1970 Chevrolet Chevelle SS454 LS6 - SOLD
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  • Overview & History
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It is a real-deal LS6. It is matching numbers, including engine, transmission, rear end, and more. It is heavily documented with the original window sticker, legible build sheet, and Protect-O-Plate.

There can be no doubt that 1970 was the pinnacle of the muscle car era. The biggest, nastiest, fastest cars imaginable were rolling out of the Big Three’s factories, and as soon as GM management lifted the 400 cubic inch limit in the intermediates, amazing things started to happen. Chevy’s legendary 427 gained an extra 27 cubes to become the 454 and GM engineers developed numerous versions of the torquey big block, culminating with the mighty LS6, a one-year-only magic trick that made Chevrolet the cars to beat on the street and at the track. Nothing else could touch the 450 horsepower LS6, not even the venerable Hemi. If you were interested in going fast in 1970, you shopped at the Chevy store.

This stunning 1970 Chevrolet Chevelle SS 454 LS6 is one of the most impressive cars we’ve ever featured. We know that cars like this attract skepticism, but this Tuxedo Black SS delivers in every way that matters. It is a real-deal LS6. It is matching numbers, including engine, transmission, rear end, and more. It is heavily documented with the original window sticker, legible build sheet, and Protect-O-Plate. It has a known history from new and has been in long-term ownership by an expert Chevrolet collector. It shows just over 59,000 original miles and carries its original paint, interior, chrome, and the LS6 engine has never been opened. It is a superb survivor with an exceptional pedigree that measures up to the kind of scrutiny that cars like this demand. And unlike many restored LS6s, this one drives superbly.

But before we go too far into numbers, let’s talk about history, because this car has an awesome story. I’ll let the car’s most recent owner, its caretaker of nearly 30 years, tell the story:

In 1980, the economy exploded. Silver coins were selling at 40 times face value, and muscle cars were suddenly skyrocketing in value. Cars such as the LS6 Chevelle were trading hands for $70,000 or more and one of the eleven Hemi ‘Cuda convertibles sold for over $1 million. It wouldn’t last and prices slumped, but the muscle cars had arrived.

I started looking for a 1970 LS6 Chevelle in the late ‘80s and my search for just the right car lasted into the early ‘90s. I traveled five states looking at maybe 30 cars. 95% of them I did not want to buy. In the middle of 1992 I was looking through “Hemmings” and saw this car advertised an located in Kalispell, Montana. I contacted the owner several times and made arrangements to fly out and “document” the car. The owner had the Protect-O-Plate and window sticker, but no build sheet. He said it was OK with him for me to document the numbers and date codes on the engine by removing valve covers and he even allowed me to remove some of the interior to search for a build sheet. Engine, transmission, and rear end numbers checked out correct, but I didn’t find a build sheet in the usual locations under the back seat or behind a door panel. I purchased the car and planned to fly home the next day, and would have the car shipped back to Ohio. The owner said I could store the car in his garage, but I did not have a good feeling about that. I drove the car 100 miles south to Missoula, Montana, stopped in the middle of a small town at a Holiday Inn to spend the night. I checked the local phone book for an auto shipper and found Triple A Transport right in town, and they shipped nation-wide. I contacted them and made arrangements for them to pick up the Chevelle at the hotel the next day.

I went outside to get my belongings and there was this hippy-looking guy looking at the car. He reminded me of George Carlin in the way he talked and conducted himself. He was just standing there next to the car admiring it. I walked up and he asked me if I owned the car. I told him yes, I just bought it and was having it shipped back to Ohio. He grabbed my arm and said, “DUDE! You are NOT using Triple A Transport, are you?” I told him yes, I had just made the arrangements. He said, “DUDE! You will NEVER see your car again if you use them. One of the brothers who owns Triple A is in prison for car theft. They will strip your car and you will never see this beautiful car again. I know them guys!” He seemed very concerned so I went back inside and called Triple A Transport and canceled the shipping. The guy on the phone gave me a hard time and said he had already sent a flatbed for the car. I told him I changed my mind and was going to drive it home instead. I found a self-storage unit nearby to store the car, then called Intercity Transport and contracted with them to pick up the car and deliver it to Ohio. Three weeks later, I received the car unharmed and believe that I did dodge a bullet with the Triple A guys.

After I received the car, I removed the entire interior to clean it and found the original build sheet under the driver’s side carpets and tar paper sound deadener, right where the driver’s feet would go. The build sheet was completely black from the tar paper leeching into it. I checked with some document restoration businesses and nobody was interested in helping. I was talking with a guy about my build sheet problem and he mentioned that our local library had a fellow who was in charge of all the town’s historical documents. I went to the library and this guy who looked like the stereotypical nerd complete with taped glasses and pocket protector, took a look at the build sheet. He said, “Petrochemical, right? Leave it with me, I’ll do a test on the corner and let you know if I can help.” He called within a week and said the test worked so he cleaned the entire document and thought it looked pretty good. I asked him if he could read the “LS6” and “M22” codes in the middle and he said, “Yes, bright and clear.” I shot down to the library and was doing the happy dance when I saw the now very legible build sheet. I asked how much I owed him and he said he was a public servant and could not charge me, but if I wanted to make a donation to the library, that would be nice. I donated $100 and was delighted to do so.

I cleaned the car inside and out, removed the engine and detailed the engine compartment, and enjoyed the car sparingly for more than 28 years. I knew I shouldn’t drive it much, but it was hard to resist because it was so smooth, powerful, and easy to handle. There really is something special about an original car that has always been loved.

As far as we can discern, the Tuxedo Black paint on the car is entirely original. It is in remarkable condition with almost no age-related issues. There are a few nicks and chips here and there, mostly in areas where you can’t see it like the lower rockers and under the rear bumper, but it is just beautifully preserved. There are those who argue that the car must have been repainted, but we’ve measured the entire car with a paint thickness meter and most of it checks in at 3-5 mils, with the thickest areas at no more than 8 mils. That’s unquestionably factory paint. Original paint means no surprises underneath and this car is absolutely laser straight, without so much as a parking lot ding in a door. Panel gaps are just as the guys on the assembly line made them—pretty good but not perfect—and there’s a fantastic shine that holds up even today. The thing is just beautiful from any angle. The stripes are factory-applied, the emblems are correct, the original chrome shines up beautifully, and it even has its original T3 headlights in place! This could easily pass for a restored car at a glance, although when you go digging you’ll find plenty of originality. Like the best survivors, it will work in preservation-class judging, but may also be competitive for points. Yeah, it really is that nice.

The original interior is likewise beautifully preserved. Even the carpets are OEM-issue, removed for cleaning to reveal the original build sheet, then reinstalled. Original set covers, dash pad, door panels, and even the headliner area all in fantastic condition. The optional U14 Rally gauges are fully operational and include the original 6500 RPM tach (you can tell it’s original because of the three mounting screws on the face). Only the clock is inop, but that’s really the only demerit. The radio works, including the 8-track stereo tape player and a case full of 8-track tapes is included. There’s a Hurst shifter for the Muncie M22 (did anyone actually use the original Muncie shifter?) and factory console, and the back seat almost looks completely unused. Even the factory seat belts are supple, not dry and stiff. The trunk wears its original spatter-finish paint, along with the original mat. The spare wheel is original to the car, and wears a newer Goodyear radial tire that has never been used, and the factory jack assembly is in place. Even the original jack instruction decal is still under the trunk lid!

You’ve probably skipped ahead to find the important stuff, so we’ll lay it all out for you in detail. This is unquestionably the car’s original, numbers-matching LS6 engine, a 454 cubic inch V8 making 450 horsepower and 500 pounds of torque. We have carefully documented every critical number on the car, and you can see clear photos of all the relevant numbers in the photo gallery. It’s important to note that while the engine has been removed and detailed, it has never been opened or rebuilt. It runs superbly, easy to start, good idle, and the mechanical valvetrain is surprisingly quiet. Correct parts were used throughout whenever possible, but we know that certain details are not correct, such as the power steering pump. Other parts, such as the distributor and water pump are inconclusive. But virtually everything else in the engine bay is correct, date-coded original parts. Here are all the details:

VIN 136370R227651
(227651 is visible in block 9, upper right corner of the build sheet)

Cowl tag
ST70: 1970 model year
13637: Malibu Sport Coupe
BT: Arlington, TX assembly plant
21783: Fisher body number
TR 756: Black vinyl bucket seats
19 19 PNT: Tuxedo Black top & bottom, no vinyl top
04B: Assembly date (second week of April 1970)
303: Data processing number (matches block 10 of build sheet)

136370R227651 (VIN)
H: Carburetor source (Holley)
T0403CRV: Engine assembly code (T = Tonawanda assembly plant, 0403 = April 3, 1970, CRV = LS6 with 4-speed, matches engine stamp pad)
RV1222B2: Rear axle code (RV = 3.31 Posi 12-bolt LS5/LS6, 1222B2 = December 22, 1969 assembly date, Buffalo plant, 2nd shift, matches axle stamp)
4: Build month (April 1970)
P0C24CW0: Transmission code (P = Muncie assembly plant, 0 = 1970, C24 = assembly date March 24, C = Muncie M22, WO = M22, matches transmission stamp)
133: Option codes (1 = power steering, 3 = power brakes, 3 = radio)
Delivery date: June 22, 1970

Block casting no: 3963512
Block casting date: K79 (November 7, 1969)
VIN stamp: 1CR227651 (matches VIN)
Assembly stamp: T0403CRV (T = Tonawanda assembly plant, 0403 = April 3, 1970, CRV = LS6 with 4-speed, matches Protect-O-Plate)

Cylinder Heads
Casting no: 3964261

Assembly date: P0C24C (P = Muncie assembly plant, 0 = 1970, C24 = March 24, C = Muncie M22, matches Protect-O-Plate)
Casting no.: 3925661
Tailshaft casting no.: 3978764 (1970 M22)
Part No. Tag: 3978766W (1970 LS6 M22)
Side cover casting no.: 3952648 (correct for 1970 LS6)
Bellhousing: 3899621 (correct for 1970 LS6)

Rear axle
Tube stamp: CRV 1222B2 (CRV = 3.31 Posi 12-bolt LS5/LS6, 1222B2 = December 22, 1969 assembly date, Buffalo plant, 2nd shift, matches Protect-O-Plate)
Casting no.: 3969278NF (12-bolt casting)

3967479-GM (GM part number, correct for LS6 4-speed)
LIST-4491-1 (Holley part number, correct for LS6 4-speed)
031: Assembly date (first week of March 1970)

Intake manifold
Casting no.: 3963569 (correct for LS6)
Casting date: not visible without disassembly

Exhaust manifolds
RH 3916178 (correct for LS6)
LH 3909879 (correct for LS6)

1100837 37 amp
0B18 (assembly date February 18, 1970)

Water pump Inconclusive

Distributor Inconclusive

Starter Inconclusive

Coil (1115)273 B-R (no information)

Battery R79W (side terminal, see block 49 of build sheet)

The undercarriage is original, and if you don’t understand original cars it might seem kind of scruffy. However, to those collectors who cherish originality, it’s a wonderful find. First of all, there’s zero rust—original floors, rockers, quarters, everything. Factory spot welds are visible throughout and there’s no evidence this car has ever been wrecked or patched. Factory-applied red oxide primer is visible throughout, and while there’s surface scale on the heavy metal parts, none of it is structural or presents any issues. Sure, you could clean and detail it, but then it wouldn’t be original, would it? And truthfully, it remains in just the right condition for driving—nice enough to show but not so perfect you’re scared to get it dirty. That’s the entire point, right?

The transmission is unquestionably original to the car, but curiously, there is no visible VIN stamp. However, there are documented cases where it is located on top of the transmission or on one of the mounting surfaces, which is surely the case here (we are not able to disassemble the car to find the numbers). There are signs of maintenance throughout, with newer brake lines and hoses, but whenever components needed repair, they were rebuilt rather than replaced, so it carries its original brake master cylinder and brake calipers that have been rebuilt and re-sleeved. The exhaust system is an older replacement setup, the shocks have been replaced, and it’s likely this car spent some time on the drag strip, as it spins 4.10 gears in the rear end (it originally carried 3.31s) and a set of air bags in the rear springs. We thought about removing them, but why erase history? They’re easy enough to delete if you want it 100% authentic. There’s a replacement gas tank out back, but LS6-exclusive parts like the boxed control arms and F41 suspension components are still intact. Factory SS wheels are in excellent condition with no curb rash, and carry a set of 225/70/14 Goodyear radials.

Documentation is obviously extensive. We have the original build sheet, Protect-O-Plate, and window sticker. There are decades worth of receipts, an appraisal dating back to the early ‘90s where it appraised for $35-37,500, and ownership history dating back to day one.

This is an extraordinary car. It is not only a fantastic color combination, it’s also beautifully preserved and nothing runs and drives better than a car that has never been apart. It has been loved and maintained by an LS6 expert for nearly three decades, and the pedigree is bulletproof. If you want a no-questions LS6, a car that you can enjoy as well as show, and which lives at the very top of the most cut-throat food chain of all, this spectacular SS absolutely delivers. What a car!

Harwood Motors always recommends and welcomes personal or professional inspections of any vehicle in our inventory prior to purchase.

Vehicle: 1970 Chevrolet Chevelle SS454 LS6
Price: SOLD
Stock Number: 117057
Mileage: 59,941 (authentic)
VIN: 136370R227651
Engine: 454 cubic inch LS6 V8
Transmission: 4-speed manual
Gear Ratio: 4.10
Wheelbase: 112 inches
Wheels: 14-inch SS wheels
Tires: 225/70/14 Goodyear radials
Exterior Color: Black
Interior Color: Black vinyl
Untitled Document

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