As they usually are the year after a major model introduction, changes for the 1969 Corvette were minor, made mostly to remedy problems noted by owners and the motoring media. For starters, the steering-wheel diameter was trimmed an inch for more under-rim thigh clearance, and Duntov pushed through a $120,000 tooling change for the inner door panels to open up a half-inch per side in extra shoulder width. Interior door handles and control knobs were redesigned for safety's sake. The previous dash-mounted ignition switch moved to the steering column, where it combined with the newly mandated column lock for additional security. A warning light was added to advise the driver that the pop-up headlights hadn't popped up completely. Attempts were also made to increase Astro Ventilation flow volume, but the system was still judged to be inadequate. Finally, a flexible dash-mounted three-section map pocket was included to help make up for the lack of a proper glovebox.

Besides many detail improvements for the 1969 Corvette, the Shark became a Stingray, gaining fender namescript with the same one-word spelling Bill Mitchell had used for his 1959-1960 race car.

The 1969 Corvette featured hidden windshield wipers beneath a power pop-up cowl panel.

The big-block 427s returned unchanged, with ratings of 390 to 435 horsepower. The special aluminum-head L88 -- still rated at a modest 430 bhp -- remained among them, though its towering $1,032 price attracted just 116 buyers.

Two new performance options were announced for 1969: One was extremely rare -- with only two installed -- the other was ostensibly available but put back a year. The former was RPO ZL1, which was essentially the mighty big-block L88 with all-aluminum construction plus numerous other modifications including dry-sump lubrication. Devised for the British-built McLarens that would dominate the SCCA's Canadian-American Challenge Cup series, this engine had the same compression and carburetion as the L88 but weighed 100 pounds less. It also carried the same 430-bhp rating, but that was a joke; over-the-counter racing versions were reportedly good for 585 bhp. It lurked beneath a special domed hood shared with the L88 (RPO ZL2) incorporating an air intake at the high-pressure area near the base of the windshield.

Of course, Duntov hadn't dismissed the potential of small-block power. Listed for 1969 but not available until 1970 (owing to development and manufacturing problems) was a special solid-lifter version of the new 350. Coded LT1, it was right in line with Duntov's longtime goal of minimizing weight in a performance car growing heavier with every newly added creature comfort. Unlike tamer small blocks, the LT1 had more radical cam timing with more generous valve overlap, used the big-block engines' hefty 2.5-inch-diameter exhaust system, breathed through the same 850-cfm Holley carb fitted to the L88/ZL1, and came with transistorized ignition. The result was 370 bhp at 6,000 rpm and 380 pound-feet of torque at 4,000 rpm. It was offered only with a four-speed manual transmission, and a Corvette so equipped typically streaked through the standing quarter-mile in 14.2 seconds at 102 mph. Visual identification was subtle -- just the special domed hood with perimeter striping and discreet "LT1" lettering -- but there was no mistaking the rap-rap exhaust or the distinct tapping of those mechanical lifters.

Despite continued criticism from the enthusiast press for its dismal build quality, styling eccentricities, and overall lack of finesse, Corvette sales took a vertical leap for '69, rising by more than 10,000 units to 38,762 -- a record that wouldn't be broken until 1976.