After two years of development, Mitchell and his team began in 1959 to shape what would become the final version of the next-generation
Corvette. Among the stylists was Larry Shinoda, who would later gain fame with Ford as the creator of the high-performance Mustang "Boss" cars. By then the decision was made to produce both coupe and convertible versions of the Sting Ray, a name borrowed from an earlier Corvette show car.
The Sting Ray was unique for many reasons, including the complete absence of a trunk. Instead, limited space behind the seats was the only area available for luggage or cargo.
As a final flourish, Mitchell insisted that the rear window glass be divided in two, despite the fact that Zora Arkus-Duntov and others objected contending that the bar through the middle hindered rear vision. Mitchell eventually won the argument, and the "split-window" stayed.
Underneath Sting Ray's seductive bodywork was a ladder-type frame and independent rear suspension, the first time such a setup had ever been offered on an American-based production car.
The 'Vette's 327 cubic-inch V8 engine, available in four horsepower ratings from 250-360 (the latter being the rare fuel-injected version), carried over
unchanged from the 1962 model. It was positioned well back of the front wheels, creating nearly equal fore-and-aft weight distribution. Combined with beefier brakes and a leading-edge chassis (one that would be used for nearly 20 years) and suspension, the new Corvette could run circles around the previous model.
The completely revamped 1963 Sting Ray reached Chevrolet dealer showrooms in the fall of 1962, causing an immediate sensation. By the end of its inaugural season, more than 21,500 had been sold, almost equally split (pun intended) between coupes and convertibles.
The following year, the hardtop's split rear window was replaced by a one-piece design, a feature that would remain through to the end of the car's production run in 1967.
In the end, Mitchell fought a losing battle to keep his original windows, claiming that changing it "spoiled the whole car." But split-window or not, the Sting Ray's sophisticated looks and awesome power would forever change the public's perception of the Corvette.
Love it or hate it, the shark-inspired '63 Sting Ray represents but one significant turning point in Corvette's rich half-century heritage.
 |
| 1963 Chevrolet Corvette (Photo: General Motors) |
The Sting Ray was unique for many reasons, including the complete absence of a trunk. Instead, limited space behind the seats was the only area available for luggage or cargo.
As a final flourish, Mitchell insisted that the rear window glass be divided in two, despite the fact that Zora Arkus-Duntov and others objected contending that the bar through the middle hindered rear vision. Mitchell eventually won the argument, and the "split-window" stayed.
Underneath Sting Ray's seductive bodywork was a ladder-type frame and independent rear suspension, the first time such a setup had ever been offered on an American-based production car.
The 'Vette's 327 cubic-inch V8 engine, available in four horsepower ratings from 250-360 (the latter being the rare fuel-injected version), carried over
 |
| 1963 Chevrolet Corvette (Photo: General Motors) |
The completely revamped 1963 Sting Ray reached Chevrolet dealer showrooms in the fall of 1962, causing an immediate sensation. By the end of its inaugural season, more than 21,500 had been sold, almost equally split (pun intended) between coupes and convertibles.
The following year, the hardtop's split rear window was replaced by a one-piece design, a feature that would remain through to the end of the car's production run in 1967.
In the end, Mitchell fought a losing battle to keep his original windows, claiming that changing it "spoiled the whole car." But split-window or not, the Sting Ray's sophisticated looks and awesome power would forever change the public's perception of the Corvette.
Love it or hate it, the shark-inspired '63 Sting Ray represents but one significant turning point in Corvette's rich half-century heritage.
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