1968 chevy ss

1968 chevy ss DEFAULT

1968 Chevrolet Chevelle SS 396

The 1968 Chevrolet Chevelle SS 396 was as close to an Everyman's muscle car as Detroit would ever get. Reliable and affordable, the three-year design cycle kicked off by the '68 version would outsold every other true high-performance machine of the day, and beat its share, to boot.

Muscle Car Image Gallery

Two-door GM intermediates lost three inches of wheelbase and gained shapely new styling for '68. Chevy's midsize muscle mainstay returned with 396-cid V-8 power, heavy-duty suspension, and F70X14 wide-ovals for a list price of just $2,875. The interior was revamped, but bucket seats were a $111 option. Power front disc brakes ($100), Positraction ($42), and accent stripes ($30) were popular extras.

The base Turbo-Jet 396 again had 325 bhp, with $105 more buying the 350-bhp L34 version. Returning to the official options list for the first time since late 1966 was the lusty 375-bhp L78. It had solid lifters, big-port heads, and an 800-cfm Holley four-barrel on a low-rise aluminum manifold -- all for a reasonable $237. A three-speed manual was standard with all engines, and a four-speed or automatic were optional. Axle ratios began with 2.73:1 highway gearing and ended with dealer-installed 4.88:1 drag cogs.

Chevy still didn't seem to have the SS 396's suspension sorted out: It rode harshly yet allowed the nose to porpoise over bumps. And the Muncie four-speed didn't shift with near the smoothness of the Hurst linkages offered as original equipment on some competitors.

But with the L78 in its holster, an SS 396 was a match for most anything coming out of rival showrooms. It idled roughly but revved ferociously. Remembered Patrick Bedard in a 1990 Car and Driver retrospective of top muscle cars: "If you came up beside an SS 396 in those days, you listened carefully. If you heard sixteen little hammers, the racket of solid lifters, you knew the guy was dangerous."

Chevy built 62,785 SS 396 Chevelles for '68. A fraction were ordered with the L78, but that engine wasn't for every man.

Return to Classic Muscle Cars Library.

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Sours: https://musclecars.howstuffworks.com/classic-muscle-cars/1968-chevrolet-chevelle-ss-396.htm

1968 Chevrolet Chevelle SS

  • Engine
    396/325 HP
  • Trans
    4-Speed
  • Color
    Blue
  • Interior
    White

Estimate

$35,000 - $45,000

Highlights

  • 396/325 HP V-8 engine
  • 4-barrel carburetor
  • Bright valve covers and air cleaner
  • Headers and dual exhaust
  • 4-speed manual transmission
  • 12 bolt rear end
  • Finished in Dark Blue with White longitudinal striping
  • Parchment bucket seat interior
  • Center console
  • Delco pushbutton radio
  • Heat and defrost
  • Chrome driver's mirror
  • Rally wheels
  • Whitewall tires
  • 396/325 HP V-8 engine
  • 4-barrel carburetor
  • Bright valve covers and air cleaner
  • Headers and dual exhaust
  • 4-speed manual transmission
  • 12 bolt rear end
  • Finished in Dark Blue with White longitudinal striping
  • Parchment bucket seat interior
  • Center console
  • Delco pushbutton radio
  • Heat and defrost
  • Chrome driver's mirror
  • Rally wheels
  • Whitewall tires

In a year when the Chevy II, Corvette, Corvair, Camaro and Chevelle all converged on the same timeline, Chevrolet made its completely restyled intermediate available with an array of high-performance equipment and personalized style options. Case in point is this 1968 Chevrolet Chevelle 396 SS Super Sport. The all-new-for-1968 fastback sport coupe was equipped with a high-performance big-block V-8 and 4-speed power team, and it was factory outfitted with Super Sport features for a specially styled quick-sized muscle-car performer. The Super Sport Chevelle came standard with a 396 CI Turbo-Jet V-8 factory rated for 325 HP at 4,800 RPM and 410 lb-ft of torque at 3,200 RPM with a 4-barrel carburetor and hydraulic lifter camshaft. Chrome-finish valve covers and a low-restriction air cleaner with Turbo-Jet 396 decals add factory-authentic underhood style. High-flow tube headers and dual exhaust help the big-block send more power through the optional 4-speed manual transmission and heavy-duty 12-bolt rear axle. Front anti-sway bar and all coil-spring suspension work together for road-hugging stability. The long-nose, short-deck sport coupe body is finished in deep Fathom Blue paint with white body-length special accent striping and 396 callouts. The Super Sport blackout grille and rear panel are topped with bright trim and SS badges. Dual-speed Hide-A-Way windshield wipers and a chrome driver's-side mirror work with four-across headlights for stylish all-weather visibility. The center console with Hurst 4-speed competition shifter is at the core of the parchment and black interior with all-vinyl bucket seats over black loop carpet. Heat and defrost add four-season comfort and a Delco pushbutton radio delivers all-transistor entertainment. The Super Sport Chevelle rides on optional Rally wheels and whitewall tires dressed with center caps and trim rings.

Information found on the website is presented as advance information for the auction lot. Photos, materials for videos, descriptions and other information are provided by the consignor/seller and is deemed reliable, but Mecum Auction does not verify, warrant or guarantee this information. The lot and information presented at auction on the auction block supersedes any previous descriptions or information. Mecum is not responsible for information that may be changed or updated prior to the auction. The decision to purchase should be based solely on the buyers personal inspection of the lot at the auction site prior to the auction.

Information found on the website is presented as advance information for the auction lot. Photos, materials for videos, descriptions and other information are provided by the consignor/seller and is deemed reliable, but Mecum Auction does not verify, warrant or guarantee this information. The lot and information presented at auction on the auction block supersedes any previous descriptions or information. Mecum is not responsible for information that may be changed or updated prior to the auction. The decision to purchase should be based solely on the buyers personal inspection of the lot at the auction site prior to the auction.

Sours: https://www.mecum.com/lots/SC0518-340101/1968-chevrolet-chevelle-ss/
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1968 Chevy Chevelle SS 396

1968 CHEVY CHEVELLE SS 396

USHERS IN THE 2nd-GENERATION. Kicking off the Second-Generation, the 1969 Chevelle not only got a whole new body shell, but even the wheelbase was changed, going from 115 inches in the 1967 Chevelle down to 112 inches in the Coupe and Convertible (and all Chevelle SS 396s were either Coupes or Convertibles). Civilian Chevelle sedans and wagons went to a 116-inch wheelbase. The body itself was much more tapered, ‘pointier’ at both ends, and more curvaceous, where the ’67 was boxy by comparison. The new car had a long hood and short rear deck with a high rear-quarter kick-up. The hardtops now were semi-fastbacks. The Super Sport models had hideaway wipers. Their accents were blacked out. They rode on F70 X14 red line tires.

1968 CHEVY CHEVELLE SS PRODUCTION NUMBERS

For the first time, the Chevelle SS 396 was considered a series on its own, rather than an option package for a Malibu Coupe or Convertible. The SS 396 was now available in not only Coupe and Convertible body style, but also in the El Camino, which got its own series designation (13880). Chevrolet built 60,499 Chevelle SS 396 Sport Coupes, 2,286 SS 396 Convertibles, and 5,190 SS 396 El Caminos. Chevelle sales as a whole (all body styles and trim levels) climbed from 403,963 units in 1967 to 464,669 units in ’68. They would continue to climb every year to a peak of over 500,000 units in the 1970 model year.


1968 Chevy Chevelle CONVERTIBLE


1968 Chevy Chevelle INTERIORS


1968 Chevy Chevelle ENGINES

1968 CHEVY CHEVELLE SS 396 ENGINE OPTIONS

The 1968 SS396 came standard with the 325hp Turbo-Jet 396 V8. There were two optional 396 V8s, one with 350hp, and the other with 375hp. Along with the new body, the SS396 came with a cool new hood with twin power bulges. Due to mounting pressure from new smog regulations, Chevy reworked the 396 Mark IV big block in an effort to ‘clean it up’, and in the process bored it slightly to 402 cubic inches of displacement. Today, we call these engines 402s, but back in 1969 they continued calling them 396s. A funny thing in the performance-specifications-intensive muscle car marekt at the time…until you remember that GM had an edict preventing any engine larger than 400 cubic inches to be placed in any midsized car (other than the Corvette, of course. A 402 would break the rules, a 396 just squeaked in under them. Of course, GM removed this rule in 1970 and a whole flood of big blocks came pouring out. 455s from Pontiac, Oldsmobile and Buick, and of course The Big Kahuna, the ultimate GM muscle car engine, the Rat Motor, the 454 big block V8. But that’s another story.

1968 CHEVY CHEVELLE SS 396 SMOG & SAFETY GEAR

From about 1966 onward, Federal smog & safety laws continued to tighten, requiring more and more new equipment and systems to be installed. Manual transmission cars got GMs new “Air Injection Reactor” (A.I.R) smog pump. On the safety front, side marker lights became mandatory, as were seat belts for outboard front seat occupants. 1968 was also the year when VIN numbers were required by Federal law to be placed in the top surface of the dash, visible through the windshield from outside the car, even when it was locked. This is the way cars are, to this day.


1968 Chevy Chevelle SPECIFICATIONS

Model

Body style

Model # / Body style #

Production

Price when new

Wheelbase

Length

Width

Track, front

Track, rear

Tire size

ENGINE OPTIONS   

Engine type

Engine family

Displacement

Bore & Stroke

Fuel system

Base 396ci V8

L34 396ci V8

L78 396ci V8

Chevelle SS 396 series 38 V8

Sport Coupe

38 / 17

(including Convertibles) 62,785

$2,899

112.0 in

202.0 in

76.0 in

59.0 in

59.0 in

F70-14

OHV 90-degree V8

Chevy Mk IV big block

396 cu /  6489 cc (6.5L)

4.1″ X 3.8″ / 104mm X 96mm

1 X Rochester 4bbl

325 hp @ 4800 rpm

350 hp @ 5200 rpm

375 hp @ 5600 rpm

Chevelle SS 396 series 38 V8

Convertible

38 / 67

Convertibles approx. 2,000

$3,102

112.0 in

202.0 in

76.0 in

59.0 in

59.0 in

F70-14

410 lb/ft @ 3200 rpm

415 lb/ft @ 3600 rpm

415 lb/ft @ 3600 rpm

Sours: https://amazingclassiccars.com/1968-chevy-chevelle-ss-396/

Show Stopping Chevelle

1968 Chevrolet Chevelle SS 2-Door Hardtop
- True SS with Build Sheet
- 468ci/640hp Chevy 4bbl V8
- Tremec TKO 5 Speed Transmission
- Baer 4 Wheel Disc Brakes
- Concept One Steering System
- Dart Pro 1 Aluminum Heads
- Hotchkis Suspension Front and Rear
- 3.73 12 Bolt HD Posi Rear End
- Stainless Headers and 3 Inch Walker Dual Exhaust
- Detroit Autorama Best in Show

(Please note: If you happen to be viewing this vehicle on a website other than our main website, it's possible that only some of our many photographs of this car are not presented due to website limitations. To be sure you access all the photographs, please go to our main website: Garage Kept Motors.)

This car started life as a true Chevelle SS and has been restored to another level from Chevy's original vision. The original build sheet shows that this car left the Fremont, California factory with a L34 396, M13 3-speed transmission, and finished in Matador Red. The finish of the car now is showstopping! In fact, the one national show that the car was entered, it won 1st in class. This car definitely has the potential to pick up some more hardware at shows.

The exterior is extremely clean, and finished to a high standard. One important thing we want to be sure and mention is that the body is all the original GM steel! The pinstriping and break between the colors of the custom paint accentuates the lines and curves of the body. All trim and brightwork is like new, and the fit and finish of all the body panels is excellent. The paint covering the coke-bottle shape of this Chevelle SS is Orange Metallic, and Smoke Silver, with paint and body work performed by a well respected local shop. The car's body and exterior accessories have been left the way the car would've originally rolled off the assembly line - nothing has been shaved or deleted. The original style mirrors, door handles, badging, drip rails, and marker lights are still in their respective places. A set of multi-spoke, custom 3-piece wheels wrapped in Nexen tires finish off the custom look of this awesome Chevelle.

If you look past the impressive paint and body work, you will see that the interior is just as impressive. Countless hours of work have been spent to make the interior comfortable, functional, and one of a kind. Bucket seats that are simple in design, and wrapped in black leather help fill the interior. A custom center console finished in silver that stretches all the way through the back seats to the rear parcel shelf adds a bit of contrast to the interior. Cupholders, window switches, and a Pioneer stereo headunit are housed in the center console, but more importantly the gearshift for the 5 speed Tremec transmission is mounted between the front seats in the center console. A group of AutoMeter gauges are mounted on the dash just behind the custom billet steering wheel.

Removing the hood pins from the billet aluminum RingBrothers hood ties is a satisfying first step in revealing the engine. The engine and engine bay are jaw-dropping. The engine bay is painted and finished with the same care as the exterior. All wiring is neatly routed through the engine bay and many unused holes or studs have been deleted and smoothed. A monster 640 horsepower, 468ci V8 built by Rips Racing of Zeeland Michigan, connected to a Tremec TKO 5-Speed Transmission lives under the custom hood. The drivetrain has clicked over very few miles since it was built. Custom Dual intake snorkels feed the Holley QuickFuel 4 BBL carburetor, and add symmetry to the engine bay. Other mechanical highlights of the car are Dart Pro-1 Aluminum heads, MSD Ignition System, stainless steel headers with custom exhaust ending in dual Walker mufflers, Hotchkis Suspension front and rear, Baer 4 wheel power disc brakes, Concept One power steering system, and Optima battery. The underside of the car is extremely clean! Many of the parts previously mentioned show as new, and the floors and fuel tank painted to match the metallic silver on the exterior of the car have been finished to a high standard.

Whether you are looking for a ready-built show car to collect some hardware at shows, or a custom, jaw dropping Chevelle, this car is truly one to consider. This 25 years owned Chevelle cannot be duplicated for near our asking price, and will not disappoint the new owner. It's fully built and ready to rock! Be sure to check out all the photos and video on our main website: Garage Kept Motors. Call if interested or e-mail with any questions. Thank you for looking.

VIN Decode:
1 - GM Division: Chevrolet
38 - Series: Chevelle SS 396
37 - Body Style: 2 Door Sports Coupe
8 - Model Year: 1968
Z - Production Plant: Fremont, CA
132377 - Sequential Production Numbers

Sours: https://www.garagekeptmotors.com/vehicles/927/1968-chevrolet-chevelle-ss

Ss 1968 chevy

1968 Chevy Chevelle SS - Sordidly Sorted

Every square inch of this daily driven, 900-plus horsepower, deep-10-second, road race chevelle has been meticulously sorted out, and the results are downright filthy.

It's a question that's baffled the Western world for centuries. How the heck do you get "Bob" from "Robert," and which genius decided that "Bill" is a good way of shortening up "William?" Like most one-syllable names, "Brent" doesn't lend itself easily to an alternate handle, and it happens to sound pretty cool as it is. Nonetheless, in the case of Brent Jarvis, we'd like to throw an odd nickname of our own into the mix. Based on the way the man can set up a car, you might as well call him "Chad," as in Chad Knaus. You know, the guy who's arguably the best crew chief of all time, the one that's helped propel Jimmie Johnson to four-straight championships in NASCAR's premiere series? Like a Cup car, every nut and bolt in Brent's 1968 Chevy Chevelle has been painstakingly scrutinized and optimized for on-track performance. And boy, is this sucker dialed in.

For instance, to haul the 2-ton sled down before entering a complex of chicanes, it packs six-piston Wilwood clamps at each corner, and a network of custom air ducts that keep the rotors cool. Twin fuel pumps virtually eliminate the potential for pressure failure, and a custom air-bleed system in the fuel lines protects against vapor lock. In the engine bay, dual remote oil separators prevent oil from spitting out of the breathers during high-g maneuvering. Furthermore, all the suspension geometry, spring rates, and shock valving have been vigorously tuned at the track. Brent can even increase or decrease sway bar stiffness in 75 lb-ft increments depending on race conditions. Not only does this Chevelle pull over 1 g in lateral acceleration, it runs the quarter-mile in 10.39 seconds at 137 mph on drag radials through a five-speed stick, courtesy of a nitrous-sucking 565ci big-block that throws down 804 rear-wheel horsepower. Oh yeah, the Chevelle just happens to be an original SS396 four-speed car, and is used as a daily driver.

If the name Brent Jarvis sounds familiar, it's because we've been tapping into the expertise and manpower of his shop-Performance Restorations in Mundelein, Illinois-during the build of our '65 Old Cutlass project car. A drag racer at heart, Brent owns a 7-second Pro Street '59 Corvette that's now been retired from active NMCA competition, and has had an NHRA pro license (good to 6.50s!) for the last 20 years. Straight-line proclivities notwithstanding, Brent has always appreciated cars that handle well. "Driving a car with 4-inch-wide front tires on the street isn't any fun at all, so I've always built my cars to handle well. The problem was that there just weren't any good suspension parts you could put on muscle cars back in the early '70s," he says. "My first car was a '65 Chevelle, and I figured out early on that you can shim the control arms for more caster, swap in Camaro spindles for more camber, and install urethane bushings and sway bars out of a big-block car to beef up the handling. When the Pro Touring scene started becoming popular, suspension parts were much easier to get and made your car look cool, but you couldn't really tell how well they worked without taking your car on a road course. After my first lap around a road course, I was hooked and used each outing as an opportunity to improve my car's setup."

While moving up the ranks in NASA, Brent earned a pro competition racing license in Super Unlimited Touring, the organization's fastest class. Over the years, he has owned and raced 13 different Chevelles. When a buddy who was hard-pressed for cash put his original SS396 four-speed car up for sale, he couldn't pass up the opportunity. "I've always liked this car because it's a real SS, and has unique factory options like the hoodscoops and stripes, so I had to buy it. GM never officially built an SS427 Chevelle, since the 427 was only available as a COPO or a dealer-installed option, so I thought it would be fun to build a tribute to a car that never really existed," he explains. Although he aspired to build a car that could do everything well, he didn't want to emulate the look of the typical Pro Touring street machine. "My goal was to build something that retained the essence of a '60s muscle car while performing well in every arena. I didn't want any modern high-tech gadgets, gizmos, gauges, racing seats, billet wheels, or custom exterior mods. I'm not a fan of bling."

A body man by trade, Brent felt it was worth it to pay a premium to start with a nice car up front. The Chevelle's body was in outstanding shape with no rust damage at all, but the vinyl top had to go. After welding up all the molding holes left behind from peeling off the top, the Chevelle was sprayed in period-correct Bright Blue metallic paint, and the stock emblems were replaced with "SS427" badges off of a '68 Impala. As with the body, not much had to be tweaked underhood, as the car already had a potent 565ci big-block. The combination uses a Dart Big M block, an Eagle crank and rods, and JE 10.2:1 pistons. Up top, a Pro Systems 1,000-cfm 4150 carb feeds an Edelbrock Air-Gap intake manifold, and massive CNC-ported Dart 335cc heads. "The car's former owner was a drag racer, so the motor was already pretty potent," Brent says. "The cam was a bit much for a street car, so I replaced it with an Erson 238/246-at-.050 hydraulic roller. Even with a smaller cam, the motor still made 601 rear-wheel horsepower on the chassis dyno. That number jumps to 804 hp on nitrous. The motor fires right up in the cold, and is so docile at idle that you'd never know that it makes so much power. Matched with the Tremec five-speed, it really drives great on the street and at the track."

With the motor and body sorted out, Brent went to work on the suspension. Armed with the expertise of having road raced A-bodies for over 10 years, the chassis tweaks were anything but typical. Brent selected a set of Global West control arms out back for their rugged construction and spherical joints, and set the pinion angle at negative 3 degrees for maximum forward bite. Likewise, the Hotchkis rear sway bar has been modified with custom Heim-jointed endlinks, and now attaches to the frame instead of the lower control arms. Brent says this arrangement reduces freeplay and increases the bar's effective stiffness. To prevent the rearend from unloading too much under hard cornering, Brent attached custom travel limiters made from 1/4-inch steel cable between the rearend and the frame. QA1 coilovers control body motions, and since the stock shock mounts were never designed to handle heavy spring loads, they have been reinforced with .100-inch chrome-moly steel plates and gussets.

Up front is a combination of control arms from Global West and SBC. The Global West lower arms are built like a tank, and the SBC upper arms feature a shimless design that uses steel bushings to eliminate flex. Instead of installing drop spindles, which can adversely affect steering geometry, Brent opted for a more creative solution. "It's amazing the kind of stuff you can find by just flipping through a NASCAR parts catalog. I installed a set of ball joints that are 1.5 inches longer than stock," he explains. "This raises the upper control arm at the ball joint area, which improves camber gain. Since they were designed for '80s A-body circle track cars, the ball joints are a direct replacement and are very cheap." Speaking of steering geometry, Brent installed spacers between the tie rods and steering knuckle until all vestiges of bumpsteer were eradicated. Moreover, a DSE splined sway bar helps manage weight transfer, but Brent took the design one step further by drilling four additional holes in the endlinks spaced 3/4 inches apart. This allows fine-tuning preload in 75 lb-ft increments. As with the rear, the front end uses QA1 coilovers, whose upper mounting brackets have also been reinforced with steel plates.

To any observer, the thoroughness of battle-tested engineering being infused into every nut, bolt, weld, and Heim joint in Brent's Chevelle is beyond brilliant, and defines the essence of this finely tuned machine. It's a final product that can only be achieved through a graceful coalescence of track time, deft fabrication abilities, and an intimate understanding of chassis dynamics. "Racing is the best way to sort out your car. Pounding on your car at the track and breaking parts makes you build better parts, which forces you to build cars that really work out of necessity," he says. Although we're not any closer to solving the mysterious origins of "Bob" and "Bill," at least the Chad-for-Brent nickname actually makes sense.

'68 CHEVY CHEVELLE
Brent Jarvis Port Barrington, IL
ENGINE
Type:Chevy 565 big-block
Block:Dart Big M standard deck,
bored to 4.600 inches
Oiling:Melling oil pump, Canton pan
Rotating assembly:Eagle 4.250-inch steel
crank and H-beam rods;
forged 10.2:1 JE pistons
Cylinder heads:CNC-ported Dart Pro 1 335cc
aluminum rectangle-port castings
with 2.30/1.90-inch Manley valves
Camshaft:Erson 238/246-at-.050 hydraulic roller,
.657/.657-inch lift, 112-degree LSA
Valvetrain:Jesel 1.75:1 shaft-mount
rocker and pushrods;
COMP Cams valvesprings and timing set
Induction:ported Edelbrock RPM Air-Gap
intake manifold,
Holley 1,000-cfm 4150 carb
Ignition:MSD 6AL box, billet distributor,
coil, and plug wires
Fuel system:custom stainless steel tank,
Carter mechanical pump,
Holley electric pump and regulator
Exhaust:Stainless Works 2-inch long-tube
headers with 3.5-inch collectors,
custom X-pipe, custom cutouts,
dual 3-inch Flowmaster mufflers
Power adder:NOS nitrous plate system
set at 200 hp
Cooling:Weiand aluminum pump,
Alumatech radiator and electric fans
Output:601 hp and 616 lb-ft at
rear wheels on motor;
804 hp and 902 lb-ft
at rear wheels on nitrous
Built by:owner
DRIVETRAIN
Transmission:Tremec TKO 600 five-speed,
McLeod aluminum flywheel
and twin-disc clutch
Rear axle:Ford 9-inch rearend
with Strange 35-spline axles,
billet yoke, 3.50:1 gears
and limited-slip differential
CHASSIS
Front suspension:Global West lower control arms,
SBC upper control arms,
QA1 coilovers,
DSE splined sway bar
Rear suspension:Global West upper and
lower control arms,
QA1 coilovers,
Hotchkis sway bar
Brakes:custom 12.25-inch heat-treated
Coleman rotors and Wilwood six-piston
calipers front and rear
Wheels:ET 18x9.5 Classic 5, front; 18x11, rear
Tires:Toyo 275/35R18 RA1, front
and 305/35R18, rear
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Sours: https://www.motortrend.com/features/1004phr-1968-chevy-chevelle-ss/
1968 Chevrolet Chevelle SS For Sale

Chevrolet Chevelle

Mid-sized automobile

This article is about the car. For the American rock duo, see Chevelle (band). For the Australian power pop band, see The Chevelles. For other uses, see Chevelle (disambiguation).

Motor vehicle

The Chevrolet Chevelle is a mid-sized automobile that was produced by Chevrolet in three generations for the 1964 through 1978 model years. Part of the General Motors (GM) A-body platform, the Chevelle was one of Chevrolet's most successful nameplates. Body styles included coupes, sedans, convertibles, and station wagons. The "Super Sport" versions were produced through the 1973 model year, and Lagunas from 1973 through 1976.

After a four-year absence, the El Camino was reintroduced as part of the new Chevelle lineup in 1964.

The A-body Monte Carlo, introduced in 1970, also used a platform that was based heavily on the Chevelle platform, although it was lengthened ahead of the firewall.

The Malibu was the top of the line model through 1972 and completely replaced the Chevelle nameplate starting with the redesigned and downsized 1978 model year.[1]

First generation (1964–1967)[edit]

Motor vehicle

First generation
64 Chevelle Malibu SS Coupe.jpg

1964 Chevrolet Chevelle Malibu Sport Coupe (with Malibu SS hubcaps)

Also calledChevrolet Malibu
Production1963–1967
Model years1964–1967
Assembly(main plant)
Flint, Michigan, United States
(branch assembly)
Arlington, Texas, United States
Lakewood Assembly, Atlanta, Georgia, United States
Baltimore, Maryland, United States
Framingham, Massachusetts, United States
Fremont, California, United States
Kansas City, Kansas, United States
Van Nuys, California, United States
Oshawa, Ontario, Canada
Sainte-Thérèse, Quebec, Canada
Port Elizabeth, South Africa (local assembly from CKD kits imported from Oshawa, ON (Canada) in lieu of import tariffs to 1969)
Body style2-door hardtop
2-door coupe
2-door convertible
2-door sedan
4-door sedan
4-door hardtop
4-door station wagon
2-door station wagon
2-door coupé utility
RelatedPontiac Tempest
Pontiac Le Mans
Buick Special
Buick Skylark
Oldsmobile F-85
Oldsmobile Cutlass
Acadian Beaumont
Beaumont
Chevrolet El Camino
Engine194 cu in (3.2 L) ChevroletI6
230 cu in (3.8 L) Chevrolet I6
250 cu in (4.1 L) Chevrolet I6
283 cu in (4.6 L) Small-BlockV8
327 cu in (5.4 L) Small-Block V8
396 cu in (6.5 L) Big-Block V8
Transmission3-speed manual
4-speed manual
2-speed automatic
3-speed automatic
Wheelbase115 in (2,921 mm)[2]
Length197 in (5,004 mm)[3]
Curb weight3,256 lb (1,477 kg)

Overview[edit]

The automobile marketplace was changing significantly during the early 1960s and became highly competitive in the smaller-sized car segments.[4] The domestic Big Three automakers (General Motors, Ford, and Chrysler) were responding to the success of American Motors' compact Rambler American and Classic models that made AMC the leading maker of small cars for several years and increasing Rambler on the 1961 domestic sales charts to third-place behind Chevrolet and Ford.[5] The innovative Chevrolet Corvair and the Chevy II, which was designed to compete with Ford's Falcon, were losing ground.[6] Ford released the mid-sizedFairlane in 1962, to which Chevrolet responded with the 1964 Chevelle based on a new A platform design.[6] Built on a 115-inch (2,900 mm) wheelbase, the new Chevelle was similar in size, simplicity, and concept to what were classified as the "standard-sized" 1955–1957 Chevrolet models.[6] The Chevelle was the U.S. auto industry's only all-new car for 1964 and was positioned to fill the gap between the small Chevy II and the full-sized Chevrolet models.[7] Introduced in August 1963 by "Bunkie" Knudsen, the Chevelle filled the gap in market coverage for Chevrolet and achieved sales of 338,286 for the year.[8]

Originally conceived as an upsizing of the Chevy II with a unibody platform (similar to the Fairlane and the full-size Chrysler B-platform of the same era) which originated with the XP-726 program, GM's "senior compact" A-platform used a body-on-frame construction using a suspension setup similar to its full-sized automobiles with a four-link rear suspension (the differential has four control arms which are attached to the frame with rear coil springs sandwiched between the differential and spring pocket—this design was used with the B platform vehicles). The name "chevelle" has been speculated as influenced by the gazelle and Chevrolet combined, as a smaller sedan to the Impala.[9]

Two-door hardtop coupes, and convertibles, four-door sedans, and four-door station wagons were offered throughout the entire run. This also included a coupe utility (El Camino) which was a derivative of the two-door wagon. In line with other Chevrolet series, the two-door hardtops were called Sport coupes. Four-door hardtops, dubbed Sport Sedans, were available (1966 through 1972). A two-door sedan and station wagon was available in 1964 and 1965 in the base 300 series. These economy-focused models included a simulated floor carpet made of vinyl-coated rubber color-matched to four available interior colors.[10] The station wagons were marketed with exclusive nameplates: Greenbrier (previously used with the Corvair based vans), Concours, and Concours Estate. Two six-cylinder engines and several V8s were offered in every model.

Chevelles were also assembled and sold in Canada. While similar to their stateside counterparts, the convertible was available in the base Chevelle series, a model never offered in the United States. The Chevelle was the basis for the Beaumont, a retrimmed model sold only in Canada by Pontiac dealers through 1969.

Chevelle SS[edit]

1965 Chevelle Malibu SS396 Hardtop Coupe

The Chevelle Super Sport, or SS, represented Chevrolet's entry into the muscle car battle. Early 1964 and 1965 Chevelles had a Malibu SS badge on the rear quarter panel. Chevelles with the mid-1965 Z16 option, priced at US$1,501 in 1965,[11] had the emblem on the front fender as well as distinct in-house style numbers: 737 for the hardtop and 767 for the convertible.[12] The $162 Super Sport package was available on the upscale Malibu two-door hardtop and convertible models; the option added special exterior brightwork with SS emblems and the 14-inch full-disc wheel covers from the Impala SS. Inside, the vinyl bucket-seat interior featured a floor console for models equipped with the optional Muncie aluminum four-speed-manual or Powerglide two-speed automatic instead of the standard three-speed manual. Malibu SS also came with a four-gauge cluster in place of engine warning lights, and a dash-mounted tachometer was optional.[13] The available 283-cubic-inch four-barrel V8 engine was rated at 220 hp (164 kW), the same rating as the 1957 Chevrolet Power-Pak 283 engine.

Starting in mid-1964, the Chevelle could be ordered with the division’s 327-cubic-inch V8, in either 250 or 300 hp (224 kW). Both used a four-barrel carburetor and 10.5:1 compression. For 1965, Chevrolet also added the 350-hp 327 V8 as Regular Production Option (RPO) L79. A total of 294,160 Chevelles were built the first year, including 76,860 SS models.[14] After 1965, the Malibu SS badge disappeared except for those sold in Canada. A limited 201 Malibu SS 396 'Z-16' big-block-equipped cars were also eventually produced starting in late 1965, with most being built between mid-March and mid-April.

1966 Chevelle Malibu Convertible

The Chevelle SS 396 became a series of its own in 1966 with series/style numbers 13817 and 13867. SS396 sport coupes and convertibles used the same Malibu sport coupe and convertible bodies with reinforced frames and revised front suspension: higher-rate springs, recalibrated shocks, and thicker front stabilizer bar, but with different exterior trim. They also had simulated hood scoops, red-stripe tires, and bright trim moldings. The performance engines available included three, 396 CID V8s – the standard, rated at 325 hp (242 kW), an optional 360 hp (270 kW), and an optional 375 hp (280 kW), respectively (the mid-horsepower 396 was rated at 360 hp (270 kW) for 1966 only and 350 hp (260 kW) thereafter). The SS 396 series lasted from 1966 through 1968 before being relegated to an option package in 1969. The 1966 and 1967 model years were the only two years of the 'strut back' 2-door sport coupe with its own style number, 17.[15]

In Canada, sporty Chevelles continued to wear "Malibu SS" badges for the 1966 and early 1967 model years. These Chevelles were available with the same equipment as non-SS Malibu models in the U.S. and did not get the domed hood or the blackout front and rear treatment. Redline tires were not available on Canadian Chevelles in 1966. A 1966 Malibu SS factory photo shows wheel covers on the car from the 1965 Impala. The Canadian Malibu SS got its "SS" name from the "Sports Option" package under RPO A51 and was primarily a trim option. This A51 option came with bucket seats, a center console (except when the three-speed manual transmission was ordered), standard full wheel covers, and the ribbed rocker panel moldings. The "Malibu SS" emblems were carried over from the 1965 Malibu SS series. This Canadian option could be ordered with any six-cylinder or V8 engine available at the time. Starting in January 1967, the Chevelle SS396 took over and became its own 138xx series, the same as in the U.S. Produced at the Oshawa, Ontario production facility, only 867 SS 396 models were produced during 1967.

Z-16 SS 396[edit]

Only 200 regular production 1965 Z16 Chevelles were built at the Kansas City plant. The Z-16 option included the convertible boxed frame, a narrowed rear axle and brake assemblies from the contemporary Impala, heavy-duty suspension, plus virtually all Chevelle comfort and convenience options. The Z16 standard big-block 396 Turbo-Jet V8 (fitted with hydraulic lifters instead of the solid lifters of the same motor used in the Corvette) came only with the Muncie wide-ratio four-speed manual transmission. The rear panel of the Z16 had unique black and chrome trim which framed untrimmed Chevelle 300-style taillights (Malibu and Malibu SS models had bright silver-painted lens trim).

The prototype Z-16 Chevelle was built at the Baltimore plant. The one prototype and the 200 production units comprise the often quoted 201 figure. All were two-door hardtops. One convertible was reportedly specially built for Chevy General Manager Semon "Bunkie" Knudsen, but is understood to have been destroyed. Approximately 75 Z-16s are presently accounted for.[16]

New Body 1966–1967[edit]

1966 saw a complete restyle of the Chevelle on the previous frame that included smooth contours, a broad new grille and bumper treatment as well as curved side windows. Bulging rear fender lines and a "flying buttress" roofline (tunneled into the "C" pillar) were highlights of the 1966 hardtops, shared with other GM "A" body models. The new body reflected the "Coke bottle" body shape that became the fad for American cars in the mid-1960s. A 4-door hardtop-styled Sport Sedan joined the Malibu series. It was an attractive car and was offered through 1972, but never achieved the high-production figures as the pillared sedan. Chevelles continued in 300, 300 Deluxe, and Malibu trims. Available engines were a 327-cubic-inch V8 instead of either of the sixes, or the mid-level option, a 220-horsepower 283-cubic-inch V8. Options included a tachometer, mag-style wheel covers, and sintered-metallic brakes, four-way power seats, a tissue dispenser, and cruise control.[17]

1967 Chevelle 300 Deluxe V8 four-door sedan

The 1967 models received a facelift. Large wraparound taillamps went into a new rear end with standard backup lights. "What you'll see inside," claimed the sales brochure for the 1967 Chevelle, "will probably bring on a severe compulsion to go driving." Front disc brakes were available on all models, and a new dual master cylinder brake system incorporated a warning light. Chevrolet also added 14-inch wheels and a three-speed automatic transmission to their line of transmissions.[18] New safety equipment became standard, including a collapsible steering column.[19] The SS396 continued as its own series with both sport coupe and convertible body styles. The 375-horsepower 396-cubic-inch V8 was dropped from the options list until late in the model year and returned with 612 being sold. Seven transmissions were available: two manual three-speeds, two manual four-speeds, an overdrive three-speed, and two automatics. The manual-shift feature of the Turbo Hydra-Matic transmission was featured. Options included Superlift air shock absorbers, Strato-ease headrests, and special instrumentation.

Second generation (1968–1972)[edit]

Motor vehicle

Second-generation
1968 Chevelle SS396.jpg

1968 Chevrolet Chevelle SS396 Hardtop Coupe

Also calledChevrolet Malibu
Production1967–1972
Model years1968–1972
Assembly(main plant)
Flint, Michigan, United States
(branch assembly)
Arlington, Texas (commenced 1970 model year), United States
Lakewood Assembly, Atlanta, Georgia, United States
Baltimore, Maryland, United States
Framingham, Massachusetts, United States
Fremont, California, United States
Kansas City, Kansas, United States
Van Nuys, California, United States
Oshawa, Ontario, Canada
Sainte-Thérèse, Quebec, Canada
Caracas, Venezuela
Antwerp, Belgium, Europe
Body style2-door hardtop
2-door coupe
2-door convertible
2-door sedan
4-door sedan
4-door hardtop
4-door station wagon
2-door coupé utility
RelatedChevrolet Monte Carlo
Pontiac Tempest
Pontiac Le Mans, Buick Special, Buick Skylark, Oldsmobile F-85
Oldsmobile Cutlass
Acadian Beaumont, Beaumont, Chevrolet El Camino, GMC Sprint
Chevrolet Opala
Holden Kingswood 2-nd generation
Engine230 cu in (3.8 L) ChevroletI6
250 cu in (4.1 L) Chevrolet I6
307 cu in (5.0 L) Small-BlockV8
327 cu in (5.4 L) Small-Block V8
350 cu in (5.7 L) Small-Block V8
396 cu in (6.5 L) Big-Block V8
400 cu in (6.6 L) Small-Block V8
402 cu in (6.6 L) Big-Block V8
427 cu in (7.0 L) Big-Block V8
454 cu in (7.4 L) Big-Block V8
Transmission3-speed manual
4-speed manual
2-speed automatic
3-speed automatic
Wheelbase112 in (2,845 mm) Coupe[20]
116 in (2,946 mm) Sedan/Wagon
Length201.2 in (5,110 mm) (sedan)
206.5 in (5,245 mm) (wagon)
197.2 in (5,009 mm) (coupe)
Width75.4 in (1,915 mm)
Height53.2 in (1,351 mm) (sedan)
55.1 in (1,400 mm) (wagon)
52.6 in (1,336 mm) (coupe)
Curb weight3,520 lb (1,597 kg)

Overview[edit]

The 1968 Chevelle received an all-new distinctly sculpted body with tapered front fenders and a rounded beltline. The car adopted a long-hood/short-deck profile with a high rear-quarter "kick-up". While all 1967 Chevelle models rode a 115-inch (2,900 mm) wheelbase, the 1968 coupes and convertibles now rode a 112-inch (2,800 mm) wheelbase. The 4 door sedans and wagons turned to a 116-inch (2,900 mm) span. Tread width grew an inch front and rear. Hardtop coupes featured a semi-fastback, flowing roofline (with a long hood and short deck, influenced by the all-new Camaro. The fastback appearance was a revival of a streamlining bodystyle on all GM products from 1942 until 1950, as demonstrated on the Chevrolet Fleetline. Top-trim models (including the SS 396 and new luxury Concours) featured GM's new Hide-A-Way wiper system. Lesser Chevelles would get that change later.

The entry-level Chevelle 300 (131 - 132 VIN prefix) was available as a pillared coupe and/or station wagon (Nomad) while the 300 Deluxe and Nomad Custom (133 or 134 VIN prefix) had a 2-door hardtop added to the lineup (fourth and fifth VIN characters will be 37; with the previous 300 Deluxe the hardtop was available with the Malibu and SS396 but not the base 300/Deluxe in the USA not counting those produced for the Canadian market). The Super Sport (SS396 sport coupe, convertible, and El Camino pickup) became series on its own. Chevrolet produced 60,499 SS 396 sport coupes, 2,286 convertibles, and 5,190 El Caminos; 1968 was the only year the El Camino body style would get its own SS396 series designation (13880).[21]

Government-mandated side marker lighting was incorporated, with early 1968 SS 396 light bezels seen with the SS 396 nomenclature - at some point in the later production cycle the engine callout had a 396 also shared with the Chevy II Nova SS (the side marker bezels, also sourced from the Chevy II Nova in 307, 327, and 396 displacements) had the engine displacement except for the six-cylinder models). Black-accented Super Sports had F70x14 red-stripe tires and a standard 325-horsepower 396-cubic-inch Turbo-Jet V8 engine with the special twin-domed hood; 350 and 375-horsepower 396 engines were optional. The SS 396 sport coupe started at $2,899 - or $236 more than a comparable Malibu with its 307-cubic-inch V8. All-vinyl bucket seats and a console were optional. Three luxury Concours options became available in March 1968 for the 4-door sedan, the 4-door sport sedan (and the hardtop coupe) and consisted of special sound insulation, and a deep-padded instrument panel with simulated woodgrain accents and all-vinyl color-keyed interiors. Interiors were sourced and shared with select Buick, Oldsmobile, or Pontiac A body patterns - during the middle of the 1968 model year, some Chevrolet A-bodies (including the El Camino) ended up with interior door panels shared with the Buick or Oldsmobile A bodies (Special, Skylark) where supply and demand issues forced a substitution, and during the April 1968 production month in the wake of the assassination of Reverend Dr. Martin Luther King Jr. there were some work stoppages e.g. strikes. A ribbed stainless steel panel was bolted to the rear taillight panel and a 'Concours By Chevrolet' emblem on the rear decklid. Other options included power windows and door locks. With the hardtop, a rare option is a horseshoe floor shifter with an integrated console (with bucket seats - sourced from the SS). These Concours options (ZK5, ZK6, and ZK7) should not be confused with the two Concours station wagons. At the time the ZK5, ZK6, and ZK7 Concours package was the equivalent of the Caprice. Also new for 1968 was the elimination of the term "sedan" for the 2-door pillar body style. This was now called a coupe (or pillar coupe) while the 2-door hardtop remained a sport coupe. These coupe/sport coupe designations would continue into 1969 as well.

The Concours Estate Wagon was one of four distinct Chevelle wagon models. A one-year Nomad, Nomad Custom was offered.

Regular Chevelle engines started with a 140 hp (100 kW) Turbo-Thrift six or the new 200 hp (150 kW) Turbo-Fire 307 V8, and a 325 hp (242 kW) version of the 327-cubic-inch V8. Manual transmission cars got GM's "Air Injection Reactor (A.I.R)" smog pump. New Federal safety-mandated equipment included side marker lights, as well as shoulder belts for outboard front seat occupants on cars built after December 1, 1967.

Design Changes 1969–1972[edit]

1969 Chevelle SS396 Hardtop Coupe

1969 Chevelles were billed as "America's most popular mid-size car." They showed only minor changes for 1969, led by revised front-end styling. A single chrome bar connected quad headlights (which became a familiar Chevrolet trademark) with a revised front grille, now cast in ABS plastic, and a slotted bumper held the parking lights. Taillight lenses were larger and more vertical, flowing into the quarter panels. Smaller side marker lighting bezels were phased in (shared with the Camaro and using the lens assembly as the previous year). Front vent windows (hardtop and convertibles only) began to fade away now that Astro Ventilation (first introduced on the 1966 Buick Riviera which was used a year earlier on the Camaro and Caprice) was sending outside air into several Chevelle models. The Chevelle lineup slimmed down to Nomad, 300 Deluxe/Greenbrier, Malibu/Concours, and Concours Estate series, and the base 300 series was history. No longer a series of its own, the SS 396 turned into a $347.60 option package for any two-door model. That meant not just a convertible, sport coupe, or pickup, but even the pillared coupe and sport coupe in the 300 Deluxe series (except the base 300 Deluxe El Camino pickup). Fewer SS396-optioned 300 Deluxe coupes and sport coupes were built than their Malibu counterparts and they are solid gold for collectors. The Super Sport option included a 325-horsepower 396-cubic-inch V8 beneath a double-domed hood, along with a black-out grille displaying an SS emblem and a black rear panel. More potent editions of the 396 engine also made the options list, developing 350 or 375 horsepower (280 kW). SS396s produced from this point on shared the same VIN prefix with the Malibu sport coupe (136), with the exception of the 300 Deluxe based SS396s using (134), where the original buildsheet and/or Protect-O-Plate (which is an aluminum tag included with the original sales invoice from Chevrolet dealers) can ID a genuine SS (especially for a numbers matching original which is unaltered); however, the VIN number alone cannot ID a genuine SS as in previous years. Around an estimated 323 Chevelle 2-door hardtops were fitted with an L72 427 cu in (7.0 L) rated at 425 bhp (431 PS; 317 kW) at 5,800 rpm and 460 lb⋅ft (624 N⋅m) at 4,000 rpm of torque, where some Chevrolet dealers used the Central Office Production Order (this also included some Camaros and Novas of the same model year) - some COPOs were sold through select Chevrolet dealerships and out of the 323 COPO orders, a confirmed 99 were sold through the Yenko Chevrolet dealership in Canonsburg, PA. During the 1969 model year, a police package (RPO B07) was available on the Chevelle 300 Deluxe 4-door sedan where some were optioned with the RPO L35 (396) motor along with a boxed frame (also shared with fleet orders e.g. taxicabs and rental cars); at the time the police option was reintroduced since the 1964/65 model years (at the time midsize squads came with economy powertrain usually in the case of the Chevelle a third-generation Chevrolet inline-six. The 300 Deluxe squads was not a sales success since the market was dominated by rival manufacturer Chrysler Corporation where its B platform (and its full-sized sedans) outsold its competitors. Chevelle station wagons came in three levels: Concours, Nomad, and Greenbrier—the last a badge formerly used on the Corvair van. A new dual-action tailgate operated either in the traditional manner or as a panel-type door. Wagons stretched 208 inches (5,300 mm) overall versus 197 inches (5,000 mm) for coupes. Also the Concours option package (ZK5, ZK6, and ZK7) from the previous year was continued. New round instrument pods replaced the former linear layout. Chevelle options included headlight washers, power windows and locks, and a rear defroster. Chevy's midsize production rose this year. About seven percent of all Malibus had a six-cylinder engine, while about 86,000 came with the SS 396 option. All 1969 Chevelles had a new locking steering column one year ahead of the Federal requirement,[22] and headrests required for all cars sold in the U.S. after January 1, 1969.

In 1969 Chevrolet developed a steam powered concept vehicle, designated the SE 124 based on a Chevelle fitted it with a 50 hp Bresler steam engine in place of its gasoline engine. The Bresler was based on the Doble steam engine.[23]

1970 Chevrolet Chevelle[edit]

In 1970, sheet metal revisions gave the bodies a more coke bottle styling, and interiors were also redesigned. The 1970 Chevelle and the 1970 Buick Skylark share the same roofline. The 1970 Chevelle came in Sport Coupe, Sport Sedan, convertible, four-door sedan, a couple of wagons, and coupé utility (the El Camino) body styles. Only three of these (Malibu sport coupe, Malibu convertible, and El Camino pickup) were available with a choice of one of two SS options; RPO Z25 with the SS 396 (402 cid) engine and RPO Z15 with the new 454 cid engine. The base model was now simply called Chevelle in lieu of the former base 300 Deluxe, and was only available as a Sport Coupe or four-door sedan. In Canada, the base series retained its 300 Deluxe name, with appropriate badging on each front fender just behind the front wheel well. The 300 Deluxe 2-door sedan was canceled and replaced by the base Chevelle Sport Coupe, a 2 door pillarless hardtop. The hardtop, convertible, and sedan received the upgraded sheet metal but the station wagons and El Camino retained the previous year's sheet metal panels (which went on for the next 2 model years). Station wagons were the entry-level Nomad, the Chevelle level Greenbrier, the Malibu level Concours, and an upscale Concours Estate. New options included power door locks and a stalk-mounted wiper control. Production was expanded to the GM Arlington Assembly plant in Arlington, Texas (where the Chevelle was assembled with its corporate siblings in this case the Oldsmobile Cutlass).

Engine choices ranged from the standard 155 horsepower (116 kW) six-cylinder and 200-horsepower 307-cubic-inch V8, to a pair of 350 V8s and a pair of 402 engines. RPO Z25 SS equipment option included one of these 402 cid engines but was still marketed as a 396. The second 402 cid engine was available under RPO, rated at 330 hp with single exhaust, and was available in any V8 series except an SS optioned Malibu or El Camino. 1970 also saw the introduction of the 454 cid engine and was only available with the RPO Z15 SS Equipment option. The base 454 cu in (7.4 L) engine was rated at 360 bhp (365 PS; 268 kW), which was also available with cowl induction; and the optional LS6 version equipped with a single 4-barrel 800 CFMHolleycarburetor produced 450 bhp (456 PS; 336 kW) at 5600 rpm and 500 lb⋅ft (678 N⋅m) at 3600 rpm of torque.[24][25] There were 4,475 LS6 Chevelles produced.

1970 Chevelle SS396 Hardtop Coupe

The SS 396 Chevelle included a 350 horsepower (260 kW) Turbo-Jet 396 V8, special suspension, "power dome" hood, black-accented grille, resilient rear-bumper insert, and wide-oval tires on sport wheels. Though a 375 horsepower (280 kW) cowl induction version was available, few were sold in favor of the newly introduced 454 engine during late-1969 timeframe. The LS5 454-cubic-inch V8 produced 360 horsepower (270 kW) in standard form and a cowl induction version was also available. The LS6 produced a claimed 450 gross HP in solid-lifter, high-compression guise.

"You can make our tough one even tougher," the brochure explained, by adding Cowl Induction to either the SS 396 or the SS 454. Step on the gas, and a scoop opened "to shoot an extra breath of cool air into the engine air intake....like second wind to a distance runner." Neither functional hood lock pins nor hood and deck stripes were standard with either SS option, but were part of the optional ZL2 cowl induction hood option. The 454 cu in (7.4 L) LS5 V8 was rated at 360 hp (270 kW).

New design for 1971[edit]

1971 Chevrolet Chevelle SS

Although the 1971 Chevelle retained the 1970 body, it was treated to new front-end and rear-end styling that included large Power-Beam single-unit headlights, a reworked grille and bumper, and integral park/signal/marker lights. The grille was widened and featured a bright horizontal bar that divided it into two sections. At the center of this bar was a large Chevy bowtie for Malibus, or a large "SS" emblem for the SS models. The grille on the Super Sport was painted flat black, other models got a silver finished grille. Base Chevelles got a thinner, plain bar with no ornamentation. A small "Chevelle" nameplate was located in the lower-left corner of the grille. New dual round taillights were integral with the back bumper. Because SS models suffered heavy insurance surcharges, Chevrolet introduced the "Heavy Chevy" at midyear, which was based on the base Chevelle, and was available with any V8 engine except the 454, which was exclusive to SS models. The Heavy Chevy (RPO YF3) was only available with the base Chevelle sport coupe (13437) and was primarily a dress-up option and even it was limited to options available on the standard Chevelle sport coupe; vinyl carpeting, front bench seat, no center console shift, etc.

Chevrolet specifications for 1971 included both "gross" and "net" horsepower figures for all engines. The standard Chevelle SS engine was a two-barrel 350-cubic-inch V8 rated at 245 gross (165 net) horsepower. Optional was a four-barrel carbureted version of the 350 V8 rated at 275 gross (200 net with dual exhaust and 175 net with single exhaust) horsepower. The 402 cid big-block engine continued to be optional as the SS 396 but was only available in one horsepower rating, 300 gross (260 net) horsepower, and was not available with cowl induction. The base LS5 454 V8 produced 365 gross and 285 net horsepower, but cowl induction was available that produced more power because of the air induction and louder exhaust system. The LS6 454 option, which was originally announced as a regular production option on the Chevelle SS for 1971, was dropped early in the model year and no official records indicate that any 1971 Chevelles were assembled with the LS6 engine.

For 1971, the SS option could be ordered with any optional V8 and became more of a dress-up option than a performance option. The SS option was reduced to one RPO code, RPO Z15, and was only available for the Chevelle Malibu. This RPO code required any optional engine and transmission available in the Chevelle lineup. Since the 307 V8 was the standard base V8 in 1971, it could not be ordered with the SS option; one had to order the LS3 402 or the LS5 454, or one of the two 350 V8 engines (L65 or L48 - which reintroduced the small block to the SS option for the first time since the 1965 model year for USA market Chevelles).

GM mandated all divisions design their engines to run on lower-octane regular, low-lead or unleaded gasoline. To permit usage of the lower-octane fuels, all engines featured low compression ratios (9:1 and lower; well below the 10.25-11.25:1 range on high-performance engines of 1970 and earlier). This move reduced horsepower ratings on the big-block engines to 300 for the 402 cubic-inch V8 but the LS5 454 option got an "advertised" five-horsepower increase to 365.

Both 350 V8 engines, as well as the dual exhaust 402 cid V8 engine, were available without the SS option; only the LS5 454 V8 required the SS option. A single exhaust version of the 402 cid engine existed in 1970 with 330 gross hp and in 1972 with 210 net hp. In 1971 the single exhaust version of the 402 cid engine produced 206 net hp, but only appeared in the full-size Chevrolet brochure.

1972 Chevrolet Chevelle Malibu Sedan

1972 Chevelles featured single-unit parking/side marker lights on their front fenders, outside of a revised twin-bar grille. All Malibus had concealed wipers. The SS equipment option requirements remained the same as those in 1971, any optional V8. The 1972 Chevelle series had wide enough appeal to qualify as America's second-best-selling car. Base versions again included a four-model wagon series. Upscale versions were Malibus including the convertible models. More than 24,000 Malibu Sport Sedans were built, with a standard 307-cubic-inch V8 rated at 130 (net) horsepower. This 4-door hardtop used the same body as the 1968-71 models, and although it was attractive, it was the least popular body style in the lineup. It was not available with the overhead-valve "Turbo-Thrift" six-cylinder engine. With that V8, the Malibu Sport Coupe was the top seller by far starting at $2,923. The six-cylinder version ran $90 less. Powertrain options included the 175-horsepower 350-cubic-inch V8 and 240-horsepower 402-cubic-inch (still known as a 396), as well as a 454 that produced 270 horsepower (200 kW) under the net rating system. Chevelles sold in California were not available with the 307 V8, but had a 350-cubic-inch engine. Through the 1970s, California cars often had different powertrains than those marketed in states with less-stringent emissions regulations.

The 1972 Chevelle SS had a top engine rated at 270 net hp (201 kW) conforming with GM's decree that all engines were to be rated at their net engine ratings. All other engines on the SS roster were unchanged from 1971. 1972 was the last year for the cowl induction option for the 454 cid engine and was not even mentioned in the 1972 Chevelle brochure.

Chevelle wagons measured 10 inches (250 mm) shorter than full-size wagons and weighed about half a ton less, but sold much slower. Model-year output totaled 49,352 Chevelles and 290,008 Malibus—plus 54,335 station wagons.

The Yenko Chevelles[edit]

Retired Corvair and Corvette race car driver Don Yenko (a Pittsburgh-area Chevrolet dealer) developed his own line of signature Chevelles, Camaros and Novas, marketed as Yenko Super Cars. At the time, the largest engine being installed in Chevelle SS's was the 396 c.i.d. V8. Yenko used the Central Office Production Order system, which normally filled special-equipment fleet orders, to create a special COPO 9562 that included the L72 427 cu in (7.0 L) with a single, four-barrel 800 CFMHolleycarburetor that produced 425 bhp (431 PS; 317 kW) at 5600 rpm and 460 lb⋅ft (624 N⋅m) at 4000 rpm of torque unit[26] and the needed drive train upgrades. A few other dealers ordered the package Yenko created and sold them as their own supercars. (Nickey, Berger, Scuncio, etc.)

Third generation (1973–1977)[edit]

Motor vehicle

Third generation
1973 Chevrolet Chevelle SS Wagon.jpg

1973 Chevelle Malibu SS Station Wagon

Also calledChevrolet Malibu
Chevrolet Chevelle Laguna
Production1972–1977
Model years1973–1977
Assembly(main plant)
Flint, Michigan, United States
(branch assembly)
Arlington, Texas, United States
Lakewood Assembly, Atlanta, Georgia, United States
Baltimore, Maryland, United States
Framingham, Massachusetts, United States
Fremont, California, United States
Kansas City, Kansas, United States
Van Nuys, California, United States
Oshawa, Ontario, Canada
Sainte-Thérèse, Quebec, Canada
Body style2-door coupe
4-door sedan
4-door station wagon
RelatedChevrolet Monte Carlo
Pontiac Le Mans, Pontiac Grand Am, Pontiac Grand Prix, Buick Century, Buick Regal, Oldsmobile Cutlass, Chevrolet El Camino, GMC Sprint
Engine250 cu in (4.1 L) ChevroletI6
305 cu in (5.0 L) Small-BlockV8
307 cu in (5.0 L) Small-BlockV8
350 cu in (5.7 L) Small-BlockV8
400 cu in (6.6 L) Small-BlockV8
454 cu in (7.4 L) Big-BlockV8
Transmission3-speed manual
4-speed manual
3-speed automatic
Wheelbase112 in (2845 mm) Coupe
116 in (2997 mm) Sedan/Wagon
Length209.7 in (5,326 mm) (sedan)
215.4 in (5,471 mm) (wagon)
205.7 in (5,225 mm) (coupe)
Width77.3 in (1,963 mm)
Height54.1 in (1,374 mm) (sedan)
55.8 in (1,417 mm) (wagon)
53.4 in (1,356 mm) (coupe)

Overview[edit]

1973 Chevrolet Chevelle Malibu Coupe

The most extensive redesign in its 10-year history marked the 1973 Chevelle. Due to concern over proposed Federal rollover standards, convertible and 4-door hardtop models were discontinued, while the 2-door hardtop was replaced by a pillared coupe—named "Colonnade Hardtop". This body style featured a semi-fastback roofline, frameless door glass, and fixed, styled "B" pillars, structurally strong enough to contribute to occupant safety of a roll-over type accident. This move was somewhat controversial with the buying public as hardtops had been a staple of American cars for over 20 years and their presence almost taken for granted. Once the initial surprise was overcome, however, the Colonnade models became a sales success. The Monte Carlo coupe was the biggest seller of the Chevrolet A-body line (actually designated A-Special), although the bread-and-butter coupes, sedans, and station wagons also sold well. Distinctive rear quarter glass on 2-door coupes and new side windows with styled center pillars were featured on 4-door models. Rear windows on coupes no longer opened. In addition to the new roofline, front and rear ends looked markedly different this year as 1973 was the year of the federally mandated 5 mph (8.0 km/h) front bumper, adding to the car's length. Additional new body features were an acoustical double-panel roof, tighter-fitting glass, and flush style outside door handles. Wheelbase dimensions were retained; a 112 in (2,800 mm) for coupes and 116 in (2,900 mm) for sedans and station wagons, but bodies were five inches (127 mm) longer and an inch wider with a 1-inch (25 mm) wider wheel track. The station wagon, available in 6 or 9 passenger seating, featured a new counterbalanced liftgate which allowed for easier entry and loading up to 85 cubic feet.[27]

Plans to release the updated A-body lineup was scheduled for the 1972 model year but a strike which occurred at some GM assembly plants delayed the release for a full model year, eventually extending the lifecycle of the 1968-era generation; the redesigned A-bodies were designed in a studio where it had more of a European influence - at the time of development John Z. DeLorean was the chairman at the Chevrolet division where he delayed some product releases and extending the lifecycle of some of its products; the redesigned A-bodies had some styling cues lifted from the concurrent second-generation F-bodies - the front suspension was integrated into the A-body redesign with output from respective GM divisions (each division had its own sheet metal design).

1973 models also introduced molded full foam front and rear seat construction, a flow-through power ventilation system, an inside hood release, a larger 22-gallon fuel tank, and "flush and dry" rocker panels introduced first on the redesigned 1971 full-size Chevrolets. Another structural improvement was side-impact guard beams in the doors, as required by new Federal Motor Vehicle Safety Standards.[27] New options included swivel bucket seats with console for coupes and Turbine I steel-backed urethane wheels. A power moonroof was an option in 1973-75.[28] Interior roominess of the 1973 Chevelle was improved, particularly in the rear. Headroom was up slightly and shoulder room gains were by 1.6 inches (41 mm). Rear seat legroom was up 3.5 in (89 mm) in sedans. Another was a 15.3-cubic-foot (430 L) luggage capacity, an increase of 2.5 cubic feet (71 L) over 1972 models. Still another benefit of the new body designs was greatly improved visibility, up 25% in coupes and wagons, and 35% in sedans. The unusually thin windshield pillars also contributed to much better visibility.

New chassis[edit]

The chassis design was new, with a sturdier perimeter frame, revised chassis/body mounts, larger 8½ inch rear axle, wider 6-inch wheel rim width, revised rear control arm bushings, increased front and rear suspension travel, adjusted shock absorber location, and revised front suspension geometry[29] - The left wheel was adjusted to have slightly more positive camber than the right which resulted in more uniform and stable steering feel on high-crown road surfaces while maintaining freeway stability. Clearances for spring travel were also revised; the coil springs at each wheel were computer-selected to match the individual car's weight. Front disc brakes were now standard on all '73 Chevelles. John Z. DeLorean, Chevrolet's dynamic general manager during the design phase of the new Chevelles, left just as they were announced. He departed in late September 1972 to start a brief period as vice president of General Motors's Car and Truck Group. Critics compared the GM Colonnade line favorably to Ford and Chrysler intermediates.[30]

Five powertrains were available for 1973 Chevelle models; the 250 inline-six and 307 2-barrel V8 both rated at 110 hp (82 kW) were std. engines on Deluxe and Malibu. The 350 2-barrel V8 of 145 hp (108 kW) was the base Laguna engine. Options for any Chevelle included a 350 4-barrel V8 of 175 hp (130 kW) and a 454 4-barrel V8 rated at 245 hp (183 kW). Hardened engine valve seats and hydraulic camshafts made these engines reliable and allowed them to accept the increasingly popular unleaded regular gasoline. The 3-speed manual transmission was standard; a 4-speed manual and Turbo Hydra-Matic 3 speed automatic were optional. Crossflow radiators and coolant reservoirs that prevented air from entering the system prevented overheating.[31]

Revised model lineup[edit]

1973 Chevelle Malibu SS Colonnade Coupe

Malibu and the newly named Deluxe series base model featured the new 5 mph (8.0 km/h) bumper system with a large chrome front bumper and a chrome rear bumper. Malibu series interiors included cloth and vinyl or all vinyl seat trim and deep-twist carpeting. Deluxe series interiors featured cloth and vinyl or knit vinyl seat trim. Floor coverings were color-keyed in vinyl-coated rubber. The SS was now a trim option limited to the mid-level Malibu series. It was possible to order an SS station wagon this year - with the option of a 454-cubic-inch V8 engine, but the mix of sport and utilitarian wagon virtues would last only a single season. Included was a black grill with SS emblem, lower bodyside and wheel opening striping, bright roof drip moldings, color-keyed dual sport mirrors, black taillight bezels, SS fender and rear panel emblems, special front and rear stabilizer bars, 14x7-inch rally wheels, 70-series raised white lettered tires, special instrumentation, and SS interior emblems.[31] The SS option required an available 350 or 454 V8 with 4-speed or Turbo Hydra-Matic transmission.

Chevrolet honored California beach resorts once again by naming the top Chevelle series Laguna with the Malibu taking the middle spot while the base series was called simply Deluxe. In addition to the standard 350 2 barrel V8, Laguna models featured specific front and rear styling including a body-colored urethane front end concealing the new 5 mph bumper system. On minor impact the urethane nose cone, backed up by shock-absorbing cylinders, deflects and rebounds; Laguna models also featured a specific diecast chrome grille with bowtie emblem, a body-colored (steel) rear bumper, front and rear bumper rub strips, bright roof drip moldings, bright wheel opening moldings, chrome taillight bezels, full wheel covers, and Laguna fender nameplates. Two Laguna station wagons were introduced, including a Laguna Estate. Laguna interiors were pattern cloth and vinyl or optional breathable all-vinyl upholstery, distinctive door trim with map pockets, deep-twist carpeting, woodgrain vinyl accents, and Laguna nameplates.[31]

Chevelle sales remained strong: 327,631 of them in the 1973 model year, plus 59,108 station wagons. The more upmarket Malibu continued to sell best by a wide margin and many Chevelles went to the fleet market, but the costlier Laguna coupe and sedan made a respectable showing, with 56,036 going to customers. Super Sport options went on 28,647 Chevelles of which 2500 held the big 454-cubic-inch engine. The SS option was dropped at the end of the model year.[32]

Changes 1974–1977[edit]

1974 Chevrolet Chevelle Laguna Type S-3 Colonnade Coupe

Annual facelifts continued. The 1974 model featured new chrome grilles made of die-cast steel, and single rectangular tail lights replaced the dual round items on all coupes and sedans. More massive rear bumpers were also added, in accordance with stricter US Federal standards for 1974 cars.

The Laguna, which had been Chevelle's top of the line model in 1973, became the sporty Laguna Type S-3 and was only available as a coupe. It combined Laguna luxury with the upgraded handling of the SS, which it replaced. It also included GR70-15 radial tires. The new Laguna S-3 featured the urethane front end with a revised grille as well as new front lamps and taillights. The rear bumper on the Laguna S-3 was chrome-plated rather than painted body color as on the 1973 car. Standard equipment included a console, a vinyl roof, opera-type vertical rear quarter windows which could be covered with optional horizontal ribs; bodyside striping, Laguna S-3 badging, rally wheels, a 4-spoke steering wheel, firmer springs and shock absorbers, a front anti-roll bar, and HR70x15 radial tires on rally wheels. Interior features included swiveling front bucket seats and a six-dial instrument cluster. Production totaled 15,792 cars. Standard engine was 350 cu in (5.7 L) producing 145 hp (108 kW) with a 2-barrel carburetor, with options for a 150 hp (112 kW) 2-barrel or 180 hp (134 kW) 4-barrel 400 cu in (6.6 L) V8, and a 230 hp (172 kW) 454 cu in (7.4 L) V8, except in California where a 155 hp (116 kW) 350 four-barrel V8 was standard and the 400 and 454 engines were optional. The 454 was available with GM's THM-400 automatic or Muncie 4-speed manual transmission. Unitized 3-point seat belts were introduced as on all Chevrolet models.

The upscale luxury trim level for 1974 was the new Malibu Classic, offered in sedan, coupe, and station wagon models. Unlike the 1973 Laguna, the Malibu Classic used the same front end and chrome bumper as the lesser models, and had the smaller vertical opera windows and a spring-loaded hood ornament. Early-production 1974 Classic coupes required the vinyl roof option; apparently[according to whom?] inserts were used to cover part of the big rear quarter window.[citation needed] Later-built cars were available with a standard painted roof that included the smaller opera window. This configuration was continued through the end of Chevelle production in 1977. Inside, the Malibu Classic interiors had notchback bench seats[clarification needed] upholstered in cloth or vinyl, carpeted door panels, and simulated woodgrain instrument panel trim. Optional on Malibu Classic coupes were swiveling bucket seats in cloth or vinyl. The base Deluxe series was dropped for 1974, making the Malibu the base model. Base engines were the 250 cu in (4.1 L) straight-six engine and the 350 V8.

1974 Chevelle Malibu Estate

For 1975, Front and rear changes included a vertical grid-patterned grille and new bright trim around the headlights. Rectangular taillights were flush with the body surface, connected by a brushed chrome panel. Malibu Classic coupes had distinctive opera windows. Landau coupes came with a vinyl roof, full wheel covers, whitewall tires, color-keyed body striping, and dual sport mirrors. Engines ranged from the standard 250 six and 350/2-barrel V8 to options of 400 and 454-cubic-inch size, the last with a 235-horsepower rating. Variable-ratio power steering was now standard with V8 models, and all 1975 models came with steel-belted radial tires and a catalytic converter. A new "Chevrolet Efficiency System" included GM's new High energy ignition (HEI) for longer tune-up intervals and more complete combustion. Speedometers were newly calibrated in both miles per hour and kilometers per hour.

The Laguna Type S-3 was delayed until January 1975. It now had a slanted, urethane-covered aero-style nose designed for NASCAR, louvered quarter windows, and could be ordered with a vinyl half-roof. The 454 engine option was available for the first half of the model year after which the 400 engine became the top engine. Options included an Econominder gauge package.

The 1976 Malibu Classic received a crosshatch grille flanked by two stacked rectangular sealed-beam headlamps, while lesser models had a waterfall grille and continued with the previous single round lamps. Three V8 engines were available: a new 305 cu in (5.0 L) engine rated at 140 hp (104 kW), a 350 cu in (5.7 L) engine providing 165 hp (123 kW), and a 400 cu in (6.6 L) engine with 175 hp (130 kW). An "Econominder" gauge package was optional. In its third and final year, the 1976 Laguna Type S-3 was little changed. It again featured quarter window louvers and a sloped, body-color urethane front end. Lagunas shared their round-gauge instrument panel with the Chevrolet Monte Carlo and could be ordered with a four-spoke sport steering wheel as well as swivel front bucket seats and a center console. Lesser models had a dashboard and a linear-readout speedometer. Production of the Laguna edged up to 9,100 cars.

The 1977 Chevelles featured new grilles. The lineup consisted of Malibu and Malibu Classic models in coupe, sedan, and station wagon body styles. Estate Wagons and the Laguna Type S-3 were gone. Malibu Classics, again the top model, switched to a vertical grille pattern and six-section taillights but kept their twin stacked headlights and stand-up hood ornament. Malibu grilles changed little. Fewer engine selections were available though the engines that remained gained a few horses. In standard form, Chevelles had a 250 cu in (4.1 L) six-cylinder engine or a 145 hp (108 kW), 305 V8. The sole option beyond that was a 170 hp (127 kW), four-barrel 350 V8, which came as standard equipment in the Malibu Classic station wagon. Malibu Classics had a luxurious cloth/vinyl split-bench front seat, color-keyed steering wheel, and woodgrain-accented instrument panel. Malibu options included an Exterior Decor group, tinted glass, and full wheel covers. A total of 37,215 Malibu Classic Landau coupes were produced, as opposed to 73,739 Malibu Classic coupes and 28,793 Malibu coupes. In four-door sedan form, too, the Malibu Classics outsold base models by a substantial margin.

A Chevelle SE (special edition) was available and provided front and rear spoilers, turbine II wheels, F60-15 tires, special graphics and decals, quarter window trim, front and rear sway bars, sport suspension, and a deluxe interior. Three colors[which?] were available. 50 of these cars were built.

The 1977 models were the last to bear the Chevelle name; with the all-new 1978 models, Malibu became the basic name for Chevrolet's midsize cars.

Reviews[edit]

Speed and Supercar magazine said in a June 1974 "Street Test": "Chevy gets it right on." "Enough is plenty, that's how we feel about the 350 Laguna. "... We couldn't pass up the opportunity to tell you what a groovy all around car it is even if it can't smoke the quarter-mile in 13 seconds. And what car in '73 can." "It's not overpowering but it's enough - and so comfortable that the editor bought the car." "The Laguna is the type of car you want to own for fast, comfortable transportation in quiet luxury."[33]

Motor Trend - 1973 Buyers Guide said: "Chevrolet is fielding an all-new intermediate Chevelle series at a time when competitive lines from Ford and Chrysler are one or more years old...when you look at what the stylists have done with what we used to call the pillar coupe, you might want to rush out and buy some stock in General Motors."[citation needed]

Motor Trend said: "The Grand Am and the Laguna are large "small" cars. Nimble, quick and responsive." "The cleanly styled Laguna has a lot to recommend it. The car has a very tight feeling, a by-product of the heavily ribbed underbody and double paneled roof. Strongly in the Laguna's favor is the integrated, body-colored urethane bumper-front end. It's a lot better looking out-front than the big bumper approach."[citation needed]

Car and Driver said: "Directional stability is so strong on the highway that the Laguna seems locked on some guidance-beam radiated from your destination." "The Laguna's urethane nose cap allows the front end to be flat and free of gaps in this day of jutting bumpers; its block-cut fenders are chauvinistically masculine, and no sheet metal is wasted cloaking its tires from view...so the Laguna looks like it could bowl over most of the cars on the road."[citation needed]

NASCAR[edit]

Cale Yarborough's #11 Chevelle Laguna

The third generation Chevelle was an extensively used body style in NASCAR competition from 1973 to 1977. The Chevelle Laguna in particular was extremely successful allowing Cale Yarborough to win 34 races and earn the first two of three consecutive Grand National championships. Considered a limited edition model by NASCAR, the Laguna S-3 was ineligible for competition following the 1977 season.

Motor Trend said in 1973: "While neither Chevrolet or Pontiac are back in racing, the new crop intermediates out of GM's styling studios are curiously aerodynamic. They are also curiously competing on the NASCAR circuit tracks, and selling as fast as they can be hauled to the dealerships."[citation needed]

October 21, 1973: American 500-Benny Parsons pits for repairs after an early crash. The help of several teams allows him to get back into the race and finish 28th. Parsons and his Chevelle hold on to win the NASCAR Winston Cup Grand National championship. Parsons took the points lead with a third-place finish at Talladega Speedway in early May and never gave up the lead. He held off a late rally by Cale Yarborough to win by only 67.15 points.

August 1976: Cale Yarborough drove his #11 Junior Johnson/Holly Farms Chevelle to the 1976 NASCAR Winston Cup Grand National championship. Yarborough won nine races along the way to the first of three consecutive titles. He finished last in the Daytona 500, but assumed command of the points chase in August. Yarborough beat Richard Petty by 195 points.

February 20, 1977: Daytona 500-Cale Yarborough Chevelle pulls away from Benny Parsons Chevelle in the final laps to win in his second Daytona 500. Cale Yarborough was running at the finish in all 30 NASCAR Winston Cup races as he dominated the 1977 season to wrap up his second consecutive title. Yarborough won nine races in 30 starts in his #11 Chevelle and finished 386 points ahead of runner-up Richard Petty.[34]

Gallery[edit]

  • 1964 Chevrolet Chevelle Hardtop

  • 1965 Chevrolet Chevelle Malibu SS Convertible

  • 1966 Chevrolet Chevelle SS

  • 1967 Chevelle 300 Deluxe Sedan

  • 1968 Chevrolet Chevelle SS

  • 1969 Chevrolet Chevelle SS Hardtop

  • 1970 Chevelle SS Hardtop Coupe

  • 1971 Chevrolet Chevelle Malibu Sport Sedan

  • 1972 Chevrolet Chevelle SS wagon

  • 1972 Chevrolet Chevelle "Malibu" Convertible (Shown in Spring Green Poly paint)

  • 1973 Chevrolet Chevelle Malibu SS Colonnade Hardtop Coupe

  • 1974 Chevelle Malibu Coupe

  • 1975 Chevrolet Chevelle Malibu Coupe

  • 1976 Chevrolet Chevelle Laguna Type S-3 Coupe

  • 1977 Chevrolet Chevelle Malibu Classic Landau Coupe

See also[edit]

References[edit]

  1. ^Gunnell, John (2011). Standard Catalog of Chevrolet, 1912-2003: 90 Years of History, Photos, Technical Data and Pricing. Cincinnati: F+W Media. p. 204 https://books.google.com/books?id=YhRjDwAAQBAJ&dq=9781440230516&source=gbs_book_other_versions. ISBN . OCLC 1058297344. Retrieved 27 December 2017.
  2. ^https://www.gmheritagecenter.com/docs/gm-heritage-archive/vehicle-information-kits/Chevelle/1964-Chevrolet-Chevelle.pdf
  3. ^"1966 Chevrolet Chevelle Brochure". oldcarbrochures.com.
  4. ^Rubenstein, James M. (2002). The Changing U.S. Auto Industry: A Geographical Analysis. Routledge. pp. 144–147. ISBN . Retrieved 5 December 2017.
  5. ^Gunnell, John (2005). American Cars of the 1960s: A Decade of Diversity. Krause Publications. p. 164. ISBN . Retrieved 5 December 2017.
  6. ^ abcGenat, Robert (2000). Chevrolet SS. MotorBooks International. p. 63. ISBN . Retrieved 5 December 2017.
  7. ^Gunnell, John (2003). Standard Catalog of Chevelle 1964-1987. Krause Publications. p. 9. ISBN . Retrieved 5 December 2017.
  8. ^Steffe, Jeffrey (2004). Chevelle SS, 1964–1972: A Muscle Car Source Book. JC Publications. p. 6. ISBN . Retrieved 5 December 2017.
  9. ^"History of the Chevy Chevelle". Volo Auto sales. speeddigital. Retrieved 17 May 2021.
  10. ^Bumbeck, Mike (February 2014). "Baseline Beauty - 1964 Chevrolet Chevelle 300". Hemmings Classic Car. Retrieved February 27, 2021.
  11. ^Flory, J. "Kelly", Jr. American Cars 1960–1972 (Jefferson, NC: McFarland & Coy, 2004), p. 354.
  12. ^All Chevelles were 13000 series. Flory, p. 356.
  13. ^"1965 Chevrolet Chevelle Owners Guide". Archived from the original on 2015-05-18. Retrieved 2015-05-11.
  14. ^The Editors of Consumer Reports
  15. ^Flory, p.434.
  16. ^http://www.z16chevelle.com/Z16%20Registry.htm
  17. ^"1966 Chevrolet Chevelle brochure". oldcarbrochures.com.
  18. ^"1967 Chevrolet Chevelle Information Specifications Resources Pictures". oldride.com.
  19. ^1967 Chevelle brochure
  20. ^https://www.gmheritagecenter.com/docs/gm-heritage-archive/vehicle-information-kits/Chevelle/1968-Chevrolet-Chevelle.pdf
  21. ^"Vehicle Profile: 1968 Chevrolet Chevelle". The ClassicCars.com Journal. Retrieved 8 November 2018.
  22. ^"The Popular Science Anti-Car-Theft Device Competition"Popular Science, July 1969, p.70.
  23. ^"GM Takes Its Wraps Off Its Steam Cars."Popular Science, July 1969, p. 84-85.
  24. ^Nick D., ed. (March 29, 2016). "1964→1972 Chevrolet Chevelle SS 454". supercars.net. Retrieved July 5, 2018.
  25. ^Paul Zazarine, ed. (November 14, 2014). "The 1970 LS6 Chevelle Was America's King Of The Streets". heacockclassic.com. Retrieved July 5, 2018.
  26. ^Nick D, ed. (March 29, 2016). "1969 Chevrolet Chevelle L72 427/425HP COPO 9562". supercars.net. Retrieved July 5, 2018.
  27. ^ abMotor Trend 1973 Buyers Guide
  28. ^1973–1977 Chevrolet Chevelle brochures
  29. ^Chevrolet engineering report-73 Chevelle
  30. ^The Editors of Consumer Guide
  31. ^ abc1973 Chevrolet Chevelle Brochure
  32. ^Cars of the 70's - By the Editors of Consumer Guide
  33. ^Speed and Supercar-June 1973: Driving impression 350 Laguna
  34. ^1973-77 NASCAR recap by the Auto Editors of Consumer Guide

External links[edit]

Sours: https://en.wikipedia.org/wiki/Chevrolet_Chevelle

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1968 Chevy Chevelle SS Is One Fresh Build, Corvette ZR1 Engine Makes It Tick

The fact this thing was shown for the first time in 2019 means it is one of the freshest of its kind on the market, if not the freshest. It is the work of a Nanuet, New York-based shop going by the name SIX12 Auto Worx, and it is simply delicious to look at.

The red over purple machine looks wider on the hips than a regular Chevellebecause it simply is so. Six inches (152 mm) of extra metal were added to the sides for the build to better accommodate the Hotchkis sport suspension with electronic coilovers and the wheels that make the thing move. At each corner, the special, staggered pieces of metal, sized 19 and 20 inches front and rear, respectively, are shod in Toyo Proxes tires and perfectly round up the look of the car.

Inside, we are treated to a black universe, with leather all over, and a set of Stewart Warner gauges in the dashboard.

The smooth exterior is nothing but deceit, though, as this thing is a true monster. Under the hood, the shop hid “the most powerful engine ever offered in a Chevy production vehicle,”as the bowtie carmaker describes it. That would be the 6.2-liter LT5 one usually gets in the Corvette ZR1.

The numbers for it are, as you know, mind-boggling: the thing sends 755 hp and 715 lb-ft (968 Nm) of torque to the wheels, but sadly we are not being told what that means in terms of acceleration and speed in this particular application.

Mecumdoes not give an estimate as to how much the car is expected to fetch during the sale.
Sours: https://www.autoevolution.com/news/1968-chevy-chevelle-ss-is-one-fresh-build-corvette-zr1-engine-makes-it-tick-158078.html


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