The C2 Corvette is probably the most hallowed generation of Chevrolet’s Plastic Fantastic. It also had the shortest run of all Corvette generations, lasting just five years from 1963 to 1967. The car was a giant leap forward and established the Corvette as the tip of the spear representing GM’s technical prowess. It debuted in the fall of 1962 with independent rear suspension, fuel injection and of course, a glass-reinforced plastic body. All of this was exotic at the dawn of the sixties.
The car’s styling was a tour de force. Based on a 1957 concept by Tony Lapine and Peter Brock, it morphed into the Sting Ray racer of 1959. From there, Larry Shinoda took the styling cues and made them production-ready.
The C2 was also the first year of a coupe body style. The Corvette’s “father,” Zora Arkus-Duntov once said, “You can’t drive fast in the wind,” hence, the coupe saw production and although it became a big hit with customers, it was regularly outsold by the convertible.
Chevrolet made approximately 120,000 C2 Corvettes, with the C3 debuting in the fall of 1967. The C2 was constantly improved during its lifespan, with many performance upgrades and styling tweaks. For both seasoned Corvette fans and new admirers, differentiating model years can be tricky. So, we bring you a Spotters Guide to the C2 Corvette and an overview of the changes for each model year.
1963 Corvette
The first year of the C2 Corvette is the easiest to spot. The 1963-only split window treatment is a dead giveaway. The other 1963-only styling flourish is the dummy hood louvers that mimic the functioning vents of the ’59 Sting Ray racer. The side vents are nonfunctional and are distinguishable by the two horizontal strakes behind the front wheel well.
The car offered the 327 cubic-inch V8s only, with a base 250 horsepower version up to a fire-breathing 360 horsepower fuel-injected option. The car was also available with a leather interior and factory air conditioning for the first time in 1963. Last but not least, the standard hubcap comprised 17 pieces per wheel, and are treasured by collectors today. The car was shown publicly with knockoff aluminum wheels but production difficulties delayed their availability.
The new Corvette sold briskly with a total of 21,513 units. Chevy moved 10,594 coupes and 10,919 convertibles starting at $4,037.
1964 Corvette
The biggest changes for the 1964 model year were the elimination of the split window and the dummy hood lovers. Look closely and you’ll see the hood indentations remained, with weep holes no less. Corvette engineer Zora Arkus-Duntov hated the split window as he thought it limited rear visibility. Styling czar Bill Mitchell won the battle with the 1963 model, but Duntov won the war with his one-piece glass rear window becoming standard for the remainder of the C2s model run.
The complicated 1963 hubcaps were replaced with a simpler version for the 1964. The aluminum knock-off wheels that debuted for the 1963 model year were now available from supplier Kelsey-Hayes. Finally, the top-of-the-line, fuel-injected 327 now made 375 horsepower. Chevrolet sold 22,229 units of both coupes, 8,304 units, and 13,925 convertibles, with an MSRP starting at $4,037.
1965 Corvette
This was a big year of improvements for Corvette. First, the big block 396 engine made its debut. With 425 horsepower and transistorized ignition, it revved up the Corvette’s game for the horsepower war of the Sixties. it is easy to spot via its huge hood blister needed to clear the top of that big old “Rat” motor.
Another huge upgrade was four-wheel disc brakes, a huge step forward for the auto industry at the time. The side-mounted exhaust also debuted this year and added a brutal touch to the car’s silhouette. The 375 horsepower fuel-injected 327 engine was still offered but abdicated its throne as king of Corvette horsepower, to the 396. Fewer than 1,000 fuel-injected 327s were made before it was phased out of production.
Visually, the Corvette now offers three, functional vertical fender vents and a smooth hood, which are easy to spot on the street. The 1965 model year would become the only C2 that could be had with fuel injection and four-wheel disc brakes. The upgrades propped up sales, as 23,564 units sold: 15,378 convertibles and 8,186 coupes, for a base price of $4,321.
1966 Corvette
The big block parade continued with the introduction of the 427cid V8 in 1966. Offered in 390 and 425 horsepower specifications, it propelled the Corvette into the stratosphere of performance cars.
A new egg-crate grille crowned the front end, and the yearly revision of wheel covers and rocker panels continued. The B-pillar-mounted vents were deleted. New “Corvette Sting Ray” emblems were added to the hood, as well as the rear deck, and the formerly optional reverse lights were now standard across the board.
Inside, changes were few. A new upholstery pattern was added and chrome door pulls brightened up the interior. New options included headrests, four-way hazard flashers, and shoulder belts. 27,720 1966 models were built: 17,762 convertibles and 9,958 coupes starting at $4,295.
1967 Corvette
The 1966 model was supposed to be the last year of the C2, but development issues with the C3 pushed up the deadline to 1967. This swan song Corvette is considered to be the best of the C2 run.
The exterior details were freshened. Hood and fender emblems were deleted while the fuel filler door was revised with a Corvette logo on a color-matched disc. The side vent styling was changed to a smaller five-fin design and rocker panel covers were simple and flat. A large backup lamp was now located over the license plate, and wheel covers were replaced with standard Rally wheels with chrome beauty rings. The optional aluminum turbine wheels were now a bolt-on design, banishing knock-off Corvette wheels to the dustbin of history.
The big news was under the new-for-’67 Stinger hood scoop. The 427 cubic-inch, big-block V-8 came in four iterations, the 390-horsepower L36, 400-horsepower L68, 435-horsepower L71, and an L88 race engine with an underrated 430 horses. L71 engines could be ordered with aluminum heads (L89) for extra weight savings and performance. The standard 300-horsepower and optional 350-horsepower small-block V-8s remained.
Epilogue
Values for mid-year Corvettes are strong. Expect to pay five figures for a plebian model, all the way up to millions of dollars for a low-production specimen. Knowing your way around a C2 can be the great equalizer, especially if you’re in the market for a Mid-year Corvette. The Corvette market is fickle about details and authenticity, and your ability to accurately know the changes and equipment of each model year will help you separate good cars from bad ones, and the real deals versus fakes.
We’ve just touched on the basics here. If you want to know your C2 Corvette specs to the minutia, or decode VINs, we recommend picking up a copy of the Corvette Black Book. It’s a must-have for buyers, sellers, and aficionados of Corvettes of any year.
