Daily Slideshow: This '65 Widebody is No Restomod

Original Racer

The attraction to GM's LS family of V-8s is undeniable, they're great engines. But life existed before the LS rolled around in the mid-90s and so did racing. And as anyone who has come across it at Northern California autocross over the last 50-plus years will tell you, so did the Hobaugh family's 1965 Sting Ray. Brian Hobaugh's dad bought the C2 in 1983 specifically for running SCCA Solo competition, but the fuel-injected 'Vette had been striking fear into the hearts of Bay Area racers since soon after it came home from the factory. Brian's dad cut his teeth campaigning a prepared Camaro in the region, but to truly compete in his class he made the switch to America's Sports Car. 

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Unrestored

Today, you won't find a lot of people with intact C2s flaring fenders in order to fit wider rubber on their cars, but back in the day, it was a no-brainer if you were going racing and wanted more grip. Flares and tires will help you go faster but not every car's appearance benefits from the treatment—luckily there isn't a meaner-looking car than a widened Sting Ray. With Brian's driver's license came his turn to step into his father's shoes, and behind the wheel of the Corvette. Continually raced and never restored or even rebuilt, the Corvette's been tweaked in the quest for quicker runs—the most recent changes include new wheels and tires (tires, always tires on a race car...), and a new coat of red paint. 

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SBC For The Win

The small-block Chevy in the C2 was a natural choice for powering a car through the tight turns of an autocross course. The Hobaughs' 'Vette's small block is a 364 cu.in. Chevy with aluminum Brodix Track 1 heads, a SCAT lightweight crankshaft, Crower Rods, a Crane roller camshaft, and Harland Sharp roller rockers. A TPiS fuel injection system feeds the beast and an Accel engine management maintains control. The combo produces 525 horsepower and 500 lb-ft of torque, and Brian runs the engine all the way up to its 7,500 rpm redline. Solo racing doesn't require, or especially favor, a fancy 6-speed gearbox, so the reliable Muncie four-speed in the 'Vette is just what the doctor ordered, as the Hobaugh's track record will testify. 

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Planted

The 65's originality continues underneath—there's no C5 chassis hiding underneath the C2's bodywork. Stiffer springs than the factory originals have of course been added, as have JRi ST-08 competition shocks. The big black wheels that go so well with the Corvette's blacked-out chrome are Aristo Collection items—steamrolling 18x12-inchers all the way around. The Aristos wear Falken Azenis RT615K 315/30R18 rubber, and Brian wanted to go wider in the rear but 315s were the widest RT615K tires he could source. If the light hits them just right you can see past the wheels' deep offsets and steal a glance at the Wilwood calipers (six-piston front/four-piston-rear) and Wilwood Spec 37 rotors.

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Classic '65

Inside the car, it's still 1965. A smaller but vintage-look wheel keeps Brian's elbows inside the car while he's wrestling the Sting Ray around cones, and a racing seat and harness, along with a basic roll bar, help keep him safe. A sizeable clear-Lexan adjustable rear spoiler helps keep those fat tires in contact with the pavement, without ruining the beauty of the timeless C2 shape. Sometimes it just feels better beating restomod cars in a Corvette that's 1960s through and through. The Corvette connection the Hobaughs share also connects to 1965 in a straight line—even if it's been full of fast corners.

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For help with service and maintenance of your Corvette check out the how to section of CorvetteForum.com