1964–1967 Chevrolet El Camino Base: 2nd-Gen Specs & Guide

1964–1967 Chevrolet El Camino Base (2nd Gen): History, Specs, and Driving Character

Historical context and development background

Chevrolet’s second-generation El Camino landed for 1964 with a much clearer brief than the flamboyant 1959–1960 original. Reborn on the intermediate Chevelle A-body, it moved away from the full-size boulevard aesthetic and into a pragmatic, balanced footprint that matched the buyer profile for a genuine coupe-utility. This shift wasn’t accidental: Ford’s Ranchero had downsized to Falcon underpinnings for 1960, and by mid-decade the market had crystallized around compact/intermediate payloads with car-like manners. Chevrolet answered with a Chevelle-based El Camino that shared cowl-forward architecture with the passenger cars, grafted to a steel pickup bed and wagon-grade frame structure.

Visually, the 1964–1965 El Camino mirrored the crisp, rectilinear Chevelle. For 1966 the A-body received the familiar coke-bottle contours and a more aggressive face; 1967 cleaned up the details and introduced available front disc brakes. Throughout, the El Camino Base wore minimal jewelry—simple script on the fenders and tailgate—with V8 cars gaining small cross-flag emblems. Under Bill Mitchell’s design regime, the ethos was straightforward: passenger car refinement, truck utility, and Chevrolet’s broad parts bin for powertrains.

Corporate packaging favored interchangeability. Front suspension was Chevelle-spec unequal-length double wishbones with coils; the rear used the A-body’s four-link, coil-sprung live axle—critical to ride composure when unladen. The drivetrain palette tracked Chevelle: stout inline-sixes as standard fitment, small-block V8s as volume options, and by 1966–1967, big-block torque for buyers who wanted their utility with serious pace. Competition came first from Falcon-based Rancheros and, from 1966, Fairlane-based intermediates; Chevrolet’s answer was breadth—fleet-friendly sixes, thrifty 283s, and properly quick 327s (and 396s where specified).

Engines and technical specifications

Across 1964–1967, the Base-series El Camino was delivered standard with Chevrolet’s durable inline-six, with small-block V8s optional in ascending states of tune. Late in the cycle, big-block power became available. All engines were naturally aspirated and carbureted.

Transmissions mirrored Chevelle fitment: a column-shifted 3-speed manual as standard, Muncie 4-speed manuals with higher-output V8s, and the 2-speed Powerglide automatic broadly available; the heavy-duty TH400 3-speed automatic appeared with big-block applications late in the cycle.

Driving experience and handling dynamics

Unladen, the El Camino Base rides better than period leaf-sprung pickups because it doesn’t have leafs at all: the A-body’s coil-spring, four-link rear keeps the axle planted without the hop common to light beds. Steering is recirculating-ball and more accurate than the full-size cars that preceded it, with modest effort and a slow but predictable ratio. Six-cylinder cars are honest and smooth—gritty at the top end but willing; they’re happiest with shorter axle ratios around town. The 283 is the sweet spot for period-correct drivability: crisp off idle with a 2-bbl, and properly awake in 4-bbl tune. The 327 adds real pace without overwhelming the chassis, and—where specified—the 396 delivers muscle-car thrust with notable front-end weight gain.

Brakes are the limiting factor on early cars: four-wheel drums were standard across the run and fade under repeated mountain use. For 1967, front discs became a factory option, transforming pedal feel and confidence. Powerglide’s two ratios are fine for relaxed cruising and light duty; drivers who want involvement should seek a 4-speed, which wakes up even a small-block. Throttle response is period-carb immediate—soft-edged compared with modern EFI, but linear and easy to meter.

Full performance specifications (period-typical)

Performance varied widely with engine, axle ratio, transmission, and equipment. The figures below reflect period-typical ranges reported for Chevelle/El Camino combinations in contemporary testing and manufacturer literature.

Note: Ranges reflect typical period results; exact performance depends on axle ratio, tire, altitude, and test method.

Variant breakdown and model-year notes

Chevrolet did not publish trim-split totals that isolate “Base” El Camino production for these model years. What follows are the key configurations and distinguishing details enthusiasts typically track.

• Colors: Wide Chevrolet palette per year; the Base trim carried standard paint options without Malibu-specific brightwork packages.
• Market split: North American focus with export in limited numbers; records typically aggregate with Chevelle platform totals rather than isolating El Camino Base.

Ownership notes: what enthusiasts should know

• Maintenance cadence: Period guidance favored 3,000-mile oil changes, points/condensers at roughly 12,000 miles, and coolant service every two years. Solid-lifter lash applies only to specific high-performance cams; most Base engines use hydraulic lifters.
• Parts availability: Excellent. Shared Chevelle A-body hardware means suspension, brake, steering, and interior parts are widely reproduced. Bed-specific trim and tailgate hardware are more specialized but still supported.
• Rust watchpoints: Cowl and windshield base, lower fenders, door bottoms, bed floor (especially around the seams and over the rear axle hump), tailgate seams and hinges, and frame rails near the rear kick-up. Inspect the cab-to-bed junction for previous repairs.
• Brakes and safety: Drums are adequate around town when correctly adjusted and with quality linings; the 1967 factory disc setup is desirable. Many owners retrofit factory-style front discs—period correct and materially improves drivability.
• Driveline: Inline-sixes are famously durable with regular oiling and cooling attention. Small-blocks tolerate mileage and parts mixing well; verify cooling capacity on V8s with A/C. Big-block cars benefit from correct springs/shocks to maintain ride height and geometry.
• Payload and use: Period payload ratings hovered around the 1,000-lb class for the El Camino. Use common sense—old suspensions and frames need to be in top order before hauling.
• Restoration difficulty: Straightforward relative to many contemporaries—bodywork on the bed floor and tailgate can be the biggest metalwork challenge. Mechanical restoration is largely standard Chevrolet A-body fare.

Cultural relevance and market perspective

The 1964–1967 Base set the template for the El Camino’s enduring appeal: a car you could daily and a truck you could use. It’s the utilitarian counterpoint to the flash of later SS-badged cars, embraced by tradesmen, hot rodders, and fleet buyers alike. In period club racing and at the drag strip, small-block and big-block builds found their way into Stock and Super Stock classes; more commonly the El Camino served as a tow or pit vehicle in the Chevrolet ecosystem. Collector interest today tends to track specification: six-cylinder cars are the gateway, tidy 283/Powerglide examples sit in the sweet spot, and documented 4-speed small-blocks (and 396-optioned 1966–1967s) command notable premiums at auction. Originality, rust-free structure, and correct drivetrain stampings remain the value drivers.

FAQs

Is the 2nd-gen El Camino Base reliable?
Yes, when maintained. The Chevrolet inline-sixes and small-block V8s are among the most robust American engines of the era. Regular oil changes, cooling system service, carb tuning, and points ignition upkeep are the keys to longevity.

Which engine is best for drivability?
The 283 small-block strikes the best balance of torque, refinement, and parts availability. The 327 adds meaningful performance without upsetting the chassis; sixes are smooth and frugal for light-duty use.

Did Chevy offer front disc brakes on these cars?
Front discs became a factory option for 1967. Earlier models were drum-brake only from the factory, though factory-style disc conversions are common.

How can I identify a 1966 vs 1967 Base quickly?
Both wear the curvier body introduced in 1966. The 1967 has a revised grille and lighting details; it’s also the first year you could order front discs from the factory.

Were 396 big-blocks available on Base El Caminos?
Yes, 396-cu-in big-block power was offered during 1966–1967. The 325-hp L35 was the commonly available specification in El Camino applications.

What are common problem areas?
Rust at the cowl, bed floor, and tailgate; worn front-end bushings and steering linkages; heat-soaked drum brakes on V8 cars; and deteriorated wiring connectors. None are unusual for the period, and parts support is strong.

What transmissions were offered?
A 3-speed manual was standard; Muncie 4-speeds were available with higher-output V8s. Automatics included the 2-speed Powerglide across most engines and, with big-blocks late in the run, the TH400 3-speed.