The 1960 Chevy ElCamino.

Vehicle Features Opening doors and hood and rotating steering wheel.

At the moment this is just a driver. The tailgate dont open and you

cannot load the bed.

The El Camino sedan pickup kicked off in flamboyant fashion for the

1959 model year, came to an abrupt end in 1960, then resumed

production in 1964 on the mid-size Chevelle/Malibu A-body chassis,

where it would remain until 1987.

Chevrolet’s El Camino sold well in its inaugural year, but its numbers

flagged against the smaller Ford Falcon Ranchero, so, the El Camino and

its stablemate, the sedan delivery, were both phased out in 1960.

Because the El Camino was based on the sedan delivery, it incorporated

some structural upgrades over the Brookwood station wagon to make

the body and chassis more rigid. For instance, additional bracing in the

roof was inherited from the sedan delivery, while the rear cab panel

included welded-in bracing to help make the body stiffer where the

cab and box met. The box sides and tailgate were double walled to

protect the outer panels from damage and add strength, while the bed

floor was a sturdy bolted-in panel made of 18-gauge corrugated steel.

Meanwhile, four steel cross sills below the floor helped protect the

underside from damage.

The El Camino rode on Chevrolet’s “Safety Girder” X-frame with coil

spring suspension front and rear. Its bed floor was 6 feet long, and could

carry cargo as long as 8 feet with the tailgate down. Like many compact

trucks, the El Camino offered 46.5 inches of space between the

wheelwells—just shy of the 48 inches needed to carry a 4 x 8 sheet of

plywood or drywall, lying flat.

Maximum payload for the El Camino was rated at 1,200 pounds, which

seems optimistic. The recommended payload ranged from 650 pounds

to 1,150 pounds, depending on the drivetrain, and somewhere in

between those numbers, the truth of how much a 1959 El Camino can

safely carry probably lies.

The base El Camino was powered by Chevrolet’s 135-hp, 235-cu.in.

straight-six engine, with a one-barrel carburetor. A new camshaft profile

for the 1959 engine featured less lift and valve overlap, allowing

Chevrolet to boast 10 percent better fuel mileage for the six. Torque was

up slightly, too, with the new camshaft.

The base transmission with the six-cylinder was a three-speed manual.

Powerglide or an overdrive unit for the manual were optional. Final

drive gear ratios with the six-cylinder engine included 3.55, 3.36 and

4.11. (The three-speed was standard with the 3.55, the Powerglide with

the 3.36 and the overdrive with the 4.11.)

The El Camino was also available with a 185-hp, two-barrel, 283-cu.in.

V-8; a four-barrel, 230-hp 283; or a bevy of 348-cu.in. V-8s.

A three-speed manual was the standard transmission behind any of the

V-8s; options included the two-speed Powerglide automatic, a manual

with overdrive and the three-speed constant-torque Turboglide


Inside, the El Camino was all business, fitted with a bench seat and

rubber floormat. Upholstery options were limited to gray or (with the

green or blue exterior colors only) green or blue vinyl with a

coordinating cloth insert. A foam rubber seat and padded instrument

panel were options.

El Camino buyers could choose from a palette of 13 solid colors or 10

two-tone combinations, all applied in acrylic lacquer. The El Camino’s

14-inch steel wheels were painted to match the main body color;

whitewall tires were an option.

History of the El Camino from Hemmings motor news.

BrianC: model.

REDNECK: putting it into game

Glen Stuhlmacher :Wheels and tires

David Horn/ Wade Spivey/ PSY/ Trayscapes And os many others

who helped when i got stuck, and encouragement to keep going

when i was ready to trash the car and modding.

BrianC: /REDNECK: / Glen Stuhlmacher

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