Chrysler 300F(1960)

The 1960 300F introduced a new, higher power 413 cu in (6.8 L) Wedge engine delivering 375 hp (280 kW) in standard form. To boost power at lower and mid rpms, a special "cross-ram" intake manifold was derived. Instead of the normal V8 engine central intake manifold with carburetor(s) on top, the cross-ram consisted of two pairs of 30 in (760 mm) long tuned pipes that criss-crossed so that each set fed the opposite side of the engine. The carburetors and air cleaners hung off the sides of the engine over the fender wells. These long tubes were tuned so that resonances in the column of air helped force air into the cylinders at those engine speeds. Also new were four individual, leather bucket seats with a full length console from dash to rear seatback.

A special 400 hp (300 kW) "short ram" version was produced for competition; in this, the tuned portion of the stacks was only 15 in (380 mm) long (though the overall tube length remained at 30"), so that the resonant effect was produced at higher engine speeds. Only 15 "short ram" cars were produced; these were also fitted with the exotic but often troublesome French Pont-a-Mousson 4-speed manual transmissions developed for the Chrysler-powered Facel Vega. Approximately 4 of these "Special GTs" are known to exist, including one convertible and one with air conditioning; it is believed that 15 were originally produced.

The bodywork was also redone for 1960, using Chrysler's new lightweight unibody construction and given sharper-edged styling with outward-tilting fins that were visually separated from sides. The "toilet seat" trunk lid contributed to a demeaning opinion of the 300F and was done away with after this one year of production.
Sales increased to 969 coupes and 248 convertibles.

Alfa Romeo 1750

The Alfa Romeo 1750/2000 was a medium-priced range of cars presented in 1967 by Alfa Romeo.
The 1750 Berlina sedan was introduced in 1967, together with the 1750 GTV coupe and 2000 Spider. The 1750 models replaced the earlier 2600 Berlina, Sprint and Spider at the top of the Alfa Romeo range. In contrast to the 2600s, the 1750s were smaller and much less expensive, shared many parts with other concurrent models in the Alfa Romeo range, and sold many more units during their production span.

The 1750 Berlina was based on the existing Giulia sedan, which continued in production. The 1750 was meant to top the sedan range, above the 1300 cc and 1600 cc versions of the Giulia. In the United States, however, the Giulia sedan ceased to be available and was entirely replaced by the 1750 Berlina.
The 1750 bodyshell had a longer wheelbase than the Giulia, and revised external panels, but it shared many of the same internal panels. The windscreen was also the same.

The sedan's body shape, designed by Bertone, resembled the Giulia, but with some of that vehicle's distinctive creases smoothed out, and with significant changes to the trim details. The car had 1779 cc twin-carb engine and hydraulic clutch. The 1.8 L engine produced 118 PS (87 kW; 116 hp) with two twin sidedraught carburettors. For USA markets the 1750 was equipped with SPICA fuel injection.
In 1971, the 1750 Berlina was fitted with experimental 3-speed ZF automatic gearbox. The model designation was 1750A Berlina. About 249 units were produced with very few surviving to this day. Some of 1750A Berlina didn't have the model plate with production date embossed. The automatic gearbox wasn't well-suited to the four-cylinder motor due to baulky shifting and ill-chosen gear ratio. Because of this, its fuel consumption was frighteningly high and acceleration was a bit too slow.
In mid 1971 the 1750 series was replaced with the 2000 series.

Version	Year of production	Production nro
1750 Berlina series 1	1968–1969	49.987
1750 Berlina series 2	1969–1971	40.759
1750 Berlina Injection	1969–1971	11.137
1750A Berlina	1971	249
2000 Berlina	1971–1977	89.840
Total Note:Unofficial data		191.972

2000

2000 series Berlina was made by Alfa Romeo between 1971-1977. Engine was bored and stroked out to 2.0 L . A different grill distinguishes 2000 from 1750. With two carburetors this 1962 cc Alfa Romeo Twin Cam engine produced 132 PS (97 kW; 130 hp). Top speed was 200 km/h (124 mph) and 0-100 km/h (62 mph) acceleration took 9 seconds. In USA this engine was equipped with mechanical fuel injection. Transmission was 5-speed manual (also 3-speed automatic on some versions). The 2000 Berlina was produced in 89,840 examples.

Jaguar E-Type

The Jaguar E-Type (UK) or XK-E (US) is a British automobile, manufactured by Jaguar between 1961 and 1975. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, more than 70,000 E-Types were sold during its lifespan.

In March 2008, the Jaguar E-Type ranked first in the Daily Telegraph's list of the "100 most beautiful cars" of all time.^[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.

Overview

The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".^{[citation needed]}
The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".

In addition, several limited-edition variants were produced:

• The "'Lightweight' E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors.
• The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray.

The New York City Museum of Modern Art recognised the significance of the E-Type's design in 1996 by adding a blue roadster to its permanent design collection, one of only six automobiles to receive the distinction.^[3]

Concept versions

E1A (1957)

After the company's success at the LeMans 24 hr through the 1950s, Jaguar's defunct racing department was given the brief to use D-Type style construction to build a road-going sports car, replacing the XK150.
It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)
The car featured a monocoque design, Jaguar's fully independent rear suspension and the well proved "XK" engine.
The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory.

E2A (1960)

Jaguar's second E-Type concept was E2A which, unlike the E1A, was constructed from a steel chassis with an aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground. E2A used a 3-litre version of the XK engine with a Lucas fuel injection system.
After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham. In 1961 the car returned to Jaguar in England to be used as a testing mule. Ownership of E2A passed to Roger Woodley (Jaguar's customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped. Roger's wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham's Quail Auction. It eventually sold for US$4,957,000

Motor sport

Bob Jane won the 1963 Australian GT Championship at the wheel of a "lightweight" E-Type.^[15]
The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2-litre 6-cylinder FHC racer in SCCA production series, and in 1980 won the National Championship in the SCCA C-Production Class, defeating a fully funded factory Nissan Z-car team with Paul Newman.

Lamborghini Miura

The Lamborghini Miura is a sports car produced by Italian automaker Lamborghini between 1966 and 1972. The car is widely considered to have begun the trend of high performance, two-seater, mid-engined sports cars.^[3] While the mid-engined layout had been used successfully in competition in cars such as the Ford GT40 and Ferrari 250 LM at Le Mans, the Miura was the first viable road car sporting the layout. At launch, it was the fastest production road car available.
The Miura was originally conceived by Lamborghini's engineering team, who designed the car in their spare time against the wishes of company founder Ferruccio Lamborghini, who showed a preference towards producing powerful yet sedate grand touring cars, rather than the racecar-derived machines produced by local rival Ferrari. When its rolling chassis was presented at the 1965 Turin auto show, and the prototype P400 debuted at the 1966 Geneva show, the car received a stellar reception from showgoers and motoring press alike, who were impressed by Marcelo Gandini's sleek styling as well as the car's revolutionary design.

As Lamborghini's halo car, the Miura received periodic updates and remained in production until 1972, and was not replaced in the automaker's lineup until the Countach entered production in 1974, amidst tumultuous financial times for the company.
During 1965, Lamborghini's three top engineers, Gian Paolo Dallara, Paolo Stanzani, and Bob Wallace put their own time into the development of a prototype car known as the P400. The engineers envisioned a road car with racing pedigree; a car which could win on the track and be driven on the road by enthusiasts. The three men worked on the car's design at night, hoping to sway Lamborghini from the opinion that such a vehicle would be too expensive and would distract from the company's focus. When finally brought aboard, Lamborghini allowed his engineers to go ahead, deciding that the P400 was a potential marketing tool, if nothing more.
The car featured a transversely-mounted mid-engine layout, a departure from previous Lamborghini cars; the V12 was also unusual in that it was effectively merged with the transmission and differential, reflecting a lack of space in the tightly-wrapped design. The rolling chassis was displayed at the Turin Salon in 1965; impressed showgoers placed orders for the car despite the lack of a body to go over the chassis.

Bertone was placed in charge of styling the prototype, which was finished just days before its début at the 1966 Geneva motor show. Curiously, none of the engineers had found time to check if the engine fit inside its compartment; committed to showing the car, they decided to fill the engine bay with ballast, and keep the hood locked throughout the show, as they had three years earlier for the début of the 350GTV. Sales boss Sgarzi was forced to turn away members of the motoring press who wanted to see the P400's power plant. Despite this setback, the car was the star of the show, making stylist Marcello Gandini a star in his own right.

The favourable reaction at Geneva meant the P400 was to go into production by the following year, under a different name, Miura. The name along with the company's newly created trade-mark badge were taken from a type of fighting bull.^[4] The Miura gained a worldwide audience of automotive enthusiasts when it was chosen for the opening sequence of The Italian Job (original 1969 version). In press interviews of the time company boss Ferruccio Lamborghini was reticent about his precise birth date, but stressed that he was born under the star sign Taurus.^[4]
Early Miuras, known as P400s (for Posteriore 4 litri), were powered by a version of the 3.9 L Lamborghini V12 engine used in the 400GT at the time, only mounted transversely and producing 350 PS (260 kW; 350 hp). About 474 P400s were produced between 1966 and 1969 - a success for Lamborghini despite its then-steep $20,000 USD price (approx. $114,000 in today's terms).
Taking a cue from the Mini, Lamborghini formed the engine and gearbox in one casting and they shared common lubrication until the last 96 SVs, which used a limited slip differential requiring appropriate oil.

It has been reported, but not confirmed, the first 125 Miuras were built of 0.9mm steel and are therefore a bit lighter than later cars. All cars had steel frames and doors with aluminum front and rear skinned body sections.The P400S Miura, also known as the Miura S, made its introduction at the Turin Motorshow in November 1968, where the original chassis had been introduced 3 years earlier. It was slightly revised from the P400, including newly added power windows, bright chrome trim around external windows and headlights, new overhead inline console with new rocker switches, engine intake manifolds made 2mm larger, different camshaft profiles, and notched trunk end panels (allowing for slightly more luggage space). Engine changes were reportedly good for an additional 20 PS (15 kW; 20 hp). Other revisions were limited to creature comforts, such as a locking glovebox lid, reversed position of cigarette lighter and windshield wiper switch, and single release handles for front and rear body sections. Other interior improvements included the addition of power windows and optional air conditioning, available for $800. About 140 P400S Miura were produced between December 1968 and March 1971. One S #4407 was owned by Frank Sinatra.

The last and most famous Miura, the P400SV or Miura SV featured different cam timing and altered carburetors. These gave the engine an additional 15 PS (11 kW; 15 hp), to 385 PS (283 kW; 380 hp). The last 96 SV engines included a limited slip differential which required a split sump. The gearbox now had its lubrication system separate from the engine, which allowed the use of the appropriate types of oil for the gearbox and the engine. This also alleviated concerns that metal shavings from the gearbox could travel into the engine with disastrous and expensive results.
The SV can be distinguished from its predecessors from its lack of "eyelashes" around the headlights, wider rear fenders to accommodate the new 9-inch-wide (230 mm) rear wheels and Pirelli Cinturato tires, and different taillights. 150 SVs were produced.
There was a misprint in the SV owners manual indicating bigger intake valves in English size (but correct size in metric). The intake and exhaust valves in all 4 liter V12 Lamborghini remained the same throughout all models. This intake size misprint carried forward into Espada 400GT and Countach LP400/LP400S owners manuals as well.

Roadster

Another one-off, the Miura Roadster (actually more of a targa-model, but without any removable roof) was built by Bertone as a show car. Based on a P400, it was first shown at the 1968 Brussels Auto Show. After having been exhibited at several auto salons the car was sold to the International Lead Zinc Research Organization (ILZRO) who turned it into a display-vehicle showcasing the possibilities of using zinc alloys in cars. The car was named the ZN75. A few other Miuras have had their tops removed, but this Bertone Miura Roadster was the only factory open-top Miura.
In 2006 the ZN75 was purchased by New York City real estate developer Adam Gordon. Gordon had Bobilff Motorcars in San Diego, California return the car to its original Bertone Roadster form. The restored car was first shown in August 2008 at the Pebble Beach Concours d'Elegance.

2006 Miura concept

The 2006 concept car.

Main article: Lamborghini Miura concept

A retro-styled Lamborghini Miura concept car was presented at the American Museum of Television & Radio on January 5, 2006 alongside the Los Angeles Auto Show, though it was not present at the show itself. Instead, the Miura concept car officially debuted at the North American International Auto Show two weeks later. It was the first design to be penned by Lamborghini design chief, Walter de'Silva, commemorating the 40th anniversary of the 1966 Geneva introduction of the original Miura.
Lamborghini president and CEO Stefan Winkelmann denied that the concept would mark the Miura's return to production, saying “The Miura was a celebration of our history, but Lamborghini is about the future. Retro design is not what we are here for. So we won’t do the Miura.”

Aston Martin DB5

The Aston Martin DB5 is a luxury grand tourer that was made by Aston Martin. Released in 1963, it was an evolution of the final series of DB4. The DB series was named honouring David Brown (the head of Aston Martin from 1947–1972).

The DB5 is famous for being the first and most recognised cinematic James Bond car.^[4] It has been featured in several films, most notably Goldfinger, Thunderball, GoldenEye, Tomorrow Never Dies, and Casino Royale. It was also used by actor Roger Moore, as he played a James Bond parody character in the film The Cannonball Run. It appears in several video games such as 007 Racing, James Bond 007: Agent Under Fire, From Russia with Love, and James Bond 007: Blood Stone. In the 2011 movie "Cars 2" a stylized version of the Aston Martin DB5 becomes the spy character, Finn McMissile.
The principal differences between the DB4 and DB5 are:

1. The all-aluminium engine was enlarged from 3.7 L to 4.0 L,
2. A new robust ZF five-speed transmission
3. Three SU carburettors, producing 282 bhp (210 kW), propelling the car to 145 mph (233 km/h): this engine, available on the Vantage (high powered) version of the DB4 since March 1962, became the standard Aston Martin power unit with the launch in September 1963 of the DB5.^[3]

Standard equipment on the DB5 included reclining seats, wool pile carpets, electric windows, twin fuel tanks, chrome wire wheels, oil cooler, magnesium-alloy body built to superleggera patent technique, full leather trim in the cabin and even a fire extinguisher. All models had 4 seats and 2 doors. The UK recommended list price of the sports saloon (coupe) in December 1963 was £4,248 including Purchase Tax, the convertible was £4,562.
Standard coupe:^[1]

• Engine: 3,995 cc (243.8 cu in) Inline-6
• Power: 282 bhp (210 kW) at 5500 rpm
• Torque: 288 lb·ft (390 N·m) at 3850 rpm
• Weight: 1,502 kg (3,310 lb)
• Top Speed: 145 mph (233 km/h)
• 0–60 mph (97 km/h) Acceleration: 7.1 s

Performance data from Motor magazine road test, 6 February 1965.

DB5 Vantage

The high-performance DB5 Vantage was introduced in 1964 featuring three Weber twin-choke 45DCOE side-draft carburettors and revised camshaft profiles, delivering greater top-end performance at the expense of overall flexibility, especially as legendary Weber's are renown as 'full-throttle' devices. This engine produced 314 hp (234 kW). Only 65 DB5 Vantage coupés were built.James Bond's DB5

The Aston Martin DB5 is one of the most famous cars in the world thanks to Oscar winning special effects genius (also known as 'the Real Q') (1964). Although in the novel, the DB5 was the company's newest model when the film was being made. The car used in the film was the original DB5 prototype, with another standard car used for stunts. Two more modified cars were built for publicity tours after the film's release. In January 2006, one of those cars was auctioned in Arizona for US $2,090,000. The same car was originally bought in 1970 for £5,000 from the owner, Sir Anthony Bamford, by a Tennessee museum owner.The other car is located in the Netherlands in the Louwman Museum, and this car was mainly used for promoting the movie.

Within the universe of James Bond, the same car was used again in the following film, Thunderball (registration BMT 216A), a year later. A different Aston Martin DB5 (registration BMT 214A) was used in the 1995 Bond film, GoldenEye in which three different DB5s were used for filming. The BMT 214A also returned in Tomorrow Never Dies (1997), and was set to make a cameo at Castle Thane in The World Is Not Enough (1999), but the scene was cut. Yet another DB5 appeared in Casino Royale (2006), this one with the steering wheel on the left side versus the previous British versions.
The first DB5 prototype used in Goldfinger with the chassis number DP/216/1 was later stripped of its weaponry and gadgetry by Aston Martin and then resold. It was then retrofitted by subsequent owners with nonoriginal weaponry. The Chassis DP/216/1 DB5 was stolen in 1997 from its last owner in Florida and is currently still missing.[8]
A highly detailed 1:24 scale die-cast model with many working features was produced as a limited edition by the Danbury Mint. A highly detailed kit was also produced by Airfix between 1966 and 1970.[9]
In January 2011 a 1/8 scale model was released by part work magazine publisher GE Fabbri in the UK. Over 85 weekly parts, the model builds into one of the biggest 007 scale models to date, with working gadgets and lights. [2]
On 1 June 2010, RM Auctions announced the upcoming auction of a DB5 used in Thunderball and Goldfinger. The owner – Jerry Lee, President/Owner of WBEB Radio in Philadelphia, PA- originally bought the car from the Aston Martin company for $12,000 in 1969, and it was expected to reach a price of $5,000,000 (US).[10] At the auction, this famous DB5 was eventually sold for 2,600,000 GBP ($4,103,000 US).

Use in popular culture An Aston Martin DB5 appeared in heavily stylized form as 'Finn McMissile', a British secret agent voiced by Michael Caine in the 2011 Pixar film Cars 2. The car character was an homage to the Bond DB5.

1965 DB5 Vantage convertible

DB5 convertible

Just 123 convertible DB5s were produced, though they never used the typical "Volante" name, which only commenced with DB6 models. The convertible was offered from 1963 through to 1965. Only 19 of the 123 DB5 Convertibles made were left-hand drive.

Ferrari 250 GTO

The Ferrari 250 GTO is a GT car which was produced by Ferrari from 1962 to 1964 for homologation into the FIA's Group 3 Grand Touring Car category.

The numerical part of its name denotes the displacement in cubic centimeters of each cylinder of the engine, whilst GTO stands for "Gran Turismo Omologata",^[1] Italian for "Grand Touring Homologated."
When new, the GTO commanded an $18,000 purchase price in the United States, and buyers had to be personally approved by Enzo Ferrari and his dealer for North America, Luigi Chinetti.

36 cars were made in the years '62/'63. In 1964 'Series II' was introduced, which had a slightly different look. Three such cars were made, and four older 'Series I' were given a 'Series II' body. It brought the total of GTOs produced to 39.
In 2004, Sports Car International placed the 250 GTO eighth on a list of Top Sports Cars of the 1960s, and nominated it the top sports car of all time. Similarly, Motor Trend Classic placed the 250 GTO first on a list of the "Greatest Ferraris of all time".
The 250 GTO was designed to compete in GT racing. It was based on the 250 GT SWB. Chief engineer Giotto Bizzarrini installed the 3.0 L V12 engine from the 250 Testa Rossa into the chassis from the 250 GT SWB and worked with designer Sergio Scaglietti to develop the body. After Bizzarrini and most other Ferrari engineers were fired in a dispute with Enzo Ferrari, development was handed over to new engineer Mauro Forghieri, who worked with Scaglietti to continue development of the body, including wind tunnel and track testing. Unlike most Ferraris, it was not designed by a specific individual or design house.
The rest of the car was typical of early-1960s Ferrari technology: hand-welded tube frame, A-arm front suspension, live-axle rear end, disc brakes, and Borrani wire wheels. The Porsche designed five-speed gearbox was new to Ferrari GT racing cars; the metal gate that defined the shift pattern would become a tradition that is still maintained in current models. The interior was extremely basic, to the point where a speedometer was not installed in the instrument panel. Many of its switches came from the Fiat 500.^{[citation needed]}

Racing

FIA regulations as they applied in 1962 required at least one hundred examples of a car to be built in order for it to be homologated for Group 3 Grand Touring Car racing.^[2] However, Ferrari built only 39 250 GTOs (33 of the "normal" cars, three with the four-litre 330 engine sometimes called the "330 GTO" - recognizable by the large hump on the hood - and three "Type 64" cars, with revised bodywork). Ferrari eluded FIA regulations by numbering its chassis out of sequence, using jumps between each to suggest cars that didn't exist.^[3]
The car debuted at the 12 Hours of Sebring in 1962, driven by American Phil Hill (the Formula One World Driving Champion at the time) and Belgian Olivier Gendebien. Although originally annoyed that they were driving a GT-class car instead of one of the full-race Testa Rossas competing in the prototype class, the experienced pair impressed themselves (and everyone else) by finishing 2nd overall behind the Testa Rossa of Bonnier and Scarfiotti.

Ferrari would go on to win the over 2000cc class of the FIA's International Championship for GT Manufacturers in 1962, 1963 and 1964,^[4] the 250 GTO being raced in each of those years.
The 250 GTO was one of the last front-engined cars to remain competitive at the top level of sports car racing. Before the advent of vintage racing the 250 GTO, like other racing cars of the period, passed into obsolescence. Some were used in regional races, while others were used as road cars.

Ferrari 250 GT California

Collectibility

From the late 1970s to the late 1980s, classic car values rose rapidly and the 250 GTO, touted as the Ferrari that most successfully embodies the salient traits of the marque, became the most valuable of all Ferraris.
According to an anonymously authored article in Times Online, a 250 GTO seized by the FBI from a convicted drug dealer was sold in a sealed auction in 1988 for approximately $2 million.^[5] In 1989, at the peak of the boom, a 250 GTO was sold to a Japanese buyer for $14.6 million plus commission.^[6] By 1994 that example changed hands for about $3.5 million.^[6] In 2008, a British buyer^[7] bought a 250 GTO that formerly belonged to Lee Kun-hee of Samsung Electronics^[8] at an auction for a record £15.7 million.^[9] In May 2010, BBC Radio 2 DJ Chris Evans bought chassis number 4675 GT for £12 million.^[10]
Scarcity and high monetary values led to the creation of several replica 250 GTOs on more common Ferrari chassis. Misrepresentations of the original cars, offered for sale at full market value, have been reported.
However the values of legitimate high-demand Ferrari models have continued to rise through the present decade.

 

Chevrolet Corvette second generation

This in my opinion is must be in top ten most beautiful cars ever made.The Chevrolet Corvette is a sports car by the Chevrolet division of General Motors that has been produced in six generations. The first model, a convertible, was designed by Harley Earl and introduced at the GM Motorama in 1953 as a concept show car. Myron Scott is credited for naming the car after the type of small, maneuverable warship called corvette.^[1] Originally built in Flint, Michigan and St. Louis, Missouri, the Corvette is currently built in Bowling Green, Kentucky and is the official sports car of the Commonwealth of Kentucky. The National Corvette Museum documents the car's worldwide history and hosts the annual event.

Second generation-C2 (1963–1967)he second generation Corvette referred to as mid-years was designed by Larry Shinoda with major inspiration from a previous concept design called the "Q Corvette" by Peter Brock and Chuck Pohlmann under the styling direction of Bill Mitchell. The design had several inspirations. The first was the contemporary Jaguar E-Type, one of which Bill Mitchell owned and enjoyed driving frequently. Mitchell also sponsored a car known as the "Mitchell Sting Ray" in 1959 because Chevrolet no longer participated in factory racing. This vehicle had the largest impact on the styling of this generation, although it had no top and did not give away what the coupe would look like. The third inspiration was a Mako Shark Mitchell had caught while deep-sea fishing.

Production started for the 1963 model year and ended in 1967. Introducing a new name, "Sting Ray", the 1963 model was the first year for a Corvette coupe and it featured a distinctive tapering rear deck (a feature that reappeared on the 1971 "Boattail" Buick Riviera) with, for 1963 only, a split rear window. The Sting Ray featured hidden headlamps, non-functional hood vents, and an independent rear suspension.^[2] Duntov never liked the split rear window because it blocked rear vision, but Mitchell thought it to be a key part of the entire design. Maximum power for 1963 was 360 bhp (270 kW) and was raised to 375 bhp (280 kW) in 1964. Options included electronic ignition, the breakerless magnetic pulse-triggered Delcotronic first offered on some 1963 Pontiac models.^[3] On 1964 models the decorative hood vents were eliminated and Duntov got his way with the split rear window changed to a full width window.

1965 Corvette Sting Ray Coupe

Four-wheel disc brakes were introduced in 1965, as was a "big block" engine option, the 396 cu in (6.49 L) V8. Side exhaust pipes were also optional in 1965 and continued through 1967. The introduction of the 425 bhp (317 kW) 396 cu in (6.49 L) big block in 1965 spelled the beginning of the end for the Rochester fuel injection system. The 396 cu in (6.49 L) option cost US$292.70 while the fuel injected 327 cu in (5.36 L) engine cost US$538.00. Few people could justify spending US$245.00 more for 50 bhp (37 kW) less, even if the FI cars offered optional bigger brakes not available on carbureted models.^[2] With only 771 fuel-injected cars built in 1965, Chevrolet discontinued the option the following year. Chevrolet would up the ante in 1966 with the introduction of an even larger 427 cu in (7.00 L) Big Block version, creating what would be one of the most collectible Corvettes ever. Other options available on the C2 included the Wonderbar auto-tuning AM radio, AM-FM radio (mid 1963), air conditioning (late 1963), a telescopic steering wheel (1965) and headrests (1966).

1967 Corvette Sting Ray Convertible

1967 was the final year for the C2 generation. It featured restyled fender vents, less ornamentation and the first use of all four taillights in red; back-up lamps were now rectangular, centrally located. (The all-four red taillight treatment continued on the first C3 in 1968 only and returned on the first C4 in 1984, continuing on all Corvettes since). 1967 had the first L88 engine option which was rated at 430 bhp (320 kW), but unofficial estimates place the actual output at 560 bhp (420 kW) or more.^[4] Only twenty such engines were installed at the factory. From 1967 (to 1969), the Holley triple two-barrel carburetor, or Tri-Power, was available on the 427 L89 (a US$368 option, on top of the cost for the high-performance 427).^[5] Despite these changes, sales slipped over 15%, to 22,940 (8,504 coupes, off close to 15%, and 14,436 convertibles, down nearly 19%).^[6]

1969 third gen.Corvette

Corvette chief engineer Zora Arkus-Duntov came up with a lightweight version of the C2 in 1962. Concerned about Ford and what they were doing with the Shelby Cobra, GM planned 100 Grand Sport Corvettes but only five were built. They were driven by historic drivers such as Roger Penske, A. J. Foyt, Jim Hall, and Dick Guldstrand among others. Today the cars 001-005 are all held by private owners, and are among the most coveted and valuable Corvettes ever built.



The C3 was originally intended to be introduced for the 1967 model year; however, quality issues delayed its introduction until the following year.

Ferrari P series

The Ferrari P series were prototype sports cars in the 1960s and early 1970s.
Although Enzo Ferrari resisted the move even with Cooper dominating F1, Ferrari began producing mid-engined racing cars in 1960 with the Ferrari Dino-V6-engine Formula Two 156, which would be turned into the Formula One-winner of 1961.

Sports car racers followed in 1963. Although these cars shared their names (based on engine displacement) with road models, they were almost entirely dissimilar. The first Ferrari mid-engine in a road car did not arrive until the 1967 Dino, and it was 1971 before a Ferrari 12-cylinder engine was placed behind a road-going driver in the 365 GT4 BB.

250 P

The 250 P was a Prototype racer produced in 1963, winning the 12 Hours of Sebring, 1000 km Nürburgring and the 24 Hours of Le Mans in that year. It was an open cockpit mid-engined design with a single-cam 3.0 L 250 Testa Rossa V12 engine and was almost entirely unrelated to the other 250 cars.
The 275 P and 330 P were evolutions of the 250 P with 3.3 L and 4.0 L engines, respectively. These raced during 1963 and 1964.

330 P2

Ferrari 330 P2

An entirely new car, the 330 P2, followed in 1965. It featured a lower and lighter chassis and more aerodynamic body, paired with a 410 hp (305 kW) version of the 330 V12. It was first used by Luigi Chinetti's North American Racing Team (NART) in the Daytona race that year. Some of NART's P2 cars also used the 4.4 L engine and thus were named 365 P2. The P2 was not a great success for Ferrari, however, so it was replaced by the P3 for 1966.

330 P3

The 1966 330 P3 introduced fuel injection to the Ferrari stable. It also used a P3 (Type 593) transmission that was prone to failure and was replaced by a ZF transmission when P3 0844 and 0848 were converted to 412P's, another Ferrari first that would only last one season when the ZF's were replaced by 603R P4 transmissions in all the 412P's.

There are no longer any Ferrari P3's existent as original P3 0846 was converted to a P 3/4 and P3's 0844 and 0848 were converted to 412P's by Ferrari.

412P

412P 0844 at the 2007 Goodwood Festival of Speed.

The Ferrari 412P was a "customer version" of the famous 330 P3 race car, built for independent teams like NART (0844), Scuderia Filipinetti (0848), Francorchamps (0850), and Maranello Concessionaires (0854). These cars had carburetor engines instead of the factory Lucas fuel injection. Surviving 412P cars are worth approximately $8 million^{[clarification needed]}at auction.^{[citation needed]} (at Silverstone Classic 2011, 0844's suggested value (by the mechanic working on it) was quoted at UK£12m (US$18m)
There are only 2 cars that were originally built as 412P's: 0850 and 0854. P3 chassis. P3 Typo Motors except for Carburetors in place of FI. P4 suspension but P3 wheelbase 2412mm vs. 2400mm (P4 and P 3/4 0846) 0844 and 0848 were originally P3 Factory Racecars but when Ferrari sold them to customers they removed the Lucas Mechanical Fuel Injection and replaced it with Weber carburetors which reduced their output, something Ferrari wanted to do so that they would win points but not beat the factory cars which were then P 3/4 0846 (See Above), P4 0856, P4 0858, and P4 0860.
The P3's and 412P had the same 4 liter block which is different from the P4 4 liter block and all had P3 not P4 chassis. P 3/4 0846 is unique having, after modification by Ferrari for the 1967 race season, a P3 chassis with a P4 engine.
The 412P and related 330 P3/4 and P4 models weren't eligible for the International Championship of Makes in 1968 as their engines were too large for the new 3 litre Group 6 Prototype category and too few examples had been built to allow homologation for the 5 litre Group 4 Sports Car category which required production of at least 50 units.^[2] Ferrari did not contest the championship for a year in protest.
Four 412 Ps were built:

• 0844 was a converted P3 and is currently in the UK owned by Harry Leventis
• 0848 was a converted P3 and is currently in Switzerland
• 0850 is currently owned by an American
• 0854 is currently owned by James Glickenhaus, who also commissioned and owns the Ferrari P4/5.

  512 S and 512 M

  Main article: Ferrari 512
  

  Ferrari 512 S driven by Nino Vaccarella at the 1970 1000 km Nurburgring
  These were not designated with P as they were not built for the 3000cc Prototype category, but with S as 5000cc Sports cars, of which at least 25 had to be built. Porsche had made that investment in early 1969 with the new Porsche 917. Ferrari answered with the Ferrari 512 which was introduced for 1970, and later modified as 512 M.
  

  P4/5

  
  

  Styling Model of Ferrari P 4/5 by Pininfarina at The Paris Auto Show
  Main article: Ferrari P4/5 by Pininfarina
  In 2005, James Glickenhaus commissioned Pininfarina to rebody an Enzo as a special one-off custom car.^[9] It is inspired by the early P racers, and especially Glickenhaus' own resurrected P3/4.^[10][11]
  
  
  In May 2010 Glickenhaus announced that P 4/5 Competizione a new car based on P 4/5's designs but built to FIA GT2 Standards would be built and Raced at the 2011 24 Hours of Nurburgring by Scuderia Cameron Glickenhaus in an Experimental Class under the Direction of Paolo Garella Former Head of Special Projects at Pininfarina.
  
  
  
  
   
  
  At The 2011 24 Hours of Nurburgring P 4/5 Competizione finished 2 in class and received a special Constructor's Trophy. After The 24 Hours of Nurburgring P 4/5 Competizione was displayed in The National Auto Museum of Italy in Torino for a month.