The two-year-only 1971-’72 Chevrolet Heavy Chevy Chevelle still lives up to its promise of affordable performance | The Online Automotive Marketplace | Hemmings (2024)

For many years, the Chevelle was Chevrolet’s jack-of-all trades—four-door family mover, station wagon, sporty two-door coupe, convertible, boulevard brawler/Stock Eliminator class powerhouse, even pickup truck. In 1971, Chevrolet built 43,200 Chevelle wagons, 35,600 base Chevelles, 249,000 Malibus, 5,089 Malibu convertibles, and 80,000 Super Sports. That’s a big enough ask of one car line, but that year, Chevrolet would assign the Chevelle one more duty: entry-level performance machine.

In keeping with the 1960s Detroit muscle car trend of applying an unusual name and an abundance of stripes to a car in order to boost its appeal to young people—The Judge, Road Runner, Dodge Demon Sizzler, etc.—Chevrolet launched the Heavy Chevy Chevelle in mid-1971 and offered it again in 1972. The Heavy Chevy Chevelle, billed as being “heavy on looks and light on price,” was aimed at unmarried 20-somethings looking for a performance car at an economy car price. A hot car with a low MSRP that would be cheap to maintain and cheap to insure. It’s also worth noting that an all-new Chevelle was on deck for 1973, and it isn’t unusual for manufacturers to begin offering special editions and packages at the end of a vehicle’s lifespan, to give dealers something to sell.

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caption=”” photo_credit=”” alt=””]The Heavy Chevy loaded on the graphics, but was otherwise a V-8 Chevelle coupe with a domed hood, hood pins, and a blacked-out front end treatment. Quite a few Heavy Chevys were cranked out: 6,727 in the abbreviated 1971 model year and 9,508 in 1972. They’re still out there, though somewhat elusive compared to more prolifically produced standard Chevelles, Malibus, and Super Sports.

When shopping for a Heavy Chevy Chevelle, all of the usual rules apply. Documentation, options, and condition add to the car’s value. An uncertain history, modifications of questionable taste, botched restoration work, or terminal rust are all good reasons to step away.

Heavy Chevy Chevelles do command a healthy premium over comparably equipped base models, but as a rule, they aren’t as valuable as Super Sports. If you’re considering a project car, a Heavy Chevy Chevelle would make an excellent candidate. The parts availability is among the best of any car of its vintage and the knowledge base is widespread.

Interested in owning one of these unusual Chevrolet muscle cars from the last hurrah of the golden muscle car era? Read on…

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caption=” Four-barrel 350 was one of four V-8s offered in the Heavy Chevy and rated at 175 hp for ’72. A/C was an available option, as were power brakes. Heavy Chevys had domed hoods, but this car has been outfitted with Cowl Induction.” photo_credit=”” alt=””] Four-barrel 350 was one of four V-8s offered in the Heavy Chevy and rated at 175 hp for ’72. A/C was an available option, as were power brakes. Heavy Chevys had domed hoods, but this car has been outfitted with Cowl Induction.

Engine and Transmission

Heavy Chevy Chevelle buyers had four V-8 engines to choose from: the Turbo- Fire 307 with a two-barrel carburetor; the Turbo-Fire 350 with either a two- or four-barrel carburetor; and the Turbo-Jet 400— a 402-cu.in. big-block Chevrolet (formerly the 396). The base 250 six wasn’t available in the Heavy Chevy, nor was the 454.

Chevrolet V-8 engines have a partial VIN stamped on the pad in front of the number two cylinder and at the rear of the block where it attaches to the bellhousing or transmission. Locating and authenticating these numbers is key to determining whether or not the engine is original to the car.[rebelmouse-image 31604438 expand=1 dam=1 site_id=25276375 is_animated_gif=false original_size=”1620×423″ 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From a performance and value standpoint, the four-barrel 350 and 400 engines are the most desirable. But Chevrolet enthusiasts can find something to like about any V-8 of this vintage. The blocks in the 307, 350, and 400 are cast-alloy iron with two-bolt bearing caps and cast-nodular- iron crankshafts. The heads, too, are cast-alloy iron, with varying valve sizes depending on displacement: The 307 used 1.72-inch intake valves; the 350, 1.94; and the 402, 2.07.

Rebuild kits and replacement parts for Chevrolet engines might be the easiest to locate of any engine in the world. Ditto for finding a rebuilder or machine shop familiar with Chevrolet engines.[rebelmouse-image 31604429 expand=1 dam=1 site_id=25276375 is_animated_gif=false original_size=”905×790″ 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The 307 was available with a three-speed manual, a two-speed Powerglide automatic, or a three-speed Turbo Hydra-Matic. The 350 engines and the 400 could be paired with a Turbo Hydra-Matic three-speed automatic, a three-speed manual, or a four-speed manual. Small-block cars with a Turbo Hydra-Matic were paired with the TH350 while big-block cars with a Turbo Hydra-Matic were matched with the TH400.

Though automatics in muscle cars seem to have a stigma attached to them, GM’s TH350 and 400 are two of the slickest-shifting, most durable automatic transmissions ever built. The Powerglide is quaint and tough as nails, but quickly shows its age on the road. If you drive a Powerglide-equipped car with any frequency, it becomes apparent why many owners opt to swap them for a three-speed or late-model four-speed automatic. GM’s three-speed and wide-ratio four-speed manual transmissions are excellent units and will last for many, many miles.

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caption=”” photo_credit=”” alt=””]Differential

Chevelles were either equipped with the 8.125-inch “10-bolt” rear or the 8.875- “12-bolt” rear. The 307 and two-barrel 350-powered cars were shipped from the factory with the 10-bolt rear unless the Trailering option (which also required a Turbo Hydra-Matic transmission) was specified, in which case the 8.875 axle might have been substituted. The four-barrel 350 and the 400 were paired with the 12-bolt rear axle. While the 12-bolt axle is the preferred rear of performance enthusiasts, and valued more highly among collectors, the 10-bolt axle is very strong and reliable under normal driving conditions. A Positraction limited-slip differential was available with either axle as a $47.40 option. Both axles are of similar design: a semi-floating housing with axle tubes pressed into an iron carrier. The gears and differential are accessible through a stamped-steel cover at the rear of the housing.

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caption=”” photo_credit=”” alt=””]Chassis

Chevelles were built on a beefy welded perimeter frame with independent coilspring front suspension and coil-spring rear suspension. The F40 Special front and rear suspension with special springs and shock absorbers was an option; the F41 suspension, standard on the SS, was available with the 400. The F41 package included heavy-duty shocks, special springs, a rear stabilizer, a special front stabilizer, and rear axle control arms. Chevelle frames of this vintage are not particularly prone to rust, though it isn’t unheard of in parts of the country where road salt is used. Chassis parts for these cars, OEM type and performance aftermarket, are easy to find, and the rebuilding process is easy enough for DIYers to handle. Heavy Chevy Chevelles rode on 14 x 6-inch Rally wheels with special center caps and bright lug nuts. No outer trim ring was used on these wheels. The original tires were bias-belted G78- 14B or G78-14D.

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caption=”” photo_credit=”” alt=””]Brakes

Standard-issue Chevelle binders (except wagons and SS) consisted of four-wheel hydraulic, nonpower-assisted 9.5-inch drums with a dual-circuit master cylinder and reverse self-adjusting. Selecting RPO J50 added a vacuum booster that provided approximately 30 percent less pedal effort than regular brakes and RPO JL2 added 11-inch front disc brakes with single-piston calipers (and power assist). OEM-style Chevelle brake parts are widely available as are aftermarket upgrade components.

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caption=” A rubber floormat and bench seat were standard-issue on Heavy Chevy Chevelles in order to keep costs down. Without a console, cars with automatic transmissions were column-shifted. Special instrumentation package added a clock, tachometer, ammeter, and temperature gauge in place of standard sweep-type speedometer and warning lamps.” photo_credit=”” alt=””] A rubber floormat and bench seat were standard-issue on Heavy Chevy Chevelles in order to keep costs down. Without a console, cars with automatic transmissions were column-shifted. Special instrumentation package added a clock, tachometer, ammeter, and temperature gauge in place of standard sweep-type speedometer and warning lamps.

Body and Interior

The Heavy Chevy is a Chevelle sport coupe with a domed hood, hood pins, a unique stripe kit, and a blacked-out front treatment. It’s prone to rusting in all of the usual places that are common to Chevrolets of this vintage: the wheelhouses and wheel arches, trunk floor, passenger compartment floor, rocker panels, cowl, lower doors, etc. The supply of solid Chevelles to use as sheetmetal donor cars is drying up, but clean used parts are still out there and reproduction sheetmetal is plentiful.[rebelmouse-image 31604434 expand=1 dam=1 site_id=25276375 is_animated_gif=false original_size=”904×471″ 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caption=”” photo_credit=”” alt=””]

The Heavy Chevy’s interior was strictly business. Bucket seats and consoles weren’t available; a rubber floormat was standard issue. The door panels differed slightly between the two years, with a white accent stripe in 1971 and a woodgrain stripe in 1972. Most interior pieces and upholstery kits are available.[rebelmouse-image 31604426 expand=1 dam=1 site_id=25276375 is_animated_gif=false original_size=”701×474″ 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There is plenty of information available about Heavy Chevy Chevelles to aid in your research and restoration. The GM Heritage Center at gmheritagecenter.com/gm-heritage-archive has complete factory vehicle information kits that are free to download and include a staggering amount of detail. Not every GM vehicle is represented, but 1971 and 1972 Chevelles are, as well as many others. The Old Car Manual Project at oldcarbrochures.com has the 1971 sales information handout for the Heavy Chevy, as well as the complete 1972 Chevelle brochure that includes the Heavy Chevy. You will also want to stop by the Heavy Chevy Registry at macswebs.com/yf3registry for more Heavy Chevy-specific information.[rebelmouse-image 31604428 expand=1 dam=1 site_id=25276375 is_animated_gif=false original_size=”694×470″ 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WHAT TO PAY

Low $13,000;

Average $28,000;

High $50,000;

Add: $1,000 for four-speed; 25 percent for 400 engine; 5 percent for A/C[rebelmouse-image 31604427 expand=1 dam=1 site_id=25276375 is_animated_gif=false original_size=”700×565″ 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caption=”” photo_credit=”” alt=””]

PARTS PRICES

Camshaft (307) $183;

Clutch disc $113;

Coil springs (pair) $125;

Door shell $329;

Drum brake overhaul kit $149;

Engine overhaul kit (307) $567;

Front bumper $190;

Front end rebuild kit $185;

Front fenders (pair) $500;

Idler arm $29;

Inside door and window handle kit $69;

Master cylinder $70;

Oil pump $47;

Quarter panel $300;

Radiator installation kit $48;

Weatherstrip kit $168[rebelmouse-image 31604445 expand=1 dam=1 site_id=25276375 is_animated_gif=false original_size=”2160×1152″ 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