Classic Car History – 1963-67 Corvette Sting Ray
AutoSpecifications for Corvette Sting Ray 1963-67
Engine: OHV 90 degree V-8, 327 cid, 396 cid, 427 cid
Construction: cast iron block and heads, single cam, pushrods
Compression Ratio: 11:1
Induction: Rochester fuel injection or one or two Carter four-barrel carburetors
Peak Power: 250-375 bhp (327 cid) 390-435 (427 cid)
Top speed: 152 mph
0-60 mph: 5.4 sec, 427cid
Transmission: four-speed, fully synchronized manual, optional three-speed manual or Powerglide automatic
Body/Chassis: Steel ladder frame with fiberglass body convertible or two-door coupe
Wheels: Five-bolt steel (optional removable aluminum) 6in. x 15 in.
Tires: 6.7 inches. x 15-inch Firestone Super Sport 170
Brakes: drums until 1965, then discs on all four wheels
Front suspension: Double wishbone, coil springs, stabilizer bar
Rear suspension: Trailing arms, semi-axles and wishbones with crossbow
Wheelbase: 98 inches
Length: 175.3 inches
Height: 49.8 inches
Weight: 3150 pounds
Quarter mile performance: 12.8 @ 112
Fuel Mileage: 9-16 mpg.
Production: 118,964 including 1963-67
Price: $4240 for 1967 Convertible
Corvette Stingray 1963-1967
The second generation Corvette was the 1963-1967 Sting Ray, not to be confused with the third generation 1968-82 Stingray (1 word). The styling was the expression of many of the styling ideas of GM’s new head of styling, Bill Mitchell. The interior implemented a crew cab similar to previous Corvettes, but updated for the Sting Ray. Beginning in 1963, the first hardtop coupe was offered, which featured a two-piece hatchback design. Bill Mitchell intended it to form a visual connection to the raised center sections of the hood. The feature was removed in 1964 because it limited rear visibility. However, the 1963 Sting Ray coupe is now the most sought after model of the second generation Corvettes.
Like all Corvettes, the Sting Ray’s body is constructed of fiberglass panels mounted to a steel ladder frame. Another new feature was the hidden twin pop-up headlamps, which not only added style but also aided aerodynamic efficiency. Other Sting Ray styling cues include an optional side-mounted exhaust, a power hood bulge (this was wider for Corvettes that had the big-block engine), and the absence of a decklid (access is from behind). of the seats). Plus, the Corvette’s convertible top folds flat when not in use and stows under a recessed fiberglass panel behind the driver. There was also an optional hardtop. Sting Ray model of different years can often be differentiated by their side vent designs, for example the 1967 had 5 side vents, the 1965 and 1966 models had triple side vents, the 1963-64 had horizontal double vents.
Sting Rays came in three engine sizes, the 327 cid, the 396 cid, and the 427 cid. Horsepower ranged from 250 to 435 hp. The 396 engine was only offered in 1965 and dropped in 1966 in favor of the 427. The 1967 L88 427 cid V8 marked the pinnacle of performance for the second generation Corvette. V8 engines drive the rear wheels through a four-speed manual or three-speed automatic transmission. The Sting Ray also had an alloy clutch housing and alloy housing gearbox to help with weight reduction and distribution. The 1963 Sting Ray was the first Corvette to have an independent suspension. The 1965 was the first to have 4 wheel disc brakes.
The 63 Corvette also had a racing option, the Z-06. The Z-06 was created by Zora Arkus-Duntoz as a purpose-built racer. The Z-06 option consisted of a 327 cid V8 with fuel injection, 36.5 gallon fuel tank, heavy-duty brakes, heavy-duty suspension, and removable wheels. Heavy-duty brakes consisted of drums with sintered metal liners, assisted and supported by a dual-circuit master cylinder. “Elephant ear” blades pushed cool air into the drums, and cooling fans rotated with the hub.
By 1967, there were four versions of the 427 available. The first version, the L36, cost just $200 more and featured a single four-barrel carburetor, 10.25:1 compression, and hydraulic lifters. It was rated at 390 bhp. Next up was the L68 for $305 which featured triple two-barrel Holley carbs (a first for Corvette) and was good for 400bhp. At the top was the L71 with triple two-barrel Holley carburettors, solid lifters, special performance cams and 11:1 compression that was conservatively rated at 435 bhp. Extremely rare (only 20 built) was the top of the line L88 for $948 more. The L88 featured new aluminum heads, 12.5:1 compression, and a single Holley four-barrel carburetor rated at 850 cfm that sat on an aluminum intake manifold with a special raised plenum. Also, you got a transistor ignition and positrivity differential, but you didn’t get a fan shroud, heater, or defroster. Chevrolet was reluctant to reveal the engine’s true potential and officially rated at just 430bhp, but most experts believed that it was in fact making close to 600bhp! In all, 9,707 big blocks were built, meaning 42.31% of all 1967 Corvettes were 427s. Transmission options were relatively simple. With the L36 and L68, buyers could choose between the wide-ratio ($184) or close-ratio ($184) four-speed manual transmission, or the Powerglide automatic transmission ($194). The L71 cam only with the four-speed close ratio. Rear end gear ratios ranged from 3.08 to 4.11. Other options included side-mount exhausts at $132, bolt-on cast-aluminum wheels at $263, and a removable hardtop for the convertible at $232.
Statistics by year:
1963
Yield: 21,314
Court: 10,594
Z06 Cup: 199
Convertible: 10,919
Engines:
327 V8 250 bhp @ 4400 rpm, 350 lb-ft @ 2800 rpm.
L75 327 V8 300 bhp @ 5000 rpm, 360 lb-ft @ 3200 rpm.
L76 327 V8 340 hp @ 6000 rpm, 344 lb-ft @ 4000 rpm.
L84 327 (“fuel”) V8 360 bhp @ 6000 rpm, 352 lb-ft @ 4000 rpm.
Performance:
327/370: 0-60 in 5.9 seconds, 1/4 mile in 14.9 seconds.
1964
Yield: 22,229
Cup: 8,304
Convertible: 13,925
Engines:
327 V8 250 bhp @ 4400 rpm, 350 lb-ft @ 2800 rpm.
L75 327 V8 300 bhp @ 5000 rpm, 360 lb-ft @ 3200 rpm.
L79 327 V8 350 hp @ 5500 rpm, 360 lb-ft @ 3600 rpm.
L76 327 V8 365 hp @ 6200 rpm, 350 lb-ft @ 3400 rpm.
L84 327 (“fuel”) V8 375 bhp @ 6200 rpm, 350 lb-ft @ 4600 rpm.
Performance:
N/A
1965
Yield: 23,652
Court: 8,186
Convertible: 15,376
Engines:
327 V8 250 bhp @ 4400 rpm, 350 lb-ft @ 2800 rpm.
L75 327 V8 300 bhp @ 5000 rpm, 360 lb-ft @ 3200 rpm.
L79 327 V8 350 hp @ 5500 rpm, 360 lb-ft @ 3600 rpm.
L76 327 V8 365 hp @ 6200 rpm, 350 lb-ft @ 3400 rpm.
L84 327 (“fuel”) V8 375 bhp @ 6200 rpm, 350 lb-ft @ 4600 rpm.
L78 396 V8 425 hp @ 6400 rpm, 415 lb-ft @ 4000 rpm.
Performance:
396/425: 0-60 in 5.7 seconds, 1/4 mile in 14.1 seconds at 103 mph.
1966
Yield: 27,720
Court: 9,958
Convertible: 17,762
Engines:
L79 327 V8 300 bhp @ 4800 rpm, 360 lb-ft @ 3400 rpm.
L36 427 V8 390 hp @ 5400 rpm, 460 lb-ft @ 3600 rpm.
L72 427 V8 425 HP.
Performance:
427/425: 0-60 in 5.7 seconds, 1/4 mile in 14 seconds.
1967
Yield: 22,940
Court: 14,436
Convertible: 8,504
Engines:
L79 327 V8 300 bhp @ 4800 rpm, 360 lb-ft @ 3400 rpm.
L36 427 V8 390 hp @ 5400 rpm, 460 lb-ft @ 3600 rpm.
L68 427 V8 400 hp @ 5400 rpm, 460 pound-feet @ 4000 rpm.
L71 427 V8 435 hp @ 5800 rpm, 460 lb-ft @ 4000 rpm.
L88 427 V8 430 hp @ 5200 rpm, 460 lb-ft @ 4000 rpm.
Performance:
L88: 1/4 mile in 12.8 seconds at 112 mph.