1970–1972 Chevrolet Camaro SS: 2nd-Gen Buyer’s Guide

1970–1972 Chevrolet Camaro SS: The “Super Hugger” Sweet Spot of the Second Generation

Historical context and development background

Chevrolet launched the second-generation Camaro as a 1970 model in February of that year—often dubbed the 1970½ by purists—on GM’s refined F-body platform. The new car shed the first-gen’s boxier, pony-car aesthetic for a lower cowl, broader stance, and a distinctly European-influenced fastback profile championed under Bill Mitchell’s design regime. While the Trans-Am-honed Z/28 grabbed road-racing headlines, the Super Sport (SS) package remained the torque-rich, street-oriented foil in the lineup.

Corporate constraints and emissions headwinds shaped the SS story from 1970 to 1972. The 1970 SS could be had with the small-block 350 (L48) or the big-block SS396—by then a nominal 396 with an actual 402 cu in displacement (RPO L34). For 1971 and 1972, tightening emissions standards and compression reductions pared the SS down to the 350-powered L48 only, with lower advertised outputs and a shift from gross to net horsepower ratings in 1972. A UAW strike cut the 1972 model year short, adding another wrinkle to production continuity.

Competitively, the Camaro SS faced the Ford Mustang Mach 1, AMC Javelin SST, and Chrysler’s E-bodies (Dodge Challenger/Plymouth ’Cuda). Whereas the Z/28 planted Camaro’s flag in SCCA Trans-Am, the SS played to the boulevard and back-road crowd: abundant torque, a tractable powerband, and a chassis that—thanks to the second-gen’s wider track and improved geometry—could finally match the rhetoric of Chevy’s “Super Hugger” advertising.

Engine and technical specs

The SS package paired familiar Chevrolet small- and big-block hardware with specific cooling, suspension, and appearance cues. The 1970 SS offered the L48 350 and the L34 396 (402). From 1971 onward, only the L48 remained.

Driving experience and handling dynamics

Even in SS trim, the second-gen Camaro’s magic lies in its chassis. The low cowl and wider track yield far better front-end bite than the first-generation car, and with the optional F41 suspension package the SS responds faithfully: firmer springs and shocks, a stouter front anti-roll bar, and a rear bar that reins in roll without turning the car brittle. The steering is a recirculating-ball system, but properly adjusted with good alignment it delivers period-appropriate accuracy and a consistent on-center feel.

The small-block L48 gives the car its balance. It is lighter over the nose, revs with more willingness, and meters torque smoothly through the midrange—ideal for a winding two-lane. The big-block L34 (1970) transforms the SS into a different machine: vastly more thrust off-idle and a weight penalty you can feel in transition, but with the right shocks and tires it still puts power to the ground with impressive composure for the era.

Transmissions define character. The Muncie 4-speeds (M20 wide-ratio or M21 close-ratio, availability depending on engine and axle) are the enthusiast’s choice, with the familiar long-throw, mechanical feel and positive gates. Automatics were Turbo-Hydramatic 350 for small-blocks and, commonly, TH400 with the big-block. With either, the SS is tractable in traffic and delivers clean throttle response through the Quadrajet’s primaries, with a satisfying secondaries’ moan under load.

Full performance specs (period data)

Figures below reflect representative period instrumented testing and factory data where applicable. Variations stem from axle ratios, transmission, test conditions, and rating methodology (gross vs. net).

Variant breakdown: trims, features, and production notes

The SS package (RPO Z27) layered performance and appearance upgrades over the base coupe. Key cues include SS badging in the grille and fuel cap, specific brightwork, a domed hood with simulated intake inlets, and usually 14×7 Rally wheels with trim rings. Suspension and cooling were uprated versus non-SS models.

Notes: Big-block SS availability was limited to 1970. Claims of an ultra-rare 1970 L78 396/375 option exist in enthusiast circles; production specifics are disputed and not substantiated by an official published Chevrolet total.

Ownership notes: maintenance, parts, and restoration

• Drivetrain and service: The L48 uses hydraulic lifters and thrives on regular valve-train lubrication, 20W-50 or 10W-30 depending on climate, and a conservative 3,000–3,500-mile oil interval. Points ignition benefits from periodic dwell/timing checks (~12,000 miles) and a fresh condenser/points set when needed. Coolant and brake fluid changes every two years help preserve internals.
• Parts availability: Small-block consumables are abundant and affordable. Big-block SS hardware (brackets, pulleys, specific manifolds) and correct SS-only trim pieces are more scarce and command a premium.
• Chassis and rust watchpoints: Cowl and windshield channel, rear quarter lower seams, trunk drops, front subframe mounts/bushings, and the toe boards are typical corrosion sites. Subframe alignment and body bushings are worth inspecting—age, heat, and oil saturation take their toll.
• Driveline details: 1970 cars commonly carry a 12-bolt rear; 1971–1972 typically use the 8.5-in 10-bolt. Axle ratios vary (e.g., 3.07/3.31/3.55/3.73), with Positraction optional; gearing materially affects acceleration.
• Authenticity: The SS package (Z27) does not appear as a simple trim code on all cowl tags. Documentation (build sheet, Protect-O-Plate, original window sticker) and correct component/date coding are the soundest verification methods.
• Restoration difficulty: Mechanicals are straightforward; body and trim correctness—and sourcing big-block-specific pieces—drive complexity and cost. Electrical bulkhead connections and underdash harnesses deserve careful refurbishment.

Cultural relevance and collector outlook

Chevrolet marketed the second-gen as the Super Hugger, and the SS embodied that narrative for street buyers who wanted muscle without the Z/28’s road-race temperament. The 1970 SS396 sits in a sweet niche—last of the big-block SS Camaros—while 1971–1972 SS350 cars appeal for their balance and drivability. In the collector market, documentation, originality, and factory options (4-speed, Positraction, F41, gauges) consistently separate good cars from great ones. Auction catalog hierarchies typically place a documented 1970 SS396 above otherwise comparable SS350s, with concours-level restorations and low-mile survivors drawing the strongest interest.

Frequently asked questions

How do the SS and Z/28 differ on the second-gen?
The SS centers on torque and street manners (L48 small-block; 1970-only L34 big-block), while the Z/28 is the high-revving road-racer (LT-1 small-block in 1970–1972) with different suspension tuning and typically 15-inch wheels. Styling cues also differ—badging, stripes, and hood treatments.

Was a big-block SS offered after 1970?
No. The SS big-block option (SS396/L34, actually 402 cu in) was limited to the 1970 model year.

Why do 1972 horsepower numbers look lower?
In 1972, the industry switched to SAE net ratings (as-installed with accessories), and compression and cam timing softened. The L48’s 200 hp net is not directly comparable to earlier gross ratings.

What rear axle did the SS use?
Many 1970 SS cars carry a 12-bolt. For 1971–1972, the 8.5-inch corporate 10-bolt became common. Ratios and Positraction vary by order code.

Known problem areas?
Rust in the cowl and lower quarters, tired subframe bushings, worn steering boxes, and heat-soaked wiring. Quadrajet carburetors are robust but respond to proper rebuild and base-gasket integrity.

What’s the typical driving character of the L48 vs. L34?
L48 SS350s feel lighter on turn-in and like to rev; L34 big-blocks hit harder off idle and pull with authority, trading some front-end agility for straight-line shove.

Fuel considerations?
Engines were designed around leaded fuel. Many cars have had hardened valve seats fitted during rebuilds; absent that, owners often use compatible additives and mindful ignition timing to avoid detonation.