Chassis upgrades included a new front- disc-brake option. Slotted argent "rallye" wheels with bright trim rings and small center caps were included. El Caminos with the standard drum brakes came with small hubcaps, but new-design Chevelle wheel covers were also available. So were covers that simulated the look of wire wheels or the aftermarket magnesium wheels then becoming the rage with muscle car owners. Per federal mandate, a dual master-cylinder system was now standard with all brake types.
1967 Chevrolet El Camino featured most of
its changes under the hood.
As with all other 1967 Chevrolets, the El Camino had a new GM key design. A three-spoke steering wheel and a safer energy-absorbing steering column were new, too. Otherwise, the interior was little-changed from 1966.
Powertrain availability was much altered. In six-cylinder models -- for the approximately 12 percent of El Camino customers who were buying them -- the 230-cid job became the new base powerplant. The step-up option was now a 250-cube engine good for 155 bhp. The two-barrel 283 remained the starting point for V-8 models, but the four-throat 283 was retired for good.
After the carried-over 275-horse 327, there was a new extra-cost 325-bhp high-performance 327 with an 11:1 compression ratio. The 325-bhp 396 option was continued, but a 350-horsepower version now topped the list in place of 1966's 360- and 375-bhp big blocks.
A three-speed Turbo Hydra-Matic automatic transmission was now available with the 396 V-8s. The close-ratio four-speed stickshift could be paired with the 325-horse 327 or the 350-horse 396. An expanded selection of rear axle ratios was offered, including standard, economy, performance, and special-performance gearsets. Ratios ranged from the 2.73:1 economy/highway axle to the 4.56 and 4.88:1 ratios favored by drag racers and others who wanted as much torque as possible off the line.
Road-testers commended the handling improvements designed into the 1967 El Camino. Performance suspension components were included with the larger engine options.
The 1967 El Camino was the last built on what was essentially the 1964-generation A-body car chassis. A totally new Chevelle bowed for 1968 along with a related El Camino that, with annual updates, took the Chevrolet sedan-pickup into the Seventies.
And what of the competition? After 1964, Ranchero production crept back up in the next two years, reaching 21,760 of the all-new 1966s. For 1967, while still built on a 113-inch wheelbase, Ford elected to give its sedan-pickup the looks -- and optional 390-cid big-block engines -- of its midsize Fairlane. Even so, 1967 Ranchero production stopped at 17,243 -- about half of El Camino's output. The 1964-1967 El Camino had clearly won for Chevrolet dominance in the car-based pickup field.
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