You’ve probably seen one at a gas station or a local car show, sitting low and looking just a little bit meaner than the average vintage pickup. It’s the 1967 Chevy El Camino. Honestly, it’s a bit of a weirdo in the automotive world. It isn’t a truck, but it isn’t a Chevelle either, even though it shares basically everything from the cowl forward with Chevrolet's legendary mid-sized car. This was the final year of the second generation, and for many collectors, it’s the absolute sweet spot.
By 1967, Chevrolet had figured out the formula. They took the handsome, clean lines of the A-body platform and slapped a functional cargo bed on the back. It was a "gentleman’s pickup." Or maybe a muscle car with a backpack. Either way, it worked.
The 1967 Chevy El Camino and the Muscle Car Identity Crisis
If you look at the 1966 model, it’s strikingly similar. But 1967 brought some subtle, yet massive, changes that changed the vibe of the car. The grille got a facelift. The taillights grew larger and wrapped around the rear fenders. It looked more finished. More mature.
People often forget that the 1967 Chevy El Camino wasn't just a workhorse for farmers who wanted to go to church on Sundays without looking like they just came from the field. It was caught right in the middle of the horsepower wars. While the base models came with a humble 230-cubic-inch straight-six, nobody really talks about those anymore. The real magic happened when buyers started checking the boxes for the small-block 327 or, better yet, the big-block 396.
Driving one is a trip. You’re sitting in what feels exactly like a Chevelle Malibu interior. Same dash. Same bucket seats if you ordered them. Same thin-rimmed steering wheel. But then you glance in the rearview mirror and see... nothing but air and a tailgate. It’s a strange sensation. The weight distribution is notoriously front-heavy, which makes for some "interesting" handling if you try to take a corner too fast with an empty bed.
Breaking Down the Big-Block 396 Mythos
Let’s get into the weeds on the engines because that’s where the 1967 Chevy El Camino really earned its reputation. Most people think the SS (Super Sport) designation was a standalone model for the El Camino in '67. It actually wasn’t. Unlike the Chevelle, which had a dedicated SS396 model, the El Camino just offered the 396 as an engine option. You could get the L35 version with 325 horsepower, or the L34 version pushing 350 horses.
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There was even a legendary L78 version of the 396 with 375 horsepower, though surviving factory-documented 1967 L78 El Caminos are rarer than honest politicians. If you find one, you're looking at a six-figure car.
What made the '67 special was the introduction of the Turbo-Hydramatic 400 automatic transmission. Before this, if you wanted an auto, you were stuck with the two-speed Powerglide. Two speeds. Think about that. It was like driving a rubber band. The TH400 changed everything, giving the big-block El Camino the ability to actually use its torque without falling on its face between gears.
Disc Brakes and Safety Stuff (For Real)
1967 was a weird transition year for safety in the US. The government was starting to lean on Detroit. This was the first year the El Camino got a dual-master cylinder braking system. If a brake line blew, you actually had a chance of stopping. It also featured a collapsible steering column.
- Front disc brakes: These were finally an option. If you’re buying one today, check for these. Stopping a 3,500-pound hunk of steel with four-wheel drums is a religious experience you don't want.
- The Air Shocks: Every 1967 El Camino came standard with air-adjustable rear shocks. Chevrolet knew people would actually put stuff in the bed, and they didn't want the rear end dragging on the pavement.
- The Vinyl Top: This was the era of vinyl. A huge chunk of '67s left the factory with a black or white vinyl roof, which looks cool but is a notorious rust trap today.
I’ve seen guys spend three years restoring the "smuggler's notch." That’s the hidden compartment under the bed floor, right behind the cab. In the old days, it’s where the station wagon's footwell would have been. In the El Camino, it’s just a cavernous hole that collects water and turns into a pile of iron oxide. If you're looking at a 1967 Chevy El Camino to buy, bring a magnet and a flashlight for that spot specifically.
Why 1967 Was the "Goldilocks" Year
The 1968 model that followed was totally redesigned. It got longer, more swoopy, and much heavier. The '67, by comparison, feels lean. It has that "coke-bottle" styling but keeps the crisp edges of the early sixties.
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There’s also the trim. You had the base 300 series and the more upscale Custom. The Custom trim added that beautiful brightwork along the lower body and the wheel arches. It’s a bit flashy, sure, but it balances the utility of the bed. It says, "I might be carrying a crate of engine parts, but I’m doing it with style."
One thing that drives restorers crazy is the one-year-only parts. The 1967 Chevy El Camino has a bunch of them. The tailgate trim is unique. The taillight lenses are unique. Even some of the interior bits don't swap with the '66. It makes the hunt for original parts frustrating but rewarding.
The Reality of Owning One Today
Let’s be honest. Owning a 1967 Chevy El Camino isn't all sunshine and burnout videos. These cars squeak. They rattle. The vent windows whistle at 60 mph. And the gas mileage? If you have a 396, you’re looking at about 8 to 10 miles per gallon. You aren't driving this to save the planet; you’re driving it because it makes you feel like a badass.
The market has stayed surprisingly strong. While Chevelle prices have gone into the stratosphere, the El Camino remains slightly more attainable, though that gap is closing. People have realized that you get the same performance, the same look, and more versatility for about 20% less than a hardtop Chevelle.
Finding the Right 1967 Chevy El Camino
If you are hunting for one, don't get blinded by a shiny paint job. These cars were built to be used. Many of them spent twenty years hauling hay or construction tools before they became "classics."
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- Check the Frame: Specifically the rear kick-ups over the axle. They love to rot there.
- Verify the VIN: An "13480" VIN indicates a 6-cylinder Custom, while "13680" is the 8-cylinder Custom.
- The Bed Floor: If it’s wavy or filled with Bondo, walk away. Replacing a bed floor is a massive, expensive headache.
- The Trim: Make sure the 1967-specific pieces are there. Buying a project car that's missing the tailgate trim will cost you a fortune in "new old stock" (NOS) parts later.
Actionable Steps for the Aspiring Owner
If you’re serious about putting a 1967 Chevy El Camino in your garage, start by joining the Team Chevelle forums or the National Chevelle Owners Association. These guys have forgotten more about bolt patterns and date codes than most mechanics will ever know.
Once you find a car, prioritize the mechanicals. A 1967 El Camino with a tired 283 and a Powerglide is a dog. It won't keep up with modern traffic. Plan for a disc brake conversion and maybe an upgrade to a modern overdrive transmission like a 700R4 if you actually want to drive it on the highway.
Keep the original lines. Don't go overboard with 20-inch wheels. These cars look best on 15-inch Rally wheels or classic American Racing Torq Thrusts. It preserves that 1960s stance that made the car famous in the first place.
The 1967 Chevy El Camino represents the end of an era. It was the last of the small, sharp-edged car-trucks before the 1970s bloat set in. It’s a piece of Americana that actually earns its keep. Just remember to check that smuggler's notch for rust before you hand over the cash.