In 1969, the Impala SS was only available as the Z24 (SS427), coming only with a 427 V8 of 390 or 425 hp. This was the final year for the Impala SS until 1994. Another plus is that the 1969 Impala SS was the last year it came with the Z24 SS427, but the only year where front disc brakes became standard equipment, along with 15 inch wheels, which made the 1969 SS427 better than its previous version. Although the 427 was replaced by the 454  Turbo Jet V8 in 1970, the SS option was dropped. Thus the 1969 Impala SS427 got the best of both worlds, which is why it is so valuable today.

1961 Impala SS

 The Super Sport package, a bargain at just $53.80, consisted of special body and interior trim, power steering, power brakes with sintered metallic linings, full wheel covers with a three blade spinner, a passenger grab bar, a console for the floor shift, and a tachometer on the steering column. The 409 engine came only with the four speed manual transmission and only one factory axle ratio. Lower axle ratios were available from the dealer, and lucky owners could see 1/4 mile times in the high 15s, which was pretty impressive in 1961. 142 Impala SS 409s were built in 1961,  most of which  went to customers who would campaign them at local drag strips.  Due  to an overinflated image and the Beach Boys' song of the same name, the  409 legend was born and the horsepower race was on.

Production: Impala SS: 453  

Impala SS w/ 409 V8: 142
Engines: 348 (4 bbl) V8 305 bhp. 348 V8 340 bhp. 348 (3x2 bbl) V8 350 bhp. 409 V8 360 bhp @ 5800 rpm, 409 lb-ft @ 3600 rpm.
Performance: 409/360: 0-60 in 7.8 sec. 1/4 mile in 15.8 sec. @ 94.1 mph.

1962 Impala SS

The Impalas were a bit less aerodynamic in 1962, a bit boxier, which made some racers turn to the lighter Bel Air coupe. The 409 was improved by adding new cylinder heads and a revised camshaft. With the standard 4 bbl carb, the 409 now produced 380 hp. But the real news was the improved top of the line 409 which added a pair of Carter AFB four barrel carbs and a lightweight valve train, and produced an astonishing 409 hp, or a magical 1 hp per cid. The 409 legend grew. 

Production: Impala SS: Approximately 100,000. Impala SS w/ 409 V8: 15,091
Engines: 283 V8 170 bhp. 283 V8 195 bhp. 327 V8 250 bhp. 327 V8 300 bhp. 409 V8 380 bhp. 409 (2x4 bbl) V8 409 bhp.

1963 Impala SS

1963 saw the Impala SS continue to increase in performance and popularity. With the elimination of the Bel Air coupe, buyers again switched back to Impala SS coupes and convertibles.  A more streetable, detuned version of the 409 with 340 hp was made available with an optional Powerglide automatic transmission. Basically a dog, this combination was for people who wanted the "prestige" of the 409 without the performance. For the serious enthusiasts, Chevrolet offered the 409 with solid lifters and a single four bbl carb with 400 hp.  Two four barrel carbs boosted power to  425 hp.  

As if that wasn't enough, Chevrolet introduced  the Z11  in mid 1963. This was a 427 cid V8 loosely based on the existing 409 but with a smaller bore and a longer stroke. It featured angled valves and was nicknamed the "porcupine head motor." Although it was officially rated at 430 hp, it made close to 500 hp. Unfortunately, it was only available to factory approved customers (55 of them) through Chevrolet's RPO (Regular Production Option). It was usually coupled with the optional factory lightweight front end aluminum panels and bumper. In addition, Chevrolet was preparing another 427 V8, the Daytona "Mystery Motor" to be used at the 1963 Daytona 500. However, Chevrolet officially withdrew from racing competition, putting a stop to development of the "Mystery Motor."  The 427 would reappear  three years later, now a direct descendent of the "Mystery Motor" from 1963. Z11 below.

I hate to beat a dead horse, but back in the day we got SOOOO tired of all these car companies touting miracle motors that nobody could get. Here was the fire breathing Z11, but you couldn't buy one no matter how much money you had. Why bother?

Production: Impala SS: 153,271
Engines: 283 V8 170 bhp. 283 V8 195 bhp. 327 V8 250 bhp. 327 V8 300 bhp. 409 V8 340 bhp, 430 lb-ft @ 3200 rpm. 409 V8 400 bhp. 409 (2x4 bbl) V8 425 bhp. (Z-11) 427 V8 430 bhp.
Performance: 409/340: 0-60 in 6.6 seconds, 1/4 mile in high 15s. (you wish, this road test must have been conducted down hill)




1964 Impala SS

The Impala SS became its own series for 1964 and continue to feature unique exterior trim and a lavish interior. Available only as a convertible or coupe, the SS was offered with the same engines as 1963, including the top of the line 409. But the introduction of the Pontiac GTO would steal the Impala SS thunder as buyers began to shift over to smaller, lighter cars that could offer more performance for less money than the full size cars of the day.

Production: Impala SS: 185,325 

Impala w/ 409 V8: 8,684
Engines: 283 V8 170 bhp. 283 V8 195 bhp. (L30) 327 V8 250 bhp @ 4400 rpm, 350 lb-ft @ 2800 rpm. (L74) 327 V8 300 bhp @ 5000 rpm, 360 lb-ft @ 3200 rpm. (L33) 409 V8 340 bhp @ 5000 rpm, 430 lb-ft @ 3200 rpm. (L31) 409 V8 400 bhp @ 5800 rpm, 425 lb-ft@ 3600 rpm. (L80) 409 (2x4 bbl) V8 425 bhp @ 6000 rpm, 425 lb-ft @ 4200 rpm.

1965 Impala SS

The Impala was completely redesigned for 1965 and featured a more streamlined look, rather than the boxy look of previous years. In February, the 409 was phased out and was replaced by the much better Mark IV 396 cid V8, which would power Chevrolets for the rest of the '60s. The new 396 could be mated to a new automatic transmission, the Turbo Hydramatic.  The 409s and 396s were available in all Impalas, including four door sedans and station wagons, but the Impala SS continued as a separate series.

Production: 239,500
Engines: (L30) 327 V8 250 bhp @ 4400 rpm, 350 lb-ft @ 2800 rpm. (L74) 327 V8 300 bhp @ 5000 rpm, 360 lb-ft @ 3200 rpm. (L35) 396 V8 325 bhp @ 4800 rpm, 410 lb-ft @ 3200 rpm. (L78) 396 V8 425 bhp @ 6400 rpm, 415 lb-ft @ 4000 rpm. (L33) 409 V8 340 bhp @ 5000 rpm, 430 lb-ft @ 3200 rpm. (L31) 409 V8 400 bhp @ 5800 rpm, 425 lb-ft @ 3600 rpm.

1966 Impala SS

By 1966, the Impala SS was beginning to lose its luster. The Caprice became the new top of the line Chevrolet, stealing the Impala's luxury image while the SS was becoming more of an appearance package than a performance one. The Impala also lost its signature six round taillights, which had been an Impala trademark since 1958.  The Mark IV 396 continued, but a larger 427 version was introduced. It was rated at 390 bhp, while the "special performance" version was rated at 425 bhp due to solid lifters,  aluminum manifold, and heavy duty four bolt main block. The 427 was available with a special performance,  extra heavy duty four speed Muncie M22  manual transmission called the rock crusher, which was very noisy due to the straighter angle of the gear set.  Impala SS sales were down by more than 50% to 119,312 due to lost sales to the Caprice and smaller midsize performance muscle cars.

Production: 119,314
Engines: (L30) 327 V8 275 bhp @ 4800 rpm, 355 lb-ft @ 4200 rpm. (L35) 396 V8 325 bhp @ 4800 rpm, 410 lb-ft @ 3200 rpm. (L36) 427 V8 390 bhp @ 5200 rpm, 470 lb-ft @ 3600 rpm. (L72) 427 V8 425 bhp @ 5600 rpm, 460 lb-ft @ 3600 rpm.

1967 Impala SS

  Impala SS sales continued to fall as buyers increasingly snapped up Chevelles and the new Camaros. The SS began to look more and more like the standard Impala, with only a black accented lower body sill and bright fender moldings to distinguish it. The engine choices were reduced down to just a 396 with 325 bhp or a 427 with 385 bhp, and of course the L72 option with 425 hp . The Impala also had a host of new safety and convenience features, including a dual master cylinder brake system, an energy absorbing steering column, and an ignition switch illuminated by  fiber optics. Like Ford's big 427 Galaxies, the Impala SS's days were numbered. Not that Chevrolet really cared, because most of the lost sales were simply transferred to the Chevelle and Camaro SS models.

Production: Impala SS: 75,600 SS427: 2,124
Engines: (L30) 327 V8 275 bhp @ 4800 rpm, 355 lb-ft @ 4200 rpm. (L35) 396 V8 325 bhp @ 4800 rpm, 410 lb-ft @ 3200 rpm. (L36) 427 V8 385 bhp @ 5200 rpm, 460 lb-ft @ 3600 rpm. (L72) 427 V8 425 bhp @ 5600 rpm, 460 lb-ft @ 4000 rpm.


Impala SS 1968

The Impala SS reverted back to an option package for 1968, and was ordered on only 38,210 out of 710,900 Impalas. The SS option was now available on three models; the convertible, the Sport Coupe, and the Custom Coupe. Both the 396 and 427 engines continued, despite continued falling sales.

Production: Impala SS: 38,210 SS427: 1,778
Engines: (L30) 327 V8 275 bhp @ 4800 rpm, 355 lb-ft @ 4200 rpm. (L35) 396 V8 325 bhp @ 4800 rpm, 410 lb-ft @ 3200 rpm. (L36) 427 V8 385 bhp @ 5200 rpm, 460 lb-ft @ 3400 rpm. (L72) 427 V8 425 bhp @ 5600 rpm, 460 lb-ft @ 4000 rpm.

1969 Impala SS:  Last of the full size brand

Due to poor sales, Chevrolet eliminated the SS option on all full size cars except one, the Impala SS 427. The 1969 Impala SS featured new pontoon bulge fender lines and a new door glass design which eliminated the vent windows. The 427 engine was carried over from the year before. Only 2,455 copies of the Impala SS 427 were sold, which ensured that this would be the last year of the famed Impala SS.  Over the run, 918,000 Impala SS cars were manufactured, a true testament to its significance.

Production: Impala SS 427: 2,425
Engines: (L36) 427 V8 390 bhp @ 5400 rpm, 460 lb-ft @ 3600 rpm. (LS1) 427 V8 400 bhp @ 5400 rpm, 460 lb-ft @ 3600 rpm. (L72) 427 V8 425 bhp @ 5600 rpm, 460 lb-ft @ 4000 rpm

Chevelle SS

The Chevrolet Chevelle SS carried Chevrolet's flag into the hot midsize muscle car battle, and did quite well for itself considering it was 2 years behind the GTO as far as engine size was concerned. The Chevelle SS  had its own line of engines and performance equipment. At first caught napping with just a 327 V8, the Chevelle SS would soon sport powerful 396 V8s and eventually the most powerful rated engine in muscle car history, the LS6 454 in 1970. The Chevelle SS, along with the Pontiac GTO, remains one of the most popular cars from this era and with good reason. Its strong performance at a reasonable price made it popular on the street and at the track.

1964



The 1964 Pontiac GTO caught Chevrolet napping, along with everybody else. While the GTO offered the 389 established race ready engine in its midsize A body, Chevrolet only had a 327 V8 that put out 300bhp. That gap would quickly disappear after Chevrolet executives smelled the muscle car profits. Supposedly the 365 hp 327 (fuelie engine with a carburetor) was available for a short time but the engine was was dropped by Chevrolet.

Production: 76,860
Engines: 283 V8 195bp. 283 V8 220bhp. 327 V8 250bhp. 327 V8 300bhp. 

1965

 Tired of losing most of the corporation's muscle car sales to Pontiac and Oldsmobile, Chevrolet got serious for 1965. Although the familiar 327 was now offered in 350 hp tune, in itself a real screamer, the hot Chevelle SS for 1965 was the limited edition 396 known as the Z16 package. Only 201 of these 375bhp bruisers were made (200 hardtops and 1 convertible). All had convertible type frames, beefed up suspension, front and rear sway bars, and faster power steering. A Muncie 4 speed with axle ratios as high as 4.56:1 were available instead of the standard 3.31:1 gears. With 56% of the vehicle's weight over the front wheels, handling and braking were nightmarish at best when under full power. The following year, Chevrolet would get it right with the all new SS396. 

The Z16 option of $1501 added to the basic V8 SS price of $2590  priced these Chevelles out of reach for most people. Only 201 were built, including one convertible apparently used as a company fleet car before it disappeared.  Three colors were available; Regal Red, Tuxedo Black, or Crocus Yellow.  Interior color choices included black, white, and red, with the latter not being available if Crocus Yellow was chosen as the exterior finish.  The Z16's blacked out grille would become an SS 396 tradition.  The Z16's standard mag style wheel cover would become optional for SS 396 Chevelles from 1966 to 1968.

To promote  the Z16 Chevelle, Chevrolet presented Z16s to high profile men like Briggs Cunningham, Phil Hill, A. J. Foyt, and Dan Blocker who played Hoss Cartwright on Bonanza.  

The Crocus Yellow Chevelle given to Blocker, pictured below, featured every option available.  

Production: 72,500
Engines: 283 V8 195bp. 283 V8 220bhp. 327 V8 250bhp. 327 V8 300bhp. L79 327 V8 350bhp. Z16 396 V8 375bhp@5600rpm, 420lb-ft@3600rpm.
Performance: Z-16 396/375: 0-60 in 6.0 sec, 1/4 mile in 14.66 sec @ 99.8mph.

1966

 With 400 cubic inch engines available in its sister divisions, Chevrolet made the 396 engine standard in the Chevelle SS. But instead of the 375 hp version available the year before, the base 396 put out 325 hp. Also available was the 360 hp L34 396 engine which featured a taller cam, a stronger block, and larger four barrel. The 375bhp 396 engine was still available. Later in the year, Chevrolet released the L78 396, which shared the Z-16's 375bhp rating but had solid lifters and new exhaust manifolds, the 427's large valve heads, 11.0:1 compression, aluminum intake manifold, and an 800 cfm Holley. All SS396s used stiffer springs and shocks to correct their handling problems.  The body was also redesigned with a new bumper and a new roof line with a recessed rear window between the sailing roof panels.  The exterior remained all business, especially with its standard red line tires and small (dog dish) hub caps. The crisp styling, tractable engines, and low prices made the Chevelle SS396 a good deal.

Production: 72,272
Engines: 396 V8 325bp@4800rpm, 410lb-ft@3200rpm. L34 396 V8 360bhp@5200rpm, 420lb-ft@3600. Z-16 396 V8 375bhp@5600rpm, 420lb-ft@3600rpm. L78 396 V8 375bhp@5600rpm, 415lb-ft@3600rpm.
Performance: L78 396/375: 0-60 in 6.0 sec, 1/4 mile in 14.40 sec @ 100mph.


1967

 1967 saw several improvements in the Chevelle SS396 and a major step back. Road manners and driveability were improved with more aggressive tires, front disc brakes, and new 14 inch wheels. A three speed Turbo Hydramatic transmission  joined the lineup. The styling was revised slightly with a new reworked bumper and a new blackout tail panel. The hood louvers remained non functional. The 325 hp 396 remained the standard engine, but the L34 engine upgrade lost 10bhp to 350 hp to meet GM's corporate edict against any car except the Corvette having more than one hp per ten pounds of curb weight. The 375 hp 396 disappeared as a factory option, but approximately 612 were dealer installed.

Production: 63,006
Engines: 396 V8 325bp@4800rpm, 410lb-ft@3200rpm. L34 396 V8 350bhp@5200rpm, 415lb-ft@3600.
Performance: L34 396/350: 0-60 in 6.5 sec, 1/4 mile in 15.3 sec @ 94mph

1968

 1968 saw a major redesign of the Chevelle SS396. The wheelbase was shortened by three inches, the hood was stretched out, and the deck was shortened. The recessed rear window was converted into a fastback look and the rear side windows were given a "V" look. The front end gained a rakish design with bold  lines that extended from bumper to bumper. The 396 returned in 325 hp and 350 hp tune, and were joined once again by the 375 hp L78. Axle ratios ranged from 2.73:1 to dealer installed 4.88s. The SS396's suspension was still a sore spot, and customers also complained about the shifting of the Muncie four speed. Hey, ever hear of a guy named George Hurst? Problem solved. From 1967 through 1969 inclusive, Chevy offered (for the Corvette) a real animal of an engine called the L88. Rated at a conservative 430 hp, this 427 found its way into many Chevelles and other Chevrolet cars via the dealer parts department. 

A further option in 1969 only, the ZL1, added aluminum heads and block, plus a few other goodies. at $5,267.15 just for the engine option package, only two were built, one white, one yellow Both are in private collections now. Original yellow car below and engine. The L88 Corvette sales at a bit over $1,000 for the engine were meager as well, with 20 in 1967, 80 in 1968, and 116 in 1969. Supposedly 69 Camaros were built with the ZL1 engine.

Production: 57,600 (or 62,785)
Engines: 396 V8 325bp@4800rpm, 410lb-ft@3200rpm. L34 396 V8 350bhp@5200rpm, 415lb-ft@3600. L78 396 V8 375bhp@5600rpm, 415lb-ft@3600rpm
Performance: L78 396/375: 0-60 in 6.5 sec, 1/4 mile in 14.5 sec @ 100mph

1969

 In 1969, the SS396 became an option package on all Chevelles. Therefore, it was possible to order the SS396 package on everything from the Malibu sport coupe (the most popular) and convertible to the Chevelle 300 series hardtop and pillared coupe as well as the El Camino. All Chevelles got new styling which included new tail lamps. The 396 returned in 325, 350, and 375 hp tune but still suffered from poor handling and transmission linkage. 

Late in the 1969 model year the 396 was bored out to 402 cubic engines, reportedly to meet new emission standards. The official name and power ratings were not changed and the Chevelle SS remained one of the most popular muscle cars of the era. Of particular interest to drag racers was the availability of a number of limited edition Chevelles. Known as COPO Chevelles, these  were specially ordered from the factory by certain dealers or well connected customers with standard L72 427 V8s rated at 425bhp. An estimated 323 Chevelle COPO 427s were built, all of which were often devoid of badges or other indications of the power that resided under the hood. 1969 Yenko Chevelle below. 

Production: 86,307
Engines: 396 V8 325bp@4800rpm, 410lb-ft@3200rpm. L34 396 V8 350bhp@5200rpm, 415lb-ft@3600. L78 396 V8 375bhp@5600rpm, 415lb-ft@3600rpm. COPO 427 V8 425bhp@5600rpm, 460lb-ft@4000rpm.
Performance: L78 396/375: 0-60 in 6.5 sec, 1/4 mile in 14.5 sec @ 100mph.
Performance: COPO 427/425: 0-60 in 5.1 sec, 1/4 mile in 13.3 sec @ 108mph.

1970

 1970 saw the introduction of the most powerful Chevelle SS of all time. Responding to the lifting of GM's ban on engines larger than 400 cid in midsize cars, Chevrolet  offered a new 454 cubic engine in its Chevelle SS. The entry level 454 was known as the LS5 and packed 360 bhp. Actually it had 390, as this was the rating in the Corvette. I had one, it cracked high 13's with street tires and 3.31 gears.  The top engine choice was the LS6 version with 450 bhp. The LS6 had a 800 cfm Holley four barrel on an aluminum manifold, 11.25:1 compression, solid lifters, four bolt mains, forged steel crank and connecting rods, forged aluminum pistons, and deep groove accessory pulleys. No production engine ever had a higher factory horsepower rating. I almost bought one, it was on the showroom floor. I didn't want a four speed or 5 miles per gallon, so I passed.

Interestingly enough, Chevy offered an LS7 454 in 1970 for the Corvette, sporting triple two barrels and 460 horsepower. At $3,000.00 extra, records show none were ever ordered or installed. To my certain knowledge, some  were bought through local parts departments and wound up under the hoods of at least two Chevelle SS396s that I know of.

The standard Chevelle SS 396 continued with its 402 cid engines, although the 325 hp was dropped and the 350 hp version was now standard. Optional on both the 396 and 454 was a new cowl induction hood, which had a rear facing flapper near the base of the windshield to feed air into the engine. The styling was new with  functional hood pins, and five spoke Rallye wheels. 

Production: 53,599
Engines: L34 402 V8 350bhp@5200rpm, 415lb-ft@3400. 402 V8 375bhp@5600rpm, 415lb-ft@3600rpm. LS5 454 V8 360bhp@5400rpm, 500lb-ft@3200rpm. LS6 454 V8 450bhp@5600rpm, 500lb-ft@3600rpm.
Performance: LS6 454/450: 0-60 in 6.1 sec, 1/4 mile in 13.7 sec @ 103mph.

LS6 Engine below

1971

 1971 saw the collapse of muscle car performance. In response to GM's rule that all engines must run on unleaded fuel and  meet restrictive emission standards, Chevrolet detuned all its engines and introduced two new entry level engines. The standard SS engine was now a 350 V8 two barrel that put out a meager 245 hp through  single exhaust.  Also available was a 350 V8 four barrel that put out 270 hp. The 402 engine that was previously still known as a 396 was renamed the "Turbo Jet 400" and had only 300 hp, down from 350 hp. The 375 hp version was no longer available. The LS6 454 was also killed, but the LS5 454 returned with 365 hp, an increase of 5 rated hp from 1970. All Chevelles got the new single headlight design from the Monte Carlo and could be optioned with hood stripes and the cowl induction hood. Interestingly, only the LS5 carried external engine ID; they carried "SS 454" badges. All others only said "SS." 

Production: 19,992 (SS454 option)
Engines: L65 350 V8 245bhp@4800rpm, 250lb-ft@2800rpm. L48 350 V8 270bhp@5600rpm, 360lb-ft@3200rpm. LS3 402 V8 300bhp@4800rpm, 400lb-ft@3200. LS5 454 V8 365bhp@4800rpm, 465lb-ft@3200rpm.
Performance: LS6 454/365: 0-60 in 6.0 sec, 1/4 mile in 14.35 sec @ 97mph.

1972 

 1972 saw further dilution of the Chevelle SS. Now the SS package could be ordered on any V8 Chevelle. Thus it was possible to have a Chevelle SS with a 307 V8 that put out a meager 130 net hp. GM decreed that all engines had to be reported with their net engine ratings, which resulted in several sharp decreases even though engine power was not necessarily changed. The 350 V8 dropped to 175 hp, the 402 to 240 hp, and the 454 to 270 hp. These were sad times for performance fans. Unless you happened to be handy with wrenches and a parts book, because you could always modify your Chevelle after you got it home. Lots of guys did just that.

Production: 5,333 (SS 454 option)
Engines: L65 350 V8 165bhp@4000rpm, 280lb-ft@2400rpm. 350 V8 175bhp@4000rpm, 280lb-ft@2400rpm. LS3 402 V8 240bhp@4400rpm, 345lb-ft@3200rpm. LS5 454 V8 270bhp@4000rpm, 390lb-ft@3200rpm.

1973

 1973 was the last year of the Chevelle SS. Product dilution reached its lowest point and the SS package was technically available on the Chevelle station wagon. Oh boy, get me one of those! Then again, some idiot would probably pay a million bucks for it. The 1973 Chevelle was completely redesigned and the engines were further detuned.

Production: 2,500 (SS 454 option)
Engines: L65 350 V8 145bhp@4000, 255lb-ft@2400rpm. L48 350 V8 175bhp@4000rpm, 270lb-ft@2400rpm. 454 V8 245bhp@4000rpm, 375lb-ft@3200rpm.

Nova SS

The Chevrolet Nova SS represented Chevrolet's entry into the compact budget muscle car battle. Well, eventually. The Nova SS began life in 1963 as a Chevy II appearance package, but was soon made into a legitimate lukewarm performer in 1964 with the availability of its first V8. It would eventually adopt all the engines available in the Camaro, including the mighty 375bhp 396 V8. This all added up to the ultimate sleeper, as well as the true reflection of budget performance.

1963

 The Nova's performance image was added in 1963 (sans the performance itself) with the addition of the Super Sport package. Strictly an appearance package, the SS option added special trim and wheel covers, bucket seats, instrumentation, and a deluxe steering wheel, all for just $161. This was the only year that the SS option was available on the Nova convertible. Sorry, no V8 engines yet. Cute, but slow. Not a great idea.

Production: 42,432
Engines: 194 I6 120 bhp.

Performance: 194/120: 0-60 in 15.9 seconds, 1/4 mile in 21.0 seconds @ 67 mph

1964

1964 saw the introduction of real (??) performance for the Nova SS with the addition of its first V8 option, the 2 barrel 283 V8 with 195 bhp. Riding on just a 110 inch wheelbase, the Nova's low weight made it a contender on the street against any car that turned 18.1 in the 1/4 mile. Come on, get real. Well, at least you could get lots of speed equipment for a 283.

Production: 10,576
Engines: 194 I6 120 bhp. 230 I6 140 bhp. 230 I6 155 bhp. 283 V8 195 bhp.
Performance: 283/195: 0-60 in 11.3 seconds, 1/4 mile in 18.0 seconds @ 75 mph.

1965

 1965 saw the introduction of two 327s to the option list, a vast improvement. These were basically the standard Corvette offerings with either 250 or 300 hp. Otherwise, pretty much the same car as 1964. These had mucho potential though; all you needed was a parts department.

Production: 9,100
Engines: 194 I6 120 bhp. 230 I6 140 bhp. 230 I6 155 bhp. 283 V8 195 bhp. 327 V8 250 bhp. 327 V8 300 bhp.

1966

 The Chevy Nova SS was restyled for 1966 and finally joined the muscle car ranks with the addition of the L79 option, a mind altering Corvette 327 V8 with 350 hp that could propel the light Nova SS to a 13 second quarter mile in the right hands. Unfortunately, this engine would be dropped for 1967. Not to worry though, all the good stuff including "fuelie" heads and Duntov camshafts were still available from Chevrolet.

Production: 21,000
Engines: 194 I6 120 bhp. 230 I6 140 bhp. 230 I6 155 bhp. 283 V8 195 bhp. 282 V8 220 bhp. 327 V8 275 bhp. 327 V8 350 bhp.



1967

 1967 saw no major changes except for the addition of optional front disc brakes which came with beautiful slotted wheels. The introduction of the  Camaro resulted in the deletion of the mighty L79 in the Nova. However, the L79 still made it into a few Novas through dealers and they made for startling performers. A low profile exterior and a high power to weight ratio made for the ultimate sleeper.

Production: 10,100
Engines: 194 I6 120 bhp. 250 I6 155 bhp. 230 I6 155 bhp. 283 V8 195 bhp. 282 V8 220 bhp. 327 V8 275 bhp. 327 V8 350 bhp @ 5800 rpm, 360 lb-ft @ 3600 rpm.
Performance: 327/350: 0-60 in 6.5 seconds. 1/4 mile in 14.9 seconds @ 96.5 mph.


1968  Now we're getting someplace

The Chevrolet Nova SS was redesigned alongside the new Chevrolet Camaro and thus shared many components. The Nova SS (the Chevy II name was dropped) finally joined the big boys with a standard 350 V8 with 295  hp and the addition of the Chevrolet 396 V8 big block. Standard in the Nova SS396 was 350 hp with the  monster 375 hp optional. This motor could propel the light Nova to a 13.85 second 1/4 mile at 104 mph. And that's one of those "take it easy" car magazine tests.

 The 396 V8 with 375 hp featured 11:1 compression, a big Holley four-barrel on an aluminum intake, free breathing heads, and solid lifters.  The SS 396 featured  45% of its weight on the rear axle, a favorable weight balance few muscle cars could match. Despite this, torque and tire slip were constant problems. The SS package added SS badges, black accented grille and tail, and simulated hood air intakes but was basically still understated. The SS was listed as just an option package from 1968 on, instead of a separate trim level like before.

Production: Nova SS: 5,571 Nova SS w/ 396/350: 234 Nova SS w/ 396/375: 667
Engines: 350 V8 295 bhp. 396 V8 350 bhp @ 5200 rpm, 415 lb-ft @ 3200 rpm. 396 V8 375 bhp @ 5600 rpm, 415 lb-ft @ 3600 rpm.
Performance: 327/325: 0-60 in 5.9 seconds, 1/4 mile in 14.5 seconds @ 101 mph.


1969

 There were no major changes for 1969 for the Nova SS. The standard SS package with the 350 cid V8 cost $280 above a base Nova coupe and included  special suspension, red stripe F70x14s, and power front disc brakes. To replace the 350 with the L78 396 V8 375 hp engine cost an extra $500, but even with the $184 close ratio four speed transmission, $43 limited slip differential, and excellent $84 fast ratio power steering, the total cost was still under $3,500. You also had a pretty good shot at winning the $3500 street racing with this borderline uncontrollable acceleration machine. In 1969, a total of 5,262 Nova SS were built with the 375 bhp 396 while another 1,947 were built with the 350 bhp 396 engine. Total SS production for totaled 17,654 units.

The biggest news for 1969 was the very limited Don Yenko Nova 427. Unlike COPO Camaros and Chevelles, the Yenko Nova 427 engines were not factory installed. Instead, Yenko ordered Super Sport Novas equipped with the 396 V8 with 375 hp and changed them for the Chevy 427 with 425 hp. As with the Yenko Camaros and Chevelles, Yenko rated the 427s at a realistic 450 hp. Yenko Nova 427s were available with either the close ratio Muncie four speed with Hurst linkage or a Turbo Hydramatic with Hurst Dual Gate shifter, mated to a heavy duty 4.10:1 Positraction axle. Easy low 12's with some decent tires. Yenko Nova below.

The Novas had 14x7 inch wheels, as opposed to the 15x7s on the Yenko Camaros and Chevelles but were available with the usual Yenko supplied headers, Atlas mags, and tachometer. On the exterior, they were dressed up with Yenko stripping, 427/Yenko badges, and "sYc" headrests. Built in both 1968 and 1969, they were extremely rare with only 37 built in 1969, well short of the numbers of Yenko Camaros and Chevelles. But with less weight than either, the L72 Yenko Nova was probably the fastest automobile Don Yenko ever offered.

Production: Nova SS: 17,654 Nova SS w/ 396/350: 1,947 Nova SS w/ 396/375: 5,262
Engines: 350 V8 295 bhp. 396 V8 375 bhp @ 5600 rpm, 415 lb-ft @ 3600 rpm. (Yenko) 427 V8 425 bhp @ 5600 rpm, 460 lb-ft @ 4000 rpm.
Performance: 396/375: 0-60 mph in 5.9 seconds. 1/4 mile in 14.5 seconds @ 101 mph. (Yenko) 427/425: 0-60 mph in 4.7 seconds. 1/4 mile in 13.2 seconds @ 103 mph.

1970

 The big change for 1970 was Chevrolet's decision to slightly modify the venerable 396 engine to meet new emission standards. The result was a slight enlargement of the big block to 402 cid although Chevrolet still called the engine 396 or Turbo Jet 400 to take advantage of its name recognition. Yenko Deuce below.

Production: 19,558
Engines: 350 V8 295 bhp. 402 V8 350 bhp. 402 V8 375 bhp.


1971

 The 402 V8 was dropped for 1971, leaving the 350 V8 with 270 hp as the top engine choice as General Motors dropped compression ratios to comply with Federal regulations forcing the use of unleaded fuel. Performance suffered accordingly.

Production: 
Engines: 350 V8 270 bhp.

1972

 The top performance Nova SS for 1972 was powered by a meager 200 hp  350 V8 as performance continued to decline. Although the Nova SS would live until 1976, true Nova SS performance ended in 1970. No further coverage is needed.

Production: 
Engines: 350 V8 200 bhp.
Performance: 350/200: 1/4 mile in 15.5 seconds @ 88.4 mph.

El Camino SS

The Chevrolet El Camino was produced from 1959 through 1960 and again from 1964 through 1987. The vehicle could be classified as a small car with a pick up truck bed. The name, El Camino, means 'The Road' in Spanish. 1959 model below.

Two years after Ford introduced their Ranchero, Chevrolet introduced the El Camino. The styling, both interior and exterior, and its platform were courtesy of the Impala. During its introductory year, 22,246 examples were produced. A year later sales slumped to 14,163 and Chevrolet made the decision to cancel production. The first generation did not achieve the success the Ford Ranchero had. 1957 Ranchero below.

The Ranchero continued to sell well during the early 1960's so Chevrolet decided to reintroduce the El Camino in 1964. This time is shared the Chevelle platform and styling. Two engines were offered, a 283 and a 327 V8. Horsepower ranged from just under 200 to 250. Performance was given a high priority in 1965 with the introduction of the L79 327  V8 to the El Camino, producing an astonishing 350 horsepower. The performance trend continued into 1966 when Chevrolet offered a 396 in the El Camino, which gave the vehicle a mid 14 second quarter mile time. To keep the vehicle stable at speeds, Chevrolet offered high performance shocks and springs as standard equipment. Also standard was the Synchro Mesh three speed gearbox with the four speed or two speed Powerglide automatic available as optional equipment. Just over 35,000 examples were produced during the 1966 model year.

1967 was the final year for the second generation El Camino. Little was done to improve upon the aesthetics of the vehicle. The updates mimicked the changes that occurred on the Chevelle. A new grille and bumper adorned the front of the vehicle, and a vinyl roof could be ordered as optional equipment. A performance suspension was standard equipment for all El Camino's equipped with the powerful 396 cubic inch engine. All other El Caminos were given air adjustable shock absorbers, which allowed adjustment of the suspension depending on the cargo load. 

The third generation of the El Camino, lasting from 1968 through 1972, brought about many mechanical and styling changes. The El Camino now rode upon a 4 door station wagon Chevelle wheelbase. The hood was stretched and could accommodate larger engines, such as the newly introduced 396. Horsepower ranged from 325 through 375. The SS versions were given six-inch wheels. Of the nearly 42000 El Camino's sold during 1968, 5190 were equipped with the SS396 option.

1969 was similar to the prior model year; little was changed. A new grille and front bumper were placed on the front. Sales continued to be strong with over 48,300 examples being produced. 

For 1970, the Chevelle was updated and the El Camino mimicked the changes. The 396  engine was enlarged to 402, although the emblems continued to read 396. New engine options became available. The LS5 454 cubic-inch V8 produced 360 horsepower while the LS6 454 cubic-inch V8 produced 450 horsepower. When equipped with the LS6, the quarter mile took only 13.4 seconds. A close ratio four speed manual or a Turbo Hydromatic were the only available transmissions offered with the 454. 

Due to increase government safety and emissions regulations, the muscle car era was coming to an end. This meant that the engines were detuned and horsepower began to decline. Horsepower ranged from 245 from the 350 cubic inch engine to 365 from the LS5 454 cubic inch. Visual changes included the grille coming to a point while single headlights replaced the double design. GMC rebadged the El Camino and sold the vehicle as a GMC Sprint.

1972 continued the decline of engine performance. Horsepower ranged from 165 through 270. There were very few aesthetic changes, the most visible being the removal of the Chevrolet bowtie from the grill and new turn signals. This was also the final year for the third generation El Camino with 1973 began the fourth generation. The El Camino was restyled, again following the changes done to the Chevelle. The styling updates continued mostly unchanged until 1978.

The SS Models



1968  SS

The 1968 El Camino received the same changes as the Chevelle and was now based on the 116 inch wheelbase platform used by the Chevelle sedan and wagon. The SS396 debuted as a new model of the El Camino and came only with  the 396 V8. The new El Camino featured a longer hood, "vee" rear side windows, a recessed rear window and a rakish front end. The tailgate of the SS models had a narrow band of black which framed the SS396 emblem. The front fenders also sported the new  396 emblem. Simulated twin hood scoops were included with louvered ports located at the rear edge of the hood. The grille was accented in black and featured the 396 emblem. All SS models featured standard six inch wheels with red line tires. The standard engine in the SS396 remained the 325 bhp 396 engine. The 350 hp version was still available and finally the 375 hp was available for the first time. 5190 1968 SS El Caminos were built.

1969  SS

After its big changes for 1968, the 1969 El Camino was basically carried over. The big change was that the SS396 was no longer its own model, but was now an option on the regular El Camino. Exterior changes included a new grille and front bumper and rear backup lights located on the tailgate. The SS396 option included the 325 bhp 396 V8, bright engine accents, power front disc brakes, three speed floor shift transmission, dual exhausts, black painted grille, special hood, specific wheel house moldings, 14x7 inch Sport wheels, and G7O-14 red stripe tires. Two body colors, Monaco Orange and Daytona Yellow, were exclusive to the SS models.

Production: 48,385
Engines: 396 V8 325bp@4800rpm, 410lb-ft@3200rpm. L34 396 V8 350bhp@5200rpm, 415lb-ft@3600. L78 396 V8 375bhp@5600rpm, 415lb-ft@3600rpm.

1970  SS

The 1970 El Camino received the same changes as the Chevelle including a new more blunted Vee front end and a new grille, which was black accented on the SS. The El Camino was still available in either Base or Custom trims, but now the SS option was only available with  the Custom trim. The Custom Pickup had bright trim  which ran from  front to rear about a quarter of the way up the side. The wheel wells also sported bright trim. The popular cowl induction hood was optional on the SS. The SS option included special vinyl seat trim, sport mirrors, striping,  badges, 15x7 Rally rims, fat RWL tires, SS emblems, black out grille, and a choice of three of the four high performance 402 cid V8 engines.  But the key for performance buyers was the introduction of the new corporate 454 engines, the LS5 rated at 360 bhp and the mighty 450 bhp LS6. The 454 engines came only with the Turbo Hydramatic or a close ratio four speed manual transmission.

Production: 47,707
Engines: 350 V8 300 bhp. L34 402 V8 350bhp@5200rpm, 415lb-ft@3400. 402 V8 375bhp@5600rpm, 415lb-ft@3600rpm. LS5 454 V8 360bhp@5400rpm, 500lb-ft@3200rpm. LS6 454 V8 450bhp@5600rpm, 500lb-ft@3600rpm.
Performance: LS6/454: 1/4 mile in 13.44 seconds @ 108.17 mph.

1971  SS

The El Camino was not immune from the general collapse of muscle car performance. In response to GM's edict that all engines run on unleaded fuel, the 402 engine was renamed the "Turbo Jet 400" and offered only 300 hp, down from 350 hp. The 375 hp version was dropped. The LS6 454 was also dropped, but the LS5 454 returned with 365 hp. All El Caminos got the new single headlight design from the Monte Carlo and could be optioned with hood stripes and the cowl induction hood. The SS package was again only available on the Custom Pickup and included a special instrumentation panel with a black steering wheel and column and an "SS" hub emblem. It also included 15x7 inch sport wheels, F60x15 white letter bias ply tires, a sports type remote control outside body colored rearview mirror, power disc brakes, and high output battery. Interestingly, only the LS5 carried external engine ID; they carried "SS 454" badges. All others only said "SS."  As part of GM's brand dilution strategy, GMC offered an identical version of the El Camino that they called the "Sprint" with an "SP" option which mirrored the SS package.

Production: 41,606
Engines: L65 350 V8 245bhp@4800rpm, 250lb-ft@2800rpm. L48 350 V8 270bhp@5600rpm, 360lb-ft@3200rpm. LS3 402 V8 300bhp@4800rpm, 400lb-ft@3200. LS5 454 V8 365bhp@4800rpm, 465lb-ft@3200rpm.


1972

1972 saw further dilution of the El Camino SS. GM decreed that all engines had to be reported with their net engine ratings, which resulted in several sharp decreases even though engine power was not necessarily changed. The 350 V8 dropped to 175 hp, the 402 to 240 hp, and the 454 to 270 hp. The El Camino was basically unchanged from the year before, with just new turn signal / marker lamp units and the deletion of the Chevy bowtie from the grille. The new grille was black, but the horizontal chrome divider piece was deleted.

Production: 
Engines: L65 350 V8 165bhp@4000rpm, 280lb-ft@2400rpm. 350 V8 175bhp@4000rpm, 280lb-ft@2400rpm. LS3 402 V8 240bhp@4400rpm, 345lb-ft@3200rpm. LS5 454 V8 270bhp@4000rpm, 390lb-ft@3200rpm

1973

The El Camino now shared the new body of the Chevelle Malibu. The 116 inch wheelbase was retained, but overall length increased. A new grille and front end still featured the single unit headlamps, but the wrap around parking / turn signal lights were gone and the lights were now inserted into the front and rear bumpers. The boxy look of the tailgate was replaced by a more stylish curved design, at the expense of cargo space. The SS package featured a black accented grille with the SS badge. Production of the SS option carried on with 402 and 454 smog motors and later nothing bigger than a 350, so no further coverage is merited.

Production: 64,987
Engines: L65 350 V8 145bhp@4000, 255lb-ft@2400rpm. L48 350 V8 175bhp@4000rpm, 270lb-ft@2400rpm. 454 V8 245bhp@4000rpm, 375lb-ft@3200rpm.

Production: El Camino: 41,791 (SS396: 5,190)
Engines: 396 V8 325bp@4800rpm, 410lb-ft@3200rpm. L34 396 V8 350bhp@5200rpm, 415lb-ft@3600. L78 396 V8 375bhp@5600rpm, 415lb-ft@3600rpm.

Camaro SS




After two years of watching the Ford Mustang enjoy tremendous success, General Motors finally launched its entry into the pony car segment, the Chevrolet Camaro. Although available with a mediocre base six cylinder engine, the Camaro could be equipped with several V8s and a myriad of performance options. Then, of course, was the famous Regular Production Code Z/28 that would change the industry's view of pony cars.



1967 Chevrolet Camaro SS

 The Camaro was based on the upcoming 1968 Chevy Nova platform, and featured a unibody structure from the windshield and firewall back, with a separate steel rail sub frame for everything up front. 

The Camaro was available  in hardtop coupe and convertible body styles, and could be ordered with nearly 80 factory options and 40 dealer accessories, including three main option packages and a choice of four different engines. The RS package included numerous cosmetic changes including a blacked out grill with hidden headlights, revised parking and tail lights, upgraded interior trim, and RS emblems. Of greater interest to enthusiasts was the SS package, which included as standard equipment a modified 350 cid V8 (the first 350 engine Chevy ever offered) with an available 396  producing 325 hp (L35) and later a 375 hp version. Simulated air intakes on the hood, special bumble bee striping, and a blacked out grill completed the look. It was possible to order both the RS and SS packages, and get a RS/SS Camaro, in which case the RS badging took precedence. Camaro popularity soared when a RS/SS Convertible with the 396 paced the 1967 Indianapolis 500. 

Production:
SS: 34,411

(SS350) 350 V8 295bhp @ 4800rpm, 380lb-ft @ 3200rpm.
(SS396) 396 V8 325bhp @ 4800rpm, 410lb-ft @ 3200rpm.
(SS396) 396 V8 375bhp @ 5600rpm, 415lb-ft @ 3600rpm.

SS350) 350/295: 1/4 mile in 15.4 seconds @ 90 mph.
(SS396) 396/325bhp: 0-60 in 6.0 sec, 1/4 mile in 14.5 sec @ 99mph.



1968 Chevrolet Camaro SS

The 1968  Camaro received minor changes. The grill took on a more horizontal look while the vent windows were dropped and Astro Ventilation  was added. Side marker lights were added while the SS396 received revised chromed hood inserts (the SS350s stayed with the 1967 styling). Underneath, the 1967 Camaro's pesky axle tramp was cured by the addition of multi leaf rear springs to replace the single leaf units. Rear shock absorbers were now staggered. A new 350bhp 396cid option for the SS was added, while the Z-28 option (now just labeled MO) actually received some publicity and sold 7,199 units. The Z-28s were now easier to spot as they sported Z-28 or 302 badges.

Production SS: 27,884

(SS350) 350 V8 295bhp @ 4800rpm, 380lb-ft @ 3200rpm.
(SS396) 396 V8 325bhp @ 4800rpm, 410lb-ft @ 3200rpm.
(SS396) 396 V8 350bhp @ 5200rpm, 415lb-ft @ 3200rpm.
(SS396) 396 V8 375bhp @ 5600rpm, 415lb-ft @ 3600rpm.

1969 Chevrolet Camaro SS

1969 saw several noteworthy changes to the Camaro. The grill became deeper set, the tail lamps were longer and thinner and broken into three segments. A heavy eyebrow crease was added on the both sides of the car extending from the front wheel well to the rear wheel well. A matching crease went from the rear wheel well to the rear quarter panel. 

The Camaro also received new fenders, door skins, rear quarter panels, grille and taillights which gave it a wider, lower appearance. Inside, the Camaro received a redesigned dash and more comfortable seats. Endura rubber bumpers were available  as well as two ram air induction systems for the SS. The first was a new special hood with a rear facing inlet and cold air duct underneath the hood. The second was a dealer installed cowl plenum kit that came with a special air cleaner and adapter. No special hood was needed. 

1969 saw an explosion in engine choices. On the low performance side, a new 307 V8 (a 327 crank in a 283 block) rated at 200 hp was added and a new 350 V8 rated at 255 hp replaced the more powerful 327 engine. The Z-28 continued with its seriously underrated 302 (now called DZ) engine. The RS package was still popular, and included a special grill with concealed headlights and washers, chrome wheel well moldings, drip rails, pinstripes, and RS badging. The SS standard 350 received a slight power boost to 300 hp while the 396 engines continued in 325/350/375 hp versions. Once again, a white RS/SS convertible with the 396 engine paced the Indianapolis 500, and Chevy offered replica versions with orange stripes and orange houndstooth upholstery. Most replicas were powered by 350 engines. 

The big news for 1969 was the availability of special 427 cid V8 equipped Camaros. The first were special dealer installed units, most notably the Yenko Camaro 427. Yenko Sports Cars, based in Pennsylvania, along with other Chevy dealers such as Nickey in Chicago, Dana in California, and Baldwin Motion in New York, would install the L72 427 cid block, rated at 425bhp by Chevrolet, ordered under the Central Office Production Order System (COPO) code 9562 into a buyer's Camaro. The Yenko Camaro 427 is a typical example: it came from the factory with no ornamentation, badging, and the 427 engine in a crate. Yenko installed the 427 block, changed the rating to a more realistic 450bhp, and added 15-inch rally wheels, bigger front roll bar, and sYc (Yenko Sports Car) badging. A full complement of racing add ons were available and sub 13 second quarter miles were possible. Car insurance was also available if your agent had a sense of humor and you could write large checks.

Overshadowing these dealer modified Camaros was the factory Camaro ZL1. Specially designed to compete in the NHRA Super Stock drag classes, Chevrolet made it an option under the COPO system (code 9560). The cars began as SS396/375bhp Camaros with the F41 suspension. The SS trim and engine were deleted, and the 427 engine, cowl induction hood, front disc brakes, a choice of heavy duty 4 speed transmissions or Turbo Hydramatic, and a 4:10 positraction axle were added. But instead of the regular iron block and head L72 found in the dealer installed Camaros, the ZL1 sported aluminum heads and the first aluminum block ever made by Chevrolet. It shared the L88 block's engine rating of 430 bhp but made closer to 600 hp,  making it the most powerful engine Chevrolet ever offered to the public. ZL1 below.

The engine weighed just 500 pounds, the same as Chevy's 327 small block. The car was blessed with a 5 year/50,000 mile warranty and was fully street legal. The Corvette could crack tens at 130 when set up properly, and so could the Camaro. This was the fastest car ever produced by Chevrolet. Performance had its price, though; $4,160 for the ZL1 engine alone pushed the price of the Camaro ZL1 to  $7,200. Chevy needed to build 50 to qualify the car for racing, and in the end built 69 Camaros and 2 Corvettes with the ZL1 engine. Their high price made them difficult to sell and at least 12 engines were removed and about 30 cars were returned to Chevrolet. It took until the early 1970s to sell them all. 

Production of the 1969 Camaros continued into the beginning of 1970 as the all new 1970 Camaros were not released until mid 1970. To add to the confusion, some late 1969 cars were titled as 1970 models.

Production:
RS: 37,773
SS: 33,980
Z-28: 19,014

Engines:
250 I6 155bhp @ 4200rpm, 235lb-ft @ 1600rpm.
Z28: 302 V8 290bhp @ 5800rpm, 290lb-ft @ 4200rpm.
307 V8 200bhp @ 4600rpm, 300lb-ft @ 2400rpm.
327 V8 210bhp.
327 V8 275bhp.
350 LM1 V8 255bhp.
(SS350) 350 V8 300bhp @ 4800rpm, 380lb-ft @ 3200rpm.
(SS396) 396 V8 325bhp @ 4800rpm, 410lb-ft @ 3200rpm.
(SS396) 396 V8 350bhp @ 5200rpm, 415lb-ft @ 3200rpm.
(SS396) 396 V8 375bhp @ 5600rpm, 415lb-ft @ 3600rpm.
(COPO 9561) 427 V8 425bhp @ 5600rpm, 460lb-ft @ 4000rpm.
(COPO 9560) 427 V8 430bhp @ 5200rpm, 450lb-ft @ 4400rpm.

Performance:
(Z-28) 302/290bhp: 0-60 in 7.4 sec, 1/4 mile in 15.12 sec @ 94.8mph.
(SS396) 396/375bhp: 0-60 in 6.8 sec, 1/4 mile in 14.7 sec @ 98.7mph.
(COPO 9561) 427/425bhp: 0-60 in 5.4 sec, 1/4 mile in 13.5 sec @ 102mph.
COPO 9560) 427/430bhp: 0-60 in 5.3 sec, 1/4 mile in 13.16 sec @ 110 mph.

1970 Chevrolet Camaro SS

Most of the engine and drive train components were carried over from 1969.  The top performing motor was the L78 396V8 rated at 375 hp. Starting in 1970, the 396  nominal big block V8's actually displaced 402, yet Chevrolet chose to retain the 396 badging. Two 454 cid  engines (the LS6 and LS7) were listed on early specification sheets but never made it into production. Besides the base model, buyers could select the "Rally Sport" option with a distinctive front nose and bumper, a "Super Sport" package, and the "Z-28 Special Performance Package" featuring a new high performance LT-1 370 hp  350  V8. The LT-1 350, an engine built from the ground up using premium parts and components, was a much better performer overall than the previous 302  V8s used in 1967-69 Z-28s.  Greater torque characteristics and less a radical camshaft permitted the Z-28 to be available with the Turbo 400 automatic transmission  for the first time.




1971 Chevrolet Camaro SS

The 1971 Camaro received only minor appearance changes. Inside, new high-back Strato bucket seats with built-in headrests replaced the 1970 seats. The biggest changes came under the hood due to a corporate mandate that all engines be designed to run on  regular leaded or unleaded gasoline, necessitating reductions in compression ratios and horsepower ratings. The 250-6, 307-V8 and two barrel version of the 350 V8 were virtually unchanged as they were low compression regular fuel engines in 1970 and previous years, while the LT-1 350 V8 used in the Z/28 dropped from 370 to 330 horsepower due to a compression ratio drop from 11.0 to 1 to 9.0 to 1, and the big 396/402 cubic-inch V8 dropped from 350 to 300 horsepower due to compression ratio drop from 10.25 to 1 to 8.5 to 1.

Production and sales dropped due to a 67 day  strike at GM that coincided with the introduction of the 1971 models in late September, 1970, along with a continued declining interest in the ponycar market fueled by skyrocketing insurance rates for high performance cars. Rumors of the possible cancellation of the Camaro after 1972 began to surface and were nearly confirmed a year later when another worker's strike hit the assembly plant at Norwood, Ohio, which was the only plant building Camaros and Pontiac Firebirds. Camaro and Firebird production had been discontinued at the Van Nuys, Calif. plant in 1970 in favor of Chevy Novas.



1972 Chevrolet Camaro SS

The 1972 Camaro suffered two major setbacks. A UAW strike at a GM assembly plant in Norwood, Ohio disrupted production for 174 days, and 1,100 Camaros had to be scrapped because they did not meet 1973 federal bumper safety standards. Some at GM seriously considered dropping the Camaro and Firebird altogether, while others were convinced the models remained marketable. The latter group eventually convinced those in favor of dropping the F cars to reconsider, and Chevrolet would go on to produce 68,656 Camaros in 1972.  970 SS396s were produced in 1972, and this was the last year for the SS model. Horsepower ratings continued to drop not only due to lower compression and tighter emissions but beginning with the 1972 model year, a switch from gross (on dynometer) to net ratings based on an engine in an actual vehicle with all accessories installed. With that, the LT 350 cubic-inch V8 dropped from 330 gross horsepower in 1971 to 255 net for 1972 and the  396/402 cubic-inch V8 was now rated at 240 net horsepower compared to 300 gross horses in 1971. All in all, it was over for the muscle car market. 

Chevrolet held on to the end, and continued to use the Super Sport name. The cars it was attached to, however, bore little or no resemblance to the tire scorching supercars of years gone by.