The only direct competition of the El Camino was the Ford Ranchero, which had been the first car/truck hybrid. Not nearly as many buyers chose the six-cylinder option, and only around six percent of El Caminos had the smaller engines installed. The SS396 package could only be added to the Custom El Camino models.Īs had been the case since 1964, El Camino Custom was the best-selling El Camino of the year, and around 39,000 were built. In addition to the standard model, a Custom model was available that upgraded the interior trim of the car and made it more luxurious. With the elimination of the SS396 as its own model, the El Camino was back to having only one model available, though it came with a slew of options and upgrades that allowed buyers to customize their vehicles. Throughout the model year, 48,385 El Caminos were built. This was the case in 1968 when production topped 40,000 for the first time, and sales continued to rise for 1969. For those El Camino-buyers that wanted V8 power but without the 396, they could choose from a 307 CID V8 or the newly introduced (to the El Camino line) 350 CID V8.Īlmost every year since the second-generation El Camino had been introduced in 1964, sales had increased every year. Other engine options included the base 230 CID six-cylinder engine and an optional 250 CID six. There were three different versions of the 396 engines available, with one producing 325 horsepower, the next producing 350 horsepower and the most powerful engine rated at 375 horsepower. In addition to the more powerful engines, the package also included simulated hood scoops, blacked out grille, power front disc brakes, dual exhaust and special wheel house moldings. Chevy seemed to finally recognize that there were building a high performance machine that could also be used for practical hauling when they introduced the SS396 as its own model in 1968, which not only include one of three 396 V8s, but also distinctive styling.įor 1969, the SS package did not change (other than the two new colors), though it did become just an options package that could be added onto an El Camino Custom rather than its own model. By the end of the second-generation models, the car had a lineup of optional 396 engines that gave the car its muscle car label it retains today. Since the El Camino was reintroduced for its second-generation in 1964 (it had been on hiatus from 1961 to 1963), it had been slowly growing more and more powerful. A new grille, front bumper and rear backup lights were introduced, but were still relatively similar to the models of the year before. If you choose to use the stock size 3/8″ hardware, it is strongly recommended to use new Grade #8 fasteners to compensate.The El Camino had received a significant restyle in 1968 when the third generation of the car was introduced – so very little was changed for the 1969 model, and the year was largely a carryover year. Instead, use the provided 7/16″ hardware and enlarge holes in your frame rails with a 1/2″ drill-bit. The RCAEC2 bolts directly to the frame rails using the factory frame holes. Some vehicles of this generation are equipped with a transmission crossmember that bolts directly to the frame rail, while others are equipped with crossmembers that utilize tab that sits on the frame rails and are embedded with a rubber liner. Some applications will not require any spacers.
1968 el camino frame full#
Use longer bolts to insure full engagement into transmission mount. Position them between the crossmember and the transmission mount. If you need them, aluminum spacers are provided to customize the height of your transmission mount. This transmision crossmember is installed with the transmission mounting tabs positioned towards the front of the car and so that the exhaust clearance humps are closed on the top and open on the bottom. See the G Force Crossmember Overview for more info.
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