As an owner of several classic cars, I’ve attended many classic car shows, and discovered each one has its own unique vibe. Despite that, there are common threads to each, starting with the feeling as I make that early trip into the parking lot. The feel is always the same- a mix of excitement and confusion as I make my way through the registration process and figure out where to park. The lot looks pretty thin in this shot, but by mid morning it had filled to the brim with Elkys, and today I’ll share images of the first, second and third generation models.
Here’s a row of first generation models (’59 and ’60). This shot shows eight of them, but there were another 3 or 4 floating around. A very rare sight on the streets, it was fun to see so many gathered in one spot.
Flat fins and cat eye tail lights- Gots to be a ’59 Chevy!
Especially from the back- I’m titling this composition “Fintasia.”
All the first gen cars were either fully restored or bright and shiny customs, so I’ll share a couple of shots of this ’59 as representative of the breed. Lots of the ’59s came in a shade of red, which only accentuated the … umm… exuberance of the first gen styling. In contrast, this silver example is almost subdued in its presentation.
At least as subdued as a product of its time can be. I should apologize for the picture quality at this point- The Texas sun made framing up photos a challenge, and I also set up my camera to maximize storage at the expense of pixel count. The reflections in this picture were unavoidable, but other shots suffer due to those factors. I’ll strive to do better at during the 75th Anniversary!
This white car caught my eye for the triple carb setup on top of the intake. Chevy built a triple carb 348 in ’59, and I suppose one or two could have left the factory in an El Camino, but not these fuel mixers…
Because these “Carbs” are in fact a FiTech 6 throat EFI set up. I wasn’t aware this existed, and the car owner thinks the kit up came out about eighteen months ago. I’d be very reluctant to run triple carbs on the street, but I find a “tri-power” injection system very tempting. If I every buy something packing a big block, I’d strongly consider this induction system (spoiler alert- Very unlikely). Still, cool is cool, earning this car a call out.
This ’60 earned a spot in my showcase for a different reason- 10 or 11 of the first gen cars were ’59s, and this was the ONLY 1960 model at the show. In 1960 Chevy saw a 50% decrease in El Camino sales, and it appears El Camino fans reflect an even stronger bias than the marketplace. Speaking for myself, I definitely prefer the ’59- the ’60 tried to tone down the styling excesses, but reducing the volume took away the impact without an improvement in sound quality.
This row contained the second generation cars. I find the second generation cars rather plain, but GM did make significant changes to the front clip sheet metal every year. Of course, these styling changes faded out in later generations- The Gen 5 trucks saw almost no sheet metal changes throughout its lengthy ten year production run.
The ’64 really makes my “on the plainer side” argument. Over the years, people have accused Chrysler of stealing GM styling elements, but to my eye Chevy stole this grille straight off the ’63 Dodge 880, as shown in the insert. Hmmm… styling thievery seems to flow in both directions.
However, I do think Chevy recovered nicely with the ’65. While very little changed, the fender edges, texture, and detailing work so much better. Now I see a hint of the ’64 Impala, a vast improvement.
Despite the 2nd Generation car spanning a mere 4 model years, Chevy made significant changes in ’66. Oddly enough, this front clip looks a lot like the ’68 clip, based on the angled body line running back from the top of the headlights…
while the ’67 moves the front fender edge back alongside the headlight in a style that recalls the ’65. Maybe this jumbled approach to styling helps explain why I keep second generation cars at arms length.
But I will express strong admiration for this clean ’65. Initially, I thought it was all original, so I took several shots hoping to document what it looked like rolling out the factory door.
However, this under-hood shot shows a number of non-original features, including the chrome panels up front, the upgraded aluminum radiator, and the NASCAR style cowl induction system. Despite these changes, I really like this car- The modifications add a little bling, but maintain a period look and feel to the car.
Inside, the same vibe continues. The seats, center console, and steering wheel are custom, but I really like the quality of the work, the choice of materials, and the colors.
I didn’t get a picture of the 3rd generation row, but my goodness what a shiny line up! We’ve talked about muscle cars and car shows in the past, and the 3rd gen El Caminos were no different- If you extrapolated actual production numbers based on the survivor cars at this event, you’d assume most cars built between 1968 and ’72 were SS models…
…with full gauge packages, bucket seats, and center consoles.
On top of that, you’d also be left with the impression that fully half of them left the factory with a big block. To be fair, this big block is a mere 402, and is not in an SS. When the (Texan) buyer spec’ed out this El Camino, he built an unusual rig. It came with the big block…
…and a very nicely featured interior, but with none of the boy racer pieces associated with the SS package. To my eye, it was more Formula Firebird than Trans Am, and a nicer car because of it.
As a nicely restored car that isn’t an SS (original or clone), I think this car deserves a place in the Curbside Classic spotlight.
In fact, I’m going to highlight every gen 2 car at the show that WASN’T an SS, starting with this nice blue ’72.
A blue ’69, with not so lovely rims from the wrong era, but showing off that angled front fender line first seen in 1966.
Another ’72, also with newer rims but wearing a lovely shade of green.
This ’69 has period correct rims, and a period correct vinyl top. Personally, I’d like to swap these rims onto the blue car, and then take that one home.
Yet another ’72. For some reason most base cars were ’72s (included our red Big Block example), but muscle trucks were getting expensive to operate by this point in the game, so I guess I shouldn’t be surprised.
Speaking of muscle motors, from day one the base El Camino left the factory with (not) muscular six cylinder engines. In fact, this 1959 sales document only made mention of the 235 straight six and the 283 small block V-8. The 1959 El Camino option sheet did include the 348 big block, but it seems Chevy considered a four barrel 283 more than enough engine for their buyers.
With the introduction of the A-body Camino in 1964, Chevy took another look at the engine options and decided 194 cubic inches would suffice for the base power plant. Of course, they also put the 365 horsepower L76 on the menu, if you were willing to forego an automatic.
Then just 2 years later they grew the option list to include a 396 Big Block. The second generation cars came in a plain wrapper, but certainly offered many different flavors under the hood.
Finally in 1970, we achieved maximum displacement. The base six reached 250 CID, and the Big Block expanded to 454 cubes. But as always, buyers had a choice of six or eight spark plugs. With that in mind, I set out to capture a picture of a straight six El Camino at the El Camino 60th Anniversary, and found…
Nothing, Nada, Not a thing. I did talk to an owner of a second gen car, and he admitted his car had BEEN a six shooter, but it now packed a small block. That’s as close as I came the entire day. A somewhat disappointing outcome, but perhaps we should celebrate the cars that remain, rather than curse over things we cannot have.
Next week, we’ll move on to the fourth and fifth generation cars, where we may finally find a six cylinder under hood. In regards to that, I’ll only offer this hint for those in the know- Yes, El Kylemino made it all the way to Dallas.
Until then, D/S
Now that I look back and think about it, the ’59-’60 models must have been fairly cheap to develop, because they shared a lot of parts with the 2-door station wagon and Sedan Delivery.
’64 and ’65 models also had a 2-door wagon (I’m not sure if there was a Sedan Delivery, but maybe?) but from ’66 onward, El Camino was a unique body.
BTW, my fantasy money-no-object vehicle is a ’64-’65 2-door Chevelle wagon with a modernized powertrain/suspension/brakes. I think that body is one of the most beautiful GM has ever built.
I think I like all the ’72s, probably because they remind me of my Concours wagon. Sounds like it was a great show, looking forward to pt. 2!
Dad’s first new car was a ’71 Concours wagon, and I believe it was the only new car he ordered from the factory. As I recall it was white with green interior, 307 V-8, automatic, and no AC.
It was the family truckster all through my middle school years, and gave us great service. However, during a service visit at about 60k, a tech tightened the torque converter mounting bolts. Loose from day one, this fix eliminated a “maddening” drive line noise a month before Dad sold it. Another example of GM’s “close but no cigar” ownership experience…
I have never found the 64-65 Chevelle to be an attractive car. It was a rare miss from the Chevrolet styling studios that churned out a nearly unbroken string of hits for 20 or 30 years. Or maybe it wasn’t so bad by itself, but was made to look dumpy by the uncommonly attractive siblings from BOP.
I think there is a rule – whenever you see a Chevrolet from 1955-1970 at a car show you can almost guarantee that it has been modified. My perspective (as a fan of Mopars from that time period) is that modifications were necessary to get these things to drive anywhere near the way a modern vehicle drives. Finding one of these at a show that still sports a Powerglide and drum brakes is as rare as finding one with a 6 under the hood.
You let it out that your ‘Mino made it to the show. I presume that making it back was not an issue? 🙂
“It was a rare miss from the Chevrolet styling studios”
Thanks for the support- I’m sure there’s people out there who love the 2nd gens, and I do think they hit the sweet spot in terms of size and overall packaging, but they’re just… meh.
The El Kylemino is indeed safely home, and the drive line performed without a hiccup (In fact, thanks to the TBI injection and electronic ignition I’ll argue it was the most reliable vehicle at the show).
I did encounter an issue with the Cruise Control/HVAC system while climbing up into Flagstaff, but it was directly related to those driving conditions so I didn’t encounter it prior to the trip, and it cleared up on the flats of Texas.
It’s also an issue related to vehicle age, which is what I signed up for when I bought it. I need to do some system testing to identify the root cause, but once I do I’ll apply a fix and write it up.
I agree with you guys, the ’64s and ’65s were pretty bland. The ’65s were a bit better, but compare that to the ’65 Tempest and it’s still pretty bland.
“I think there is a rule – whenever you see a Chevrolet from 1955-1970 at a car show you can almost guarantee that it has been modified. ”
I am assuming your comment is a little tongue in cheek from the eyes of a Mopar lover? While there are a lot of modified cars, I personally see tons of original Chevys around, even with the powerglides. Heck, a buddy of mine just sold an all original Chevelle with a 307 and PG earlier this year. The real reason Chevy’s are modified is the massive aftermarket support which allows it to be done cheap and easily. That said, I see just as many modded out Mopars and Fords as I do Chevys at the shows.
Of lesser importance to most curbivores the 3a Hillman Minx turned 60 just recently my pet car is now a senior vehicle. There is a 59 El Camino nearby to where i reside in glorious brush painted orange other than the finish its quite tidy and a six not sure if its powerslide or not the paint job shook me last time I got close up, gotta warm the enamel to make it flow smooth if you arent going to spray it, done a few brush paint jobs meself,
El Camino – the car that thinks it’s a truck. I love the ’59s. I wish my 6’2″ frame would fit, though.
What a neat car show Dave, thanks for taking the time to document this for us. It’s true that 1960 El Caminos are far less common than ’59s these days. I have maybe seen one or two ’60 El Caminos in my lifetime. I also agree with you, that red Big Block 72 is a real nice find, it’s my favourite of the bunch. I liked the ’72 grille over the ’71. On that note, that blue “72” El Camino actually has a ’71 grille and ’72 marker lights, so based on that picture it could be either year.
I noticed that the last set of engine specs your posted are for the ’72 El Camino as well, not a 1970. Hence the lower horsepower ratings, which were in SAE net for 1972. The reality was most of the Chevrolet engines in 1972 made the same power as the 1971 variations.
What a neat car show Dave, thanks for taking the time to document this for us.
+1
One of my favorite vehicle designs to study since childhood. Even the “R-word” variant from the Blue Oval, and the interesting offerings from Holden have piqued my interests for many years.
I’d be curious if you say any of them that was completely original down to steel rims and wheel covers? Reminds me of Ford shows where half the entrants (out of 350) were Mustangs. I would have to look long and hard to find one original Mustang and most always it was a six cylinder. I never brought my base 289 hardtop to the show because of that. Usually brought the more rare Park Lane, Cougar or stock F100.
Probably my favourite American car, my heart is always with Mopars, but with a small V8 and Powerglide, one of these would be perfect.
My favourites are from the 2nd gen. the 65s and the 67, followed by the 68s and 69.
i go green looking at the ones for sale in the US, unfortunately in Australia, its a bit harder to find a nice original one, for a reasonable price.
I’m really looking forward to the next week’s installment. I had a’75 Elky back in the 1980’s and loved it.
We flew out to the show and it was great!. Unlike most shows the people have a genuine love of their elcaminos and respect everyone’s different take on them from stock to modified. Just a great group of people.
Having attended. But not with my 59. I did a walk around did there are 3 videos on you tube showing around 111 of the el caminos that were there as of 1030 am Saturday.
First of all, a plug – I run and admin a Facebook groups called ‘El Caminos Rancheros Utes’. I love ’em all.
Here in the midwest, ’59-’60 Chevies rusted like crazy (I know from experience; I had a ’60 sedan delivery).
Couple that with low production numbers, and that series El Camino is hard to come by.
I have a soft spot for the ’65 because my best friend had one in the 70’s. I like that they’re unadorned.
Thank you so much. I really enjoyed the history as well as seeing the cars again. This was my first El Camino get together and I am looking forward to attending one again. I have a 5th generation so I will be watching for your next post. Between 69 and 85 I bought 4 of them brand new and didn’t know the history.
Steve
That red ’72 has to be a clone. They did not make many non SS big blocks with a column shift auto trans. Wonder what they did with with console, floor shifter, and bucket seats. And finding the correct steering column must have been tough. 🙂
All kidding aside from my last post, my older brother did in ’74-’75 owned a real ’69 Camaro SS, with the L78 375hp 396, Turbo 400 trans. And according to the Camaro white book, was a pretty rare car because it had A/C. When the oil embargo hit, NOBODY wanted muscle cars; you couldn’t give them away. He got the car dirt cheap. Had great fun as a 10 year old riding in that solid lifter beast. And yes it did have bucket seats, a console and floor shift. Many muscle cars at the time got parted out for the engines, many of which ended up in 4×4 trucks, as the off-road craze was taking off at that time. One of brothers friends had a ’71 F-250 4×4 with a 427 in it, got to ride in that too. 🙂