The Chevy Corvette Sting Ray for 1963 was a clean sheet design. Harley Earl’s first generation Corvettes, with their solid rear axle, had blazed the trail for General Motor’s American sports car, but it was time to make good on the performance promise.
The all-new Corvette was available in two different configurations: a convertible, and for the first time, a closed coupe. The Safety Girder X-Frame design of the first gen Corvettes was replaced by a perimeter-type frame that allowed the seats to sit down inside the frame instead of sitting on top of it, allowing for much more headroom. Bodywork had styling cues taken from the XP-755 Mako Shark concept car. The body featured a center spine that started at the top of the windshield on coupes and at the leading edge of the rear deck on convertibles that mimicked that of a stingray. Other design cues included pontoon-style fenders, wing windows on either side of the windshield, a gas filler door located in the center of the rear deck, and hidden headlights. The rear suspension was fully independent with a transverse leaf spring, resulting in a much-improved ride and superior handling.
By 1965, the Chevy Corvette had evolved into a more functional design. The mock side vents had become three functional “gills” that allowed hot air to exit the engine compartment, the fake hood grilles were gone and the hood had been smoothed, and the grille bars were black with a polished frame (1965 is the only year with this touch, making them easy to spot). Inside, gauge faces were still black, but were flattened. The center stack panel was painted rather than vinyl covered. The seats had been redesigned for better support, the door panels had integrated armrests, and a power antenna became standard equipment for cars equipped with radios.
The 1965 Chevy Corvette benefitted from a host of mechanical changes, as well. Four-wheel disc brakes supplanted the previous year’s four-wheel drums, though you could still order the drums for a $64.50 credit (only 316 1965 Corvettes were so equipped. Another first was the availability of a Big Block engine in the guise of Chevy’s Mark IV 396 cubic-inch Big Block engine that produced an impressive 425 horsepower. Selecting the Big Block option included a hood with a large power bulge in the center for the increased height of the intake and carb. The 396 would be a single-year engine, with 2,157 rolling off the line in St. Louis. In 1966, the 396 would be replaced by the Mark IV 427.
Our feature 1965 Chevy Corvette coupe is finished in Goldwood Yellow over a black interior. It is powered by its numbers-matching 396 cubic-inch Mark IV Big Block backed by the original Muncie M20 four-speed transmission. It is equipped with power windows, AM-FM radio, tinted glass, transistorized ignition, and N14 Side Mount Exhaust. The Corvette has been the subject of a comprehensive rotisserie restoration resulting in numerous awards and trophies including a Bloomington Gold Certification, Multiple NCRS Top Flight wins, an NCRS Performance Verification, Duntov Mark of Excellence, Chevy Vettefest Gold Spinner, and a Triple Crown.
The sale of this 1965 Chevy Corvette coupe included the original window sticker and dealer deliver paperwork, Protect-O-Plate, order form, NCRS Shipping Data Report, all awards, judging sheets, and restoration photos.
This stunning 1965 Chevy Corvette sold for $313,500 including fees at the Mecum Auctions Kissimmee, Florida event January 4th through the 15th.
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Comments
Love to own that one
Repeat… NICE … Beautiful colour, but have my car already !
This is a gorgeous example of the timeless appeal of the second generation Corvette ~ the “Sting Ray”.
‘Always loved the C2 roadster design better… but then ~ I just love top-down cruising!
My first Corvette was a C2… a ’66 Silver Pearl roadster with matching silver interior that extended to the carpets, door panels, dual-cowl dashboard and coves, and even the seatbelts… it was truly ALL silver… which I loved because I have never, ever seen another one like it! The folding top was black ~ even though I’d have preferred white because I lived in the Deep South of the USA — and white (when the top had to be up) was much cooler.
My favorite Corvette generation remains the C2. I’ve owned others, but nothing has ever matched my first C2.
The C2 is my favorite Corvette Stingray. One of my favorite toys as a kid was the Corvette truck transporter that came with red, and yellow Stingrays. The C2 Stingray, a timeless masterpiece.
Always liked the big block good scoop. Most seem to like the ’67 Stinger type?
What was cool on the ’65 and ’66 Big block hood was you could actually open up the vents on the sides of the hood bulge by disassembly and retaining the trim. The author claiming the IRS on the C2 was actually “fully independent” has no idea how the transverse leaf spring meant it really wasn’t fully independent.
Recall the CAR & DRIVER review and test of the ’66 ‘Vette with the 427…… They said for 1966 that Chevy had lightened the car by “removing 31 cubic inches of metal by changing the engine from a 396 to a 427” ! They also said that, at last, the 427 made the Corvette feel like a lightweight sports car and nailed it…..except the Big Block did cause more understeer due to increased weight.
Two Stupid people (there are a lot of you out there) voting thumbs down obviously never owned a ’64 C2 with the 327/300 and then, two years later, owned a ’66 roadster with the 427/425 for comparison. In other words that even you clueless five year old down-voters can understand…..you have no first hand experience but are nothing but blow-hards.
I had a customer with one of these long ago. Maroon in color and the 4 and a quarter big block. Sweet cars. I was the only one he would let touch it.
So when did the exhaust pipes exit through the panel below the rear bumper?
Original equipment on any C2 Vette that was not ordered with the side exhaust.
Reminds me of the “shop car” we had at a Corvette Shop I worked in as part of my high school day. I used to LOVE to run get parts from the dealer! I had a 91 in Germany for a few years when I was stationed there and certainly loved it too (could get to 165 mph on a few stretches of the autobahn), but that 65 still holds a special place in my heart.