Tuesday, March 9, 2021

1970 Buick GS Stage 2 - The Myth And The Truth

 

1970 Buick GS Stage 21970 Buick GSX Stage 2

1970 Buick GS Stage 2 - The Myth And The Truth


The 1970 Buick GS Stage 2 was going to be produced as a predecessor to the Buick GS Stage 1. The GS Stage 1 was already one of the most faired muscle cars in the industry and Buick was ready to double up on that fair by creating something bigger and meaner. 


Two lucky GS Stage 1 Buicks got the honor of becoming a true Buick Stage 2 prototype. One was a white GSX bought by Reynolds Buick in California, where “Pappy” Kennedy and Jim Bell (Kenne-Bell) tweaked and tested the car and all its after-market parts, and the other was a red 4-speed GS sent to races Doug Jones and Dave Benisek. 


Both teams of qualified high-performance Buick engineers/technicians went to work adding the performance upgrades like improved forged TRW pistons, redesigned heads, a valvetrain capable of 7000 rpm, and much more. The whole idea of the Buick Stage 2 prototype was to eventually turn the project into a production off-the-line streetable drag car that could compete in Super Stock classes at the drag strip. 

The Myth About The Stage 2

People who don’t know that much about the Buick muscle car era believe that the Buick Stage 2 was a production car. That idea is usually put in people’s heads because at car shows and race events, especially Buick events, people often have their GS Stage 1 Buicks labeled with GS Stage 2 badges.  


The Truth About The Stage 2

The truth is the badges are very easy to find and are inexpensive. This is not saying that the parts that replicate the GS Stage 2 Buick 455 cu-in motor aren’t under the hood, but the only originally GS Stage 2 Buicks that exist are the ones that were sent out by Buick to Reynolds Buick and races Doug Jones and Dave Benisek.


Although, with all the hopes and intent in the world of putting this monstrous Buick into production and on the track, Buick was forced to stop the program as stricter pending emissions standards were going to go into effect for sure and the Stage 2 upgrades and horsepower tweaks were never going to pass. 


The other reason why the program was going to be let go was that this was not going to be a Central Office Production Ordered Buick like the COPO Camaro, and street safety was becoming an issue. Government organizations like the Department of Transportation were none-to-trilled about the ability to title these drag strip-ready vehicles. 


Buying Parts To Turn Your Stage 1 Into A Stage 2   

Buick didn’t let the roadblocks get in the way of giving their raced-crazed consumers what they wanted. You could buy a GS Stage 1 Buick and easily purchase all the Stage 2 parts you needed at any Buick dealer around. So although a lot of those Stage 2 Buicks you see out there are for the most part going to be colognes, that doesn’t mean they still can’t pack the punch of the original two Stage 2 Buicks that ran the quarter-mile at a consistent and respectable 10.7s. 


Sunday, March 7, 2021

The Chevrolet El Camino: The Most Successful Car/Truck

 Yellow SS El Camino

El Camino is a Spanish name that stands for "The Road". The name and the idea was first introduced to the public by Cadillac in 1954 at the Detroit Motorama. Even though it received some serious attention, the idea never set sail, and Cadillac would eventually drop the project after about one year.


Ford saw the potential and came out with their own version of a car/truck called the Ranchero in 1957. The Ranchero saw such a good response from its consumers, like in true competitivity fashion, Chevrolet was ready to get in on the game.  


The El Camino by Generations 



1959-1960 El Camino 

1959 El Camino







(First-Generation) 

In 1959, Chevrolet relaunched Caddilac's El Camino idea based on the Chevy Impala Bel Air's frame and styling. But again, the El Camino still became a hard project to get on its feet, so the El Camino got the axed again after 1960.



Experts believe the reason for the poor sales was that Ford downsized the Ranchero from a Ford Fairlane-based frame to a Ford Falcon-based frame. This ultimately made the Ranchero smaller and more desirable to drive. This left buyers heading toward Ford for the truck/car vehicle and forced Chevy to put the El Camino project back on the shelf.



Engine

235 cu.-in. I6

283 cu.-in. V8

348 cu.-in. V8


Transmission

3-speed manual

4-speed manual

2-speed Powerglide automatic



1964-1967 El Camino 

'66 El Camino










(Second Generation)


During the El Camino's hiatus, GM was taking notes on Ford's progress with the Ranchero. After a few years, Chevrolet decided they had the El Camino style and design right in the sweet spot for a relaunch in 1964. With a smaller frame and style based on the Chevelle, the El Camino started seeing good enough sales to keep it in Chevrolet's lineup for a while, a long while. The El Camino stayed on Chevrolet's roster for more than two decades with 1987 being the last year for the odd but successful Spanish-named car/truck.


One of the things that helped keep the second-generation El Camino selling so well was the engine performance. Since it was based on a Chevelle, the El Camino came available with almost all the same upgrades that were available on the Chevelle, including the 327 cu.-in. motor in the first two years, then a beefed-up 396 cu.-in., starting in 1966. 



Engine

194 cu.-in. I6

230 cu.-in. I6

250 cu.-in. I6

283 cu.-in. Small-Block V8

326 cu.-in. Small-Block V8

396 cu.-in. Big-Block


Transmission

3-speed manual

4-speed manual
2-speed Powerglide automatic



1968-1972 El Camino 

1970 El Camino











(Thrid-Generation)


In this generation, the El Camino would see some major performance upgrades to keep up with the muscle era. This would include an SS396 which had an actual displacement of 402 cubic inches (6.6 liters). The next engine up was an even more powerful LS6 454 cu.-in. that put out 450 horsepower and 500 lb.-ft. of torque. Yes, this beast was powerful and could run the 1/4 mile in the upper 13-second range. 


Then 1971 came around, and the EPA (Environmental Protection Agency) came down hard on all of the automotive companies. Mandated lower-octane unleaded fuel pushed for a reduction in engine compression, and GM's A.I.R. system (smog pump) was added to control tailpipe emissions. No more big horsepower outputs for the El Camino, and even worse for gear heads, most other cars suffered the same fate. 


Most all the engines in the El Camino lineup suffered about a 150-200 horsepower decrease. This was a sad time for muscle cars (the end of an era). 


Engine

230 cu.-in. I6 

250 cu.-in. I6 

327 cu.-in. V8

307 cu.-in. V8

350 cu.-in. V8

369 cu.-in. V8

454 cu.-in. V8


Transmission

3-speed Manual

4-speed manual

2-speed Powerglidue auto.

3-speed Turbo-Hydramatic auto



1973-1977 El Camino 

'74 Chevrolet El Camino








(Forth-Generation)

This would be the largest and longest El Camino of all of the generations. The new redesign used the Chevelle bodylines and Chevrolet's station wagon chassis. This was without a doubt the most comfortable driving El Camino but was also the heaviest.  

The energy-absorbing hydraulic front bumper systems early in the generation years were truly undesirable. Moving forward it seemed that not just Chevrolet, but all of the automotive companies were in the business of making fuel-efficient cars that were both safe for the people and the environment. Through these years, the El Camino would receive a lot of upgrades including suspension upgrades, standard front disc brakes, interior redesigns, a lift in ground clearance, High Energy Ignition (High Energy Ignition), some headlight rearrangements, and more.  

Powerplant

Engine

250 cu.-in. I6

307 cu.-in. V8

350 cu.-in. V8

400 cu.-in. V8

454 cu.-in. V8


Transmission 

3-speed manual

4-speed manual

3-speed Turbo-Hydramatic auto



1978-1987 El Camino 


1986 El Camino








(Fifth-Generation)

For this new generation, the El Camino would see some different changes. The V6 Chevy and V6 Buick 90-degree engines would replace the inline-six cylinders. The 454 cu.-in. engine was dropped for an Oldisomblie sourced 350 cu.-in. diesel powerplant. You had a choice of four different trim models: Classic, Black Knight (1978) Royal Knight (1979–83), Conquista, and the SuperSport (SS). 


The 1983–87 El Camino SS was offered as a conversion (completed by Choo-Choo Customs Inc., of Chattanooga, Tennessee) to include the aerodynamic front-end similar to the Monte Carlo SS, but it did not receive the L69 engine package.


Moving on with the times, Chevrolet moved production to Mexico and added a 4.3-liter fuel-injected V6 as their base engine for 1985-1987. The El Camano ended production in '87. 


Engine

3.3 L (200 cu in) Chevrolet V6

3.8 L (229 cu in) Chevrolet V6

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) Oldsmobile deisel V8


Transmission

3-speed manual 

4-speed manual

3-speed Turbohydromatic automatic. 





Black Custom El Camino










28 Years of El Camino Existence 

It sounds odd that a car/truck would make it through so many generations, but then again, look at the minivan. The El Camino may be out of production now, but it is not out of America's automobile history or memory.  

You'd be hard press to show up to a car show and not see at least a couple of these El Caminos, either in their stock form or customized for show or drag racing.