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108-425: Introduced in 1958 as Chevrolet's mid-priced station wagon, Brookwoods were trimmed in line with Chevrolet's mid-priced Chevrolet Biscayne models. The Brookwood offered for the 1958 model year was a 4-door station wagon, available in either six- or nine-passenger models. For 1958, Chevrolet models were redesigned longer, lower, and heavier than their 1957 predecessors. The first ever production Chevrolet big block V8,

216-559: 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

324-459: 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. A new, trimmer El Camino was unveiled in 1978, adopting the new, more sharp-edged Malibu styling, and a one-inch longer wheelbase of 117.1 in (2,974 mm). The front end sheet metal and doors were shared with

432-656: A V8 engine starting midway through the 1971 model year. Production of the Biscayne for the United States market ended for 1972; it wasn't advertised that year in Chevrolet's brochure but was available for fleet buyers. However, the Biscayne name was still used in Canada through the 1975 model year, with a 350 cubic-inch V8 engine and Turbo Hydra-Matic automatic transmission made standard for 1974. The station wagon model had been sold as

540-451: 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

648-451: 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

756-421: A platform for the rear seating area. This was described, but not pictured, in the dealer brochure . In 1959, the car was redesigned, and now sat on an inch-and-a-half (3.8 cm) longer wheelbase. In 1959 the two-door Utility Sedan appeared, a version lacking a rear seat and being intended as a delivery vehicle. In total, there was 2 different body styles, 2-door sedan and 4-door sedan. The Chevrolet Biscayne had

864-507: A price of $ 2,365, the entry level Biscayne Fleet Master had a price of $ 2,295 and the top level Impala had a price of $ 2,772. 1960 Chevy Biscayne were used as presidential vehicle in South Korea . In 1960, a lower-priced, sparsely trimmed version of the Biscayne called the Fleetmaster was produced. Aimed primarily at the fleet market, the Fleetmaster included a lower grade of upholstery than

972-495: 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

1080-447: 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

1188-475: 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,

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1296-486: A special paint treatment and finally the Super Sport which was the sports model available with six-cylinder and V8 engines. Chevrolet later offered a Black Knight model in 1978 which ended production after only 1,200 examples were produced due to legal problems with the rights holders over the use of the name. This model featured a large hood emblem of two dragons and a knight, and would be reworked and relaunched for 1979 as

1404-649: 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 m ). 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

1512-497: 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

1620-490: A totally new body, not just new sheet metal. Its wheelbase remained 119 in (3,023 mm), but its length was now reduced slightly to 209.3 in (5,320 mm). All engines options of the previous year remained in effect with the standard engines being the 235.5 CID Six of 135 hp (101 kW) or the 283 CID V8 of 170 hp (127 kW). The V8 cost $ 110 more than the Six and weighed 5 lb (2.3 kg) less. In 1961,

1728-577: A vinyl top. For 1972, GM listed a four-door Chevrolet sedan and the Brookwood in that year's Biscayne line. For 1973, GM eliminated the Chevrolet Brookwood name in the United States, with the Bel Air, Impala and Caprice (the latter known as the Caprice Estate) nameplates continuing, replacing the previous Townsman, Kingswood and Kingswood Estate names, respectively. In Canada, the Brookwood nameplate

1836-427: The 348 cu in (5,700 cc) , was now an option. Chevrolet's design for the year fared better than its other GM offerings, and lacked the overabundance of chrome found on Pontiacs, Oldsmobiles, Buicks and Cadillacs. Complementing Chevrolet's front design was a broad grille and quad headlights that helped simulate a 'Baby Cadillac'; the wagon's tail received a fan-shaped alcove on both side panels, similar to

1944-506: The Brookwood , but for 1973 the Biscayne station wagon made a return for the Canadian market only. Like its stablemates, the 1975 Biscayne received new dashboard, radio and climate control graphics (including a 100-mph speedometer with kilometer equivalents) and the availability of two new options: an Econominder gauge package (with temperature gauge and a gauge that monitored fuel economy, based on

2052-530: The "Street Racer Special," a 1968 Biscayne coupe with dealer-fitted high-performance 427 cubic-inch V8, and heavy-duty suspension components, turning the Biscayne into a serious drag car. Biscayne with high-performance equipment was often nicknamed "Bisquick" by enthusiasts. Like the slightly upscale Bel Airs, Biscaynes are easily identified by the use of two taillights per side; the only exceptions to this were in 1959 and 1972. The more expensive Impalas (and later Caprices) have three taillights per side. The Biscayne

2160-412: 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

2268-517: 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

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2376-431: 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

2484-406: The 1958-only Chevrolet Delray ). The absence of most exterior and fancy interior trimmings remained through the life of the series, as the slightly costlier Chevrolet Bel Air offered more interior and exterior features at a price significantly lower than the top-of-the-line Impala and Caprice . The Biscayne was named after Biscayne Bay , near Miami, Florida , following a trend by Chevrolet at

2592-568: The 1959 model year. 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 redesigned full-sized Chevrolet of that year. Highly stylized, it initially sold 50% more briskly than

2700-418: The 1964 models came standard with deluxe steering wheels with horn rings, deep-twist carpeting and foam-cushioned front seats. At its introduction for the 1958 model year, the Biscayne was available as a two- or four-door pillared sedan. In 1958, there was also the even lower-priced Chevrolet Delray , but this was discontinued for 1959. There was a 2-door Delray Utility Sedan offered in 1958, which substituted

2808-461: The 1970 model year. The 1967 Chevrolet Biscayne 2-door sedan with a 427 under the hood and a 3-speed manual did 0-60 mph in 6.1 seconds, and the quarter mile in 14.6 seconds. A base model 2-door Biscayne would cost you $ 2,472 (the Impala was $ 2,728) in 1965. In 1970 a base model Biscayne would cost $ 2,897 (the Impala was $ 3,150). The Turbo Hydra-Matic transmission was made standard on all cars ordered with

2916-464: The 1971 model year, all full-sized station wagons, including Brookwoods, received the previously optional Turbo-Hydramatic automatic transmission as standard equipment. Despite the series' economy roots and entry-level positioning, virtually all previous Brookwoods have been built and sold with an automatic transmission. Brookwoods received Chevrolet's front fascia restyle in 1972 and could be ordered with any number of options from full wheel covers to

3024-468: The 1983 model year. The Royal Knight package was also discontinued in 1983. The 1983–87 El Camino was also offered as a cosmetic conversion through select dealers (completed by Choo-Choo Customs Inc., of Chattanooga, Tennessee). Modifications included an aerodynamic front end similar to the Monte Carlo SS, side exhaust skirts, and aluminum wheels. The conversion also included the addition of SS decals on

3132-399: 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

3240-517: The Biscayne to put more effort into cars like the Chevrolet Vega and Chevrolet Chevette . Chevrolet El Camino The Chevrolet El Camino is a coupé utility vehicle that was produced by Chevrolet between 1959–1960 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

3348-594: The Biscayne, the first being that the government wanted more fuel efficient cars, and the Biscayne was not such. The second reason being that the Chevrolet Biscayne was starting to overlap with other GM models like the Chevrolet Bel Air and the Pontiac Catalina , including prices that also overlapped. The third and final reason was money, Chevrolet was losing money to foreign imports, so Chevrolet phased out

Chevrolet Brookwood - Misplaced Pages Continue

3456-474: The Biscayne, was assigned to the least expensive model, followed by the Townsman , Kingswood and Kingswood Estate models. Brookwood models could be ordered with either six-cylinder or V8 engines . 1970 model Chevrolet full-size station wagons were nearly identical to the 1969 models, the biggest changes being the elimination of six-cylinder availability and the redesign of the front fascia, which did away with

3564-501: The Biscayne. However, customers could purchase a Biscayne with any of Chevrolet's high-output big-block V8 engines and performance-oriented transmissions, including the floor-mounted four-speed manual transmission with Hurst shifter and low-ratio final drive. Original production numbers of cars built this way were very low, and examples of these high-performance cars are highly sought after by collectors today. Notably, Baldwin Chevrolet of Long Island, New York, became famous for offering

3672-476: 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

3780-549: The Chevelle Malibu with plusher cloth-and-vinyl or all-vinyl bench seats and deep twist carpeting. 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

3888-580: 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

3996-479: The Chevrolet Brookwood wagon nameplate (as well as the Parkwood and Nomad wagon names) for 1962, instead naming their station wagons after their series names: Biscayne (replacing Brookwood directly), Bel Air and Impala . The 1962-'64 Biscayne, Bel Air, and Impala wagons were very similar to Chevy's 1961 wagon models. In 1969, each Chevrolet station wagon regained its own unique model name. Brookwood, again related to

4104-558: The El Camino four years later based on the mid-size 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 the 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

4212-526: The Malibu, and the rear 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

4320-507: The Royal Knight option for Super Sport models. Following its debut as a redesigned "new-size" model in 1978, the 1979 model received minimal changes, which amounted to a 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)

4428-564: 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

Chevrolet Brookwood - Misplaced Pages Continue

4536-413: 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

4644-575: The basis for the new-for-1959 El Camino . Unlike the Brookwood, the El Camino could be ordered in trim levels corresponding to the entire full-sized car line including the Impala . 1960 marked the end of Chevrolet's full size 2-door wagons, and the end of 2-door Chevrolet wagons all together until the 1964 Chevelle 300 2-door wagon. Chevrolet's 1959 & '60 Brookwood (as well as the rest of Chevy's full size line up) still featured Chevrolet's "Safety-Girder" cruciform frame introduced in '58. Similar in layout to

4752-597: 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, and 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

4860-563: The body. Introduced in the 1959 model year in response to the success of the Ford Ranchero coupé 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,

4968-416: The brand-new, high-powered 409 V8s (of which only 142 were built in 1961) even found their way into the bargain-basement Biscayne Fleetmaster, with the direct intention of being used for drag racing. The all-new 1965 Biscayne was larger yet, and offered an even wider range of engines, including a new, larger 250-ci inline-six. For the 1967 model year the smaller 230 was dropped. For 1966 the top engine became

5076-610: The car series. Chevrolet eliminated its entry-level Delray -based Yeoman models and the Biscayne-based Brookwood became Chevrolet's least expensive wagon models. Brookwoods were now available in two-door or four-door body styles, both in six-passenger configuration only. The new Parkwood 6-passenger and new Kingswood 9-passenger wagons had Bel Air's model number, and as such were the middle range wagons. A variety of speed options, such as fuel injection, special cams and higher compression, gave horsepower ratings up to 315. The Nomad

5184-582: The car was built at the Oshawa Car Assembly in Ontario . Chevrolet Biscayne The Chevrolet Biscayne was a series of full-size cars produced by the American manufacturer General Motors through its Chevrolet division between 1958 and 1975. Named after a show car displayed at the 1955 General Motors Motorama , the Biscayne was the least expensive model in the Chevrolet full-size car range (except

5292-544: The convenience, room and power of a full-size automobile . While most Biscaynes were sold with a six-cylinder engine through the late 1960s, the V8 engine became the more popular powerplant by the early 1970s. The Biscayne was usually built as a two- or four-door sedan , although a four-door station wagon was available between 1962 and 1968 (and again after 1973 in Canada only). A low-priced, full-size Biscayne station wagon equivalent

5400-429: 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. 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

5508-442: The design featured an optional third row of forward-facing seats accessed by the rear side doors and a folding second-row seat — and could accommodate a 4 x 8' sheet of plywood with rear seats folded. The clamshell design required no increased footprint or operational area to open, allowing a user to stand at the cargo opening without impediment of a door — for example, in a closed garage. Three main factors helped kill off

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5616-416: The design featured an optional third row of forward-facing seats accessed by the rear side doors and a folding second-row seat, and could accommodate a 4 x 8' sheet of plywood with rear seats folded. The clamshell design required no increased footprint or operational area to open, allowing a user to stand at the cargo opening without impediment of a door — for example, in a closed garage. Midway through

5724-499: The driver's current driving habits) and intermittent windshield wipers. The fourth generation wagons featured a 'clamshell' design marketed as the Glide-away tailgate, also called a "disappearing" tailgate because when open, the tailgate was completely out of view. On the clamshell design, the rear power-operated glass slid up into the roof and the lower tailgate (with either manual or optional power operation), lowered completely below

5832-663: The exterior of the body. However, the majority of El Caminos sent for customizing weren't actual Super Sports. That distinction was only obtained by ordering the 'SS Sport Decor' option package from the factory which carries an RPO code of Z15. For 1985, 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

5940-569: The final vehicle. The GM Media Archive/Heritage Center confirmed that no 1988 El Caminos or Caballeros were ever 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

6048-466: 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

6156-420: The frame adopted for the 1957 Cadillac, it featured box-section side rails and a boxed front cross member that bowed under the engine. These "X-frames" were used on other 1958 to 1964 Chevys, as well as some Cadillacs. The rear was tied together by a channel-section cross member. This design was later criticized as providing less protection in the event of a side impact collision, but it persevered until 1965. For

6264-457: The frame adopted for the 1957 Cadillac, it featured box-section side rails and a boxed front cross member that bowed under the engine. These "X-frames" were used on other 1958 to 1964 Chevys, as well as some Cadillacs. The rear was tied together by a channel-section cross member. This design was later criticized as providing less protection in the event of a side impact collision, but it persevered until 1965. For 1961, full size Chevrolets again had

6372-432: The frame adopted for the 1957 Cadillac, it featured box-section side rails and a boxed front cross member that bowed under the engine. These "X-frames" were used on other 1958 to 1964 Chevys, as well as some Cadillacs. The rear was tied together by a channel-section cross member. This design was later criticized as providing less protection in the event of a side impact collision, but it persevered until 1965. GM discontinued

6480-441: 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

6588-724: 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

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6696-507: 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,

6804-506: 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. In 1957, Ford introduced the Ranchero, and established a new market segment in the U.S. 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

6912-560: 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

7020-625: 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

7128-400: The lightest car possible). The Fleetmaster was dropped after 1961. Under 5,000 of them were made. The Biscayne underwent a full model change for the 1961 model year. The stripped down Fleetmaster and the three-passenger Utility Sedan were still available for 1961 but sold in very small numbers. Series numbers were 1100 and 1200 (six- and eight-cylinder Biscayne), with the 1300 and 1400 used for

7236-416: The load floor. The manual lower tailgate was counterbalanced by a torque rod similar to the torque rods used in holding a trunk lid open, requiring a 35 lb push to fully lower the gate. Raising the manual gate required a 5 lb pull via a handhold integral to the top edge of the retractable gate. The power operation of both upper glass and lower tailgate became standard equipment in later model years. Wagons with

7344-579: 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. Chevrolet reintroduced

7452-419: The more conservative Ranchero, some 22,000 to 14,000. Unlike the Brookwood 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

7560-684: 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. 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

7668-422: The new Big-Block 427 ci V8, available in a high-powered, high-revving 425 hp (317 kW) version with solid lifters. Although not available for the big Chevrolets in 1967, it returned in 1968 for two more model years. For 1969 Chevrolet reverted to separate series names for station wagons and what had been the Biscayne wagon became the Brookwood . Power steering and power brakes were made standard for

7776-484: The now 4-door only top-of-the-line Nomad . Like the 1958 Nomad, the 1958 Brookwood was also 4-door only. The next year Brookwood would become the base model wagon and offer a 2-door effectively replacing Yeoman. Buyers could order any engine and transmission choice, including the 348 V8 and the fuel-injected 283 V8 engines. Like the rest of Chevrolet's 1958 full size car line-up, the Brookwood featured Chevrolet's new "Safety-Girder" cruciform frame. Similar in layout to

7884-418: 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)

7992-423: The previous year's loop bumper-grille assembly in favor of a more traditional front bumper and grille design. In 1971 GM restyled its Chevrolet full-size models and all received GM's new clamshell tailgate , marketed as the Glide-away tailgate — also called a "disappearing" tailgate because when open, the tailgate was completely out of view. On the clamshell design, the rear power-operated glass slid up into

8100-491: 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

8208-459: 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

8316-526: The roof and the lower tailgate (with either manual or optional power operation), lowered completely below the load floor. The manual lower tailgate was counterbalanced by a torque rod similar to the torque rods used in holding a trunk lid open, requiring a 35 lb push to fully lower the gate. Raising the manual gate required a 5 lb pull via a handhold integral to the top edge of the retractable gate. The power operation of both upper glass and lower tailgate became standard equipment in later model years. Wagons with

8424-443: The second time in as many years, Chevrolet again came up with a totally new car. From the front or rear the 1959 Chevrolets resembled nothing else on the road. From the headlights, placed as low as the law would allow, to the cats-eye tail lights, the 1959 Chevrolet was a brand new car with all new sheet metal. The most visual new change was the flat, wing shaped tailfins. The car was built on a 119 in (3,023 mm) wheelbase and

8532-485: The sedan's, but wagon's housed single tail lights instead of dual (triple on Impala) to accommodate the tailgate. Despite being a recession year, consumers made Chevrolet the No. 1 make of automobile (beating Ford, which held the title in 1957) and the Bel Air was at the core of Chevrolet's popularity. The Nomad station wagon name also reappeared in 1958 when the vehicle bowed as the premium four-door Chevrolet station wagon , lacking

8640-536: 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

8748-410: The six- and eight-cylinder Fleetmaster. For 1963, the short-stroke Turbo-Thrift inline-six replaced the earlier "Stovebolt" 235, meaning lower weight and a slight gain in power. In 1962, a four-door station wagon version appeared, replacing the earlier Brookwood model. As usual, the full range of GM's full-size engine and transmission options were available to the low priced Biscayne. A very few of

8856-453: 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

8964-486: The standard Biscayne and deleted routine convenience items such as a cigarette lighter , door armrests, and passenger-side sun visor. In addition, many parts were painted rather than chrome plated . Both two- and four-door sedans were available. A number of economy-minded options were available exclusive to the Fleetmaster model, although the performance-oriented engines and transmissions were also available (for police applications or performance-oriented customers who wanted

9072-587: 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. 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

9180-496: The time to name cars after coastal cities or beaches such as the Bel Air and the later Chevrolet Malibu . The first use of the Biscayne name by Chevrolet was on the 1955 Biscayne XP-37 concept car built for the General Motors Motorama . Biscaynes were produced primarily for the fleet market, though they were also available to the general public — particularly to those who wanted low-cost, no-frills transportation with

9288-588: The time. The Estate (1973–1976), an option package, was first offered on the El Camino Standard and El Camino Custom, later only the El Camino Custom. 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

9396-483: 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

9504-417: The two-door body style was dropped, but the nine-passenger model returned. GM discontinued the Chevrolet Brookwood name for 1962, instead naming their station wagons after their series names: Biscayne , Bel Air and Impala . Chevrolet's 1961 Brookwood (as well as all other full size Chevrolets) featured a shortened version of Chevrolet's "Safety-Girder" cruciform frame introduced in '58. Similar in layout to

9612-425: The unique styling of the 1955-57 Nomads. A new dash was used. The value of a drag coefficient for 1958 Chevy wagons is estimated by a-c, is Cd = 0.6. For its first year, Chevrolet's 6 and 9-passenger Brookwood wagons replaced 1957 Chevrolet 210 Townsman 6-passenger 4-door wagon and 1957 Chevrolet 210 Beauville 9-passenger 4-door wagon as their mid-range station wagon model between their plainer 1958 only Yeoman and

9720-525: 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

9828-495: Was 211 in (5,359 mm) long, which was 11 in (279 mm) longer than the 1957 model. This made Chevrolet the longest car in the low-priced range, whereas two years before it had been the shortest. In addition, the car was 3 in (76 mm) wider outside and had 5 in (127 mm) more width inside than it did in 1958, through the reduction of door thickness. The GM X frame had no side rails. Wagons were still classed by themselves, but had model numbers matching

9936-417: 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

10044-562: 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

10152-487: 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

10260-402: Was again available. Both three- and four-speed manual transmissions had floor shifters. The Royal Knight option for the Super Sport debuted. 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

10368-496: 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

10476-564: Was available as the Chevrolet Brookwood both before and after this period. The two-door sedan was dropped after 1969, and consequently, from 1970 to 1972 the only Biscayne model available was a four-door sedan. In 1958, the Delray was priced below the Biscayne but was discontinued the following year. Many of the luxury convenience options available on the more expensive full-sized Chevrolet models, such as power windows , were not available on

10584-477: 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

10692-515: 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,

10800-432: Was gone, replaced by the Biscayne name, with both the wagon and its sedan mate continuing through the 1975 model year. Annual changes to the Biscayne wagon were identical to its more expensive brethren. For instance, the 1975 models saw interior dashboard, climate control and radio graphics revised, and intermittent windshield wipers and a new econominder gauge package being offered as optional equipment. From 1969 until 1972

10908-418: Was largely devoid of exterior chrome trim and was normally fitted with small hubcaps, though several exterior trim pieces and upgraded wheel covers were available at extra cost. Interior trim was spartan, with lower-grade cloth and vinyl or all-vinyl upholstery trim, a standard steering wheel with centre horn button, and rubber floor mats. Slight upgrades were made throughout the life of the series — for instance,

11016-430: Was no longer available, but with the 348 cubic inch engine, a horsepower rating of 335 at 5800 rpm was now achieved. This involved the use of three double-barrel carburettors, a special cam and an 11.25:1 compression ratio, all sold as a package. Like the 1958 Yeoman 2-door. The 1959 & '60 Brookwood 2-doors, are preferred by hotrodders and collectors over their 4-door counterparts. The two-door variant would become

11124-429: 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

11232-422: 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

11340-403: Was still the top Chevy wagon. A parking brake warning light was optional. Under the hood, little change took place for '59 Chevys. Few alterations were made for 1960. The new models were refinements of the 1959 style with a much more restrained front end, the return of the double cone tail lights of 1958 rather than the "cat's eyes" of 1959. Under the hood, things remained constant. Fuel injection

11448-615: 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). The El Camino trims started with the base model, then the Conquista (meaning 'Conquest' in Spanish) which mainly consisted of

11556-482: 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

11664-608: 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

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