We have a memory stuck in our heads. It's 1988, and we're following a buddy to the bowling alley. We're driving a Dodge pickup, and the other car is a 1986 Monte Carlo, white. We're doing the same speed--over the posted 45 mph limit, but nothing scary on this stretch of road--when a cop pulls out and nails the Monte. It might not have had a 1970s 454-cu.in. optional big-block, but the fuzz knew trouble when they saw it.
Early SS interiors had few color choices; bucket seats were optional.
From 1981 through 1988, GM's G-body platform carried some of the General's most popular cars: The Cutlass, Regal, Malibu and Bonneville sedans, and off the modified G-Special platform, the Cutlass, Regal, Monte Carlo and Grand Prix coupes. There was even a truck, the El Camino.
All of these have a following; some, like Hurst Oldsmobiles and turbocharged Grand Nationals, more than others. But of all of them, the Monte Carlo SS has a special appeal for many people, in large part because when the last 1988 models were built in December of 1987, they became the last rear-wheel-drive examples of the name, and the last full-frame, carbureted cars of any kind from GM.
305 is strong for the era, many aftermarket performance mods available.
The first generation of Montes was available in 1970 and '71 with a big-block SS option. Only about 21,000 were sold, but the memory was enough to spark a revival of the idea, and the new generation SS appeared late in 1983.
RPO Z65 brought a high-output version of the corporate 5.0-liter (305-cu.in.) V-8 making... sigh... 175hp. This was a big improvement from the 140hp in the base 4.6 V-6 or 150hp in the optional 5.0 V-8, but the 225-lbs.ft. of torque it made was the same as the 4.3 and 15 less than the base V-8, and it all came at pretty high revs. Yet it had an interesting pedigree, using Camaro-derived aluminum intake and the same cam as an L-81 Corvette. There was more going on in the appearance and handling departments, with a new nose and grille, sport suspension, specific interior color (a blue bench with white trim only), 15x7 Rally wheels and white-letter Goodyears.
The next year brought another five horsepower, to the 180hp rating the 305 kept through the end. Other changes were cosmetic, including a bucket seat option and sport steering wheel.
Blue and white exteriors were the only offerings for 1983 and 1984.
The largest changes over the life of the vehicle were found in 1985. The biggest news was in the transmission, where a four-speed overdrive automatic, the good old TH200-4R, became standard. Hooked to a 3.73:1, 75/8-inch rear end with optional limited-slip, it was much quicker than the old 3.42:1 axle. Extensive new interior and exterior color choices were offered, as well as stripe and decal packages. T-tops were also offered for the first time in 1985.
The only noticeable exterior changes for 1986 were new aerodynamic mirrors and distinctive five-spoke 15-inch alloy wheels. In back, a third brake light appeared. The shocker, however, was the limited edition SS Aero Coupe. With a huge expanse of fastback-style rear glass, this NASCAR hom*ologation model sold only in the South, with 200 examples built as was necessary to establish the car as legal for competition.
The Aero Coupe returned for 1987, and the 'regular' SS adopted a lower-profile "lay-down" spoiler similar to the 1986 Aero Coupe, probably as a mid-year change late in 1986 or early '87, and a new bumper and taillight design smoothed the rear end. Inside was a new door panel and 120-mph speedometer. There were no color changes, but "Monte Carlo" and "SS" decals and striping were adopted. In its second and final year, the Aero Coupe sold 6,052 copies. The SS was sold into 1988, but all cars were built by the end of 1987 and there are no known differences between the two.
It's hard to overstate the number of parts that interchange between Monte Carlos and other GM models. Researching transmission parts, we found the SS seal and gasket kit fits 34 Buick, Cadillac, Chevrolet, GMC, Oldsmobile and Pontiac cars and trucks, from 1977 through 1988. "Remember, GM reserves the right to stop producing parts when they're sold out," said a local parts manager. If you're planning on a restoration somewhere down the line, now is the time to pick up those NOS SS-specific interior and trim parts while they're still around. Mike Cramer of Mike's Montes agrees: "GM is discontinuing parts continually. Every day I call them up, and there's something new I can't get. Literally every day."
Aero Coupes are different. While identical from the C-pillar forward, the trunklid, parcel shelf and rear glass are unique, expensive and hard to find. All Monte Carlos have a pretty long list of TSBs and a few recalls, so check to be sure safety-related work has been done.
In general, there isn't much cause to worry about counterfeit Montes; babied low-mileage examples are just leaving used-car territory and seldom bring more than $10,000. Aero Coupes, especially 1986 models, are another story--or would be if it were easier to get the rear glass; top-notch '86s are now over $20,000.
The eighth digit of any SS VIN should be a "G," and match between the sticker on the underside of the trunklid and driver's side door. The RPO codes B4V (high-output engine), Z56 (body) and F41 (sport suspension) should also be present. The Aero Coupe is identified as a Z16 body.
ENGINE
RPO L69 was the top of the range, a 305-cu.in., 549.2-pound cast-iron block with aluminum intake fed through an electronically controlled Rochester four-barrel carburetor. We've seen quarter-mile times as low as mid-14s posted, but we think mid-15s at about 85mph is more reasonable; the factory listed a very conservative 16.1 for 1985, and a 0-60 time of 8.4 seconds, both of which are slower than magazine tests of the time. There were engine-related recalls every year from 1983 through 1986, most of which were emissions-related, but there were some more serious issues--you can check the national database at www.nhtsa.gov. TSBs are still being issued today.
The most common complaint with the L69 is burning oil, especially on cold starts, usually from bad valve guides or seals. Don't rely on your oil pressure readout to show this--low indicated pressure can also be a sign of a leak in the sending unit. More rarely, the camshaft has something of a reputation for being fragile throughout this engine family, although we think failure is unlikely in normal driving. Just be sure to upgrade it with any other engine internals. You should also check the aluminum intake for corrosion, if you can find it under the rat's nest of vacuum hoses and wires that shroud the engine. It can, and will, develop holes eventually.
TRANSMISSIONS
GM's Turbo Hydra-Matic 350 had most of its problems sorted out long before it got into the 1983-'84 SS Monte Carlo. We have no particular love for early three-speeds, but there's no reason to avoid them actively, either. The TH200-4R was beefed up for high-performance applications and used 2.74:1, 1.57:1, 1.00:1 and 0.67:1 ratios. All 1985-'88s had the 200-4R, and while they're plenty strong in stock applications, they're not up to drag strip duty.
Test drive your Monte and pay attention to shifting; torque converter failure is not unheard of and can affect locking and unlocking. Regular transmission fluid changes would have helped.
DIFFERENTIALS
Three-speeds came with 3.42:1 gearing, while from 1985, overdrive and a 3.73:1 rear end became standard. Both transmissions and differentials were used throughout the GM lineup, and the differential is just as tough as the transmission. Higher gears can be swapped in, but even the 3.73s are considered a little aggressive by some.
While the limited-slip differential was a popular option, it wasn't standard. With an open differential, 180hp can have you going nowhere fast. It's not clear what the breakdown was, but used limited-slip diffs are in demand, and a good supply of remanufactured units is available. Steve Pigg of the Dixie Monte Carlo Depot says that Buick Grand National and 12-bolt style rear ends are popular once 300hp or more comes up.
SUSPENSION
The F41 sport suspension, standard on the SS, is capable in stock form. It includes heavy-duty front and rear shocks, higher-rated front and rear springs, stiffer rear suspension bushings, a stiffer front anti-sway bar and the addition of a rear stabilizer bar. It's good enough that Malibu and El Camino owners upgrade to it, but it's possible to make it better. Steve Pigg says his super heavy-duty crossmember (with dual humps for true dual exhaust) is one of the most popular starting points for stiffening up the body, and that connecting the two F41 suspension links perks up the handling.
After we photographed it, Todd Coe's feature car found itself two inches closer to the ground, with Bell Tech spindles, cut-down coil springs and eight-inch Corvette-style Rally wheels, although the original wheels and tires are on it for these photographs.
BRAKES
Brakes are a front-disc/rear-drum setup for the whole run. There is some history of leaks developing from the back of the master cylinder, but it's not usually a major issue. By today's standards, the cars (which weighed around 3,300 pounds) aren't porkers, but they don't exactly stop on a dime, and some serious leg strength is needed if the brakes get a little warm. An anti-lock system wasn't available, and cast-iron 10.5-inch rotors in front were teamed up with 9.5-inch drums in back. With the popularity of larger wheels, "People start to think the brakes look a little dinky," says Pigg. Four-wheel disc brake conversions are popular, with rotor sizes up to 12 inches.
WHEELS & TIRES
The 15-inch cast alloy wheel is one of the features of the SS that always comes to mind. The five-lug stock wheel was nice, but needed constant maintenance. Mike Cramer says that reconditioned, powder-coated wheels are available, and are far better than the originals. Sixteen-inch wheels are popular, and need four-inch backspacing, and 17s will fit. A range of wheels were available on G-bodies, and zero-offset F-body wheels will work (and look mighty good) too.
BODY
You'll gasp in horror and shock to learn the G-body Monte Carlos have been known to develop rust. "Doors first, trunk lids, then quarter-panels," says Mike Cramer. "I sell a lot of door skins." According to GM, T-tops were not available for some years, but they're wrong, and dealer-installed tops are out there as well. Whether they were added at the factory or afterwards, they're trouble. Weatherstripping on even the best-kept example is old now, and it leaks. Leaky T-tops lead to roof rust, which is a nightmare. An aftermarket replacement kit is available, and seems to be better made than the new GM replacement version. Consider shopping around for a Southern car.
Leaks are also a huge issue on Aero Coupes, with an irreplaceable expanse of rubber around the back glass. There may still be a few sets of NOS weatherstripping out there, but be prepared to fork over four figures, even if you can pry one out of someone's cold, dead hands. They'll be reproduced someday; until then, this one issue can be a deal-breaker.
INTERIOR
The youngest of these Montes are approaching 20 years old, so even things that don't get much wear are wearing out. Dash cracking is epidemic, and covers are popular. You can have yours refurbished, but it's in the neighborhood of $800. "It's one of the toughest dashes to do," says Mike Cramer. "My dash place says only the '59 Cadillac is worse." The most popular replacement item is the fragile console lid from bucket-seat-equipped cars, says Mike. GM stopped reproducing it in 2004, although Cramer says reproductions are on the way for 2007, and Dixie will be having their own made.
Check for the operation of dash lights and gauges; the reflective coatings, bulbs and printed circuit board can fail, leaving them very dim. And rust doesn't just affect the outside: Water can enter on the passenger side either from the heater core or the windshield/vent system. If there's any sign of moisture, make an effort to inspect the floor pans closely.
RESTORATION PARTS
While we were researching Monte Carlos, we came across a little note. Call GM at 800-222-1020, it said, give them your VIN, and ask for a Restoration Packet. We scrounged up the VIN for an '87 SS and made the call. What came were about 100 photocopied pages of dealer order guides, Chevrolet spec forms and brochures. We can't vouch for what you might get for your year, but for the money (free), it's an invaluable packet to have. The 34-page MVMA Specifications Form, in particular, has every single detail spelled out... did you know the SS tachometer weighs twice as much as the LS version? We can't wait to try it on other models. You need this.
Otherwise, the Monte Carlo SS is in an uncomfortable limbo, where NOS parts are running out fast, and reproduction parts aren't really up to speed yet. There is a lot in the pipeline for the next couple of years, but it's junkyard and swap meet time for now.
PERFORMANCE PARTS
You're pretty much limited by your imagination when it comes to hopping up your Monte. Convert it to a six-speed? Sure. Corvette LS1 power. Boo-yah. Adjustable coil-overs, tubular A-arms and four-wheel ventilated disc brakes? Yeah. We've seen Montes running in the mid-7-second range, and we've seen them with the slammed West Coast look. One of the beautiful things about a full-frame car is the versatility of the platform and the relative ease with which it can be adapted to your needs.
Owner's View
Around 1998, a friend of mine told me about this '84 Monte Carlo SS that a friend of his had for sale. Not being a big fan of the SS, I wasn't interested. A few months later, my friend approached me again, saying, "This car is really nice." So I told him to set something up.
We arrived on a Saturday morning; the car was sitting in his driveway. I knew as we pulled up that I had bought my first SS--I made up my mind before I got out of the car. I realized I'd never find another one this nice.
It's really unmolested, except for warranty paint work on the left third of the roof and the hood. A lot of these cars left the factory with thin paint, and the dealer used old lacquer, left tape edges, so the first thing I did was to fix that.
Its strength is that it's a very drivable, semi-modern car. One of the odd things about this one is that the original owner worked at the Fisher Body plant in Indianapolis, and had a barn full of cars. They were just fair-weather cars, so he didn't care if they had a lot of options. This particular car was ordered with the radio delete; the only options are A/C, tilt steering and cruise control. No power seats, no power windows, no rear-window defogger. It's almost like an old COPO car--that's what it reminded me of when I first saw it.
It gets a lot of looks, especially around here. Most of them have the cancer, the rot, so you don't see nice ones. It's my fourth G-body Monte, but my first SS. I'm just an average hot rodder/car guy who loves cars.
-Todd Coe
VALUES
1983-'88 Chevrolet Monte Carlo SS
*Aero Coupe
PARTS
Club Scene
National Monte Carlo Owners Assn.
P.O. Box 36494
Pensacola, Florida 32516-6494
850-457-2945
www.montecarloclub.com
Dues: $35/year; Membership: 3,500
