While Duntov was developing an innovative new chassis for the 1963 Corvette, designers were adapting and refining the basic look of the racing Sting Ray for the production model.

For the first time in the Corvette's history, wind tunnel testing influenced the final shape, as did practical matters like interior space, windshield curvatures, and tooling limitations.

[12] The first-ever production Corvette coupe sported a fastback body with a long hood and a raised windsplit that ran the length of the roof and continued down the back on a pillar that bisected the rear window into right and left halves.

The Sting Ray's interior carried a re-interpretation of the twin-cowl Corvette dash motif used since 1958, but a more practical one incorporating a roomy glovebox, an improved heater, and the cowl-ventilation system.

The independent rear suspension created by Duntov was derived from the CERV I concept, and included a frame-mounted differential with U-jointed half-shafts tied together by a transverse leaf spring.

A control arm extended laterally and slightly forward from each side of the case to a hub carrier, with a trailing radius rod mounted behind it.

The new model's front suspension would be much as before, with unequal-length upper and lower A-arms on coil springs concentric with the shocks, plus a standard anti-roll bar.

As before, the base and optional units employed hydraulic lifters, a mild camshaft, forged-steel crankshaft, 10.5:1 compression, single-point distributor, and dual exhausts.

[12] Corvette's designers and engineers – Ed Cole, Duntov, Mitchell, and others – knew that after 10 years in its basic form, albeit much improved, it was time to move on.

Duntov disliked the split rear window (which also raised safety concerns due to reduced visibility)[16] and it was discontinued in 1964, as were the fake hood vents.

[21] Driven by Junior Johnson, plagued by rain in the race, substitute driver Billy Krause finished third behind Paul Goldsmith's Pontiac Tempest and A. J. Foyt in another Corvette.

If enthusiast publications liked the first Sting Ray, they loved the 1964, though some writers noted the convertible's tendency to rattle and shake on rough roads.

[18][17] For its third season, the 1965 Corvette Sting Ray further cleaned up style-wise and was muscled up with the addition of an all-new braking system and larger power plants.

1965 styling alterations were subtle, confined to a smoothed-out hood now devoid of scoop indentations, a trio of working vertical exhaust vents in the front fenders that replaced the previous nonfunctional horizontal "speedlines," restyled wheel covers and rocker-panel moldings, and minor interior trim revisions.

1965 also added another 350 hp small block engine (Option L79) which used hydraulic rather than solid lifters, a milder camshaft and a modestly redesigned smaller oil pan.

Further, the light touching kept the rotors clean and did not diminish pad life, which was, in fact, quite high: a projected 57,000 mi (92,000 km) for the front brakes and about twice that distance for the rear binders.

Per pending federal regulation, there was also a dual master cylinder with separate fluid reservoirs (only on models with power brakes for 1965)[26] for the front and rear lines.

This happened for two reasons; to placate nervous insurance companies, and to allow the cars to qualify for lower NHRA brackets based on horsepower and weight.

[28] SAE Net Horsepower is measured with all accessories, air filters and factory exhaust system in place; this is the standard that all US automobile engines have been rated at since 1972.

The 1966 model's frontal appearance was mildly altered with an eggcrate grille insert to replace the previous horizontal bars, and the coupe lost its roof-mounted extractor vents, which had proven inefficient.

Changes were again modest: Five smaller front fender vents replaced the three larger ones, and flat-finish rockers sans ribbing conferred a lower, less chunky appearance.

Besides the lightweight heads and bigger ports, it came with an even hotter camshaft, stratospheric 12.5:1 compression, an aluminum radiator, small-diameter flywheel, and a single huge Holley four-barrel carburetor.

When the L88 was ordered, Chevy made several individual options mandatory, including Positraction, the transistorized ignition, heavy-duty suspension, and power brakes, as well as RPO C48, which deleted the standard heater and defroster to cut down on weight and discourage the car's use on the street.

With potential buyers anticipating the car's overdue redesign, sales for the Sting Ray's final year totaled 22,940, down over 5,000 units from 1966 results.

Chevy's small-block V8 – the most consistent component of past Corvette performance – was rated by the buff books to be even better in the Sting Ray.

The 1963 was noted to have an edge over past models in both traction and handling because the new independent rear suspension reduced wheel spin compared to the live-axle cars.

When GM management eventually withdrew their support of the ban, Duntov and his colleagues created "RPO Z06" as a special performance equipment package for the Corvette.

With factory exhaust manifolds, required to run the cars in the SCCA production classes, Chevrolet rated the engine at 360 hp (268 kW).

Also on display are a replica body and a spare 377 cubic inch engine, which were commissioned by the car's previous owner, Jim Jaeger, for participation in vintage racing without damaging the original components.

The ladder-type frame utilized large seamless steel tubular side members connected front and rear with crossmembers of about the same diameter tubes.