The 427 big-block L88 Corvette was never meant for the street. With brutal big-block power, racing hardware, and thunderous open headers, it became one of the most feared Corvettes ever built. L88 Corvettes dominated road racing from 1968 to 1973.
The 1963–1967 C2 Corvette was a radical break from the original Corvette, introducing all-new engineering, bold styling, and perfect economic timing that ensured its survival.
Step back to November 1965 for a legendary road test matching the 427 Corvette against the 427 Cobra. This big-block duel captured the height of American performance, blending brute horsepower, raw acceleration and fierce rivalry in a showdown that defined the golden era of muscle and sports car competition.
This isn’t a car that you drive casually, you definitely have to DRIVE the car. The big-block engine is super responsive with the three two-barrel carburetors. Between the horsepower and torque of the L89 and the optional 4:11 gears, the car delivers amazing acceleration; frightening, if one isn’t used to that kind of raw acceleration.
The year 1966 was a banner year for Corvettes for several reasons. It was the best sales year for the short, five-year run of the C2 Sting Ray with 27,720 cars built, and convertibles outsold coupes -17,762 convertibles (64%) and 9,958 coupes (36%). This was back in the days when convertible Corvettes actually cost LESS than coupes. The coupe’s base price was $4,295, while the convertible’s base price was $211 less, at $4,084. My, how things have changed!
In March of ‘65 GM’s styling VP, Bill Mitchell blew everyone away with his Mako Shark II concept car. The new shark just had to be the next Corvette. Management was so excited, they tried to get the rebodied Sting Ray completed as a ‘67 model – a totally unrealistic goal. When it was obvious that the new design wouldn’t make it in time to be a ‘67 model, stylists were tasked to give the existing Sting Ray one last pass.
In the ‘60s, Detroit carmakers started to use the GT term on pony and mid-size cars. Many enthusiasts wanted more and sought the help of specialty shops to build a package car. The original Shelby Mustangs were turn-key supercars. But at a small shop in Baldwin, New York, Joel Rosen was making his own machines called the Baldwin-Motion SS and Phase III Supercars.
