Car Column

Would you like fries or rings with that order?
Bruce Kunz

01/22/2007
A 1967 Chevrolet El Camino.(http://www.mcclellansautomotive.com/)

Four Barrel Trivia Question of the Week: 1. The General’s truck division (GMC) made a sister vehicle to the El Camino. What was it called? 2. Name the birthplace of William Jefferson Clinton. 3. Clinton’s step father Roger Clinton Sr. once owned a car dealership. What brand of new cars did his dealership represent? 4. What was the name of the Ford “truck” of similar style? Faithful reader Dave Trout asked if I would do a story about the Chevrolet El Camino. This one’s for you Dave.If you freeze up when the kid behind the counter asks, “do you want fries or onion rings with that burger”... you just might be a candidate for a Chevy El Camino. If you’re the type of individual who is prone to waffling... you just might be a candidate for a Chevy El Camino. Imagine for a moment, the year is 1974. You’re standing in the showroom of Bale Chevrolet, a Little Rock Arkansas Chevy dealer since 1912. Twenty-eight year old, University of Arkansas law professor, William Jefferson Clinton is browsing the floor when a salesman, wearing a seafoam green leisure suit, walks up to him and asks, “are you interested in a car or a truck?” Bill probably would have responded by saying, “it depends on what the meaning of the words ‘car’ and ‘truck’ mean.” Designed for the indecisive in life, the El Camino may be the quintessential “crossover” vehicle, featuring “car styling with pickup truck utility.” Unlike today’s so-called crossovers, these early models were identical to their automobile counterparts from the front seat forward, but had a handy, half ton pickup bed out back. This type of body style is referred to as a “coupe utility.” By definition, the difference between a “pickup” and a “coupe utility” is that the former has a separate, bolt on pickup bed, whereas the latter has a bed which is incorporated into the body of the vehicle.
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Keep in mind, the first El Camino was introduced in 1959, a.k.a. the “good ol’ days” before pickup trucks had become respectable. June Cleaver wouldn’t have been caught dead behind the wheel of a C-10 pickup, but the El Camino, on the other hand... well that was a whole ‘nother story. The smart looking, first generation El Caminos, based on the Chevy Impala of ‘59 and ‘60, were classy enough to be seen in front of Dillard’s department store of Little Rock, yet handy enough for Ward Cleaver to bring home a sheet of plywood for Beaver and Wally’s train set.Ford was the first manufacturer to venture into these uncharted waters in 1957 with their... uh-oh... I feel a bonus trivia question coming on! (Do you know what Ford’s “ca-truck” was called?) Chevy followed two model years later, introducing the first El Camino, based on the full size Chevy automobile, in October of 1958 for the 1959 model year.Dave, in answer to your specific question regarding the last year of El Camino production... they were manufactured through the 1987 model year. The early, first generation El Caminos of 1959 and 1960, were short lived. Although truck division sales as a whole were very good for Chevrolet in 1960, El Camino sales were a bit disappointing, in part due to Ford’s two year head start with their catruck which was a handsome specimen indeed. Like Chevrolet, Ford borrowed body parts from the brand’s full sized automobile line, and in Ford’s case, it was the 1957 model year, a strikingly handsome car whose looks led it to a banner year, outselling Chevrolet for the first time since the early thirties Model A.The 1959 El Camino was available in two exterior trim levels... the base model borrowed side trim from the full size Bel Air automobile and the deluxe model shared side trim with the Impala. For 1960, only the Impala trim was used. Engine and transmission options which appeared on the automobile’s order sheet, also applied to the El Camino for the first generation Cammies. The base engine was a 235 cubic inch, 140 horse, straight six. Options included the highly popular 283 cubic inch V-8 and the 348 cubic inch motor, a block borrowed from the truck division’s parts bin. The V-8s were available in horsepower ratings starting at 230 and going all the way up to 315, based on variable stages of tuning and carburetor/exhaust packages. Most convenience and appearance options from the car line were also available on the El Camino. A total of 22,246 1959 models were built, and only 14,163 for 1960.El Camino sales, as indicated earlier, were lackluster at best, not only because of the Ford’s early success in this market, but also because, by 1960, Ford had switched to an all new model based on the highly popular Falcon compact chassis. Chevrolet decided to bow out of the market, but only temporarily. After a three year hiatus, during which the bow tie marketing team watched continued success of the Ford product, a totally new, second generation El Camino was introduced for 1964, based on a brand new “intermediate” size automobile, the Chevelle. The new mid-sized GM autos were an instant hit, filling the gap between the typical large American cars that consumers had become so accustomed to over the years, and the American built compacts which hit the scene in 1960. The Corvair/Falcon/Valiant trio was conceived in answer to the public’s demand for smaller, more fuel efficient platforms like VW and others had been dumping on our shores since the early fifties. This was a car (or truck) that aunt Dorothy could appreciate– a “just right” size, thrifty to operate and easy to maneuver in the parking lot of the local “shopping center.” As with earlier models, the new El Camino was available with most of the options listed for the car version. One notable exception was the nixing of Chevelle’s most powerful engine options. Chevrolet higher ups thought that inclusion of the high performance engines would detract from the El Camino’s image of a practical, utility vehicle. We all know of course, who’s the boss? The consumer... and ultimately consumer demand would win out just one year later. In 1965 and 1966, Chevy added some potent engine choices. For 1965, a 350 horsepower version of the highly popular 327 cubic inch V-8 was available. This robust mill was capable of propelling the El Camino through the quarter mile in the low 15’s at a speeds of around 90 mph. In 1966, the ante was upped even further with a new, 396 engine lineup rated anywhere from 325 to 375 horses. The 1967 model, shown in the photo above decked out in Granada Gold Poly, was for the most part a cosmetic make-over of the 1966 edition. Sales improved for the new Chevelle based El Caminos and the marketing gurus at Chevy would see fit to produce three additional generations.The third generation El Camino was introduced in the fall of 1967 for the 1968 model year and followed the evolution of the Chevelle on which it was based. The 1968 Chevelle/Caminos wore a totally restyled body, riding a slightly larger platform than before. Engines became increasingly more potent as the “muscle car” era developed. A high performance “Super Sport” package was offered for the new Camino of ‘68, following the lead of Chevelle. 1969 and 1970 models were little changed cosmetically, but by 1970 a new pinnacle of performance was reached when Chevrolet offered a brand new SS396 package. Although all body emblems reflected the “396” moniker, this new engine actually displaced 402 cubic inches. Chevy’s decision makers must have been giddy over the increasing performance figures, so, just to do one better, they offered a handful of buyers the potent LS6, a Corvette inspired 454 cube engine rated at 450 horsepower and twisting out 500 foot pounds of torque! This engine lowered quarter mile times to the upper 13’s at speeds of nearly 105 mph.Then, just when things were getting fun, the government had to go and spoil things. Much like Elliot Ness came knocking on the door of the local speakeasy, the government agencies which dealt with things like air pollution and fuel consumption, came rapping on the doors of Detroit’s “big three.” New emissions requirements brought mandates for lower octane, unleaded fuel and reducing displacement and de-tuning engines was the only way auto manufactures could comply with the new rules. Things only got worse in 1972 as the industry struggled harder to meet the demanding requirements of the feds.Once again in 1973 the Chevelle was restyled and so to was the El Camino. Once again size seemed to matter to the American consumer and the Chevelle/Camino chassis expanded to meet demand. The fourth generation El Camino, however, was constructed with state of the art technology. The result was a vehicle that, while larger, was actually lighter than its predecessors.The fifth and final generation of El Caminos enjoyed a lengthy life span starting in 1978 and running all the way through the 1987 model year. Now down-sized slightly, the new El Camino shared body and chassis parts with the new Malibu and Monte Carlo automobiles of the period as the Chevelle moniker was now a part of automotive history. Early and mid generation models saw introduction of GM’s 90 degree V-6 engine and some EC’s of 1982/1984 vintage were fitted with Oldsmobile’s diesel engine, a choice many would soon rue as the infamous Olds diesel was plagued with problems from the git-go.By 1987, sales of Chevy’s popular S-10 compact pickup were exceeding those of the passenger car counterpart so bow tie decision makers decided to slam the tailgate on the El Camino for once and for all.An interesting side bar: You may know that GM’s Australian division Holden, makes a car based on the Pontiac Gran Prix. Did you know that they currently produce a “coupe utility” model called the Ute? For a photo of what a modern day El Camino might look like, click on: http://en.wikipedia.org/wiki/Holden_Ute.Do you know the difference between antique, collectible and Classic Cars? Spend a week at beautiful YMCA Trout Lodge on Sunnen Lake in Potosi, Missouri, June 3rd-8th or August 12th-17th, 2007, reminiscing about your first car while learning how to be an old car hobbyist from The FIN MAN himself. The 6-day, 5-night program for adults 55 and older, runs $548 each double occupancy, $628 single and includes The FIN MAN’s presentation, PLUS two additional programs, one discussing antiques and collectibles (what’s hot and what’s not) and the other covering Route 66, Main Street USA, plus lodging, meals, classes and entertainment. An evening of wine tasting is provided by a local winery. For more information or to register, go to the YMCA of the Ozarks web site at: http://www.ymcaoftheozarks.org/OlderAdults/index.cfm. Please tell them you heard about it here. Bruce Kunz is available for your group’s special event and is currently booking dates for 2007 and 2008. During his appearances, he presents an overview of the collector car hobby plus a detailed look at American cars from the fifties and sixties. His program includes a Power Point presentation with images of collectible automobiles and various associated nostalgia and Americana. Guests also have the opportunity to play “FINS for FUN” (which inspired his nickname), the video car trivia game Mr. Kunz first produced in 1987, in which players compete for auto related prizes donated by supporting Fin Man sponsors. For more information, click on this link: http://groups.msn.com/the-fin-man/seminaragenda.msnw. Bruce Kunz is a member of the Society of Automotive Historians, the St. Louis Chapter of the Buick Club of America and the Monte Carlo Owners Association of America. He welcomes your comments and suggestions. To e-mail him, click here > mailto:the_fin_man@msn.com.

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