As you might imagine, if you were fortunate enough to be able to be in Scottsdale, Arizona during auction week and attend one or more events, you would be guaranteed to see a boatload of Chevrolets. In my case, I attended three auctions and I’ll bet that I saw four or five hundred Chevies. Despite those huge numbers, I photographed far fewer and will profile 14 here. So, settle in and click through to check out these classic Chevies from the ’50’s to the ’70’s.
The caveat is that this group of cars won’t include Corvettes, Camaros, trucks or station wagons. Those other categories will probably be included in future articles.
A mainstay of the collector car hobby is the tri-five (’55-’57) Chevrolets. You likely have never attended any auction or local car show in North America that didn’t have at least one. Barrett-Jackson was no exception, offering 71 choices, not counting Corvettes or trucks. The popularity of customizing these cars is apparent, too, when you see that only 22 of those were stock, unmodified cars.
I’ll choose one tri-five representative to show here, not because it was the best quality photo obviously, but because this 1957 Bel Air was my favorite. It sold for $74,800.
A lot of people don’t like ’57 Chevies, either because they are so overexposed to the point of practically being a classic car cliche, or because they are a much busier facelift on the very clean and elegant 1955 design. These criticisms mean nothing to me because I think the shape is so right. It may be a heavy facelift, but somehow Chevy absolutely nailed the design.
This car was my favorite tri-five in Scottsdale this year because it’s my favorite year and it’s my favorite ’57 color of solid black. The shape of the ’57 is just right somehow.
It takes all of the common styling conventions of the mid ’50’s and employs them to ideal effect, especially on the Bel Air: the dip just behind the front doors; the rearward canted tail fins with the upper surface parallel to the ground, echoed by the relatively simple shape of the anodized aluminum side trim; the gentle slope on the upper surface of the front fender going down to the brow over the single headlights (with integrated air vents in the headlight housing); the gold mesh breaking up the chrome on the large grille. The car has a lot of chrome, of course, but it is all used tastefully for the times. The hubcaps are a really nice design as well. Only the roof, doors and trunk lid were carry over from 1956.
The interiors are very fifties fabulous and tasteful as well. The ’57 ditched the symmetry of the ’55/’56 dash for a more contemporary ’50’s instrument panel. This loaded car has power seat and windows, among other options. I prefer the red and silver interior with a black Bel Air, but silver and black is nice too.
What makes this car special to collectors is the matching numbers fuel injected 283cid V8 rated at 250hp. This was the top regular engine. For those looking for extra high performance, there was a mechanical lifter, higher compression version of the fuelie available making 283hp (1 hp per cubic inch).
I will throw this 1958 Del Ray in, even though it is a restified car with a more modern drive train and some aftermarket wheels that don’t do much for me, to show the contrast with the previous model. The all-new chassis and body were a pretty far departure from the ’55-’57, being longer, lower, wider and heavier. The styling was quite different as well, especially in the rear. Though looking like a much bigger car, at the height of the tailfin era it barely has anything that can be considered tail fins. This base model Del Ray has a cleaner look, which I dig and is why I photographed it. It’s a nice alternative to the more commonly seen and chromier Impala.
While it is not ’50’s perfection like its predecessor, I like the 1958. The rear quarters and the rearward slanting C pillar are cool. And I don’t mind the Impala at all. In fact, being someone who appreciates ’50’s excesses, I like all the ’58 GM cars, even the Buick and Olds precisely because they are so contrived and extremely chromed up in a way that could only happen in that crazy late 50’s market. And the fact that it was a one year only design is the ultimate ’50’s excess. As cars to own and use, they may have their disadvantages of course, which is why my perspective as an old car hobbyist is much different from people who remember these as new and used transportation.
For the classic Barrett-Jackson experience, they had a 1962 Bel Air in the indoor tent. It is a fresh looking restoration to a concours, show-winning level, roped off to show how valuable it is and mirrors placed on the ground so you can see that the underside is just as clean and perfect as the engine compartment. The experience wouldn’t be complete with out a six figure gavel price and it sold for $143,000.
It is an iconic car. The 1962 has arguably the cleanest styling on a standard Chevy since 1955 and the ’61/’62 “bubble top” coupe might be the airiest greenhouse ever made. Bill Mitchell’s studios were really hitting their stride by the 1962 models.
The reason for the high price is, of course, this: the 409hp 409cid V8, a serious performance engine immortalized in the Beach Boys song. 1962 was the second year for this iteration of the W-series big block engine introduced as the 348 for 1958. It was so named for the unique shape of the cylinder heads and valve covers (why not M?).
For 1962, a dual four-barrel carb option was added to the solid lifter, aluminum intake engine, increasing horsepower from 380 to the magical 1hp/cid. It cost $428 originally, $183 more than the top 300hp small block 327. Not unreasonable at all, even on a car that started at about $2600. That makes sense when considering that they sold at least 8900 409’s in 1962, most of them actually the dual carb version (that’s a conservative number, there’s controversy as some sources list as many as 15,000 409’s sold).
The engine was available in all models, and drag racers preferred the lighter Biscayne or Bel Air over the fancy Impala. Automatic transmissions were not available with the 409.
At the complete other end of the early sixties Chevrolet portfolio was the Chevy II, here a 1963 Nova 400 Sport with the Super Sport trim option offered at Silver Auctions. It’s a lifelong southern California car that still has its black license plates on it.
This was a great looking car and would be the perfect curbside classic if it happened to be parked on the street (very short term, hopefully). It was said to be mostly original with new paint being the main work done on it. As an illustration of how much the car market has changed since 1963, Chevy’s economical, entry-level car was available in 16 colors.
Silver doesn’t have any car info available on their website, so I pulled this off the internet of a very similar car in a nice hood and trunk closed photo. I think the proportions and detailing on the early Chevy II’s are quite nice and, in my opinion, more attractive than Ford Falcons. It says something about GM at this time that even their least expensive product received such fetching styling.
1963 was the second year for the first generation, which continued through 1965 with minimal styling changes. When the Falcon clobbered the Corvair right out of the gate in 1960, Chevrolet developed the Chevy II in a record 18 months in time for the start of the 1962 model year in September ’61.
No V8 was offered the first two years. Standard engine was a 90hp 153cid 4 cylinder, with a 120hp 194cid straight 6 cylinder optional on all models and standard on the Nova series. Boy would this be an easy car to wrench on!
The interior was said to be completely original, apart from the (not so) modern tape deck. SS’s have bucket seats and this car has the Powerglide. I like that even though its a small car, the seats aren’t small. It looks like it has comfy full sized seats, just wedged into a much narrower interior making them look more like a split bench than buckets.
Yet another beautiful ’60’s Chevrolet, this 1963 Impala SS was offered at Russo and Steele. Unlike the ’62 above, it doesn’t have an exotic engine or concours quality restoration and sold for a much more down to earth price of $18,500. It does, however, ooze gobs of charisma and curb appeal. For at least the sixth straight year, Chevy significantly restyled their standard size car. They also managed to hit a home run.
Chevrolet sold scads of these, including 399,224 of the top-of-the-line Impala hardtop coupes (over twice as many as the four door hardtop). I didn’t used to be a fan of these, partly because they are so common and have most famously been associated with lowriders. The ’63 and ’64 Chevy hardtop coupes are undoubtedly the all time most dropped cars (with ’49-’51 Mercurys, or maybe ’32 Fords, the most chopped). Several years ago, though, I encountered a particularly nice ’63 and began to appreciate these cars on their own merits.
The 1963 has very straight forward styling. The sides in particular are a series of straight lines. I like how the fenders, front and rear, end in an arrow-like point. Much of the car’s charm lies in its detailing.
I really like the detailing of the rear end. I pulled this off the internet of a same-colored car. It continues from the last year to have a very attractive aluminum trim panel, shaped to compliment the angles of the car’s front and rear ends.
Nothing to drive the bidders crazy in here, just a 327cid small block with 250hp. The 327 was also available with 300hp. The Super Sport package did not come standard with any performance equipment and was actually available on six cylinder Impalas. Available for 1963 was a new lower output, more street friendly version of the 409 also with 340hp. A 425hp street and strip fighter 409 was available and for the truly competitive, Chevy offered aluminum front body work.
For the first time in several years, the styling on standard Chevrolets was only moderately revised. I profiled an amazing ultra low mileage ’64 Impala SS in my first Scottsdale article. That fine specimen of preservation was one of five ’64 SS’s at Barrett-Jackson. In terms of attractiveness, my favorite was this one.
I found this one interesting mainly because of the colors. It has a beautiful maroon/dark red main color with silver roof and a silver interior. It was really striking in person.
’64’s are really popular and I like them, but I have to say I prefer the ’63. I’ve always found the ’64 to be just a bit too straight and square. The sides are similarly straight to the ’63, but the front and rear end are also bolt upright without the angles seen on the ’63. The rear is attractive, though, with a new take on the triple taillight and aluminum trim look. ’64 would be the last year for the hardtop coupe roof mimicking a convertible top.
My interior picture is not the best, being through the glass with plenty of reflection, but it does show well the colors. I love the chrome trim over the seats and the two-tone steering wheel!
The other interesting thing about this car is that it’s loaded with just about every option available on an Impala in 1964, including air conditioning, power windows and cruise control. Cruise was not a common option at this point in time, so it’s impressive that a Chevy has it. You can see the cruise control mechanism in the engine photo, as well as the top small block available: a 300hp 327cid V8.
Chevrolet’s Impala hit parade came to it’s climax in 1965. Chevy sold over a million Impalas and Impala SS’s for the year, beginning a slow retreat in sales with the luxury Caprice and performance Chevelles tempting buyers away from the sporty full-sizer in subsequent years. If there is a rare ’65 Impala SS, Barrett-Jackson had it with this 425hp 4-speed convertible selling for $71,500.
In addition to being a sales climax, It was a style climax as well. I’m a big fan of all the new 1965 GM full-sizers. Chevy returned to having some angles and curves on their version, and I think they did it to very good effect. This is the last year for the mini tradition of three truly separate taillights on Impalas (they’d return, but inside the bumper for 1968-70 and more subtly in 71-76).
The new platform had a full perimeter frame and cemented the basic chassis engineering that would be used in GM full-size and mid-size rear wheel drive cars for the next 30 years.
I think the interior was a big improvement as well, with arguably the best looking dash since 1960. The rest of the detailing is great as well, with nice looking seats, a handsome center console, big chrome trimmed pedals and nice door trim. I’m always a sucker for well-d0ne full width dashes.
This car’s claim to fame is the L78 396cid big block, putting out 425hp. The Mark IV 396 was the next generation big block replacing the W-series 409 midway through the ’65 model year. The entry level 396 had 325hp, but if you wanted a lightly disguised racing engine, the L78 made 100 more horsepower with a forged crankshaft, solid valve lifters, large 4-barrel carburetor and 11:1 compression. It was also available in the Corvette.
Another great Chevy from the ’60’s was the second generation of the Chevy II, which was given really handsome styling for 1966. The first generation were really pretty little cars, but I think the ’66/’67’s were the ultimate Novas. In two door hardtop form, they have a burly, no-nonsense look to them that says they aren’t going to apologize for their size to any of the big boys on the block.
Russo and Steele sold this 1966 Nova L79 for $41,000.
As mentioned above with the ’63 Nova, Chevy didn’t offer a V8 in the Chevy II for its first two years. That would definitely change as the littlest Chevy jumped into the musclecar market in the mid ’60’s. For 1966, it was available with three V8’s, the top one being the L79, a 350hp 327cid small block. That’s a lot of power in a car that only weighed 2,800lb. With the Camaro coming out for 1967, performance was de-emphasized some in the Nova and a 275hp 327 was the top engine.
The L79 came with 11:1 compression, aluminum intake, hot camshaft but hydraulic lifters. Chrome dual snorkel air cleaner and valve covers were standard. The L79 was available in any Chevy II trim level, following Chevy’s common practice in the ’60’s of having engines available in all levels and bodystyles of a line of cars, so you can see things like a ’62 409hp 409 Impala sedan, or a ’69 425hp 427 Caprice station wagon. But I’ve never heard of a L79 powered Nova sedan or wagon.
These Novas are popular with collectors. Barrett-Jackson had eight ’66/’67 models offered this year, four of which were custom and four stock. The top selling stock one sold for $80,300, while a hot rodded Pro-Tourer sold for an eye-watering $264,000.
This 1966 Nova Super Sport sold at B-J for $46,200. It’s a really nicely done restified car. It has a lot of tasteful non-original modifications like a 327 non-L79 engine upgraded to L79 specs, a more modern automatic transmission, bulged hood and air conditioning.
Of the stock ’66/’67 Novas offered at Barrett-Jackson and Russo and Steele, all were 350hp L79 cars. It’s a good example of how the modern collector car market skews the reality of the ’60’s automotive landscape. In the 1966 model year, Chevy sold 143,900 Chevy II’s and 105,500 of them had four or six cylinders. Even almost a third of Super Sports had six cylinders. Chevy sold 5,481 L79 Chevy II’s, but based on their survival rates and representation at auctions and car shows, one might get the impression that most ’66 Novas have 350hp.
I don’t generally profile customized cars in these articles, but I can’t resist showing this 1968 Impala Custom hardtop coupe. Custom is the model name of the new formal roofline coupe, while the sportier fastback roofline is predictably called the sport coupe. I like to watch the TV show Fast ‘n Loud, which customized this car in 2015 in two episodes which you can view on YouTube here and here.
It was interesting to see the handiwork of the Gas Monkey Garage in person after watching the show for years. It didn’t say on the show or auction description whether it started as all-original or restored, but I would bet it was mostly original. That’s exactly the sort of car I don’t like to see customized, but what can you do? Just appreciate it for what it is now, which appears to be a well done mechanical customization with unmodified body and interior.
The more formal roofline was shared with the Caprice and is an early sign of the Brougham Epoch to come. The formal Custom coupe was available with the SS package, and all engines up to the 425hp 427cid big block. This car originally had a 200hp 307.
I looked at this car pretty carefully and couldn’t find any noticeable flaws. It has probably been resprayed at some point, but the paint had no overspray or anything besides its near perfection to indicate it is not factory paint. Ditto the interior.
The car had new GM crate 400hp 350cid engine, suspension, transmission, AC, etc. I didn’t get a look under the hood. The underside looked clean and well done. It sold for $34,100, which was $16,000 less than it sold for when freshly completed three years ago.
This 1969 Impala convertible is no rare show car, monster motor or TV star bidder bait. This is what you would call an affordable collector car and I include it because I like it and it completes the story on the full size/Impala’s evolution through the ’60’s. It sold at Russo and Steele for $10,400.
The ’69 Impala went one step further down the road to the formal look, with heavier looking styling, loop bumper, hidden headlights and some truly odd front wheel openings. The convertible manages to look sportier, since even the standard sport coupe had a more formal roofline in 1969. This car has the optional 300hp 350.
The dashboard first started this year having what I would call the “70’s” look, with styling visually focused on the driver area and less bright work. It still has the beautiful steering wheel, available I believe since 1967. Chevy built 14,415 Impala convertibles for 1969, the only full size soft top model. It’s unknown how many were SS’s, but probably not a lot since only 2,425 SS’s were made total. Compare this to 1965 when 72,760 Impala drop tops were sold, including 27,000 SS convertibles! Convertibles and sporty full size cars were both quickly going out of style.
I said I like this car, which is true mainly because I like any full size convertible and anything with a loop bumper. However, inside and out it clearly is lacking the pizazz and charisma of the ’65 model. In 1965 this car knew exactly what its mission was and it seemed like half the population was beating a path to Chevy dealerships to buy Impalas. In fairness, they did still sell well over 700k ’69 Impalas, though that number would drop significantly over the next few years.
The first generation Monte Carlo gets lots of love at Curbside Classic. Barrett-Jackson had a 1970 Monte Carlo SS454 which should generate some smiles. While not in concours perfect condition, it was nice and sold for what seems like a reasonable price of $15,400.
Chevrolet sold 130,657 Monte Carlos in its inaugural year. This was a good showing, but just a down payment on the massive sales numbers to come. The second generation Monte Carlo was one of the stars of the Brougham Epoch and peaked at 411,038 sold in 1977.
They sold only 3,823 SS454’s in 1970 (1,919 in 1971, the last year). These had a 360hp version of Chevy’s newly enlarged big block, dual exhausts and upgraded suspension. While a 3 or 4 speed manual was available on the Monte Carlo, strangely the SS was only available with an automatic. Visually, they are set apart only by a rocker panel badge and their lack of rear fender skirts,which were commonly ordered on other Monte’s.
SS454’s came standard with the bucket seat and console interior, optional in other models. It shared the same generous quantities of woodgrain with other Monte Carlos. Disclaimer: No trees were harmed in the making of this interior.
I haven’t touched on the midsize Chevelles, which are second only to the tri-fives in Chevy popularity. The ’66-’72 models are the most common favorites. Barrett-Jackson had 40 to choose from, with similar proportions of stock to custom as the tri-fives. I didn’t spend a lot of time looking at all of them, just the occasional one that caught my eye. I’ll choose this one to represent the bunch, a 1972 Chevelle Malibu SS454, because I’m a sucker for convertibles and I like the ’71-’72 SS wheels. Look for the woody in the background in a future article.
This is a recreated 454 car, meaning it started life as either a non-SS Malibu or a lesser-engined SS (seller description didn’t specify). In 1972, the Super Sport package could be had with any V8 including the 130hp 307. It’s a nicely restored car and even with the lack of provenance it brought $40,700.
Interior is similar to the Monte Carlo, without the wood-grain atmosphere. It has the pretty SS steering wheel, which I’m not sure was available in 1972. Most original ’71 and ’72 model SS’s that I’ve seen have a plastic four-spoke steering wheels that bears a not-complementary resemblance to ones later installed in 1980’s Cavaliers.
Chevelles make great muscle cars, with strong, brawny styling perfect for intimidating competition on the street or strip. Everyone has their personal favorites. Mine, in descending order, are ’71-72, ’70, ’66-’67, ’68-’69.
The seller stated this car has an LS5 454, though he didn’t specify if it is built to 1972 specs or the more powerful 1970 or 1971 specs. The ’72 models had 270 net hp. The holy grail Chevelle is the 1970 LS6 SS454, with 450 (possibly underrated) gross horsepower. Like the L79 ’66 Nova, LS6 ’70 SS454’s are quite common at high end auctions, highly disproportionate to their representation in nature in the early ’70’s. B-J this year had six to choose from, ranging from $75,900 to $220,000.
Finally, for those with more, shall we say, exclusive tastes we have a 1976 Chevelle Malibu Classic Landau. I know there’s some Colonnade lovers lurking here. Though carrying around a lot more weight than its muscle car forebears (much of it in bumpers) with much less power to move it, it’s hard to deny it has some charm.
From the perspective of today, it’s tough to grasp how popular two door cars were in the ’70’s. Chevy sold 143k Malibu coupes and 116k sedans. Even the Nova coupes outsold the sedans, though not by a lot. Only in the full size line did sedans handily outsell coupes at 247k to 109k. Then there were the 353k Monte Carlos and 183k Camaros, plus 429k Chevettes, Vegas and Monzas which only came in two doors. Don’t forget 46k Corvettes. Quarter ton Pickups and Blazers were only available in two doors.
In 2018, the only Chevrolet cars available in two doors are the Camaro and Corvette, all SUV’s have four doors and four door Pickups vastly outsell two doors trucks. Why were two doors so popular then and so scarce now?
This car is the top trim level Malibu. For a Malibu, it’s fairly sporty with high back bucket seats, center console shifter and Rally Sport wheels. If you were one of the 9100 proud buyers wanting less brougham in your coupe, Chevy had the Laguna Type S-3 keeping the sporting flame alive, even if it came standard with a 140hp 305. Available in two door only, of course.
Our subject car has the 165hp 350. A 175hp 400 was the top engine available. The wheels may not be original, while the dual exhaust most certainly isn’t. In that early catalytic converter period, even the Corvette didn’t get true duals. As a Silver car, I don’t know if it sold. It presented quite nicely inside and out. The seller described it as mostly original with new paint.
I hope you enjoyed this trip through Chevrolet’s glory days. Feel free to comment on your thoughts on these cars and Chevy’s direction in those years.
Other articles in my Scottsdale 2018 series:
Cadillacs-part 1 restored cars
Cadillacs-part 2 unrestored cars
I agree with most of whats said of the 57 chevy…………..it is beautiful and an icon and a classic and more…………….but the 55 is the most beautiful to me, thats the one that totally got it right in all areas. as for the 61 to 64….i like the 61 best. i love the tailights and the look of that car.
The black 57 is indeed beautiful. I am a sucker for those silver interiors. I do not recall ever seeing a silver interior in 1964, I must say that I love it.
I have long preferred the 63 to either the 62 or 64 Impala. I also prefer it to anything newer. I know I am in the minority here but the 65 never did much for me. Perhaps because the only one I can ever recall being in was a low trim Bel Air 2 door sedan and that dash seemed to be the most expansive way to spread out a speedometer and gas gauge of any car I have ever seen to this day.
I like the 69 too, though I must say this is the first time I have ever seen one with that steering wheel – it seems to be working its way through Chevy Restos the same way the Rally wheels have.
The Monte Carlo is really pretty. I used to really like silver cars before they took over the world.
I too prefer the ’63 Impala to the ’62 or ’64. The angles and creases that year just worked so well. But my favorite was the ’61 Bubbletop. Never has there been a more athletic looking full-size car. The ’65 was nice, but a subtle shift was underway. Each year after that seemed more busy and baroque, with the dreadful ’68 signaling the end. The less said about the ’71’s – ’76’s the better. The downsized generation starting in ’77’s may have been nice family cars, but the magic was gone.
Everyone has an opinion on the tri-fives, and the ’55 was breathtaking for the time. But the ’56 was better, and the ’57 better still.
I’m with you guys on the 61 – 64 Impalas. Growing up and becoming car aware in the 60’s as a little kid, the 63 was my favorite between these years, followed by the 61, 62, and finally the boxy 64. But then I saw this one that you wrote up, JP… the turquoise 61 bubble top….
https://www.curbsideclassic.com/curbside-classics-american/curbside-classic-1961-chevrolet-impala-sport-coupe-wherein-the-author-meets-his-nemesis-and-finds-love/
…simply beautiful, and I think I now like it best.
Regarding 65 – 70, I have to agree with JP… the 65 just never did it for me, the beautiful orchid colored one that Paul wrote up, notwithstanding. The more subdued 66 was nice (bias here… my Dad had a firethorn red fastback), but my favorite is the 68… love the chrome (again, a bias with my Dad having a Grecian Green Custom 307). Preference order for me here: 68, 66, 69, 67, 65, 70.
As to the Tri-Fives, although a cliché, I have to agree with the author… ‘57 all the way (My Dad had a ‘56, but wanted a ‘57 ;o) – so in this case, my preference is in descending order, literally: 57, 56, then 55.
Please don’t take away my CC privelages… I know you all like the 55’s clean look the best. ?
I’d take the 69 convertible. $10,400, sheesh that’s cheap for so much car.
I personally got burned out on the 57s from overexposure, but to be honest it’s only the fins turn me off from it. I love the front end, the 55 was impossibly good looking, so it was hard to follow, and for me the 56 was proof. 56 is my least favorite of the tri-fives, it’s neither fish nor foul. The 57 front end was a clean break, with its own distinctive look, with attractive hooded headlights, wide grille but without looking too gaudy like many later 50s designs. Even out back, the fins aren’t actually that gaudy, they’re basically flat with the trunklid, then simply extend past, and without the big stainless side trim like on 150s they don’t even look like fins from certain angles(I like the 150/210 the best on all tri-fives anyway).
I love so many other examples you featured, I could never fully pigeonhole myself as a “Ford guy” or “Chevy guy” or “Mopar guy” because they all had their high points. For me 1955-1965 is Chevy’s zenith, particularly the “big Chevy”s. Some of the best designs in the segment ever, great engines, great interiors and frequent restylings came in this year range. I have my preferences within of course, like preferring the 63 to the 64 big Chevy, but I like them all regardless. 66 is where it gets dull for me, with a lazy restyle of the new 65, and with really boring taillights. The 67 was ok, and the 69 Caprice tickles my fancy, but overall they just don’t have the magic of the X-frame era ones.
The Chevy II/Novas I like through 67, but ever the contrarian, I find myself preferring the 62-65 aesthetically. Now, I’d rather have the 66 327/350 to drive, but the “mini Riviera” body just is a bit boxy for my liking. The 62 looks like a perfectly cut down little brother to the 62 standard Chevy, and I find that preferable for whatever reason. The Dodge Dart seemed to pick up where these left off after the Nova was redesigned for 68.
I am the same way, not a Chevy, Ford or Mopar guy. I like lots of all of them. All I can say is that I’m not an AMC guy, though some are appealing!
Here is my recent 2 dr. Chevrolet acquisition, a ’79 Caprice Landau with 24k miles, all original that I found on Craigslist. I wonder what would have happened if it was driven across the block at one of the Scottsdale auctions?
Wow, that looks sweet!
In Scottsdale, let’s see…Does it have the super rare L22 500hp 456? If so, I figure it would go for a about a half mil. If not, I don’t know but I’m sure it would be underappreciated.
I feel like ’78-79 was something of a bright spot for Chevy seeming to pull out of the Malaise Era. The trimmer full-sizers were a hit, so were the A/Gs, they finally let go of the Vega name and engine (even if the platform lived on as a Monza); the Chevette was still a reasonably up-to-date proposal despite RWD and its’ sales really took off with the four-door model. There wasn’t a really *bad* car in there.
And then the Citation came in at midyear – too bad it didn’t get another year or so of development.
This took me back to my (not so) wayward youth in the 70’s. My best friend and I were all about Tri-5 Chevys at the time (I had 2 ’56’s in the years between 1974-1980).
I’ve always been partial to Chevelles as well. Especially the ’68-’69, or the ’67. I’d take one with a small block 4-speed, even.
And Mike Rigsby, you were right on about ’66-’67 Nova Super Sports. I haven’t seen you in over 30 years, but paying $200 for the lovely blue ’67 SS back in the 70’s was a smart decision.
For some reason the long sloping roofline of the 76 Malibu never did much for me, perhaps it reminded me of the earlier Le Mans 2 door styles. A more formal roofline would have looked nice on this.
To have been in the desert in February would have been most enjoyable, rather than in the snow and dead of winter. Thanks for sharing!
That ’70 Monte Carlo SS454 at $15 and a half k seems like a real bargain.
Agreed.
Thanks for sharing. I’d agree on the ’63 being my favorite, but any of those 60’s Chevy’s would look great in my garage. Not hard to understand how popular they were either. Back then, they had a reputation for being not only good looking cars but very good cars as well. I’m sure many of us have fond memories of those models. I carpooled with one family that had a ’62 Impala SS. Looking back, it was a rare car- PW and Factory A/C was uncommon, even in SoCal. Another family of a good friend got a new Impala or Caprice wagon every three years to tow their boat and travel trailer. They always bought a loaded version with the biggest engine available.
Great trip down memory lane!
Wow, I had no idea some cars as nice as these crossed the hammer at BJ for so little. The 63 and Monte seem very reasonable for their condition.
I agree about the ’64 fullsize Chevy being a little too straight and square. In fact it’s my least favorite 1960s Chevy biggie. The grille looks exactly like what it is – a flat, cheap aluminum stamping. However, I really like that ’62 Bel Air bubbletop.
In ’64 the “low priced three” were all at the end of a generation and it was as if the stylists knew and just phoned it in. Plymouth was still trying to recover from the unfortunate downsizing, so the ’63 wasnt any better. Ford was the best of the ’64’s IMO, and I am not a Ford guy. The fastback 2dr HT roof was better than the fake convertible on the Chevy. Even so, there is something about the ’63 Impala that I have always liked, particularly in the 4dr HT version.
The ’64 Impala brings back soooo many memories.
Dad had a ’64 Impala wagon stuffed with 7 kids plus him & Mom. He got the Impala because the seats in the Bel-Air would not hold up with so many kids. No A/C, no power steering, no power brakes, 3 on the tree, straight 6 engine. Yet, the old man “never” stalled the car stuffed with family, luggage, and ice chest during a vacation trip.
Yep, my memories of 64 Chevy’s are of a 4 door Bel Air that my grandmother owned. Six cylinder, 3 on the tree, manual steering and brakes. The color was gold. She had the seats covered in that raised bump clear plastic. It stunk to high hell of cigarettes. Today’s tough guys all drive big tough trucks. They weren’t as tough as her in her 6 cylinder Bel Air. She was kicking ass and taking names into her 60’s.
Great assortment, Jon!
There’s something great to be said about each of these examples. That ’58 Del Ray post coupe tugs on my heartstrings for some reason, being a postie and from the year after the iconic ’57.
I agree with you that the ’62 “bubble top” Impala is an exceptionally clean, genuinely beautiful design. Great post.
Chevy Heaven. Beauties, every one.
“For those looking for extra high performance, there was a mechanical lifter, higher compression version of the fuelie available making 283hp (1 hp per cubic inch).”
True, but that was a Corvette only engine. For more Belair power, there was a 270 HP, dual quad motor available (283 CI).
I’m a bit surprised to see this to come from you, one of our Chevy experts. See ad below. See CC’s history of the ’57 FI 283. https://www.curbsideclassic.com/blog/the-1957-chevrolet-fuel-injected-283-v8-gms-greatest-hit-12/
You know, I do review articles before they’re posted. Not that some mistakes don’t get through. But the FI ’57 Chevy is an absolutely iconic car.
Great post and I can’t believe how many of your cars hit home for me. First off the ’57 Chevrolet Bel Air 2-door sport coupe in black (sans skirts or kit) was my childhood dream car. As a young child I was always enamoured by 1950’s American cars, and the ’57 Chevy was my favourite car from my very earliest memories. I like the ’55 Chevrolet and as an adult I can appreciate it’s cleaner unique styling, but for me the a nice clean ’57 like this one will always be my favourite.
The ’62 Bel Air 409 is another one that goes back to childhood for me. I used to love the Beach Boy’s “409” song and the ’62 Bel Air Bubble top was my favourite 409 car. I used to have a model kit of one that was identical to the car pictured here. The ’65 Impala was one of my dad’s past cars, and one that I have always looked fondly upon. For many years I had it’s old tail lights in my old car parts collection. And to me, it was one of Chevrolet’s nicest cars from the era.
Then the ’66 Chevy II, this was pretty close to the car I came home from the hospital in. My uncle bought a ’67 Chevy II Nova 2-door coupe demonstrator in 1967. My dad came to own it as our daily driver later on and it was the first car I ever road in. The ’72 Chevelle was my first car, although mine was a 6 cylinder base model. I had dreams of turning it into an SS clone, black with white stripes like the convertible pictured here. And finally the ’76 Malibu Classic Landau is exactly the ’76 Malibu my dad owned as his daily driver for many years. It’s still around today, owned by my brother and a car that I have many fond memories wrapped up in.