GM's G-body platform is essentially what the A-body evolved into. In fact, when it entered production in 1978 it was still called the A-body until being renamed by GM in 1982. Nomenclature aside, the G-body platform encompasses '78-83 Malibus, '78-87 Monte Carlos, and '78-87 El Caminos. Granted, the 305 and 350 small-blocks under their hood are rather underwhelming, but it really doesn't matter since most G-body owners rip them out, and the car will swallow up just about any motor combo you can whip up.
With four-link rear suspensions that hook well with minimal tweaks, room for big tires and motors, and relatively fresh bodies that have yet to rust up, G-bodies have become very popular with drag racers. Consequently, these cars are more expensive than your typical domestic car of this vintage. Even so, rust-free G-bodies can be purchased for $4,000 to $7,000 on average, which is very reasonable considering their street/strip potential. Just don't expect much durability from the G-body's 7.5-inch 10-bolt rearend. For answers to just about every G-body question you can come up with, check out GBodyForum.com.
Like most muscle cars, early-model Novas tend to command the most money. In the wake of Chevy IIs, it used to be that the highly coveted posterior proportions of '66-67 models set the high mark, but these days '62-65 Chevy IIs aren't far behind. Fairly straight examples list for $7,000-$10,000, and it's not uncommon for rusty and dinged-up hardtops and two-door posts to list for upwards of $5,000. Even wagons and four-doors can get pricey, but patience and careful shopping can get you one for $3,000-$5,000. Moneywise, Chevy IIs are getting close to no-man's-land, but their understated good looks, compact dimensions, low mass, and the fact that they can accommodate big-blocks without much fuss still make them immensely appealing.
Pricey Chevy IIs can make '68-72 Novas seem downright cheap. Anything over $8,000 will land a bonafide creampuff, while solid cars requiring minimal bodywork can be had for $4,000-$7,000. Below that price point is a gamble, littered with beaters and four-doors. Late third-gen cars ('73-74) are often just as expensive as their better-looking, earlier-generation brethren.
Speaking of looks, '75-79 fourth-gen Novas probably won't impress many ladies, but they still retain elements of a potentially cool hot rod. The last of the rear-drive Novas came equipped with a front suspension based on the second-gen Camaro, front disc brakes, and rear underpinnings that carried over from the prior generation. As little as $3,000 can land a super-straight fourth-gen with a mint interior. For all things Nova, drop by Steve's Nova Site (stevesnovasite.com) and Team Nova (novas.net).
Whether it's a slab-sided '64-67, a fastback '68-69, a "dual-headlight" '70, or a "single-headlight" '71-72, a lot of coin is required to drive home the most popular of Chevelles. Any two-door from this era in relatively straight and rust-free condition will command $6,000-$9,000. Expect to pay even more for a '66 or a '67. The '71s and '72s tend to run a bit cheaper, but not by much. Our solution is opting for a four-door '64-67 model; seriously. All else being equal, a four-door can be had for about half the price of a comparable two-door. Other than price, the obvious benefit is that from the front or rear it's still one of the finest-looking intermediate-sized cars ever built. One of the best sites we've come across for Chevelles is Team Chevelle (chevelles.com).
OK, so these aren't the prettiest cars out there. You could say they have a face only a mother could love. That said, with some tasteful tweaks a '73-77 Chevelle can make for a plenty cool street machine. Cars that need little more than a fresh coat of paint go for $3,000-$5,000. Nonrunning cars that are in otherwise excellent condition sell for less than $2,000. Put the money you save at the body shop toward a big-block, and the front end will grow on you more and more each time you go WOT. This vintage Chevelle still rode on coil springs at each corner, but updated front suspension bits off the F-body vastly improved handling. Front disc brakes were standard, and most cars were optioned with A/C and power accessories.