CORVETTE IN THE ‘60s
ENGINE 5340cc/V8/OHV POWER 360bhp@6000rpm TORQUE 352lb ft@4000rpm MAX SPEED 142mph 0-60MPH 5.9sec FUEL CONSUMPTION 12-18mpg TRANSMISSION RWD, four-speed manual
Bill Mitchell restyled the Corvette shortly after Paul’s C1 was made with scalloped sides, while Zora ArkusDuntov gave it the power the American public was demanding courtesy of a 265ci V8, plus a standard three-speed manual gearbox. It was at this point that the Corvette’s sports car legend truly began.
Fast-forward to the turn of the decade and with performance no longer an issue, it was the chassis and running gear that needed revisions to put the ‘Vette on a level playing field with its conisderable number of European rivals.
This new Corvette, known as the Sting Ray, boasts independent rear suspension. It’s not dissimilar from Jaguar’s legendary IRS, the main differences being that it uses a leaf spring in place of coils and trailing links instead of radius arms. It provides incredibly stable cornering and while firm, it dampens irregularities in the road surprisingly well.
The Sting Ray name was borne from the all-out race C1, known as the SS (Stingray Special). Penned by Peter Brock (who later designed the Shelby Daytona coupé), his design formed the basis of the Larry Shinodadesigned C2 production car.
Although undoubtedly American in its styling, the overall shape is not unlike Ferraris of the era, particularly in side-profile, and hints at the aspirations Mitchell had for the Corvette – a stunning, high-quality sports car warranting its considerable premium. At £3432, the Corvette was more than four times the price of an MGB.
The introduction of the C2 also gave buyers the choice between a convertible and a fastback coupé. Kevin Marshall’s car offers the best of both thanks to its clever hard-top – complete with the attractive splitwindow styling, seen only on the ’63 coupés.
The second-generation Corvette was also extensively updated inside, with its sleek, airy cabin boasting leather seats and a dashboard with futuristic black-faced circular gauges. It exudes quality too, and feels incredibly well made.
Unsurprisingly, power from the Rochester fuel injection 325ci doesn’t disappoint, while the engine note dominates proceedings, building to an almost turbine-like howl in the higher reaches of the rev range. Aiding forward progress greatly is the lovely all-synchro four-speed manual transmission, allowing you to exploit the available performance far more effectively than with a slush ‘box.
Snatch changes can be achieved easily without baulking, and is so light as to make it near-effortless in use. Of course, the huge reserves of torque allow the Sting Ray to pull away in almost any gear, so stirring the ‘box is an exercise in keeping the engine on cam, rather than an essential part of accessing its performance potential.
Similarly, the power-assisted steering is not overly light, remaining feelsome throughout and requiring only minimum inputs at the wheel. The brakes behind those aluminum knock-off wheels remain drums allround, though they work well enough.
This feels like a true sports car, then – exciting to look at and involving to drive. Moreover, it’s almost ornate in its details and the power on tap verges on the extreme.