Specifications for 1963-67 Corvette Sting Ray
Engine: OHV 90 degree V-8, 327cid, 396cid, 427cid
Construction: Cast iron block and heads, single cam, pushrods
Compression Ratio: 11:1
Induction: Rochester fuel injection or one/two Carter four-barrel carburetors
Max Power: 250-375 hp (327 cid) 390-435 (427 cid)
Top speed: 152 km/h
0-60 mph: 5.4 sec, 427 cid
Transmission: Four-speed, fully synchronized manual, optional three-speed manual, or Powerglide automatic
Body/Chassis: Steel ladder frame with fiberglass two-door convertible or coupe body
Wheels: Steel with five bolts (chipped aluminum optional) 6 inch. x 15 inches.
Tires: 6.7″ x 15″ Firestone Super Sport 170
Brakes: Drum brakes until 1965, then four disc brakes
Front suspension: double wishbones, coil springs, anti-roll bar
Rear suspension: semi-trailing arms, half shafts and wishbones with transverse leaf springs
Wheelbase: 98 inches
Length: 175.3 inches
Height: 49.8 inches
Weight: 3150 pounds
Quarter mile performance: 12.8 @ 112
Fuel economy: 9-16 mpg.
Production: 118,964 inclusive 1963-67
Price: $4240 for 1967 convertible
The 1963-1967 Corvette Sting Ray
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 styling ideas from new GM styling boss Bill Mitchell. The interior implemented a dual cockpit similar to previous Corvettes but updated for the Sting Ray. From 1963 the first hardtop coupe with a two-part rear window was offered. Bill Mitchell intended it to visually link to the central ridges on the hood. The feature was dropped in 1964 because it restricted rearward visibility. However, the 1963 Sting Ray coupe is now the most coveted model of the second generation Corvette.
As with all Corvettes, the Sting Ray’s body is constructed of fiberglass panels mounted on a steel ladder frame. Another new feature was the hidden dual pop-up headlights, which not only added style but also contributed to aerodynamic efficiency. Other Sting Ray styling cues include an optional side-mount exhaust, a performance bulge on the hood (this was wider on the big-block Corvettes) and the lack of a decklid (accessed from behind the seats). In addition, the Corvette’s convertible top folds down completely when not in use and stows beneath a flush-fitting fiberglass panel behind the driver. There was also an optional hardtop. Sting Ray models of different years can often be distinguished by their side vents, for example 1967 models had 5 side vents, 1965 and 1966 models had triple side vents, 1963-64 models had horizontal dual vents.
Sting Rays came in three engine sizes, the 327 cid, the 396 cid, and the 427 cid. The horsepower varied between 250 and 435 hp. The 396 engine was only offered in 1965 and was discontinued in 1966 in favor of the 427. The 1967 L88 427 cid V8 marked the pinnacle of performance for the second-generation Corvette. The V8 engines drive the rear wheels through a four-speed manual or three-speed automatic transmission. The Sting Ray also had an aluminum clutch housing and aluminum-cased gearbox to aid in weight reduction and weight distribution. The 1963 Sting Ray was the first Corvette with independent suspension. The 1965 was the first with 4-wheel disc brakes.
The 63 Corvette also had a racing option, the Z-06. The Z-06 was developed by Zora Arkus-Duntoz as a purpose-built racing car. The Z-06 option consisted of a fuel-injected 327 cid V8, 36.5-gallon fuel tank, heavy-duty brakes, heavy-duty suspension and knock-off wheels. The heavy-duty brakes consisted of drums with sintered metal pads, supported and assisted by a dual-circuit master cylinder. “Elephant Ear” blades rammed fresh air to the drums and cooling fans rotated with the hub.
Four versions of the 427 were available for 1967. The first version, the L36, was only $200 more and featured a single four-barrel carburetor, 10.25:1 compression and hydraulic lifters. It was rated at a whopping 390 hp. Next came the $305 L68, which featured triple-barrel Holley carburetors (a first for Corvette) and produced 400 horsepower. At the top was the L71 with triple two-barrel Holley carburetors, solid lifters, dedicated performance cams and 11:1 compression, which was conservatively rated at 435 hp. Extremely rare (only 20 were built) was the top-of-the-line L88 at $948 more. The L88 featured new aluminum heads, 12.5:1 compression ratio and a single Holley four-barrel carburetor rated at 850 cfm, sitting on an aluminum intake manifold with a special raised air chamber. You also have transistorized ignition and a positraction differential, but no fan shroud, heater, or defroster. Chevrolet was reluctant to reveal the engine’s true potential and officially only had 430 hp, but most experts believed that it actually developed almost 600 hp! A total of 9,707 big-blocks were built, meaning that 42.31% of all 1967 Corvettes were 427s. The means of transmission were relatively simple. On the L36 and L68, buyers could choose between the four-speed wide-ratio ($184) or narrow-ratio ($184) manuals or the Powerglide automatic transmission ($194). The L71 only came with the close-ratio four-speed. Rear-end gear ratios ranged from 3.08 to 4.11. Other options included side-mount exhausts for $132, bolt-on cast-aluminum wheels for $263, and a removable hardtop for the convertible for $232.
Statistics by year:
1963
Production: 21,314
Coupe: 10,594
Z06 coupe: 199
Convertible: 10,919
Engines:
327 V8 250 hp @ 4400 rpm, 350 lb-ft @ 2800 rpm.
L75 327 V8 300 hp @ 5000 rpm, 360 lb-ft @ 3200 rpm.
L76 327 V8 340 hp @ 6000 rpm, 344 lb-ft @ 4000 rpm.
L84 327 (“Fuelie”) V8 360 hp @ 6000 rpm, 352 lb-ft @ 4000 rpm.
Perfomance:
327/370: 0-60 in 5.9 seconds, 1/4 mile in 14.9 seconds.
1964
Production: 22,229
Coupe: 8,304
Convertible: 13,925
Engines:
327 V8 250 hp @ 4400 rpm, 350 lb-ft @ 2800 rpm.
L75 327 V8 300 hp @ 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 (“Fuelie”) V8 375 hp @ 6200 rpm, 350 lb-ft @ 4600 rpm.
Perfomance:
N / A
1965
Production: 23,652
Coupe: 8,186
Convertible: 15,376
Engines:
327 V8 250 hp @ 4400 rpm, 350 lb-ft @ 2800 rpm.
L75 327 V8 300 hp @ 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 (“Fuelie”) V8 375 hp @ 6200 rpm, 350 lb-ft @ 4600 rpm.
L78 396 V8 425 hp @ 6400 rpm, 415 lb-ft @ 4000 rpm.
Perfomance:
396/425: 0-60 in 5.7 seconds, 1/4 mile in 14.1 seconds at 103 mph.
1966
Production: 27,720
Coupe: 9,958
Convertible: 17,762
Engines:
L79 327 V8 300 hp @ 4800 rpm, 360 lb-ft @ 3400 rpm.
L36 427 V8 390 hp @ 5400 rpm, 460 lb-ft @ 3600 rpm.
L72 427 V8 425 hp.
Perfomance:
427/425: 0-60 in 5.7 seconds, 1/4 mile in 14 seconds.
1967
Production: 22,940
Coupe: 14,436
Convertible: 8,504
Engines:
L79 327 V8 300 hp @ 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 lb-ft @ 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.
Perfomance:
L88: 1/4 mile in 12.8 seconds at 180 km/h.