The C2 Corvette Buyer’s Guide: 1963–1967 Sting Ray

The Overview

When most people picture a Corvette they picture a 1963 split-window coupe, and the five years of the Sting Ray are the most collected Corvettes there are: the shortest production run of any generation, the first independent rear suspension, the first coupe, the first disc brakes, the first big block, and the cars that hold the records, from the 1967 L88 coupe that sold for $3.85 million to Grand Sport 003 at $18.7 million in August 2026.

That makes the C2 an unusual purchase. The market is a ladder with the engine on every rung, the same body hides a 250-horsepower Powerglide convertible and a 435-horsepower Tri-Power coupe, and more fakes, tributes and re-bodied cars have been built from these five years than from any other Corvette. The buying questions are therefore different from a C5 or a C7: not what breaks, but what the car really is, what the steel under the fiberglass looks like, and whether the paperwork supports the price.

This guide walks through all of it: the five years and what changed, the variants and specials, what each tier of the market costs from the auction and dealer results the site tracks, what moves the price, what the cars are like to drive and to own, the problems they have at sixty years old, the inspection step by step, how to verify each year’s engine, and the questions readers ask most. The year pages and the model pages go deeper on each car; this page is where to start.

Why the 1963–67 Sting Ray Is the Corvette to Collect

The Sting Ray is the Corvette that made the Corvette. The C1 was a boulevard roadster that grew into a sports car; the C2 was designed as one from the start. Bill Mitchell’s body came from his 1959 Stingray racer and Larry Shinoda’s hand, Zora Arkus-Duntov’s chassis put a transverse-leaf independent rear suspension under it on a 98-inch wheelbase, and for the first time there was a coupe, the fastback with the split rear window that Mitchell fought for and Duntov hated. It was the most advanced American production car of 1963 and it looked it, and it put the Corvette on the world racing stage with the Z06 and the Grand Sport even though GM was officially observing the AMA ban on factory racing.

Five years, one steady escalation

Nothing about the C2 stood still. 1964 removed the split and the fake hood vents and found 375 horsepower in the fuel-injected 327. 1965 added four-wheel disc brakes, the 350-horsepower L79 that is still the best-driving small block, and at mid-year the 396 Mark IV big block with 425 horsepower under a bulged hood. 1966 enlarged it to 427 cubic inches in 390- and 425-horsepower form, and a third of buyers took one. 1967, a year Chevrolet had not planned to build, got Tri-Power 427s with 400 and 435 horsepower, the twenty L88s, and the cleanest body of the run. Every year is a different car with the same silhouette, which is why collectors argue about them and why there is a C2 for most budgets.

The market has already decided

The C2 is the most valuable production Corvette generation and has been for forty years. It is the Corvette that NCRS judging was built around, the one whose fuelies, big blocks, Z06s and L88s set the auction records, and the one whose values have held through every cycle because the supply of real, documented cars only shrinks. Driver-grade cars track the collector market rather than the used-car market: a 300-horsepower convertible bought right in 2026 is unlikely to be worth less in 2031, which no C4, C5 or C6 can promise.

And it is a car you can use

A sorted Sting Ray is a usable classic: every mechanical part is reproduced down to the last clip, any shop that knows a small-block Chevrolet can service it, a 300-hp or L79 four-speed keeps up with modern traffic, and the independent rear and the 1965-on discs make it a far better road car than any C1. The cars that are hard to live with are the ones bought for the wrong reason: a fuelie for a daily driver, an L88 for the road, a tribute for a collection. The rest of this guide is about buying the right one.

MORE: THE C2 HUB / THE C2 STING RAY MODEL PAGE / ALL THE GENERATIONS

The Model-Year Changes in Detail, 1963–1967

The table gives the headlines; this is the detail a buyer uses at the viewing, because the small changes are how you tell a real 1965 hood from a 1964 with the recesses filled, a 1966 grille from a 1967, and a car that is what it claims to be from one that has been dressed. The year pages carry the full specifications, options, colors and production for each.

1963 Corvette

While nobody could have predicted it then, the C2 Corvette has become one of the most desirable Corvettes of them all, and none more so than the 1963 model year.  The original 1963 Sting Ray Coupe is considered to be one of the most collectible Corvettes of all time because of its unique split rear window design. Surprisingly, many split-window coupes were modified by customizers, some of whom replaced the small, individual panes of glass with a one-piece window made of Plexiglass. Even more surprising is that Chevy began offering replacement one-piece windows through its dealerships. As a result, a good many 1963 Corvette coupes lost a considerable amount of their collector value.The Sting Ray had a newly designed chassis that featured a shorter wheelbase and a faster “Ball-Race” steering (a name that was developed by the ad copy (advertisement) writers in 1963,) both of which attributed to providing the car with improved maneuverability and handling.A number of items did carry over from the C1 Corvette. 

This included all four of the small-block, 327C.I. V-8 engines, a trio of transmissions, and six different axle ratios.  The engines that were offered for the 1963 Corvette included three carbureted versions; a 250-, 300-, and 340-horsepower variants, as well as a 360-horsepower fuel-injected engine.  The car’s standard three-speed transmission also carried over from the 1962 model year and remained available in 1963 though neither it nor the optional Powerglide automatic transmission were installed into many second-generation Corvettes.  Instead, the preferred gearbox continued to be the Borg-Warner manual four-speed transmission.The 1963 Corvette came equipped (standard) with wider, four-wheel cast-iron 11-inch drum brakes, which provided a more effective braking area, which, in turn, produced shorter stopping distances. 

Optionally, consumers had the ability to order special, sintered-metallic linings that were segmented for better cooling.  They also had the option of ordering finned aluminum (“Al-Fin”) drums, which not only provided faster heat dissipation, but also less unsprung weight.  Optional power assist was available for both braking packages.For the 1963 model year, Zora Arkus-Duntov had made it possible to turn any Corvette into a racer by informing consumers which options to order when buying their cars.  When he and Bill Mitchell completed the design and development of the second-generation Corvette, he had become more determined than ever to ensure that anyone who wanted to race his sophisticated new Sting Ray should have the ability to do so. 

It was with this rationale in mind that he developed RPO Z06 – a new competition-oriented package.  Corvettes equipped with the Z06 option received the top-line Al-Fin power brakes with sintered metallic brake linings, a heavy-duty front stabilizer bar, stronger shocks, much stiffer springs, a dual master cylinder, and a long-distance 36.5-gallon fuel tank.

1964 Corvette

The 1964 Corvette featured a handful of functional changes and a few minor cosmetic refinements, but for the most part, it retained much of the ingenuity and design cues that had contributed to the second-generation Corvette’s success the previous 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.  Another notable change that was made to the body lines on the 1964 model involved the removal of the faux hood vents that had adorned the 1963 model.  Although the vents themselves were stripped from the design, the recessed areas where they had been mounted remained, giving the 1964 Corvette hood a distinctive look all its own.

The coupe’s rear pillar panel vents, which had been cosmetic just a year before, was now made fully functional, but only on the driver’s side.    The car’s rocker panel trim was replaced by a new panel that featured a black divider that ran the length of the car.  The car’s wheel covers were simplified.  The fuel filler neck cover/deck emblem was redesigned to include concentric circles around its crossed-flags insignia.The drivetrain choices remained pretty much the same as they had in 1963: four 327 cubic inch diameter V-8 engines were mated to either a three-speed, a four-speed manual transmission, or the Powerglide automatic transmission.  Of these engines, the two least-powerful engines returned with 250 and 300 horsepower at a 10.5:1 compression ratio.  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.  The fuel-injected variant gained an additional fifteen horsepower over the previous year.  Now rated at 375 horsepower (at 6,600 rpm), this last engine introduced a re-profiled camshaft with greater life and a longer dwell, as well as improved ports and valve gear.Starting with the 1964 model year (and lasting thru 1967), some Corvette bodies were supplied by Dow-Smith (located in Ionia, Michigan.) Dow-Smith is a division of the A.0. Smith Company. Also, while it is true that the C2 Corvette did introduce the factory installation of bodyside exhaust pipes, they were not a factory option until 1965.

Positraction was not a standard option at the onset of the C2.  While commonplace in Corvettes today, positraction was still an option in 1964 – though a very affordable one.  More than 80 percent of all 1964 Corvettes included the option.  A “Special Sintered Brake Package” option was introduced in the 1964 Corvette.  It was specifically aimed at performance-focused drivers and required a number of other options – including the Positraction rear axle – before these brakes could even be installed.  Only 29 Corvettes included this option in 1964.

1965 Corvette

The focus for the 1965 Corvette was focused on some significant mechanical upgrades that would vastly improve the Corvette’s already impressive handling and drivability.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.) 

The new hood, which was now a single, smooth surface, became one of the major differentiating characteristics of the 1965 model year.  Additionally, the front fenders were redesigned to feature a trio of working exhaust vents (which replaced the previous model’s non-functional horizontal “speedline” coves.)  Another notable design change involved refinements to the front grill.  For the 1965 model treatment, the inner, horizontal grill bars were painted black, but the outer grill remained a bright chrome color, making the overall design unique to the 1965 Corvette. Lastly, the wheel covers and rocker-panel moldings were re-designed for the 1965 model year.  The optional knock-off wheel covers now featured a dark gray paint color between the fins.The interior of the car also received some minor design refinements as well.  In the driver’s dashboard, all of the instrument displays were redesigned to include flat black faces. 

The areas around the radio and speaker bezel were painted instead of utilizing vinyl coverings, which had been standard on previous models.  A more notable improvement involved changes in the design of the car’s driver and passenger seats. The new seating surfaces were designed to be slightly larger and more supportive, and the seatbacks were encased in hard plastic backing shells. The inner door panels were redesigned and now included fully integrated armrests.  Lastly, the interior received new seat belt retractors, a feature that was never before been seen in a Corvette.

Mechanically, the brakes on the 1965 Corvette 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.  The car came equipped with all new semi-metallic brake pads.  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.)  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 engine featured 11:1 compression, impact-extruded alloy pistons with chrome rings, solid lifters, a bigger carburetor (and corresponding double-snorkel air cleaner), and an oversized oil pump, all of which helped make this more radical Mark IV engine capable of producing an impressive 425 horsepower. Aside from the late-entry Mark IV, several other engines had remained available for the 1965 model year including a 375 horsepower, 327 cubic-inch small-block V8 that came equipped with fuel injection. 

Additionally, GM introduced the L79 small block, which was essentially an L76 327 engine featuring a slightly milder hydraulic cam in place of the solid-lifter stick.  Operating on an 11:1 compression ratio, the L79 engine was rated at 350 horsepower, and was deemed nearly identical to the L76 on the outside with its chromed air cleaner and finned cast-aluminum valve covers.

1966 Corvette

For the 1966 Corvette, the new 427 big-block engine came in two forms: the relatively mild L36, which featured a hydraulic-cam and produced 390 horsepower on 10.25:1 compression, and the truly awesome L72, a 425 horsepower engine with 11:1 compression, larger intake valves, a bigger Holley four-barrel carburetor on an aluminum manifold, mechanical lifters, and four-hole (instead of two-hole) main bearing caps.  Corvettes equipped with this type of engine received a special bubble hood first seen on the 1965 Corvettes equipped with the 396 cubic inch engine.

Although initially listed as a 450hp engine, the solid lifter 427ci engine’s rating was later reduced to 425hp shortly after its introduction for reasons unknown. Similarly, the 390 horsepower engine was initially rated at 400 horsepower. When the official ratings were reduced, the decision to make this change was purely administrative and was not the result of any changes made to the engines. 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.

There were minor modifications made to the 1966 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 in 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.The interior went largely unaltered from 1965 Corvette. 

The interior electric ventilation system was dropped, extra pleats were added to the Sting Ray’s bucket seats, chrome door pull handles were introduced, headrests were made optional, and a vinyl-covered foam headliner replaced the previously used fiberboard.

1967 Corvette

The 1967 Corvette proved to be the most sophisticated of all the Sting Ray models. The second-generation Sting Ray had been refined to its evolutionary limits – the result of which was a car that was clearly the best model of its five-year run.  Much of the trim (including hood script emblems and fender flags) were removed.  The front fenders now featured five smaller air vents in place of the three larger ones that had originally been introduced in 1965.  The rocker panels were given a flat finish without any ribbing, which gave the car a lower, smoother outward appearance.  

In the rear of the car, a new, single backup light was introduced (unique only to the 1967 model) over the license plate.  Lastly, the earlier models’ wheel covers were replaced with slotted six-inch Rally wheels with chrome beauty rings and lug nuts that were concealed behind small chrome caps.The 1967 Corvette only received minor updates to its interior. The upholstery was revised and the seats were a new design.  The hand brake (parking brake) was relocated from beneath the dashboard to between the seats – a Corvette first.  The lock buttons were moved further forward and an attaching screw was added at the rear.  Perhaps the most notable change to the 1967 Corvette’s interior was the removal of the passenger hand-hold above the glovebox, a feature that had been part of the Corvette since 1958.As with the previous year, the two small-block V-8 engines returned, as did the 390 horsepower big-block, though this last engine was fitted under a redesigned hood scoop. 

The biggest changes involved the pair of big-block 427 engines, which now produced 400 and 435 brake horsepower respectively, due to the introduction of triple two-barrel carburetors.  Like last year’s model, these new 427 cubic inch engines differed in compression ratios – 10.25:1 and 11.0:1 respectively.  The latter of these two engines, RPO L71, also included optional specialized aluminum heads (instead of cast iron) and larger-diameter exhaust valves like those included in RPO L89.  Based on the already impressive L89 engine, Chevrolet decided to introduce the “ultimate” Corvette engine in 1967 by introducing an engine coded with the designation L88.  The L88 engine was an immensely powerful production engine and was about as close to a pure racing engine as any Chevrolet had introduced in a commercial vehicle up to that point in time. 

The L88 equipped Corvette was limited to a mere 20 units.A blue, “GM Mark of Excellence” label was attached to the back of each 1967 Corvette door above the latch. This initiative was the direct result of General Motor’s quality awareness program. Additionally, safety legislation required a modification of the knock off wheel option. For the 1967 model year, the wheels were changed to a bolt-on, cast alloy style with a clip-on center cap to conceal the lug nuts.

MORE: 1963 / 1964 / 1965 / 1966 / 1967 / THE C2 TIMELINE