Throughout Chevrolet history, certain RPO (Regular Production Order) engine codes have earned a little bit more magna cum laude than most others. One case in point: the L72 427/425 HP big-block that emerged in 1966, which became the L71 when a set of triple Holley 2-barrel carburetors jumped on, taking horsepower up to 435. Going back to 1965, the L78/396 “Porcupine” motor debuted in the Corvette and in full-size Chevrolets with 425 HP. The L79/327 was another noted engine ID—making 23 more horsepower than its cubic-inch measurement—as was the lesser well-known L84, shorthand for the 327/360 HP, fuel-injected Mighty Mouse that was the hottest of hot setups in the 1963 Stingray. The LT1, ZL1, LS6 and LS7 are also codes worth mentioning for their robust performance achievements. And then there’s the L88. Just to say that code creates an almost musical cadence, and even those who are only remotely aware of Chevrolet’s lengthy body of work understand the significance of that simple, three-symbol cypher. Here was an engine that shook the performance high ground both literally and figuratively in 1967, enjoyed an oh-so-brief lifespan until 1969, and became the subject of innumerable accolades, bench racing sessions and hyperbolic claims of invincibility, which have diminished little over the decades. The story has been told countless times. This is a car with a cast-iron 427 block, aluminum cylinder heads, forged internal reciprocating assemblies, 12.5 to 1 compression, 850 CFM Holley 4-barrel carburetor, intake and exhaust valves almost as big as dessert saucers, and it’s rated at 430 HP—a number so hilariously under reality but necessary to fly it under the radar of the wrong buyers, insurers and lawmakers. These cars have no radio, no heater and the required 4-speed Muncie M22 transmission, better known as the “Rock Crusher,” and for anyone who’s ever shifted one, they immediately understood how it got its nickname. There are mandatory power brakes only because the 4-wheel disc brakes are fitted with metallic pads, which, when cold, are dangerously close to no brakes at all, so that extra power assist is a literal life saver. The L88 option was an extra $1,500 above the sticker price of lesser- engined Corvettes in 1967, equating to well over $13,000 today—one more reason to explain why total L88 output that year was so skimpy. Condition-wise, this 1967 L88 is breathtaking. The Rally Red exterior is as impressive and resplendent as a fresh piece of bone china. The matching Code 305 Red interior scores a 20 on a scale of 10, and the red-on-red color combo makes this the only known 1967 Corvette L88 dressed that way. The tires are non-DOT rubber as per factory deployment, and the engine bay is filled with its non-original but fastidiously authentic “Rat Motor.” For those who need more proof of how superior a Corvette this is, an NCRS Duntov Mark of Excellence Award is one of several highly regarded laurels it has received. According to retired GM executive Tom Hill, this L88 was drag raced early in its life before its complete restoration by the Naber brothers in Houston. When asked about documentation, Hill points to a thick loose-leaf binder, among which is the car’s tank sticker. Hill pointed out, “This tank sticker is in pretty decent shape. A lot of them, if they can be safely removed from the top of the gas tank, are usually faded or damaged or all in bits and pieces. The stickers from coupes are usually in better condition, since the convertibles tend to expose them much more to the elements. Luckily, this one is well preserved.” All 1967 Corvette L88s—especially those with provenance amplifying their already hyper-rare stature, like this one—are infrequent fliers in the collector-car marketplace, marking this as a rare opportunity to acquire one of the rarest Corvettes.
