In 1964, the Chevy Impala Super Sport was in its fourth year, but the first as a series of its own. The cars used the same platform as the year before but with more squared-off lines fore and aft. This ’64 Impala is said to be a real deal SS and had some restoration work done in the past decade. Located in Carlsbad, California, the Chevy is available here on craigslist for $65,000. Our thanks to Pat L. for another “super” find!
When first conceived in 1958, the Impala was defined as “a prestige car within the reach of the average American citizen.” As such, it would quickly become the best-selling automobile that Chevrolet built. The Super Sport was added in 1961 as a performance option and then went mainstream in 1962 as a nifty trim package. These cars could always be identified by their badging inside and out, bucket seats with a console, and special wheel covers. Chevrolet sales were strong in 1964 with the Impala accounting for 686,000 examples of which 185,000 wore SS identification. The youth movement had arrived!
Engine choices were plentiful in 1964, ranging from an inline-6 up to a 409 cubic Inch V8 (“She’s real fine, my 409!”). The latter was available in horsepower configurations of 340 and 425 hp. Because any full-size Chevy could be ordered with a 409, we don’t know how many of the 8,634 409 installations were into Super Sports, but logic would say it was a bunch.
As the story goes, this real-deal SS was purchased new in San Diego in early 1964, stayed there until the 1990s when it moved to Colorado, and then came back to the San Diego area. Its original owner babied the car as did the collector who later acquired it. In 2003, it had just 60,000 miles on it and less than 2,000 more have been added in the last 20 years. About 10 years ago, the mechanical aspects of the car were refurbished, and the seller refers to the 409 motor as “period correct” rather than “numbers matching” so we’ll let you read into that what you will.
Work didn’t stop there, as the chassis was dropped, and the frame cleaned up and powder coated. The burgundy paint job was left alone and looks great in some photos, and not so good (the trunk lid) in another. It’s probably just the lighting and a car like this deserves a better photoshoot than it got. The interior is said to be original back to Day 1. Whatever the case, we think it’s a sharp-looking car that will come with some of the original purchaser’s paperwork. The seller makes an odd comment in saying the car is “excellent as is or can be converted to whatever you want.” Why would you spend $65,000 to end up modifying this car and to what end?
Technically, I think it’s “she’s real fine….”
but needs a 4 speed!
Nice looking car, and that paint still has color. As I remember that color had a real issue with fade and turning almost white. Always liked the new for 64 cars with the squared off look GM used. Downside if it’s as original as they say it’s only got two forward speeds.
Can’t go wrong with a Six Four Impala.
I’d like to own it and be “cruisin’ down the street in my 6-4”
She’s real fine, indeed!
My sources list Impala production, rounded to the nearest 100, of 889,600 units plus an additional 185,325 SS models.
It looks like a nice car, but $65K may be a little strong for a 340 HP single carb motor and a Powerglide. If it was a 425 HP motor and a 4 speed, $65K would be a screaming deal.
Of course the next owner is going to (hopefully) drive it to shows and cruise in good weather, not race the local rice rockets from stoplights. That would be a mistake, those skinny tires would be great in a burnout contest, but not in a drag race. I have 7″ wide rally wheels with the widest radial tires I can get under the fender wells on my 62 and 63 Impalas, but if you get them to hook up and launch you’ll find the next weal link.
If you’re lucky you will take out the ancient motor mount rubbers that you forgot to replace, or the carrier bearing in the two piece drive shaft will let go. I can tell you that it will happen because I’ve done both.
The most serious problem is the rear end gear. The 55/64 rear end was designed for a 265 and possibly a 283 V-8. If you get the tires to hook up and the other weak links don’t break, a strong 4 speed small block or a 409 will clean the teeth off the pinion gear. I buy every one that I find and a number of my friends have needed them. I’m lucky that both of mine survived, so I’m careful of them.
Or you can just tear the driveshaft itself in a spiral rip. I did that on my ’62.
Though I have once taken some teeth off of a 4.11 in my 62 Corvette (which uses the same rear), I usually break axles instead.
That is a pretty 64, but I agree that $65K is a big ask for a 64 340 hp Powerglide car. Of course if you’re just looking for a nice cruiser, it’s hard to beat the 340 with an automatic. It has plenty of torque and decent go, without the hassles of keeping the 409/425’s solid lifters, two AFB carbs, etc. happy. The 409/340 was popular, not only because it was a milder, low maintenance version of the 409, but also because it was the only 409 available with an automatic.
To the author, besides the 409/340 and 425, there was also a 409/400 available in 64. The 400 was a single 4 bbl version of the solid lifter, 2×4, 425.
When GM was quality and ruled the world. Today, a total joke. I had a turquoise 64 two door hardtop from 1981 to 1983. Was a broke college student and sold it for $1,800. Zero rust car I got from grandma who bought it new. 283 Glide. Super reliable.
Fine looking car there, no way around it.
My father’s lady friend bought a near identical version w/327 and a white interior. Brought it over to the house to show it, handed 16 year old me the keys and said, “Why don’t you go cruise the beach for the afternoon.” Years later my dumb ass figured out why they wanted me gone. When I found the Polaroids.
Would love to own it, but with a 77 Jaguar XJC under refurbishment, not gonna happen.
The factory tach sitting on/in the dash is the coolest thing on the 63 and 64’s!!!