1968–1972 Chevrolet El Camino SS (3rd Gen): The Muscle Truck’s Sharpest Edge
The third-generation Chevrolet El Camino SS distilled the Chevelle SS’s brawny heart into a long-bed silhouette that could tow, haul, and—if provoked—devour a quarter-mile. Introduced for 1968 on GM’s A-body wagon chassis (116-inch wheelbase), it fused the practicality of a light pickup with the engine room, suspension hardware, and brakes of Chevrolet’s most potent intermediates. Across 1968–1972, the SS package migrated from SS396 identity to an umbrella that ultimately included the 402 (still badged 396) and the 454—culminating in the formidable LS6 of 1970.
Historical Context and Development Background
Chevrolet’s third-gen El Camino rode on the same underpinnings that made the Chevelle a perennial sales and competition force: a perimeter frame, coil springs at each corner, and a stout 12-bolt rear axle when optioned with high-performance V8s. Styling evolved from the 1968 coke-bottle lines to the assertive 1970 face-lift with quad lamps and a deeper bumper. The El Camino SS shadowed Chevelle SS content year by year, adopting heavy-duty cooling, quicker steering ratios, and, by 1969, standard front disc brakes on SS-equipped models.
Corporate and market forces shaped the spec sheet. The SS396 began as a distinct model designation for 1968; by 1969 the SS became an option package. In 1970 the big-block range expanded, with the 396 enlarged to 402 cubic inches while retaining "396" badging, and the headline 454s arrived, including the LS6. For 1971, compression ratios dropped across the board; by 1972, advertised output reflected the switch to SAE net ratings. The rival Ford Ranchero mirrored Torino hardware, offering 390/428CJ/429 powertrains in period; but the El Camino SS, buoyed by Chevrolet’s big-block parts bin and the Chevelle’s vast aftermarket, became the archetype muscle pickup. On dragstrips, SS El Caminos were a familiar sight in Stock and Super Stock classes, their weight distribution mitigated by an enormous torque surplus.
Engines and Technical Specifications
Under the SS umbrella, the El Camino received the same big-block engines and supporting hardware as the Chevelle SS. The list below highlights the core SS engines offered in the period. Note that in 1970 the 396 grew to 402 cubic inches (still often badged 396), and 1972 horsepower figures follow SAE net methodology.
| Variant | Years (El Camino SS) | Engine Configuration | Displacement | Horsepower (advertised) | Induction | Redline (factory tach) | Fuel System | Compression | Bore x Stroke |
|---|---|---|---|---|---|---|---|---|---|
| SS396 L35 | 1968–1969 | 90° OHV V8 (Mark IV) | 396 cu in (6.5 L) | 325 hp (SAE gross) | Naturally aspirated | 5,500 rpm | Rochester Quadrajet 4-bbl | 10.25:1 | 4.094" x 3.76" |
| SS396 L34 | 1968–1969 | 90° OHV V8 (Mark IV) | 396 cu in (6.5 L) | 350 hp (SAE gross) | Naturally aspirated | 5,500 rpm | Rochester Quadrajet 4-bbl | 10.25:1 | 4.094" x 3.76" |
| SS396 L78 | 1968–1969 | 90° OHV V8 (Mark IV), solid-lifter | 396 cu in (6.5 L) | 375 hp (SAE gross) | Naturally aspirated | 6,500 rpm | Holley 4-bbl | 11.0:1 | 4.094" x 3.76" |
| 396 badged, 402 actual (L34-type) | 1970 | 90° OHV V8 (Mark IV) | 402 cu in (6.6 L) | 350 hp (SAE gross) | Naturally aspirated | 5,500 rpm | Rochester Quadrajet 4-bbl | 10.25:1 | 4.125" x 3.76" |
| 402 big-block | 1971 | 90° OHV V8 (Mark IV) | 402 cu in (6.6 L) | 300 hp (SAE gross) | Naturally aspirated | 5,500 rpm | Rochester Quadrajet 4-bbl | ~8.5:1 | 4.125" x 3.76" |
| 402 big-block (net) | 1972 | 90° OHV V8 (Mark IV) | 402 cu in (6.6 L) | 240 hp (SAE net) | Naturally aspirated | 5,500 rpm | Rochester Quadrajet 4-bbl | ~8.5:1 | 4.125" x 3.76" |
| SS454 LS5 | 1970–1972 | 90° OHV V8 (Mark IV) | 454 cu in (7.4 L) | 360 hp (SAE gross, 1970); 365 hp (SAE gross, 1971); 270 hp (SAE net, 1972) | Naturally aspirated | 6,000 rpm | Rochester Quadrajet 4-bbl | 10.25:1 (1970), ~8.5:1 (1971–1972) | 4.25" x 4.00" |
| SS454 LS6 | 1970 | 90° OHV V8 (Mark IV), solid-lifter | 454 cu in (7.4 L) | 450 hp (SAE gross) | Naturally aspirated | 6,500 rpm | Holley 4-bbl | 11.25:1 | 4.25" x 4.00" |
Supporting hardware mirrored the Chevelle SS playbook: heavy-duty radiators, higher-rate coil springs, specific shock valving, larger front anti-roll bar (and a rear bar with boxed lower control arms when the F41 suspension was specified), and quick-ratio steering boxes. Big-block SS cars typically carried a 12-bolt axle with available Positraction and a wide range of final drives suitable for highway or strip duty.
Driving Experience and Handling Dynamics
Drive an El Camino SS as intended and it reads like a Chevelle SS with a practical tail. The long, wagon-derived wheelbase helps stability at speed and smooths secondary ride motions. Big-block torque masks mass with effortless urge; in period, the hydraulic-cam 396/402s delivered a deep well of midrange, while the solid-lifter L78 and LS6 rewarded revs with a harder edge and a keener top-end charge. Throttle response depends on tune and carb choice—Quadrajet-equipped engines are impeccably mannered off-idle when set up correctly, while the Holley-fed high-performance mills snap to attention with a crisper, more aggressive delivery.
Steering has period heft and directness, with the quick-ratio boxes adding immediacy without nervousness. Expect mild understeer at the limit on bias-ply tires and better neutrality on modern radials—especially on F41 cars with the rear anti-roll bar. Rear axle hop becomes a non-issue when bushings and shocks are healthy. Braking confidence improved markedly once front discs entered the picture as a de facto SS standard by 1969, pairing well with the heat capacity needed for repeated high-speed stops.
Performance Specifications
Period test results vary by weather, gearing, tires, and tune; the figures below reflect representative, contemporary numbers enthusiasts rely on when benchmarking these trucks.
| Engine/Variant | 0–60 mph | Quarter-Mile | Top Speed | Curb Weight | Layout | Brakes | Suspension | Gearbox Type |
|---|---|---|---|---|---|---|---|---|
| 396/325 (L35) | ~6.8–7.5 s | ~14.7–15.2 s @ 92–95 mph | ~120–125 mph | ~3,650–3,850 lb | FR, RWD | Front discs, rear drums | Front double A-arms/coil; rear 4-link/coil (F41 optional) | 3-spd manual; 4-spd Muncie; TH400 auto |
| 396/375 (L78) | ~6.2–6.7 s | ~14.0–14.5 s @ 98–102 mph | ~125–130 mph | ~3,650–3,850 lb | FR, RWD | Front discs, rear drums | Front double A-arms/coil; rear 4-link/coil (F41 optional) | 4-spd Muncie (M20/M21/M22 rare); TH400 auto |
| 454/360–365 (LS5) | ~6.0–6.5 s | ~14.0–14.4 s @ 100–102 mph | ~127–130 mph | ~3,800–3,950 lb | FR, RWD | Front discs, rear drums | Front double A-arms/coil; rear 4-link/coil (F41 standard with SS) | 4-spd Muncie; TH400 auto |
| 454/450 (LS6) | ~5.4–5.8 s | ~13.6–13.9 s @ 103–106 mph | ~130–140 mph | ~3,850–3,950 lb | FR, RWD | Front discs, rear drums | Front double A-arms/coil; rear 4-link/coil (F41) | 4-spd Muncie; TH400 auto |
| 402/240 (1972 net) | ~7.5–8.5 s | ~15.5–16.3 s @ 86–90 mph | ~115–120 mph | ~3,700–3,900 lb | FR, RWD | Front discs, rear drums | Front double A-arms/coil; rear 4-link/coil | 4-spd Muncie; TH400 auto |
Variant Breakdown (Trims, Packages, and Year-to-Year Changes)
The SS identity and equipment evolved across the five model years. Notable differences are summarized below. Where Chevrolet did not publish discrete SS production totals by engine for El Camino, this is indicated.
| Model Year | SS Designation | Engines Available Under SS | Notable SS Features/Visual Cues | Production (SS-specific) |
|---|---|---|---|---|
| 1968 | SS396 as a distinct model | 396 L35 (325 hp); 396 L34 (350 hp); 396 L78 (375 hp, rare) | SS badging; power bulge hood; heavy-duty suspension; 12-bolt axle with big-blocks; front discs widely specified | Not separately recorded by engine in surviving factory summaries |
| 1969 | SS as an option package | 396 L35/L34; 396 L78 (with available L89 aluminum heads on L78 in limited numbers) | Standard front disc brakes on SS; revised grille; SS stripes and gauge packages available | Not separately recorded by engine in surviving factory summaries |
| 1970 | SS option; 396 badged (402 actual) plus 454s | 402 (350 hp); 454 LS5 (360 hp); 454 LS6 (450 hp) | Major facelift; optional cowl-induction hood with vacuum-operated flapper; wider wheel/tire options | Not separately recorded by engine in surviving factory summaries |
| 1971 | SS option | 402 (300 hp gross); 454 LS5 (365 hp gross) | Lower compression; grille/taillamp refresh; SS appearance details continued | Not separately recorded by engine in surviving factory summaries |
| 1972 | SS option available with multiple V8s | 402 (240 hp net) and 454 LS5 (270 hp net) among available V8 choices | Net horsepower ratings adopted; subtle grille/bumper detail changes | Not separately recorded by engine in surviving factory summaries |
Ownership Notes, Maintenance, and Restoration
- Chassis and body: The El Camino uses the Chevelle wagon’s 116-inch wheelbase perimeter frame. Inspect for corrosion at bed-to-frame mounts, the rear kick-up, lower fenders, cowl and windshield channels, and bed floor seams. Tailgate internals and bed trim are El Camino-specific and can be costly to replace compared with Chevelle pieces.
- Powertrain: Big-blocks are robust when kept cool and properly tuned. L78 and LS6 solid-lifter valvetrains require periodic lash checks. The TH400 automatic and Muncie 4-speeds (M20/M21, with limited M22 availability) are durable if the clutch and U-joints are maintained.
- Suspension/brakes: Worn rear control arm bushings and shocks invite axle hop; F41-spec boxed lower arms and the rear anti-roll bar improve composure. Front disc brake hardware and steering components interchange with Chevelle, easing parts sourcing.
- Service intervals: Period practice favors frequent oil and filter changes, ignition point/condenser attention on original distributors, and regular cooling system service—especially on high-compression engines. Keep vacuum hoses fresh on cowl-induction cars to ensure the hood flapper operates as intended.
- Parts availability: Mechanical parts are well supported thanks to Chevelle commonality. Trim unique to the El Camino (bed moldings, tailgate hardware, bed floor sections) and SS-specific components (correct cowl-induction air cleaner, gauges, and steering wheels) command premiums.
- Documentation: SS cloning is common. Build sheets, Protect-O-Plate entries, and component date-code consistency are essential when verifying an SS, particularly for big-ticket engines like LS6.
Cultural Relevance and Collector Sentiment
The third-gen El Camino SS carved out its own place in American car culture: equal parts workhorse and weekend trophy hunter. It was a familiar face at local dragstrips and in street machine circles, where the practicality of a bed didn’t preclude serious ETs. Among collectors, documented big-blocks—especially the 1970 LS6 and well-optioned LS5s—sit at the top of the desirability pyramid. Correctly restored, numbers-matching examples with original drivetrain and cowl-induction hardware routinely command premium results at auction, reflecting the enduring appeal of Chevrolet’s muscle truck formula.
FAQs
What’s the difference between SS396 and SS454 on the El Camino?
SS396 refers to the big-block package centered on the 396 (402 by 1970), offered with 325–375 hp (SAE gross) in 1968–1969 and 350 hp (gross) in 1970, with lower ratings in 1971–1972. SS454 adds the 454-cubic-inch engines: the LS5 (360/365 hp gross; 270 hp net in 1972) and, for 1970 only, the LS6 rated at 450 hp (SAE gross).
Is the 1970 “396” actually a 402?
Yes. For 1970 the 396 was enlarged to 402 cubic inches, but many cars retained 396 badging for marketing continuity. Output was advertised at 350 hp (SAE gross) for the 402 in SS trim that year.
Did Chevrolet build LS6 El Camino SS models?
Yes. The LS6 454 (rated 450 hp, SAE gross) was available in 1970 and is the most potent factory El Camino SS configuration of the era.
What transmissions were available?
Typical offerings included a heavy-duty 3-speed manual (base on some combinations), Muncie 4-speeds (M20/M21, and limited M22 availability in select applications), and the TH400 3-speed automatic on big-block cars.
What rear axle and gears did the SS use?
Big-block SS El Caminos typically used the 12-bolt rear axle with optional Positraction. Ratios varied widely from highway-friendly gears into aggressive dragstrip sets; confirm the axle code and build documentation on any given truck.
Known problem areas?
Rust at the cowl, lower fenders, bed floor seams, tailgate structure, and frame kick-up. Age-related brake and steering wear, axle bushing deterioration (causing wheel hop), and vacuum faults in cowl-induction systems are also common. As with any carbureted big-block, heat soak and fuel percolation can reveal themselves if the cooling and fuel systems aren’t fresh.
How do values typically stratify?
Authenticity and specification rule: documented LS6 and high-option LS5 trucks sit at the top, followed by well-documented 396/402 SS examples. Original drivetrains, correct induction hardware, and factory documentation materially influence prices.
Are parts hard to find?
Mechanical parts are broadly available thanks to Chevelle interchangeability. El Camino-only trim and SS-specific items are obtainable but can be costly; condition and completeness of those pieces meaningfully affect restoration budgets.
