Friday, May 28, 2010
Slow Start on the 81 El Camino Project
Due to some medical problems not much new has gone on with the Camino but I am trying to recover and get to work on it most of what I have been able to do so far is plan what I would like to do. We have already redesigned the sound system setup now to price and order the components we have made plans for a spare tire relocation. And overall what I would like my El Camino to look like when I am done with it. Will post more as I get things accomplished or get my ideas on paper. Please keep in mind this project was purchased to use with my DJ business so a lot of the work I do to the El Camino will revolve around that.
Thursday, May 20, 2010
Cadillac El Camino 2-passenger coupe
Cadillac El Camino 2-passenger coupe (special order # 1929) presented at the 1954 GM Motorama.
El Camino is short for the Spanish el camino real, the Royal Highway, alias US highway 101. The exhaust configuration, windshield, roof saddle, spoked wheels, quad headlights, fluted side panel, gull-wing bumpers with bullet tips all turned up the following year on the production prototype for the Eldorado Brougham; the shape of the tail-fins [as used also on the Cadillac La Espada roadster, below], turned up on the production Eldorado models of 1955, 1956, the Eldorado Brougham of 1957-1958 and the standard 1958 Cadillac production models. The pointed bullet-shaped, gull-wing front bumper was shared with many Cadillac show cars of the period; the bullets were sometimes rubber tipped; these rubber tips [I call them the Dagmar bra] appeared on stock Cadillac models in 1957 and 1958. El Camino was finished in silver-gray and featured a brushed stainless-steel roof.
Compare the tail-fins on this car, as also on the Cadillac La Espada roadster, with those on the production model Eldorado Brougham; the exhaust configuration, windshield, roof saddle, spoked wheels, quad headlights, fluted side panel, gull-wing bumpers with bullet tips all appeared the following year on the Eldorado Brougham prototype. The fluted lower body panel on the front fender and door was duplicated on the rear fender of the Brougham prototype for 1955; the pointed, bullet, gull-wing front bumper was shared with many Cadillac show cars of the period; the bullets were sometimes rubber tipped; these rubber tips appeared on stock Cadillac models in 1957 and 1958. Some 1957 prototypes had white ones. The El Camino and La Espada were the first Cadillacs on which quad headlights appeared; these became an industry standard in 1958.
El Camino is short for the Spanish el camino real, the Royal Highway, alias US highway 101. The exhaust configuration, windshield, roof saddle, spoked wheels, quad headlights, fluted side panel, gull-wing bumpers with bullet tips all turned up the following year on the production prototype for the Eldorado Brougham; the shape of the tail-fins [as used also on the Cadillac La Espada roadster, below], turned up on the production Eldorado models of 1955, 1956, the Eldorado Brougham of 1957-1958 and the standard 1958 Cadillac production models. The pointed bullet-shaped, gull-wing front bumper was shared with many Cadillac show cars of the period; the bullets were sometimes rubber tipped; these rubber tips [I call them the Dagmar bra] appeared on stock Cadillac models in 1957 and 1958. El Camino was finished in silver-gray and featured a brushed stainless-steel roof.
Compare the tail-fins on this car, as also on the Cadillac La Espada roadster, with those on the production model Eldorado Brougham; the exhaust configuration, windshield, roof saddle, spoked wheels, quad headlights, fluted side panel, gull-wing bumpers with bullet tips all appeared the following year on the Eldorado Brougham prototype. The fluted lower body panel on the front fender and door was duplicated on the rear fender of the Brougham prototype for 1955; the pointed, bullet, gull-wing front bumper was shared with many Cadillac show cars of the period; the bullets were sometimes rubber tipped; these rubber tips appeared on stock Cadillac models in 1957 and 1958. Some 1957 prototypes had white ones. The El Camino and La Espada were the first Cadillacs on which quad headlights appeared; these became an industry standard in 1958.
Wednesday, May 19, 2010
Chevrolet El Camino news and information
Chevrolet El Camino news and information
The Chevrolet El Camino was produced from 1959 through 1960 and again from 1964 through 1987. The vehicle could be classified as a small car but with a pick-up truck bed. The name, El Camino, means 'The Road' in Spanish.
Two years after Ford introduced their Ranchero, Chevrolet introduced the El Camino. The styling, both interior and exterior, and its platform were courtesy of the Impala. During its introductory year, 22,246 examples were produced. A year later sales slumped to 14,163 and Chevrolet made the decision to cancel production. The first generation did not achieve the success that the Ford Ranchero had accomplished. This had been unfortunate, especially since the El Camino had undergone extensive styling updates during its second year.
The Ranchero continued to sell well during the early 1960's so Chevrolet decided to reintroduce the El Camino in 1964. This time is shared the Chevelle platform and styling. Two engines were offered, a 283 and a 327 cubic-inch V8. Horsepower ranged from just under 200 to 250. Performance was given a high priority in 1965 with the introduction of the L79 327 cubic-inch V8 to the El Camino. The small block engine was capable of producing an astonishing 350 horsepower. The performance trend continued into 1966 when Chevrolet offered a 396 big-block cubic-inch engine on the El Camino. The horsepower rating skyrocketed to around 350 and gave the vehicle a mid 14 second quarter-mile time. To keep the vehicle stable at speeds, Chevrolet offered high performance shocks and springs as standard equipment. Also standard was the Synchro-Mesh three-speed gearbox with the four-speed or two-speed Powerglide automatic available as optional equipment. Just over 35,000 examples were produced during the 1966 model year.
1967 was the final year for the second generation El Camino. Little was done, or needed, to improve upon the aesthetics of the vehicle. The updates mimicked the changes that occurred on the Chevelle. A new grille and bumper adorned the front of the vehicle. A vinyl roof could be ordered as optional equipment. A performance suspension was standard equipment for all El Camino's equipped with the powerful 396 cubic-inch engine. All other El Camino's were given air-adjustable shock absorbers. This allowed the adjustment of the suspension depending on the cargo load.
The third generation of the El Camino, lasting from 1968 through 1972, brought about many mechanical and styling changes. The El Camino now rode upon a 4-door station-wagon Chevelle wheelbase. The hood was stretched and could accommodate larger engines, such as the newly introduced Super Sport SS396. Horsepower ranged from 325 through 375. The SS versions were given six-inch wheels. Of the nearly 42000 El Camino's sold during 1968, 5190 were equipped with the SS396 option.
1969 was similar to the prior model year; little was changed. A new grille and front bumper were placed on the front. Sales continued to be strong with over 48,300 examples being produced.
For 1970, the Chevelle was updated and the El Camino mimicked the changes. The 396 cubic-inch engine was enlarged to 402, although the emblems continued to read 396. New engine options became available. The LS5 454 cubic-inch V8 produced 360 horsepower while the LS6 454 cubic-inch V8 produced 450 horsepower. When equipped with the LS6, the quarter-mile took only 13.4 seconds. A close-ratio four speed manual or a Turbo-Hydromatic were the only available engines offered with the powerful 454.
Due to increase government safety and emissions regulations, the muscle-car era was coming to an end. This meant that the engines were detuned and horsepower began to decline. Horsepower ranged from 245 from the 350 cubic-inch engine to 365 from the LS5 454 cubic-inch. Visual changes included the grille coming to a point while single headlight replaced the double design. GMC rebadged the El Camino and sold the vehicle as a GMC Sprint.
1972 continued the decline of engine performance. Horsepower ranged from 165 through 270. There were very few aesthetic changes, the most visible being the removal of the Chevrolet bowtie from the grill and new turn signals. This was also the final year for the third generation El Camino with 1973 began the fourth generation. The El Camino was restyled, again following the changes done to the Chevelle. The styling updates continued mostly unchanged until 1978.
The fifth generation of the El Camino began in 1978 and continued through 1987. The El Camino shrunk in size and given a modern, updated styling. The Chevelle had since been discontinued, so the El Camino now shared its platform and design with the Monte Carlo and Malibu. With the smaller body and engine bay, the 4.3 liter V-6 engine did not look out of place. If more horsepower was required, a 5.7 liter small-block eight-cylinder engine was available.
In 1984 production of the El Camino was moved to Mexico where it continued until 1987.
The Chevrolet El Camino was produced from 1959 through 1960 and again from 1964 through 1987. The vehicle could be classified as a small car but with a pick-up truck bed. The name, El Camino, means 'The Road' in Spanish.
Two years after Ford introduced their Ranchero, Chevrolet introduced the El Camino. The styling, both interior and exterior, and its platform were courtesy of the Impala. During its introductory year, 22,246 examples were produced. A year later sales slumped to 14,163 and Chevrolet made the decision to cancel production. The first generation did not achieve the success that the Ford Ranchero had accomplished. This had been unfortunate, especially since the El Camino had undergone extensive styling updates during its second year.
The Ranchero continued to sell well during the early 1960's so Chevrolet decided to reintroduce the El Camino in 1964. This time is shared the Chevelle platform and styling. Two engines were offered, a 283 and a 327 cubic-inch V8. Horsepower ranged from just under 200 to 250. Performance was given a high priority in 1965 with the introduction of the L79 327 cubic-inch V8 to the El Camino. The small block engine was capable of producing an astonishing 350 horsepower. The performance trend continued into 1966 when Chevrolet offered a 396 big-block cubic-inch engine on the El Camino. The horsepower rating skyrocketed to around 350 and gave the vehicle a mid 14 second quarter-mile time. To keep the vehicle stable at speeds, Chevrolet offered high performance shocks and springs as standard equipment. Also standard was the Synchro-Mesh three-speed gearbox with the four-speed or two-speed Powerglide automatic available as optional equipment. Just over 35,000 examples were produced during the 1966 model year.
1967 was the final year for the second generation El Camino. Little was done, or needed, to improve upon the aesthetics of the vehicle. The updates mimicked the changes that occurred on the Chevelle. A new grille and bumper adorned the front of the vehicle. A vinyl roof could be ordered as optional equipment. A performance suspension was standard equipment for all El Camino's equipped with the powerful 396 cubic-inch engine. All other El Camino's were given air-adjustable shock absorbers. This allowed the adjustment of the suspension depending on the cargo load.
The third generation of the El Camino, lasting from 1968 through 1972, brought about many mechanical and styling changes. The El Camino now rode upon a 4-door station-wagon Chevelle wheelbase. The hood was stretched and could accommodate larger engines, such as the newly introduced Super Sport SS396. Horsepower ranged from 325 through 375. The SS versions were given six-inch wheels. Of the nearly 42000 El Camino's sold during 1968, 5190 were equipped with the SS396 option.
1969 was similar to the prior model year; little was changed. A new grille and front bumper were placed on the front. Sales continued to be strong with over 48,300 examples being produced.
For 1970, the Chevelle was updated and the El Camino mimicked the changes. The 396 cubic-inch engine was enlarged to 402, although the emblems continued to read 396. New engine options became available. The LS5 454 cubic-inch V8 produced 360 horsepower while the LS6 454 cubic-inch V8 produced 450 horsepower. When equipped with the LS6, the quarter-mile took only 13.4 seconds. A close-ratio four speed manual or a Turbo-Hydromatic were the only available engines offered with the powerful 454.
Due to increase government safety and emissions regulations, the muscle-car era was coming to an end. This meant that the engines were detuned and horsepower began to decline. Horsepower ranged from 245 from the 350 cubic-inch engine to 365 from the LS5 454 cubic-inch. Visual changes included the grille coming to a point while single headlight replaced the double design. GMC rebadged the El Camino and sold the vehicle as a GMC Sprint.
1972 continued the decline of engine performance. Horsepower ranged from 165 through 270. There were very few aesthetic changes, the most visible being the removal of the Chevrolet bowtie from the grill and new turn signals. This was also the final year for the third generation El Camino with 1973 began the fourth generation. The El Camino was restyled, again following the changes done to the Chevelle. The styling updates continued mostly unchanged until 1978.
The fifth generation of the El Camino began in 1978 and continued through 1987. The El Camino shrunk in size and given a modern, updated styling. The Chevelle had since been discontinued, so the El Camino now shared its platform and design with the Monte Carlo and Malibu. With the smaller body and engine bay, the 4.3 liter V-6 engine did not look out of place. If more horsepower was required, a 5.7 liter small-block eight-cylinder engine was available.
In 1984 production of the El Camino was moved to Mexico where it continued until 1987.
Tuesday, May 18, 2010
Chevrolet El Camino SS454 1970-72
FEATURE ARTICLE from Hemmings Muscle Machines
Chevrolet El Camino SS454 1970-72
Hemmings Muscle Machines - JANUARY 1, 2005 - BY MARK J. MCCOURT
When is a truck not just a truck and a muscle car much more than a muscle car? When they're an El Camino, of course. Chevrolet's third-generation "personal truck" mirrored the A-body Chevelle upon which it was based and shared engines and equipment, and when fitted with ultra high-performance SS454 equipment, the 1970-1972 El Camino could run rings around many conventional muscle cars while retaining a semblance of truck utility. Like Chevelles, El Caminos are blessed with an amazing availability of restoration and performance parts, and they appeal to folks who love big-block power, who need utility beyond what a coupe or convertible can offer, who appreciate the El Camino's "neither here nor there" style, and who don't like to see their doppelgängers at every stoplight. The Chevrolet El Camino SS454 truly inspires bowtie pride while hauling from both ends.
The El Camino had been completely restyled for 1968 along with its platform-mate Chevelle; this early "crossover" vehicle's airy greenhouse and slim B-pillars were made sportier with thick B-pillars that curved down as flying buttresses to meet and envelop the leading edge of the bed, which now measured 79 1/4 inches long and 59 to 64 1/2 inches wide behind the cab and at the tailgate, respectively. The truck had a handy storage area inside the rear of the passenger compartment that enthusiasts have dubbed the "smuggler's compartment." A plastic toolkit box was stored in this area, and behind that, under the bed, was an unutilized area where the Chevelle wagon's rear seat footwells remained in the shared floorpan; the El Camino's spare tire was stored upright behind the passenger seat for easy access.
This truck's front-end styling was modified when the 1970-1972 models arrived, although the new trucks were identical to the 1968-1969 models from the firewall back, save for minor trim. The 1970 restyle brought quad headlamps set in a body-colored surround panel, which framed a bold horizontal grille split by a body-colored bar. Circular parking lamp/turn signals were mounted in the front bumpers, and SS grille and fender badges and a standard domed or optional cowl-induction hood were part of the Super Sport package. The $2,850 V-8-powered El Camino Custom was the basis for RPO Z15/LS5 and RPO Z15/LS6, which translated to the new SS454 and eclipsed the previous top-performing SS396. This $503.45 Z15/LS5 package brought a 360hp 454-cu.in. V-8, chrome engine accents, dual exhausts, power front disc brakes, a black painted grille, chrome wheel-arch moldings and 14 x 7-inch styled steel wheels. Adding the $263.30 Z15/LS6 package netted the famed 450hp LS6 V-8, making the 1970 El Camino the hands-down fastest truck on the planet. The aforementioned cowl-induction hood was part of the $147.45 ZL2 package, which included a sport-striped, pin-secured hood with a vacuum-operated flap that ducted low-pressure cold air to the carburetor when the accelerator was floored.
As was typical of Detroit in the muscle car heyday, the El Camino SS454 received some changes each year; new for 1971 were fender-mounted two-part turn signals flanking single round headlamps, and the grille was restyled with a single thin chrome center bar. Hood pins became standard, and sporty new dark gray 15 x 7-inch road wheels with chrome trim rings were shared with the Camaro; revised vinyl upholstery patterns enlivened the interior. This year, a subtly retrimmed GMC version of the El Camino called the Sprint was a fresh offering, and the hottest Sprint SP-454 was a virtual clone of the SS454. In 1972, the El Camino received one-piece front turn signals and a grille with two slim horizontal chrome bars. Despite being only 200 miles from new, an LS5 El Camino SS454 was a lively performer, as noted by Drag Racing USA in February 1971: "The quarter-mile performance was frankly better than we'd expected with this new low-compression version of what had been a high-compression engine. Our e.t.s averaged 14.7 seconds at speeds of 96 to 97 mph.... Given a few hundred more miles and sharp tuning, we see no reason why two or three tenths, at least, wouldn't come off the e.t."
Because Chevrolet lumped all of their A-body vehicle build numbers together in the early 1970s, the high-performance El Caminos and Chevelles were merely separated by the engines under their hoods. Of the 8,773 SS454 El Caminos and Chevelles built in 1970, 4,298 featured the LS5, and 4,475 had the LS6 engines. In 1971, SS454s in both models featured the LS5 V-8, and 9,502 were built; 5,333 LS5-equipped SS454s came off the line in 1972. The aforementioned GMC Sprint SP-454 was considerably rarer, with 25 built in 1971 and 114 in 1972. As with red-hot and valuable Chevelle SS454s, the El Camino SS454 invites cloning; be sure to authenticate a potential purchase by cross checking VINs on cowl tags, Protect-o-Plates and other engine and body stampings.
ENGINES
The El Camino SS454 didn't get a lion's reputation by having a housecat under the hood; nestled between its fenders in 1970 was one of two big-block 454-cu.in. V-8s that shared a 4.25 x 4.00-inch bore and stroke and five main bearings. RPO LS5 translated to a hydraulic-lifter version that produced 360hp at 4,400 rpm and 500-lbs.ft. of torque at 3,200 rpm via a 10.25:1 compression ratio, Rochester four-barrel 4MV Quadrajet carburetor and dual exhausts. Highest on the food chain in 1970 was the coveted LS6; despite having the same displacement as the LS5, it made a Hemi-whipping 450hp at 5,600 rpm and 500-lbs.ft. of torque at 3,600 rpm. This feat was accomplished with solid valve lifters working larger, 1.88-inch exhaust and 2.19-inch intake valves, 11.25-compression, a more radical camshaft and an 800cfm Holley model 4557 or 4150 four-barrel carburetor. Sadly for ultimate muscle enthusiasts, this engine was not installed in El Camino SS454s (or Chevelle SS454s) in 1971 or 1972.
A drop in engine compression from 10.25 to 8.5, and a switch to regular fuel didn't stop the LS5 from gaining 5hp in 1971 due to redesigned combustion chambers-this, in the year when real world SAE net figures replaced the previously favored test lab gross numbers. Despite the predisposition of advertisements to call out the stronger figures of 365hp at 4,800 rpm and 465-lbs.ft. of torque at 3,200 rpm, the government now preferred that the LS5 report its 285 net horsepower at 4,000 rpm and 390-lbs.ft. of net torque at 3,200 rpm. Although the engine carried over intact in 1972, its horsepower figure dropped slightly to 270hp at 4,000 rpm. California residents were not invited to the LS5 party in 1972 due to new emissions regulations, but creative 49-state residents could skirt the system and order LS6 heads and other components at the parts counter of their friendly local Chevy dealers. In today's muscle car restoration market, the Chevrolet V-8s are second to none in replacement parts availability, and Chevrolet and a number of suppliers even offer complete 454-cu.in. crate engines.
TRANSMISSIONS
Like their Chevelle siblings, many 1970-1972 El Camino SS454s were built with the optional M40 Turbo Hydra-Matic three-speed automatic transmission. If the buyer of a 1970 LS5-equipped SS454 wanted to shift for himself, he used the standard Muncie M21 close-ratio four-speed gearbox with its single dry-plate 11-inch clutch, or he could order the heavy-duty Muncie M22 four-speed that was used if he ordered an LS6 El Camino. Manual gearbox buyers in 1971 and 1972 were automatically treated to the M22; all El Camino transmissions are hearty units that have proven themselves, and repair and refurbishment are easy with their many suppliers and specialists.
DIFFERENTIALS
The 1970 El Camino SS454 used a 12-bolt open hypoid differential with a standard 3.31:1 ratio, and a limited-slip Positraction unit using the same ratio was a factory option. The 3.31 ratio was continued in 1971, when an optional Positraction rear with a 4.10:1 ratio became widely available; Chevrolet simplified the option sheet in 1972 by dropping the Posi/4.10 combination. All of these 12-bolt units have earned bulletproof reputations, and replacement parts or Positraction upgrades are easily acquired.
SUSPENSION
The El Camino shared its A-body suspension setup with the Chevelle wagon upon which it was based. In front, the independent suspension utilized upper and lower control arms with ball joints, heavy-duty coil springs, hydraulic tube shocks and a 1.25-inch diameter anti-roll bar, and in the rear, upper and lower control arms, coil springs and level-control air shocks kept the solid rear axle off the ground. "The 1968-1972 SS package for the El Camino contained everything that was in the SS package for the Chevelle, with one exception," says Dan Carr, El Camino tech advisor on the A-body specialty website www.chevelles.com; "The F41 heavy-duty suspension, with its rear anti-roll bar, was never available on the El Camino, even the SS454...it's believed that this was prohibited due to the hauling nature of the vehicle." Any worn or damaged suspension equipment is easily replaced with stock components.
BRAKES
The standard four-wheel hydraulic drum brake system used on base El Caminos all three model years was supplanted on SS454 models by a standard front disc/rear drum setup. The 10.94-inch front discs with single-piston calipers and 9.5 x 2-inch rear drums could be augmented with optional power assist. All brake parts are simple to acquire, and upgrades are easy using newer stock GM components.
FRAME
The 116-inch wheelbase that all 1970-1972 El Caminos utilized came courtesy of their boxed-rail perimeter frames with welded front and rear cross-members. This heavy-duty frame was shared with station wagons and is interchangeable with those underpinning 1968-1972 wagons and El Caminos. Check out the body mounts and differential mountings by the rear suspension control arms for rust, as frame rust is repairable but pricey.
BODY
Despite their sporting intentions and luxurious interiors, many El Camino SS454s were parked outside, did light-duty hauling and were generally treated like trucks. As with any vehicle more than 30 years old, rust can be an issue. "Typical rust areas include the lower parts of the front fenders where leaves and debris get trapped, around the rear window if the truck came with a vinyl top, around the rear wheel wells and in the lower rear quarter panels," Dan says. The hidden storage area behind the "smuggler's compartment" is often not waterproof and traps water and debris under the bed, leading to rust. Luckily for El Camino owners, many body panels are interchangeable between 1968-1972; Chevelle wagons can donate their front fenders from 1970-1972, hoods are shared between all Chevelles and El Caminos, 1970 front bumpers are shared with Monte Carlos, and doors can come from 1969-1972 El Caminos. New reproduction doors, full and partial fenders, rocker panels, tailgate panels and bed floors are readily available from a number of reputable suppliers.
INTERIOR
Although manual or power-adjusted Strato-bucket seats and a center console were optional in El Caminos as in Chevelles, the standard bench seat (allowing more than two passengers) was more often used. The standard all-vinyl interior used Madrid grain in 1970; and in 1971 and 1972, Madrid grain bolsters were teamed with Elk grain inserts. The vinyl door panels in El Camino Customs differ from those in base El Caminos, but they are commonly reproduced; dashboard instrumentation was shared with Chevelles and contemporary Monte Carlos and the standard warning lamps could be replaced by a tach and accessory gauges. Among the multitude of reproduction interior items available are dash covers, carpeting, seat covers, seat foam and switches.
REPRODUCTION PARTS
Prospective El Camino restorers should count themselves lucky to be tackling a vehicle that has such a strong restoration parts supply; because these 1970-1972 trucks share so many mechanical, body, chassis and trim components with contemporary Chevelles and earlier 1968-1969 El Caminos, nearly everything is being reproduced. El Camino parts specialists and Chevelle/GM A-body suppliers can offer everything from pistons, camshafts and smog pumps to quarter panels, seat covers and road wheels. El Camino-specific reproductions such as 1971-1972 headlamp bezels, bed trim, tailgate trim and taillamps can also be readily purchased, as well as SS454-specific striping kits, trim and mechanical components-this is one vehicle that rarely requires trips to swap meets or salvage yards for parts. Rudolph Wichmann, the owner of our feature truck, told us that he's been unsuccessful in finding the gasket that underpins his El Camino's original remote rearview mirror-"Everyone has something close to it, but they're all off by a bit here or there." If a part simply can't be purchased new, locating an earlier El Camino helps with body and trim from the firewall back, and contemporary Chevelle station wagons can offer front sheetmetal, frames and interior parts; other A-body cars like Buick Skylarks, Oldsmobile Cutlasses and Pontiac LeManses can also donate suspension, braking and under-the-skin components.
PERFORMANCE PARTS
The El Camino is like its Chevelle brethren in that its V-8 performance is easily upgraded. Whether you're looking for hidden internal upgrades like forged pistons, hotter camshafts or hardened valves for a matching-numbers engine, or external upgrades such as high-flow carburetors, free-flowing headers and exhausts, aluminum intake manifolds and cylinder heads and ignition system upgrades, you can find them at a number of reputable parts suppliers. Complete crate engines with huge power upgrades are also available from GM Performance Parts for those unconcerned with originality. Transmission, clutch, torque converter and differential upgrades are also just a phone call and some wrench time away.
CHASSIS UPGRADES
Just because the SS454 has a pickup truck bed, this doesn't imply that it can't be made to handle more like a sports car; most of the suspension and braking upgrades that are available for Chevelles will simply bolt on to an El Camino. Starting from the ground up, a set of H- or V-speed rated performance radials on wider SS rims from Wheel Vintiques or retro-style light alloy wheels will keep the truck planted; suspension upgrades include fitting a larger front and a new rear anti-roll bar, installing Moog's adjustable tie rod ends, Global West's negative-roll front control arms, lowered coil springs and stiffer urethane bushings. Replacing the hydraulic front shocks with gas-charged units and upgrading the rear air shocks will also help the truck stick. Burn off that newfound speed with some retrofitted GM brake components like B-body spindles mounting F-body front discs, and rear discs can come in a kit from Stainless Steel Brakes or Ground Up. Keep the performance coming, and blur the distinctions between truck and car even further.
Owner's View - Rudolph Wichmann, Jr.
"When I graduated from high school, I was driving a 1970 Chevelle SS454 LS6," reminisces Rudolph Wichmann, Jr. "When I got it, I had the choice between that LS6 or an El Camino SS454, and I've wanted one ever since then." Rudolph found his one-owner truck in storage, where it had sat for 15 years. "I wanted a true 1970 SS454 El Camino, and this one had matching numbers and a lot of options, including factory air. I had to replace one quarter-sized spot of rust, but the rest of the car was solid. I repainted it in the original Autumn Gold, reupholstered the seats, headliner and carpeting, and had the transmission rebuilt and the engine bored .030-over-the car was pretty much all there." And Rudolph couldn't be happier with the results. "It drives like a new car coming off the showroom floor," he says. "The column-shift automatic shifts smoothly, the steering, shocks and suspension are great, and it's very fast... I get a lot of thumbs up on it." So does he work the El Camino like a truck? "I use it strictly for showing. I don't haul anything back there except for the chairs I sit on, and when I have the bed repainted gold, I probably won't put anything in the back," he explains-not even the matching diecast model that displays with his truck. Such is the world of a self-professed SS454 junkie. "I like the El Camino because it's different," he smiles, "Not like any other car or truck on the road."
This article originally appeared in the JANUARY 1, 2005 issue of Hemmings Muscle Machines.
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Chevrolet El Camino SS454 1970-72
Hemmings Muscle Machines - JANUARY 1, 2005 - BY MARK J. MCCOURT
When is a truck not just a truck and a muscle car much more than a muscle car? When they're an El Camino, of course. Chevrolet's third-generation "personal truck" mirrored the A-body Chevelle upon which it was based and shared engines and equipment, and when fitted with ultra high-performance SS454 equipment, the 1970-1972 El Camino could run rings around many conventional muscle cars while retaining a semblance of truck utility. Like Chevelles, El Caminos are blessed with an amazing availability of restoration and performance parts, and they appeal to folks who love big-block power, who need utility beyond what a coupe or convertible can offer, who appreciate the El Camino's "neither here nor there" style, and who don't like to see their doppelgängers at every stoplight. The Chevrolet El Camino SS454 truly inspires bowtie pride while hauling from both ends.
The El Camino had been completely restyled for 1968 along with its platform-mate Chevelle; this early "crossover" vehicle's airy greenhouse and slim B-pillars were made sportier with thick B-pillars that curved down as flying buttresses to meet and envelop the leading edge of the bed, which now measured 79 1/4 inches long and 59 to 64 1/2 inches wide behind the cab and at the tailgate, respectively. The truck had a handy storage area inside the rear of the passenger compartment that enthusiasts have dubbed the "smuggler's compartment." A plastic toolkit box was stored in this area, and behind that, under the bed, was an unutilized area where the Chevelle wagon's rear seat footwells remained in the shared floorpan; the El Camino's spare tire was stored upright behind the passenger seat for easy access.
This truck's front-end styling was modified when the 1970-1972 models arrived, although the new trucks were identical to the 1968-1969 models from the firewall back, save for minor trim. The 1970 restyle brought quad headlamps set in a body-colored surround panel, which framed a bold horizontal grille split by a body-colored bar. Circular parking lamp/turn signals were mounted in the front bumpers, and SS grille and fender badges and a standard domed or optional cowl-induction hood were part of the Super Sport package. The $2,850 V-8-powered El Camino Custom was the basis for RPO Z15/LS5 and RPO Z15/LS6, which translated to the new SS454 and eclipsed the previous top-performing SS396. This $503.45 Z15/LS5 package brought a 360hp 454-cu.in. V-8, chrome engine accents, dual exhausts, power front disc brakes, a black painted grille, chrome wheel-arch moldings and 14 x 7-inch styled steel wheels. Adding the $263.30 Z15/LS6 package netted the famed 450hp LS6 V-8, making the 1970 El Camino the hands-down fastest truck on the planet. The aforementioned cowl-induction hood was part of the $147.45 ZL2 package, which included a sport-striped, pin-secured hood with a vacuum-operated flap that ducted low-pressure cold air to the carburetor when the accelerator was floored.
As was typical of Detroit in the muscle car heyday, the El Camino SS454 received some changes each year; new for 1971 were fender-mounted two-part turn signals flanking single round headlamps, and the grille was restyled with a single thin chrome center bar. Hood pins became standard, and sporty new dark gray 15 x 7-inch road wheels with chrome trim rings were shared with the Camaro; revised vinyl upholstery patterns enlivened the interior. This year, a subtly retrimmed GMC version of the El Camino called the Sprint was a fresh offering, and the hottest Sprint SP-454 was a virtual clone of the SS454. In 1972, the El Camino received one-piece front turn signals and a grille with two slim horizontal chrome bars. Despite being only 200 miles from new, an LS5 El Camino SS454 was a lively performer, as noted by Drag Racing USA in February 1971: "The quarter-mile performance was frankly better than we'd expected with this new low-compression version of what had been a high-compression engine. Our e.t.s averaged 14.7 seconds at speeds of 96 to 97 mph.... Given a few hundred more miles and sharp tuning, we see no reason why two or three tenths, at least, wouldn't come off the e.t."
Because Chevrolet lumped all of their A-body vehicle build numbers together in the early 1970s, the high-performance El Caminos and Chevelles were merely separated by the engines under their hoods. Of the 8,773 SS454 El Caminos and Chevelles built in 1970, 4,298 featured the LS5, and 4,475 had the LS6 engines. In 1971, SS454s in both models featured the LS5 V-8, and 9,502 were built; 5,333 LS5-equipped SS454s came off the line in 1972. The aforementioned GMC Sprint SP-454 was considerably rarer, with 25 built in 1971 and 114 in 1972. As with red-hot and valuable Chevelle SS454s, the El Camino SS454 invites cloning; be sure to authenticate a potential purchase by cross checking VINs on cowl tags, Protect-o-Plates and other engine and body stampings.
ENGINES
The El Camino SS454 didn't get a lion's reputation by having a housecat under the hood; nestled between its fenders in 1970 was one of two big-block 454-cu.in. V-8s that shared a 4.25 x 4.00-inch bore and stroke and five main bearings. RPO LS5 translated to a hydraulic-lifter version that produced 360hp at 4,400 rpm and 500-lbs.ft. of torque at 3,200 rpm via a 10.25:1 compression ratio, Rochester four-barrel 4MV Quadrajet carburetor and dual exhausts. Highest on the food chain in 1970 was the coveted LS6; despite having the same displacement as the LS5, it made a Hemi-whipping 450hp at 5,600 rpm and 500-lbs.ft. of torque at 3,600 rpm. This feat was accomplished with solid valve lifters working larger, 1.88-inch exhaust and 2.19-inch intake valves, 11.25-compression, a more radical camshaft and an 800cfm Holley model 4557 or 4150 four-barrel carburetor. Sadly for ultimate muscle enthusiasts, this engine was not installed in El Camino SS454s (or Chevelle SS454s) in 1971 or 1972.
A drop in engine compression from 10.25 to 8.5, and a switch to regular fuel didn't stop the LS5 from gaining 5hp in 1971 due to redesigned combustion chambers-this, in the year when real world SAE net figures replaced the previously favored test lab gross numbers. Despite the predisposition of advertisements to call out the stronger figures of 365hp at 4,800 rpm and 465-lbs.ft. of torque at 3,200 rpm, the government now preferred that the LS5 report its 285 net horsepower at 4,000 rpm and 390-lbs.ft. of net torque at 3,200 rpm. Although the engine carried over intact in 1972, its horsepower figure dropped slightly to 270hp at 4,000 rpm. California residents were not invited to the LS5 party in 1972 due to new emissions regulations, but creative 49-state residents could skirt the system and order LS6 heads and other components at the parts counter of their friendly local Chevy dealers. In today's muscle car restoration market, the Chevrolet V-8s are second to none in replacement parts availability, and Chevrolet and a number of suppliers even offer complete 454-cu.in. crate engines.
TRANSMISSIONS
Like their Chevelle siblings, many 1970-1972 El Camino SS454s were built with the optional M40 Turbo Hydra-Matic three-speed automatic transmission. If the buyer of a 1970 LS5-equipped SS454 wanted to shift for himself, he used the standard Muncie M21 close-ratio four-speed gearbox with its single dry-plate 11-inch clutch, or he could order the heavy-duty Muncie M22 four-speed that was used if he ordered an LS6 El Camino. Manual gearbox buyers in 1971 and 1972 were automatically treated to the M22; all El Camino transmissions are hearty units that have proven themselves, and repair and refurbishment are easy with their many suppliers and specialists.
DIFFERENTIALS
The 1970 El Camino SS454 used a 12-bolt open hypoid differential with a standard 3.31:1 ratio, and a limited-slip Positraction unit using the same ratio was a factory option. The 3.31 ratio was continued in 1971, when an optional Positraction rear with a 4.10:1 ratio became widely available; Chevrolet simplified the option sheet in 1972 by dropping the Posi/4.10 combination. All of these 12-bolt units have earned bulletproof reputations, and replacement parts or Positraction upgrades are easily acquired.
SUSPENSION
The El Camino shared its A-body suspension setup with the Chevelle wagon upon which it was based. In front, the independent suspension utilized upper and lower control arms with ball joints, heavy-duty coil springs, hydraulic tube shocks and a 1.25-inch diameter anti-roll bar, and in the rear, upper and lower control arms, coil springs and level-control air shocks kept the solid rear axle off the ground. "The 1968-1972 SS package for the El Camino contained everything that was in the SS package for the Chevelle, with one exception," says Dan Carr, El Camino tech advisor on the A-body specialty website www.chevelles.com; "The F41 heavy-duty suspension, with its rear anti-roll bar, was never available on the El Camino, even the SS454...it's believed that this was prohibited due to the hauling nature of the vehicle." Any worn or damaged suspension equipment is easily replaced with stock components.
BRAKES
The standard four-wheel hydraulic drum brake system used on base El Caminos all three model years was supplanted on SS454 models by a standard front disc/rear drum setup. The 10.94-inch front discs with single-piston calipers and 9.5 x 2-inch rear drums could be augmented with optional power assist. All brake parts are simple to acquire, and upgrades are easy using newer stock GM components.
FRAME
The 116-inch wheelbase that all 1970-1972 El Caminos utilized came courtesy of their boxed-rail perimeter frames with welded front and rear cross-members. This heavy-duty frame was shared with station wagons and is interchangeable with those underpinning 1968-1972 wagons and El Caminos. Check out the body mounts and differential mountings by the rear suspension control arms for rust, as frame rust is repairable but pricey.
BODY
Despite their sporting intentions and luxurious interiors, many El Camino SS454s were parked outside, did light-duty hauling and were generally treated like trucks. As with any vehicle more than 30 years old, rust can be an issue. "Typical rust areas include the lower parts of the front fenders where leaves and debris get trapped, around the rear window if the truck came with a vinyl top, around the rear wheel wells and in the lower rear quarter panels," Dan says. The hidden storage area behind the "smuggler's compartment" is often not waterproof and traps water and debris under the bed, leading to rust. Luckily for El Camino owners, many body panels are interchangeable between 1968-1972; Chevelle wagons can donate their front fenders from 1970-1972, hoods are shared between all Chevelles and El Caminos, 1970 front bumpers are shared with Monte Carlos, and doors can come from 1969-1972 El Caminos. New reproduction doors, full and partial fenders, rocker panels, tailgate panels and bed floors are readily available from a number of reputable suppliers.
INTERIOR
Although manual or power-adjusted Strato-bucket seats and a center console were optional in El Caminos as in Chevelles, the standard bench seat (allowing more than two passengers) was more often used. The standard all-vinyl interior used Madrid grain in 1970; and in 1971 and 1972, Madrid grain bolsters were teamed with Elk grain inserts. The vinyl door panels in El Camino Customs differ from those in base El Caminos, but they are commonly reproduced; dashboard instrumentation was shared with Chevelles and contemporary Monte Carlos and the standard warning lamps could be replaced by a tach and accessory gauges. Among the multitude of reproduction interior items available are dash covers, carpeting, seat covers, seat foam and switches.
REPRODUCTION PARTS
Prospective El Camino restorers should count themselves lucky to be tackling a vehicle that has such a strong restoration parts supply; because these 1970-1972 trucks share so many mechanical, body, chassis and trim components with contemporary Chevelles and earlier 1968-1969 El Caminos, nearly everything is being reproduced. El Camino parts specialists and Chevelle/GM A-body suppliers can offer everything from pistons, camshafts and smog pumps to quarter panels, seat covers and road wheels. El Camino-specific reproductions such as 1971-1972 headlamp bezels, bed trim, tailgate trim and taillamps can also be readily purchased, as well as SS454-specific striping kits, trim and mechanical components-this is one vehicle that rarely requires trips to swap meets or salvage yards for parts. Rudolph Wichmann, the owner of our feature truck, told us that he's been unsuccessful in finding the gasket that underpins his El Camino's original remote rearview mirror-"Everyone has something close to it, but they're all off by a bit here or there." If a part simply can't be purchased new, locating an earlier El Camino helps with body and trim from the firewall back, and contemporary Chevelle station wagons can offer front sheetmetal, frames and interior parts; other A-body cars like Buick Skylarks, Oldsmobile Cutlasses and Pontiac LeManses can also donate suspension, braking and under-the-skin components.
PERFORMANCE PARTS
The El Camino is like its Chevelle brethren in that its V-8 performance is easily upgraded. Whether you're looking for hidden internal upgrades like forged pistons, hotter camshafts or hardened valves for a matching-numbers engine, or external upgrades such as high-flow carburetors, free-flowing headers and exhausts, aluminum intake manifolds and cylinder heads and ignition system upgrades, you can find them at a number of reputable parts suppliers. Complete crate engines with huge power upgrades are also available from GM Performance Parts for those unconcerned with originality. Transmission, clutch, torque converter and differential upgrades are also just a phone call and some wrench time away.
CHASSIS UPGRADES
Just because the SS454 has a pickup truck bed, this doesn't imply that it can't be made to handle more like a sports car; most of the suspension and braking upgrades that are available for Chevelles will simply bolt on to an El Camino. Starting from the ground up, a set of H- or V-speed rated performance radials on wider SS rims from Wheel Vintiques or retro-style light alloy wheels will keep the truck planted; suspension upgrades include fitting a larger front and a new rear anti-roll bar, installing Moog's adjustable tie rod ends, Global West's negative-roll front control arms, lowered coil springs and stiffer urethane bushings. Replacing the hydraulic front shocks with gas-charged units and upgrading the rear air shocks will also help the truck stick. Burn off that newfound speed with some retrofitted GM brake components like B-body spindles mounting F-body front discs, and rear discs can come in a kit from Stainless Steel Brakes or Ground Up. Keep the performance coming, and blur the distinctions between truck and car even further.
Owner's View - Rudolph Wichmann, Jr.
"When I graduated from high school, I was driving a 1970 Chevelle SS454 LS6," reminisces Rudolph Wichmann, Jr. "When I got it, I had the choice between that LS6 or an El Camino SS454, and I've wanted one ever since then." Rudolph found his one-owner truck in storage, where it had sat for 15 years. "I wanted a true 1970 SS454 El Camino, and this one had matching numbers and a lot of options, including factory air. I had to replace one quarter-sized spot of rust, but the rest of the car was solid. I repainted it in the original Autumn Gold, reupholstered the seats, headliner and carpeting, and had the transmission rebuilt and the engine bored .030-over-the car was pretty much all there." And Rudolph couldn't be happier with the results. "It drives like a new car coming off the showroom floor," he says. "The column-shift automatic shifts smoothly, the steering, shocks and suspension are great, and it's very fast... I get a lot of thumbs up on it." So does he work the El Camino like a truck? "I use it strictly for showing. I don't haul anything back there except for the chairs I sit on, and when I have the bed repainted gold, I probably won't put anything in the back," he explains-not even the matching diecast model that displays with his truck. Such is the world of a self-professed SS454 junkie. "I like the El Camino because it's different," he smiles, "Not like any other car or truck on the road."
This article originally appeared in the JANUARY 1, 2005 issue of Hemmings Muscle Machines.
Order Backissues of Hemmings Muscle Machines Here
http://www.hemmings.com/mus/stories/2005/01/01/hmn_feature17.html
Monday, May 17, 2010
Life is good in the South
I went fishing this morning but after a short time I ran out of worms. Then I saw a cottonmouth with a frog in his mouth. (For all y'all Northerners and City Folk, a "cottonmouth" is a water moccasin -- one of the 4 poisonous snakes in North America, and generally the meanest, being more aggressive than rattlesnakes.)
Frogs are good bass bait. Knowing the snake couldn't bite me with the frog in his mouth I grabbed him right behind the head, took the frog, and put it in my bait bucket.
Now the dilemma was how to release the snake without getting bit. So, I grabbed my bottle of Jack Daniels and poured a little whiskey in its mouth. His eyes rolled back, he went limp. I released him into the lake without incident and carried on fishing using the frog.
A little later, I felt a nudge on my foot. There was that same snake with two frogs in his mouth.
Life is good in the South.
Frogs are good bass bait. Knowing the snake couldn't bite me with the frog in his mouth I grabbed him right behind the head, took the frog, and put it in my bait bucket.
Now the dilemma was how to release the snake without getting bit. So, I grabbed my bottle of Jack Daniels and poured a little whiskey in its mouth. His eyes rolled back, he went limp. I released him into the lake without incident and carried on fishing using the frog.
A little later, I felt a nudge on my foot. There was that same snake with two frogs in his mouth.
Life is good in the South.
The Top 5 Before You Ride:
Your Motorcycle Checklist
• Tire pressure: Some tires lose air very slowly and a soft
tire, although it might not be obvious, is a major safety issue.
• Fluid levels: It's always good to check the engine oil,
transmission oil, and brake fluid, etc. after an idle spell.
They're also easier to check after the bike's been sitting for a
while and all the fluids have settled to their lowest point.
• Air filters: Make sure they're clean and that small creatures
haven't taken up residence in the housing.
• The battery: It's not unusual for the battery to get low or
even go dead after sitting for an extended period. Check the
water in the battery and make sure it has enough charge left
to start the bike. It may need to be charged or replaced.
• Lights: Make sure they're all working and visible.
Ride safe, Burn rubber not your soul.
Respect
DJ OCP
Clay County Mobile DJ
• Tire pressure: Some tires lose air very slowly and a soft
tire, although it might not be obvious, is a major safety issue.
• Fluid levels: It's always good to check the engine oil,
transmission oil, and brake fluid, etc. after an idle spell.
They're also easier to check after the bike's been sitting for a
while and all the fluids have settled to their lowest point.
• Air filters: Make sure they're clean and that small creatures
haven't taken up residence in the housing.
• The battery: It's not unusual for the battery to get low or
even go dead after sitting for an extended period. Check the
water in the battery and make sure it has enough charge left
to start the bike. It may need to be charged or replaced.
• Lights: Make sure they're all working and visible.
Ride safe, Burn rubber not your soul.
Respect
DJ OCP
Clay County Mobile DJ
Sunday, May 16, 2010
81 El Camino Speaker Enclosure face markup
Ok could not wait and cut the face pattern for the speaker enclosure in the 81 El Camino out of a big piece of cardboard I had from my 12 inch DJ speakers. The enclosure face will cover most of the molding behind the seats that I am missing. That is a plus and I may try to incorporate it to cover more of the missing molding making behind the seats one piece if possible will let you know soon enough. And will include pics of the speaker build soon.
New Plans for the 81 El Camino
This weekend was a bust working on my 81 El Camino, Due to an allergy to seafood and being exposed to it Friday I spent Saturday re-covering. Sunday I had some up keep to do around the house weed eating and cutting an oak tree removing some tree branches from the roof of the house, and the rescue dogs ( Yes we have a dog rescue) Escaped again so I had to secure their kennel once again. I did however get to measure for the speaker box I plan to build and install. Right now everything is a theory until I purchase the speaker components but I will share the initial design Ideas here.
I have decided due to the complexity of the cargo area the smugglers box behind the seats that a more complex design was needed but maybe it can be simplified yes it would require additional materials and a little more work but the new design should produce the expected outcome.
I want to use to ten inch sub woofers and two 6X9’s in the speaker set up behind the seats until I pick out and purchase the components my initial design is mostly theory but you have to start somewhere.
El Camino speaker box plan 1.0
½ inch fiberboard for the twin boxes and face plate and for the 6x9 enclosures’.
The passenger side of the smugglers box will contain 1 box for a ten inch sub woofer the box will be two (2) feet deep and two (2) feet across, the height will be 9 5/8 inches tall.
The plan is to install a ten (10) inch sub and an enclosed box containing a 6X9. Porting the main box to face the box on the driver’s side placing the port in the bottom of the backside.
The Driver side enclosure placed in the driver side of the smugglers box will contain a ten (10) inch sub woofer will be two (2) feet deep and two (2) feet across, the height will be 10 inches tall. (I know the boxes are different in dimension but there is a small bracket in the passenger side of the smugglers box I could cut this out but I have decided to leave it in.)
The plan is to install a ten (10) inch sub and an enclosed box containing a 6X9. Porting the main box to face the box on the passenger side placing the port in the front side of the driver side of the box.
I decided on two inch ports.
I will then cut a face plate to cover the smugglers box and to attach the two boxes I have created a pattern from the carpet used to hide the smugglers box. I will then place another two inch port in the face hoping to capture lows from the additional chamber I have created. The decision now to be made is do I fiber glass the box carpet the box or use a plastic coat paint to cover the box. That I am still undecided on and may paint the portions that can’t be seen to protect against moisture and glass the face.
Keep in mind I do not have the components so this is what I would like to do for now this could change.
If you are a family member or friend reading this wondering what to get me for my birthday coming in July a nice set of ten (10) inch sub woofers or a set of 6x9’s would be great.
We will continue posting what we are doing to the 81 El Camino we have decided to call “Giddy up Go” as we do knew things or come up with new ideas.
Much Respect
Rick DJ OCP
I have decided due to the complexity of the cargo area the smugglers box behind the seats that a more complex design was needed but maybe it can be simplified yes it would require additional materials and a little more work but the new design should produce the expected outcome.
I want to use to ten inch sub woofers and two 6X9’s in the speaker set up behind the seats until I pick out and purchase the components my initial design is mostly theory but you have to start somewhere.
El Camino speaker box plan 1.0
½ inch fiberboard for the twin boxes and face plate and for the 6x9 enclosures’.
The passenger side of the smugglers box will contain 1 box for a ten inch sub woofer the box will be two (2) feet deep and two (2) feet across, the height will be 9 5/8 inches tall.
The plan is to install a ten (10) inch sub and an enclosed box containing a 6X9. Porting the main box to face the box on the driver’s side placing the port in the bottom of the backside.
The Driver side enclosure placed in the driver side of the smugglers box will contain a ten (10) inch sub woofer will be two (2) feet deep and two (2) feet across, the height will be 10 inches tall. (I know the boxes are different in dimension but there is a small bracket in the passenger side of the smugglers box I could cut this out but I have decided to leave it in.)
The plan is to install a ten (10) inch sub and an enclosed box containing a 6X9. Porting the main box to face the box on the passenger side placing the port in the front side of the driver side of the box.
I decided on two inch ports.
I will then cut a face plate to cover the smugglers box and to attach the two boxes I have created a pattern from the carpet used to hide the smugglers box. I will then place another two inch port in the face hoping to capture lows from the additional chamber I have created. The decision now to be made is do I fiber glass the box carpet the box or use a plastic coat paint to cover the box. That I am still undecided on and may paint the portions that can’t be seen to protect against moisture and glass the face.
Keep in mind I do not have the components so this is what I would like to do for now this could change.
If you are a family member or friend reading this wondering what to get me for my birthday coming in July a nice set of ten (10) inch sub woofers or a set of 6x9’s would be great.
We will continue posting what we are doing to the 81 El Camino we have decided to call “Giddy up Go” as we do knew things or come up with new ideas.
Much Respect
Rick DJ OCP
Thursday, May 13, 2010
This Weekend
This weekend will begin the journey of my 81 El Camino, We will take pictures of how she looks now and explain some future plans and work on the issue with starting her up. Please check back for more detail on what we do what we plan to do and offer any suggestions along the way. We will also take time to explain why we picked an El Camino.
Much Respect
Rick (DJ OCP)
Much Respect
Rick (DJ OCP)
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