El Camino For Sale
LAS VEGAS - INVENTORY
Thrilling Orange and Black1964 El Camino For Sale classic boasts a Automatic and 327 CID V8. This head-turner is available today for only $26,000.
INDIANAPOLIS - INVENTORY
Amazing classic! Our Black and White1965 El Camino For Sale complete with 283 and Automatic. This vehicle can be yours today for $34,000.
ST. LOUIS - INVENTORY
Remarkable classic! Our Butternut Yellow and Black1966 El Camino For Sale complete with 350 CID V8 and 4 Speed Manual. This vehicle can be yours today for $30,000.
KANSAS CITY - INVENTORY
Surprising Viper Red and Black1966 Ranchero For Sale has a solid 289 CID under the hood and a Automatic transmission. Yours today for $24,000.
ATLANTA - INVENTORY
Check out this gorgeous Silver w/ Black Vinyl Top and Black1967 El Camino For Sale boasts a V-8 Chevy Small Block engine with 3 Speed Manual transmission. Listed at $23,000 is a real head turner.
INDIANAPOLIS - INVENTORY
Surprising classic! Our Red and Black1967 Ranchero For Sale complete with Ford 306 and Automatic. This vehicle can be yours today for $39,000.
KANSAS CITY - INVENTORY
Shocking Orange and Black1968 El Camino For Sale has a solid 350 CID under the hood and a TH350 3 Speed Automatic transmission. Yours today for $22,000.
LAS VEGAS - INVENTORY
Fabulous Blue and Black1969 El Camino SS For Sale classic boasts a 4 Speed Automatic and 396 CID V8. This head-turner is available today for only $65,000.
MILWAUKEE - INVENTORY
Eye-catching Silver and Red1969 El Camino Carryall For Sale classic boasts a 3 Speed Automatic and V-8 Small Block 350c.i. . This head-turner is available today for only $40,000.
DENVER - INVENTORY
Dazzling classic! Our Black and Black1969 El Camino For Sale complete with 454 BBC and 3 Speed Automatic. This vehicle can be yours today for $46,000.
FT. LAUDERDALE - INVENTORY
Shocking Red and Black 1969 El Camino For Sale has a solid 350 V8 under the hood and a TH400 3 Speed automatic transmission. Yours today for $37,000.
DETROIT - INVENTORY
Prodigious Burgundy Custom and Black1971 El Camino Pickup Truck For Sale. Buy for $34,000. The 3 Speed Automatic transmission is the perfect complement to it’s 350 CID V8 Crate engine.
ATLANTA - INVENTORY
A collector’s dream, this Red and Black1972 Sprint Truck For Sale with a heart pounding ZZ4 350 V8. Complete with a 3 Speed Automatic for $22,500.
NASHVILLE - INVENTORY
Check out this gorgeous Black and Black1978 El Camino SS For Sale. Buy for $22,500. The 4 Speed Manual transmission is the perfect complement to it’s 350 CID V8 engine.
SCOTTSDALE - INVENTORY
Eye-catching classic! Our Blue and Blue1979 El Camino Conquista For Sale complete with 267 CID V8 and 3 Speed Automatic. This vehicle can be yours today for $19,000.
DENVER - INVENTORY
Stylish and classy, our Blue and Blue1980 El Camino For Sale has a solid 350 CID V8 under the hood and a 3 Speed Automatic transmission. Yours today for $16,500.
ATLANTA - INVENTORY
Dramatic Yellow and Black1981 El Camino For Sale has a solid 350 SBC Crate Engine under the hood and a 3 Speed Automatic transmission. Yours today for $20,000.
LAS VEGAS - INVENTORY
Surprising classic! Our Gray and Black1981 El Camino For Sale complete with 350 CID V8 and Automatic. This vehicle can be yours today for $14,500.
MILWAUKEE - INVENTORY
Astonishing Blue and Blue1984 El Camino For Sale boasts a 5.0L V8 4BL OHV engine with 3 Speed Automatic transmission. Listed at $13,000 is a real head turner.
ST. LOUIS - INVENTORY
Built for the road, our Brown and Brown1984 El Camino Conquista For Sale boasts a 305 v8 engine with 3 Speed Automatic transmission. Listed at $14,500 is a real head turner.
NASHVILLE - INVENTORY
Fascinating White and Blue1985 El Camino Truck For Sale boasts a 5.0L V8 4BL OHV engine with 3 Speed Automatic transmission. Listed at $13,500 is a real head turner.
ST. LOUIS - INVENTORY
See for yourself! This sleek Dark Maroon & Silver and Maroon1985 El Camino Conquista For Sale is equipped with a 4.3L V6 and a Automatic. This vehicle is ready to hit the road for just $19,000.
DALLAS - CALL FOR AVAILABILITY
Astonishing Dark Gray and Red1959 El Camino Restomod Show Winner For Sale has a solid EFI 572 CID V8 under the hood and a 4 Speed Auto transmission. Yours today for $100,000.
CHICAGO - CALL FOR AVAILABILITY
Fabulous Light Blue and Black1966 El Camino For Sale. Listed for only $36,000. The 700R4 4 Speed transmission is the perfect complement to it’s 383 CID V8 engine.
DALLAS - CALL FOR AVAILABILITY
Grand Cordovan Maroon Metallic and Medium Saddle1968 El Camino SS396 Show Winner For Sale boasts a 396 CID V8 325HP engine with 3 Speed Automatic transmission. Listed at $56,000 is a real head turner.
DENVER - CALL FOR AVAILABILITY
Stunning classic! Our Blue and Blue1984 El Camino Conquista For Sale complete with Tune Port injected 350 Small Block V8 and 700R4 Automatic. This vehicle can be yours today for $25,000.
ATLANTA - SOLD
Sold - Check out this gorgeous, this Green/White and Green/White1957 Ranchero Sold with a heart pounding 292 V8. Complete with a 3 Speed Automatic . Let us sell yours.
LAS VEGAS - SOLD
Sold - Dramatic, this White and Grey/Black1962 Ranchero Sold with a heart pounding 289 CID V8. Complete with a Automatic. Let us sell yours.
ORLANDO - SOLD
Sold - Astonishing, this White/Teal and White/Teal1964 Ranchero Sold with a heart pounding 200 CI Inline 6. Complete with a Automatic. Let us sell yours.
ST. LOUIS - SOLD
Sold - Check out this gorgeous, this Red and Red1966 El Camino Sold with a heart pounding 350 CID V8. Complete with a 4 Speed Automatic. Let us sell yours.
Gateway Classic cars is proud to present a fantastic array of EL CAMINO vehicles for sale. Find out why collectors and enthusiasts around the world visit Gateway Classic Cars. We can help you get you behind the wheel of the car of your dreams - #dreamsdriven. Our cars range from spectacular vintage rides from the dawn of the automobile industry to the pure, unbridled power of American made muscle cars. Every one of our cars has a story and now is the perfect time to write your own chapter. Please enjoy viewing our cars below and let us know we can help you.
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1969 Chevrolet El Camino 427 – Blue Frost Pearl
427 cui / 459 HP / 475 ft-lbs torque Big Block Chevy (’69 Vette cast #3955270) with mild cam and roller rockers. 5 speed Tremec transmission. 12 bolt rear end with 3.73 Easton posi-traction. Painted 3 coats PPG Black with Blue Frost Pearl and custom side / hood accents. Vintage Air A/C with polished Sanden compressor. Power front disc brakes. Power steering. KYB shocks. Hotchkis front / rear sway bar. Hotchkis 4 link rear suspension. Polished Edelbrock Performer intake. Holley Street Avenger 770 carburetor. MSD pro billet distributor / ignition. Chrome dress kit. Steel braided lines. Sweet Thunder dual exhaust with ceramic coated headers. Tilted column with 3-spoke SS steering wheel. Factory gauge package with in-dash tachometer. Power windows. Remote driver-side mirror. Tinted glass. American Auto wiring. Tuxedo Mercedes Benz carpet. Padded dash. Custom center console painted with Autometer gauges. Sony AM/FM/CD/Aux stereo. Custom Craftex tonneau cover with Chevy vinyl bow tie. 15″ SS wheels by “Wheels Vintiques” with BFGoodrich Radial T/A’s. Comes with receipts, dyno sheet, and pics of build. Showing 9,074 miles on complete frame-off restoration.
Call (830) 629-4843 for more information on this or any 1969 Chevrolet El Camino for sale in our inventory. General Motors never made an El Camino SS 427, but if the likes of Don Yenko had an idea it’d probably be in-line with this performance custom build for
1968-1972 Chevrolet El Camino Buyer's Guide
Church Going Chameleon
In the mid-to-late 1960s, GM could do no wrong. Everybody's uncle drove an Impala; every well-meaning orthodontist drove a Cutlass; and every teenaged speed freak lusted after one of GM's many cult musclecars. There were plenty to fight over: Once GM cracked the now-ubiquitous formula of big engine/small car, just about every A-body to which the General applied said formula turned to marketing gold. To wit, the Chevelle SS396, which remains a collector's prize for baby boomers, and the Pontiac GTO, featured in Motor Trend Classic, Summer 2011 issue. Named in Spanish for "the path," the El Camino is perhaps best summed up by Billy Ray Cyrus' description of his legendary mullet: "Business in the front, party in the back."
The El Camino debuted in 1959 as a catch-up response to crosstown rival Ford's 1957 Ranchero. The idea of a "coupe utility" -- a car a farmer could use for hauling hay during the week and still drive to church on the weekend -- was an Australian notion Ford also originated.
Stateside, GM had experimented with the gentrified truck idea with the oddly named Cameo Carrier of 1955. The forward-leaning A-pillars, deeply lidded headlights, and eggcrate grille evoked the classic Bel Airs, and the introduction of smooth pickup-bed sides combined the idea of a truck that also could look good in the church parking lot. When it bowed in 1959, the El Camino was based on the Brookwood wagon platform, but offered all the options available on the Biscayne and Impala sedans. For 1964, it would move to GM's legendary A-body platform, where it would remain until its ignominious death in 1987.
And that brings us to the specimen pictured here, one of the classic 1968-1972 models. By this time, the musclecar wars were taking on the same level of urgency as the Gulf of Tonkin resolution. The big-block/small-body formula had been all but perfected, and the despondent era of emissions-control malaise that pretty much neutered the roller coaster of horsepower was just around the corner. In this period, the El Camino, like all other GM cars, was an uproarious billy goat of a machine, a car that could do burnouts until its tires wore down to the rims.
The El Camino was so closely related to the Chevelle that everything from the windshield forward was largely interchangeable throughout both cars' generations, and engines were shared. In 1968, shoppers could spring for the Standard model as a dependable work truck, with its 230- and 250cid straight-six and three-speed manual. The next model up was the Custom, at $2694 an $81 option over the Standard's base price of $2613, adding lower chrome body molding and a 327 V-8 engine available on both trims. Throughout the third generation, buyers could choose from a V-8 displacing 307, 327, and later 307s and 350s with either two- or four-barrel carburetors.
But perhaps the best-known El Camino model was the legendary SS, a $444 upgrade in 1968--the only year it was its own stand-alone model. Three states of tune were available for the 396-cubic-inch Turbo-Jet big-block: 325, 350, and 375 grossly underrated horsepower. A Muncie three-speed was the default transmission, but a Turbo-Hydramatic TH400 and Muncie four-speed could be checked off the options box.
In 1970, the SS396 was actually powered by a 402, and the even bigger big-block 454 arrived. In LS5 trim, it produced 360 horsepower, and the LS6 engine was rated at an earth-crushing 450 horsepower -- conservatively rated, of course. Fewer LS5s were built than LS6s, but both are a select breed whose production numbers ran in the triple digits.
SS models came with Custom lower trim and grille and Chevy's five-spoke rally wheels, while SS/396 badges on the fenders and tailgate reflected this special status. The 1968 models wore these badges as well as black paint on tailgate trim, grille, and across the lower panels. In later years, the only distinguishing features between the SS and the Custom models were wheels, badges, and tape stripes. No screaming chickens or gold-flake mags here -- at least not yet. Keeping in line with its "church on Sunday" image, the El Camino could be optioned up to near-Buick levels of opulence: Bucket seats and a center console replaced the bench seat on SS models as a popular option, and an AM/FM radio, Cruise-Master cruise control, power brakes, floormats, a tissue dispenser, and Chevy's Four-Season air-conditioning system were also options of varying popularity. The last is still a rare find, and, like all options, its factory correctness can be verified by the car's build sheet.
The El Camino may have been late to the game, but it was outselling the Ford Ranchero by 20,000 units in 1972; its best year was this final year before a sweeping redesign. The next year, 1973, brought the oil crisis, massive downsizing, and a stranglehold on big-blocks, horsepower, and the entire musclecar era. The El Camino may have survived unscathed until 1987 (outlasting the Ranchero by eight years), but it would never again be the same.
That's a shame. These days, with car-based crossover SUVs the hot ticket, a carlike pickup could make a great comeback. Until they do, these A-body versions remain easy to find, cheap to maintain, less pricy than their coupe siblings, and enjoy great parts support. The El Camino is a great muscle buy through and through. And, hell, you can even use it as a truck.
Through the Years
This was the first year of the SS package on the El Camino, and it was only available with big-blocks. Three different flavors of the 396 V-8 were offered, with horsepower ratings at 325, 350, and 375. This was the only year the SS was its own separate model, known as the SS-396. If the VIN doesn't end in an 8, it's a fake.
Chevy's massive 454 big-block was now available in LS5 and LS6 guises, producing 360 and 450 horsepower each, respectively. New front end styling included a more square front end and plastic surrounds on the quad headlights. A vacuum-driven Cowl Induction hood was available on SS396 and SS454 models.
Quad headlights were ditched in favor of two large units. The 396 engine was dropped entirely from the lineup, and for the first time, an SS could be had with a small-block, as SS350, or SS396 (in actuality a 402-cubic-inch motor) with either 2- or 4-barrel carburetors. The GMC Sprint, a hastily rebadged version, was also available starting this year.
The last year for the big-blocks, and the first year for the SAE Net rating. It was the beginning of the end for the American musclecar, and Chevrolet literature -- which downplayed sporty options like the Cowl Induction hood and tape stripes -- reflected changing attitudes and regulations.
This article originally appeared in the Spring 2012 issue of Motor Trend Classic.
|EXPECT TO PAY|
1970 Malibu 400: Other than the SS models, El Caminos had yet to reach the sticker-laden silliness of later generations. (Royal Knight and Conquista, anyone?) But the Malibu 400 package, beginning in 1970, served as an introduction for the new 402 LS3 engine. Essentially a 396 engine overbored to .030 inch, the Malibu 400 was unusual as it was the first year the big-block was available on non-SS models -- though many have since been turned into SS clones. Unique decals and badges tipped enthusiasts to what lay underneath, but the lack of wild stripes and flashy wheels meant the Malibu 400s were the closest Chevy came to building a genuine "sleeper."
1971 GMC Sprint: While not a special edition per se, GMC's rebadged version is notable only because of its rarity. It was identical to its Chevy sibling, save for some badges, and even included its own SS-aping high-performance version, the Sprint SP. It, too, featured the same hood stripes and the 454 engine, but with the bonus of explaining to gas station gawkers: "It's basically an
|PARTS AND SERVICE|
|Reproduction vinyl top||$174|
|Reproduction 15x7 rally wheels||$108|
|Replacement bed floor||$899|
|Vinyl top chrome trim||$90|
NEED TO KNOW
El Caminos are usually half the value of Chevelles, and interchangeability is excellent. Any part you need, somebody probably still makes it.
Many have been beaten up like the trucks they are. Finding one that hasn't been painted flat black or isn't missing pipes can prove a challenge.
The SS Package came with everything that was in the Chevelle SS, except for one thing: the F41 heavy-duty suspension that consisted of harder shocks and a beefy anti-roll bar.
The area on the wraparound rear window and underneath the bed can trap water, rusting out the frame as well as the supports for the vinyl roof.
T1970-1971 SS454 with the rare, big-block LS5 engine.
The 454 LS5/LS6 and later big-block models with the M22
"rock-crusher" four-speed will smoke near anything at a stoplight.
Best Daily Driver
If the big-block engines are too much of a handful on the street and at the pump, the 350 small-block is a safe alternative: easy to work on, easy to maintain, and Chevy built millions of the things.
The Chevy El Camino is an icon,
the most accessible example of
GM's wildly popular, expensive A-body musclecars, and full of
- "El Camino by Chevrolet," Mike Mueller
- "El Camino and SS Muscle Portfolio, 1959-1987," R.M. Clarke
- "Chevrolet El Camino Photo History: Including GMC Sprint & Caballero," Monty Montgomery
Parts and Goodies
1970 Chevrolet El Camino SS396 courtesy of Rod Bradford
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Chevrolet El Camino
See also: GMC Sprint / Caballero
The Chevrolet El Camino is a coupé utility vehicle that was produced by Chevrolet between 1959–60 and 1964–1987. Unlike a standard pickup truck, the El Camino was adapted from the standard two-door Chevrolet station wagon platform and integrated the cab and cargo bed into the body.
Introduced in the 1959 model year in response to the success of the Ford Rancherocoupé utility, its first run, based on the Biscayne's B-body, lasted only two years. Production resumed for the 1964–1977 model years based on the Chevelle platform, and continued for the 1978–1987 model years based on the GM G-body platform.
Although based on corresponding General Motors car lines, the vehicle is classified in the United States as a pickup.GMC's badge engineered El Camino variant, the Sprint, was introduced for the 1971 model year. Renamed Caballero in 1978, it was also produced through the 1987 model year.
The concept of a two-door vehicle based on a passenger car chassis with a tray at the rear began in the United States in the 1920s with the roadster utility (also called "roadster pickup" or "light delivery") models.
Ford Australia was the first company to produce a coupé utility as a result of a 1932 letter from the wife of a farmer in Victoria, Australia, asking for "a vehicle to go to church in on a Sunday and which can carry our pigs to market on Mondays". Ford designer Lew Bandt developed a suitable solution, and the first coupé utility model was released in 1934. Bandt went on to manage Ford's Advanced Design Department, being responsible for the body engineering of the XP, XT, XW, and XA series Ford Falcon utilities. General Motors’ Australian subsidiary Holden also produced a Chevrolet coupé utility in 1935, Studebaker produced the Coupé Express from 1937 to 1939. The body style did not reappear on the American market until the release of the 1957 Ford Ranchero.
Both the coupé utility and the similar open-topped roadster utility continued in production, but the improving economy of the mid- to late-1930s and the desire for improved comfort saw coupé utility sales climb at the expense of the roadster utility until, by 1939, the latter was all but a fading memory.
The mid-1955 introduction of Chevrolet's Cameo Carrierpickup truck helped pave the way for the El Camino. Although it was a model variant of Chevrolet's Task Force light-duty pickup, the Cameo offered an array of car-like features that included passenger-car styling, fiberglass rear fenders, two-tone paint, a relatively luxurious interior, as well as an optional V8 engine, automatic transmission, and power assists. As always, there was a GMC version offered during the same time, called the GMC Suburban, with the same features offered on the Chevrolet. In 1957, a special version was made for GMC to be shown at national car shows called the Palomino, which had a Pontiac 347 cu in (5.7 L) V8 installed, borrowed from the 1957 Star Chief.
Other pickup truck producers, including Dodge, Ford, Studebaker, and International, began to offer flush-side cargo boxes on some of their 1957 models, such as the Dodge C Series, and the 1960 Studebaker Champ. However, Ford also introduced the 1957 Ranchero, and established a new market segment in the U.S. market of an automobile platform based coupé utility. In 1959, Chevrolet responded with the El Camino to compete with Ford's full-sized Ranchero. The original El Camino and Ranchero would compete directly only in the 1959 model year.
1955 Chevrolet Cameo Carrier
1956 Chevrolet Cameo Carrier rear view
1959 GMC Suburban rear view
First generation (1959–1960)
The El Camino was introduced for the 1959 model year two years after the Ford Ranchero. According to Chevrolet stylist Chuck Jordan, GM Harley Earl had suggested a coupé pickup in 1952.
Like the Ranchero, it was based on an existing and modified platform, the new-for-1959 Brookwood two-door station wagon, itself based on the completely redesigned, longer, lower and wider full-sized Chevrolet. Highly stylized, it initially sold 50% more briskly than the more conservative Ranchero, some 22,000 to 14,000.
Unlike the Brookwoods wagon and a sedan delivery variant, the El Camino was available with any full-sized Chevrolet drivetrain. It came in a single trim level, its exterior using the mid-level Bel-Air's trim, and the interior of the low-end Biscayne. Its chassis featured Chevrolet's "Safety-Girder" X-frame design and a full-coil suspension, both introduced in the 1958 model year. The 119 in (3,000 mm) wheel-base was 1.5 inches (38 mm) longer, and overall length for all 1959 Chevrolets was up to 210.9 in (5,360 mm). The El Camino's payload rating ranged from 650–1,150 lb (290–520 kg), with gross vehicle weights ranging from 4,400–4,900 lb (2,000–2,200 kg) depending on powertrain and suspension. The somewhat soft passenger car suspension of the base model left the vehicle level without a load, in contrast the Ranchero, where standard 1100-pound rated heavy duty rear springs gave it a distinct rake when empty. The quirky Level Air suspension option, in its second and final year, was listed as available, but was almost never seen on any Chevrolet model, much less an El Camino. The 1959 El Camino was promoted as the first Chevrolet pickup built with a steel bed floor instead of wood. The floor was a corrugated sheetmetal insert, secured with 26 recessed bolts. Concealed beneath it was the floor pan from the Brookwood two-door wagon, complete with foot wells. Box capacity was almost 33 cubic feet (0.93 m3).
Among the performance engines offered were a 283-cid Turbo-Fire V8 with two- or four-barrel carburetion, several Turbo-Thrust 348-cid V8s with four-barrel or triple two-barrel carburetors producing 335 bhp (250 kW; 340 PS), and 250- and 290-bhp 283-cube Ramjet Fuel Injection V8s.
Hot Rod magazine conducted a test of an El Camino equipped with the hottest powertrain combination available in early 1959—a 315 bhp (235 kW; 319 PS), triple-carb, solid-lifter 348 V8 mated to a four-speed. Staff testers clocked 0-60 mph times of around seven seconds, estimated top speed at 130 mph (210 km/h), and predicted 14-second/100-mph quarter-mile performance with a rear-axle ratio suitable for drag racing installed.
A total of 22,246 El Caminos were produced for 1959. That bested the count of 21,706 first-year Rancheros made in 1957 and the 14,169 Ford sedan pickups built in direct competition for the 1959 model year. But 1960 would be a different story.
The similar but less flamboyant 1960 model started at $2366 for the six-cylinder model; another $107 for a V8 with the two-barrel 283. At first glance, the exterior once again had a Bel Air look, with that series' bright-metal "jet" appliqué and narrow trailing molding used to accent the rear quarters. Inside, Biscayne/Brookwood appointments also persisted. The seat was now covered in striped-pattern cloth with vinyl facings. Available interior trim shades were once again gray, blue, and green. Floor coverings were in medium-tone vinyl. Mid-1959 powertrain availability was carried over with minimal changes for 1960: The base 283-cid V8 was detuned a bit for fuel economy and was now rated at 170 bhp (127 kW; 172 PS), and the fuel-injected engines were officially gone.
Orders plummeted by a third, to just 14,163, at which point Chevrolet discontinued the model; meanwhile, Ford moved 21,027 Rancheros, which were now based on the brand-new Falcon compact. The pioneering American sedan pickups just did not connect with enough car-buying Americans. Perhaps these early "crossovers" didn't carry enough passengers; in a time when baby-boomer families dominated the market, three across was the best they could offer. Cargo volume was meager compared with pickup trucks. The low-level trim and marketing efforts focused almost exclusively on commercial customers may have inhibited sales, as well.
Between the discontinuation of the first generation and the introduction of the second, the Chevrolet Greenbrier, based on the Corvair platform, replaced the El Camino as Chevrolet’s car-based pickup.
Second generation (1964–1967)
1964 Chevrolet Chevelle El Camino
|Production||1964 El Camino Total 32,548|
1965 El Camino Total 34,724
1966 El Camino Total 35,119
1967 El Camino Total 34,830
|Assembly||Atlanta, Georgia |
Fremont, California Van Nuys, California 1964 only]
Kansas City, Missouri
|Related||1964–1967 Chevrolet Chevelle 1966–1969 Beaumont|
|Engine||194 cu in (3.2 L)I6|
230 cu in (3.8 L) I6
250 cu in (4.1 L) I6
283 cu in (4.6 L) Small-BlockV8
327 cu in (5.4 L) Small-Block V8
396 cu in (6.5 L) Big-Block V8
2-speed Powerglide automatic
|Wheelbase||115 in (2,921 mm)|
Chevrolet reintroduced an all new, mid-size El Camino four years later based on the Chevrolet Chevelle. The 1964 model was similar to the Chevelle two-door wagon forward of the B-pillars and carried both "Chevelle" and "El Camino" badges, but Chevrolet marketed the vehicle as a utility model and Chevelle's most powerful engines were not available. Initial engine offerings included six-cylinder engines of 194 and 230 cubic inches with horsepower ratings of 120 and 155 hp (89 and 116 kW), respectively. The standard V8 was a 283 cubic-inch Chevrolet small block with two-barrel carburetor and 195 hp (145 kW) with optional engines including a 220 hp (164 kW) 283 with four-barrel carburetor and dual exhausts. Added to the El Camino's option list during the course of the 1964 model year were two versions of the 327 cubic-inch small block V8 rated at 250 and 300 hp (186 and 224 kW)—the latter featuring a higher compression ratio of 10.5:1, larger four-barrel carburetor and dual exhausts. El Caminos also featured Air shocks in the rear, as well as fully boxed frames. The shocks were continued over all generations, the frames only thru 1967.
The 1965 El Camino received the same facelift as the 1965 Chevelle, with a more pronounced V-shaped front end, and a higher performance L79 version of the 327 engine rated at 350 hp (261 kW) that was also available in Chevelles. Most of the other engines were carried over from 1964, including the 194 and 230 cubic-inch Turbo Thrift sixes, the 195 hp (145 kW) 283 cubic-inch Turbo-Fire V8 and 327 cubic-inch Turbo-Fire V8s of 250 and 300 hp (186 and 224 kW).
In 1966, GM added a 396 cu in (6.5 L) V8 engine to the lineup rated from 325 to 375 hp (280 kW). The 1965 327 would run low 15s in the 1/4 mile (at some 90 mph), while 1966 to 1969 models were easily into the mid- to upper-14s. New sheetmetal highlighted the 1966 El Camino, identical to the Chevelle. A new instrument panel with horizontal sweep speedometer was featured. Inside, the standard version featured a bench seat interior and rubber floor mat from the low-line Chevelle 300 series, while the Custom used a more upscale interior from the Chevelle Malibu with plusher cloth-and-vinyl or all-vinyl bench seats and deep twist carpeting, or optional Strato swivel bucket seats with console. A tachometer was optional.
The 1967 El Camino followed the Chevelle's styling facelift with a new grille, front bumper, and trim. Air shocks remained standard equipment on the El Camino, allowing the driver to compensate for a load. The 1967 model year also brought the collapsible steering column and options of disc brakes and Turbo Hydramatic 400 3-speed automatic transmission. It was the second year the 396 (L35, L34, and L78) could be had in the El Camino (both 13480 300 Deluxe base and 13680 Malibu series). Since the L35 396/325 hp engine was the base for the SS396 series, the number of L35 engines reported sold by Chevrolet in 1967 (2,565) were sold in one of the two El Camino series, which were the only other series the engine could be ordered in. Since the L34 (350 hp (261 kW)) & L78 (375 hp (280 kW)) were available in either El Camino series as well as the two SS396 body styles, there is no way of knowing how many of these optional engines went to which body style. Chevrolet does report 17,176 L34 and 612 L78 engine options were sold in 1967 Chevelles, but there is no breakdown of body styles. The TH400 3-speed automatic was now available as an option (RPO M40) with the 396 engine in both the SS396 series and the 396-equipped El Caminos. The 3-speed manual transmission remained the standard transmission with a heavy duty (RPO M13) also available along with the 2-speed Powerglide and either M20 wide ratio or M21 close ratio 4-speed transmissions. Although there was no actual factory El Camino Super Sport until 1968, many owners have "cloned" '67 SS396s using 1967 Chevelle SS396 badges and trim.
1966 Chevrolet El Camino
(with non-standard wheels)
Third generation (1968–1972)
1972 Chevrolet El Camino
|Production||1968 El Camino SS V8 5,190|
1968 El Camino Total 41,791
1969 El Camino Total 48,385
1970 El Camino Total 47,707
1971 El Camino Total 41,606
1972 El Camino Total 57,147
|Assembly||Arlington, United States|
Atlanta, United States
Baltimore, United States
Flint, United States
Fremont, United States
Kansas City, United States
Van Nuys, United States
Oshawa, Ontario, Canada
Rosario, Santa Fe, Argentina
|Related||1968–1972 Chevrolet Chevelle|
1971–1972 GMC Sprint
|Engine||230 cu in (3.8 L)I6|
250 cu in (4.1 L) I6
327 cu in (5.4 L)V8
307 cu in (5.0 L)V8
350 cu in (5.7 L) V8
396 cu in (6.5 L) V8
454 cu in (7.4 L) V8
2-speed Powerglide auto.
3-speed Turbo-Hydramatic auto
|Wheelbase||116 in (2,946 mm)|
Chevrolet introduced a longer El Camino in 1968, based on the Chevelle station wagon/four-door sedan wheelbase (116 in (2,946 mm), overall length: 208 in (5,283 mm)); it also shared Chevelle Malibu exterior and interior trims. The interior was revamped including cloth and vinyl or all-vinyl bench seats and deep twist carpeting. All-vinyl Strato bucket seats and center console were an $111 option. Power front disc brakes and Positraction were optional. A new, high-performance Super Sport SS396 version was launched. The Turbo-Jet 396 was offered in 325 bhp (242 kW) or 350 bhp (260 kW) versions. Returning to the official options list for the first time since late 1966 was the 375 bhp (280 kW) L78. It had solid lifters, big-port heads, and an 800 cfm Holley four-barrel on a low-rise aluminum manifold. A three-speed manual was standard with all engines, and a four-speed or automatic was optional. In 1968, the SS was a separate model (the "SS-396").
The 1969 models showed only minor changes, led by more-rounded front-end styling. A single chrome bar connected quad headlights, and a slotted bumper held the parking lights. New round instrument pods replaced the former linear layout. For the first time, the Chevrolet 350 V8 was used in an El Camino. The Super Sport group included a 265 or 325 hp (198 or 242 kW) 396-cubic-inch V8 beneath a double-domed hood, along with a black-out grille displaying an SS emblem. More potent editions of the 396 engine, developing 350 or 375 hp (261 or 280 kW) also made the options list. Options included power windows and locks. Curiously, back-up lights moved from the rear bumper to the tailgate, where they were ineffective when the gate was down.
The 1970 models received sheet metal revisions that gave the bodies a more squared-up stance, and interiors were also redesigned. The new SS396, which actually displaced 402 cu in (6.6 L) (although all emblems read 396) was available. Chevrolet's largest and most-powerful engine of the time was also put into a select few El Caminos. The LS6 454 CID engine, rated at 450 hp (336 kW) and 500 lb⋅ft (678 N⋅m) of torque, gave the El Camino 1/4-mile times in the upper 13-second range at around 106 mph (171 km/h).
The 1971 El Camino got fresh front-end styling (again shared with the Chevelle) that included large Power-Beam single-unit headlights, a reworked grille and bumper, and integral park/signal/marker lights. For 1971, mandated lower-octane unleaded fuel necessitated a reduction in engine compression, and GM's A.I.R. system, a "smog pump", was added to control tailpipe emissions. Power and performance were reduced. Engine offerings for 1971 included the 250-6, small-block V8s of 307 and 350 cubic inches; and big block V8s of 402 and 454-cubic-inch displacements. Horsepower ratings of those engines for 1971 ranged from 145 for the six to 365 for the RPO LS5 454 – all in gross figures. The LS6 454 V8 was gone forever. A rebadged El Camino, the GMC Sprint debuted in 1971. It shared the same engine and transmission offerings as its Chevrolet counterpart.
The 1972 El Caminos wore single-unit parking and side marker lights on their front fenders, outside of a revised twin-bar grille, but little changed. For 1972, horsepower measurements were switched to the "net" figures as installed in a vehicle with all accessories and emission controls hooked up. Engine offerings included the 110 hp (82 kW) 250-6, a 307 V8, a 175 hp (130 kW) 350-cubic-inch V8, and big block V8s of 402 and 454 cubic-inch displacements. The 402-cubic-inch (still known as a 396) produced 240 hp (179 kW); the 454 managed to put out 270 hp (201 kW) under the net rating system. Super Sport equipment could now be ordered with any V8 engine, including the base 307-cubic-inch version. All 1972 El Caminos with the 454 ci engine have a "W" as the fifth digit in the VIN, and the 454 was only available with Super Sport trim.
1970 Chevrolet El Camino SS
Fourth generation (1973–1977)
1973 Chevrolet El Camino
|Production||1973 El Camino Total 64,987|
1974 El Camino SS 4,543
1974 El Camino Total 51,223
1975 El Camino SS 3,521
1975 El Camino Total 33,620
1976 El Camino SS 5,163
1976 El Camino Total 44,890
1977 El Camino SS 5,226
1977 El Camino Total 54,321
|Assembly||Baltimore, United States|
Doraville, Georgia, United States
Leeds, Missouri, United States
Arlington, United States
Fremont, United States
Oshawa, Ontario, Canada
|Related||1973–1977 Chevrolet Chevelle|
1973–1977 GMC Sprint
|Engine||250 cu in (4.1 L)I6|
307 cu in (5.0 L)V8
350 cu in (5.7 L) V8
400 cu in (6.6 L) V8
454 cu in (7.4 L) V8
3-speed Turbo-Hydramatic auto.
For 1973, the El Camino was redesigned. Matching the Chevelle line and using the wagon chassis, it was the largest El Camino generation. Energy-absorbing hydraulic front bumper systems on these vehicles added more weight. There were two different trim levels of El Caminos during this period. The base model and SS option shared interior and exterior appointments with the Chevelle Malibu, while the El Camino Classic (introduced for 1974) shared its trim with the more upscale Chevelle Malibu Classic.
The chassis design was as new as the bodies with 1 in (25 mm) a wider wheel track, front and rear. The left wheel was adjusted to have slightly more positive camber than the right, which resulted in a more uniform and stable steering feel on high-crown road surfaces while maintaining excellent freeway cruise stability. Clearances for spring travel were also improved for a smoother ride over all types of surfaces; the coil springs at each wheel were computer-selected to match the individual car's weight. Front disc brakes were now standard on all '73 El Caminos. Additional new features were an acoustical double-panel roof, tighter-fitting glass, flush-style outside door handles, molded full-foam seat construction, flow-through power ventilation system, inside hood release, refined Delcotron generator and sealed side-terminal battery, a larger 22-US-gallon (83 L; 18 imp gal) fuel tank, and "flush and dry" rocker panels introduced first on the redesigned 1971 full-size Chevrolets. New options included swivel bucket seats (with console) and Turbine I urethane (backed by steel) wheels, as was the instrument gauge cluster. A benefit of the new body designs was much better visibility to which the unusually thin windshield pillars contributed. A structural improvement was a stronger design for the side door guard beams. El Caminos shared the "Colonnade" frameless door glass with other Chevelles, and would continue this feature into the next generation as well.
The 307 2-barrel V8 with 115 hp (86 kW) was the base engine. Options included a 350 2-barrel V8 with 145 hp (108 kW), a 350 4-barrel V8 with 175 hp (130 kW), and a 454 4-barrel V8 with 245 hp (183 kW). Hardened engine valve seats and hydraulic camshafts made these engines reliable for many miles, and allowed them to accept the increasingly popular unleaded regular gasoline. The three-speed manual transmission was standard; 4-speed manual and Turbo Hydra-Matic 3-speed automatic transmissions were optional. Crossflow radiators and coolant reservoirs prevented overheating.
The SS, then a trim option, included a black grill with SS emblem, bodyside striping, bright roof drip moldings, color-keyed dual sport mirrors, special front and rear stabilizer bars, rally wheels, 70-series raised white-lettered tires, special instrumentation and SS interior emblems. The SS option was available with a 350 or 454 V8 with the 4-speed or Turbo Hydra-Matic transmissions. Also it was not widely known, but a Laguna S-3 front end could be fitted on these cars, and was available through the Central Office Production Option (COPO) system as code 6H1. It was not widely ordered by many however, more than likely due to limited information both on the part of customers and many dealers at the time. 
The 1974 El Caminos sported an elongated, Mercedes-type grille. Inside, the new top-of-the-line El Camino Classic featured luxurious interiors with notchback bench seats (or optional Strato bucket seats) upholstered in cloth or vinyl, carpeted door panels and woodgrain instrument panel trim. The 350 V8 became the base engine and a 400 V8 engine was new this year. The 454, the top engine, was available with the Turbo Hydra-Matic 400 automatic or 4-speed manual transmission.
The 1975 models featured a new grill, providing a fresh appearance. Suspension upgrades offered a quieter ride, and radial-ply tires became standard. Dual remote mirrors, new twin sport mirrors, intermittent wipers, and cruise control were among new convenience features this year. The 1975 high energy ignition (HEI) provided spark to the spark plugs with minimal maintenance and increased power. The larger distributor cap also provided better high-RPM performance by decreasing the likelihood of the spark conducting to the wrong terminal. The 250-cubic-inch in-line six of 105 hp (78 kW) was offered as the base engine. The 454-cubic-inch V8, downrated yet again to 215 hp (160 kW), made it into 1975 as an El Camino option, but this would be its last go-around. It was not available in California, and the optional four-speed stick was no longer offered. Buyers could now choose an Econominder instrument package that included a vacuum gauge to point out when optimum fuel economy was being attained.
For 1976, El Camino Classic models now featured the new rectangular headlights that other high-end GM cars were sporting. These were quad units in stacked arrangement. The base model retained the previously used dual round headlights. Engines included the base 250 I6 engine, a new 140 hp (104 kW) 305-cubic-inch V8, two- and four-barrel 350s (with availability still depending on California delivery), and the 400-cubic-inch V8, still good for 175 hp (130 kW). All engines except the 250 I6 came with the Turbo Hydra-matic automatic transmission as the only transmission available. The 250 I6 came with a 3-speed manual or an optional Turbo Hydra-matic.
The 1977 models were little changed, except the 400 V8 was gone. The El Camino Classic was again the top model and the SS option continued.
Fifth generation (1978–1987)
1978 Chevrolet El Camino
|Production||1978 El Camino SS 12,027|
1978 El Camino Total 54,286
1979 El Camino Total 58,008
1980 El Camino Total 40,932
1981 El Camino Total 36,711
1982 El Camino Total 22,732
1983 El Camino Total 24,010
1984 El Camino Total 22,997
1985 El Camino Total 21,816
1986 El Camino Total 21,508
1987 El Camino Total 13,743
|Assembly||Baltimore,Maryland, United States|
Doraville, Georgia, United States
Leeds, Missouri, United States
Arlington, United States
Fremont, United States
Oshawa, Ontario, Canada
Ramos Arizpe, Mexico
Tehran, Iran (CKD, Pars Khodro)
|Related||1978–1983 Chevrolet Malibu|
1978–1988 GMC Caballero
|Engine||3.3 L (200 cu in) ChevroletV6|
3.8 L (229 cu in) ChevroletV6
3.8 L (231 cu in) Buick V6
4.3 L (262 cu in) Chevrolet V6
4.4 L (267 cu in) Small-Block V8
5.0 L (305 cu in) Small-Block V8
5.7 L (350 cu in) Small-Block V8
5.7 L (350 cu in) Diesel V8
3-speed Turbo-Hydramatic automatic.
|Wheelbase||117 in (2,972 mm)|
The 1978 through 1987 El Caminos were produced in four trim levels: Classic, Black Knight (1978)/Royal Knight (1979–83), Conquista and Super Sport, and shared chassis components with the Chevrolet Malibu. Chevrolet 90° V6 and Buick V6 engines were used for the first time. The optional 305 cubic-inch small block V8 was rated at 150 or 165 hp (112 or 123 kW), and from 1982–1984, the Oldsmobile-sourced diesel engine was also optional.
A new, trimmer El Camino was unveiled in 1978, adopting the new, more sharp-edged Malibu styling, and a one-inch longer wheelbase of 117 in (2,972 mm). The front end sheet metal and doors were shared with the Malibu, and the rear tailgate and bumper was shared with the Malibu station wagon. For the first time, though, the El Camino had a unique chassis – it was shared with no other Chevrolet. The front end featured a new single rectangular headlight design. The base engine was a 200-cubic-inch (3.3-liter) V6 that developed 95 hp (71 kW), except in California where, to meet emissions standards, the 231-cubic-inch Buick engine was the base engine. Two upgrades could be ordered: a 305-cubic-inch V8 with 145 hp (108 kW), or a 350-cubic-inch V8 with 170 hp (127 kW) that was only available in El Caminos and Malibu station wagons. It was not available on Malibu passenger cars (with exception to coupe and sedan Malibu 9C1 police vehicles). Among GM makes, at least, the era of bigness was fading into history, overtaken by a new age of efficiency and economy.
The 1979 model got minimal changes following its debut as a redesigned "new-size" model in 1978. Alterations to the 1979 El Camino amounting to little more than a new divided grille. However, a "small-block" 267-cubic-inch (4.4-liter) V8 joined the options list and slotted between the standard 3.3-liter V6 and the optional 5.0-liter four-barrel V8. The 350-cubic-inch (5.7-liter) V8, developing 170 hp (127 kW) was again available. Both three- and four-speed manual transmissions had floor shifters.
The 1980 El Camino started out the 1980s with few changes, though engine choices were shuffled a little. The base V6 displaced 229 cubic inches, up from 200 the year before. Horsepower increased from 94 to 115 hp (70 to 86 kW). Optional again were a 267-cubic-inch V8 with 125 hp (93 kW) and a 305 V8, now with 155 hp (116 kW) (down five). The 350 with 170 hp (127 kW) offered in 1979 was dropped. A three speed floor shifted manual transmission was standard, but most got the optional three-speed automatic.
The 1981 models received a new horizontal tube grill. The 1981 engines mostly continued from 1980, but now used GM's Computer Command Control (CCC) emission system. The base 229-cubic-inch V6 made 110 hp (82 kW) (down from 115 hp (86 kW)), as did the California-only 231-cubic-inch Buick V6. Optional engines were the 267-cubic-inch V8 with 115 hp (86 kW) and The 305-cubic-inch V8, now with 150 hp (112 kW). The three-speed automatic added a lock-up torque converter to aid highway mileage.
The 1982 (through the final 1987) El Camino sported a new frontal appearance with a crosshatch grille flanked by quad rectangular headlights. New under the hood for 1982 was a 105 hp (78 kW) 5.7-liter (350-cubic-inch) Diesel V8, which was also offered in Chevrolet's full-size cars. Though mileage with the diesel was commendable, it was an expensive option and would eventually amass a dismal repair record. Gasoline-engine choices were unchanged, except Chevrolet's 229-cubic-inch (3.8-liter) V6 was now standard in California-bound cars, replacing Buick's 231-cubic-inch V6.
In 1983, the 4.4-liter V8 was gone, leaving the 5.0-liter version as the only optional gas V8. The standard engine was again Chevrolet's 3.8-liter V6 with 110 hp (82 kW), though California cars, once again, got a Buick V6 with similar specifications. Continuing on the options list was the 5.7-liter V8 Diesel with 105 hp (78 kW). The sister Malibu sedan and wagon were discontinued after the 1983 model year.
The 1983–87 El Camino was also offered as a conversion through select dealers (completed by Choo-Choo Customs Inc., of Chattanooga, Tennessee) to include the aerodynamic front end similar to the Monte Carlo SS, but did not receive the L69 engine package.
GM shifted El Camino production to Mexico, and the new fuel-injected 4.3 L V6 became the base engine through 1987. El Camino production ended quietly in late 1987. Some model year 1987s (420 El Caminos and 325 GMC Caballeros) are listed as new car retail deliveries in calendar year 1988 based on their date of first retail sale. Speculation in online forums indicates 3GCCW80H2HS915586 "may" be the final vehicle. The GM Media Archive/Heritage Center confirmed that no 1988 El Caminos or Caballeros were produced.
A range of Chevrolet models, based on the Holden HK, was introduced onto the South African market in 1969. A coupe utility version was released in 1971 under the Chevrolet El Camino name  and was offered with imported Holden 186 six and 308 V8 engines. A version of the later Holden HQ utility was marketed in South Africa as the Chevrolet El Camino AQ. A facelifted El Camino AJ was released in 1976 with production ceasing in 1978.
In 1974, Chevrolet's sister division, Pontiac, reportedly took an El Camino body, grafted on the urethane-nose front end from its Grand Am series, added the GA's instrument panel, reclining Strato-bucket seats with adjustable lumbar support along with Pontiac's Rally II wheels. This was a styling exercise for a possible Pontiac version of the El Camino; the concept never reached production.
In 1992, GM unveiled an El Camino concept, basically a pickup variant of the Chevrolet Lumina Z34. The concept received mixed, mostly negative reviews, mostly because of its front wheel drive layout.
During the 1995 model year, GM had a concept El Camino based on the full-size Caprice station wagon using the grille of a 1994–96 Impala SS; this concept was destined for production, but was shelved when GM decided to discontinue the B-platform car line at the end of 1996.
The Pontiac G8 ST was shown at the New York International Auto Show in March 2008. Based on the Holden Commodore Ute, it shared the G8 platform with a 73 in (1,900 mm) cargo bed. The Sport Truck had the same 361 hp (269 kW), 6.0-liter V8 used in the G8 GT, as well as the 3.6-liter, 300 hp (220 kW) direct-injection V6. The G8 ST was slated for release as a 2010 model, but in January 2009, GM announced to dealers the G8 ST was cancelled due to budget cuts and restructuring, as well as the Pontiac brand being discontinued. In 2011, GM again considered bringing back the El Camino under the Chevrolet brand as early as 2015.
- ^"Compare Side-by-Side".
- ^ abWarner, Gary (1999-08-08). "Who built the first utility – where – when..." fastlane.com.au. Archived from the original on 2015-05-29. Retrieved 2011-09-25.
- ^Auto Editors of Consumer Guide (2007-10-17). "1955 Chevrolet Cameo Carrier". auto.howstuffworks.com. Retrieved 2011-09-25.
- ^"1957 GMC Palomino". 1955 GMC Truck Site.
- ^ abThe Editors of Consumer Guide
- ^ abBob. "1958-1965 Chevrolet full size production numbers". 348-409.com.
- ^ abGunnell, John A. (1993). Standard Catalog of American Light-Duty Trucks. krause Publications. ISBN .
- ^ abcdefghijklmnopqrstuvwxyzaaabacad"El Camino Production Totals". Chevelles.com.
- ^"1964 Chevrolet El Camino Vehicle Information"(PDF). GM Heritage Center.
- ^1964 El Camino brochure
- ^Owner observation
- ^1965 El Camino brochure
- ^"Directory Index: Chevrolet_El_Camino-GMC_Caballero/1966_Chevrolet_El_Camino_Brochure". Oldcarbrochures.com. Retrieved 2012-04-09.
- ^1973–1977 Chevrolet El camino brochures
- ^ ab1973 Chevrolet Chevelle Brochure
- ^Cars of the 70's – By the Editors of Consumer Guide
- ^1973–77 El Camino brochures
- ^"Pars Khodro in history". Pars Khodro. Archived from the original on 2018-03-04. Retrieved 2014-03-07.
- ^"Briefly – Blast from the past?". Automotive News. 13 December 2005.
- ^"El Camino Timeline – Changes From 1959–1987". Eckler's El Camino Store.
- ^"Since we've never seen a 1988 El Camino". El Camino Central.
- ^"Since we've never seen a 1988 El Camino: Post 122". El Camino Central.
- ^ abcLouis F. Fourie, On a Global Mission, Volume 2, 2016, pages 706-707
- ^Holden Abroad, Restored Cars #220, Sept-Oct 2013, pages 45-47
- ^Chevrolet El Camino (AQ), www.flickr.com
- ^When is a Holden not a Holden, Restored Cars #191, Nov-Dec 2008, page 34
- ^"Pontiac Names All New Sport Truck The "G8 ST"". Archived from the original on 2008-08-19. Retrieved 6 January 2009.
- ^"GM kills Pontiac G8 Sport Truck". Freep.
- ^"Chevy Considers Return of the El Camino". Jalopnik.
Classic el cars camino
According to the program set and verified by time and place. Before dying here to everything from a twin brother and a traitor. This geek loving humanity. Which is nothing to love.1968 Chevy El Camino - Mainly Muscle Cars Test Drive
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