount of noise being generated during normal vehicle operation.

Mechanically, few real changes were made to the car.  The drivetrain choices remained pretty much the same as they had in 1963

The high-performance engines, however, did receive some noteworthy upgrades.  To start, the carbureted engine was improved upon with the introduction of a Holley carburetor instead of the original base engine’s Carter unit.  The engine, now fed through the big four-barrel Holley carburetor duration camshaft that helped to produce 365 horsepower.

Where the 1963 Corvette had been eagerly anticipated and well-received by the press, the 1964 Sting Ray was absolutely loved by both critics and consumers alike.  There were virtually no criticisms of the car at all, from any reputable critic, save for some writers making a specific complaint about the convertible’s tendency to “rattle and shake on rough roads

Despite the critics’ positive reviews, there were some minor concerns from some GM executives that the Corvette’s sales numbers might be diminished after Ford’s introduction of the Mustang in 1964.  Like the original Corvette, the first Mustang came equipped standard with a six-cylinder engine, though Ford introduced an optional V8 engine from the start.  What was more alarming was that the Mustang quickly found its way into a number of competitive events – including the 1964 Tour de France, where it scored a victory in its very first year.  The concerns were, of course, unfounded as the Mustang was represented by Ford as a four-seat “tourer” coupe.  The Corvette, by contract, had earned a solid being a true sports car.  As history would eventually reveal, the two cars would never be direct competitors or even be recognized by car enthusiasts as being comparable to one another.

Ultimately, the concerns surrounding the Mustang would prove to be unfounded.  The 1964 Sting Ray sold a total of 22,229 units, which set another Corvette sales record (though by less than a thousand units over the previous record set just a year earlier in 1963.)  Of the units sold, only 8,304 coupes were manufactured.  The remaining 13,925 convertibles proved yet again that the Corvette Roadster was still the favorite amongst Corvette consumers.

Photos of the 1964 Corvette:

Sources:

https://www.corvsport.com/1963-c2-corvette/
https://www.corvsport.com/1964-c2-corvette-image-gallery/
https://www.pinterest.ca/pin/485755509802294739/