1970-1972 Chevrolet Monte Carlo Buyer's Guide | The Online Automotive Marketplace | Hemmings (2024)

Because it was derived from the Chevelle, the Chevrolet Monte Carlo remains an easy car to own today. Mechanical parts, in particular, are readily attainable, and the cars themselves are affordable. Popular pricing guides suggest that a small-block powered ’71 in top condition can be obtained for right around $30,000. Those who don’t mind a fixer-upper can find bargains down in four-digit territory.

Fixing one up isn’t too bad, either. We spoke with Rob Peters, president, newsletter editor, and storekeeper for the First Generation Monte Carlo Club, and Sam Michaels, the club’s treasurer, to get some insight on what to look for when evaluating a potential purchase.

“I’d say that probably 70 percent of the parts are shared with the Chevelle,” Sam says. That’s a two-way street, however, as back in the 1980s, when investor interest in Chevelles was really taking off, the less-valuable Monte Carlos were sometimes stripped of parts to improve Chevelles. Disc brakes, for example, were standard equipment on the Monte Carlo, and the spindles interchange with the Chevelle. Likewise, the Monte Carlo dash is the same as in a Chevelle SS, with the addition of woodgrain veneers, so not a few of those were gobbled up to produce clones.

The complete interiors of the Chevelle and Monte Carlo will interchange, and their problems are shared as well.

“The clocks rarely work,” Sam says, and Rob adds that many cars have been hacked to install a later radio. Additionally, dash pads crack, as does the original piping on the seats and the trim on the quarter panel, where passengers tend to brush against when getting in the back. Rob also points out that the special gauge package on Super Sport models was an option, so don’t discount an SS just because it doesn’t have one. Conversely, since that gauge package is reproduced, you can now add one to a vehicle not originally equipped.

The Monte itself could be spec’d out as a decent performance machine if the buyer was so inclined. Most coveted are the SS 454 versions from 1970 and ’71, followed by the 402/four-speed cars. Oddly, it seems GM never built a Monte Carlo with a four-speed behind the 454, which came mated only to the TH400 three-speed automatic. Nor has anyone authenticated factory installation of the vaunted 450-hp LS6 454 into a Monte Carlo, though a few dealer-built examples of both 454/four-speed and LS6 cars exist.

The 350-cu.in. small-block V-8 is nothing to scoff at, however. In 250-hp, two-barrel form, it’s a capable motivator that will easily keep a Monte Carlo up with modern traffic. The 300-hp four-barrel 350, Rob says, “will smoke tires.” He also says the small primaries on the Quadrajet mean that the four-barrel cars are capable of slightly better fuel economy than those with two-barrels. He ought to know, as he bought a 300-hp car new in 1970 and owns a clean 250-hp ’70 today. He also points out that the ride of the small-block examples is somewhat nicer, due to the reinforced suspension on big-block cars.

Authentication can be a real challenge with vintage Chevrolets. It wasn’t until 1972 that Chevy finally put a code in the VIN to indicate the engine originally installed at the factory. Owners of earlier cars are left looking for paper trails to establish the proper equipment: Protect-O-Plates are useful and build sheets are especially coveted. Unfortunately, the club has yet to discover any Flint-built cars with a build sheet left behind inside.

If you’ve got a real hankering for a 100-point restoration, the FGMCC website (firstgenmc.com) is an absolute wealth of information. The club has been especially involved in determining how to authenticate SS 454 cars, but the membership is highly knowledgeable on all iterations of the first Monte Carlos, and a forum is available to ask questions. There are also several Facebook groups devoted to these cars.

Of five engine variations documented as original, three used a Quadrajet. The base 350 and the ’70-only 400 small-block came with two-barrel induction.

If, instead, you’re more interested in owning or restoring a Monte Carlo simply for the sake of doing it, evaluating the condition of a potential purchase is more important. Thanks to the Chevelle tie-in, mechanical parts aren’t much of a worry, but rust is. Both Rob and Sam called out the vinyl roof as a rust vector.

“The vinyl roof is a big red flag possibly,” Rob says. “They’ll rust even without one, but vinyl roofs rust worse. Look for the bubbled ‘pimples’ on the roof.” He also advises, and Sam concurs, to open the trunk and look at the rear wheel-wells. The rear window is frequently the first spot to rust out (watch for a warped package tray as a telltale) and when that happens, water can enter the trunk and rear quarters, and get under the back seat, compromising the floors.

In fact, the best thing to do is to get under the car if possible, using a flashlight and your fingers to probe for rust and damage. The good news, Sam says, is that “the underside, from the firewall back, is identical to a Chevelle.” That means readily available Chevelle floors can be used to patch things up. The frame, however, is a different matter—it’s unique to the Monte Carlo and isn’t even shared with the Grand Prix.

Front fenders are another touchy spot. They’re unique for 1970 but shared between ’71 and ’72. Currently, none of them are reproduced.

“OPG lists front fenders for sale,” Rob says, “but it hasn’t had them in stock in years. I keep a pair of NOS fenders in case something happens. It took me three years to fi nd them.” Sam is a little more optimistic, saying he believes reproduction fenders are on the way. That makes sense, as while Monte Carlos of this era are affordable now, they’re in growing demand.

“A club member went down to an auction in Florida,” Rob recalls, “looking to buy an SS out of a museum. The nonrunning car went up over $100,000—that’s crazy, stupid money.”

It may also indicate a trend, so if you’ve ever wanted to own a first-gen Monte Carlo, it may be time to go hunt down one of these personal-luxury machines for yourself.

SS 454 cars came standard with Automatic Level Control. The self-leveling air suspension was optional for other Monte Carlos. Compressors may be cadmium plated, as shown, or black.

ENGINE

The base engine for the Monte Carlo was a 350-cu.in. small-block V-8, topped with a two-barrel carburetor. A four-barrel engine was the first step up, followed by two flavors of “400,” a two-barrel small-block and a four-barrel big-block (the old 396, bored to 402-cu.in.), and finally the LS5 454-cu.in. big-block. The small-block 400 was discontinued after 1970, and after two years of exclusivity to the SS, the 454 was available in any Monte Carlo in 1972. Horsepower ratings declined each year, most notably with the change from gross ratings to SAE net for 1972.

TRANSMISSION & AXLES

A column-shifted three-speed was standard and available only with the base 350. Powerglide was optional with either 350 in 1970, but only with the base 350 thereafter. Any engine could be optioned with a three-speed Turbo Hydra-Matic (a TH350 or TH400, depending on engine selection). A Muncie four-speed was available behind any engine except the 454 in 1970, with only the four-barrel 350 or 402 for 1971, and not at all for 1972. Both 10- and 12-bolt axles were installed in Monte Carlos, with most small-block cars receiving the 8.2-inch Chevrolet 10-bolt.

Monte Carlo interiors physically interchange with those of Chevelles, though Montes got certain exclusive touches, like woodgrain on the dash otherwise identical to the Chevelle SS. Bench seat and column-shift were standard, with buckets, console, and floor-shift optional.

INTERIOR

A bench seat was standard in Monte Carlos, but buckets, console, and floorshifter were popular options. Interior door panels are notably different from contemporary Chevelles, though they will interchange. The dash is the same as a Chevelle SS with a woodgrain veneer added. In keeping with the luxury theme, numerous comfort and convenience options were available, including remote mirrors, air conditioning, AM/FM/stereo, an 8-track tape deck, and extra body insulation. The optional special instrumentation package is reproduced.

CHASSIS

While derived from the A-body Chevelle, the Monte Carlo has a unique frame not shared with anything else. However, suspension pieces do interchange, so in the past, many Montes were stripped for desirable parts like their standard disc brakes. Today, that means owners can tap into the wealth of restoration and upgrade parts available through the aftermarket. Chevrolet offered the full gamut of options when these cars were new, including power steering and brakes, wider wheels, and heavy-duty suspension, so it’s easy to tailor one to your driving tastes.

BODY

Rust is the biggest enemy of a Monte Carlo. While it shares some panels with Chevelle, it has enough unique bodywork that some damage can seriously waylay a project. Some pieces, like bumpers and hoods, are reproduced. Others, notably front fenders, are notoriously difficult to find—though the aftermarket seems to finally be catching up with demand. Vinyl roofs were a popular option that tend to be moisture traps, compromising the rear window area, quarters, and even the floors. Look underneath and in the trunk of any potential purchase.

PRODUCTION

Chevrolet built 145,976 Monte Carlos for 1970, including 3,823 SS 454s and 589 402/four-speeds. For 1971, total Monte Carlo production fell to 128,600 cars, including just 1,919 SS 454s and 349 examples with four-speeds. For 1972, the numbers rebounded to 180,819 Monte Carlos produced. The SS 454 was no longer offered in 1972, nor was a four-speed manual transmission, but 1,268 cars were built with 454s. Only 1,167 Monte Carlos with the column-shifted three-speed were built across all three years, making them rare, though not particularly popular.

For 1970, the headlamp bezels have a rounder shape and the signals in the bumper are round.

For 1971, the bezels were squared up and the signals became rectangular. For 1972 (not shown), the signals were vertical and in the outer edges of the grille.

What to Pay

Reproduction Parts Prices

1971-’72 headlamp bezels (pair): $153

1971-’72 temperature and fuel gauges: $160

Exhaust system (aftermarket): $400

Firestone Wide Oval G70-15 tires (each): $285

Front bench seat upholstery: $300

Front fenders (pair): $900

Headliner: $100

Hood: $550

Rally wheel kit, 15 x 7 inch (includes four wheels, four trim rings, four center caps, and 20 lug nuts): $757