For the ’67 CORVETTE STING RAY, Chevrolet saved the last of the C2 Series for the best, especially regarding power options! OVER-DRIVE Magazine covers the last Sting Ray.
The ‘67 CORVETTE STING RAY was the last C2 Corvette. It is said that the ’67 was meant to be the first of the new-design cars, but the C3 Stingray was found to have aerodynamic inconsistencies. GM decided that more time in the wind tunnel would be required before it went into production. Thus, while the 1967 was a carryover, it became the most refined C2 produced.
As a carryover, changes were small. with 5 smaller front fender vents replacing the previous three rather large ones, and a flat-finished rocker panel without the previous ribbing that gave the busy a lower look. A single backup light, mounted above the license plate allowed for two tail lights per side and wheel covers were replaced by six-inch wide Rally wheels with chrome beauty rings. Interior alterations included revised upholstery, and the hand brake moved from beneath the dash to between the seats. The convertible’s optional hardtop was offered with a black vinyl cover, emulating what was seen on larger cars.
The 427 CID V-8 was available with Rochester three two-barrel carburetors, called RPO L71, producing 435 horsepower at 5,800 RPM with 460 pound-feet of torque at 4,000 rpm. It replaced the L72 425 horsepower version of 1966 albeit with a different mechanical camshaft. Another three two-barrel engine was released to fit between the L71 and the L36, the RPO L68. It featured the L36 hydraulic camshaft but had the multiple carburetors. As stated, the L36 remained. The two 327 CID V-8 were retained: the L79 350 and the standard 300 horsepower units. With potential buyers anticipating the car’s overdue redesign, sales for the ’67 CORVETTE STING RAY final year totaled 22,940, down over 5,000 units from 1966. Of note was that 88 percent of 1967 Corvettes were fitted with 4-speed manual transmission and only 10.1 percent had the Powerglide automatic transmission. The remaining 1.9 percent were equipped with the standard 3-speed manual transmission and the mandatory 300 horsepower 327 CID V-8.
Later in the year, the ultimate Corvette engine was added, the RPO L88. Fitted with aluminum heads with bigger ports, it came with an even more aggressive camshaft and a 12.5:1 compression ratio. The option also required an aluminum radiator, a small-diameter flywheel, and a single Holley 850 cfm race-bred four-barrel carburetor. The factory rated the L88 at 430 horsepower at 4,600 rpm, less than the L89, but the true rating was estimated to be about 560 horsepower at 6,400 rpm. Given the ultra-high compression ratio and the camshaft fitted, it is clear that this was not an engine for the street.
Chevrolet made several individual options mandatory on the L88, including Positraction, transistorized ignition, heavy-duty suspension, and power brakes, as well as RPO C48, which deleted the heater and defroster. This option was an additional $1,500. Given the price and lack of street manners, the L88 reached only 20 buyers that year.
For the full story on the ’67 CORVETTE STING RAY, factory sales brochure, print advertisements, specification sheets, magazine road tests and production numbers, please visit OVER-DRIVE Magazine @ https://over-drive-magazine.com/2024/12/30/1967-corvette-fact-sheet/