Chevelle SS Identification Guide: Spotting Genuine Models (Incl. 1978)

Identifying a genuine Chevrolet Chevelle SS or El Camino SS can be a challenging task, especially given the prevalence of well-executed clones. While spotting the difference between a base model Chevelle and a Super Sport might seem easy due to distinct visual cues, distinguishing a factory-original SS from a modified Malibu requires a deeper understanding of specific features, codes, and historical context. This guide, drawing heavily on established knowledge for enthusiasts and potential owners (primarily focusing on 1968 and newer models), aims to clarify the key identifiers across various production years, including the later 1978 Chevelle Ss era iterations.

The issue of SS “look-alikes” is significant; there might arguably be more clones on the road today than genuine Super Sports. Consider this illustrative experience: during a visit to a National Chevelle Owners Association (NCOA) convention years ago, five beautiful 1972 SS-454 Chevelles were on display. They appeared authentic in almost every detail. However, knowing that 1972 and newer GM vehicles embed an engine code within the Vehicle Identification Number (VIN), a quick check revealed a startling reality. Of the five cars presented as SS-454s, two actually had VINs corresponding to 350 cubic-inch engines, and another indicated a 402 cubic-inch engine from the factory. Only two of the five were genuine LS5-powered cars. The other three were clones. While there’s nothing inherently wrong with creating tribute cars – they can be enjoyable customs driven without risking the value of a numbers-matching original – problems arise when these clones are misrepresented and sold to unsuspecting buyers as genuine articles.

Authenticating an SS often requires meticulous research. Several Chevelle & El Camino identification books exist, such as those published by “Cars and Parts” magazine, alongside various restoration guides. While valuable, be aware that some publications may contain inaccuracies. Perhaps the most reliable authentication methods involve original documentation like the build sheet, Protect-O-Plate, or the window sticker. However, even these documents can be forged. Reports exist of altered VINs on build sheets, and companies specialize in reproducing Protect-O-Plates, window stickers, and even cowl tags. While replacement cowl tags are typically meant to be exact duplicates of damaged originals, verifying authenticity remains crucial. Furthermore, though highly illegal, VIN plate swapping does occur. Always inspect the area around the VIN plate (usually visible through the windshield on the driver’s side dashboard) for any signs of tampering or recent welding underneath the dash. This guide provides detailed information to help navigate the complexities of Chevelle SS identification from 1968 through the later years.

Close-up of a Chevelle SS emblem on a classic car grille

General SS Identification Tips (1968-1972 Focus)

While specific details vary by year, several general characteristics applied to Chevelle and El Camino SS models produced between 1968 and 1972.

Big Blocks vs. Small Blocks (’68-’72)

From 1968 through 1970, the SS package was exclusively available with big-block engines (396, later 402, and 454). In 1971 and 1972, the SS package could be optioned with either a big-block or a small-block (350) engine. An exception existed in California for 1972, where emissions regulations prohibited the sale of the 307 V8 and all big-block engines. Consequently, the only SS available new in California for the 1972 model year was the small-block SS-350. Big-block engines sold in California between 1968 and 1971 often came equipped with smog pumps, although this wasn’t universal. Smog pumps were also seen on non-California cars, particularly those equipped with 4-speed manual transmissions.

Engine Exclusivity (396/454)

Generally, the 396 engine (later designated 402 but often still badged as 396) was available only within the SS package from 1968-1969 (with a documented exception noted for 1969). Similarly, the 454 engine in 1970-1972 Chevelles and El Caminos was exclusive to the SS (or GMC Sprint SP) package.

Engine Internals (Crankshafts, Mains)

Engine construction varied:

• All 1970-1972 454 motors (LS5 and LS6) featured forged crankshafts. The LS5 typically had 2-bolt main bearing caps, while the high-performance LS6 used 4-bolt mains.
• The base 396 (L35, 325 HP) and the ’70-’72 402 (LS3) used cast crankshafts and 2-bolt mains.
• The higher-output 396 (L34, 350 HP) utilized a forged crank and usually had a 4-bolt main block, though 2-bolt versions might exist.
• The top-tier 375 HP 396 engines (L78 and L89 aluminum-head version) consistently featured forged cranks and 4-bolt mains.

Carburetors and Fuel Lines

All 1968-1970 SS models and all 1968-1972 big-block equipped cars came standard with 4-barrel carburetors. However, in 1971 and 1972, it became possible to order an SS with a 2-barrel equipped 350 engine. Fuel line sizes can also offer clues, though more research is needed for definitive confirmation. Many 4-barrel cars seem to have used a 3/8-inch fuel line (sometimes with a 1/4-inch return line), whereas 2-barrel cars often had a 5/16-inch fuel line. Reports suggest the 1969 L78 (375hp) 396 engine might have used a single 7/16-inch fuel line with no return and a different fuel tank vent setup.

Transmissions (TH400, Muncie types, PowerGlide)

Transmission availability depended on the engine and year:

• The 1970 LS6 454 and the 1971-1972 LS5 454 were offered only with the heavy-duty Turbo-Hydramatic 400 (TH400) automatic or the Muncie M22 “Rock Crusher” 4-speed manual.
• The 1970 LS5 454 was available with the TH400 and M22, and possibly the Muncie M21 4-speed. (1970 was the last year for the M21).
• The 402 big-blocks (1970-1972) could be paired with the TH400, a heavy-duty 3-speed manual, or Muncie 4-speeds (M20 wide-ratio, M21 close-ratio – M21 ’70 only). Note there were two M20 types: the aluminum-case “Muncie” M20 for 4-barrel V8s and the iron-case “Saginaw” M20 for 6-cylinders and 2-barrel V8s.
• The 396 big-blocks (1968-1970) could have the TH400 or a Muncie 3-speed or 4-speed. Uniquely, the 1968 SS-396 could also be optioned with the 2-speed PowerGlide automatic. The standard transmission for a ’68-’69 SS-396 was the Muncie 3-speed manual; all others were extra-cost options.

Rear Axles (10-bolt vs. 12-bolt, Positraction)

Big-block Chevelles and El Caminos came standard with a robust 12-bolt rear axle. Small-block models typically received a 10-bolt axle but could be optioned with a 12-bolt. Positraction (limited-slip differential) was never standard equipment on any SS model; it was always an extra-cost option, except when ordering steep axle ratios like 4.10:1 or higher, which mandated Positraction. Genuine big-block cars equipped with the TH400 automatic transmission should have an electric kick-down switch mounted above the accelerator pedal. Some non-SS small-block cars, particularly El Caminos with optional towing packages, are known to have been factory-equipped with 12-bolt rear ends.

Optional Equipment (Tach/Gauges, F41 Suspension)

Contrary to common belief, the tachometer and gauge package (often called U14 RPO code) was never standard on the SS. It was always an extra-cost option. The ’68 version is particularly rare, while later years (’70 especially) are more common.

The F41 Special Performance Suspension, which included a rear anti-sway bar, became standard on SS Chevelle coupes (not El Caminos) starting in 1970. It was optional on the ’69 SS and unavailable in ’68. The F40 heavy-duty suspension (without the rear bar) was standard on the ’69 SS. No SS El Camino ever received the rear anti-sway bar as part of the SS package from the factory. All 1971-1972 SS models (and some non-SS Malibus) included remote-controlled driver’s side mirrors and glove compartment lights as standard features.

Dashboards (’70-’72 SS vs. Malibu vs. Monte Carlo)

For 1970-1972, the standard SS dashboard differed significantly from the base Malibu dash.

• Non-SS Dash: Featured a wide, rectangular speedometer flanked by warning lights (“idiot lights”) and a fuel gauge.
• SS Dash (Standard): Used a layout with three large round pods and three smaller round pods. The center large pod housed the speedometer. Without the optional gauges, the left large pod contained a large fuel gauge, and the right large pod could house an optional clock. Small warning lights for alternator, temperature, and oil pressure occupied the smaller pods.
• SS Dash (with Optional Gauges – U14): The center large pod still held the speedometer. The left large pod housed the tachometer (with an oil pressure warning light at its base), and the right large pod held the clock. The small pods contained gauges for battery (ammeter), water temperature, and fuel. Note: No factory oil pressure gauge was offered, only the warning light.

All genuine 1970-1972 SS cars must have the round-pod dashboard layout. However, non-SS Malibus ordered with the optional gauge package (U14) also received this same round-pod dash, including the round speedometer.

A common swap involves installing a dashboard from a 1970-1972 Monte Carlo, which used a nearly identical dash structure. Key differences help identify swaps:

• Facing: Monte Carlo dashes originally had simulated wood-grain trim, leaving holes or slots if removed. Genuine Chevelle SS dashes had a black painted finish with a specific texture.
• Instrument Lettering: 1970 instruments used letters with a green tint; 1971-1972 instruments used white letters. Mismatched years indicate a potential swap.
• Seat Belt Light: Most 1972 SS dashboards feature an oval “Fasten Seat Belts” warning light. Its presence in an earlier year car, or absence in a later-production ’72 SS, suggests a dash swap.

Interior/Exterior Trim (Steering wheels, Grilles, Tail panels, Emblems, Stripes)

Genuine SS steering columns and wheels did not necessarily have to be black; they often matched the vehicle’s interior color. Several steering wheel designs were available on SS models.

From ’68-’72, SS grilles were typically painted black, whereas non-SS models often featured silver paint, silver accents, or additional chrome trim. However, some ’72 SS El Caminos with the deluxe exterior trim option received Malibu-style stainless steel trim strips on their grilles.

A distinguishing feature on ’68-’69 SS Chevelles and ’68-’72 SS El Caminos was the blacked-out panel located between the taillights. SS models from ’68-’72 generally featured black accent paint striping on taillight bezels, wheel well moldings (if equipped), and other trim pieces. Front turn signal lenses were often clear on ’68-’72 SS cars, but exceptions exist. Due to the ease of changing these items, trim details alone are not definitive proof of SS authenticity.

While ’70-’72 SS Chevelle coupes received “SS” emblems on their door panels, the El Camino SS models did not. Interestingly, some documented genuine ’70 SS Chevelles were built with “Malibu” door panel emblems, likely due to a temporary shortage of “SS” emblems at a specific assembly plant.

Bucket Seats/Consoles (Not standard)

Another common misconception is that bucket seats and center consoles were standard SS equipment. They were not. Both were extra-cost options available on SS and non-SS models alike. Many genuine SS cars were built with bench seats.

Air Conditioning Restrictions

Factory air conditioning could not be ordered with the highest horsepower engines: the 375 HP 396 (L78/L89) and the 450 HP 454 (LS6). The primary reason was the incompatibility of the A/C compressor with the high-RPM nature of these solid-lifter engines. Additionally, the load from the A/C system could potentially cause overheating in these engines during prolonged idling.

Using Documentation and Codes

Beyond visual inspection, verifying numbers and codes found on the car and its documentation is crucial.

Build Sheets, Protect-O-Plates, Window Stickers (and fakes)

Original factory paperwork is strong evidence.

• Build Sheet: Often found atop the gas tank, under carpets, or behind door panels, this document lists the RPO codes (options) the car was built with. Look for SS package codes (e.g., Z25, Z15).
• Protect-O-Plate: A small metal plate issued to the original owner, embossed with vehicle and owner information, including engine and transmission codes.
• Window Sticker: Shows the car’s standard features, options, and pricing.
  Be vigilant about reproductions. Companies can create convincing fakes of all these documents. Cross-referencing information between multiple sources (if available) and comparing codes to known factory standards is essential.

VIN Plates and Cowl Tags (and tampering)

• VIN (Vehicle Identification Number): For 1968 only, the SS was a distinct model series identifiable by the VIN (third digit ‘8’). From 1969 onwards, the SS was an option package, and the standard VIN doesn’t confirm it (except for the ’72+ engine code). Check for signs of tampering around the VIN plate on the dash.
• Cowl Tag: Located on the firewall, this tag contains codes for the build date, paint color, interior trim, and assembly plant. From ’69 onwards, Canadian-built SS cars will show RPO Z15 or Z25 on this tag. U.S. plant cowl tags after ’68 generally don’t list specific option package codes like Z15/Z25, though they may contain plant-specific scheduling codes found on the build sheet. Be aware that reproduction cowl tags exist.

Engine Codes (VIN Stamps, Date Codes, CE Blocks)

• Partial VIN Stamp: Most factory-installed engine blocks have a partial VIN stamped on a pad (usually on the front passenger side). The last 6 or more digits should match the vehicle’s VIN. Absence or mismatch usually indicates an engine swap, although occasional factory errors occurred.
• Engine Code Stamp: Also on the stamp pad is a code typically starting with ‘T’ (Tonawanda engine plant) followed by assembly month/day digits, and ending with a two or three-letter suffix code indicating the engine’s original application (HP, transmission type, vehicle model). This suffix code is critical for verifying originality.
• “CE” Blocks: Engines replaced under warranty by Chevrolet dealers often have codes ending in “CE” (Chevrolet Engine or Crate Engine) and may lack a partial VIN stamp.
• Date Codes: The engine assembly date (from the stamp code) should precede the vehicle’s build date (from the cowl tag) by a reasonable period (days to a few weeks, generally not months).

Canadian Cars (Z15/Z25 Codes)

As mentioned, 1969-1972 SS models built in Oshawa, Canada, are easier to authenticate as they typically have the Z15 (SS-454) or Z25 (SS-396/402/350) RPO code stamped directly on the cowl tag.

Casting Codes

Raised casting codes and dates on major components (engine block, cylinder heads, intake manifold, exhaust manifolds, transmission case, rear axle housing) are harder to fake than stamped codes. These codes indicate when the part was manufactured. Casting dates should logically precede the engine assembly date and the vehicle build date. Parts cast after the vehicle’s assembly date are obviously not original.

Year-by-Year SS Identification Guide

Specific features and identification methods changed throughout the primary SS years.

1968 Chevelle SS

• Model Status: The SS-396 was a separate model series (3rd digit of VIN is ‘8’). Example: 13837… is an SS coupe, 13637… is a Malibu coupe. Example: 13880… is an SS El Camino, 13680… is a Malibu El Camino. This was the first and only year the El Camino SS was its own model.
• Trim: Unique lower body side chrome trim extending behind the rear wheels (non-SS had trim only in front). No factory wheel well trim on any ’68 Chevelle/El Camino.
• Wheels: Could come with standard steel wheels and “dog-dish” hubcaps, optional full wheel covers, or optional Rally wheels.
• Brakes/Suspension: Disc brakes were optional (using unique 4-piston calipers, parts are scarce). Most ’68 SSs had drum brakes. F41 suspension (rear sway bar) was not available.
• Engine: Exclusively 396ci Big Block: L35 (325 HP), L34 (350 HP), or L78 (375 HP). At least one L89 (aluminum head L78) car is documented.
• Emblems: “SS/396” emblems on grille, rear panel, front fenders, door panels, dash, and steering wheel center. Early production front side marker bezels had “SS/396” foil inserts (later just “396”). Early steering wheels also said “SS/396” (later just “SS”).
• Hood: Distinctive twin-bulge hood with non-functional chrome inserts near the rear edge. Non-SS hoods were flat.
• Stripes: Optional D96 stripe ran across the front header panel, down the front fender edge, and along the lower body side. Available in black, white, or red.
• Special Editions: Dealer-modified cars (e.g., Yenko, Baldwin Motion) offered 427 engine conversions. Authenticity requires documentation.
• Canadian Variant: The Beaumont SD-396 shared Chevelle SS mechanicals but used Pontiac-style grille and dash.

1969 Chevelle SS

• Model Status: SS became option package Z25 (“SS 396 Equipment”) available on Malibu V8 Sport Coupe, Convertible, El Camino Custom, and uniquely this year, the base 300 Deluxe 2-door coupe and 2-door sedan (post coupe). VIN does not confirm SS status (except Canadian cars).
• Exclusive Colors: Two SS-only colors: Monaco Orange (code 72) and Daytona Yellow (code 76). If these appear on an original cowl tag, the car is a genuine SS.
• Brakes: Front disc brakes became standard equipment with the Z25 package (using easier-to-service single-piston calipers).
• Engine: Z25 package included the 396 big block (L35, L34, L78). L89 aluminum head option available for L78. Although literature implies 396 was SS-only, at least one late-production non-Z25 car was built with a 396 and SS equipment.
• COPO 427: Factory-installed 427 engines (L72 iron block/heads) available via Central Office Production Order (COPO 9562). These cars typically lacked external SS or 427 identification (“sleepers”) but had SS-level chassis/drivetrain components. Extremely valuable today. Unconfirmed reports of COPO 427 El Caminos exist.
• Emblems: “SS 396” emblems on grille, fenders, rear panel. “SS” emblem on steering wheel. “SS” on dash above glove box. “SS” on door panels.
• Hood: Same twin-bulge hood as ’68 (minor hinge bolt hole difference).
• Wheels: 14-inch five-spoke SS wheels with “SS” center caps were standard.
• Stripes: Optional stripe ran along the upper body crease. Some dealer-installed hood stripes (similar to ’70-’72 style) reported.
• Rare Body Style: The 300 Deluxe post sedan SS is a rare variant produced only in ’69.

1970 Chevelle SS

• Model Status: Two SS option packages: Z25 (SS 396) and Z15 (SS 454), available on Malibu V8 Sport Coupe, Convertible, and El Camino Custom. VIN does not confirm SS (except Canadian cars).
• Engine Confusion:
  • SS 396 (Z25): Engine actually displaced 402ci but marketed as 396. Options were L34 (350 HP) and L78 (375 HP). L89 aluminum head option technically available but extremely rare (possibly none built).
  • SS 454 (Z15): Options were LS5 (360 HP) and the legendary LS6 (450 HP solid-lifter). The LS6 was only available in ’70 Chevelle/El Camino and ’71 Corvette. The ’70 Chevelle LS5 is rarer than the LS6. Corvette LS5 rated at 390 HP for marketing. Rumors of an L89 LS6 are likely false. No factory LS7 cars sold.
  • Non-SS Big Block: The LS3 (330 HP) 402ci engine was available as the “Malibu 400” option on non-SS models (often converted to SS clones). Small block 400 (2-bbl) was Monte Carlo only.
• Dash: Introduced the distinct round-pod SS dash (see General Tips section).
• Emblems: Fender emblems specific to engine: “SS 396” or “SS 454”. El Camino tailgate mirrored fender emblems. Large “SS” emblem (no engine size) centered in grille. Chevelle rear bumper pad had white “SS” logo insert.
• Hood: New standard SS hood featured a large center bulge (“power dome”). Hood pins became standard (except very early production non-Cowl Induction cars).
• Cowl Induction: Optional ZL2 Cowl Induction featured a vacuum-operated flap on the hood bulge that opened under acceleration. Included “Cowl Induction” emblems on the bulge sides and mandated hood stripes (though stripes could be deleted). Hood stripes were also available separately as an option without Cowl Induction.
• Wheels: Standard SS wheel was the same 14-inch five-spoke design as ’69.

1971 Chevelle SS

• Model Status: SS package structure changed. Z15 now denoted the base “SS Equipment” package, available with various engines. A separate RPO for the SS 454 still existed. Available on Malibu V8 Sport Coupe, Convertible, El Camino Custom. VIN doesn’t confirm SS (except Canadian or ’72+ VIN engine codes).
• Engine Options:
  • SS Package (Z15): Could be ordered with 350-2bbl (L65), 350-4bbl (L48), or 402 big block (LS3, now marketed only as “SS”).
  • SS 454: LS5 454 big block. Compression ratios dropped across the board (typically 8.5:1). The ’71 LS5 was rated slightly higher at 365 HP (Gross), likely due to head design changes and more realistic rating compared to the ’70 Chevelle LS5. No LS6 Chevelle in ’71 (rumors false).
  • Malibu 400: LS3 402 big block still available on non-SS models.
• Heavy Chevy: New package (RPO YF3) based on the base Chevelle model (less trim than Malibu). Available with any V8 except the 454. Featured specific decals and some SS equipment (like the domed hood, black grille). VIN starts 13437 (vs 13637 for Malibu/SS). Often cloned.
• Emblems: If SS package ordered with 350 or 402, fenders/tailgate received simple “SS” emblems. If SS 454 ordered, emblems read “SS 454”. Grille had large “SS” emblem. Chevelle door panels had “SS” emblem; El Camino SS typically did not.
• Hood/Cowl Induction: Same domed hood as ’70. Cowl Induction (ZL2) still optional, but less common. Likely only available with the 454 engine in ’71. Hood pins standard on all SS.
• Wheels: New standard SS wheel: 15×7 inch five-spoke Rally wheel (similar to mid-70s Z28 wheel but with slightly different spoke profile), painted argent silver with bright trim rings and center caps.
• GMC Sprint SP: GMC’s El Camino twin, the Sprint, offered an “SP” package equivalent to the SS. Only 249 ’71 SPs built, some with the 454 (SP-454). Cowl Induction also available on SP. Extremely rare.

1972 Chevelle SS

• Model Status: SS package (Z15) continued, available on Malibu V8 Sport Coupe, Convertible, El Camino Custom.
• VIN Engine Code: First year the 5th digit of the VIN indicates the factory-installed engine: W=LS5 454, U=LS3 402, J=L48 350/4bbl, H=L65 350/2bbl, F=307/2bbl, D=250 L6. A ‘W’ code VIN guarantees a genuine SS-454 (or SP-454 Sprint), as the 454 was SS/SP exclusive this year. Other engine codes (U, J, H) could be SS or non-SS Malibus.
• Engine Ratings: Mandatory switch to SAE Net horsepower ratings. LS5 454 now rated at 270 Net HP (virtually identical engine to ’71). LS3 402 rated at 240 Net HP. L48 350/4bbl at 175 Net HP. L65 350/2bbl at 165 Net HP. (307 V8 was technically available in base Chevelles but likely not with SS package despite some early literature).
• Performance Options: Downplayed in marketing. Cowl Induction (ZL2) still available with 454 (W) or 402 (U) engines, but production was very low. Hood stripes (D88) remained optional on SS models and surprisingly, could also be ordered on non-SS “Malibu 400” models with the standard flat hood (very rare). Hood pins standard on SS.
• Heavy Chevy: Continued (YF3 package) on base Chevelle V8 coupe (VIN starts 1C37).
• GMC Sprint SP: Continued with SP package mirroring SS. 749 ’72 SPs built. An SP-454 would have a ‘W’ in the VIN.
• Trim/Appearance: Largely carried over from ’71: domed hood, black-accented grille, SS emblems (engine-specific on fenders/tailgate: “SS” or “SS 454”), 15-inch 5-spoke Rally wheels standard.

Later Models: Chevelle SS and Successors (1973-1977)

The Chevelle line underwent a major redesign for 1973, shifting focus towards comfort and handling with the new “Colonnade” body style.

1973 Redesign and SS Package

• SS Availability: An SS package remained available for the ’73 Chevelle Malibu coupe and, uniquely, the Chevelle station wagon. It could be optioned with either a 350 V8 or the LS4 454 big block.
• LS4 454: This low-compression engine was rated at 245 Net HP. It typically used a cast crankshaft with automatic transmissions and a forged crank with the rare 4-speed manual transmission option. Post-’72 manual transmission 454 cars are scarce.
• Non-SS 454: Unlike previous years, the 454 engine could now be ordered in non-SS Malibu models.
• SS Wagon: Details are limited, but the SS package was offered on the wagon body style for ’73, making them quite rare.
• Baldwin Motion: The famed tuner offered a highly potent ’73 SS-454 Chevelle, considered one of their most powerful creations. Documented examples exist.

Laguna S-3 Introduction (1974)

Around 1974, the Chevelle SS package was phased out and effectively replaced by the “Laguna S-3” package on the top-line Chevelle coupe. The Laguna S-3 featured a distinctive urethane front end and often included handling suspension upgrades and swivel bucket seats. The SS package continued on the El Camino (and SP on the Sprint).

End of the 454 (1975)

1975 marked the final year the 454 big block engine was available in the Chevelle (Laguna S-3), El Camino, and GMC Sprint.

Final Sprint SP Years (->1977)

The GMC Sprint continued production through 1977, with the SP package remaining available, offering appearance and handling upgrades similar to the El Camino SS. 1977 was the last year for the Sprint nameplate.

The 1978 Chevelle SS Era and Beyond (1978-1987)

The Chevelle nameplate was dropped for coupes and sedans after 1977, continuing only on the Malibu line. The El Camino, however, received a significant redesign for 1978 on a new, smaller platform.

1978 Redesign and El Camino Focus

With the Chevelle coupe gone, the “SS” designation primarily shifted to the downsized El Camino (and its GMC twin, now renamed the “Caballero”).

El Camino SS Package (Decals, Choo-Choo Customs SS)

• Factory SS: The standard El Camino SS package from 1978 onwards became largely an appearance upgrade, often consisting of decals, specific paint schemes, and sometimes different wheels or minor trim variations. Engine options mirrored standard El Caminos, typically V6s or small-block V8s (305ci most common, 350ci rarer).
• Choo-Choo Customs SS: Starting in the early 1980s, Chevrolet collaborated with Choo-Choo Customs of Chattanooga, Tennessee, to offer a distinct El Camino SS model available through dealerships. This version featured an aerodynamic front end resembling the Monte Carlo SS, ground effects body panels, and special badging, but typically retained the standard El Camino powertrain. These are often specifically referred to as “Choo Choo SS” models. Identifying a 1978 Chevelle Ss primarily refers to the El Camino SS of that year, which was the factory appearance package, predating the Choo-Choo collaboration.

Other Notable Models (’78-’87)

While performance was generally muted in this era, some interesting variants existed:

• ’78 350/4-speed: A 350 V8 (LM1) paired with a 4-speed manual transmission was briefly available in the ’78 El Camino and Malibu, offering respectable performance for the time.
• Diesel El Camino: An Oldsmobile-sourced diesel V8 was offered for a few years, prioritizing fuel economy.
• Special Editions: Appearance packages like the “Royal Knight” El Camino and the “Diablo” Caballero offered unique graphics and trim.

Conclusion

Authenticating a Chevrolet Chevelle SS or El Camino SS requires diligence and knowledge across various model years and specific configurations. From the VIN-identifiable 1968 models to the option-package SS cars of 1969-1972, and onto the later iterations including the El Camino-focused 1978 Chevelle SS era and the special Choo-Choo Customs versions, each period presents unique identification challenges. The prevalence of clones necessitates careful inspection of VINs (where applicable), cowl tags, engine codes, casting numbers, build sheets (if available), and year-specific features like dashboards, trim, suspension components, and powertrain combinations.

While documentation offers strong proof, always be wary of reproductions. Cross-referencing information using reliable resources like marque-specific books and online communities is highly recommended. Remember that features like bucket seats, consoles, and even tachometers were typically optional, not standard SS equipment. Understanding engine availability, transmission pairings, and special packages like Cowl Induction or Heavy Chevy is key. Whether you are looking to buy, restore, or simply appreciate these classic muscle machines, thorough research is the best way to distinguish a genuine Super Sport from a well-disguised tribute. Both genuine cars and quality clones have their place, but accurate identification preserves history and ensures fair transactions.