1967 Chevy Corvette Facts: Engine Options and Performance

The 1967 Corvette came with five different V8 engines. Base model sat at 300 horsepower from a 327-cubic-inch block, but if you wanted more, options went all the way to 435 horses. Most people remember the small-block 327s and the big-block 427s, but the range in between mattered too. You could get 350 HP from an upgraded 327, or step into big-block territory at 390 HP, then 400 HP with the tri-power setup. At the top was the L71 with mechanical lifters and triple carburetors cranking out 435 horsepower at 5800 RPM.

Base Engine: The 300 HP 327

The standard engine was a 327-cubic-inch V8 producing 300 horsepower at 5000 RPM. Torque came in at 360 lb-ft at 4000 RPM. Bore and stroke measured 4.00 x 3.25 inches. Compression ratio sat at 10.0:1. It used a single 4-barrel Holley carburetor and hydraulic valve lifters. Cast iron block with five main bearings. Came paired with a 3-speed fully synchronized transmission as standard equipment, though you could option up to a 4-speed or the 2-speed Powerglide automatic. Nothing flashy but it moved the car well enough for daily driving and weekend cruising.

The L79 350 HP Small-Block Option

Step up to the L79 and you got 350 horsepower from the same 327 displacement. This version peaked at 5800 RPM instead of 5000. Same 360 lb-ft of torque but delivered at 3600 RPM rather than 4000. The difference was in the 11.0:1 compression ratio, up from 10.0:1 on the base engine. Still used hydraulic lifters and a single 4-barrel carburetor. The bore and stroke stayed at 4.00 x 3.25 inches. If you wanted serious performance without jumping to the 427, this was the sweet spot. The L79 couldn’t be paired with the Powerglide automatic, so you had to row your own gears or skip it entirely.

Entry-Level Big-Block: 390 HP 427

First of the 427 options produced 390 horsepower at 5400 RPM. Torque jumped to 460 lb-ft at 3600 RPM. The 427 engines used a 4.25 x 3.76-inch bore and stroke configuration. Compression ratio came in at 10.25:1. Single 4-barrel Holley carburetor fed the engine. Still had hydraulic valve lifters like the smaller motors. Cast iron block, same five main bearing setup. The extra displacement gave you more low-end grunt compared to the 327s. You could pair this with the Powerglide if you wanted an automatic, unlike the 350 HP and higher small-block or the even more powerful big-blocks.

Tri-Power Setup: 400 HP 427

Next step was the 400 HP version of the 427. Same 5400 RPM power peak as the 390 HP motor. Still made 460 lb-ft at 3600 RPM. The difference was the triple 2-barrel Holley carburetor setup instead of a single 4-barrel. Compression stayed at 10.25:1. Hydraulic lifters still in place. The tri-power arrangement added complexity but spread fuel delivery across three carburetors for better response. Bore and stroke remained 4.25 x 3.76 inches. This option sat between the basic big-block and the top-tier L71, giving you most of the drama without the full mechanical lifter maintenance.

Peak Performance: The L71 435 HP Monster

The L71 was the serious option. 435 horsepower at 5800 RPM from 427 cubic inches. Torque peaked at 460 lb-ft but now at 4000 RPM instead of 3600. Triple 2-barrel Holley carburetors like the 400 HP model. The critical difference was mechanical valve lifters instead of hydraulic. Compression ratio climbed to 11.0:1. This engine powered the car to 143 mph top speed. Quarter-mile runs came in at 13.8 seconds hitting 104 mph at the finish line. Acceleration numbers were 0-80 mph in 8.4 seconds, 0-90 in 10.6, and 0-100 in 13.5 seconds. Mechanical lifters meant periodic adjustment and more noise, but response was immediate and power delivery felt sharper.

Engine Construction Details

All five engines shared cast iron block construction with five main bearings. The overhead valve design used two valves per cylinder with pushrod actuation across the board. The 327 engines measured out at 4.00 x 3.25-inch bore and stroke while the 427s went 4.25 x 3.76. Hydraulic lifters on everything except the L71 and the rarely-seen L88 race option. Compression ratios ranged from 10.0:1 on the base motor to 11.0:1 on the L79 small-block and L71 big-block. Carburetion split between single 4-barrel Holley setups on the base engines and triple 2-barrel configurations on the high-performance variants.

Transmission Choices and Limitations

Three transmissions were available: 3-speed manual standard, 4-speed manual optional, and 2-speed Powerglide automatic. The Powerglide couldn’t be ordered with the 350 HP L79, the 435 HP L71, or the L88 race motor. If you wanted an automatic, you were limited to the 300 HP base engine or the 390/400 HP big-blocks. Rear axle ratios gave you options from economy-minded 3.08:1 all the way to drag-strip-ready 4.56:1. In between were 3.36:1, 3.55:1, 3.70:1, and 4.11:1. Mixing and matching gearing with engine choice let buyers dial in exactly what they wanted from the car.

Chassis and Physical Dimensions

Wheelbase measured 98 inches. Overall length came in at 175.10 inches. Standard width was 69.20 inches, but big-block cars stretched to 69.6 inches to clear the larger engine. Height varied by body style with the coupe at 49.60 inches and the convertible slightly taller at 49.8 inches. Front track was 56.80 inches and rear track 57.60 inches. Curb weight sat at 3260 lbs. The dimensions carried over from earlier C2 models with minor adjustments for engine clearance depending on what was under the hood.

Suspension Design

Front suspension used independent A-arms with coil springs. Rear was independent with lateral struts and a transverse leaf spring running across the back. This setup gave the car good handling for its era, though the solid rear axle sports cars of the day often felt more planted. The independent rear suspension allowed each wheel to react to bumps without affecting the other side, improving ride quality and traction. Steering was rack-and-pinion with a standard ratio of 20.2:1 and an optional quicker 17.6:1 ratio available. Power steering could be added. Turning circle measured 41.9 feet.

Braking System

All 1967 Corvettes came with power-assisted hydraulic disc brakes at all four corners. Both front and rear used 11.75-inch discs. This was standard equipment, not optional, which put the Corvette ahead of many competitors still running drums in back. The braking system could handle the performance, though fade could set in during hard repeated stops, especially on the heavier big-block cars. Pedal feel was firm and stopping distances were competitive with other sports cars of the period.

Wheels and Tires

Standard wheels were 15 x 6JK size with a 15 x 6L option also available. Tires were tubeless 7.75 x 15-inch specification. Recommended pressure was 24 psi front and rear. Rally wheels could be ordered with white wall tires as an appearance option. The narrow tires by modern standards were period-correct and matched the power output well enough, though the big-block cars could overwhelm the rubber easily in low gears or slippery conditions. Tire technology of the late 1960s limited grip compared to what even basic modern tires can provide.

Body Style Options

Two body styles: 2-door coupe or convertible. Both represented the final year of the C2 generation design language. The coupe featured a removable hardtop and fixed rear window. Convertible had a manual soft top. Styling cues included the split rear window discontinued after 1963, replaced by a single-piece rear glass. Body panels were fiberglass over a steel frame. The 1967 model carried the same basic shape as 1963-1966 models but with detail refinements throughout. This was the last year before the C3 redesign arrived for 1968.

Emission and Ignition Technology

The 1967 model year introduced transistor ignition system for more reliable spark delivery. Big-block 427 engines incorporated air-injection emission control technology to meet tightening federal standards. The air injection system pumped fresh air into the exhaust ports to help burn unburned hydrocarbons before they left the tailpipe. This added weight and complexity but was necessary for emissions compliance. The transistor ignition improved cold starts and reduced maintenance compared to traditional points-and-condenser setups.

Compression Ratios Across the Range

Base 327 ran 10.0:1 compression. The L79 350 HP small-block jumped to 11.0:1. Entry-level 390 HP big-block used 10.25:1. The 400 HP tri-power 427 stayed at 10.25:1. Top L71 435 HP motor climbed to 11.0:1. These compression ratios were designed for premium fuel of the era, which had higher octane than today’s premium grades due to lead content. Modern fuel requires detonation management if running these engines at original specifications. The spread between 10.0:1 and 11.0:1 doesn’t sound like much but the difference in cylinder pressure and power output was noticeable.

Performance Testing Results

The L71 435 HP car hit 143 mph in testing. Quarter-mile times came in at 13.8 seconds at 104 mph trap speed. Acceleration runs showed 0-80 mph in 8.4 seconds, 0-90 in 10.6 seconds, and 0-100 mph in 13.5 seconds. These numbers came from period road tests and represent good conditions with a skilled driver. Real-world performance varied based on gearing, driver ability, and how well the engine was tuned. The big-block cars were quick by any measure, but the small-block L79 wasn’t far behind in everyday driving situations where traction and gearing mattered more than peak horsepower.

Valve Train Configuration

All engines used overhead valve design with two valves per cylinder. Pushrods actuated the valves from a camshaft mounted in the block. Standard and mid-level engines featured hydraulic valve lifters that automatically adjusted valve lash. The 435 HP L71 and special L88 race option used mechanical lifters requiring periodic adjustment. Mechanical lifters allowed higher RPM operation and more aggressive cam profiles but demanded regular maintenance. The overhead valve layout was typical American V8 design of the period, contrasting with overhead cam configurations used by some European manufacturers.