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CORVETTE TODAY #258 - Peter Brock And His Re-Imagined '63 Split Window Corvette
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Jul 12, 2025
The 1963 Split Window Corvette was the car that first introduced me to the Corvette as a young man. The man who sketched the C2 Corvette, Peter Brock, is a living legend in the Corvette community. Recently, Peter introduced at SEMA 2024 a reimagined '63 Split Window Corvette! Peter comes back to CORVETTE TODAY to give us all the details about his "new" '63 Split Window Corvette (he was originally on CORVETTE TODAY #30 in November of 2020). Please note - this is NOT a restomod Corvette! Peter has modernized this iconic Corvette but it retains the same body of the 1963 Split Window Corvette. The first re-imagined '63 Split Window was auctioned off at Barrett Jackson/Scottsdale. And a total of 20 units will be produced and sold. Find out how you can purchase one by listening and watching this episode of CORVETTE TODAY!
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[Music] Welcome to Corvette Today, the show that
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And a shout out to Canadian Corvette Forum and Corvette Forum, welcoming Corvette enthusiasts from around the
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world. My special special guest on this episode of Corvette Today is a living legend in the Corvette community. He
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first appeared on Corvette Today number 30. That was back in November of 2020.
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And he has an exciting new project that he's here to talk about. It is my honor to welcome back Peter Brock to the show.
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He's going to be talking about his new split window Corvette. Peter, it's great to have you back on Corvette today, my
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friend. Well, see, it's always fun to talk about Corvettes. I mean, right from my first job at GM, which was my goal
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when I would go to the art center to go to work for GM because of the work that was being done at the Corvette, always
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been one of my favorite cars and uh the car has become a classic. Absolutely. Well, first off, and that
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leads me right into my first question for you, Peter. You are the only surviving member left on that team that
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designed the original C2 Corvette. Tell me the story again about the C2 and how
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it came about because I remember GM was ready to kill the Corvette at the end of the first generation, weren't they?
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Absolutely. Harley Earl really saw the future in an American sports car and got
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involved in uh leading the design team that built the C1 Corvette which was introduced in New York in 53. But they
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never really made any money on it. And of course Ford had come out with a 55 T-Ird and they were killing them in
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sales. And I think top management just thought that it was a losing proposition. Harley Earl was retiring
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from General Motors in 1957 when I was just coming in to work there. I was 19
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when I was hired and I was just 20 years old when I started working on the project for them. They had pretty much
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decided the whole image of performance at General Motors was going to go away. There had been a group of big American
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automotive manufacturers came up with a thing they call the AMA ban and it was
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primarily just to get rid of the performance image. It was costing them all too much money primarily because of
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what they were spending in NASCAR and drag racing and also for the liability because a lot of their engineers were
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actually testing the cars on Woodward Boulevard. And I think the top management saw that and just said, you
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know, we've just got to get out of this whole thing and killed off performance. So essentially, the Corvette became kind
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of a non-issue there. It wasn't exactly banned, but it wasn't encouraged. And as you know, the sewing continued on to
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1962. But when Mitchell went over to Trin in the summer of 57 to the Trin show, he
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saw a bunch of small beautiful streamliners all built with a 1600cc Fiat engines. And this was kind of a big
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thing going on in Europe at that time to set ultimate speed records, Mandleray track and bones and stuff like that. And
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he loved the overall shape of these little streamliners. It was kind of a either a nice crisp belt line or a
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modified top and bottom kind of a beautiful sort of a aerodynamic shape and then a little aerodynamic shape over
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each wheel. And you could see that that was a coming theme that the Italians liked and also had just seen the disco
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volante coupe that Alfa Romeo would come back with and he had wanted to make a Corvette coupe from the beginning and
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saw that that was a theme that was going to go. So when he came back to the United States, he was really
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enthusiastic about reigniting the whole Corvette program, but there was nowhere he could go. He couldn't go up to
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Chevrolet studio and talk about it cuz it was a program that nobody wanted to have any part with. Management said no
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more Corvettes. So the only option he had was to come downstairs to the
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Advanced Concept Studios where there was three or four of us in there working. We're all sort of new hires at General
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Motors. He walked in and just started talking to us to find out what kind of people we were, what kind of design guys
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we were. And he happened to mention that Zora had taken the SS Corvette down to Sebring that year. And of course, I had
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learned about that car and had driven down to Sebring myself to see it run because the car was never mentioned at
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General Motors when it was being done. It was such a secret project. So, we went down there. So when he
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learned that I'd driven down there just to see that project and see it go, he knew that he had some guys that were
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really interested in what he wanted to do and he slowly began to reveal his idea. I don't even know if he was
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totally into it at that point or not because he didn't know if he had the team. when he realized that there were
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three young good designers in the advanced concepts who we'll call research B and we were led by a design
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head guy named Bob Viser started revealing what he wanted to do with the new Corvette that's really how the
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program started that's really cool now this car that you've got is called the studio concept
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1963 Corvette and we've got to be clear this is not a restood Corvette touch on
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that and talk about the team who's building these cars with you the interesting thing was that when you
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work at GM, of course, you do the production cars. And the idea was that if I was in the studio doing a Corvette
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upstairs at that time, we would often do what we call concept cars and build them
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out for top executives in the company. You know, if Bunky Nson wanted something special to drive or Mitchell wanted
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something special to drive, we build these one-off cars. Well, that was the whole idea of calling this particular
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rework of the 63 a studio concept. It's just exactly what had I been leading
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that project what I would have done had I been doing a special version for one of our top execs. That car is as tripped
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underneath as it is on the outside because we put a new Art Morrison chassis underneath it. Put the latest
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LS3 engine, automatic push button transmission, all the latest stuff on the street for the day. but with all the
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original lines of the 63. And it was important to me from having designed the
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XP87, which was a concept car that became the 63 Corvette, to make sure
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that we kept those lines as authentic as possible. I didn't want to make it a hot
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rod version of what somebody else thought it should be. I wanted to keep the exact lines the way we did them at
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General Motors. In doing so, I wanted to concentrate on the form and sort of
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downplay a lot of the flashy stuff that was on the outside, some of the trim and extra stuff that was in there. So, the
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main thing was to make the car as smooth as possible and stay with the form. For example, all the bumpers, which were
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chrome or black chrome, so the form would stand out, but it would still be the 63.
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That's awesome. Now, you plan on building 20 of these re-imagined 63 split windows. And I know that the first
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one was just auctioned off at Barrett Jackson recently, wasn't it? You know, that's the first one. It's a
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great success down there. We've got already four more people that have come in and want to do them. So, everyone
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will be completely different because they get to choose their own colors and interiors working with us, but there'll
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be no two cars exactly the same. Although the lines and all the specialty equipment we put into this first Barrett
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Jackson sale model will be on the car. Fantastic. Now, you debuted this car at SEMA. That had to be exciting. Tell me a
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little bit more about the debut there at SEMA and how the reception was to the car. Well, SEMA is a great show because it's
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the one place that everybody that's in the performance industry brings new cars to show. And it's primarily the top
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builders in the country working with suppliers of specialty equipment, speed equipment. So, you know, whether it's a
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cam shaft manufacturer or somebody making special cylinder heads or special blocks or whatever, they'll have one of
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these trick cars brought in that they work with. And that was the whole idea with this car is to build it and to
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introduce it at SEMA. And it was a great success there because there are so many people there that really appreciated
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what we did with the car because there are a lot of people that are just hardcore Corvette guys and especially
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people that like split windows cuz it was only built in that one year 1963. So that's a real icon car. But there was a
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lot on that car that never got done exactly the way I did it when it was in the studio. So, it was a chance to go
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back and refine some of those things without changing the lines. For example, I increased the area of the rear
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windows, which was one of the things that Zora Dunto complained about when Bill Mitchell wanted to make a split
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window version of the car. So, I opened the windows back up to the way that I originally had it. And those have been
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cut back when the car was done for production. All kinds of special things like special headlights underneath halo
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headlights made all of them the scoops functional because their designs were in there but they were phony and they were
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in primarily for sales interest which Mitchell believed in. I always hated it because it wasn't real. So it was a
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chance to make those things really efficient and it turned out beautifully. So when you look at the car you can see
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that there's some real depth to the sculpture in the in the body form but it still retains the original lines. And I
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tell you what, we're going to talk more about the exact nuts and bolts coming up next. Peter, let's take a break. When we
12:47
come back, we'll get into the specifics of your re-imagine 63 split window. Coming up next on Corvette Today. We all
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call 833-639-4231. I'm your host Steve Garrett. With me is
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the legendary Peter Brock. We are talking about his new re-imagined 63 split window. Peter, in the second
16:29
segment, let's talk more about the specifics. You know, right away I noticed that the center spine of this
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car is much more pronounced. Tell me more about that. It's a matter of refinement of design.
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Some of the things that are more difficult to do in a in a full-on production car that you can't get as
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crisp and as sharp as you like. It was a way to make the spine on that car, which
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is absolutely Bill Mitchell's idea from the beginning to split the windows. I had designed the car the full rear
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window and it and Mitchell came in and wanted to split it because he had a great appreciation of the Bugatti's 57
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SC Atlantic which had a split window and of course that car was done out of magnesium which was very difficult to
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weld. So, one of the ways that they put the panels together was with a vertical section that they riveted together,
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which created the spine down the center of the fenders and of the roof line. So, that was a way to go back to that design
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for Bill Mitchell's spline. And he had not done it very very strongly on the on our production car again because the
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engineers come in to do stuff, stuff gets flattened out a little bit, right? So, it was back and put the
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spline in there and it really upsets that rear window and I think it works very well on it.
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I do too. I love it. And that Atlantic is a gorgeous car as well. And like you mentioned earlier, the split windows are
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larger too. That was by design though, wasn't it? Absolutely. When I originally designed
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the car, I had much larger windows in it. And of course, Zora liked what I was doing very much. And then when Bill came
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in and and had the guy spoop the window, Zoro went up through the roof. He didn't want to do it at all. But that was
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Mitchell's car. He was the guy that was paying for it and it was his project. So we split the windows on it. Now when the
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car was gone into production again, there was a compromise. Whoever was doing the final engineering on it for a
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matter of either cost or whatever was done, the split windows became smaller.
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So, it was a chance here on this one to go back to do the windows the way I wanted them originally with a lot more
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area coming down on the sides and coming down the rear. It's done so well that a lot of it fun to come up and look at the
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car with guys who are hardcore split window guys and they look at the car and they say, "God, that thing looks really
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good. It's split until you point it out and then you put it side by side with a regular one and the windows on the
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regular one look tiny." Yeah, they really do. And I like it. There's no chrome around your new re-imagined split window, and it looks
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very, very modern, but it still hearkens back to that original split window back from 63. Now, you alluded to this a
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little bit in the first segment, but talk to me more about the headlights because they don't flip up like the
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original C2 headlights. These are more Halo headlights underneath the nose of the car.
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Yes, that's one of the big advantages. As you move ahead, the technology improves, and that's especially so in
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headlight materials. So, it was a chance to put these headlights underneath and get away from the troublesome flip up
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lights, which are also not very aerodynamic. They block a lot of the air flow over the hood. So, by being able to
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smooth off the entire top front end of the car, it looks a lot cleaner, but it's also far far more efficient with
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the headlights underneath. That's awesome. It looks really really cool. And I know that the thing about the C2, all the vents on the C2
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originally were nonfunctional, but this Corvette has functional vents on the hood, B-pillar, and also the side
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quarter panels. Exactly. Yeah. Again, these were surface details that Mitchell designed into the
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car, asked us to put in and we drew them in as he wanted. But it's very very
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difficult because if you look at doing the inside finish of those things like especially on the side quarter panels
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those are very expensive things to do. So in a matter of trying to keep the cost down the engineering turns out to
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just sort of indicate where they are in plastic. They don't have the depth and the sculpturing that that was intended.
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You know it begins to look like plastic playground toys or something like that. Right? When you put them in and make
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them real and you can see that they're working, it gives the car so much more credibility.
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Yes, definitely. And like we said, you do have flush mounted glass. Plus, you also have one piece side windows, too.
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Yep. We dropped the B-pillar on there again to go back with the original sketch that I did on the car to give it
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sort of that original look when it was sketched out. So, it makes the car simpler and I think a lot prettier.
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I think so, too. Well, let's take our final break, Peter. When we come back, we'll talk more about the engine and
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some of the power and more specifics coming up next on Corvette Today.
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Thanks once again for listening and watching Corvette Today, the show that talks about everything Corvette.
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Corvette Today is brought to you by Wheelcraft. Hey, I know you want your Corvette looking its best, so dress it
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wheelcraft.com today or give them a call 833-639-4231.
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I'm your host, Steve Garrett. With me is the legendary Peter Brock, the man that sketched and designed the C2 Corvette
24:55
and the famous split window. We're talking about his re-imagined split window Corvette that's coming out soon.
25:01
Peter, talk to me about the engine that you've chosen for your re-imagined 63 split window.
25:06
Well, I've always admired Ed Cole's V8 from the time it was a small what we call small block, but it's been the
25:13
number one performance engine for anybody that wants to build a really neat hot rod or upgraded production car.
25:19
That particular LS engine that we have now has been such a wonderfully developed engine over the years from the
25:26
time that the V8 was originally introduced in 1955. So you can imagine how much better that engine is now. And
25:33
I've used LS engines and everything. I've got one in my own Daytona Cobra coupe, which of course they want to see
25:39
a Ford engine in a Daytona Coupe, but I run an LS engine in my Daytona. So it
25:44
was a perfect engine to put in this split window. We just took a crate motor, an LS3, but really duped it up a
25:51
little bit with her fuel injection on it and nice headers and everything, but really underneath it's just a standard
25:58
LS3 engine. And for the street, there just isn't a better combination. Definitely
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horsepower and what you can use and you get to cruise along the road, you're running down the freeway at 70 and
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you're only turning, you know, 2200 RPM. How good is that? That's awesome. Yeah, those LS3s were
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great engines. Talk to me also about the chassis. I know the chassis is special. You got a good transmission and special
26:22
brakes on there, too. Yeah, absolutely. We selected to go with Art Morrison on the chassis. The AM
26:28
engineering chassis are all modern suspension. We can use all the components from the C7. You know, all of
26:34
the forge alloy arms and spindles and brakes and everything. So, basically everything underneath is modern Corvette
26:41
on a modern chassis. That's awesome. We did the same thing with brakes, all C7, and then interior,
26:48
electric shift, transmission, and stuff. That's nice. Yeah. And I was going to say, talk to me about the details on the
26:53
interior because I know you have a push button shifter. You've got a flat button Spark Industry steering wheel and a rear
27:00
view mirror. That is a camera. Allah the C8, isn't it? Absolutely. All the latest stuff on
27:05
that. And of course, the interior is just beautifully done. All of that is all done in leather. you know, all up on
27:11
the instrument panel, everything in leather upgraded like you can't believe. It really is a beautiful, beautiful car.
27:17
I also love the wheels. Talk to me about the wheels because they remind me of the original C2 wheels, the knockoffs.
27:24
Well, that was the whole point with it to get back and look very much the traditional Chevy Corvette wheels. So,
27:30
these are Forgine wheels, and I wanted to keep them size down to 18s, okay? because the resto mod goes way way
27:37
too big on the wheels and the proportions are just wrong for that era car. The 18s were about as big I feel as
27:44
you can go on that car and still looked correct. But having all the details with all the nice little fins on them were
27:50
very much like the details that came out in the Mitchell era at General Motors. I mean they just put so much beautiful
27:56
detail into the cars at that time and these wheels reflect that era. Yeah, I love the wheels and I love your point
28:02
about that because all the resto mods seem to go with larger wheels and they aren't era specific, but these are and
28:09
they look fantastic. Absolutely. You have to stay with the era because you begin to get away from
28:14
that and the car begins to get distorted and it just doesn't have the classic look that it was originally intended.
28:20
And you finish off the look with traditional Corvette side pipes, too. That's awesome. Oh, absolutely. Well, that was the way
28:26
to do it. But you'll notice that again the trim is done in the dark anodiz on there. So it doesn't take away from the
28:34
overall form of the body, but it's still there. So everything is there to look original, but we're concentrating on the
28:40
form and not the trim. Exactly. Now, I know you said that every buyer will have their choice of interior
28:46
and exterior colors. If someone wants to look at purchasing one of these new reimagined Corvettes, how can they do
28:52
that? Where can they get a hold of you? And how can they look at purchasing one? They can get a hold of Mike Steski or
28:58
Corvette Mike of course because they are the sales guys in the front of this particular project. Mike Steski is down
29:05
in Florida at rest of mod. Be the guy to talk to on it. That sounds great. Peter, thank you so
29:10
much for being back on Corvette today. It's great to talk to you again. All right. And I'd like your guys with
29:16
your black chrome wheels and stuff to send me a little information about that particular set of wheels that they're
29:23
doing because I maybe like to try using that on the next model. That sounds good. I'll connect you with the guys from Wheelcraft. Okay.
29:29
All right. Excellent. Thanks again for listening and watching Corvette Today. And be sure to tell your family, friends, and other Corvette
29:35
enthusiasts about the Corvette Today Show. And thanks to our sponsors, Wheelcraft. Want to dress up your
29:41
Corvette with bright chrome or black chrome wheels? Visit wheelcraft.com to learn about their advanced PVD chrome
29:46
finishing. They can refinish your wheels or offer a wheel exchange for most models and it comes with a 5-year
29:52
warranty. Visit wheelcraft.com today or call 833639-4231.
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Soul performance products at sulp.com. The official performance exhaust of
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Corvette today. Sioka Corvette at ciocvet.com.
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E5wheels at e5wheels.com. IntelliSense at intellisense.com.
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Also, Aerolari wheels. Get $100 off your purchase with the promo code CT111 at
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aolari.com. Mark Walter with the Retirement Income Hour podcast and Hendrickk Chevrolet in Kansas City at
30:27
cheviusa.com. Thanks for checking out Corvette Today on podcast and YouTube. If you'd like to
30:34
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30:41
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DJ. Thanks again for listening and watching Corvette Today. [Music]
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