The Chevrolet El Camino: The Most Successful Car/Truck

 

The El Camino History 

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 its own version of a car/truck called the Ranchero in 1957. The Ranchero saw such a good response from its consumers, like in true competitive fashion, Chevrolet was ready to get in on the game.  

The El Camino by Generations 

1959-1960 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 ax 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 

(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 

(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 

(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 

(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. 

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. 

1970-1973 Split Bumper Camaro RS

Split Bumper Camaro

To say the least, the split bumper Camaros are great-looking muscle cars that are sought-after by many car enthusiasts. But there has always been a lot of confusion about which Camaros came with the split bumper option.

Camaros with the RS trim package RPO Z22 option are the Camaros that were originally meant to come off the assembly line with the split bumper feature. There are a lot of split bumper replicas out there because of the high demand for the unique look the Z22 option produces.  

Since there are more original full bumper Camaros, there is a huge market for kits that can transfer a Z28 or an SS trim package into a split bumper look. If you're okay with a replica, then there's no problem, but if you want an original split bumper Camaro for investment purposes, then you need to know what you're looking for or you are sure to get duped. 

If you are looking for a Camaro with a legit Z22 option trim package, you will probably be making a smart move by doing some investigating on these Camaros before purchasing one. Taking someone's word for it is a fool's game. In fact, there are ways you can find out if the Camaro you are looking at is a real RS trim package or if it is a Z28 or an SS trim package with aftermarket Z22 parts.

Could it be a Z28 or an SS with a Legit Split Bumper Z22 Package?

Yes! It's important to know that just because a '70-'73 Camaro is a Z28 or an SS doesn't mean that it couldn't have been specially ordered from the factory with the Z22 option. You see that all the time, even in today's Camaros, Z28s ordered with RS stripes, ground effects, leather delete, etc.  

Don't get fooled. If you're looking to purchase a true split bumper Camaro, ask the owner if they have a build sheet. If they do, then the build sheet should specify if the Camaro was optioned with the Z22 package. If it wasn't, then the bumper most likely is aftermarket. 

If they don't have a build sheet, then specific features of the car should tell you what you are looking at. A true Z22 package should have most of these options: body-colored inserts on the door handles, bright chrome window and body trim, sill and hood panel moldings, hidden wipers (RPO C24) option, and bright accented parking lights, tail lights, and backup lights.  

There is one other way to find out the true identity of the car. Takedown the VIN# and call Chevrolet or use the Internet for the information you need. It may take a while, but it could be very well worth it. 

It also should be noted that an RS package is not worth more than a Z28 or an SS package. But if a Z28 or an SS came original with a full bumper and it was converted to a split bumper, that could decrease the value of the Camaro.

 

69 of 69: Last 1969 Camaro ZL-1 - Sold - Crashed - Restored

 

The Last 1969 Camaro ZL-1

Although the ad doesn't indicate, this 1-of-69 ZL-1 Camaros is actually #69. The Hugger Orange Camaro rolled off the assembly line in early 1969 and then was shipped off to the Huebner Chevrolet and Oldsmobile Dealership in Carlton, OH. 

1969 Camaro ZL-1 #69 History 

The Camaro was sold by Archie Huebner to an unknown customer. Through the first couple of years, the ZL-1 received custom candy-coated cobb-web stripes by the famous custom vehicle painter "Greg of Akron". 

The Camaro also received a healthy 396 to replace the famous ZL-1 aluminum-block and wider wheel wells for wider rear tires. In the hands of its's first owner, the Camaro turned in a quarter-mile time of 11:29 sec. at Norwalk Raceway in Ohio. 

 

After a few years, the Camaro was sold to a second owner and then thrid. Eventually, the Camaro would get sold to a fourth owner in '78 with only 11,000 miles on it. He would then sell it to a friend in '81 who ended up wrecking it within a week.    

#69 ZL-1 Camaro Restoration Time 

The Camaro sat for 22 years without no one really knowing what kind of Camaro it was. Then one day someone sent the owner a letter inquiring about the Camaro. So the owner and some friends did some research only to find out they were sitting on a goldmine. 

After all the research and the number checking, it was time to start shopping for NOS sheet metal, parts, and everything else that was no longer salvageable on the Camaro.

 

The 396 engine was pulled a long time before the restoration was started, but luckily for the restorers, they found the original 427 aluminum-block that matched the code for the Camaro. 

1969 Camaro ZL-1 Fact Sheet

Vin# 9N650977 (#69) 

• M22 4-Speed HD Close Ration Transmission
• A01 Soft-Ray Tinted Class
• D55 Center Console 
• D80 Air Spoiler Equipment
• U17 Special Instrumentation
• U63 AM Pushbutton Radio
• Z21 Style Trim Group 
• 5927 72-72 Hugger Orange
• Sports Car Conversion
• 9737 Tires (in place of PL5)

The Last 1969 ZL-1 Camaro's Resting Place

Unfortunately, I have done some research and found other documented true '69 ZL-1 Camaros, but I have yet to find this one. I've heard rumors and stories, but nothing positive enough for me to put in writing under fact. Maybe it is in a museum somewhere or held down at someone's garage? 

Hopefully, It's Safe! 

Difference Between the Yenko Camaro and COPO Camaro

 

Difference Between the Yenko and COPO 

Most people probably know about how badass the Yenko and the COPO Camaros are, but how many people know where the names come from and what’s the difference between the two. Of course, if you are a diehard Camaro fan with a lot of knowledge of the first generation Camaros, you probably know some or all of the facts, but just in case you don’t, here is a little bit of education.

The Yenko

In 1967, Don Yenko, owner of Don Yenko Chevrolet, contacted General Motors and ordered 54 Camaros straight from the factory with a special mission in mind. That special mission was to convert those Camaros into Yenko drag strip-ready IHRA/NHRA Stock and Super Stock Camaro competitors.

(How many Yenko Camaros were built and sold from 67 through 69 is really unknown. The same goes with COPO Camaros; ask ten different experts and you're likely to get ten different answers).

When these Camaros first showed up at the Yenko Dealership, the first order of business was to take out the existing 396-cu.-in. engines and replace them with 427 big-blocks. Although a lot of numbers swirled around about how much horsepower they produced, it was estimated around 425-450-hp (depending on who you asked). Along the way, Yenko also had all Yenko labeled Camaros beefed up with other goodies like traction-bars and 3:73-positraction rear-ends. 

There was only one problem with Team Yenko’s plan to turn the Camaros into drag strip-ready Camaros, they were not allowed to race in the IHRA/NHRA Stock or Super Stock classes. These classes were strictly for cars that had no engine changes or any other big mechanical changes after they left the factory. They were not banned from all drag racing, just the Stock and Super Stock classes that the Yenko Team was aiming for, so eventually the Yenko program was canned. 

A lot of people think that the reason Yenko stopped the program was because of the inability to race in their intended classes. That was part of the reason, but most of the reasons were because Yenko was losing money on the pulled 396 motors and rear-ends they could not seem to get rid of and the program was losing even more money since GM would no longer warranty the Camaros if they were modified after they left the factory. That either fell in the hands of the owner or Yenko himself.

 

69 COPO Camaro   

It’s true, the name strikes fear in the hearts of racers who dare to pull up next to one in the staging lanes. They dominated the Stock and Super Stock classes for a long time.

COPO stands for (Central Office Production Order) and this program was invented specifically to put competitive Camaros in those Stock and Super Stock classes. If you ordered a Camaro from the central office, the build sheet would go to the factory, and when the Camaro rolled off the factory line complete, whatever you asked to be installed would be installed and considered stock. With that being said, there was nothing IHRA or NHRA could do about excluding the cars from racing in stock classes.

Ultimately, it was Fred Gibb and Don Yenko that pushed Chevrolet into making this program happen. Chevy saw the need for competitive Camaros in these classes for the use of sponsorship and of course bragging rights. They were Camaros, they were stock, and they were Mustang and Mopar eaters for a long time at the track. The 427 big-blocks made 425-hp and 460-lb.-ft. of torque, they took home a lot of trophies.  

Last Note 

A lot of people believe the COPO division was designed for the 69 ZL1-Camaro and then squashed, and then brought back in 2013 for the Camaro again. But the General Motors COPO Division has been around since GM made fleet vehicles e.i. cop cars, taxis, tow trucks, etc. All vehicles that are ordered specially from a corporation, charity, a government, or something like that are considered specialty-made vehicles or COPO vehicles. (It wasn’t just a program made up for one of the baddest Camaros ever produced, the Camaros just stole the spotlight). 

  

 

Brand New Trans Am "Smokey and The Bandit" Car

Update 12/2020

"Smokey and The Bandit" Trans Am

Well, as everyone excepted, the "Smokey and The Bandit" Trans Am was going to sell out fast, and that's exactly what it did. But with the Pandemic and the holidays on the horizon, keeping your eyes open for one on sale is a good idea.  In fact, this December, I've come across a couple of them for sale. I can't say rather or not they're priced to move, but they are for sale and they're collector items.  

There are some imposters out there, so to be on the safe side, take the VIN# down and call transamdepo.com to make sure that it is an official (1-of-77 Trans Am Smokey and The Bandit Special Edition cars). There is a big difference, one that could leave you on the losing side of a car transaction.

Update 2018

 

Trans Am Worldwide is announcing that they will be producing 77 Trans Am Bandit Sports Cars signed and certified by the man himself, Burt Reynolds. The reason for the off-beat number being built of 77 represents the year the movie "Smokey and the Bandit" came out in theaters (1977), and it represents the year Trans Am that was used for the movie. 

With 800+ horsepower, these Trans Ams are sure to be a little bit more fun to drive than the ones that were raced around in the movies. Probably more expensive and harder to get your hands on as well, but if you do, this would definitely be a collector car.

6/7/13

 

Trans Am-Firebird

There is a lot of talk about if GM will ever come back with a Trans Am or a Firebird, but that is just what it is, talk. If GM does decide to bring it back, there would be a lot of car enthusiasts very happy with their decision. If they are planning on making this type of move, they are defiantly keeping a very tight lip on what they're going to do and when.

There is one fact that has been made very clear by GM. If they do bring back the Trans Am and Firebird, they will not be bringing back the Pontiac brand. All production would be under the authority of GM and the Pontiac name would not even be used for the Trans Am campaign. One last thing that is pretty well-known about the situation is that they would probably be produced in the same factories as the Camaros and would be sold at Chevrolet dealerships where Camaros are sold. 

Build Your Own Trans Am/Firebird

If you're someone who does not want to wait for GM's decision and you must have one no matter what, there are alternatives. Companies like Trans Am Worldwide build authentic-awesome-looking prototypes of Trans Ams, Firebirds, Hurst, and Firehawks that can be customized personally and purchased by private owners.

The process is really cool! Brand new Camaros are purchased, then ground effects, bumpers, spoilers, customer interiors, and whatever else that needs to be replaced are replaced with prototype parts for the unique styling that replicates what a new Trans Am would probably look like if GM was to start making them again. The nice thing about these projects is that they're made from new Camaros, which should be enough to ensure that these Trans Ams are built American Motor tough.

Rarest of Rarest Corvettes: Own One Without Paying A Million Dollars

 

Rare Corvettes for Less

Some of the rarest sports cars of all time are a group of five early '60s Corvette Grand Sports built with the sole purpose of running in the GT classes at the Sebring 12 Hours and the 24-hour LaMans races. The Godfather of Corvettes, Zora Arkus-Duntov, led the crusade of light-weight race-ready roadsters that were designed to compete with the dominant Ford GTs and the rest of the field's competitors.

Duntov had planned on building 1,000 of these Corvettes, but only five Corvette Grand Sports were originally built at this time in the ‘60s. Two of the Corvettes [#001 and #002] were put to the side and three others were sent to John Mecom of Houston, TX, who eventually sent them off to three other prominent individuals in the racing industry.

Purchasing One Of These Rare Beauties

So let's say you were not lucky enough to be one of those people who received one of those five Corvettes, but now you would like to see if you can purchase one today. Well, although these Corvettes are not relevant in the 24-hour LaMans and other races anymore, fat chance of getting your hands on one for under five million dollars. A few years back, the #002 Corvette Grand Sport found its way to an auction block, and although the high-bid was $4.9 million, it was still not enough to take the blue beautiful race car home.

If you're like most car guys, you probably don't have $4.9 million sitting around for a sports car that you wouldn't even want to drive that much anyway. But getting something similar and in many cases, much more modern and driveable with an affordable price tag is definitely feasible. 

Superformance, a car-building company in Southern California pushed to get granted the licensing to build replicas of Zora Duntov’s famed Corvette Grand Sport making it possible to own one, well at least a replica of one.

Superformance was even granted original build sheets for the #002 Grand Sport Corvette. They claim that if you wanted a replica almost identical to the original, they could build you one that only experts could tell it’s not an original #002 Grand Sport. But if you are like a lot of people, you may be just looking for the look of the legendary Corvette and the performance and comforts of a newer vehicle, and that's fine too, Superformance can build something like that as well. 

Customize Your Own Corvette Grand Sport

Superformance will work you up a vintage Corvette Grand Sport of your liking. Features like power steering, four-wheel disc brakes, power windows, A/C, and fully independent front and rear suspension with Bilstein suspension components can be optioned up for your Vette. There are roadster versions available, but they will look and drive more like the race Corvettes of the past, and many features and options of the coupe will be limited. But as far as power plants go, Superformance offers a variety of engines including an LS9 supercharged monster that can really make the coupe and the roadsters fun to drive.

There are actually seven engines in all to choose from. All engines come with a 2/year 50,000-mile warranty that can be serviced at your local authorized dealer. The greatest thing about the Superformance Corvette Grand Sport replica is the price tag. Depending on your options and how customized you want it, your price tag will still be just a fraction of the price you would have to pay for the real thing.