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The Best Corvettes per Dollar, from C1 to C7
For almost all of its seven-plus decades on this earth, the Corvette has been good value for money. And with seven-plus decades of America’s sports car to choose from, there is a Corvette for basically every budget.
When we do our imaginary car shopping, it’s fun to find the cheapest way to get into something. But we also like to pinpoint the best value, be it in terms of performance per dollar, or maybe models that are overlooked. So, we examined each generation of Corvette and picked out what looks like the best value, using current condition #2 (“excellent”) values in our price guide. This, then, is a rather subjective list, so if you’re thinking something different from our choices, the comment section is open.
C1 (1953–62)
1962 327/360 hp
The Corvette’s first iteration saw big changes, with America’s sports car morphing from a handsome but underpowered six-cylinder boulevard cruiser to a serious race-winning bruiser. Important developments under the C1’s fiberglass hood included the model’s first V-8 in 1955, available fuel injection in 1957, and the 327-cubic-inch engine in 1962.
One good buy in the C1 generation is the 1957 283/220 hp car. With a #2 value of $86K, it’s one of the cheapest C1s of all. It’s certainly down on power compared to the rest of the ’57 range ($114K for the 283/250 hp, $125K for the 283/283 hp, $102K for the 283/245 hp, $108K for the 283/270 hp), but it has all the same style with the classic two-headlight face and contrasting coves. Honorable mention, too, to the 1954 Corvette, which has the famous looks of the inaugural ’53 model, but since 10 times as many were built (3640 in ’54 vs. 300 in ’53) the ’54 is worth less than half as much at $107K vs. $254K for the ’53.
The most grunt per dollar among C1s, though, is the 1962 327/360 hp fuelie. This was the first year of the 327 that would eventually power the first ’63 Stingrays, and the 360-hp fuelie is the most motor the production C1 ever got. It also has the sharp rear end that debuted on the ’61 model. At $103K, it’s not exactly budget-friendly, but it’s noticeably cheaper than other C1s with far less power.
C2 (1963–67)
1966 427/425 hp L72 Coupe
Like the C1, the C2 (aka the Sting Ray) brought consistent improvement, with independent rear suspension right out of the gate as well as disc brakes plus big-block engines in 1965. And if you don’t think the C2 is also the best-looking generation of Vette, you’re wrong.
The C2 also has the biggest spread in price of any Corvette generation, from $72,600 for a ’64 327/250 hp convertible all the way up to $2.2M for a one-of-20 1967 L88. Options also make a huge difference to C2 prices, as desirable features like four-speed transmission, power windows, air conditioning, hardtops on convertibles, special wheels, big fuel tanks, leather seats, power steering, and off-road exhaust can add up to tens of thousands of dollars in our price guide.
Leaving options out of the equation for a second, of all the Sting Ray flavors, the 1966 427/425 hp L72 coupe is arguably the best value. At $98,600 in #2 condition, it’s expensive, but all C2s are. Despite its high output, it’s worth less than most other big-block cars and even some small-block ones. For example, all of the big-block 427s from 1967 are worth well over $100K, and even the 327/350 hp L79 from ’67 is worth more at $99K. The most similar car to the ’66 L72 is the L78 from 1965. It has the one-year-only 396 cid displacement, the same 425-hp rating, less torque, and nearly identical styling, but is worth nearly 30 grand more.
C3 (1968–82)
1976 350/210 hp L82
The longest-running version of the Vette, the C3 saw America’s sports car speed through the peak years of classic American performance, then cruise through the age of plastic bumpers and emissions controls up to the end of the malaise era. There were some ups and downs, and the Corvette generally got a little bigger and softer, but it never truly lost its way. While early, high-output C3s can be downright expensive, once you get into the mid-70s, a C3 can be one of the very cheapest ways to get the crossed flags on your keychain.
At $21,600, the 1976 350/210 hp L82 is something of a sweet spot, and it isn’t much costlier than the 180-hp L48 of the same year ($19,800). Available from 1973-80, the L82 engine had higher outputs in several earlier model years as well as later ones, but those are all significantly more expensive cars, and a later C3 isn’t about maximum power, anyway.
C4 (1984–96)
1996 350/330 hp LT4 Coupe
Corvette’s fourth generation is also, on average, the cheapest. Technologically, it was a huge leap forward from the C3, but there are a few things holding it back in collectible terms. Critiques of early cars included unimpressive performance, odd 4+3 manual transmissions, rattle- and squeak-prone interiors, and all-digital dashes that looked like something from Tron but were prone to failure. C4s also live in the shadow of the objectively better but still bargain-priced C5 generation, and there are always a ton of C4s on the market at any given time, which keeps prices low.
Since all C4s are pretty cheap (not including ZR1s or Callaways), the best bang for the buck comes with the later ones. An available ZF six-speed manual arrived for 1989, and for 1992, a 300-hp LT1 engine replaced the old 245-hp L98. Then, for the C4’s final ’96 model year, it got an available 330-hp LT4 engine. The LT4 came standard in the ’96-only Grand Sport with its special blue-and-white paint scheme, but at $44,100 in #2 condition, a Grand Sport is hardly a screamin’ deal. The LT4 was an option on the base cars, however, and a ’96 coupe with the LT4 comes in at $25K. That’s barely more than a ’95 coupe with the 300-hp LT1 ($24K), and in pure dollar terms isn’t even that much more expensive than the cheapest C4 of all, which is the ’85 coupe that’s worth $18,500 and has 100 fewer horsepower.
C5 (1997–2004)
2001 Z06
The C5 is both lighter and stiffer than its C4 predecessor thanks to hydroformed frame rails, and its transaxle both improved weight distribution and freed up interior space. Drive-by-wire throttle and variable effort power steering were other new features upon the C5’s debut in ’97. Most importantly, though, the C5 Corvette introduced the world to the all-aluminum LS V-8 engine.
There isn’t much variation in the C5 generation, and while C5s still offer a lot of speed per dollar, they aren’t the performance steals they used to be. The median #2 value for base cars, for example, has increased by about $15,000 over the past five years. Base coupes are currently worth a little over $28K.
Then there’s the 2001-04 Z06, which offered world-class performance on a budget in its day, and more speed per dollar than just about anything once it became a used car. Like base C5s, Z06s have gotten pricier in the 2020s and are no longer a steal. Most versions are worth $39,100 in #2 condition, but there is one exception that, on balance, might be the best buy. For its first year in 2001, the Z06 came with a 385-hp version of its LS6 engine, quickly tweaked for another 20 horses for its sophomore year in 2002. The 2001 Z06 comes in at $33,400 in #2 condition, which seems like a steep discount.
C6 (2005–13)
2006–13 Z06
With the C6, Corvette buyers had more choices in terms of special editions and several tiers of performance models. The Z06 was back in 2006, this time with a 427 (7.0-liter)/505-hp monster called the LS7. A supercharged 638-hp ZR1 brought supercar-shaming performance in 2009. Then, a new Grand Sport model arrived for 2010, which added a wide body and Z06 handling goodies to the steel-frame GS but kept the base engine, which at 430 hp is certainly no slouch.
When new, the Grand Sport started at over $55K compared to over $75K for the Z06, and was a smart buy given the massive savings over the Z. Now that C6s are older, though, the difference isn’t so big. In fact, the two cars are curiously close. A Grand Sport comes in at $48,500, while a Z06 comes in at $50,900. Might as well spend the additional $2400 if it gets you an extra 75 hp and a Z06 badge.
C7 (2014–19)
2017–19 Grand Sport Coupe
The last front-engined Corvette as well as the last one available with a manual transmission, the C7 is in many ways the best version of what we traditionally think of as a Corvette. It’s arguably the best-looking of the modern cars, too. Tradition would dictate that Corvettes depreciate significantly once the next generation comes out, but the 2020s enthusiast car market has been anything but normal, and C7s have held their value quite well.
As with the C6, there was a ludicrously fast ZR1 model at the top, this one with 755 hp. There was a Z06 on the next rung down, and the Grand Sport returned with many of the go-fast bits from the Z06 but with a lower output engine and lower price, offering a good middle ground between the base car and the scary-fast Z.
Speaking of scary fast, that’s what is pushing us to choose the Grand Sport as the best C7 buy. With 650 hp and 650 lb-ft, the Z06 coupe is an amazing thing, and at $77,200 in #2 condition is a ton of power per dollar even by 2025 standards, but it borders on being too fast to have any real fun with on the street. The GS coupe, meanwhile, has more than enough grunt to play around with, even at “only” 460 hp, and at $65,600 it comes at a serious discount compared to the Z.
Please let just let me I am sort of desparate-these vets are great-just to know anything about a lingenfelter C-4-modified with a bored and stroked 350 to a 383 and modified cam-putting out close to 500 ftlbs torque-0 to 60 in 4secs
When I sold my prior house three years ago, I got more than I was expecting, so I used the surplus to buy my first Corvette. I’ve always liked the C4, but I knew there were too many issues with the early ones. There was also the issue with the Opti Spark on the later ones. I also don’t care for the barrel dash on the later ones. Full digital for me, I’m a gadget freak, so I found a super nice ’89 with only 39k miles. According to your pricing, I got a bargain for a #2 car at only $14k. My very favorites are the ’70 – ’72 C3 coupe, but those were out of my price range. If I win the lottery, I’ll buy an eRay.
Not sure what happened here but your prices are out in left field. No one in their right mind would pay $21k for a smog choked rubber bumper C3. Even if it was hermetically sealed. And if you’re talking about easy entry to the Corvette market why would you recommend a C7 Grand Sport over a Stingray that’s $10k cheaper. Is this an AI written article?
I couldn’t agree more – Best value C3 is the 74 with the 454 – I picked one up for $10K put a little more than $2200 into it and I have a serious “close” to old school muscle car. 74 has the unique split rear facia, no goofy black rubber bumper pads and is a clean fresh approach with no chrome.
Also – couldn’t afford the 71 my all time favorite C3.
This thing rips.
I have a 98 C5 and love the car. Purchased with Linenfelter package (hood, stainless steel exhaust, Hurst 6 sp shifter, 500 +/- hp. Amazing how nice the torque and smooth driving experience is!! It is so nice to read the great reviews.
First of all, thanks for including a photo of my 1966 red Corvette “Big Block” Coupe as the introductory photo to this article. That photo was taken by Randy Leffingwell and included in his excellent book ART OF THE CORVETTE where it appeared as the centerfold in the book as well as the photo on the inside cover of the Limited Edition. So, Randy deserves all the credit for this “light painted” photo. Secondly, to the best of my knowledge, Hagerty never has included one of the most important 1966 options for the Corvette in their evaulations. That being the Muncie four-speed M22 “Rock Crusher” transmission. Only 15 of these were ever built for 1966 and most of them (about 13) went out to professional racers like Penske and Bondurant, etc. These racing transmissions were almost totally lost in a year or so and that means that there are only a couple left that were designated for “street” use as the one that is in my ’66. I have been told by Corvette experts that the value added by having a original M22 in working order might add an additional $20,000-40,000 to its value of the car. I can understand why Hagerty or other evaluators might not include this among the options list given its rarity but a couple do exist from 1966 as well as others that went into later versions of the Corvette and Chevelles. I have owned this car for nearly 26 years and have found it to be wonderul. But, I would put it in a category of being a “BEAST” which my neighbors would agree with me on that description. But, given that I have restored 45 of my own personal cars….or as I say I have “added value” to them…this has been a very reliable car which I drive two or three times a week for short trips or to car shows. I do not think there many other American cars of this vintage that are a beautifuly designed as this car and the drive train makes it a joy to drive even if it has some significant “bestly” attitudes. Thanks for sharing your thoughts with your readers. PS This photo was taken outside at night in the parking lot of the Mullin Automotive Museum where both Randy and I served as docents. Guess he was inspired by the many Bugattis in the Mullin Collection.
Great comment. Thank you.
Looks Great! Got my 66 in 1985. Put in a 632 which I got as a short block kit in 1999.
Hmmm, Hagerty saying that a C7 Z06 has border line too much horsepower? Judicious throttle control of any car with any horsepower is a good plan for this car and all others. I find the C7 Z06 car the last sports car I’ll ever need. The new Zr1 boggles the mind…1064 hp!
Six years ago, I faced the enviable decision of deciding whether to purchase a new 2019 C7 Z06 or ZR1. Both were in the color of my choice, Shadow Gray. I was looking at a $50K premium for the ZR1 due to markups present at the time. Based on road tests from several car mags, performance of both cars was nearly identical up to 80-100 MPH. Could have purchased either, but since I knew I would spend far more time on the street vs the track, I chose the Z06. Plus, the 2019 Z06 shared some beefed-up hardware from the ZR1 including the rear axle and the largest radiator of all the C7 Z06’s which made it an even better value for the $. Now, will the ZR1 hold its value more than the Z06? Likely, yes because it was a 1-year only model & there are far fewer of them. But I wanted a car that I could DRIVE, not a garage queen that I would be overly inclined to baby to preserve its value.
Both these cars exposed the need to move to a mid-rear-engine platform as they did with the C8 since both C7Zs had trouble putting the power down. The ZR1’s add’l 105 HP 65 TQ over the Z06 didn’t provide any performance improvement until you got over that 80-100 MPH range.
The C6 & C7 Grand Sport would have been a better value if it had a mild bump in power over the base C6 or C7 Stingray. But, as-is, I think the Z51 is a better value than the GS.
“And if you don’t think the C2 is also the best-looking generation of Vette, you’re wrong.”
Beauty is in the eye of the beholder. While the C2’s performance and build quality were better overall, the C3 looks better to me, in particular the 1973 and earlier models. The bulk of the C3 generation had the misfortune of being the generation that went through the malaise era. Nevertheless, the C3 maintained a respectable level of performance for the day, especially when equipped with the LT-1, 427-454 big block, or L-82 engine. The ultra-rare pre-malaise era C3s equipped with the L88 or the two 1969 ZL-1s are in a class by themselves.
Im not too sure where you are getting an average sell price for a C5 being $28k. I bought mine for less than half that and see them being sold for around $15k every day.
When I returned from Vietnam in 1969 I purchased a 1964 Corvette convertible for $1475. I had the car for almost 30 years. I had dreams that I still owned the car. I promised that I would own another one before I left this world. It took me 3 years of looking but in Feb. 2024, I found a beautiful red 64 convertible with both tops 327 300 hp. The only complaint I have is that it has a 12 gallon fuel tank. I have only put it in a judged show once. It placed first in GM cars. I have been offered twice what I paid for it but I have no intentions on selling it and spending 3 years looking for another replacement.
I’ve owned 5 corvette’s (3-C2 & 2-C3) and worked for a restorer. Best value doesn’t equate to best car. Speaking from experience, big block C2s get all the attention but they are nose heavy, expensive, and difficult to do the most basic maintenance (change spark plugs!). Give me 350hp or even solid lifter small block any day of the week over a BB if I’m driving to enjoy the car. As for C3 – “best value” is one of the worst quality years and for the first time, you have to worry about rusted floor pans as GM switched to steel because catalytic converters were too hot for the fiberglass. Every component on that car from smogged choked engines to weakened, ahem… “lightened” rear end casing was terrible. Saying this is a “best value” is like calling the Yugo the best car value of 1985. is it?
In my opinion the C2 1967 Stingray Convertible is the crem of the crem! The last year of the C2 generation they went out with a bang the 327 or the first big block 427 with the stinger hood is THE collector car! Possible as or more collectable as the 63 spit window coupe! But the convertible in the warm blue sky sunshine is the only way to go!!
Bought a C4 3 yrs ago for $10,500 CDN; now worth $ 18,000.. Nice increase in valuation!!
Agree 100% I bought an NCRS Top Flight 1995 Coupe five years that was previously owned by two maintenance fanatics for $12,000. I will never sell it, but I can’t argue with the current value you noted. Happy Motoring!
My C7 3LT Red with Kalahari interior auto and Callaway Supercharger carbon dash invisible, carbon fiber roof. It’s a beautiful car bought it new in 2015.