CORVETTE C2 1963-67
WITH THE BIG 396-CUBE ENGINE UNDER THE BONNET THE CORVETTE FINALLY HAD PERFORMANCE TO MATCH THE BRIT INVADER, THE XK-E
The Corvette Sting Ray that appeared in 1962 might have looked inter-galactic but it arrived 18 months too late to shock the sports-car market like no other design in history. That accolade had gone to Jaguar’s E Type and the new ‘Vette was destined to always stand in its shadow.
General Motors’ first all-new sports car in a decade was based on a ‘design exercise’ by Corvette creator Harley Earl. That original Sting Ray was displayed in 1959; a low, open-topped projectile with knife-edge styling and ‘pods’ above each wheel. Exhausts that ran below the doors would become a feature of the production car.
Just one engine was initially available, a 5.3-litre V8 with single four-barrel induction or fuel injection. Transmission was manual with three or four speeds and brakes all-drum. Automatic transmission became available from 1964 and a year later the Corvette matched Jaguar by including all-disc braking.
In a throwback to pre-World War 2 suspension design, the independent rear end incorporated a transversely-mounted leaf spring. It owed its existence to the sheer impracticality of the C2 design which left no space between the steel frame and fibreglass body for coils.
GM convention at the time decreed that cars of the Corvette’s weight couldn’t have engines larger than 400 cubic inches (6.6 litres). In order to ‘legally’ offer a big-block, the 7.0-litre 427 was downsized to 396 cubic inches before being slotted into the 1965 Corvette. Finally, Chevrolet had an E Type eater.
New in 1966, a 396-engined Corvette four-speed cost US$5200. At that price it was $200 less than the less-powerful open-top Jaguar and almost $2000 cheaper than Carroll Shelby’s uncompromising 7.0-litre Cobra.
The low price was illusory though. Power steering added $95, electric windows $59 and leather trim $79. Add an AM/FM radio costing $199 and the ‘drive-away’ price quickly climbed beyond $6000.
By 1967 and with a completely reshaped ’Vette on the horizon, there wasn’t much point in changing an already good thing. New slotted wheels were added and some embellishments removed for a cleaner look. The ban on engines above 400 cubes was gone too, so the last ‘street’ C2s offered two versions of the 7.0-litre 427. There was also a vicious race-spec L88.
Brand new C2 Corvettes were rarely sighted on Australian roads. On the occasions one did arrive it was usually a special dealer order and spent the weeks before being delivered enticing curious customers through the doors of Holden dealerships. Few of those original imports have survived and maybe that’s no bad thing. Right-hand drive conversions back then employed techniques that would never pass inspection under current engineering standards.
Choosing a car with its steering wheel still on the left will maintain the car’s original dynamics and ensure that things like the heater trunking haven’t been butchered.
C2s have increased in value faster than any other Corvette series. A decade ago the money being sought for a 396-engined coupe in good condition sat between $55,000 and $70,000. Today those cars will sell for more than $100,000 and it is possible to pay $200,000 for an excellent ‘427/435’ Roadster (427 cubic inches developing 435 horsepower) with four-speed transmission.