The 1971–76 Full-Size Chevrolet Appreciates Without Capriciousness
If bigger is better, then the second generation of the Chevy Caprice (1971-76) are some of the best vehicles this brand ever made. Be it a baseline Bel-Air, modest Impala, luxurious Caprice, or any of the three wagon trim levels (posh Kingswood Estate, Kingswood, Townsman, and Brookwood) this era of full-size Chevy moved with newfound grace. There were five engines, four coil springs, three body styles, three transmissions, two wheelbases, and one sleek overall design with streamlined features that were further highlighted by optional fender skirts.
And that design is truly what separated Chevrolet (and every GM model with Fisher Body origins, naturally) from its competition. There was a shocking amount of glass, thanks to a greenhouse with an incredibly thin A-pillar, and an invisible D-pillar on station wagons.
The full-size Chevy wagons were engineering masterpieces for another reason, thanks to a “Glide Away Tailgate” that rolls into the body instead of swinging away from it. Their added size and wheelbase also made third row seating less queasy for children by rotating it 180 degrees, ensuring everyone had a view of what’s coming ahead.
These design and engineering feats are what we expected from General Motors, a company still large and powerful enough at the time to spread station wagon advancements from elitist highs (Buick Estate) to fleet-spec lows (Chevrolet Brookwood). This attention to detail was borderline impossible from GM’s crosstown rivals.
Hagerty Valuation data indicates that time has been kind to these full-size Chevrolets, even the ones with unsightly bulk from Malaise Era safety requirements. But thanks to a body style we’ve yet to discuss, the popularity of these Chevys has transcended generations, crossed cultural divides, and even beaten the most modern of electrified muscle (with a little help in the engine bay, of course).
The convertible offering helped the Caprice stand out from its 1969-78 Ford LTD competition. We don’t even have data for the Ford after 1973, but there’s ample information on Chevrolet convertibles until their final days in 1975. The average value of those Fords is just shy of $20,500 in #2 (“excellent”) condition, or about $7,000 less than the big Chevy. This is where the 1971-76 Caprice sets itself apart, as the seemingly unloved Malaise Era convertibles are their biggest growth engines.
The high-water mark is the 1971 Impala convertible equipped with the 454 big block, as $51,500 is needed for an example in #2 condition. But the average price for any of these 1971-75 full-size convertibles in #2 condition is a still-robust $35,488. Even a small-block 1975 convertible is $30,400, and its price relative to the 1971-72 Ford LTD convertibles is impressive. Chevys are anywhere from $10,000 to $15,000 more valuable, even with the presumed price penalties of big bumpers and reduced power output from the Malaise Era.
No matter the powertrain or body style, all Caprices from this era are on the upswing, as average prices increased over 57 percent since the last quarter of 2021. The convertibles are likely helping their more mundane sister ships earn this increase in value, as the rest of the lineup is up by “only” 24 percent in the same time period.
The big rise in full size Chevy values are thanks in part to the pop culture sensation of customizing, modifying, and drag racing “donk” convertibles. That’s ironic, considering how few mentions of the convertible are found in sales literature of the era. It’s not unlike the sleeper sales potential of the 1961-69 Continentals that are highlighted by their roofless derivative, but sold in so few numbers that they were cancelled well before the body style was retired from production.
And the big Chevy’s appeal skews by generation, but not necessarily in the way we’d normally expect. Boomers comprise 32 percent of Hagerty’s insurance quotes, but that’s only one percent more than Gen X. Millennials are a shocking 23 percent of the market for these cars, and Gen Z racks up 10 percent of1971-76 Chevy quotes.
The fact that younger generations are so enamored with this platform suggests that some designs are far more timeless than we previously considered. Perhaps a #1 condition example won’t be modified for better performance and modern style, but these vehicles lesser conditions have an appeal that crosses boundaries: Timeless big car design in the era of the CUV, paired with a strong aftermarket culture centered around the modern small block Chevrolet V-8. It’s an appealing mix, and one that’s likely to get even more valuable as more people see these cars in pop culture and across social media platforms.
Not surprised Gen X make up a big part of the market for these. I still remember my grandparents 73 Impala. As a little kid I always wanted to take the Impala logo off the door card. They traded it in in 1984 for the “downsized” Caprice Classic.
These cars have been prized regionally for a long time. Impalas have street cred in several car scenes that many may never of heard of. As Impalas get pricier the tide rises on other brands that fit a similar space.
Because most 70s cars were finished in such era-dated looks (that have never come back) they are also a blank canvas to customize as less hold them dear as needing to be original.
My parents still have the 73 Caprice Estate wagon they ordered new. And a lot of cars came and went since then. Still looks great. Still runs great and the A/C is ice cold. It shares the garage with a 2024 Range Rover and a SAAB 9000 turbo. The Caprice is always first choice out of the garage. Timeless quality car.
If I was going to buy a Chevy there are only 2 that make the cut. One of the big boy Caprice convertibles or a 59 Impala convert through truth be told the first choice on those platforms would those wearing a Tri-shield instead of a bow tie.
It is nice to see these finally getting some love. I do miss my 75 Electra Limited Hardtop Coupe.
I was looking into values on these for a friend. I was surprised how well they were doing.
It is a shame so many of the wagons were used up in demo derby. Even if not road worthy but for parts that are difficult to find.
These are the cars hard to restore as so few trim parts are made.
Thank you for including the picture of the 1971 front end. Back in the day, it looked like a Cadillac.
Grew up riding in the back of my parents 72 Kingswood Estate wagon and even took my road test with it. Great car and much better than the Ford LTD which eventually replaced it. If I had the space, these would be one in my garage.
Had a 1976 Chevrolet Impala Caprice that was a real road car. Comfortable on long trips and big enough inside for 3 kids in the back seat without over crowding. It had a cream bottom with a buckskin vinyl top, looked like $M bucks! We lived in upstate NY (Syracuse) where there was winter 6 months of the year and the vehicle was great in snow. The only flaw was that GM used a sound deadening material over the wheel wells that absorbed moisture and rusted the metal from the inside out, making the exterior look like big arches of rust over each wheel.
Remember replacing the back glass in the station wagon was a challenge.
I bought my ‘75 Caprice convertible in 1983 from the original owner. Stunning in bright blue with white top and interior. $2,500!! I had it for 17 years and then sold it to a good friend who cherished it. We lost her in 2012 when the heat shield over the exhaust failed. 🔥😭
Pay attention to these things!!
Had a similar thing almost happen with my ’73. Had the exhaust replaced and they mounted the muffler too close to the floorpan. Luckily there was someone in the back seat that started getting roasted…
There could be a double meaning to “someone in the back seat getting roasted” LOL!😁
These were durable, nice riding vehicles–perfect for two-lane roads out in the country.
The 1971 and 72 Caprices were good looking cars, especially the two and four door hardtops which continued the open, no center pillar, “hardtop” styling that been the look for years. But in the following years those models were just plain awful with the unattractive “colonnade” styling with the large fixed rear side windows …. . and those god awful ugly bumpers! And because of increasing government regulations, the cars’ performance was awful also
Are you Major wild Bill McGill from B troop 1st of the 17th Air Cav Ft Bragg, NC in 1978? If yes, thanks you were 1 Hell of a CO.
My parents bought the ‘73 Kingswood Estate with the very cool glide away door.
My dad had a new 1974 Biscayne and it was absolute garbage.
My parents purchased a 74 Caprice classic when I was a kid. All I remember about it. Was constantly at the dealership with various problems. Dad got so fed up with it. He traded it in for a 76 monte carlo.
I bought a 1975 Caprice Classic 4 Dr hardtop way back when for $5200.00 brand new with all imaginable options and drove it for over 100,000 miles until I was absolutely stupid enough to sell it for nearly nothing so I could buy a new car. God help me please!!! How could I have been so stupid not to keep it and get it restored??? It was a wonderful car. There was nothing like driving with all of the windows down and no posts between the front and rear doors. And the roof design was fantastic (vinyl covered roof of course).
Being Gen X I am surprised my generation desires these to the degree it does. They were so common they blended in the background. I would only notice one now because I almost never see them anymore. Impalas are more exciting but in the 70’s that does not mean as much as the models from the 60s.