With the 1971 models compression ratios began falling in anticipation of the non-leaded gasoline needed for catalytic converters. When muscle cars were at their peak, environmental concerns began to emasculate them. Ford had also been active with the muscle, culminating in its 429 cubic inch (seven litre) Cobra Jet V-8 for the 1970 Ranchero GT.īut conditions were about to change. In 1969 sales increased again, so Chevrolet responded for 1970 with an even bigger optional engine, the tire-smoking El Camino SS 454 with 454 cubic inches (7.4 litres). The market was clearly ready because 1968 El Camino sales rose 20 percent to almost 42,000, the highest so far. In addition to the country squire and horsy set it attract a new clientele, one looking for speed not cargo space.īy 1968 Chevrolet was emphasizing the sporty aspect by offering the El Camino SS 396 with the 396 cu in. Chevrolet chose the Chevelle as its entry in the performance race, and since the El Camino was Chevelle-based it could join in too.Īlmost all options available for the Chevelle SS396 muscle car could be had by El Camino buyers seeking higher performance. The Chevelle proved to be a good choice because the industry was on the verge of the big-engine-in-a-light-car “muscle car” craze kicked off by the 1964 Pontiac GTO. Although now an intermediate, its box was bigger than the original in both depth and length. When it reappeared in 1964 it was based on the mid-sized Chevelle two-door wagon. The first was that the two-door, full size Chevrolet wagon on which it was based was discontinued the second was that sales had dropped from over 22,000 1959s to about 14,000 1960s.īut the El Camino wasn’t gone forever it had only taken a three year hiatus. Surprisingly the El Camino left the scene after only two model years. The El Camino carried into 1960 largely unchanged except that the fins were flattened for a less flamboyant appearance. A floor-shifted, four-speed manual was available with higher output engines. ![]() Transmissions were a column shifted three-speed manual, available with overdrive, a two-speed “Powerglide” or “Turboglide” automatic. Options were a 4.6 litre (283 cu in.) V-8 in two horsepowers. The standard engine was the 3.8 litre (235 cu in.) overhead valve, 135 horsepower inline six. Suspension was by coil springs all around and payload ranged up to 522 kg (1,150 lb) depending on suspension and powertrain. ![]() The El Camino had the Chevrolet’s X-braced frame, and a steel-floored cargo box with 33 cubic feet volume. The bench seat accommodated three passengers. This gave it those “bat wing” rear fins, slim pillars, large wraparound windshield and full rear window for 360 degree visibility. Not to be outdone, Chevrolet’s response was the 1959 El Camino (Spanish for “the road’) sedan-pickup based on the Chevrolet station wagon. The target market was people like gentleman farmers and field supervisors who wanted a little more glamour and luxury in their everyday driving. ![]() A bonus was access to virtually all car luxury options and conveniences. ![]() It combined cargo carrying versatility with car-like driving characteristics. To create this novel approach to a light commercial vehicle Ford removed the rear part of a two-door Ford station wagon and replaced it with a smoothly integrated utility box. introduced its 1957 Ranchero sedan-pickup it added a new car-like dimension to American light duty trucks.
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