It's been generally accepted that the elder statesman in the personal luxury car segment of the auto industry was Ford's Thunderbird; its origins are more or less pegged to 1958, when Dearborn released the second-generation editions--long before the term "personal luxury" was even coined. Although Lincoln's Continental was eventually drafted into the fold as an upscale counterpart, notable competition from GM didn't arrive until 1963, when Buick released the Riviera. The radical front-wheel-drive Olds Toronado entered the fray in '66, and Cadillac followed suit a year later with a redesigned Eldorado. Even Pontiac's famed Grand Prix slipped into the mix, while Mother Mopar offered up the Chrysler 300, Dodge Monaco 500 and the aptly named Plymouth VIP. One notable missing from the growing list was Chevrolet; that is, until the 1970 introduction of the Monte Carlo.
In base configuration, the Monte Carlo was equipped with an array of standard features that exceeded what was typical of other Chevys; however, base power was a 250hp 350-cu.in. small-block backed by a three-speed manual. Starting at roughly $3,100, the new Chevy could have been upgraded with your choice of a 300hp 350, or a pair of 400-cu.in. V-8s making 265 or 330hp, while transmission options included a four-speed manual, Powerglide (with limitations) or Turbo Hydra-Matic automatics. Even in a pocket-hammering worst-case scenario for Chevy buyers, the grand total still fell well short of the Thunderbird's nearly $5,000 sticker, which helped push 1970 Monte sales to a staggering 145,975 units. Included in that sales figure was the Monte Carlo SS (RPO Z20), a well-aimed shot across the T-Bird's beak-nosed bow.
Granted, most personal luxury cars don't exactly evoke the sort of image gearheads typically yearn for--big, smoky burnouts; brisk quarter-mile passes--but the SS-equipped Monte Carlo was plenty capable nonetheless. The package mandated the installation of the LS5 version of the 454-cu.in. Mark IV "big-block" with a dual exhaust system, upsized wheels and tires, heavy-duty suspension with a corresponding pair of anti-roll bars and a heavy-duty battery. Without options, its sticker price was roughly $3,500--still more than a grand less than the T-Bird, yet close to $300 more than a Chevelle SS 454. The cheaper performer may have been one factor as to why Monte SS production was held to just 3,823 units, with another 1,919 built the following model year, after which the SS package was dropped from the Monte Carlo.
Although offered for only two years--that is, until its reintroduction in the Eighties--muscle car aficionados today easily cross lines of demarcation and rank the Monte Carlo SS high on the short list of personal luxury cars that touted performance at the very core. If you find the personal performance car to be an appealing alternative, here are some things you should be aware of.
ENGINES
Making it clear that performance was a significant element of the 1970 Monte Carlo SS, all were assembled with the LS5 version of the 454-cu.in. engine (suffix code CRN) as standard equipment, featuring 10.25:1 compression, a Quadrajet four-barrel carburetor and a performance-oriented hydraulic-lifter camshaft, producing 360hp and 500-lbs.ft. of torque. The more powerful LS6, with its solid lifters and Holley carburetor, was not offered in the Monte Carlo for 1970.
For the 1971 edition, the LS5 (suffix code CPD) was pressed into service once again, except that the famed government regulations regarding emissions and fuel types effectively forced the reduction in compression. Yet even at 8.5:1, Chevy still managed to find five extra horsepower for their advertised output. Though this number may seem suspect, closer investigation suggests that the 360hp rating for 1970 may have been overly conservative. Consider this: Motor Trend tested a 1970 edition with a 3.31:1 rear gear and produced a 0-60 MPH time of seven seconds flat and did the quarter-mile in 14.9 seconds @ 92 MPH. One model year later, with the same rear gear, they recorded a 7.1-second 0-60 and 15.05-second quarter-mile time (at 91.5 MPH).
Though the LS5 was the only engine ever offered in the Monte Carlo SS 454, Chevy's 1971 training manual indicated that the LS6 engine was slated for availability beginning in late January. While many dream of finding such a Monte Carlo, no documented proof of such a build has ever surfaced according to the First Generation Monte Carlo Club. Even if a post-production swap occurred, the 454--in either variation--can be easily rebuilt or, if desired, enhanced with performance upgrades.
TRANSMISSIONS
As was the case with the engine bay, Chevy limited the transmission backing the big 454 to just a single choice for both model years: the Turbo Hydra-Matic 400. A three-speed automatic containing a 2.48:1 first-gear ratio, this unit has long been known for handling high torque with ease, and it can be easily rebuilt by experienced professionals if necessary.
Here, too, rumors have long existed that an occasional four-speed-manual-equipped Monte Carlo SS escaped the assembly line; understandable in light of examining the aforementioned training manual, which stated that a four-speed would be available with the LS6. But members of the First Generation Monte Carlo Club who are well-versed in the car's history--including production details and the finite differences between model years--staunchly debunk the four-speed rumor. To date, no documentation or evidence exists to prove any such car was ever made.
Owner Leon Smith
DIFFERENTIAL
With so much grunt up front, Chevy took a step forward in ensuring durability throughout the rest of the driveline. This meant that a 12-bolt differential was installed as standard equipment, complete with a 3.31:1 final-drive ratio. It was linked to the transmission via open driveshaft with a harmonic dampener.
As was typical, Chevy made the Posi-traction unit (RPO G80) available through the option chart, except that it automatically brought with it a 2.56:1 gear as the standard ratio in 1970; this was changed to 3.31:1 with the limited-slip the following year. Of course, a number of other optional ratios were available as well.
FRAME & SUSPENSION
It would be easy to assume that, since the Monte Carlo rode on a 116-inch-wheelbase chassis, the Chevrolet engineers used the same 116-inch frame found under same-year A-body sedans and wagons. Actually, the Monte Carlo line had its own frame, which measured a full eight inches longer than standard despite the wheelbase measurement. It was an intentional change, accomplished by adding four inches in front of the cowl and ahead of the front wheels, respectively--a change that enhanced the desired body lines while altering overall weight distribution for a more comfortable ride.
Speaking of ride, the SS 454 package mandated the installation of both the F41 suspension system and the G67 Automatic Level Control system. Beginning with the former, the coil-sprung suspension included heavy-duty shocks and springs, additional frame stiffeners, boxed lower rear control arms and an upgraded front anti-roll bar (1.125 inches); it also added a .88-inch rear anti-roll bar.
The Automatic Level Control consisted of a compressor pump, rear leveling valve, rear air shocks and corresponding shock-absorber air-line shields. It functioned strictly on engine vacuum, which was first sent to the large compressor pump mounted on top of the left-front inner fender, which then distributed compensating pressure via the valve to the air shocks. For the most part, the system compensated for added rear weight far more reliably than similarly designed GM systems in the late Fifties, although it had a habit of overloading the rear shocks just a tad without any weight, inadvertently providing a slight rake versus a truly level ride.
BRAKES
Given the intended sales competition, every Monte Carlo, including the SS, came equipped with power front-disc brakes, which were accompanied by rear drums. Single-piston calipers were now a GM staple with this system, as were front rotors that measured 11 inches; rear drums were 9.50 inches in diameter. Given its GM parts bin origins, the entire OE system is fully serviceable or can be upgraded with aftermarket systems.
WHEELS & TIRES
During both model years, all SS 454 Monte Carlos were fitted with 15 x 7-inch wheels, except that in 1970 they came covered with full turbine-style wheel covers, and wrapped with Firestone G70-15 Wide Ovals with a .38-inch white stripe on the sidewall. Buyers could option up to the familiar ZJ7 15 x 7-inch Rally wheels (shod with the same white stripe tires). For '71, the Rallys replaced the steelies as the standard Monte Carlo SS wheel.
BODY & INTERIOR
The Monte Carlo came in only one body style, a two-door hardtop that some may assume was based on the same-year Chevelle. In fact, there are only a couple of notable body similarities--the two models share both the decklid and windshield. However, the Monte Carlo's formal roofline and six-foot-long hood add to the designer's desired image, portraying the model as "a step above." Unfortunately for fans of open-air cruising, a convertible version was never offered to the general public, even though one can be seen in a 1970 sales brochure, and it is believed that a factory prototype may have been assembled. The lone visual identifier of the SS package was the "SS 454" emblem mounted within the rocker trim extension on the bottom of the front fender; this carried over into 1971, while a small SS emblem was added to the rear panel in '71.
As for the body in general, the Monte Carlo was subjected to just enough change between model years to keep the styling fresh. Most notable was the grille--which had considerably fewer vertical lines in 1971--while the round '70 parking lamps were reconfigured to rectangular for '71. Also up front, the headlamp bezels were squared off for the sophom*ore year, and the thin hood spear grew a stand-up ornament emblem for '71. Similar minute differences in trim exist with regard to taillamp lenses, grille emblems (their embedded Roman numerals translate to the corresponding model year), reverse lenses, trunk emblems, and even a mid-'70 change to the optional vinyl top.
In addition, the First Generation Monte Carlo Club alerts potential owners to the fact that the front fenders will not interchange from one year to the next without some modification. Minor 1971-only exterior touches include a rear horizontal bumper strip, blacked-out rear panel with special trim and the SS badge and a color-keyed remote driver's mirror; however, those originating from Van Nuys came with a chrome mirror.
Interiors were equipped with a standard instrument panel with warning lamps, as well as a bench seat finished in a combination of custom knit nylon and vinyl or pattern cloth and vinyl. Options here included all-vinyl Strato-bucket seats, a center console, and the U14 Gauge Package; power steering was an exceptionally popular option, installed in all but 2,482 of the total 1970 Monte Carlo production. These options continued into '71 and, as with the exterior, subtle differences can be spotted between years, such as steering wheel, door panels, instrument control knobs and gauge/control backlight color (green in '70; white in '71, as with Chevelle SS models).
RESTORATION & PERFORMANCE PARTS
For those who are computer-savvy, the Internet holds a vast wealth of information on Monte Carlo SS 454 specifics, including identification and restoration tips. With regard to the latter, the aftermarket continues to expand product lines to include reproduction parts, including floor carpet, door panels and even small miscellaneous hardware. However, at this time, Monte Carlo-specific sheetmetal parts are limited to fender patch panels, one quarter-panel skin, and not much else. As is often the case with muscle cars, the aftermarket also offers an ever-expanding array of performance enhancement components, including brake, suspension and engine upgrades.
OWNER'S VIEW
Abbottstown, Pennsylvania, resident Leon Smith wasn't looking for a 1970 Monte Carlo SS 454 when a friend notified him that one was for sale locally. After some deliberation, he swung by for a peek, discovering in the process that it had been sitting in a box trailer for nearly 30 years--only 57,000 miles were showing on the odometer at the time.
A separate VIN was not given to the Monte Carlo SS, which means paperwork and a little sleuthing were the first steps in confirming the car's authenticity. It was made easier for Leon when the original build sheet was uncovered; matching numbers between the engine and VIN were also found. Leon suggests that the first thing a potential buyer should ask a seller is whether there is an existing paper trail from the factory.
Engine
The SS package automatically provided a 454-cu.in. big-block engine both model years. This was the LS5 360hp version for 1970; though the 450hp LS6 was considered at one point, it was nixed, and no build proof has ever surfaced.
Brakes
Rather than equipping the Monte Carlo with drum brakes at all four corners, its luxury build aspect meant assembly line workers fitted power front disc systems with single-piston calipers. The entire OE system is serviceable today.
Transmission
Though standard-model Monte Carlos could be had with manual transmissions backing certain engines, the Monte Carlo SS mandated the Turbo Hydra-Matic 400 automatic, and there's no proof of a four-speed ever slipping through the cracks.
Interior
It is possible to find a Monte Carlo SS with Strato-bucket seats flanking a center console, but standard equipment was a bench seat finished in custom knit nylon and vinyl, while a woodgrain appliqué provided an elegant finish for the instrument panel.
Chassis
Despite sharing a 116-inch wheelbase with Chevelle wagons, the frame under every Monte Carlo was unique to the line. The SS package mandated the heavy-duty F41 suspension system, along with the Automatic Load Leveling system (rear air shocks).
Body
Features distinguishing the SS 454 were subtle, though changes between model years were significant, including a revamped grille, headlamp bezels, fenders, taillamp lenses and parking lamps, along with trim and top variations.
CLUB SCENE
First Generation Monte Carlo Club
P.O. Box 9787
Erie, Pennsylvania 16505
www.firstgenerationmontecarlo.com
Dues: $25/year • Membership: 200
National Monte Carlo Club
204 Shelby Drive
Greensburg, Pennsylvania 15601
850-457-2945
www.montecarloclub.com
Dues: $35/year • Membership: 2,500
WHAT TO PAY
Chevrolet Monte Carlo SS
Add: air conditioning, 5%
PARTS PRICES
Brake rotor -- $45
Caliper -- $55
Console (kit) -- $380
Door panel (unassembled) -- $300
Emblem (rocker "SS 454") -- $89
Fender (patch panel) -- $59
Floor carpet -- $139
Floorpan (complete) -- $719
Lens (1970 taillamp) -- $25
Master cylinder -- $99
Quarterpanel skin (right) -- $999
Rocker panel -- $89
Trunk floor (center) -- $95
Upholstery (bench seat) -- $346
Vinyl top -- $119
