As far as automotive icons go, Chevrolet has produced some of the most memorable muscle cars ever. The Camaro and Corvette in particular have been ingrained in the American lexicon as classic examples of exceptional Detroit engineering. An entire aftermarket industry has popped up to equip an army of restorers, hot rodders, and enthusiasts who pursue these vehicles with a passion. Alas, demand for desirable years and models has caused prices to skyrocket, pricing many entry-level enthusiasts right out of the market for these popular projects.

Luckily, the Camaro wasn’t the only Bow tie-badged muscle car of the era, though it does get a lion’s share of the attention. For somebody just getting into the hobby with a tight budget, there are plenty of other interesting, and cheaper options other than taking out a second mortgage to buy a rotisserie-restored 1968 Camaro Z/28. Back in this era, over 90-percent of cars came with a V8, and many awesome automobiles are overlooked simply because they aren’t today’s hot ticket.

We’ve laid out our Top Five choices for Affordable Chevy muscle cars, what you can expect to pay for a driver versus project car, and what makes these lesser-knowns cooler than your average Corvette or Camaro.

#1: 1967-68 Impala

1968 was a huge year for GM muscle cars. The 396 big-block engine became the new top-end engine for the Camaro. New body styles debuted for both the Pontiac GTO and Buick Skylark, and the Oldsmobile 4-4-2 became its own separate model. Muscle cars were hot, performance was just beginning to peak, and pretty much every automobile in Detroit’s lineup could be had with some kind of performance engine or package.

1968 was the 10^th birthday for the Chevrolet Impala, and yet all it got was a mild face lift to conform to new government safety standards. GM tweaked the front and rear fascia a bit to help comply with new government safety regulations. Still, GM managed to sell over 711,000 Impalas in ’68 alone, making it one of the most popular cars GM ever produced in terms of sales. Just over 235,000 Camaros were built the same year.

While the base engine of the Impala was a puny 250 cubic-inch six-cylinder, it was Chevrolet’s full-size offering. That meant it could be had with GM’s biggest engines, including the potent 425 horsepower L72 427 engine. While comparatively few Impala SS’s were built, it was not until 1970 that GM would allow engines bigger than 400 cubic inches to be put into the Camaro, and those cars go for absurd amount of money.

The humongous engine bay of these full-size Chevy’s and easy availability made them extremely popular with hot rodders, as well as low-riders who liked the low, sleek look. Even today, these cars remain popular with custom car crowd, and there are literally hundreds of companies out there supporting pretty much every year of Impala.

The sheer abundance of these cars has kept prices very reasonable. On eBay, a fair-condition project car can range in price from $1,000 to $3,500. A good condition driver could cost between $4,000 and $10,000, while a fully-restored 427 ’68 Impala will cost about as much as a brand new base Corvette Gran Sport (about $55,000).

The popularity and abundance of knowledge makes the ’68 Impala a great starting point for any muscle car noob, but the overall hugeness of this automobile is a turnoff for some. In that case, check selection #2.

#2: 1973-74 Nova

In 1968, GM dropped the Chevy II moniker from its compact offering and changed the name to simply “Nova.” While technically a compact, it was in fact just an inch shorter than most of the mid-size muscle cars like the Chevelle. It could have many of the same engines as the Camaro, and quite a few more Novas than Camaros were built, making them easier to find.

In terms of popularity, 1968-’72 Novas seem to draw the biggest money, but by 1979 GM killed the rear-drive Nova in favor of a more fuel efficient front-drive setup. 1975 was a major redesign for the car, and the biggest engine was a 350. That makes 1973-74 the sweet spot for these cars.

Though it became its own model in 1968, the Nova was largely unchanged until the ’75 redesign. It added a popular hatchback option in 1973, as well as bigger bumpers to conform with safety standards. At a time when many muscle cars were getting fatter and wider, the Nova stayed basically the same even though GM dropped the 396 engine option in 1971.

The ’74 Nova sold like hotcakes, as this was the year of the OPEC oil crisis and people were eager for something fuel efficient rather than fast. Despite the availability of a 350 engine, most people opted for the wheezy six-cylinder engine. This is a boon for anyone looking for a cheap project car. You can pick up a Nova rolling chassis for around $500, and a decent driver for around $3,000. Even a restored ’74 with a burly 350 is only worth around $10,000 in today’s market. It’s a perfect second car or daily driver, classic enough to draw attention but not rare enough to lock up in a garage all year long.

While the ’73 and ’74 Novas look a bit like the ’68, there is something off-putting about the huge bumpers and headlights. The lack of a big-block might also be a turnoff. In that case, step on over to door #3.

#3: 1971-72 Chevelle

Quite simply, the Chevelle was a purpose-built muscle car from the word go. It was GM’s entry into the emerging segment, designed to compete with the likes of the Ford Fairlane, which was tearing up drag strips with its powerful Thunderbolt model. Right out of the gate Chevelle buyers had a pick of some of GM’s most powerful engines, and the 1968 redesign solidified the Chevelle as a the everyman’s muscle car.

By 1970, GM had loosened its regulation regarding engines over 400 cubic inches, and the 1970 Chevelle could be had with the monster 454 engine. Despite the hammer of government safety and emissions regulations coming out, GM offered a 454-equipped Chevelle all the way up to the 1972 model, a veritable last gasp for the big block muscle car. In 1971 a front-end design eliminated the iconic four headlight setup, and many muscle car enthusiasts are turned off by these early 70’s models. As GM’s mid-size offering, these vehicles were insanely popular between all of the variants, including El Camino, Greenbrier Wagon, and others, over 400,000 of these were built. There is a sizable aftermarket, and parts are never too difficult to find.

Unfortunately, the recognizable name has driven costs up over the years, despite the lesser desirability of these later models. Expect to pay $4,000 to $7,000 for a drivable project car, perhaps less depending on the condition and rust. A nice, restored big block can fetch upwards of $60,000. However, the availability of used parts and ease of dropping a big block can save money, making the Chevelle a tempting prospect

It is the top-dollar cars on our list, leaving those on a tight budget with little room for modifications, though even a beat-up daily driver has a certain appeal to it. If you’re looking for something cheaper that is just as recognizable, than car #4 might just be for you.

#4: 1978-79 Camaro

1978 was not a good year for, well, any American car. Sure, GM was selling a ton of Pontiac Trans Ams, and halfway through 1977 the Z/28 Camaro came back.  However, emissions standards had all but crippled any semblance of performance in new cars, many of which were much bigger and heavier. The new Camaros had grown over seven inches since its introduction, and weighed as much as five hundred pounds more. From a purists and performance standpoint, there wasn’t anything very muscular about this muscle car.

So somebody explain to us why the 1978 Camaro sold over 272,000 units? Or why the following year, over 282,000 Camaros were sold. In fact, more Camaros were sold in these two years than any other on record. We can’t explain it, but the simple fact of the matter is that there are a so many 1978-79 Camaros out there. Perhaps it was the new bumpers, or the option of a real hood scoop, something that had been missing.

The thing is, it still looks much like a Camaro, despite being quite a bit bigger. Also, since it is a Camaro, there is an incredible amount of aftermarket support for these cars.

These year Camaros have experienced a recent surge in popularity as people seek to relive their youth by buying up the best examples of these years. A nicely restored ’78 or ’79 will run you between $12,000 and $18,000. Not cheap, but that’s pocket change compared to how much a ’69 or ’70 Camaro in pretty much any condition will cost you. However, a drivable project car can cost between $1,000 and $3,500 because they are not as well-regarded as the older ones, and dropping in a powerful small-block is a cake walk.

Perhaps though, you just don’t want the most popular Camaro ever because it is too commonplace. You want something recognizable, unique, and affordable, not too big and not too small but with lots of aftermarket support.

In that case, you leave us no choice…

#5: 1976-77 El Camino

Few cars are as loved/hated as the El Camino. Introduced in 1959 as a response to the Ford Ranchero, the El Camino briefly disappeared before remerging on the mid-size A-body (which it shared with the Chevelle) in 1964. Since it was on the intermediate body size, the El Camino was eventually blessed with GM’s biggest engines, the 396 and 454. Alas, by 1976, the 454 engine was dropped, leaving a six-cylinder, two 350’s, and a 400 engine as the only options for 1976. In 1977, the 400 was dropped in favor of a 305 engine.

In 1976, the El Camino got new, large, rectangular headlights. The hood was nearly as long and the pickup bed, which had awkwardly-high side fenders that left the distinct impression that you weren’t actually supposed to load anything in there. You could though, making the El Camino instantly recognizable. Nobody could confuse this Chevy with anything else. Also, even though GM dropped the 454 from the 1976-77 lineup, swapping one is easy due to that extra long hood.

The most attractive part of these El Caminos though is the cost. They are, by far, the cheapest cars on this list. A typical El Camino drivable project should only cost in the $2,000, and a nicely restored driver or street/strip car can be had for less than $10,000. Pre-’73 El Caminos can draw big money, but these later, forgotten years can be just as fast and fun (if not as pretty). With all the leftover money, a radical, modern engine swap isn’t out of the question.

And The Runner’s Up

We fought internally over this list for hours. We batted around a hundred different other cars. For those upset with this list or angered because we didn’t include their specific car, sorry we couldn’t hit ’em all. We weighted this list on certain criteria which cars like the Monte Carlo, Chevette, Vega, and Laguna S-3 didn’t meet.

Of course, we can always do a follow up list…

You don’t have to take our word for it though. This is just a small slice of the many great (and not-so-great) muscle cars GM made. Look hard enough, and you might just come across that ’68 Camaro of your dreams for the right price.

Then again, sometimes it is fun to be different, to diverge from today’s trends and instead do something unique. Your first muscle car should be a chance to learn, as well as drive, these exciting, recognizable automobiles.

Take your time and do something different. Pick up one of these cheap muscle cars, work on it, have some fun, and most importantly, get out there and enjoy it. That’s what this hobby is all about. If you think we left an equally-affordable Chevy off of this list, let us know in the comments.

• 1967-68 Impala: Popular, huge aftermarket, well known, big engines, big body
• 1973-74 Nova: Compact, cheap, bland styling, decent aftermarket
• 1971-72 Chevelle: 454 big block, new styling, most expensive, plentiful parts
• 1978-79 Camaro: Best selling years, cheap, only small-blocks, very recognizable
• 1976-77 El Camino: Still setup for big blocks, lowest prices, easy to identify