i know this is a Camaro net, but i was just reading a little about the L-88 engine option Corvettes that were offered to the public(in theory anyway) in the 60's. The option included a 427 factory rated(ha!) at 430hp. It was a little strange because the option was quite a bit more expensive than the other 427's, one of which was rated for 435hp. The option also included manditory a/c and heater/defroster delete. Dealers were actually instructed to discourage interest in the option. Only 20 were built, and none ever sold to the public. The actual output of the engine was almost 600hp. Strictly race stuff. Apparently it was only made a RPO so Chevrolet could race it in certain classes. I was just wondering what happened to the 20 that were built. Are they in museums? Scrapped? Anybody have any idea?
shiner16
There were more than 20 built, the L88 was an option on Corvette's from 67-69. I think a total of a couple hundred were actually built and sold. I think the number you are referring to was 67 only.
For many years the engine was available over the counter from Cheverolet. In fact go to the Team Chevelle and check out this months feature car, it has a crate L88. Several perormance oriented dealers around the country would install L88's in cars for customers too.
I am sure that someone will come along and give you more precise numbers and information.
Steve R.
For many years the engine was available over the counter from Cheverolet. In fact go to the Team Chevelle and check out this months feature car, it has a crate L88. Several perormance oriented dealers around the country would install L88's in cars for customers too.
I am sure that someone will come along and give you more precise numbers and information.
Steve R.
shiner16,
The L-88 option was offered as an RPO in 1967-1969 Corvettes, as you surmised, to make the car legal for SCCA A Production class racing.
There were 216 L-88s built over the three years it was offered; 20 in 1967, 80 in 1968, and 116 (99 four speeds and 17 automatics) in 1969. L-88s also received a cowl induction hood, aluminum radiator without a fan shroud (excluding 1969 THM 400 equipped L-88s which used a copper radiator with a fan shroud), and also required several mandatory options such as heavy duty power brakes (J-50/J-56), positraction, full transistor ignition system, and in 1967, heater/defroster delete (heaters/defrosters were standard equipment on all Corvettes, including L-88s, beginning with the 1968 model year). All 1967-early 1969 L-88s used a heavy duty four speed manual transmission (M-22), but could be ordered with a heavy duty version of the THM 400 beginning approximately April/May 1969. Options which could not be ordered included a radio, air-conditioning, power windows (although at least one 1967 L-88 received them on a COPO override), or full wheel covers (P-02).
The engine was continuously refined over the three years and pretty much reached its peak development by the time July 1969 rolled around. Horsepower was rated at 430@5200 rpm and has always been a point of conjecture. Two relatively current dynamometer tests that I'm aware of for a late 1969 L-88 were both around 525hp (typical street blueprinting with dyno headers): it's probably safe to say that this figure would be less in "as installed" configuration and more with additional engine prep.
All of the L-88s were sold to the public, although it's also safe to say that certain individuals received their L-88s first as a result of their involvement and succuss in road course racing. The majority of the cars are still around; the best examples (those with unquestioned owner history and documentation) typically bring about $500,000 for a 67 (any body style), $125,000 for a 68-69 convertible, and $100,000 for a 68-69 coupe.
Regards,
Stan Falenski
The L-88 option was offered as an RPO in 1967-1969 Corvettes, as you surmised, to make the car legal for SCCA A Production class racing.
There were 216 L-88s built over the three years it was offered; 20 in 1967, 80 in 1968, and 116 (99 four speeds and 17 automatics) in 1969. L-88s also received a cowl induction hood, aluminum radiator without a fan shroud (excluding 1969 THM 400 equipped L-88s which used a copper radiator with a fan shroud), and also required several mandatory options such as heavy duty power brakes (J-50/J-56), positraction, full transistor ignition system, and in 1967, heater/defroster delete (heaters/defrosters were standard equipment on all Corvettes, including L-88s, beginning with the 1968 model year). All 1967-early 1969 L-88s used a heavy duty four speed manual transmission (M-22), but could be ordered with a heavy duty version of the THM 400 beginning approximately April/May 1969. Options which could not be ordered included a radio, air-conditioning, power windows (although at least one 1967 L-88 received them on a COPO override), or full wheel covers (P-02).
The engine was continuously refined over the three years and pretty much reached its peak development by the time July 1969 rolled around. Horsepower was rated at 430@5200 rpm and has always been a point of conjecture. Two relatively current dynamometer tests that I'm aware of for a late 1969 L-88 were both around 525hp (typical street blueprinting with dyno headers): it's probably safe to say that this figure would be less in "as installed" configuration and more with additional engine prep.
All of the L-88s were sold to the public, although it's also safe to say that certain individuals received their L-88s first as a result of their involvement and succuss in road course racing. The majority of the cars are still around; the best examples (those with unquestioned owner history and documentation) typically bring about $500,000 for a 67 (any body style), $125,000 for a 68-69 convertible, and $100,000 for a 68-69 coupe.
Regards,
Stan Falenski
Some of the first big block Camaros were L88's. Dealers such as Motion, Nickey/Thomas, Dana, and Yenko started to transplant 427's into small block 1967 Camaros even before the 396 Camaros were on the street. Most of them were L72's but a few were L88's. Motion was racing an L88 Camaro in 1967. 1967 Nickey and Yenko ads listed the L88 as an option and you can even add two 4Bs in you liked. Here is a link with more info. Click on the red Camaro http://www.camaro-untoldsecrets.com/articles/article_fs.htm
HEY GUYS SINCE YA'LL ARE TALKING ABOUT L88'S
LET ME ASK A QUESTION? REACENTLY I ACQUIRED AN ORIGINAL L88 BLOCK OUT OF A 68 CORVETTE.
IT HAS THE "IT" CODE ON THE BLOCK WHICH IDENTIFIES IT AS BEING THE REAL THING. THE BLOCK HAS NEVER BEEN DECKED IS STILL A STANDARD BORE WITH .003 WEAR IN THE CYLINDERS
HAS BEEN MAGNIFLUXED-NO CRACKS.MY QUESTION IS WHAT IS THIS BLOCK WORTH. I KNOW SOMEONE OUT THERE WANTS THIS BLOCK!!! WHERE SHOULD I GO AND POST IT ON A WEBSITE AND WHAT WOULD IT BE WORTH?
LET ME ASK A QUESTION? REACENTLY I ACQUIRED AN ORIGINAL L88 BLOCK OUT OF A 68 CORVETTE.
IT HAS THE "IT" CODE ON THE BLOCK WHICH IDENTIFIES IT AS BEING THE REAL THING. THE BLOCK HAS NEVER BEEN DECKED IS STILL A STANDARD BORE WITH .003 WEAR IN THE CYLINDERS
HAS BEEN MAGNIFLUXED-NO CRACKS.MY QUESTION IS WHAT IS THIS BLOCK WORTH. I KNOW SOMEONE OUT THERE WANTS THIS BLOCK!!! WHERE SHOULD I GO AND POST IT ON A WEBSITE AND WHAT WOULD IT BE WORTH?
yeah, i got a the book by Micheal Lamm called "Corvette-the classic marque", and it has tons of info. The 20 L-88's i'm wondering about were 67's. Dont know exactly what the differences were between the 435hp 427 and the L88 option, except that the L88(in '67, anyway) made almost 600hp and was strictly a race piece. Supposedly the cars were almost undriveable on the street.This book says none were ever sold to the public. I was under the impression that it wasnt a COPO deal, but i dont really know. Maybe someone can clarify this.
There were quite a few differences between the 1967 L-71 427/435 and L-88 427/430...
The L-71 was the top street engine for 1967 and could be ordered with most of the available options with the notable exceptions of air conditioning and automatic transmission which were not offered with this engine. In addition, several mandatory options such as a close ratio transmission (M-21), full transistor ignition (K-66), and positraction (G-81) had to be ordered. The engine itself used a block with four bolt main bearing caps, a forged steel crank, forged aluminum pistons that yeilded an 11.00 to 1 compression ratio, cast iron heads with intake/exhaust valve sizes of 2.19/1.72, a solid lifter camshaft with .520/.520 lift and 242/242 degrees duration (at .050). The induction system used an aluminum manifold that mounted three two barrel Holley carburetors with a triangular aircleaner and the previously mentioned transistor ignition distributor with provision for vacuum advance hookup.
The L-88 was indeed intended strictly for racing. The engine itself used the same four bolt main block as the L-71, but made use of slightly different forged steel crankshaft (that was both tuftrided and nitrided), standard big block connecting rods (which proved to be a weak link and were changed in 1968), and a different forged piston that pushed the compression ratio up to 12.50 to 1. The heads were a new aluminum casting and used 2.19/1.84 valves, but otherwise was very similar to the cast iron head on the L-71 (this head could also be ordered on the L-71 under option code L-89). The camshaft was also a solid lifter type, but with lift increased to .560/.580 (unfortunately, I'll have to check on the duration as I don't remember it). The induction system used an aluminum manifold (plenum divider milled down to improve high rpm response) with a single four barrel carburetor. The transistor ignition distributor was a ball bearing design and had no provision for vacuum advance hook up. There were other minor differences (long slot rocker arms, valve springs, fuel pumps, road draft tube, plug wires, etc.), but I think that I've covered the major differences. If you're interested in casting/part numbers for any of the above mentioned items, e-mail me and I'll be happy to provide what I have. The L-88 package included a cowl induction hood (the 1967 version was externally identical to the "regular" big block hood) and an aluminum radiator with no fan shroud. Mandatory options for 1967 included F-41 special purpose suspension (think I forgot that one in my last post), C-48 heater/defroster delete (1967 only), G-81 positraction, J-50/J-56 power brakes/heavy duty brakes, and the M-22 heavy duty, close ratio, four speed manual transmission. Options which could not be ordered on a 1967 L-88 included air conditioning, automatic transmission, radio, power steering, and power windows (unless your name was Tony DeLorenzo and your dad was VP of Marketing for GM, in which case you could get them
![Image]()
).
The L-88 option was indeed an RPO, not a COPO which is one reason why anyone could order it (although it wasn't advertised). All of the L-88s built in 1967 were produced for sale to the public. I can't say how Michael Lamm came to his conclusion, but it is not correct.
The L-88 horsepower rating is the stuff of urban legends. The factory released specs of 430 hp @ 5200 rpm and 450 lb/ft of torque @ 4500 rpm. In reality, AS ASSEMBLED BY GM AT TONAWANDA, the output was 480-490 SAE gross horsepower at 6400 rpm (this was according to the dyno operator who was interviewed by an NCRS member before the plant closed). With a general engine clean up, three angle valve job, and careful assembly, I don't think that 510-525 would be out of the question. Prepared for racing, with substantial head porting and other assorted racing tricks, yes, I would agree that 600 horsepower is attainable (Cliff Gotlobb who raced a 67 L-88 did in fact achieve this). However, considering the way engines were machined and assembled in 1967, 480 hp is probably pretty accurate for a typical L-88. Remember that the estimates above are with headers, as installed in the car (with the stock manifolds, exhaust, and mufflers) the number would be lower.
Hope this information is what you were looking for...
Regards,
Stan Falenski
The L-71 was the top street engine for 1967 and could be ordered with most of the available options with the notable exceptions of air conditioning and automatic transmission which were not offered with this engine. In addition, several mandatory options such as a close ratio transmission (M-21), full transistor ignition (K-66), and positraction (G-81) had to be ordered. The engine itself used a block with four bolt main bearing caps, a forged steel crank, forged aluminum pistons that yeilded an 11.00 to 1 compression ratio, cast iron heads with intake/exhaust valve sizes of 2.19/1.72, a solid lifter camshaft with .520/.520 lift and 242/242 degrees duration (at .050). The induction system used an aluminum manifold that mounted three two barrel Holley carburetors with a triangular aircleaner and the previously mentioned transistor ignition distributor with provision for vacuum advance hookup.
The L-88 was indeed intended strictly for racing. The engine itself used the same four bolt main block as the L-71, but made use of slightly different forged steel crankshaft (that was both tuftrided and nitrided), standard big block connecting rods (which proved to be a weak link and were changed in 1968), and a different forged piston that pushed the compression ratio up to 12.50 to 1. The heads were a new aluminum casting and used 2.19/1.84 valves, but otherwise was very similar to the cast iron head on the L-71 (this head could also be ordered on the L-71 under option code L-89). The camshaft was also a solid lifter type, but with lift increased to .560/.580 (unfortunately, I'll have to check on the duration as I don't remember it). The induction system used an aluminum manifold (plenum divider milled down to improve high rpm response) with a single four barrel carburetor. The transistor ignition distributor was a ball bearing design and had no provision for vacuum advance hook up. There were other minor differences (long slot rocker arms, valve springs, fuel pumps, road draft tube, plug wires, etc.), but I think that I've covered the major differences. If you're interested in casting/part numbers for any of the above mentioned items, e-mail me and I'll be happy to provide what I have. The L-88 package included a cowl induction hood (the 1967 version was externally identical to the "regular" big block hood) and an aluminum radiator with no fan shroud. Mandatory options for 1967 included F-41 special purpose suspension (think I forgot that one in my last post), C-48 heater/defroster delete (1967 only), G-81 positraction, J-50/J-56 power brakes/heavy duty brakes, and the M-22 heavy duty, close ratio, four speed manual transmission. Options which could not be ordered on a 1967 L-88 included air conditioning, automatic transmission, radio, power steering, and power windows (unless your name was Tony DeLorenzo and your dad was VP of Marketing for GM, in which case you could get them
The L-88 option was indeed an RPO, not a COPO which is one reason why anyone could order it (although it wasn't advertised). All of the L-88s built in 1967 were produced for sale to the public. I can't say how Michael Lamm came to his conclusion, but it is not correct.
The L-88 horsepower rating is the stuff of urban legends. The factory released specs of 430 hp @ 5200 rpm and 450 lb/ft of torque @ 4500 rpm. In reality, AS ASSEMBLED BY GM AT TONAWANDA, the output was 480-490 SAE gross horsepower at 6400 rpm (this was according to the dyno operator who was interviewed by an NCRS member before the plant closed). With a general engine clean up, three angle valve job, and careful assembly, I don't think that 510-525 would be out of the question. Prepared for racing, with substantial head porting and other assorted racing tricks, yes, I would agree that 600 horsepower is attainable (Cliff Gotlobb who raced a 67 L-88 did in fact achieve this). However, considering the way engines were machined and assembled in 1967, 480 hp is probably pretty accurate for a typical L-88. Remember that the estimates above are with headers, as installed in the car (with the stock manifolds, exhaust, and mufflers) the number would be lower.
Hope this information is what you were looking for...
Regards,
Stan Falenski
Thanks for the clarification, stan. The book says the 20 L88's produced in 1967 were technically produced for the public(in order to meet certain race qualifications) but none were ever actually sold to the public, likely due to the HP rating, price, and the fact that dealers were told to discourage interest in the option. I don't know if this is true or not. Do you happen to know where any of those 20 are today?
There are a few out there that I'm aware of and feel comfortable that they are the bona fide item. Dave Burroughs in Illinois has had a few over the years including the Gotlobb car (a white convertible) and a 12 mile car that was partially disassembled years ago (and generally screwed up) and has been making the rounds at various auctions as of late (not sure if he still owns either of these cars). Roger Judski down in Florida has a white coupe... There is another white coupe that showed up at an NCRS meet in Florida last year, but I don't recall the owner. Wayne Walker in Virginia used to own DeLorenzo's black convertible - not sure if he still does. There was a nice red coupe that, last I heard, was in California - a high profile car that has changed hands several times in the past couple years. Kevin Suydam has the silver convertible that clill mentioned a few posts back. There was a green coupe owned by Dr. Bill Miller (may have passed away), but I'm not sure as to what became of that car. There was a maroon convertible I saw at a show in Illinois two years ago although I never did find out who owned it. I know someone also has the Sunray DX car (along with Gotlobb's car, probably one of the most famous 67 race cars), but again, I'm not up to date as to who currently owns it.
Afraid that I'm not really up on 67 L-88 ownership, but as you can see, there are still some out there. I'm not sure how many of the original 20 have been found or have survived.
Regards,
Stan Falenski
[This message has been edited by Rowdy Rat (edited 10-11-2000).]
Afraid that I'm not really up on 67 L-88 ownership, but as you can see, there are still some out there. I'm not sure how many of the original 20 have been found or have survived.
Regards,
Stan Falenski
[This message has been edited by Rowdy Rat (edited 10-11-2000).]
<BLOCKQUOTE>quote:</font><HR>Originally posted by shiner16:
i know this is a Camaro net, but i was just reading a little about the L-88 engine option Corvettes that were offered to the public(in theory anyway) in the 60's. The option included a 427 factory rated(ha!) at 430hp. It was a little strange because the option was quite a bit more expensive than the other 427's, one of which was rated for 435hp. The option also included manditory a/c and heater/defroster delete. Dealers were actually instructed to discourage interest in the option. Only 20 were built, and none ever sold to the public. The actual output of the engine was almost 600hp. Strictly race stuff. Apparently it was only made a RPO so Chevrolet could race it in certain classes. I was just wondering what happened to the 20 that were built. Are they in museums? Scrapped? Anybody have any idea?<HR></BLOCKQUOTE>
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ant
i know this is a Camaro net, but i was just reading a little about the L-88 engine option Corvettes that were offered to the public(in theory anyway) in the 60's. The option included a 427 factory rated(ha!) at 430hp. It was a little strange because the option was quite a bit more expensive than the other 427's, one of which was rated for 435hp. The option also included manditory a/c and heater/defroster delete. Dealers were actually instructed to discourage interest in the option. Only 20 were built, and none ever sold to the public. The actual output of the engine was almost 600hp. Strictly race stuff. Apparently it was only made a RPO so Chevrolet could race it in certain classes. I was just wondering what happened to the 20 that were built. Are they in museums? Scrapped? Anybody have any idea?<HR></BLOCKQUOTE>
------------------
ant
I can add this--the original inquiry seems to be about the C-48 option package from 1967--not just L-88 powered Corvettes. My info comes from a magazine article maybe as many as 20 years ago (Car and Driver?), so forgive my faulty memory on any details--The C-48 package was a streetable race package with the L-88, aluminum heads, if I recall correctly, and, yes, no radio or heater. Also the car was significantly lowered from other '67s. One did 171 mph on the straight at Le Mans, but broke its engine and did not finish. The article said that maybe 5 remained in existance.
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ant
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ant
. . . and (I couldn't resist) http://www.idavette.net/facts/67.htm
some information--even confirms my memory on C-48
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ant
some information--even confirms my memory on C-48
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ant
C-48 doesn't describe a performance package - it was the standard ordering RPO for many years on all Chevrolet models for "heater/defroster delete", which was generally specified by dealers in Florida and in the Southwest on "stripper" base cars for price competition in newspaper advertising.
It is frequently misinterpreted as having something to do with performance packages, as it was a mandatory option on some of the better-known packages such as the 1967 L-88 Corvettes, and was specified occasionally by buyers of other performance packages who intended their cars solely for racing and didn't need or want the extra cost and weight of something they'd just have to remove anyway when they set the car up for racing. The C-48 volume was extremely low, and, as a result, the genuine C-48 parts (cover plates for heater controls and dash hole cover plates) are very rare and expensive. Many genuine C-48 cars had heaters dealer-installed later, and the various cover plates were just thrown in the trash - all would be worth a fortune now!
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JohnZ
'69 Z28 Fathom Green
It is frequently misinterpreted as having something to do with performance packages, as it was a mandatory option on some of the better-known packages such as the 1967 L-88 Corvettes, and was specified occasionally by buyers of other performance packages who intended their cars solely for racing and didn't need or want the extra cost and weight of something they'd just have to remove anyway when they set the car up for racing. The C-48 volume was extremely low, and, as a result, the genuine C-48 parts (cover plates for heater controls and dash hole cover plates) are very rare and expensive. Many genuine C-48 cars had heaters dealer-installed later, and the various cover plates were just thrown in the trash - all would be worth a fortune now!
------------------
JohnZ
'69 Z28 Fathom Green
The 67 L88s were sold to the public a friend of mine bought one he couldn't get it in Cal so they brought it in from Nevada. He wanted to sell it to me for $4000.00 with 7000mi on it in 1969 but I had just bought my 66 and didn't have the money The block with IT on it is the short block Chev sold for years it doesn't mean it came out of a Corvette.
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