It happened fast. In 1968, Detroit wasn't just building cars; they were arms dealers in a horsepower war that felt like it had no ceiling. The 1968 Chevrolet Chevelle Super Sport—or the SS 396 as the badges shouted—was the moment everything changed for Chevy. Before this, the Chevelle was a bit boxy, maybe even a little stiff. Then '68 hit.
The wheelbase shrunk. The curves arrived. You had this long hood and a short rear deck that made the car look like it was doing 80 mph while parked in a driveway in the suburbs. It wasn't just a trim package anymore. For that one year, the SS 396 was its own distinct series, the 138-prefix VIN that collectors hunt for like the Holy Grail. If you’re looking at a "Super Sport" from 1968 and that VIN starts with 136, honestly, you’re looking at a clone. A tribute. A fake.
The Secret of the 138 VIN and Why It Matters
Most people getting into the hobby today don't realize how specific 1968 was. In '67, it was a series. In '69, it went back to being an option package. But the 1968 Chevrolet Chevelle Super Sport stands alone because Chevrolet decided to make it a standalone model. This is the biggest trap for new buyers. People see the badges, the blacked-out grille, and the twin-domed hood and they reach for their wallets.
Don't.
Check the VIN plate through the windshield. If those first three digits aren't 138, it’s not a real SS. It might have a big block swapped in, and it might scream down the quarter-mile, but it lacks the pedigree that keeps the resale value north of fifty grand. The 138 code represents the Sport Coupe and the Convertible versions of the true Super Sport. There was even a very rare 300 series pillared coupe version, but good luck finding one of those in the wild today without a "Sold" sign already on the dash.
Horsepower Lies and Under-the-Hood Truths
GM had this weird rule. They didn't want their intermediate cars outshining the Corvette. So, they "underrated" the engines. The base L35 396 V8 was rated at 325 horsepower. Then you had the L34 at 350. At the top of the heap sat the L78.
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The L78 was a monster.
Chevrolet claimed it made 375 horsepower. Anyone who has ever put an original, unmolested L78 on a modern dyno knows that's a lie. It was pushing closer to 400 or more. It had solid lifters. It had massive ports. It had an 800-cfm Holley four-barrel carburetor that drank gasoline like it was free. When you floored an L78, the sound wasn't a purr. It was a mechanical violence that defined the era.
You’ve gotta remember the context here. 1968 was a heavy year. The world was messy. But inside a Chevelle with a Muncie four-speed manual, everything felt simple. You shifted, the rear tires spun, and you disappeared in a cloud of bias-ply tire smoke. It was visceral. It wasn't about "0-60" times in the way we talk about Teslas today; it was about the way the front end lifted and the steering got light when you hammered second gear.
Styling That Broke the Mold
The '68 redesign introduced the "Coke bottle" styling. It was curvy. It was aggressive. The 1968 Chevrolet Chevelle Super Sport featured a unique black-out grille that made it look wider than the standard Malibu. The tail light lenses were wrapped around the corners, a one-year-only design that makes finding replacement parts at swap meets a total nightmare.
Inside, things were... basic. It was the 60s. You had a big, thin-rimmed steering wheel. If you were lucky, you had the "roller" tachometer, which is one of the weirdest pieces of interior design GM ever pulled off. Instead of a needle moving around a circle, the numbers scrolled by horizontally. It was hard to read at high speeds, which is exactly when you needed it most. Most guys just bolted a Sunpro tach to the steering column and called it a day.
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There was no leather. It was vinyl—Astro Ventilation was the big selling point, basically just vents that blew air at your crotch so you didn't sweat through your shirt on a July afternoon. It was loud, it was hot, and it smelled like unburned hydrocarbons. It was perfect.
What Most People Get Wrong About the 1968 Chevelle
There's a myth that every SS came with a floor shifter and bucket seats. Nope. You could order a 1968 Chevrolet Chevelle Super Sport with a bench seat and a column shifter. Imagine having nearly 400 horsepower and sitting on a flat vinyl bench with no side support. Every time you took a hard left, you’d slide toward the passenger door.
Another misconception? The "SS 396" badge always meant a 396 cubic inch engine. Well, mostly. By late '69 and into '70, Chevy was actually boring these out to 402 cubic inches, but they kept the 396 branding because it had better name recognition. In '68, however, you were getting the true 396.
And let’s talk about the brakes. Or the lack thereof.
These cars were fast, but they didn't like to stop. Drum brakes were standard. If you find a '68 with the optional power front disc brakes, you've found a unicorn that won't kill you the first time someone cuts you off in traffic. Driving a stock drum-brake Chevelle today is a lesson in prayer and planning. You don't just "brake." You suggest a stopping motion and wait for the car to agree.
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The Market: Investing vs. Driving
If you’re looking to buy a 1968 Chevrolet Chevelle Super Sport right now, you need to be careful. The market is flooded with "tributes." A real-deal, numbers-matching L78 car can easily clear $80,000 to $100,000 at an auction like Barrett-Jackson or Mecum. A base 325-hp version in decent shape is more like $45,000.
- Check the Frame: These cars love to rust behind the rear wheels and in the floor pans.
- The Transmission: The Muncie M21 or M22 "Rock Crusher" is the one you want. If it has a TH400 automatic, it's a great cruiser, but it won't have that raw connection to the road.
- Documentation: Unless you see a Protect-O-Plate or a build sheet, take every claim with a grain of salt. People have had 50 years to swap badges and paint hoods.
The '68 is often overshadowed by the '70 Chevelle, which had the 454 engine. But the '68 is lighter. It feels more flickable, if you can call a 3,500-pound hunk of American iron flickable. It represents the peak of the first wave of muscle.
Actionable Steps for the Aspiring Owner
Don't just jump on the first shiny red car you see on Bring a Trailer. If you are serious about owning a 1968 Chevrolet Chevelle Super Sport, start with the paperwork.
First, join the Team Chevelle forums. The guys there have been decoding VINS and casting numbers since before the internet was a thing. They can spot a fake Hurst shifter from a mile away. Second, buy a decoding book specifically for 1964-1972 Chevilles. You need to know what a "765" interior code means (it's Metallic Blue, by the way) before you hand over a cashier's check.
Lastly, if you buy one, drive it. These cars weren't meant to be museum pieces kept in climate-controlled bubbles. They were meant to be driven to a burger joint at 10 PM on a Saturday night with the windows down and the exhaust echoing off the buildings. The 1968 Chevelle SS isn't just a car; it's a time machine. It’s a loud, thirsty, beautiful reminder of a time when the only thing that mattered was how fast you could get to the next stoplight.
Verify the VIN, check the rear-end gear ratio—hopefully, it has the 3.55 or 3.73 Positraction—and make sure the frame is straight. Once those boxes are checked, forget the "investment" value. Just turn the key and listen to that 396 breathe. That’s the only ROI that actually matters.