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Corvette Stingray 1967 Plus the L88 Option (’67-’69)

The Corvette Stingray in 1967 was the last of Gen 2 and the most refined of the line. It had a less bulky, more streamlined look than the previous models of the generation. This version carried a unique set of five small louvers on each front fender instead of three with the big-block bulge in the hood now a scoop for ’67. This car not only was the most powerful Corvette ever made but was also the most desirable.

A bargain price for a small-block ’67 would be anything under $40,000 U.S., but you’ll probably have a few repair bills to go along with that. As for any more coveted model, the sky is the limit for price.

Exterior refinements included a single backup light mounted above the license plate, slotted six-inch Rally rims with beauty rings, and the lug nuts were unseen behind a chromed cover.

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For the interior, Chevy upgraded the upholstery slightly, but moved the hand brake from under the dash and mounted it between the front buckets. If you ordered the convertible with the removable hardtop, you could also option a black vinyl snap-on cover for the passenger compartment.

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The 427-cubic-inch came with solid lifters and tri-power-three, Holley two-barrel carburetors mounted on the intake,  delivering 400 bhp,  but fuel injection, also offered as an option, put out 435 bhp for the last time until ’82. There were also two V8 small-block  327 engine offerings in ’67, and the basic transmission was a three-speed, but there were several Muncie four-speed options, as well as a variety of gear ratios available for them.

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 There were 22,940 units produced in ’67, but only 20 of those were sold with the L88 engine code option, which bolted to the Muncie M-22 “rock crusher” four-speed manual transmission. The Sunray DX L88 was the hands-down winner of 12 Hours of Sebring in ’67. The L88 wasn’t an option for normal street use, partly for weight reduction but also to discourage casual buyers. The buyer had to buy an RPO C48, without a heater, air conditioning, and radio available. Chevrolet mandated that if you ordered an L88, you also had to purchase other optional performance equipment, including the G81 posi-traction rearend and the K61 transistorized ignition system. This high-compression option ran only on 103-octane racing fuel, with a warning sticker advising that on the console.

 The L88 steering was an unassisted recirculating ball type with the F41 heavy-duty suspension. The front was double wishbone with triple-link transverse leaf springs in the rear and J56 front/rear disc brakes with power assist. High-performance goodies included were one very large Holley four-barrel, lightweight heads, forged crankshaft, bigger ports, 12.5:1 compression in the firing chamber, hottest camshaft available, with a small diameter flywheel and an extra large aluminum radiator.

Chevrolet rated this engine conservatively at 430 bhp at 4600 rpm, but the true rating was reputed to be closer to 560 or 600 bhp (447.4 kW) at 6400 rpm, and it develops 550 lbs.-ft. (745.7 N-m) of torque at 4000 rpm. This is the most powerful engine ever under a Corvette hood with a top speed of 194 mph (312.2 km/h).


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4 days ago

Muscle Car Fan

Hanging out at the Petersen Museum today ...

2 weeks ago

Muscle Car Fan

Perfect 1969 z-28 professionally built body and drivetrain ...

3 weeks ago

Muscle Car Fan

1948 Cadillac Ambulance pulled from yard Also 58 Ford Skyliner ...

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Streamlined roof-mounted emergency lighting pods were beginning to appear by 1940 and Meteor showed a number of ambulances so-equipped in their mailings. Meteor's flower cars were topped by 5-window business coupe-style roofs and featured a fake folded convertible top made of aluminum mounted at the rear of the flower box. Meteor introduced a new driver's door first seen on 1939 S&S carved-panel coaches that featured an unusual A-shaped window frame. Meteor then mounted a miniature coach lamp within the triangular panel that was now part of the body. Although the new arched door looked great on their service cars, flower cars and carved Gothic hearses, it looked hideous when combined with the vertical B & C pillars found on their limousine-style coaches and ambulances. The rear door window frames as well as the B-pillars and C-pillars were still vertically oriented and clashed with the sharply sloping outline of the front door's arched window-frame.S&S did the right thing and used vertical B-pillar front door frames on their regular limousine-style and landau-style hearses and ambulances. Although they could have used a regular door on their limousine-style coaches and ambulances (as did S&S), for some unknown reason, Meteor didn't and continued producing ugly limousine style coaches until 1950, when regular door frames returned.Quite unfairly, LaSalle had acquired the reputation of being a "cheap" Cadillac and was eliminated by GM just as Cadillac released their new Bill Mitchell-designed models in 1941. The new Cadillac was decidedly forward-looking, side-mounted spares had been eliminated and the new Hydra-Matic automatic transmission was available for the first time having been pioneered by Oldsmobile in the previous year. The prow-nosed look seen in the Thirties was gone, replaced by massive front-end highlighted by the now-famous egg-crate grille. Headlamps were now mounted in, rather than on top of, the front fenders. Equipped with a Cord-like coffin-nose hood the new Cadillacs were noticeably different from their predecessors and set the standard for American luxury during the 1940s. A mid-sized 29-passenger transit bus prototype called the 101 was built during 1941, but never saw production. However their experience with the vehicle helped procure a large contract to produce bodies for a post-war Reo transit coach.The A-framed Meteor coaches continued little unchanged through 1942 although a less-expensive series of coaches appeared in 1941 mounted on Chevrolet chassis that featured normal-looking vertically-oriented B-pillars. When seen on a flower car body, Meteor's A-framed front doors looked good and their 1942 version featured a 5-window business coupe roof mounted on top of a standard Meteor coach body that had been built with no structure above the beltline. The coupe's blanked-in rear quarter-windows were covered by a landau bar and the base of the roof flowed straight back to the rear of the flower box which still had a makeshift faux folded-convertible roof. The rear doors were left intact and could be used to load chairs or other graveside necessities. Access to the casket compartment was through the tailgate which had built-in casket rollers that matched those on the compartment floor. The height of the exposed stainless steel flower deck was hydraulically adjustable so that different-sized floral tributes could be accommodated and a tonneau was included to cover the bed when not in use.After an illustrious career with Henney and a short stint at the Des Moines Casket Company, automotive designer Herman Earl (1878-1957) worked for Meteor up until his retirement during WWII. Another famous wartime Meteor employee was John B. Judkins who became a consultant for the firm, when his Merrimac, MA coachbuilding firm folded in 1942. During the War, Meteor manufactured aviation equipment for the US Navy and ramped up for civilian production in early 1945.Immediately after the war Meteor built 969 bus bodies for Reo's post-war 96-HT 'Victory' bus (1945-1947). These Reo-Meteor coaches included a Continental 427cu in 6­cylinder gasoline engine mounted under the floor and featured sectional bodies similar to those produced by Wayne Works.1946-1948 Meteor coaches remained unchanged from the pre-war 1942 models and still included weird A-framed front doors with integral miniature coach lamps. As with other makers, post-war prices increased by about 50% and new Meteor coaches started at $5,000. All Meteor coaches were now built on Cadillac chassis and included rear fender skirts plus optional automatic transmission and air-conditioning. Ambulances could be ordered with built-in roof-top warning lights, a choice of sirens plus a clever front fender-mounted fire extinguisher.Cadillac's new commercial chassis was available beginning 1949, one year after the introduction of their famous P-38 Lightning-influenced rear fenders.

Are the engine and drive train still there?

It's all there folks!

No engine

I like to see them when their done too.

Thing is really trashed

Yep

Greg Andry

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4 weeks ago

Muscle Car Fan

About 60 vintage Vintage parts cars for sale in Michigan. Cadillacs, Olds... ...

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Any 1970 Cadillac coupe devilles? I need a bunch of different parts

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Whatever rust u have laying around.

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1 month ago

Muscle Car Fan

Super Clean 1966 Chevy Caprice ...

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One beautiful Car. One of my favorites !!!! I wish I had the money to buy it !!!!!!🚦

Had one miss it

Mauricio Costa Augusto Taques

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