2014–2017 Chevrolet SS (Holden-Based) — The Last Great Sleeper Sedan
Historical Context and Development Background
The Chevrolet SS of 2014–2017 is the American-badged expression of Holden’s VF Commodore, built in Elizabeth, South Australia, on GM’s Zeta architecture. It arrived as a spiritual successor to the Pontiac G8 and as a halo sedan to support Chevrolet’s NASCAR SS branding on the oval. The corporate calculus was straightforward: U.S. enthusiasts still wanted a rear-drive, V8, three-pedal sedan; Australia still built one of the world’s best mainstream performance saloons. The result is a wonderfully incongruous combination of big-hearted Chevrolet identity and Australian engineering sophistication.
The VF update that underpinned the SS refined the VE Commodore’s bones with aluminum body panels to trim mass, a more rigid front structure, and electric power steering for improved efficiency and tuning flexibility. Interiors were upgraded substantially, with Chevrolet adopting Holden’s package of standard tech and safety equipment rather than decontenting for price. In motorsport, the badge did double duty: the “SS” nameplate fronted Chevrolet’s NASCAR Cup entry while the Commodore campaigned in Australian V8 Supercars—two very different rulebooks, yet the showroom car’s image benefited from both.
The competitor set sat at a fascinating crossroads. On price and spec, the SS squared up against Dodge Charger R/T Scat Pack and SRT 392 variants and the Chrysler 300 SRT in markets where available. Dynamically, it also courted buyers who respected European benchmarks such as the Audi S6 or BMW 5 Series V8s of the era, without the Euro complexity and with a decidedly more analog experience. There was no trim ladder or badge inflation: one model, the good one.
Engine and Technical Specifications
Every Chevrolet SS carried GM’s LS3, the naturally aspirated 6.2-liter small-block V8—famously tractable, stout, and free of cylinder deactivation hardware. It paired with a 6L80 six-speed automatic at launch; a Tremec TR-6060 six-speed manual joined for 2015. A mechanical limited-slip differential was standard. Magnetic Ride Control (adaptive magnetorheological dampers) and rear Brembo calipers arrived for 2015, and a functional hood-vented facelift and bi-modal exhaust followed for 2016.
| Engine configuration | Displacement | Horsepower | Torque | Induction | Redline | Fuel system | Compression | Bore/Stroke |
|---|---|---|---|---|---|---|---|---|
| 90° OHV V8 (GM LS3) | 6,162 cc (6.2L) | 415 hp @ 5,900 rpm (SAE) | 415 lb-ft @ 4,600 rpm (SAE) | Naturally aspirated | ~6,600 rpm | Sequential multi-port fuel injection | 10.7:1 | 103.25 mm × 92.0 mm (4.06 in × 3.62 in) |
Driving Experience and Handling Dynamics
The SS’s appeal is less about data and more about the way it knits a big-bore V8 to a genuinely communicative chassis. The LS3’s throttle response is crisp and clean, with a meaty midrange that makes the car feel smaller than it is when rolling on a two-lane. The 6L80 automatic’s calibration is competent and durable, with manual shift logic via paddles; the 2015–2017 Tremec TR-6060 manual transforms the car, bringing a direct linkage and a proper clutch that favors decisive inputs over lazy commuting.
Front-end grip is strong and stable, the electric steering rack tuned to avoid the overly light, anesthetized feel common to many EPS systems of the period. Body control tightened appreciably with the introduction of Magnetic Ride Control in 2015, allowing a supple secondary ride on broken surfaces without sacrificing support in quick transitions. Brake performance is stout and consistent, with the upgrade to rear Brembo calipers in 2015 addressing fade and pedal confidence during extended mountain runs or occasional track days. The mechanical limited-slip keeps traction honest out of slower corners, and the chassis balances toward mild neutrality before easing into progressive understeer—easily trimmed by throttle.
Full Performance Specifications
| 0–60 mph | Top speed | Quarter-mile | Curb weight | Layout | Brakes | Suspension | Gearbox |
|---|---|---|---|---|---|---|---|
| ~4.6–4.8 seconds (manual vs. automatic) | ~160 mph (electronically limited) | ~12.9–13.2 sec @ ~109–111 mph | ~3,975–4,040 lb depending equipment | Front-engine, rear-wheel drive | Brembo 4-piston front; 2015-on 4-piston rear | MacPherson strut front; multi-link rear; Magnetic Ride Control (2015-on) | 6L80 6-spd automatic or Tremec TR-6060 6-spd manual |
Variant Breakdown (Model-Year Changes and Production Numbers)
Chevrolet offered the SS as a single, comprehensively equipped model, with running updates by year rather than traditional trims. U.S. market only.
| Model year | Key changes | Transmission availability | Badging/appearance | U.S. deliveries (reported) |
|---|---|---|---|---|
| 2014 | Launch; LS3 6.2L; limited-slip diff; Brembo fronts; passive dampers | 6-speed automatic (6L80) only | Conventional SS and Bowtie badging | 3,547 |
| 2015 | Magnetic Ride Control; rear Brembos; optional 6-speed manual; onboard connectivity updates | 6L80 automatic; Tremec TR-6060 manual (new) | No major changes to badges | 2,895 |
| 2016 | Exterior refresh with functional hood vents and revised fascia; bi-modal exhaust | Automatic or manual | Revised front styling; retained SS/Bowtie identifiers | 3,013 |
| 2017 | Final year; content largely carryover; expanded color availability | Automatic or manual | As 2016 | 4,055 |
Notes: Manual-transmission availability began with the 2015 model year and remained through the end of production. The SS line did not receive engine output changes across the run; the dual-mode exhaust introduced for 2016 enhanced aural character rather than increasing rated power.
Ownership Notes: Maintenance, Parts, and Restoration
- Engine and driveline: The LS3 is a robust, non-AFM small-block with a proven service record. Routine oil changes (dexos1 5W-30) at manufacturer intervals, coolant service at prescribed mileage/years, and spark plug replacement roughly at 100,000 miles are typical. The TR-6060 manual is stout; clutch life hinges on use. The 6L80 automatic is durable with fluid/filter service on reasonable intervals.
- Suspension and brakes: 2015-on Magnetic Ride Control dampers greatly broaden capability; they are sealed units, and replacement cost should be budgeted for higher-mileage examples. Bushings and alignment are worth attention on cars seeing spirited use. Brembo pads and rotors are widely available; consumables mirror costs for contemporary performance sedans.
- Parts availability: Core powertrain and brake components share lineage with the fifth-generation Camaro SS and other LS applications. Body and interior trim are Holden-specific; while still obtainable through GM channels and specialist suppliers, buyers should verify availability of unique VF panels, lamps, and fascia pieces.
- Serviceability: The SS is straightforward to maintain compared with European peers—ample engine bay access, widely known LS service procedures, and an enthusiast base that supports DIY and specialist knowledge. Restoration difficulty is low-to-moderate unless collision repairs require Holden-specific exterior parts.
Cultural Relevance and Market Perspective
As a rear-drive, V8 sedan in an era increasingly dominated by crossovers and downsized turbo engines, the Chevrolet SS became an instant cult object. Its sleeper aesthetic, standard equipment list, and the option of a proper manual gearbox separated it from louder domestic rivals and more clinical German hardware. The badge’s NASCAR presence kept the name in front of millions, while the Holden connection gave it genuine motorsport DNA via Australian Supercars.
Collector desirability has coalesced around 2016–2017 cars for their bi-modal exhaust and facelift, and around any well-kept manual example regardless of year. Color rarity can further influence interest. Auction and private-sale histories have shown strong premiums for low-mileage, 6-speed cars—often materially higher than comparable automatics—while clean, unmodified early automatics remain the value sweet spot for drivers.
Frequently Asked Questions
Is the Chevrolet SS reliable?
The LS3/6L80 and LS3/TR-6060 combinations have excellent reputations when maintained properly. The absence of cylinder deactivation hardware simplifies ownership. Watch for wear items (MRC dampers on 2015-on cars, brake consumables) and standard aging concerns (bushings, batteries, tires).
Does the SS have cylinder deactivation or variable displacement?
No. The LS3 in the SS uses fixed cam/valve timing without Active Fuel Management.
How quick is it compared to rivals?
Factory ratings are 415 hp/415 lb-ft. Independent tests commonly recorded 0–60 mph in the mid-4-second range and quarter-mile runs around 13.0 seconds, squarely in the mix with V8 Dodge Charger/Chrysler 300 performance variants of the period.
Which years offered the manual transmission?
Chevrolet added the Tremec TR-6060 six-speed manual for 2015, and it remained available through 2017.
What changed during the facelift?
For 2016, the SS gained a revised front fascia, functional hood vents, and a dual-mode exhaust that sharpened character without altering the 415-hp rating.
What are known problem areas?
Aside from normal wear, owners and technicians note the expected checks: alignment sensitivity (tire wear), potential damper replacement on higher-mileage MRC cars, and the occasional differential or driveline NVH complaint that is usually resolved with proper fluid service and bushing inspection. Electronics and infotainment are generally robust.
How many were sold in the U.S.?
Reported U.S. deliveries by model year were approximately 3,547 (2014), 2,895 (2015), 3,013 (2016), and 4,055 (2017).
What should I look for when buying?
Service history (especially fluids and brake maintenance), unmodified exhaust and suspension on cars where originality matters, and careful inspection of body panels and lamps unique to the VF update. Test both transmissions—manual examples for clutch take-up and shift quality; automatics for smooth engagement and proper paddle response.
