1971 Chevrolet Camaro SS 396

For many American muscle car fans, the idea of jetting over to the US to pursue their dream ride provides an opportunity of a lifetime.  Sure, in these days of technology we can view a million pictures online; even order an independent ‘model specialist’ inspection, all from the comfort of home.  But what better way to create a lasting attachment than to make that visit yourself, to see the car in the metal, to hear it and feel the way it drives.  Those moments make the memories of the actual journey all the more rewarding.

Our feature car, a wonderfully period 1971 Chevrolet Camaro SS 396, is the product of such a story.

“I had wanted a Camaro ever since I was a kid,” remembers Dave, who realised his dream in September 2008.  “Wayne, my Dad, went to the States as a 25 year old.  He found work and stayed there for about a year.  He bought himself a ’67 Camaro to use and ended up bringing it home with him.  He had it converted to RHD and eventually sold it, but his passion for interesting cars filtered down to me, for sure.  My trip to the States in ’08 fulfilled an ambition of mine to do something similar- find a car over there and bring it home.”

The second generation Camaro, introduced in 1970, was in Dave’s sights.  “Owning an HQ Monaro meant the Camaro appealed, as the second gen was what the HQ was based off,” he says.  “I wanted a pre-1974, with the steel bumpers as I think the rubber bumpers ruined the look.”

Once he decided upon his requirements, he began looking for examples both here (to see what the local market was offering) and in the States.  As we chat, he produces a notebook and offers it to me for a flick.  It is chock full of pictures, adverts and notes on the cars he discovered for sale online and in various classified magazines.  When he saw this car, he was immediately interested- the bold arrangement of an asterix and arrows in his notebook says as much.  “I spoke with the owner on the phone after looking it over in pictures and came away from the conversation convinced it was the car I wanted.  It had my ideal spec- a big block, chrome bumper SS.  Dad told me not to be hasty but I felt it, like its owner, was the real deal. ”

The dream trip to the States quickly gathered momentum.  Dave soon arrived in Los Angeles, where he awaited the arrival of his Dad and his mate Graham. Conveniently, they were interested in a couple of still Stateside Corvettes and the plan was to see the Camaro together.

The thought of organising such a trip can put people off, but with friends in LA and contacts in shipping there was little standing in Dave’s way:  “Dad had done some work importing English classics and other cars from the States in the past.  If I had known just how smooth it could be, I would have done it myself sooner!” he laughs.

From LA, the group made a flight over to New York.  From here they faced a 4 hour drive north to a town called Denver, where the SS waited.  When they arrived, they could not have had a better experience: “The owner, Ed, was an ex-Navy man and Diesel Mechanic who had purchased the car rebuild for his wife, who later succumbed to cancer.  He was just the nicest guy, and we are still in contact,” says Dave.  “Ed had bought it off the original owner, a college graduate who received it as a gift but had lost interest.  Ed retrieved it from long-term storage and had it recommissioned.  It received a repaint and Ed refurbished the mechanicals himself, adding a few performance upgrades without compromising the car’s period appearance.  It was what his wife wanted. ”

The 402ci engine received lead-free aluminium heads and an Edelbrock manifold, on top of which sit twin 600cfm Weber four-barrel carburettors.  Mallory ignition, a mild Crane camshaft and Hooker headers further enhanced horsepower.  To keep things reliable roller rockers were installed along with larger capacity oiling and cooling systems.  This spritely setup (“Ed claimed around 420bhp post-rebuild,” recalls Dave) is combined with a TH400 3-speed auto (with Horseshoe shifter) and posi-traction LSD rear end to really put the power to the tarmac.  “Accelerating onto highways, or up the hills surrounding Denver, the car just leapt forward and 80mph flashed up before you knew it!” Dave recalls as we admire the Camaro in close-up detail.

It’s an original Z27, more commonly referred to as the Super Sport or “SS”.  This option code, which added such niceties as dual exhausts and power front disc brakes could only be had with a V8; either a 270bhp 350ci or this optional 402ci (code LS-3), factory rated at 300bhp.  Only 1533 1971 Camaros had this option out of 114,630 built in that year.  An added bonus to ordering the LS-3 big block was the mandatory addition of code F41, or “Special purpose suspension” to make better use of the extra power.  Beyond this, the degree of personalisation initially made famous by the original ‘pony car’, the Ford Mustang, was also offered by Chevrolet for the Camaro.  Of the most effective options fitted to this example are the Power Steering and Air Conditioning, which make life more manageable at the helm. 

Faced with the prospect of a 3000-plus mile road trip, as Dave was when he collected the car to drive back to LA, the abovementioned options take on even greater significance- especially when you have 2 others sharing the coupe’s space.  “It’s actually quite roomy in the back,” he remarks.  “Ed had every faith that the car would get us back to the port in LA and we had no problems.  In fact, the biggest challenge we faced was the weather.  The first two days, the rain was just torrential and we could feel the car aquaplaning.  When you are on a highway surrounded by massive B-Double trucks, it’s not the nicest feeling.”  You get the feeling that the trip Dave took in his new beast was further sweetened by the presence of his Dad and Graham.  “Just to be able to share the experience with them was special.  When I look at this car, it symbolises that trip for me- the endless miles cruising along in the sun with the windows down, the engine humming with no need for a radio, the company.  It really was a dream come true.”

He tells us of the simple joy derived from ambling through Las Vegas, which segues nicely into him revealing a decidedly non-period edition Ed made to the vehicle- the fitment of Blue neon lights to the undercarriage.  Though it may not have quite lit up the Las Vegas neon strip on its own, Dave explains that “When it arrived in Australia, my first drive after picking it up was at 9.30pm, and it drew a lot of attention.  Because it’s left hand drive, people at the lights were able to talk easily with me from their cars and the lights got a great reaction! Everyone wanted to know what it was.” 

The same could be said of the passers-by during our photo shoot.  Double-takes abound as pedestrians, cyclists and other drivers strain for a closer look.  We observe the big coupe’s angles; the curvature of its rear spoiler works nicely with the thin steel bumpers and almost dainty taillights to lend an air of elegance.  However this is quickly offset by the Cragar wheels, hunkered down stance and quite aggressive front-end treatment that divided opinion even when the 2^nd generation bodies were brand new.  For me it lacks the sensuality of the 1^st gen shape but still accurately reflects the era in which it belongs, maintaining an aura of latent aggression.

Inside, there is a spaciousness you just don’t find replicated in European coupes of the same timeframe.  In fact, two 6-foot adults wouldn’t be too put out sharing the back seats on a short trip.  I ease down into the Blue Vinyl passenger seat (with higher back as introduced in ’71) to further admire the wonderful patina of the interior.  With only 74,000 original miles, the upholstery shows it has been loved but used at the same time.  Dave has put new carpets in but otherwise is happy to leave it as is.  He fires up the big block, which quickly settles to a gently loping idle.  His hand falls to the horseshoe shifter, and I note the lack of any gear indicator nearby- Dave quickly corrects my observation with a pointed finger to the dash- before we set off. 

There is something wonderful about the way a big-block motor can take a lumpier cam and massive carburetion yet disguise their behavioural issues at lower revs.  What is felt initially is abundant torque wafting us along on a mere hint of throttle, the engine barely a murmur in the background of conversation.  Flex the ankle, as Dave does further up the road, and the beast comes alive; the lope becomes a bark as the posi-traction axle does its best to maintain traction, the TH-400 dropping hard into second gear as the rear tyres shake.  Second is where it really lifts off as the inertia of 1500kg-plus of American metal is beaten into submission by the 402’s power curve.  “With some better tyres and an increase in fuel pressure, Ed feels it has the ability to pass through the quarter mile in 12 seconds,” Dave beams.  For his sake, with 1200cfm of carburetion, I am silently hopeful that petrol stations aren’t much further apart!

Handling wise, the SS is lowered and has thicker sway bars than standard.  The ride is still pliant, as demanded by the US market of the day, but it handles the road better than the compromised setup found in a 1^st generation big block (due to Chevrolet’s rush to get the car to market against the Mustang).  As Dave says, however, digging into the handling dynamics misses the point of a car spec’d liked this: “With the 402ci engine and auto, it makes for a great cruiser that can still run hard when required.  I bought this car to enjoy, to cruise in, to make memories with.  The road trip was just the start…I’d sell the Monaro before this car- that’s how attached I am to it.”  With the way the two came together, who can really blame him?

*This aritcle also appeared in the September 2009 edition of Australian Classic Car magazine.

© 2010 lautista.com.au.