1965-1970 Chevelle ss

the '64 Chevelle was merely Chevrolet's obligatory variation on the "A-car" intermediate-size platform. Like its brother A's (Oldsmobile Cutlass, Buick Skylark, and Pontiac Tempest), the Chevelle was a conventional front-engine, rear-drive, body-on-frame, midsize car-11 inches longer than a Chevy II, 16 inches shorter than an Impala. Also like its brothers, power came from a passel of existing inline-six and small V-8 engines. Nothing was more ordinary than the '64 Chevelle.

Extraordinary things can happen to ordinary cars. During 1964, Pontiac created the prototype musclecar when it decided its A-car deserved a bigger, 389-cubic-inch engine and a presumptuous name-GTO. The GTO was much faster than the best 283-cubic-inch V-8-powered '64 Chevelle, and, to the Chevrolet hierarchy-megahoncho Pete Estes included-Pontiac was just as much a competitor as Ford. Team Bow Tie couldn't tolerate losing the high-profile, high-performance high ground to Team Indian. So, in 1965, Chevy retaliated.

Revenge came in the form of the 396-cubic-inch "big-block" V-8 engine. Initially developed as a NASCAR race engine (displacing 427 cubic inches), this street version is legendary for its massive low-end torque and famous for its helter-skelter "porcupine" valve arrangement. The first performance application of this new engine appeared in the '65 Corvette, where its 425 horses transformed the 'glass warrior into a serious threat to the Shelby Cobra. But it was in the Chevelle Super Sport (SS), that the race engine found its natural home.

Unless you were a golfing buddy of an exceptionally influential Chevy dealer or a star of "Bonanza" (Dan "Hoss" Blocker was one monied buyer), it was near impossible to get one of those first 201 "Z16," big-block '65 Chevelles. The Chevelle's 396 mirrored the 425-horsepower 396 in the Corvette, except for a more civilized hydraulic cam in place of the Vette's brutal solid-lifter valvetrain. With the big V-8's 375 horsepower and 420 pound-feet of torque, it was quickly apparent that the A-car's splayed four-link and coil-spring rear suspension planted the car for quick launches far better than any semi-elliptical, more conventional leaf-spring arrangement. It was also obvious how miserably inadequate the all-drum brakes were, despite the use of the largest station-wagon components in GM's arsenal.

By 1966, the 396 big-block was a regular option in Chevelle Super Sports, producing either 325 or 360 horsepower depending on states of tune. The Chevelle sprouted new sheetmetal for 1968, but the SS 396 stayed put. In 1969, the SS 396 joined a few special-order "COPO" Chevelles powered by 427-cubic-inch big-blocks (most of which ended up as Yenko tuner cars). Eventually, the SS 396 was powered by a 402-cubic-inch big-block, even though the SS 396 name remained.

But all those big-block Chevelles were just a warmup for the glorious '70 SS 454, powered by the tremendous 450-horsepower 454-cubic-inch "LS6." Nasty, fuel-swilling, and awesomely quick, the LS6 Chevelle embodied everything most people considered an American performance car to be.

The big-block struggled on in the Chevelle through 1975, increasingly choked by emissions controls and wrapped in uninspiring sheetmetal. But no amount of disappointment could overwhelm the memories of the cars built between 1965 and 1970.

1965-1967: The Square CarsRarest of the big-block Chevelles is the very first: the '65 Z16 SS 396. With special suspension, a vinyl roof, and an AM/FM multiplex radio to match its unique engine, the car received rave reviews when Motor Trend drove one for its July '65 issue.

"Performance figures in our spec panel are extremely impressive," wrote MT's John Ethridge, "but they're inadequate inasmuch as they don't tell the story of how this car will accelerate over 100 mph. The needle doesn't hang there, but goes on wiping the face of the 160-mph speedometer [a Z16 exclusive] until the engine redlines. It's the hottest of the hot intermediates." In retrospect, the Z16's 15.3-second quarter-mile pass at 96.3 mph doesn't sound all that impressive, but this is from a car running on 14x7.75-inch bias ply tires. Bolting on a set of sticky slicks easily sent the car plunging into the 13s.

In contrast to the '65s, Chevy didn't produce the restyled '66 and '67 SS 396 Chevelles on a limited basis. But the big news for 1967 was the availability of front disc brakes on Chevelles and changes to the powerplants. "Engine ratings are down this year from '66," MT reported about the '67 SS 396 in its October '66 issue. "Initially two 396 V-8s were made available last year-a 325-hp and 360-hp version. Later in the year, a 375-hp was added (the standard engine in '65s), giving a choice of three powerplants. This year, only two choices can be made, a 325-hp or a 350-hp engine. Compared to last year's 360, the 350-hp is the same engine, but with a milder cam." The '66 and '67 SS 396s also didn't get the '65's special suspension tuning, trim, snazzy radio, or 160-mph speedometer.

Among many Chevelle-aholics, the early "square" cars are the most attractive and most desirable to own. To others, they merely paved the way for the truly brutal musclecars that were to come.

1969 Camaro

Anyone who's ever owned a 1967-1969 Camaro will smile when telling you stories about his car--and a look of wistful regret comes over his face when he explains why he had to sell it. For many, the Camaro is the one that got away. Not only was the body style unique, but it came to market with something for everyone: value-minded sixes, mid-level V-8s, and knock-your-socks-off, take-'em-to-the-track small- and big-blocks. This is a big reason why Camaros are now so highly sought and why the legend continues to grow. The first generation was produced through November 1969; the last year of this body style was prolonged because Fisher Body had difficulty perfecting the deep-draw quarter-panel dies of the 1970 model. At the time, this gave GM higher-ups major headaches, but today it means there are more first-gen Camaros than there should've been and more cars for collectors to choose from.

First on sale in September 1966, the Camaro was Chevrolet's response to the Mustang and looked unlike anything else on the road. Some of its platform was shared with the upcoming 1968 Chevy II, and the frame structure was a "semi-unitized" design: A front steel subframe assembly was the basis for engine, transmission, front suspension, and steering components; and from the cabin back, it was a unibody structure. While the unibody portion made the F-car lightweight and less expensive to produce, it caused the cabin to suffer from squeaks and vibrations, and inferior metallurgy and metal-prep made the body prone to rust.

Base models are referred to as the sport coupe or convertible. The next level up, the Super Sport, includes bigger base and optional engines, a different hood, badges, and slight suspension differences. There also is the Rally Sport trim level, which could be combined with the base models or the SS. Rally Sports feature a different grille with swing-away headlight doors (these have had their share of problems) and other exterior styling cues. The Z/28 was built to race. The engine just squeaked in under the Sports Car Club of America's 5.0-liter displacement limit, making it eligible for Trans-Am racing. Along with the 302 and four-speed manual transmission, it received heavy-duty front and rear suspension and a special exhaust--and came only as a hardtop. Pinstripes and bodyside stripes were available on RS and SS models, and the Z/28 received its own striped-paint scheme. But not all Z/28s came with this, as a buyer could order it without stripes.

Engines are key when it comes to the value (and cost) of a Camaro. At launch, there were two inline-sixes and two V-8s for the sport coupe and convertible. The Z/28 only came with the 302. The three 1967 Super Sport options were a 350, a 325-horse 396, and a second 396-cubic-inch big-block. Despite having the same displacement, though, the latter 396 was nearly identical to the 425-horsepower Mark IV L78 found in the 1965 Corvette--except that GM downrated the power to 375 for the F-car. Model-year 1968 added a 350-horse 396 and the L89 396, with aluminum heads. During the 1969 production year, the base 327 V-8 was replaced by a 307, and there were two unofficial choices--the COPO 427s. One was the 425-horse L72, available under COPO 9561. The other 427 was the famed ZL-1 with its aluminum block and heads. Dubbed COPO 9560, the ZL-1 was designed for use in drag racing and was factory-rated at 430. Only 69 ZL-1s were built; just two were RS-equipped. With the exception of the Z/28, which came only with a four-speed manual, all models had a manual or automatic transmission. Four-wheel drum brakes were standard; front discs, and later four-wheel discs were options. The Z/28 package required the power front-disc/rear-drum option (J50/J52) or the power four-wheel-disc option (JL8), but most Z/28s sold came with discs or drums.

When it was brand-new, a big part of the Camaro's appeal was the wide variety of engine and trim levels. The downside now is that a would-be collector must be careful. Watch for unscrupulous types trying to make a quick buck on the musclecar mania by building "clones" of high-priced models out of base cars. It's crucial to be sure that, if a seller claims the car is an "original" or a rare version and is asking big money for it, the tags match. The VIN, trim-data tag, and engine stamping all define when and where the car was assembled. There are "Black Books" that decipher what the tag numbers mean. Get one before you shop.

Whether it's love of the look of the first-generation F-car, a quest to feel the power of the legendary Z/28 or a big-block, or the desire to have something to take to the Burger Biggie on cruise night, the 1967-1969 Camaro is one of the most popular muscle/ponycars out there. Don't let it get away this time.

2019 Camaro SS

The Camaro posted a 4.1-second 0-60 mph time, matching the result of a 2018 Camaro SS 1LE with a six-speed manual. It was also slightly quicker in the quarter mile at 12.4 seconds at 115.8 mph versus 12.5 seconds at 115.2 mph for the 2018 manual. Road test editor Erick Ayapana praised the transmission for its "nice crisp shifts" during the run down the dragstrip. The Camaro also performed well in braking tests, stopping from 60 to 0 mph in 103 feet, which is on par with pre-refresh sixth-gen Camaro SS models. "Solid brake feel, good bite," reported Ayapana. "No signs of fade after six runs."The 2019 Camaro SS also just about matched the figure-eight numbers of the pre-refresh, non-1LE SS, clocking a time of 23.9 seconds at an average of 0.84 g. That's certainly an impressive time, but according to testing director Kim Reynolds, it didn't come easy. In Track mode with stability control off, the Camaro required great finesse when lapping our course.The Camaro SS' capabilities can't be fully utilized outside the track, but they can still be enjoyed. Extra-legal speeds are almost too easy to reach when you have enough room to gallop, and it doesn't help that the burly V-8 engine note only gets sweeter as the rpms climb. There's also fun to be had in the twisties, of course. The GM Alpha platform that underpins the sixth-gen Camaro continues to impress with its inherent rigidity, and the sport suspension does a fine job of dialing out excess body roll in the corners. But with the stiffer suspension comes a stiff ride, which is accentuated by 20-inch wheels wrapped in low-profile summer tires.

Camaro ZL1 1LE

On a test track, the ZL1 1LE hits 60 mph in 3.6 seconds. A regular-strength six-speed ZL1 takes 3.8 seconds, and the 10-speed auto gets it done in 3.5 seconds. The 1LE version runs the quarter mile in 11.7 seconds with a 123.0-mph trap speed. The manual ZL1 needs 11.8 seconds at 123.9 mph, whereas the automatic hits it in 11.5 seconds at 125.0 mph. The 1LE's lower trap speed is likely due to the drag from the aero bits. The ZL1 1LE can pull a max g of 1.11 and run our figure-eight course in 23 seconds flat. For reference, anything above 1.1 g and a figure-eight time in the 22-second range should be considered elite. The six-speed ZL1 can pull 1.08 g and run the figure eight in 23.2 seconds; the 10-speed is good for 1.07 g and 23.1 seconds. Braking for the ZL1 1LE from 60 mph happens in an ultra-elite 91 feet. The regular manual car takes 97 feet, whereas the auto needs only 96 feet. Anything less than 100 feet is excellent. For a bit more contrast, the aforementioned 2018 Mercedes-AMG GT R weighs 3,680 pounds, hits 60 mph in 3.4 seconds, runs the quarter mile in 11.4 seconds at 127.6 mph, pulls 1.12 g on the skidpad, figure eights in 22.8 seconds, stops from 60 mph in 96 feet, and popped off a 7:10.92 lap of the Nordschleife. The beast from Gr ne H lle also costs more than twice as much as the Chevy.

1969 Chevy Nova

Chevy had redesigned its compact for '68, but the look was still pretty tame. The chassis design, however, was shared with the Camaro, so big blocks finally fit. Sure enough, the 396-cid V-8 appeared as a Super Sport option partway through '68. For '69, the 396 was back in 350-bhp tune and -- for those who knew how to play the order form -- as the 375-bhp L78.

This was the hoodlum Nova. Building one began with the SS package. It added $280 to the $2405 base price of a Nova pillared coupe and included a 300-bhp 350-cid V-8, special suspension, red stripe F70xl4s, and power front discs. Replacing the 350 with the L78 cost another $500, but even with the $184 close-ratio four-speed, $43 limited-slip, and excellent $84 fast-ratio power steering, the price was an enticing $3,500 or so.

SS badges, black-accented grille and tail, and simulated hood air intakes marked the exterior, but nothing shouted supercar. Still, all stealthiness seemed to dissolve with the L78. What the "396" numerals on the fender suggested, the racket of solid lifters and the ominous rumble from dual exhausts confirmed.

"The junior Chevy with the senior engine... is an instantly recognized and feared street cleaner," reported Car and Driver. "The 396 Chevy II sure wasn't the invisible sleeper we had expected, but it was every bit as wild as we hoped."

Not only did the SS 396 stuff big power into a 3400-pound package, it put just 55 percent of its heft on the front axle, a favorable weight balance few muscle cars could match. Even so, torque and tire slip conspired to quell bite off the line. Cheater slicks solved the problem. True, they may have given away the Nova SS 396's true mission, but its cover was blown the moment the L78 fired up, anyway.

C6 ZR1. My absolute favorite of all times.

Model year 2009 saw the return of the ZR1 (now without the hyphen) badge on the C6 Corvette. This time, Chevrolet strapped a supercharger on a 6.2-liter V-8 producing a whopping 638 hp and 604 lb-ft of torque. The roof, hood, front splitter, fenders, and rocker panels were all made of carbon fiber. Magnetic dampers, Brembo carbon-ceramic brakes, and the largest wheels ever placed on a production Corvette (at the time) were all standard equipment. When Motor Trend tested the 2009 ZR1, we were impressed with the supercharged Corvette's 3.3-second 0-60 time, 11.2-second quarter-mile time (at 130.5 mph), and 97-foot stopping distance from 60 mph—still very impressive numbers today. The 2009 ZR1 was so good it beat the Ferrari 599 GTB in a comparison test.