1983–1987 Chevrolet El Camino SS — Fifth-Generation Spotlight
Historical Context and Development
By 1983, the Chevrolet El Camino was into its fifth—and final—generation on GM’s G-body architecture, a platform shared with the Malibu, Monte Carlo, and a constellation of corporate cousins. Downsized in 1978, the G-body struck a useful balance: lighter, more space-efficient, and with a chassis that responded well to subtle tuning. The El Camino leveraged that with a car-like ride and the utility of a short pickup bed, a duality that always defined the breed.
The SS nameplate returned to the El Camino portfolio in the mid-1980s not as a factory hot-rod in the classical GM RPO sense, but as a dealer-sold appearance package executed under agreement by Choo-Choo Customs (Chattanooga, Tennessee). Chevrolet marketed the El Camino SS through its dealers; conversions typically added SS striping and badging, cosmetic aero touches, and trim upgrades. Powertrains remained as in the standard El Camino line, with most SS examples delivered with the 5.0-liter LG4 small-block V8. The period competitor set was an eclectic mix—from Ford’s compact Ranger and car-based LTD pickup conversions abroad, to domestic personal coupes (Monte Carlo SS, Regal T-Type) chasing the same customer with a different form factor.
Design-wise, the 1983–1987 SS models mirrored the broader G-body aesthetic: crisp lines, upright glass, and tidy proportions. Many Choo-Choo builds adopted a sportier front valance and SS graphics echoing the Monte Carlo SS’s NASCAR-inflected image, but without the Monte’s dedicated high-output L69 powertrain. Motorsports influence arrived indirectly via GM’s sustained stock-car focus with the G-body coupe; the El Camino SS leveraged that visual cachet without formal racing homologation.
Engine and Technical Specifications
The fifth-gen El Camino’s final years offered a straightforward engine lineup. The 3.8-liter 229 V6 carried the torch through 1984, replaced by the 4.3-liter 262 V6 with throttle-body injection in 1985. Above both sat the LG4 5.0-liter small-block V8 with a Rochester Quadrajet 4-barrel—most common in SS-liveried trucks. Output varied by model year and emissions calibration; ranges below reflect period-correct figures widely documented for G-body applications.
| Engine | Configuration | Displacement | Horsepower (net) | Induction | Redline | Fuel System | Compression | Bore x Stroke |
|---|---|---|---|---|---|---|---|---|
| 229 V6 (1983–1984) | 90° OHV V6 | 3.8 L (229 cu in) | ~110 hp | Naturally aspirated | ~4,800 rpm | 2-bbl carb (Rochester Dualjet) | ~8.3–8.6:1 | 3.736 in × 3.48 in |
| 262 V6 (1985–1987) | 90° OHV V6 | 4.3 L (262 cu in) | ~130–145 hp | Naturally aspirated | ~5,000 rpm | Throttle-body injection (TBI) | ~9.0–9.3:1 | 4.00 in × 3.48 in |
| 305 V8 LG4 (1983–1987) | 90° OHV V8 | 5.0 L (305 cu in) | ~150 hp (typical) | Naturally aspirated | ~5,000 rpm | 4-bbl carb (Rochester Quadrajet) | ~8.6–9.3:1 | 3.736 in × 3.48 in |
Transmissions were predominantly automatic: a 3-speed (variously THM200C/THM350C depending on year/engine) and, increasingly, the 200-4R 4-speed overdrive—an excellent match for the small-block’s torque curve and relaxed highway legs. Final-drive ratios generally favored cruising over outright acceleration compared with the Monte Carlo SS’s shorter gears.
Driving Experience and Handling Dynamics
The G-body underpinnings lend the El Camino SS a distinctly car-like demeanor. There’s a boxed perimeter frame, unequal-length control arms up front, and a triangulated four-link live axle on coils out back. Even in SS guise, spring and damper rates are conservative by contemporary performance standards, emphasizing ride compliance. Steering is recirculating ball with assist; variable-ratio boxes were commonly fitted and deliver light efforts, though on-center feel is period-correctly relaxed.
On the road, the 5.0-liter LG4 offers easy torque and a broad, friendly powerband. The Quadrajet’s primaries give crisp part-throttle metering; crack into the secondaries and the familiar small-block burble arrives, accompanied by honest but unhurried progress. The 200-4R adds meaningful drivability—tighter ratios between 1–2–3 and an overdrive that drops revs at a cruise. Body control improves noticeably with fresh bushings and quality dampers; aftermarket sway bars and alignment settings with a touch of negative camber wake up initial turn-in without corrupting ride quality.
Braking is front disc/rear drum, adequate for routine street use. Pedal feel benefits from well-maintained hydraulics and fresh friction materials. Period tires—often 14- or 15-inch sizes—are the real dynamic limiting factor; modern rubber in the correct dimensions makes the chassis friendlier and shortens stopping distances, while preserving authentic stance.
Performance Specifications
Representative figures for a well-tuned 5.0L LG4/200-4R El Camino SS:
| Metric | Figure |
|---|---|
| 0–60 mph | ~10.5–11.5 seconds |
| Quarter-mile | ~17.5–18.2 sec @ ~76–80 mph |
| Top speed | ~105–115 mph |
| Curb weight | Approx. 3,300–3,600 lb (equipment-dependent) |
| Layout | Front-engine, rear-wheel drive |
| Brakes | Front discs, rear drums; vacuum assist |
| Suspension | Front: SLA coils, anti-roll bar; Rear: 4-link live axle, coils |
| Gearbox | 3-spd automatic or 200-4R 4-spd automatic (OD) |
Variant Breakdown (1983–1987)
El Camino model availability varied by year; the SS was a dealer-sold conversion package by Choo-Choo Customs. Production splits by trim are not comprehensively published by GM or the converter, so verified totals for each sub-variant are scarce. When evaluating any specific example, documentation matters.
| Trim / Edition | Years Offered | Production Numbers | Key Differences |
|---|---|---|---|
| Base | 1983–1987 | Not officially published by trim | Plain body-side treatment; standard cloth/vinyl interiors; 3.8 V6 (’83–’84), 4.3 V6 (’85–’87) or 5.0 V8 options; 3- or 4-speed automatic. |
| Conquista | 1983–1987 | Not officially published by trim | Dress-up appearance package; two-tone paint, bright moldings, unique badging; mechanicals as Base. |
| SS (Choo-Choo Customs) | 1983–1987 | Converter totals not comprehensively published | Dealer-sold SS graphics and badging, front air dam/aero add-ons on many builds, interior trim accents; most delivered with 5.0L LG4 V8; no factory HO engine; documentation typically includes CCC plaque/sticker and dealer paperwork. |
| Royal Knight (limited carryover) | 1983 | Not officially published | Graphic package with unique decals and trim; largely cosmetic; phased out after early 1980s. |
Ownership Notes
- Documentation and authenticity: The 1983–1987 SS is a dealer-sold conversion, not a factory SS RPO. Look for Choo-Choo Customs identifiers (dash plaque/door-jamb labeling) and original dealer paperwork. The cowl tag will not confirm “SS.”
- Parts availability: G-body mechanical parts are widely supported. Converter-specific trim (front valances/aero pieces, SS decals, interior emblems) can be harder to source; reproduction support exists but check quality and fit.
- Maintenance cadence: Regular oil service, ignition tune (for carbureted engines), and transmission fluid/filter intervals are critical. On 200-4R cars, throttle-valve (TV) cable adjustment is vital to shift quality and transmission life.
- Carb vs. TBI: The Quadrajet is reliable when properly set; vacuum leaks and aged fuel hoses are common culprits in drivability complaints. The 4.3 TBI system is generally robust; sensors (CTS, TPS) and fuel-pressure health drive consistency.
- Chassis and rust watchpoints: Inspect frame kick-ups over the rear axle, rear trailing-arm mounts, lower fenders, floor pans, cab corners, and bed floor seams. Body bushings, control-arm bushings, and engine/trans mounts often need refreshment after decades.
- Driveline durability: The 7.5-inch 10-bolt rear is adequate for stock output. Aggressive launches on sticky tires can accelerate wear. Keep pinion angle and bushing condition in check.
- Brake and steering: Front calipers and rear wheel cylinders are inexpensive and easy to service. Steering gear lash can be adjusted, but excessive play often points to worn intermediate shafts or tired boxes.
Cultural Relevance and Market Perspective
The El Camino’s appeal rests on its dual-purpose ethos: a personal coupe with a cargo bed, equal parts style and utility. The mid-’80s SS adds an overlay of NASCAR-flavored attitude via its graphics and aero cues, borrowing some of the Monte Carlo SS’s showroom heat. While the SS package did not bring a dedicated high-output engine, it distilled the vibe of the period’s stock-car aesthetic into Chevrolet’s last car-based pickup.
Collector interest tracks condition, originality, and documentation. Clean, stock V8 SS examples with intact conversion pieces and paperwork tend to command a premium over base or heavily modified trucks. Public sale archives show driver-grade 5th-gen El Caminos trading in the teens, with exceptional, low-mile, well-documented SS conversions reaching into the low-to-mid twenties; modifications and missing converter parts typically soften bids.
FAQs
Is the 1983–1987 El Camino SS a “real” SS?
It’s a dealer-sold SS appearance package executed by Choo-Choo Customs under agreement, not a factory-engineered SS performance option. Most were delivered with the 5.0L LG4 V8, but the package itself was primarily cosmetic.
Which engines were available on the SS?
In line with the El Camino range: 3.8L V6 (1983–1984), 4.3L TBI V6 (1985–1987), and the 5.0L LG4 V8. The majority of SS-liveried trucks are V8, but engine availability followed standard El Camino ordering.
How quick are they?
Expect roughly 10.5–11.5 seconds to 60 mph and quarter-mile times in the high-17s for typical LG4/200-4R examples, with top speeds around 105–115 mph—very much in line with mid-’80s emissions-era performance.
What are common problem areas?
Vacuum leaks and deferred carb tuning (V8), TV-cable misadjustment on 200-4R cars, aged rubber bushings, modest brake feel from tired hydraulics, and rust at frame kick-ups and bed seams. Converter-specific nose pieces and SS trim can be expensive to replace.
How do I verify a genuine SS conversion?
Seek Choo-Choo Customs identifiers (dash plaque/door jamb labeling) and period dealer paperwork. The VIN decodes the base El Camino and powertrain but does not by itself confirm the SS conversion.
What gearbox is best?
The 200-4R overdrive automatic pairs well with the small-block’s torque and makes the car considerably more relaxed at highway speeds than the earlier 3-speed.
Are parts easy to find?
Mechanical parts interchange broadly with other G-bodies and are readily available. Trim unique to the SS conversion is more limited; factor that into any restoration plan.
